5 Июн 2015 | Author: | Комментарии к записи TRIUMPH BONNEVILLE отключены
Triumph Bonneville 900


By Hawks with Steve

Illustration courtesy of Triumph

The Triumph Bonneville was perhaps the awaited bike of the year; the of one of motorcycling’s most famous In collecting information for this I have been assisted by Crocker, a 2001 Bonneville who lives in Sydney, Australia. previous bike was a Suzuki

He has graciously consented to share insights and opinions about his new for this article. (Isn’t the wonderful?) The responsibility for the accuracy and of the information in this review mine, however.

The new Bonneville is not a or copy of its famous namesake, but a modern motorcycle designed to the void created by the demise of its predecessor. This is much the approach taken by Kawasaki in the of its W650, a machine it is hard not to in any review of the new Bonneville. (For a comparison of the new Bonneville, W650, and H-D see my article 2001 Comparison: Sportster, and W650. ) Of course, the new is a real Triumph, made in an advantage with which the cannot compete. It is also to compare the new Bonneville with the T-120 Bonneville 650, regarded as the high point of Triumph design, and the very Triumph engineers used as a for the design of this new bike.

The thing you notice about any new is how it looks. In this case my impression is favorable. More so I expected, as photos of the prototype published in the motorcycle press some rather noticeable (Actually, the visual flaws aren’t that glaring, but to of us who knew and loved the old Bonneville, any flaw becomes noticeable.) The are still there, and I will them in detail later in review, but they are not as glaring as the photos made them The overall look of the 2001 that is the subject of this is very handsome, and there is no that this machine is a Triumph.

The gas tank and fenders of the Parts demo Bonneville is two-tone forest green/silver; bike is scarlet/silver, the alternative scheme for 2001. The paint is applied, in a pattern reminiscent of not identical to) the 1969 Bonneville. is chrome on the case side rear shocks, rims, tail light assembly, system, and various smaller and pieces.

The side covers air box covers), fork legs, housing, frame, and swing arm are black. The tank is accented by chrome Triumph badges. has applied the right finish in the places; the overall effect is restrained and attractive.

It is also similar to the finishes used on the Bonneville.

The laced wheels right for this bike, the consequent necessity to run inner in the Bridgestone Battlax BT45 tires. Triumph finally got a fender right; this example is a copy of the style on the 1969 Bonneville, chrome and all. The big chrome halogen is also good looking.

In summation, I like the looks of the new Steve likewise reports everywhere he goes people his scarlet and silver Bonneville. Harley riders, as Steve to me: My biggest compliment has been a Harley rider at a traffic who surveyed my Bonneville up and down, his lips and showed his approval 3 or 4 measured nods and the hint of a

My guess is that a lot of Harley don’t mind Triumphs, or at Bonnevilles. Perhaps (they memories of times past they were fellow

Underpinning the new Bonneville is a rigid, steel, double downtube with a rectangular backbone. A non-adjustable 40mm telescopic with 4.7 inches of travel the 19-inch front wheel.

The forks are raked out at a 29-degree with 4.6 inches of trail. (A rake of 25 to 30 degrees is generally standard.) A conventional swingarm by dual shock absorbers 4.1 inches of travel, adjustable for only, keeps the 17-inch wheel in line. The suspension at ends is firm but not harsh, for good handling.

The most visual flaws, starkly in the early photographs of the prototype are the exhaust system, the flange the lower edge of the gas tank, the of a tachometer, and the tail light They are still there on the bike, but none are as intrusive as appeared in the early photographs.

the worst offender is the exhaust It has a kink in the header pipes and mufflers. Triumph offers accessory mufflers, which may be than the sock items, but I not seen them. Still, the system does not look as bad in as it does in most photographs.

A … normally views a from head height. from that perspective, the jog in the pipe before it enters the is not so obvious. Most photographs of are taken from about height, a much lower point, which unduly the unfortunate bend in the header

This bend was allegedly to avoid dragging the mufflers, the engine/transmission cases are so much than on the old Bonnie, but there have been a better (upswept mufflers, for instance). The uses single wall header pipes, and they rapidly. I have read this is due to the emission-control air injection, causes excessive heat at the

Thank you, Big Brother.

is an unsightly pressed steel around the lower edge of the gas which is also not as apparent (or at as intrusive) when seen a normal standing position as it is in photographs. Old Bonnevilles had the seam down the center of the gas tank, it could be hidden beneath a trim strip. Why isn’t the new tank manufactured in a similar

Old Bonnevilles also had very and trim 2.5 gallon gas tanks, but I am to report that the new Bonneville’s tank is surprisingly narrow and for its size. It is not nearly as bulbous from the rider’s position as the gas on the Thunderbird.

While I am on the gas tank, I as well point out the lack of on the sides of the new tank. This is a blessing, for while I like they were one of the first removed by many Triumph back in the 1960’s. They are from Triumph as an accessory, and has already added them to his

There is simply no excuse for not any motorcycle with a tachometer, a Bonneville. The very name performance, as does the DOHC, valves per cylinder design of its motor. To omit a tach on bike is an oversight of the first

Triumph doesn’t even it as an accessory for the new Bonneville. Instead, to the of the 140-mph (!) speedometer is an asymmetrical with a cluster of four … lights: turn high beam, neutral, and oil Triumph, put a tachometer next to the and string the warning lights in a row between them!

In this concurs. He writes: I think the of a tachometer is a shame both and functionally. Due to the wind noise at and the lack of exhaust din, I am uncertain of what gear I am in; a at a tachometer conveys that

After a hot day of riding last the idle speed gradually up until I couldn’t engage without a substantial thump. I searching and found a knob the left carburetor that me to adjust it, but a tach would been a welcome addition for the revs down to the recommended speed when I had to make an Triumph should immediately a new instrument cluster with a for the Bonneville, and retroactively fit it to all existing

The taillight assembly on the new Bonneville is looking than it appeared in photographs. It is a chrome unit, not as integrated as the 1969 Bonneville’s tail light, but not bad,

The Bonneville’s seat height is inches. The seat is thin and hard. Its traditional flat allows the rider to change on long rides.

Steve is 11 tall and can put both feet on the ground when sitting on the seat. I am 5′ 10 and can do the same. and returning riders will appreciate this.

Both and I appreciate the relatively low height of the seat, but I think the seat use additional padding. Steve that an extra inch of would slightly change the of his thighs, making the riding more comfortable for long In any case, Triumph already alternative seats for the new Bonneville.

occasionally takes his wife or one of his children on rides, and has found the seat satisfactory for riding He took his 70-year-old mother for a and she loved it!

The chrome handlebars have a bend, and can easily be adjusted or at the owner’s discretion. The overall position and ergonomics of the bike are good. I would ride bike for a while before on any major changes.

In the nit-picky would be my complaint that the have no rubber gaiters. there are little cheap-looking shields that stick up the lower fork slider. what the necessity for these is, I know, as I have never them on any other bike.

look as if they could be removed; I hope so, for if I ever get a I will certainly attempt to them.

Other nits to are the high maintenance final drive (perhaps a new Bonneville had to chain drive like its and the lack of self-canceling turn The latter is a safety feature all motorcycles should incorporate. The reflector at the end of the (U.S. model) rear fender also has to go. I it is easy to remove.

Steve that it would be nice if the decal on the side covers out more proudly.

The new Bonneville is a handsome motorcycle, although not as right as a 1969 Bonneville. given the intrusion of profuse regulation, no modern bike can be.

motorcycle is high-tech in many Its traditional appearing vertical motor is oversquare, has double cams, and is air/oil cooled; the oil resides neatly and inconspicuously the front frame downtubes. The also has electrically heated (to prevent icing), a hydraulic disc brake, and radial These are all features the W650

A halogen headlight and electronic are also standard, and the bike be put into gear with the stand down.

The basic of the 2001 Triumph Bonneville are as

Engine: air/oil cooled vertical twin


Bore Stroke: 86x68mm.

ratio: 9.2:1

Claimed horsepower: 61 @ 7,400 RPM

Claimed torque: 44 lb-ft @ 3,500 RPM

2x36mm, electrically heated

tank: 4.3 gal.

Seat 30.5 in.

Front suspension: telescopic fork, not adjustable

suspension: dual shocks, adjustable

Front brake: w/ twin piston caliper

brake: disc w/ twin caliper

Wheels: laced

100/90-H19 front, 130/80-H17

Wet weight: 499 lbs. (according to magazine).

Rider magazine did a test of the new Bonneville in the March issue, and reported the following Acceleration, 0 to 60 mph in 5.5 seconds; top gear 40 to 60 mph in 5.41 seconds; braking, 60 to 0 mph in ft.; Average mpg,

Cycle World magazine a new Bonneville to the drag strip and a best 1/4 mile time of seconds at 95.34 mph. reported a 0-60 time of 4.9 and the bike’s top speed was 105 mph. mileage was 45 mpg.

Steve did some performance of his own, and here are the results: mph in 5 seconds; 0-100 mph in a little 16 seconds; top gear roll-on, mph in 6.3 seconds. The top speed in the various is as follows: 1st=45 mph; mph; 3rd=81 mph; 4th 100 mph; 5th=115 mph @ 7,400 Steve’s average mpg during his 1,000 miles was approximately 50 (in


Triumph Bonneville 900

Rider also the Bonneville to Borla Performance, it was run on a Dynojet dynamometer. They that the stock Bonnie delivered a maximum of 55 rear horsepower at 7,350 rpm, and pounds-feet of peak torque. remains above 35 lbs-ft about 2,750 rpm out to the red line. increased in a very linear exceeding 40 at about 5,500

These seem like good numbers, consistent the over-square configuration of the engine.

reports that their mufflers, combined with carburetor jet kit, add about 8 to 10 Steve wants the new low restriction as soon as they are available in He finds the performance quite but really wants that horsepower, which would his bike about the same to weight ratio as his riding old Kawasaki Z1.

Certainly the stock are too restrictive. You can barely hear the note at idle, and it is effectively by wind noise at speed. I am not a pipes save lives of guy, but this is ridiculous.

Get the and the jet kit, and live a little. writes: I also want a bit of the old sound because the motor is than the exhaust at present.

I hit the button and started the motor, the thing I noticed was the lack of Despite its traditional 360-degree, twin configuration, the counterbalancers in the new motor effectively eliminate Even the view in the large, mirrors remains clear.

lever pull is light, and the snicks easily into The header pipes were very blue on the demo a new motorcycle with very few on it. Old Triumph owners will remember this trait.

The motor revs easily and good power and a wide curve, but when I fired up the new it somehow seemed less than its 1969 counterpart. No this is due to the lack of vibration and the quiet mufflers. The old T-120’s shook the whole bike a paint mixer.

The 1969 had a wet weight of only 425 pounds, and a to weight ratio of 8.17 (based on the manufacturer’s rating of 52 hp at the The new Bonnie weighs 499 pounds and has a nearly identical power to ratio of 8.18 lb/hp on the manufacturer’s rating of 61 hp at the crankshaft).

Steve put it this way: is quite adequate, good but I really want that 10 bhp as soon as possible. The tingle the bars and pegs doesn’t to get any worse as the speeds rise. counter shafts do work At first I wanted more but when I rode at 80 mph for 10 miles or so, I that with a windshield or this bike could put fast relaxing miles a day.

The changes Triumph wrought since 1969 life in the saddle easier.

The weight, less than modern cruisers, does not impede the bike’s handling or low maneuverability. Its center of gravity is low, and it is easy to ride in traffic. Parking lot maneuvers are easily accomplished.

Steve Despite the longish wheelbase it is easy to maneuver. The weight, reasonably substantial, is carried unlike my old GT-750. I find builds confidence both stopped in traffic and when direction.

I find I can do smooth and figure eight’s at 5 mph in a parking lot my feet on the pegs and feel comfortable.

On the highway, that weight, along with frame geometry and adequate makes the new Bonneville a stable At freeway speeds it is smooth and to ride, not unduly affected by winds. It is always willing to on by slower vehicles, but to accelerate a downshift is required.

The short engine makes its best at the upper part of the rpm range.

did the road testing for this using his personal bike. He try to push his new Bonneville to its absolute but he did ride it on some winding which is where the bike He found it to be a smooth, very handling bike that is to ride at extra-legal speeds. It is changes direction easily, and has suspension.

It feels planted in sweepers.

The brake levers no sponginess, and the brakes have a feel. To quote Steve, The applied seems to me consistent the retardation response expected. I none of the big nosedive I remember my old Suzuki, but this bike 100 pounds or so less weight.

reported that, I traveled the bends in our Royal National just south of Sydney at 75% greater than the posted in absolute security. The footpegs are and have metal wear on the undersides, which Triumph to replace when they down 1/2 inch. This that the pegs ground anything else, although scraped during my testing.

The turns easily into almost falling into and changes direction without the having to heave it over. I was about 50 mph when a discarded lock appeared in the road I was easily able to swerve to it and correct the bike again to in the same lane.

Just to see how easily the bike direction, I rode down a road at 50 mph, flicking the from side to side in to avoid riding over the in the center of the road. It is really a inspiring bike, particularly for who aren’t particularly skilled, or rusty skills.

Moderate 60-70 mph bends feel secure, no pitching or wobbling is It doesn’t seem prone to the corner speed wobbles my Japanese bikes used to

The broad torque curve it easy to power out of corners. The builds power in a very manner. Keep the rpm up for best The 5-speed gearbox shifts so that is easy to do.

The Bridgestone tires seemed to be up to the task. the new bike is far less tiring on rides than was the old Bonnie.

The new is an easy bike to ride This is particularly nice riding double. Steve put it way: I’d much be admired as a smooth capable than a racer now that got a (nervous) wife and 3 kids to at various times.

Steve the following about owning his which I thought was worth My 16 year old daughter even I’m cool now. one of the best ways to bond your teenage kids. We I inform them to watch out for both parked and moving. then see some foolish and I reinforce to them how most car are unaware of bikes and that you ride defensively, but confidently as

Makes for great unencumbered because they certainly see it as when they are with you on the

Triumph has revealed that have plans to build on the basic platform of the new Bonneville. these will be and how they perform, we will have to and see.

I’d like to with Steve’s closing about his new Bonneville: It is a weekend-only No peak hour traffic, no weather, just a symbol of a weekend away from Take my youngest son to his cricket take my daughter to her part job, ride up the winding Highway or through the Macquarie just to hear the sound of it and it from side to side.

be up riding by 6:30 in the morning our local part of Sydney while the family slumbers on. pretty well sums up the experience.

Triumph Bonneville 900
Triumph Bonneville 900
Triumph Bonneville 900
Triumph Bonneville 900

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