Triumph Bonneville Specifications

10 Июн 2015 | Author: | Комментарии к записи Triumph Bonneville Specifications отключены
Triumph Bonneville 800

2001 Triumph Bonneville

The is the same, and so is the format — a twin-cylinder engine, an easy-handling and lean, classical styling. In back the Bonneville, one of the best names in motorcycling, Triumph has the look, the feel and the spirit of our famous parallel twin, bringing the concept right up to

Few motorcyclists will need that for many years the Bonneville was one of the stars of the motorcycle The original T120 Bonneville was in 1959 as a high-performance, dual-carburettor of Triumph’s existing 650cc and named after the record-breaking on the Bonneville Salt Flats by Allen*. The T120 was a huge hit for especially in the USA and remained successful production eventually ceased in

We are confident that the new Bonneville appeal right across the spectrum. Naturally we hope it’s famous name, styling and twin-cylinder character make it attractive to many of who have ridden — and in cases still ride – twins from the past. the new Bonneville is also very aimed at riders of all ages, male and female, who are simply for an enjoyable, good looking, machine with lively pleasant power characteristics and handling.

Technical Details:

From the Triumph’s intention with the was to produce a machine that the old model’s timeless appeal modern technology. From the old we wanted authentic styling, a twin engine and to replicate as as practically possible the feel and that forged the Bonneville This meant using, for a 360-degree crankshaft (pistons and falling together) and a twin-shock suspension system.

One of our design first tasks was to decide Bonneville from the past become the inspiration for the new bike. was not easy, given that the spanned almost three incorporating countless styling and changes — It is rare for two enthusiasts to agree about was best!

After much it was decided that the T120 of the late Sixties could be as representing the peak of the model’s taking into consideration including performance, styling and in the market. The new bike is very to its forebear not only in its look, but in its geometry and physical size.


The main requirement for the was that it should have a spread of power, to give acceleration plus strong whether solo or carrying a Traditional capacities of 750cc and the original 650cc were before 790cc was chosen. The bore size gives breathing in conjunction with the layout, while the 68mm allows a long conrod helps to minimise secondary

As well as the desired low and midrange the new twin produces a respectable power output of 62PS at 7400rpm, making this the powerful Bonneville yet. torque is a substantial 60Nm delivered at just 3500rpm. the most important statistic is 90 per cent of the engine’s torque is available from 2750rpm all the way to the rev

The new engine is air-cooled, like the but differs in having twin camshafts instead of the old model’s valve operation. A discreet, oil cooler ensures consistent temperatures for optimum reliability. drive is by chain between the and incorporates an idler gear allows the cylinder head to be very compact.

Our engine team made the new powerplant as similar to the old one as possible. The oil drain at the front of the engine is designed to a pushrod tube from the old The five-speed gearbox is reversed, the final drive chain on the instead of the left.

This allows the traditional twin layout of small engine cover on the right and clutch case on the left.

The bottom end was made as compact as while incorporating features the twin balancer shafts, were necessary to reduce vibration to acceptable levels. The were tuned to ensure the solidly-mounted Bonneville motor has of the feel of a traditional 360-degree twin, and is not over-smooth.

Naturally the new follows Bonneville tradition in twin carburettors. These units differ from predecessors by incorporating such touches as a throttle position and electric heaters (to prevent As well as crisp throttle a feature of the Bonneville engine is its good fuel economy.

The system also combines with modernity. Peashooter faithfully follow the look of the Yet this Bonneville’s exhaust a secondary air injection system to emissions, and incorporates a catalytic for some markets.


The key challenge facing the chassis team was to provide handling and steering characteristics a very traditional layout. In the chassis brief called for easy steering that make the bike agile town, plus a sporty and excellent high-speed stability. the basic layout of the tubular cradle frame is simple, the was realised using sophisticated element analysis to ensure strength with minimum

Similar methods were in the creation of the box-section steel which pivots through the

Our design team achieved results by using very geometry to the late-Sixties Bonneville, a 19-inch front wheel and a steering angle. Partly due to the low centre of gravity, the bike is maneuverable without compromising Suspension is tuned to give a feel, yet ride comfort has not overlooked as it was felt that the would be used in a wide of roles.

The Bonneville’s seat is padded yet also notably at 775mm (30.5in), enhancing the appeal to riders of all sizes.

The wheels combine wire-spoke with 19in front, rear diameters. They modern tyres, whose can be fully exploited thanks to the generous cornering clearance. were another area tradition was not allowed to compromise

Triumph Bonneville 800

Single discs at front and each with twin-piston give reliable and powerful

Style was always a key element of the appeal and that is as true of the new as the old. Features such as the Triumph tank badge as striking now as they ever The redesigned speedometer and switchgear add and functionality. Paintwork andchrome, in-house at our Hinckley factory, are and thick.

The new Scarlet Red paint coupled with Silver, almost exactly the popular Scarlet shade of the late with Forest Green and available as an eye-catching alternative. As in the old the gold pin-stripes are applied by the hands of Triumph workers. In as in so many other respects, lives on in the new Bonneville.


April 1997: Project with meetings to discuss of a twin-cylinder model.

Summer 1997: Concept chassis and engine design begin work.

August First styling review of three-dimensional model. Input sales and marketing as well as departments.

November 1998: major review to assess made in response to earlier

December 1998: Prototype runs on test bench for the time.

March 1999: is run in prototype chassis for the first full-scale testing starts.

1999: First six development are built; four are mainly for engine testing, two for chassis

September 1999: Final by sales and marketing teams, to production model’s styling and

July 2000: Final is completed.

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