You gotta love the Smoke Out if you’re into garage-built, street- ridden customs and I don’t mean trailered and then a little parade and back in the trailer. Nope, they’re all riders and I honestly believe the owners I’ve met ride the crap out of them. That’s what they were made for and that they happen to look cool is only a plus. And, I should say that the conversation above was never heard but I sure hope it do go kinda like that ─ “… a bucket of wing nuts, some diamond plate and that old basketcase Triumph.”
Although it may seem like this is a bit rustic for those with show bike tastes, it’s very well built and I can’t help but like it in a weird way. Oh I know I’d hate those wicked-long, but nice looking slash –cut pipes dumping their rapid fire dBs into my right ear. Ouch! But I’m glad it doesn’t bother this rider. The builder brought a lot of good parts together to make this a reliable ride, a safe one and an unusual one. Based on what appears to be a 69-70 Triumph Bonneville, I could be off a bit as I’m no Triumph expert. But, it is a late model of the sacred unit construction engine architecture from the sixties and early seventies.
I can only assume this engine was properly rebuilt inside and out by someone who loves these 650cc vertical twins. It’s more than clean and respectable looking for a street ride with lots of little touches those in the Old School-know about Triumphs would be sure to notice. For instance, there’s a lot of vintage aftermarket finned bits scattered about the engine from the intake manifolds to the tappet covers and more. One thing that got me was the finned header clamps, never saw those before. I can where they’re bolted through, but I don’t know to what. Like I said, “. . . no Triumph expert.”
There’s a few other engine changes of note like the dual Mikuni carbs replacing the original Amals, a pair of cone-shaped K&N filters and the ACCEL coil standing in for Joe “Sometimes Sparky” Lucas’ stock unit. But, the biggest change has got to be the heavily-patinated Hurst T-Handle shifter knob sitting on top of that rod connected to the gear selector on the tranny. In case you don’t know or forgot, Brit bikes shifted on the right and braked on the left back then. And, that’s not a foot clutch as you might think, just the rear brake pedal. The clutch is up on the bars. Seems like that’d work okay.
The stock frame was not harmed in the making of this bike, but the rear suspension was canned. A bolt-on hardtail steps up and gives this bike some attitude and a hardcore look. But, as you can easily tell, the low back end and seating position are now in the realm of custom bike. The stock forks including those always quaint rubber gaiters are still in place. That doesn’t mean those forks were untouched, though, they’ve been cleaned, polished and ready to provide front suspension that Triumphs are noted for.
Drum brakes look cool, vintage cool, but unfortunately they’re not the best stoppers. Here the builder used Triumph’s best drum up front, a twin-leading shoe conical hub brake with a big air scoop that those who still revere drum brakes claim is the best. I’m sure it was compared to the previous model, but not up to today’s two-finger stuff. I bet this has had the drums spun and a set of Ferodo shoes for max performance as the builder’s work is very tidy for a “tough” bike. Out back the stock 18-inch, drum brake wheel provides a nice place for the fat modern tread tire. You have to admit it’s pretty butch looking and completely at odds with the white-lettered Bridgestone tire. I’m sure that was intentional.
What little bodywork there is still plays a major part in this bike. The stock tank is still stock including the tank-top parcel rack, but with a few extra bits. And, as Gomer Pyle always exclaimed, “Surprise, surprise, surprise!” this is where the bucket of wing nuts and diamond plate make their entrance. Where the stock bike had rubber knee pads on the tank, this baby’s got diamond plate and wing nuts just because. Just because the builder liked ‘em I guess. Then there’s the chopped and sharply-peaked rear fender. That pointy peak is again diamond plate and wing-nutted nuttiness.
But like the late great infomercial legend, Billy Mays, was known to say, “But wait, there’s more!” and by more I’m referring to the plate and nut treatment. There’s a massive diamond plate section in the right rear triangle that ends in tiny aluminum flames and the equally massive diamond plate chain guard on the other. An old leather sidebag hangs of the “chain guard” and sports a special feature on top that let’s you know the owner would rather you leave the bike alone. Much better bike protection than roped-in show bikes with “Do Not Touch” signs.
The two pieces to receive paint, tank and fender were shot with a coat of an aqua-ish blue paint that was an unusual, but a kinda inspired choice. It looks like it could have been a period color from something like a Ford pickup or something off a Brit bike color chart. Who knows, but it does fit this build well. Top it off with a nicely-fitted, ode to the diamond plate diamond-stitched pleated seat, a set of steep ape hangers and a headlight and you are good to go. Uh, speaking of the headlight, it should look familiar as it (and the famous visor) is right off a Harley-Davidson Sportster. Seems like every custom chop has a little Harley in it somewhere even if it’s backed up by a bucketful of wing nuts and some diamond plate.