Issue 126 : December 2002 - January 2003

Triumph factory visit
Int'l Motorcycle Show
European Bike Week
Anglesey Show
Bulldog
Bike Theft

After the fire

some names never die...

Just five months after one of the most devastating fire in British industrial history Triumph Motorcycles are up and running again. Streetbiker took them up on an invitation to tour the factory.

The fire at Triumph's factory in March was one of the largest industrial fires ever to occur in Britain. It completely destroyed large sections of the main factory, halted motorcycle production for over five months, created shortages of various models for Triumph's customers, dealers and distributors and lost the production of over 20,000 bikes.

In the period that the main factory was out of action, Triumph was able to keep dealers supplied with spare parts and where possible, moved stocks of motorcycles between markets to meet demand. Research and development of new models was unaffected.

Through close cooperation with the insurers, Triumph has rebuilt the factory in an amazingly short period of time. Within six months of the devastating blaze the production line was fully operational again. Triumph's factory is therefore still arguably one of the most up-to-date motorcycle facilities in the world.

Engine Manufacture
Triumph prides itself on the fact that all processes connected with the manufacture of engines - with the exception of the initial casting or forging - are carried out in-house.

Cylinder heads begin as raw castings. First these are machined to produce the camshaft deck, then datum holes are drilled. These are used to locate the head when it is turned over for further machining. The valve seats and guides are then inserted. Once all machining processes are complete the cylinder heads are washed and dried by a computer-controlled machine before they are despatched to the assembly area.

Crankcases are also finish-machined from raw castings. The crankcase line is purpose built and comprises a sequence of computer-controlled machines, including a wash, a pressure testing unit and numerous fine-boring centres.

Crankshafts / Camshafts
The crankshaft line incorporates machines that conduct the stress relieving of crankshafts, meaning that cranks can be completely built in-house apart from the initial forging. The process begins with a milling machine that shapes the crankpins and main bearings. Next holes are drilled in the crankshaft for the oil galleries.

Computer-controlled work stations then drill and machine the crankshaft to accept bolts and keys for balancer shafts and other parts. Gears are cut by further machines on the line. The crankshaft is then built up before being balancedy. A computer-controlled machine spins the crankshaft and senses where it is out of balance, before drilling holes in the webs. Crankshafts are then toughened by being treated in plasma nitriding furnaces.

The camshafts are produced in a similar but less complex process. One lathe carries out the basic machining, and drills holes for sprocket mounting bolts. A journal grinder machines the parts that run in the cylinder head, and a lobe grinder shapes the camshaft lobes, of which there is a great variety because Triumph produce different cams not only for different models but also for different market variations.

Triumph also produce connecting rods in-house. The two forged parts of the conrod, the rod and cap sections, are bolted together and then finish machined. Engines should contain conrods matched as closely as possible. Bearing shells are graded and matched throughout the engine, using automatic gauges. Other engine parts produced in-house include balancer shafts, in two distinct varieties. Models such as the Thunderbird use a one-piece forging, while more modern engines have an assembled shaft that is machined and ground.

Engine Powder Coat / Chrome Plating
Some engines, for example the Tiger 955i power plant are powder coated for an extremely tough and durable finish. Components are loaded onto jigs and placed onto flight bars which are then carried by transporters into the process tanks.

A typical sequence for a plated part consists of: Soak clean, electro-clean and then acid etch to remove soils, oils and loose debris. This is all carried out on one side of the plant. An automatic cross transfer takes parts to side two, the plating side, where the process involves plating layers of semi-bright nickel, bright nickel and microporous nickel and then finally bright or black chrome.

Engine Assembly
Completed engines are transported on special trolleys to Factory 1 for fitment to a chassis. At the start of the assembly line the upper crankcase is stamped with the engine number. Then the engine components including crankcases, crankshafts, selector drums and conrods are selected by model type.

Crankcases and crankshafts are supplied to the line with their exact measurements barcoded. Before they are assembled the barcodes from both are scanned into a computer, which then calculates the exact size shell bearings to fit. These are then supplied along with the crankcases to the main assembly line.

The upper and lower parts of the engine then take separate routes for the next few stations. The top crankcase is fitted with the piston and conrod assemblies, then inverted so that the crankshaft, shell bearings, balancers and transmission components can be fitted. At the same time the lower crankcase is fitted with the gear selector mechanism before sealant is applied to the mating surface. The lower crankcase shell bearings are fitted and then the two halves are bolted together, using multi-spindle, computerised torque setting tools.

At the cylinder head station the heads and camshafts are washed. The heads are then sub-assembled and shims fitted and valve clearances set. The cylinder head is then fitted onto the engine, the camshafts are fitted and the head bolts are torqued down.

The engine progresses along the line where items such as engine covers, oil coolers and alternators are fitted, with many processes using specialist DC tooling.

All engines are then put through an expanded test area, which includes an Air Decay pressure test for the oil and coolant systems. Engines are also subjected to a Cold Test, which involves turning over the motor to test the gearbox, ignition pickup, neutral switch and oil pressure.

Engines continue along the assembly track and are fitted with carburettors or fuel-injectors as appropriate and then finally inspected and signed off before being loaded for transport to Factory 1.

Chassis Assembly Line
Along with the stores, the chassis line was one of the worst hit areas. The fire began in this area and destroyed everything in the vicinity. Triumph lost not only the assembly line area itself, but also the rolling-road testing facility and packing track.

Triumph's line holds many different types of bike at any one time. Currently fourteen different models are in production, plus numerous subtle variations of many of them for different markets. Although this method is more demanding than assembling a line of identical bikes, it is also more interesting and aids concentration.

Assembly line technicians are given a build card with each bike, stating which model it is and which market it is for. All the components are sequence fed, so the workers have the right parts in the correct order. In addition they read off the specification codes from sheets to ensure the correct parts are used. Each operator checks the previous technician's work.

Engines arrive from Factory 2 on custom-built trolleys holding nine units, already fully assembled and ready to have the chassis fitted around them. The first steps are to fit the frame and add the VIN identification number.

The next stage is to fit the steering head bearings and also the swing-arm, which is assembled off-line. Then there are stations where the engine and frame bolts are done up using computerised torque tooling. This process is slightly slower than torquing the bolts manually, but considerably more accurate.

After having the wiring harness, ECU (where applicable) and rear mudguards fitted, the bikes are transferred to hangers so they can be suspended on overhead conveyors, where they stay for more than half of the assembly process. This facilitates fitment of the front fork assembly, then other parts including exhaust downpipes and radiators. This area also includes a semi-automated wheel and tyre fitting section that facilitates accurate wheel balancing and the setting of pressures. Front and rear wheels are assembled and fed through to the main assembly track in pairs. The bike then continues along the line where routing and connection of cables and hoses takes place, along with the fitting of items such as footrests, subframes and instrument assemblies. Once the main chassis is complete the motorcycle is removed from the overhead track and placed onto a conveyor, with specialist wheel clamps to secure the machine. At this point the brake fluid and coolant is added. The motorcycle then continues along the bodyline collecting compents.

At the end of the assembly track a first inspection takes place and if the model is a fuel-injected one then the tune programme is downloaded from the master computer. This vital component controls all of the motorcycle's sensors and electrics. All motorcycles are then inspected to ensure specifications are perfect. They are also inspected to ensure all fixings carry torque mark checks and for any cosmetic defects.

The motorcycle is then moved into a fuel-filling station, in preparation for testing. The booth has magnetically operated front and rear doors. If the sensors inside the booth detect any leaks when fuel is added, the doors shut automatically, ventilation is activated, and the booth is sealed until the leak has been cured. The operator leaves immediately via an escape door at the side. Once fuelled and oiled the motorcycle is connected to a slave battery, started up and run until the cooling fan cuts in. Electrics are then checked before the bike is ridden into the rolling road booth. The bike is then drained of fuel and oil, moved to the final inspection area and upon final sign-off, transferred to the packing track.

The bike is then put through a spray booth that coats it in an anti-corrosive film before being crated for despatch. Items such as mirrors (for classic models), seats, batteries and owner's handbook, which are not fitted during the assembly process, are packed with the motorcycle ready for dealer fitment.

Quality Control Department
During the rebuilding, a new inspection facility was installed at the centre of Factory 2. Here Triumph checks all the parts made in-house, plus those bought-in from third party suppliers. The equipment used includes co-ordinate measuring machines, which measure parts for straightness, roundness and ovality.

Injection Moulding and Paint Shop
Triumph's injection mould facility was seriously affected by the fire, as the machines were damaged irreparably. The mould tools however were recovered and refurbished. The injection moulding machines are used currently to manufacture the bodywork (excluding fuel tank) for the Daytona and Speed Triple plus some items for the Bonneville range. The proportion of parts produced in house will increase as new and updated models are introduced. The moulding process involves moveable steel mould tools that fit into the machines. These then have molten plastic squirted into them before being opened up to allow the finished component to be removed. Each part takes roughly one and a half minutes.

One unusual aspect of our mould shop is that production runs are very small by industry standards. In many factories, changing the mould can result in a substantial number of parts being wasted before the quality settles down, so most firms produce several thousand at a time to reduce wastage. However, before use, Triumph stand a tool off and pipe hot water through it to bring it to temperature. This means that at worst, the third part taken from a tool is useable.

Triumph's paint shop is similar to many others in the industry. The raw parts are prepared and then loaded onto special jigs, which are purpose-made for individual components. Each component passes through a series of booths, where it receives a coat of primer, then the main base coat, then a lacquer and is then stoved.

Although he keeps a low profile, John Bloor is a hands-on boss, front man Bruno Tagliaferri assures us. On site for much of the time he pays surprisngly keen attention to detail which is probably why Britain has a motorcycle industry once again an one that can bounce back from devastation.

Triumph is back and we haven't used the word 'Phoenix once'.

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