Runs in the family

"What other bikes did you ride," I ask my father-in-law. "Before the 550?"

I am again trying to find a gentle way of getting him to do something with the old Honda CB550 that sits in the back of a garage in Devon. Give it to me. Drag it out and restore it. Something. Don't just let it sit there.

Jenn can remember riding on the back of it as a girl. For quite a long time, motorcycles were her father's only means of transport; well into Jenn's early teens, he didn't even have a car driving license (a). He only gave in after having to Jenn's mother to the emergency room one evening after she cut her hand. She had to ride on the back of the bike, through undulating Devon country lanes, holding on with just one hand –– the other elevated in the air and spurting blood. After this incident, Paul was informed in no uncertain terms that he would finally be getting his car license or suffer in all sorts of terrible ways.

Not too long afterward, he attempted to ride his Honda through a flood and the engine died on him. He got it back to his house, put it in the garage, and it's been there ever since.

"My first bike was a James 125," Paul says. "Well, actually, I took my test on my father's Lambretta. Back then, once you'd taken your test you were free to set out on anything."

The Lambretta. Oh. 

I suspect an entire novel could be written about the Lambretta. But the men of my wife's family are true Englishmen, which is to say they are not natural storytellers. The Welsh and Texans, we can talk for hours about anything. We can draw narrative from a trip to the cornershop to get milk. But my wife's brother, father and grandfather are the sort who don't care to share details; they are too comfortable with silence. So, I don't know a great deal about the Lambretta, but for the fact Jenn's grandfather bought it shortly after returning from the Suez, where he had been stationed in the early 50s.

Fuel rationing inspired him to walk most places and use the scooter for longer trips; they may have had a car, but they preferred not to use it. Jenn's grandfather had to me made passing mention of this scooter when I rode down to visit this past autumn. He had made it sound as if he'd not owned the Lambretta for long, but obviously he held onto it at least until 1971, when my father-in-law would have been 16 years old and eligible to take his test.

James 125

Seeing me squint in confusion at the mention of a James 125, Paul explains that his first bike was "an ancient thing." 

I had never heard of a James motorcycle. Later research reveals that James Cycle Co. folded when Jenn's dad was just 11 years old. And although his parents had enough money to send him to boarding school, I doubt very much that his mother, Jenn's forthright grandmother, would have put forward so much as a thruppence toward her son's first motorcycle. He would have had to pay for it out of his own pocket, which suggests the bike would have been very old indeed.

"After that, I had a Norton. A Commando," my father-in-law says. "Then a Triumph Bonneville. That was my favourite, I suspect."

"Oh! Chris is going to get a Triumph," Jenn states excitedly. "It's called a Thruxton, right, babe?"

I almost sprain my neck doing a double-take as she looks at me, smiling. This moment will spin in my mind for the next several days. Chris is going to get a Triumph, she said –– is. And the fact she remembered the name of the bike!

I mean, my wife does a good job of seemingly not caring about my obsession for motorcycles. She's supportive enough, and nods kindly when I wander again into a tangent about the merits of shaft-driven bikes, or my guesses as to why Italy has so many more manufacturers than anywhere else, or some equally boring topic, but I can tell it's not her thing. Honestly, I wouldn't be surprised if she couldn't name the model of bike I ride at the moment.

I had showed her just one picture of the Thruxton after I came back from Motorcycle Live and commented that I liked it. But I've made the same sort of comment about literally dozens of motorcycles. That she remembers this particular one is telling. In her comment to her father Jenn had accidentally shown her hand. I'm happy she did. Her opinion plays a big part in all my decision making.

Triumph Thruxton

"A Thruxton?" her father asks.

"It's like a Bonneville, isn't it Chris?" Jenn says. "Kind of like one of those... you know... mods and rockers bikes. Wait, when was that? When were the mods and rockers?"

"The riots in Brighton were in '64," I say. "So, before your dad's time."

"Yes. I'm not sure about mods and rockers... I don't know what we were," Paul says.  "But we did have quite a few... erm... disagreements with the chaps on scooters."

"You were a rocker, Daddy," Jenn says. "I'll bet you were totally a rocker."

Of course he was, I think. This is the man who snuck out of boarding school at age 15 to go see Jimi Hendrix play the Isle of Wight Festival. Having told the school he was heading home to see a doctor, he was found out when his mother called the school and asked to speak to him.

"That Triumph was so loud," my father-in-law says with a nostalgic smile. "I kept it in a garage that I was renting from some people. It was so loud they eventually paid me to take it elsewhere. I really enjoyed that one. It made such a racket."

"It's a shame you didn't keep it," Jenn says.

"Couldn't afford to," he says. "Everything always needed replacing. I spent so much money getting new parts. After that I had a Suzuki something-or-other for a while. That was the low point of my motorcycling career."

"How so?" I ask. "Did it fall apart on you?"

"No, it's just... there was nothing to it, you know?" he says with disgust. "It just went, but it had no life. No joy. No point. I couldn't stand it."

Quietly, in my head, I abandon the GSX1250FA as a potential future steed. It's never appealed to me too much, anyway. But its getting that sour look from my father-in-law almost certainly writes of Suzuki in my wife's mind. And unless you're crazy for it, why even consider a bike that won't make you look sexy in your wife's eyes?

"Well, that was the era of the UJM," I say. "Was your Honda any better?"

"It was," Paul says. "It was a good machine. Never gave up on me, 'til I rode it into a river. I'd like to do it up. It's in the back of that garage. I won't give it up. That's one of the things I'd really like to do: like to fix it up and get back on it before I get on too much in years."

"Chris would be happy to help," Jenn volunteers.

"I would," I say. "I'd love to. It's a pretty popular bike with restorers, so I'm certain it wouldn't be too hard to get parts."

"Yes, I'd like that," my father-in-law says. "Maybe. Not right at the moment –– I've got a lot on these days, you know –– but, yes, maybe..."

Honda CB550

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(a) The two licences are separate in the United Kingdom, as opposed to the way a car driver's license is requisite to motorcycle endorsement in most U.S. states.

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Sexism and motorcycling: a frustratingly cosy pair

Above is a picture from Victory's UK Facebook page, taken at a motorcycle show in 2014. Can you identify what's wrong here? If not, let me phrase the question differently: How many women do you see in this photo?

I see two: the eye candy. Everyone else in the photo appears to be male. Now, take into consideration the fact that statistics show more and more women are buying motorcycles and ask yourself again: What's wrong with this picture?

I have long felt frustration toward the latent sexism in motorcycling. In fact, I tend to list that among the myriad reasons I spent so many years not riding after I earned my license at age 18. Sure, I dated a girl who rode a Kawasaki Ninja, but overwhelmingly the riders I encountered were male (and white, and usually 20 years older than me), and much of their world seemed to objectify and demean women. 

Remember that I grew up in the American Midwest, the same region in which you will find Sturgis, South Dakota. If you disagree with my suggestion that the motorcycling culture of that region is demeaning to women, I dare you to type the words "Sturgis women" into an image search and view the results at work.

Even as a young man I couldn't see how that world would attract the sort of girl I was inclined to chase after.

Older and living in another country, I now accept that the Midwestern BS is only one facet of motorcycle culture. Additionally, I am mature enough to not see the world in absolutes; just because I share certain interests with people doesn't mean I have to adhere to all their beliefs and ideologies. But even so, I am made uncomfortable by the general level of sexism I see in motorcycling.

Too many manufacturers and motorcycle racing organisations treat women as motorcycle accessories -- as if the whole point of being a female is to accentuate chrome. I understand the idea that sex sells, but I feel that this kind of selling actually damages the companies who use it, as well as motorcycling overall.

Don't get me wrong; I like what I see. I'm not a prude and I am highly appreciative of the female form. But I am equally appreciative and respectful of the female mind, and it seems to me that such an intense focus on the former is an insult to the latter.

I've found myself thinking about this a lot lately, ever since I visited the Victory display area of Motorcycle Live, where I wanted to strangle the company's marketing guys for their boneheaded strategy. The area had a handful of underfed girls in inappropriate clothing (it is never warm enough in Britain to prance around in nothing but Lycra, but that is especially true in late November) who were there for nothing more than idle titillation. 

If you wanted, I suppose you could have gotten your picture taken with them, then showed it to all your buddies to falsely present yourself as a lady's main, a la Cool Hand Luke. But had you tried to ask them questions about the product whose name was stretched across their chests, you would have gotten blank stares. At one point there was a demonstration of Victory bikes and I saw a guy teaching one of the girls how to start a motorcycle. THE GIRL SHILLING MOTORCYCLES DIDN'T EVEN KNOW HOW TO TURN ONE ON!

And when I see crap like that, I can't help but think of how my wife would respond. Imagine if I wanted to buy a Victory motorcycle (which, actually, I do -- despite their poor marketing). 

It makes sense that I would want my wife's input; I love her and care about her opinion. Plus, her support of my buying decisions help prevent domestic arguments. This is one of the reasons I am so particularly fond of Triumphs. My wife loves them, and that means she won't necessarily see my owning one as frivolous or wasteful.

So imagine that I take Jenn to some sort of Victory event, so she can see the bikes in person -- perhaps even go on a test ride with me. And when she gets to said event she sees these Lycra-wrapped anorexics and a bunch of men muttering crass things about them. What she doesn't see is anything that necessarily appeals to her as a female. And subtly, therefore, the message is communicated to her that she is effectively pointless. Her role is to serve as accoutrement.

I cringe to think of the sort of whithering sarcasm I'd face if I were to thereafter suggest a desire to meet Victory's asking price on a new model. Not to mention how much an experience like that would put her off motorcycling in general. How would I be able to convince her to take up riding herself if that were her impression of the motorcycling world? Who wants to be part of something that devalues you?

An exception: Alicia Elfving runs the popular Moto Lady website.

I have no doubt many women feel similarly. And I have no doubt that many women over the years have simply turned their back on motorcycling as a result. There's no way you can say that doesn't damage motorcycling. Because you're not just pushing away women, but also the men who value and respect those women.

Fortunately, there are exceptions. There always have been. Some of the most inspiring riders in history have been female: Bessie Stringfield, Vivian Bales and Elspeth Beard immediately come to mind. Stephanie Jeavons is a modern inspiration who is currently travelling around the world solo. And, of course, don't forget Alicia Elfving or the Miss-Fires.

My frustration is that these women are too often an exception; they exist despite the marketing and mentalities that demean them. In some cases, they exist in deliberate rebellion of those things. But not everyone wants to be an inspirational trailblazer. Motorcycling needs to be more open and more accepting of everyday women. 

A few intelligent motorcycling companies (actually, I can only think of one: Harley-Davidson) have recognised that money from a female is just as good as that from a male, and that by welcoming and encouraging women into motorcycling they increase its overall appeal.

Statistics show more and more women are taking up motorcycling and I'd like to see that accelerated and expanded. Motorcycle manufacturers can help this happen (and, in turn, help themselves) by acknowledging that women have a worth beyond using their physical attributes. If nothing else, that's just good business sense.

I mean, imagine again the scenario of visiting a Victory sales event. And instead of being confronted with the assertion that she is nothing but boobs and butt for a bike, my wife is encouraged to consider the freedom, independence and sense of individuality that can come from riding a motorcycle. Rather than ruining a sale, they might earn themselves two new customers

Elspeth Beard rode her BMW R60 around the world.

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What I want: Triumph Street Tracker (which is probably actually a new Thruxton)

Let's start with the fact that I don't actually think the bike pictured above is the forthcoming Triumph Street Tracker. To me, it looks a lot like an updated Triumph Thruxton, and as such, what we're looking at here is an updated Bonneville platform. Whatever it's called, though, I want one.

Spy photos of the Triumph in question showed up on a number of motorcycle websites last week, including VisorDown, Cycle World, and Motorcycle.com. What strikes me about all the publications' stories about the bike is how consistent they are. All agree that this is an 1100-1200cc machine that is liquid-cooled and therefore capable of upward of 100 horsepower. All agree the bike will have anti-lock brakes. All agree there will be a standard and an R model. Most agree the bike will be called a Street Tracker.

Obviously, some of that information is educated guesswork. Back in 2012, Triumph went to the trouble to trademark the name "Triumph Street Tracker," so it seems to make sense that the name would be applied to this new machine. Similarly, ABS will be required on all new models sold in the European Union from 1 January 2016, so it's pretty much a given that every new bike we see from this point forward will be ABS-equipped.

Notes on the engine size, though, suggest a certain level of inside knowledge. And such loose lips from the Triumph camp suggests an imminent release date for this bike. Based on the rather finished look of the machine, I'd expect to see it announced and in dealerships in time for the 2015 peak riding season.

But, as I say, I'm not convinced about the name. Do a Google image search for the phrase "street tracker" and you will be presented with a whole bunch of customised bikes that don't really look like this one. The handlebars are different. On most street trackers the seat is different; quite a lot of street trackers use alloy wheels and have a flattened front that mimics where the number plate would go on a flat tracker.

Instead, this looks a whole lot like an updated Thruxton. In fact, let's just go with that: What you see here are spy photos of a new liquid-cooled Triumph Thruxton being put through its paces in Spain. And I want one.

I mentioned in my post about Motorcycle Live that I have fallen in love with the Thruxton recently. I have long admired its looks but had not before had a chance to really ogle the bike up close and in person. And I'll admit that I hadn't made much effort to do so. Having ridden (and thoroughly enjoyed) the Bonneville, I have no doubt that the current Thruxton is a joy to ride. But, like the Bonneville, it lacks ABS. Add to this the fact that its ergonomics require more of a forward lean and I had told myself I wasn't interested.

But then one day, back in mid-November, I found myself sitting in soul-destroying Cardiff morning traffic, en route to return a rental car I had used over the weekend, and I watched as a Thruxton slipped through the narrow alley between unmoving cars. 

"Ooh," I said aloud. "That bike filters well. And the rider looks so cool doing it."

With the possible exception of certain Victory motorcycles, I can think of no bike that looks better from the rear than a Thruxton. So, a week or so later when I arrived at Motorcycle Live, I made a point of heading to the Triumph area of the show and spending some quality time with the Thruxton. It is beautiful in person and its ergonomics are far more comfortable than I had imagined. 

Were it equipped with ABS, the Thruxton is already a machine that could answer all the demands I have for a bike whilst looking so much sexier than my Honda. When I got home, I showed Jenn a picture of one in Brookland green and her simple reply was: "Ooh, babe. You should get one."

You may remember that my wife used to keep a sticker book of motorcycles when she was a little girl. She preferred the classic Triumphs -- the bikes that were, in her words, "real motorcycles" -- and of them, her favourites were those painted green. You may remember, as well, that back in March of this year, when I came very close to signing a loan deal for a Bonneville my wife had no opposition to the idea. Whereas she is totally indifferent to my swooning over, say, a Moto Guzzi Griso, and outright coughed in disdain when I once drew her attention to a BMW R1200GS, she is very much a Triumph girl. The Thruxton is 100 percent Mrs. Cope-approved and, obviously, that makes it quite desirable in my eyes.

It appears the R-spec version of this bike will have fancy suspension.

The Thruxton is, of course, part of the Bonneville line; the Bonneville, Scrambler, Thruxton, America and Speedmaster are all effectively the same bike, with different ergonomics and aesthetics. And since 2007, almost nothing has changed on the bikes other than paint. The platform has been in need of an upgrade for a while now, but that has become even more painfully obvious in recent months. Think of all the bikes against which the Bonneville line competes and consider the ways in which they are superior:

• Harley Davidson Sportster 1200 (ABS, more standard features) 
• Indian Scout (ABS [in Europe], more powerful, more standard features)
• Ducati Scrambler (ABS, more powerful, more standard features)
• Moto Guzzi V7II (ABS, traction control)
• Yamaha XV950/ Star Bolt (ABS, more powerful)
• BMW RnineT (ABS, more powerful, superior performance, more standard features)
• Honda CB1100 (ABS, more powerful, more standard features)

Admittedly, some of those bikes cost quite a bit more, but some do not. In particular, the Yamaha and (even more so) the Ducati offer bikes that make Triumph look lazy. And I'm not the only one to think that. In October, when Triumph announced its 2015 special edition Bonnevilles much of the reaction I saw online was akin to backlash.

So, it is good to know that this new Thruxton will be more than just the same old bike with government-mandated brakes. A larger liquid-cooled engine will offer more go, dual front discs will offer more whoa. I will be interested to see, too, how this new platform extends to the rest of the Bonneville line.

I am worried as to how it all affects the price tag, though. Some have noted that this new Thruxton looks similar to the Norton Commando 961 Sport and the BMW RnineT. My fear is that Triumph will try to price it similarly.

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