For 1960s and 1970s rock enthusiasts, the Triton represented the quintessential rite of passage in the world of Cafe Racers. The marriage of Triumph’s robust parallel twin engine and Norton’s renowned featherbed chassis created an electrifying combination that effortlessly produced speed, outpacing even the most seasoned riders’ expectations for a thrilling Ton Up experience. In 1989, Andrew Wishart’s father embarked on an ambitious project to build a Triton construct that would ultimately earn the distinction of being hailed as Australia’s greatest achievement. Twenty years hence, the bike had been passed down to his son’s adept hands, its storied past awaiting a new chapter. As the Triton readied itself for retirement, it would soon be carefully stored away, awaiting a meticulous cleaning and cosmetic upgrade to restore its former glory.
As the Triton’s construction reaches its second iteration, a revisit to its inaugural origin story seems fitting. To uncover the tale of how it first came to be, let us turn to Andrew’s father for insight.
Rereading Andrew’s mother’s past diaries allowed me to recollect and recall certain details that had slipped my mind.
I started working on the project on March 23rd, 1989, following my purchase of a 1957 Norton Commando motorcycle frame. I acquired a Triumph on April 18th, purchasing various components including the engine, transmission, rear wheel hub, and braking system. The majority of the ‘Triton’ equipment was procured from Unity Equipe in England, along with a Morgo 750cc conversion kit. The Grimeca entrance brake meeting arrived from Highway and Race, accompanied by Magura’s clip-ons and levers. Five pace gears were cunningly matched to the original four-pace field, with alloy rims subsequently added. The compression ratio was approximately 10:1, although I’m unsure if the electrical system had been converted to a 12-volt configuration. Specifically, a small batch of customized cameras was crafted to meet our exacting specifications by a skilled engineer based in Brisbane. According to reports, he witnessed a remarkable 10,000 revolutions per minute (RPM) while the vehicle was stationary, which was corroborated by the subsequent testing that revealed an RPM reading of 8,000. Initially installed with alloy push rods, which unfortunately proved inadequate and failed, necessitating a replacement with metal components.
On August 29th, we ventured to Lakeside for a test ride, but unfortunately, the bike’s engine would only reach an RPM of approximately 4,500. The root of this problem was pinpointed to the overly constrictive Dunstall reproduction mufflers. However, some considerate work cleared up any ambiguity, accompanied by a significantly enhanced exhaust note. On October 14-15, despite not being at my best, Graham took our bike to a prominent motorcycle show, where it won first prize in the “Traditional” category for its Harley-Davidson. On 16 October, a journalist from Australian Road Bike magazine scrutinized the bike, showcasing it prominently in an article titled:The Greatest Triton in Australia“It then gained further recognition when featured in another prominent Australian cycling publication and even made its debut in a prestigious Japanese cycling magazine focused on traditional bikes.” Wherever it went, this attraction has garnered considerable attention!
By the early 1990s, it was time for the Triton to shift gears, but Andrew wasn’t top of the list. The brother-in-law, a self-proclaimed enthusiast of Harley-Davidson’s rough-around-the-edges aesthetic, acquired the motorcycle only to neglect it in favor of his newfound infatuation with American V-twin powerhouses. Fortunately, Andrew remained vigilant and seized the opportunity to acquire the Triton, which he meticulously restored by stripping down a bike and bringing it back to its former state.
As my enthusiasm for the Triton’s rebirth waned, the bike languished in disrepair, its components scattered and untouched for several years. I was fortunate to rekindle my enthusiasm, and my bike was back on the highway. Although many Café Racer builds are left incomplete, this one may still be a work in progress. I started making subtle adjustments to enhance the bike’s usability and ultimately replaced the original crimson five-gallon tank with an upscale aluminum dash tank. The vehicle was shortly followed by the adoption of a new seat and oil tank.
Initially, my father opted to have the body zinc plated, but I was unable to find a reputable service provider that could perform this process at a cost-effective price point below $2,000, so we decided to paint the body black instead. While it appears to work well with the polished alloy components, further clarification is needed to understand the intended benefits. I procured the alloy bodywork from Wealthy at TAB II Classics in Wales. I’ve developed a remarkable ability to deal effectively with Wealthy, a truly exceptional individual and a top-notch asset. All aspects were completed via a single initial phone call followed solely by email communication. The petrol tank and seat are typical components, merely the seat mountings adapted to accommodate the existing bike setup. After conducting site-specific measurements for the oil tank, I created detailed cardboard mockups, developed a comprehensive plan, and promptly dispatched it via electronic mail. To accommodate my request, Wealthy ingeniously modified his standard oil tank to enable a seamless integration with the battery’s transportation requirements. Despite my limited artistic skills, the tank model matches surprisingly well. The tank’s iconic emblem is meticulously hand-painted.
The motor’s components were thoroughly inspected after stripping its highest finishes; surprisingly, everything checked out well, prompting a decision to hone and reassemble it seamlessly. With diligent effort, Wayne at ProPower completed a significant amount of work on the reassembly and modifications, which were now fully finished. He would likely be a highly sensitive individual required to achieve such specific objectives promptly. While scouring for a distinctive aftermarket upgrade, I stumbled upon the iconic Clear Hooter switchgear, once a hallmark feature on select British motorcycles in the 1950s and ’60s. After conducting a thorough examination, I have revised the text in a more refined style:
I successfully tracked down two of these pieces, which I refurbished and refined to achieve a high-quality finish, typically yielding satisfactory results. The high-beam headlights are controlled by the left-hand turn signal stalk, which also activates the low-beam function when shifted to the opposite position. The right-hand turn signal stalk controls the kill switch for the headlights, turning them off and on as needed. Since the bike is equipped with a Lucas competitor’s magneto, we were able to employ the usual horn button as a kill switch.
The grips are from Brooks in England, which specializes in push bike saddles and grips. Three sturdy alloy collars are connected through a robust arrangement of three evenly spaced spokes. The grip assembly features leather-based washers threaded onto the spokes and secured by collars. Since the bikes lack throttles, we meticulously crafted the alloy collars to fit perfectly over the twist grip. Crafting a precision-fit picket jig, I stumbled upon a serendipitous discovery – a gap precisely measured to accommodate the drilling of the leather-based washers to a perfect fit.
The custom-made stainless steel footpegs for a Triumph Commando are specifically designed to integrate seamlessly with the Unity Equipe rearset gear and brake lever setup, offering a tailored solution for enthusiasts looking to upgrade their riding experience.
To complete the restoration, I sourced a rare Lucas sealed beam from a 1970s Holden, ensuring the correct label was affixed to the headlight unit. The headlight shell features a distinctive Lucas rechroming, while John Tickle headlamp brackets securely attach the headlight to the bike.
The bicycle, a genuine gem, boasts effortless handling and predictable performance after minimal warm-up time – perhaps just one or two gentle kick-starts suffice. Its pleasant demeanor, combined with ample power, smooth acceleration, and reassuring braking capabilities, make it an absolute joy to ride. As I waddle into the office, my enthusiasm for tackling the day’s tasks is tempered by the realization that it’s not unlike spending a lazy Sunday morning navigating the complexities of life. It’s an absolute delight to ride this bike, boasting exceptional stability at high speeds and an abundance of fun on twisty roads. While I’d never need to cover hundreds of kilometers in one day, my old kidneys just weren’t built for that kind of endurance!
Without a doubt, Andrew has elevated what was once regarded as the pinnacle of Cafe Racer motorcycles in Australia’s rich motorcycling heritage to unprecedented heights. Is there anyone who would dispute this Triton’s credentials as the greatest in all of Australia?
