Design

I've describe how the Production Racer is my Ultimate Cade Racer, but I've also alluded that there may be another kind. As you have guessed by now, it's a Triton, the unholy marriage of a Norton frame and a Triumph engine which becomes a wonderful beast. So what goes into a Triton? Let us explore...

There seems to be but two tank options that are popular.

The Manx

The Manx comes from, of course, the style used on the racing Norton Manx. The large size was useful for the longer races.

The Lyta

Right, so I have no idea why it's called a Lyta. Maybe it's named after a race or maybe it's the original manufacturer of the tank. I've seen it called a short-track tank, which would make sense given the smaller capacity. Basically you'd have to push it halfway around the Isle of Man. Well, not really, but you get the idea.

So those are the tanks. Both from the extensive racing heritage of the Manx.

Next up is engine choice, and of course we are going to select from the big Triumphs. Why bother with a 500cc Triumph engine? Go big or go home! Well, at least the little Triumphs are a lighter engine than their bigger brothers. Unlike the BSA "Power Eggs" which should have been called "Dinosaur Eggs" given how big and heavy they are. But I digress, besides a BSA may be a future topic...

So there is the classic Triton engine, the pre-unit Triumph 650. Pre-unit is a term that described the design of the engine prior to the integration of the transmission into the engine case. Or in other words, the transmission is separate from the engine. They are connected by the engine plates and the primary case (if there is one). The advantage of a pre-unit is that you can theoretically use a different transmission such as Norton or Harley, if you so desire. Most people don't so it's a bit of a moot point.

Triumph Pre-Unit

In 1963 Triumph introduced the 650 unit engine (the 500cc engine went to unit construction on 1960). The advantages was a more rigid structure, lighter weight and fewer castings required. With a Triumph the primary chain now shared the lubrication with the engine oil. As the Featherbed frame was designed around a "pre-unit" engine (Norton never went to unit construction even as the Commando was made until the mid-1970s) the unit Triumph has plenty of room in the frame.

Triumph Unit

Of course nowadays there is another Triumph option. And that is the modern Hinkley Triumph engine. It's power output is very similar to the vintage Unit engines but it benefits from modern technology and a balance-shaft, which should make it considerable smoother. The engine size is 865cc (or 900 if you're a marketing type) and the most recent engines also are fuel injected. And it sure fills up the frame.

Hinckley Engine

Speaking of frames, since we already established the Featherbed as the only choice, do you know there are two major variations? There is the original Wideline and the later Slimline. Minor variations are from the original engine choices, either singles or twins.

The Wideline, note the width at the back of the main tubes and the rear loop.

And the Slimline, with no rear loop and a distinctive narrowing at the back of the main tubes.

So which to use? It may depend on which is available at the time. It may also depend on the stature of the rider as the Wideline may be more challenging given the distance across the seat that will be straddled. Both types are available new from a variety of manufacturers, although replica frames are very dear in price (as much as $2500). From a handling perspective I wouldn't expect any difference. Just be aware of which you have as accessories maybe tailored to each design.

My choice, for now.

What is your Ultimate Cafe Racer? For me it was always the Norton Production Racer.

Now one can argue that the Production Racer isn't a true cafe racer but rather the first racer replica. Perhaps, but really, cafe racers (the real ones, you know, that had actually been to a cafe) wished for nothing more to have than a real racer. Just look at their bikes, if they aren't an attempt to replicate the look and performance of a racer what is?

So you see my point.

Right, where was I? Ah, yes, my lust for a Norton Production Racer. Some 20 years ago I found a Commando basket case. The gearbox was actually in a bucket. So maybe it was more like a bucket case. The rear wheel was off and there was some damage, especially to the brake lever and master cylinder cover.

Of course at the time I couldn't afford to actually rebuild this bike, especially into a Production Racer. In the meantime I fed my need with pictures and, believe it or not a model of a Production Racer.

Keep in mind this is before this whole internet thing, so there wasn't a lot of information about Production Racers. You would be lucky to even find a picture of one in a book (for you kids a book is something that contained information and was made from paper, you know sort of like an iPad but analog) so the model has to suffice. While I pondered the whole Production Racer thing I fed my Norton lust I got another Commando, an Interstate.

To be continued...

It begins.

Welcome to the Ultimate Cafe Racer Blog. This is easily the most pretentious title for a blog I could come up with. But really, isn't tooling around on a cafe racer pretentious? They are horribly impractical for everyday use. They make up for it by being horribly cool.