2003 Triumph Thunderbird Sport — Motorcycle USA

9 Мар 2015 | Author: | Комментарии к записи 2003 Triumph Thunderbird Sport — Motorcycle USA отключены
Triumph Thunderbird 900 Sport

2003 Triumph Thunderbird

2003 Triumph Thunderbird

Modern Day Vintage

When reentered the motorcycle market a decade ago there was little they were targeting the of those with a sense of for the legendary marque.

The sedately-retro harkened back to the rose-tinted of two-wheel simplicity, and it and its variants topped Triumph’s sales since it was introduced in 2000. Yet it is Thunderbird that perhaps marries the retro old Triumph capabilities of contemporary machinery.

The Thunderbird, powered by an 885cc motor, does a good job of the gap between bikes meant to vintage styling and the twisty-road-eating like the Daytona and Speed On the Thunderbird Sport, Triumph the performance ante by bolting on a few which make this wannabe a little more Dean than Sandra

The Sport version departs the original Thunderbird by replacing the front and 16-inch rear with a pair of 17-inchers on ends. An additional 310mm and 2-piston caliper up front to the stopping power, while a set of forks and a fully adjustable make the T-Bird Sport the of choice for canyon carvers a propensity towards all things

You can just picture the twinkle in the eye of a owner who realizes that not only look cool on aesthetically simple bike in the of do-it-all motorcycles of the past, but be able to hang with his buddies on a Sunday ride curvaceous roads.

The Thunderbird Sport attracts with its clean, functional and an exposed engine. The powder-coated cylinders and case covers an understated look that the chrome of the 3-into-2 pipes and faux air filter cover. when parked, the T-Bird begs to be raced to the next with its short drag and functional antenna mirrors.

In an era in bikes are loaded with advancements such as multi-port fuel injection, the Thunderbird back at a simpler time, a trio of 36mm flat-slide Thumbing the starter requires the use of the when the Triple is fired up for the time, but once the hesitant comes to life the ear is greeted the galloping three-cylinder yowl Triples are famous for an interesting between the hum and whine of a Four and the of a Twin.

Twin-piston calipers and rotors provide modern power, while a spoked and chrome rims harken to an earlier era.

Throwing a leg the Thunderbird reminds us why standards a lot of ergonomic sense. With an seating position and comfortable peg the Thunderbird is easy on the back for rides. A forward sloping that causes the family to bunch uncomfortably against the is the one ergo flaw, and the slippery forward also leaves the knee resting on the cylinder

An aftermarket seat with a cut or creative use of additional padding likely eliminate forward and restore natural order to the regions.

A reasonable passenger exists but my better half most big-bore cruiser to that of the Thunderbird. Although, in all to the Triumph, my girlfriend, Kari, even climb on the back of a and she had few if any complaints about short for late-summer dining in the country. ( making my eyes tear up, ya so back to the story then. Ed .)

The boasts more comfort most street-going machines. the lack of a windshield, there are few about the wind blast speeds close in on triple Arm position is neutral as a standard be, with the narrow flat-bars the hands at a comfortable distance.

the ergos were universally by our group of testers.

The Thunderbird’s cluster is an exercise in simplistic Wedged between a speedometer and a is a series of indicator lights the rider visible warning something is awry. The hand (with reach-adjustable front lever) are easily accessed both hands, and the T-Bird is fitted with an oh-so-British lever that flashes the headlight to inform the lumbering ahead that you’re through.

While the vintage-meets-modern technology is an aesthetic throwback, a modern-day is nestled in the high-tensile-steel backbone The 885cc mill doesn’t arm-jerking power like a liter sportbike, but a twist of the elicits an impressive response for a that looks like it more time with than two-wheeled hooligans.

The accelerates well throughout its rev sweep, with the majority of accessible above 4500 Peak horsepower on the dyno in at 66.4 at 8250 rpm, a margin away from the 83 Triumph claims is produced at the Moving past cagers is as as twisting your wrist, no need to downshift since a of 51.1 lb.-ft. of torque is at 4000 rpm.

Furthermore, the curve is nicely flat so plenty of pull available the powerband.

The T-Bird is surprisingly in twisties thanks to its responsive fork and fully adjustable monoshock.

But the Thunderbird isn’t a that will sell on dyno runs. Instead, the Trumpet is a bike for the real which is exactly where it

Spiraling through curvaceous roads is all it takes to realize the Triumph is a capable and worthy for weekend warriors. Running the up to cruising speeds is effortless to a supple clutch and buttery 6-speed transmission. Cruising at 70 mph, the tach reads 3500, which allows for opportunity for access to the heart of the and low vibration.

Triumph Thunderbird 900 Sport
Triumph Thunderbird 900 Sport

With its 3.96-gallon tank, the Trumpet isn’t exactly a bike, but one can expect to go 120 miles filling up.

All of our testers found the to be an adept handler even in of the most treacherous corners, and a hint of chassis flex pushed hard, many surprised by the T-Birds blade-like to tear up the turns.

You could it into corners pretty and it would be just fine, MCUSA Software Engineer Joe The only problem I found was a of power to bring it out of the corner you were really pushing it. But for the part it was solid, save for flex on high-speed sweepers.

The suspension is surprisingly responsive up with the 43mm forks ample feedback and the ability to well through tighter The rear monoshock is adjustable for allowing adjustments to be made to a passenger. As a unit, the suspension up bumps and dips with

The dual 310mm front perform admirably in most although one of our testers experienced a bit of as the ride progressed down a twisty downhill stretch. A 285mm disc in the rear the cause.

There was definitely some fade towards the end of the ride, Brian Chamberlain, a former and MUCSA’s VP of Visual Design. But I reduced the lever distance the quick-adjust dial and it was fine the brakes cooled off.

Few likely push the Thunderbird as as our testers do, so there’s little it possesses the ability to perform most circumstances. The T-Bird, its mild manners yet capable is an excellent bike for those are more interested in the hum of the engine the number of ponies it’s at the rear wheel.

The Thunderbird has a fairly neutral riding that suits its character. The cuts a refreshingly simple that stops just of full-retro.

So, what’s not to like on the offering? The seat is frustratingly to remove and reattach, making to the battery and guts a chore. we were a bit disappointed to see paint to chip away at the area the mouth of the gas tank, a surprise for a that has a strong reputation for and attention to detail. Finally, our bike began oozing oil out of a tube.

We started investigating a crimped line or damaged but we hear that sustained running with the oil level topped up can cause blow-by oil to in the airbox. We’ll update situation when we get our Triumph to check it out.

When it comes right to it, the Thunderbird is a bit of a throwback. It’s a motorcycle, not some niche built to conquer a tiny of an increasingly segmented market. are faster bikes available, and that have more style.

But the T-Bird has a satisfying of capabilities that make it in its own special way.

The T-Bird likely appeal to those for a machine that is a departure the norm, yet still maintains performance capabilities. At $8,499, the is a moderately priced machine injects a lot of soul and retro-cool a sometimes bland standard

Triumph Thunderbird 900 Sport
Triumph Thunderbird 900 Sport
Triumph Thunderbird 900 Sport
Triumph Thunderbird 900 Sport
Triumph Thunderbird 900 Sport
Triumph Thunderbird 900 Sport
Triumph Thunderbird 900 Sport

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