VOL. 54 ISSUE 36 SEPTEMBER 12, 2017 P97
projected a cost-effective supplier of
various components over which he
would retain control in terms of qual-
ity, price and above all delivery, as
opposed to sourcing such parts from
third-party Indian or Chinese compa-
nies, as most of Triumph's rivals did
already, or would shortly do. This has
been a key factor since then in Tri-
umph's ability to compete on price as
well as quality with its rivals, especially
those in Germany and Japan, while
delivering relatively small-volume, high-
quality, but distinctive products.
Triumph's three Thai plants, which
combine to produce up to 300 bikes
daily six days a week, are all free-
trade areas, meaning that there are
no import duties levied in bringing in
machinery, components and materi-
als from overseas. Whether aluminum
extrusions from Korea, hi-spec steels
from Japan, casting dies or machine
tools from Germany or crankshafts
from the UK, all are imported tax free
for use in Triumph's three plants, thus
providing employment for the indig-
enous workforce. And with a minimum
of 40% local content in each complete
bike that leaves the factory, it can be
sold in the booming local Thai mar-
ket (Asia's largest for middleweight
and large-capacity bikes) without the
crippling 60% import duty for foreign-
(Above) Triumph's
newly announced
tie-up with India's
Bajaj Auto won't
affect the operation
of its Thai factories,
which will continue
to manufacture
larger capacity
models. (Left) The
third and largest
Thai factory was
opened in 2008
and houses
massive foundry
producing all
crankcases even
for bikes built in
the UK, as well as
assembly lines.
TRIUMPH
THAILAND
