BikeTest/Triumph T100:When you are looking at the Triumph T100 you are not looking at a Classic or a mere "retro" but at a real piece of history. The story starts in 1937.
Edward Turner, then managing director and more famously chief designer of Triumph Engineering Co Ltd, startled the world with the 498cc Triumph Speed Twin, a bike that was lighter than the 500c machine it replaced.
Its iconic parallel twin engine's performance was such that all the major British manufacturers, Norton, AJS, Matchless, BSA and Royal Enfield soon introduced parallel twins.
The Tiger 100, unveiled in August 1938, created as much of a sensation. It was a souped-up version of the touring model with polished flywheels and con-rods, a flat-topped piston with valve cutaways in the crown, a compression ratio of 8:1, a gas-flowed cylinder head and the ability to rev to 7,000rpm.
For those who wanted to tackle more serious Clubman racing, a bronze cylinder head was available for all of £5.
Immediately prior to the war, in preparation for the Maudes Trophy and in a six-hour speed test at Brooklands, a team of Tiger 100s averaged 78.50mph over the six hours and produced a fastest lap of 88.46mph. All too soon civilian motorcycle production came to an abrupt halt.
After the war, before even the shooting had stopped, the Tiger 100 re-emerged, now with telescopic forks, a separate magneto and dynamo replacing the infamous "magdyno". In August 1952, the Tiger 100 cost £271 (€401)
Detailed changes followed and by 1958, now with swinging arm suspension, the Tiger 100 looked almost the same as today's T 100.
In 1954 the almost identical looking 649cc Tiger 110, a tuned variant of the Thunderbird, was introduced largely to satisfy the American market - which was absolutely vital to Triumph's ability to survive.
Indeed, without substantial export sales, manufacturers could not get permits to acquire raw materials. Rationing of raw materials in the UK was every bit as much a fact of life in the early 1950s as was food rationing.
You might wonder how the Tiger 100 became the T 100. The answer is that the Tiger name has been given to Triumph's all-rounder.
Today there is an air-cooled, 865cc DOHC parallel twin engine with 9.2:1 compression producing 67PS (49kW) @ 7,200rpm and 70.5Nm @ 6,000rpm. There is now a five-speed gearbox, single 310mm front and 255mm rear disk brakes.
The T 100 has a separate instrument cluster, analogue speedo and rev counter, instead of the nacelle-housed instruments of yore, otherwise it remains, in looks, very much as those of us for whom this dates back to the days of mis-spent youth would remember.
Our test ride in Leicestershire took place on a calm, overcast, threatening-to-rain day. The bike retains carburettors but it cannot be long before the now almost standard fuel-injection takes over. The 2:2 exhaust system, thanks to the retention of the 360° firing interval, remains as traditional as ever.
We were somewhat disappointed with the brakes, the front one struck us as rather poor and it needed a lot of pressure, while the rear brake has a propensity to lock up all-too-easily. We found the seat a touch on the hard side. The pillion section is level, vastly better and safer than the modern ski-slopes. The mirrors and handlebars were perfectly placed. Both clutch and front brake levers are adjustable for reach.
As noted at the time on our report sheet, steering came out at 85 per cent, vibration (or lack of) 85 per cent, slow speed stability 95 per cent, roadholding 82 per cent and acceleration 89 per cent; good figures for this kind of machine which does not pretend to offer cutting-edge racetrack performance.
Overall, the bike's best points struck us as its traditional looks and feel. As someone who rode Tiger 100s and 110s in the 1950s and early 1960s it brought back many a memory and reminded me how much we have sacrificed on the altar of progress.
It is a comfortable machine to ride, all day, every day. The performance is respectable, quite sufficient for most sensible needs. Top speed is around the 185km/h mark. It has that almost timeless quality, that whiff of more gracious and spacious days of yesteryear that none of today's high-tech machines will ever achieve.
The only valid criticism was that the brakes could have been better. Bearing in mind this was an often hard-pressed press fleet bike that had probably endured as much harsh treatment in a few weeks as most T 100s would in a lifetime. Better preparation should cure that.
Priced in Ireland at €10,450 you get a whole lot of bike, and history, for your money. A nice traditional touch, the gold line on the tank is hand-painted.
Factfile
ENGINE
Air-cooled, DOHC, parallel twin, 360° firing interval. 865cc, 9.2:1 compression, twin carburettors with throttle position sensor and electric carb heaters. Digital ignition. five-speed gearbox, chain final drive.
CHASSIS
Tubular steel cradle frame, twin-sided steel swinging arm.
Wheels
Front:36 spoke, 19" 100/90; Rear: 40 spoke 17" 130/80. 41mm forks. Chromed spring twin shocks with adjustable preload.
Brakes
single disc
Front:310mm two-piston calliper
Rear:single 255mm 2 piston calliper.
DIMENSIONS
Seat height 775mm. Wheelbase 1,500mm. Dry weight 205kg. Fuel 16.6 litres.
PRICE:€10,450.