1990s Motorbikes Archives - CARS // MOTORBIKES

Triumph Speed Triple

In ’83, Triumph looked dead in the water. Finally, the once-famous firm went into receivership. If it was to survive, it needed a saviour – and fast! Up to the plate strode multi-millionaire building magnate, John Bloor. A new HQ was set up in Hinckley, England. That was not a million miles away from the original Triumph factory – in Meriden, Birmingham. For the next eight years, Bloor and his colleagues planned a new range of Triumphs. One of them would be the Speed Triple. Throwing off the shackles of the wilderness years, the new bikes would be modern marvels of engineering. There would also, though, be design references to Triumph’s glory days.

In ’91, six new Triumphs rolled into the showrooms. The parallel twins of yore were no more. Now, three- and four-cylinder engines were the norm – complete with double overhead camshafts and water-cooling. Stylistically, a sea change had occurred. The new ‘British’ bikes were as futuristically slick as their Far Eastern counterparts. Indeed, their suspension and brakes had been made in Japan. Notwithstanding, they were clutched to the ‘Brit Bike’ bosom with eager arms. Whilst there were reservations amongst dyed-in-the-wool riders, a new breed of bikers was just glad to have a British brand-name back in motorcycling’s mix.

The names of the new arrivals harked back to the past. Trident, Trophy, Thunderbird … these were legendary labels! In ’94, came the Speed Triple. For bikers of a certain age, that evoked memories of the Sixties’ Speed Twin. Technically, though, it was state of the art. Saying that, Triumph had long turned out a tasty ‘triple’. But, this was a three-cylinder machine with some major updates. As a result, it clocked up a top speed of 130mph. 97bhp was output from an 885cc motor. The bike’s ‘naked’ look – devoid of a fairing – pared weight down to 460lb dry. It also lent itself to lean and aggressive styling. Road tests were positive. The Speed Triple was competent in every category. Unsightly oil stains were a thing of the past. A mighty marque was back on its feet. The Triumph Speed Triple – and its second-generation siblings – would take another tilt at the two-wheeled big time!

Moto Guzzi Daytona 1000

It is probably not a bad marketing plan to name a bike after an iconic American circuit. It is one fraught with danger, however. Turn out a machine which does not do justice to that arena … and you will look a tad daft! No such worries, though, for Moto Guzzi. When the Daytona 1000 was launched – in ’92 – its moniker was nothing if not apt. After all, the Daytona was designed by ‘Dr John’ Wittner. He was an ex-racer/engineer. Indeed – back in the day – he had jacked in dentistry, to go to Guzzi. Not surprising, really. To fans of the brand, Guzzi’s Mandello HQ was near-mythical. Dr John successfully campaigned Guzzis in the late ’80s. Now, he sought to cement that legacy – in the shape of a road-going superbike.

The Daytona was directly descended from track-based exploits. It was a gimme, then, that it handled beautifully. Of course, the Daytona engine was suitably detuned. That said, it was still fitted with fuel injection – via its four valves per cylinder. 95bhp was duly on tap – equating to a top speed of 150mph. In tandem with that, the V-twin’s torque curve was typically steep.

When it comes to motorcycles, Moto Guzzi have honed many a two-wheeled gem over the years. The Daytona 1000 was just the latest in a long line of dependable, attractive products, from the Italian stalwart. In the Daytona 1000, Dr John had dished up a mouth-watering superbike. The ex-dentist’s toothsome two-wheeled delights would be savoured by bikers for years to come. Many a radiant smile resulted!

Yamaha YZF R1

The Yamaha YZF R1 was about as close to a racer as a road-bike gets. Everything about it screamed speed. Its fairing parted air like a shark shifts water. Its tail-piece was sharp enough to shave with. In terms of its tech-spec, the R1 tasted number-crunching good! A power output of 160bhp. A dry weight of 389lb. A top speed of 170mph. Satisfying stats, to be sure!

But, the R1 was not just quick and aerodynamic – it was agile as an acrobat. Indeed, so flickable was it, that it was almost to a fault. Especially for younger riders, the R1 could made corners a bit too tempting! Short and slim, its wheelbase was minimal. All the better for flying through bends. Engine-wise, there were 5 valves per cylinder. 20 minuscule parts – doing a mechanised dance of staggering precision. Cycle parts were state of the art. Suspension and brakes were razor-responsive. In every department, the R1 excelled. As you would expect, it sold in shedloads!

The R1 is the kind of machine lives get built around. It inspires not so much dedication – as devotion. Whether at R1 owners’ rallies, track days or production racing events, the bike instils pride – and confidence – like few others. The Yamaha YZF R1 was a two-wheeled icon. And that will not be changing anytime soon!