It wrapped around the sides of the car to give a truly panoramic view, while at the back a novel three-piece rear window provided outstanding all-round visibility.Plus, with the gear-lever mounted on the steering column and full-width bench seats in back and front, the new cars could comfortably accommodate six adults .The familiar part of the car was the 2.2-litre six-cylinder engine, carried over from previous Vauxhalls. The effect was of modern Detroit, yet it came on a scale more in tune with Droitwich. Plus, of course, the car had full unitary construction (chassis and body combined); pioneered by Vauxhall in 1937.More remarkable, however, was the windscreen. American cars were low, sleek, bright and, while hardly nimble, at least easy and relaxing to drive. It was with capturing a slice of US glamour in mind that the Cresta and Velox, codenamed PA, took shape in Vauxhall’s Luton centre in 1955.Not for the Cresta an upright, narrow radiator grille or a body harking back to pre-war days; the new cars had long, rakish lines, with fashionable fins topping off the rear wings, bold rear-light clusters and a lustrous chrome trim tracing the outline of the low-set front grille and headlights.
They were generally built like the Forth Bridge, but handling was cumbersome and acceleration feeble, and they came in solemn colours like black or dark green.
It was a different matter on the other side of the Atlantic. Alongside these epoch-making events, Vauxhall’s image achieved lift-off with a brand new saloon car range: the Vauxhall “PA” Cresta and Velox were little short of space-age.Your average large mid-1950s British car – a Humber or a Rover – looked like a submarine crossed with an Edwardian pub – stately and rotund, with pill-box windows and protruding headlamps and mudguards. The autumn OF 1957 had a decidedly out-of-this-world feel. The world’s biggest radio telescope went into operation at Jodrell Bank, while Russia launched its first space satellite – quickly followed by Sputnik II containing Laika, the first dog in orbit. Its performance and looks could impress a potential partner, but they might prefer to take a taxi back to your place Touring is not on the agenda.
A tame commuter bike would be faster over distance, because the wind buffeting you experience on a Speed Triple becomes uncomfortable at motorway speeds. Luggage-carrying capacity extends to a credit card and either a toothbrush or a G-string To take both would stretch things.You guessed. I am too risk-averse to truly appreciate the Triumph Speed Triple It is for riders with a lesser sense of their own mortality. But the motorway toll collector at Bandol told me it was utterly gorgeous and young men stopped to whistle at it from the roadside. Triumph can do macho as well as the Italians and deserves credit for it.SPECIFICATIONSModel Triumph Speed TripleEngine 1,050cc liquid-cooled, DOHC, in-line, three-cylinderPerformance 128bhp (130ps) at 9,100rpmTorque: 78ft/lb at 5,100rpmFuel capacity 18 litresBrakes Front twin 320mm floating discs; rear: single 220mm discSuspension Front 45mm USD forks; rear: monoshockPrice Around £7,600. Some sacrifices to style are simply not worth making, not even on a motorcycle that demands recognition as a modern icon.The Triumph Speed Triple is not for long-distance travel or poor weather. The side stand is tucked too tightly under the gear-lever and absurdly difficult to extend, particularly while wearing motorcycle boots Each of these niggles can and should be rectified The mirrors simply need to be a few inches longer The stand needs a proper extension.
The rear-view mirrors are abysmal; it was impossible to adjust them to provide a comprehensive view of the road behind This made motorway riding acutely vexatious. It is crammed with insolent attitude and the performance potential to live up to big boasts.This motorcycle lets its thong show above the waistband of its jeans and grins back when you stare. The new version is a distinct improvement on its predecessor and a tribute to Triumph’s ability to coax dramatically different performance characteristics from one engine.Its flaws are few. So does the engine’s deep bass tone that produces a crisp, ripping-silk crescendo as the 9,100rpm rev limit approaches.Since its first incarnation as a modern caf?acer in 1994, the Speed Triple has been cast in pop promos as well as movies. It is more powerful than any of them, though the difference is so marginal as to be irrelevant to any but the most skilled riders Where the Triumph really wins is on looks. Its twin spot headlights and brutish aesthetic stand out in any crowd. The Speed Triple is a thoroughbred wildcat and must be carefully set up to deliver all of its thrilling, pugnacious performance Even then it requires skill and concentration to ride well.
Novices and occasional riders should not contemplate starting here.The Speed Triple’s direct competitors include the Aprilia Tuono, Ducati S4R, Buell XB12S and Kawasaki Z1000. This is most impressive in the mid-range where power delivery is savage. An instant-response throttle linked to multipoint sequential fuel injection helps.The Speed Triple is a show-off. It will blast away from traffic lights, rocket past sports cars on roundabouts and make mincemeat of touring motorcycles at any speed below 100mph.Handling is as good as the stubby appearance suggests. Steering reaction is fast and precise, though ambitious riders will need to adjust settings on the forks and rear shock to achieve full potential. Not unless they are a size 10 and weigh less than eight stone.Triumph’s engineers have taken the 1,050cc three-cylinder engine they developed for the Sprint ST and completely changed its characteristics.