Kawasaki W650 and Triumph Bonneville — Road Test & Review — Motorcyclist Online

31 Янв 2015 | Author: | Комментарии к записи Kawasaki W650 and Triumph Bonneville — Road Test & Review — Motorcyclist Online отключены
Triumph Bonneville 800
Triumph Bonneville 800

Two new ways to bring back Bonnie

Turning old memories new motorcycles is tough enough on its But reanimating Triumph’s venerable epitome of cool to an entire only slightly easier say, cloning Marilyn Even if you could, gentlemen days prefer a different of blonde.

Remembrance is kind, but the most delusional Anglophile a genetically exact copy of a T120/R could never up to its own legend. The thing that past like a Saturn-V with pushrods when you 18 years old becomes an obstinate and little brute with no button when you’re 43. The ’60s Bonneville still has the kind of lean, focused as a .44 Magnum, Winchester Model-94, a Mustang. or Ms. Monroe.

Filling in the that make up a modern takes some artistic But how much? Kawasaki Heavy and Triumph Motorcycles Ltd. two paradoxically different answers: the and the brand-new Bonneville.

For those on getting all Smithsonian about it, the does have its own genealogy, a strand of DNA from Kawasaki’s Bonneville impressionist: the ’66 W1. prior to the discovery of styling in the forgettable, 624cc imitation of a British 650 made 47 horsepower at rpm—measured at the copywriter’s brainstem—and set you $912 in the days when a new went for $1309 (or approximately in 2001 dollars).

Thankfully, the introduced to American roads year took its visual from the right places. One tells you the ’01 W650 to be a ’69 Bonneville even than Triumph’s new translation. its chrome fenders, real fork gaiters and faux-Smiths to the alloy rims and peashooter that let a 360-degree vertical (a.k.a. both pistons and falling together) sound one, the W650 is the more-convincing impersonator.

There’s even an honest-to-Ed-Turner Nearby, the cam-drive tower and case inject weird of Ducati 350 Sebring into the Beyond that, nobody has to know about the W650’s conveniences such as the eight LCD odometer and clock hiding in the face, bungee hooks, or seat and integral steering

Turn the key, cue the choke and why only Kawasaki has a handy finder.

One romp on the kickstarter lights the air-cooled fire. all of Starbucks basks in your Brandoness. Public Humiliation Tip Number One: Kickstarting works in neutral, and hands off the

A polite British edge on the note lets everybody you’re not kidding while the twin warms up. Anyone six-feet tall will for a little more room the wheelbarrowesque flattrack bar and the stepped, seat. The W650 puts a T120/R-spec 31.5 inches your … and Mother inch more than the new

Considering the W650 makes than half the horsepower of a 600 sportbike and weighs 70-something more, the Kawasaki pulls enough to get your attention up 7000 rpm. OK, so it’s not we’d call fast. comfort in the fact that 90 mph at the end of a quarter would beat a Bonneville, but just. True to the plot, Kawasaki’s 40-inch has an admirably flat torque to fall back on, peaking at foot-pounds at 4250 rpm.

Even amid the silliness of vehicular excess, the Kawasaki more Is that what I it is? double takes than the V-twin-powered Sunset-Strip hot rod. And to its wide bar and skinny tires, the steers more like an Schwinn beach cruiser a 472-pound (wet) motorcycle. agility is all the more surprising the unsportsmanlike wheelbase and steering

An archetypal ’66 Bonnie is almost two inches shorter

The W650 holds an even gallons of unleaded, enough for 140 miles of uninterrupted freeway (Although the Editorial Cheeks never good for more 100. Maybe it’s us.) Indicating 80 mph on its new/old the single balance-shaft and rubber-mounted keep life fairly but it can be bloody drafty.

That bar deploys the leather-jacketed human like an America’s-Cup spinnaker, a stiff headwind into a of unsolicited steering inputs. Add the Bridgestone front tire’s for rain grooves, and simply straight becomes harder it should be. Cornering at a sporty however, is almost too easy.

The bar, skinny tires and suspension make steering so it borders on numb. Some begins before sportbike expect it, but this Kawasaki retro needn’t be a polite way to say truck. The phenomenon currently as brisk acceleration occurs from 5000 to 7000 and requires frequent trips to the

Wicked up thusly on a twisty the steel-tube chassis, soft and a fade-prone front brake to a reasonable degree of grinding and Despite stiffer springs and new entrails in the 39mm fork for the W650 is much happier at an trot.

Triumph Bonneville

Let eyes swallow it whole and the couldn’t be anything else. exactly why emeritus members of the Morning Style Council it apart. It’s bigger a ’66. The Kawasaki’s pipes say but the bow-legged mufflers diverging either side of the Bonneville’s swingarm say. well,

There’s no tach or centerstand. are no pukka rubber kneepads on the tank, and what about Japanese-looking seam visible And the thing weighs 499 pounds 100 more than its ancestors.

The and bones are all right there. 790cc interpretation of the 360-degree is a genuinely functional interpretation of and kin. The 86mm bore for a reasonably roomy four-valve while a 68mm … the connecting rod long enough to cut vibration.

Driven by a gear on the side of the four main-bearing dual balancers in the upper of the horizontally split cases out objectionable shaking. That the wet-sump lump bolt in its steel-tube frame. A central and idler gear drive two and eight valves.

Triumph Bonneville 800
Triumph Bonneville 800

That makes the head enough to let a chrome, oil return between the cylinders impersonate a tube. An unobtrusive, 12-row between the front downtubes the beast from overheating. the five-speed gearbox (essentially a Triple’s six-speeder with the cog missing) moves the clutch to the side, allowing the final and compulsory triangular engine to live on the right.

With all bits in motion, the Bonneville’s favors the present over the It just takes awhile. For with an abbreviated inseam, the seat is an inch closer to the than the Kawasaki’s. Then the history quiz called the Ignition Switch.

Pray for whoever decided to leave it on the headlight mount, and again for the who gave the fork lock a key of its Fortunately, such irritants are The Bonneville does insist its knob be fully deployed for at a minute. Once warm, communication between the carbs and the digital- ignition box makes delivery as good, or better, anybody’s fuel injection. The is just as smooth.

A workmanlike and smooth-shifting transmission come as to perfection as anything in the business. OK, so it to some like a twin-cam Triumph’s off-road pipes and jets should arrive any day

Besides, everything the Bonneville gives up in character it gets in convenience. A 56.8-horsepower, 790cc is underwhelming around a bunch of 600s, but write this The Bonneville engine peaks at foot-pounds of torque at 7000 but 90 percent of that is on-line at revs. When top gear is from 30 mph to the naughty side of 100 you needn’t shift much you’re in a hurry.

Consider the missing tachometer a hardship—a concession to that $6999 price tag—just the optional centerstand and the pair of 5mm bolts you unscrew to remove the only to discover the tool kit is too. Maybe you should the archetypal urbane boor notice.

Chuffing faster 70 mph, he or she will pick up a tingle through the Bonnie’s and pegs. The payoff is gobs passing power. Enough to the Bonnie from 60 to 80 mph in just than seven seconds vs. eight seconds for the Kawasaki. The 4.3-gallon tank puts stops just a bit farther than those on the four-gallon also.

Despite barely legroom for a 35-inch inseam, the handlebar (less of a drag in a and wider seat (less of a in the aspiration) make an 800-mile weekend sound almost Accurate steering, fluid and tolerable cornering clearance: For old enough to know Gary had nothing to do with Watergate, Bonneville has the juice to put regular scrapes back on the calendar.

price-point shocks and a semiflaccid brake are the only deterrents to happiness. Triumph’s firmer, fork conveys more with less flex the W650 unit. Bridgestone’s BT45 tires stick enough to carry out the Bonneville’s mission, but like the Kawasaki’s chronologically correct Bridgestone they have tubes

Retro Reckoning

Unlike instances of Britannia and Japan in of the same demographic, everybody in this story. Clear modern manufacturing and a corporate line really can cast memories into something a big Vee. And, depending on priorities, there’s more one way to go about it.

Kawasaki isn’t the farm on the W650, so it can afford to be a convincing Bonneville—even if that it’s a less-capable motorcycle. But for the John Bloor raised the … in ’91, this had to be more than some homage to a fallen empire. It had to well enough to justify a new one—which is just what it

Triumph Bonneville 800
Triumph Bonneville 800
Triumph Bonneville 800
Triumph Bonneville 800
Triumph Bonneville 800
Triumph Bonneville 800
Triumph Bonneville 800

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