1954 Panther Model 75 Spotlight

What set the Model 75 apart from the 70 that preceded it was its upright cylinder barrel. The inclined cylinder barrel, aka 'sloper' had come to define Panthers, especially the big Model 100 and Model 120. This had been applied to most pre-War Panthers, but as the Model 75's engine wasn't a stressed member of the frame, inclining it served no real purpose. The engine was still of 348cc capacity, but a bore increase to 71 mm, that was part of the overall engine redesign, brought with it a number of improvements, including automatic advance/retard, a forward-mounted dynamo, and improved timing train.

The early 1950s was very much a transition period for the Model 75. The Webb girder fork front end was replaced with Dowty oleomatic air-damped forks from 1947, with these units replaced by oil-damped telescopic forks of Panther's (badged as P&M) own design in 1954. At the back, the first postwar Model 70s had a rigid rear end and 'Terry' sprung saddle. This continued with the introduction of the Model 75 in 1949. It wasn't until 1953 that Panther offered the Model 75 with a swingarm rear suspension. The first Model 75s featured rear shocks of Panther's own design and manufacture, but these were soon changed to Armstrong-brand units. Midway through 1954, these in turn were replaced with Woodhead Monroe shocks, before Panther switched back to Armstrong units for 1955.

Following this, the rear subframe was modified for 1954, featuring a stronger swingarm casting and curved tubing on the subframe itself, allowing more effective placement of the rear spring hangers and pillion footrests. While the introduction of a swingarm rear end may have negated the need for a sprung saddle, Panther continued to fit it as standard on the Model 75. A conventional dual seat was available as an option from 1954, but didn't become standard fitment until 1957. Production of the rigid model 75s effectively ended in late 1953, but the hardtail 75 was still available in showrooms throughout the early part of 1954. Brakes consisted of a 6 inch drum on the front, and 6.5 inch drum on the rear. Meagre by today's standards, but not bad for a motorcycle of that capacity from that era, especially considering the larger Model 100 only had a 7-inch/8-inch combination to pull up a heavier and much more powerful motorcycle.

The engine modifications that had begun in 1949 continued in late 1953. To counter the extra weight the swingarm rear suspension added, the engine received a new barrel and larger inlet valves for improved performance, with the compression ratio raised from 6.5:1 to 6.7:1. From 1954, the updated engine also featured stronger springs for both inlet and exhaust valves. The number of cooling fins on the head and barrel was increased, with the more obvious identifier to the upgraded engine being a satin 'baked alloy' finish to the cylinder head. While it served no practical purpose, the finish on the head was apparently designed to mimic the look of Panther's 'Stroud' trials models, which did have a bona fide alloy head. Throughout the early 1950s, Panther looked at the possibility of producing Model 65s and 75s with an alloy head and barrel, but development delays and costs meant the idea never made it, with no Model 75 known to have been factory assembled with the lightweight head.

Visual and cosmetic changes on the 1954 Panther Model 75 included a more streamlined shape to the fuel tank, which was also larger. A relaxing of restrictions on raw materials following the cessation of the Korean War meant chrome finishes were re-introduced for all markets from mid 1953. On the 1954 Model 75s, this stylish redesign of the chrome accent tank panel, which swept around the rubber knee pads to create a "V" shape when seen from the rider's viewpoint. The tank featured a new style tank badge, replacing the Triumph-style script with PANTHER spelled out in brush script-style capital letters. This was positioned in the fore (painted) section of the tank, finished in anodized gold with a dark blue fill.

The distinctive pale blue colour for the tank, toolbox and mudguards that had defined the middleweight Panthers since 1946 continued into 1954. The shade varied from year to year, but blue was the common theme. This was the only choice for Model 75s until 1956, although some export markets requested - and received - different colours. The headlight bracket was simplified on the '54 models, with the headlight shell generally painted black, while a black frame was common to all Model 75s from this period. The headlight shell contained an ammeter and switchgear, but the speedometer was still a separately-placed unit. A visual point of difference on the swingarm-equipped models, compared to the rigids, was the valanced rear guard. This was still hinged to enable easier rear wheel removal.

While both the Model 65 and Model 75 Panthers are rare sights now, the greater popularity of the Model 75 when new means they're comparatively easier to find. The extra 100cc from the Model 75 makes it more usable than the 65, which was arguably underpowered, even without the additional weight of the swingarm rear suspension. However, unlike the Model 65, the 75 does suffer from vibration at high speed. Like most postwar Panthers, Model 75s were well built, and reliable, with the 1954 models the beneficiaries of the lessons learned on the debut swingarm-equipped models.

Today, Panthers make for a quirky choice compared to the usual BSA/Triumph/Norton that most enthusiasts would think of when contemplating a classic British motorcycle. The trade-off with being rarer is that they're harder to get parts for. But there is a Victorian-based owners & restorers club, which would be worth joining for the wealth of knowledge and spares such clubs usually accumulate. In terms of pure performance, a Panther Model 75 won't set the road on fire, but it is reliable, economical and very usable. If you're looking for something different in Brit classics, a Panther is worth a look.




SPECIFICATIONS - 1954 Panther Model 75

Engine: 348cc OHV 4-stroke single-cylinder
Bore/Stroke: 71 x 88mm
Compression: 6.7:1
Power/Torque: 15.5hp @ 5500rpm / N/A
Ignition: Magneto
Fuel System: Amal 274 carburettor w/optional air cleaner
Cooling System: Air
Electrical System: 6 volt
Transmission/Drive: Burman CP 4 speed foot change manual/chain drive
Front Suspension: Telescopic forks
Rear Suspension: Swingarm with twin shock absorbers (rigid rear end optional)
Front Brake: 6-inch drum
Rear Brake: 6.5-inch drum
Front Wheels: 3.25 x 26-inch
Rear Wheels: 3.25 x 26-inch
Weight: 376 lb (170kg)
Seat Height: N/A
Fuel Capacity: 3 gallon (13.6 lt)
Top Speed: 125 kph approx