The newly formed gearbox adjuster looks like it might have been taken from an orthopedist’s display case, but it braces the gearbox against axial play and positively locks the chain tension – doing 3 jobs where the original Triumph part did one.

 

The gearshift linkages - 3 pieces of metal transferring up-and-down foot movements to the gearbox – are simple in principle, but a feat to execute. 

 

The clutch and brake levers look like vintage inverted levers, reversed, but they in fact pivot inside the handlebars. The routing of the internal throttle cable through the brake lever pivot required ingenuity, yet is completely invisible.

 

The steering head angle is 29º, which gives stability at speed, and fluidity while cornering. The Kestrel feels agile, yet is totally solid around bends and over bumps. With no waggle, no weave, and no head shake, it feels like a pedigreed vintage racer.

 

The Kestrel was engineered to run with the same finesse as its design. The frame geometry took extensive research and design to achieve its 5” ground clearance and low center of gravity. At 340lbs, it’s also fast with its tuned 750cc motor, and the engine runs through its rev range remarkably smoothly. Shifting is seamless and the sound from the two-in-one open megaphone is a deep and menacing growl.