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Review: 2016 Triumph Bonneville T120


Posted on May 30, 2016 by Andrew in Review. 42 comments

The challenge Triumph gave themselves when redesigning the Bonneville was nothing short of Herculean. As a company whose entire brand rests on one hundred plus years of biking heritage, this is the bike around which their entire world revolves. How hollow would their references to legendary motorcycling heroes such as Steve McQueen and Marlon Brando sound if the new Bonneville missed the mark? So to this end, the brief from John Bloor, Triumph’s owner, was as clear as it was short. It had to be as good as the original ‘59 Bonneville T120, “and whatever you do,” he said “do not fuck it up.” Which begs the question, did they or didn’t they? To find out, Triumph Australia asked us to take the bikes on an epic journey over some of the most challenging landscapes in Australia to do battle with the weather and the road in a ride we’ll be telling our grandchildren about for years to come.

Much more shiny silver in this purse than the Street Twin’s

The path for our adventure had been mapped and strategised by Triumph, almost as if to recreate the trouble and effort they went through to build the damn thing. We would push north-east from Adelaide, South Australia’s capital and gateway to the fertile Barossa Valley wine country beyond. Long inhabited by wine-loving Germans who fled their motherland hundreds of years ago, it’s also well-known for its microclimate. This is what helps the grapes grow and makes the soil the best of its kind this side of the Pyrenees. And while the thought of fine wines no doubt put a broad smile on the faces of the assembled press corps, there was one inescapable downside. It was raining and cold as hell.

The ‘Cranberry Red and Aluminium Silver’ tank was the clear favourite

First Impressions

The T120 is an impressive bike at first sight. With acres more chrome and very little plastic bolstering the ranks, it feels like a more capable, more impressive bike than before, even before you saddle up. While only marginally longer and heavier than the Street Twin, it also feels like a whole lot more bike than its kid brother. Once seated, the quality and thought that’s been put into the build becomes even more apparent. From the ignition key and fuel tank right through to the crank cases and spoked wheels, it’s clear that someone at Triumph has put some major effort into this bike. And while the beautifully festooned, 14.5 lt. (3.8 gal) tank’s shape seems substantial in profile, its rearward-tapering means legs are alway comfy.

As with the Street Twin, radiator is well integrated

The crowning achievement of all this spit and polish is the instrument cluster. While the dual dials stubbornly refuse to remember the display settings you chose during the previous ride, they do immediately feel ‘right’ for the bike. The choice of metals, workmanship, and back lighting are all made with the understanding that it’s here the future owners will be looking most closely while riding. So if you want to impress them, what better place to do it than right here? This attention to detail flows through to the rest of the bike, too. Once your eyes become accustomed to the bike’s appearance, it’s clear that the engine is a beautiful thing to behold and the way it’s topped of by the tank  – especially in the Cranberry Red and Aluminium Silver – is something you would never tire of.

‘Black’ version loses most of the standard model’s chromium

Other train-spotting engine details include a 54% increase in torque over the old model with a vast majority of it making an appearance before 4000 rpm. Like just about every other manufacturer out there, the bike now has a 270˚ degree crank. I’m not complaining though, as it sounds great and delivers its argy-bargy beautifully through a six speed ‘box. Amazingly, the new 1200cc power plant is no bigger than the old 865cc unit, and it’s water-cooled. A side-by-side comparo of the old and new models also proves that new bike is a much cleaner proposition overall, with less tabs, cabling and other visual detritus messing up the silhouette.

Instrument cluster glitters with attention to detail

Non-engine improvements are headed up by the suspension. It’s no secret – even amongst Triumph’s own ranks – that the suspension on the old model was nothing to write home about. And while the new set-up isn’t groundbreaking, it tracks well and never feels uncertain, even when pushed hard. There’s also adjustable traction control, ABS, a slipper clutch, LED lights and heated grips. Now it’s probably a very ‘Aussie’ thing to admit, but I’d never experienced heated grips before. After this ride I’m a big fan. They’re the best thing since sliced, toasted bread.

LED headlight has two modes, full and a ‘daytime riding’ half-on mode

Then there’s the bike’s Amal ‘carburettors’. Of course they can’t be Amals. Thanks for nothing, Euro 4. So they must be throttle bodies, then. I think I understand what Triumph’s designers intended with this design, but I can’t escape the nagging thought that this is function following form par excellence. Be it 1959, the present day or 218 BC, I’m pretty sure that the shape of something should be dictated by its intended use. One thing pretending to be another seems rather pointless to me. Nit picky? Maybe. Let me know your thoughts in the comments below.

The Rain

Gearing up with as much warm gear as we could beg, borrow or steal, we set off into the rain. Hannibal-like face masks protected the riders that had chosen open-faced helmets. Thank the gods I hadn’t. North-east we headed, to the Adelaide Hills. Initial on-road impressions of the bike are excellent. Indeed, it seems that the bike is hardly trying, which always imparts a certain level of comfort and confidence to the rider. The rev limiter collisions that were experienced with the Street Twin are now gone. Even with the insanity that is soon to follow, I can’t recall one single instance of me besting the beast. We then arrive at Chain of Ponds, a well-known biking hotspot that’s dissected by the aptly-named Gorge Road.

As the first photos of the day commence, we tear up and down the same stretch of tarmac and slice through the same corner again and again until the ‘photogs’ have taken their fill of pixels. While a little tedious, it does prove a few things. The bike sounds better from behind than in the rider’s seat. This is no doubt the work of the peashooters, um, peashooting the engine’s roar reward and away from the rider’s ears. It’s still a nice sound though, especially bouncing off the sandstone walls of Gorge Road. Cornering confidence is also confirmed on these unusually dry roads. Of course, most of us would never come close to really pushing the set-up to its limits, suffice to say that it’s more than capable. And finally, the bike easily handles low-speed u-turns without throttle snatch or any other complaints. Thank you new torque curve.

A cracking good corner on Gorge Road

The next waypoint on Triumph’s ‘trial by weather’ was the amazing Bill’s Bits & Bikes in Birdwood. Owned and run by Bill and Mark Mitchell, the shop is part old bike sales, part spares, part museum and all shrine to the religion of the motorcycle. Set in a small country town, the shop looks as if it hasn’t been renovated since before the birth of Christ. Tardis-like in its never-ending series of shelved nooks and crannies, it smelled of petrol, old oil and cold metal like all good bike shops should. And of course there were more old cycles than there are days in an American presidential campaign. I counted over fifty bona-fide classics in a space not much bigger than a small family home. If you can imagine what it would be like to have a vintage motorcycle infestation in your house, then this would be it. We got about 30 minutes to look around; I’m guessing you could spend ten years in there and still be finding things you’d never seen before. Ultimate man cave? Without a shadow of a doubt.

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Bill’s Bits & Bikes in Birdwood. Easily the world’s best man cave

The Ascent

And as if that wasn’t enough, we were then taken to a ‘surprise’ location, the Collingrove Hillclimb Track in Angaston. Built in 1950, it’s a scant 750 metres (half a mile) long and climbs around 70 metres (or 250 feet) from start to finish. But with nothing more than a small carpark, a demountable office and a narrow strip of asphalt that disappears over the nearest hill, it was a little underwhelming at first. ‘Please don’t die,’ pronounced Triumph guy Nigel. Huh?

Bemused and confused, we were ushered off one by one over the hill. In the blink of an eye, the bikes that had just left returned from behind us. Wild exclamations emerged from their helmet-covered mouths like there was some mythical creature hiding over the hill. Naively, I clicked the ‘box into first and went off to see what all the fuss was about.

As I write this, I’m struggling to describe what happen next, so here’s the best I can do. Imagine a golden ribbon falling from the heavens onto a set of steep hills. As it touches down, it turns to bitumen. Then you ride it. I giggle, whoop, scream and swear loudly. The first right hander was immediately nicknamed ‘The Wall’. That’s it below. Going into corners way too fast and then standing on the back brakes didn’t faze the T120. Neither did the wet and badly repaired track, or the speeds at which this was all happening. How a bike or four wasn’t scuppered is beyond me. In fact, the sum total damage from Collingrove was a razed clutch from some burnouts. It’s repaired on the spot, and off we go into the rapidly approaching night.

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No camera tricks. It was that steep

Our quota for death-defying feats spent for the day, we retire to the local inn. We proceed to eat and drink like Bacchus himself. While the weather regrouped outside, we sampled the finest wine and food the region had to offer, again and again and again. For a brief moment, we revelled in the fact that we weren’t hanging off the side of an asphalt-lined cliff or riding through a tempest. We laughed, we swore and we embarrassed ourselves like soldiers on their last night before battle. And the next day, without a word of exaggeration, we went to war.

Our hangovers are 5 hours old. The grapes have been here since 1847

The Fog and Wind

Barely eight hours later, and I can’t see anymore. Or more correctly, all I can see is white. Whiteout white. Climbing up and over the mountains that ring the valley, the morning rain turns to mist which then tuns to fog. I’m certain I’ve never ridden in worse conditions than these, and I’m hung over to boot. The rider in front disappears in and out of the cloudy mass like some ancestral apparition. I’m torn between speeding up so I can see him more clearly and slowing down so I don’t, you know, die. What the hell am I doing here? This is next level crazy. Triumph is crazy. The bike, as before, ignores my whining and battles on unperturbed.

“What the hell am I doing here? This is next level crazy. Triumph is crazy.”

Then, as quickly as it had appeared, the fog was gone. But our relief was soon quashed by the wind that had replaced it. Stopping at the highest point on the Stott Highway, I can only describe the landscape as mythical. Windswept and barren, it’s crisscrossed with convict-built stone walls that make it look more like European Alps than Australia. Looking west to the plains and what will hopefully be a respite from the elements, we saw blue sky. Time for some more photos, too. The wind bullies us as we stand around waiting for the photographers to take their places. Images of men flying like Icarus in winged suits down alpine valleys fill my head. We stand on the rock walls with arms outstretched and see if the wind will lift us up and carry us away to better weather.

The Stott Highway and it’s wind-swept stone walls. Note the condition of the bike

The Stampede

The conditions start to take their toll on my senses. Time blurs and suddenly, after many hours, we are in a desert. The wind has gone and the road is now spear straight. It’s here that the T120 shows us it could actually tour quite well. We can’t vouch for pillions and luggage capacity, but the overdriven sixth gear allows for a relaxed two-and-a-half-thousand revs at around 110 km/h (70 mph) while the torque at the same point is always willing. Comfort is never an issue and even after all this, there are zero aches and pains.

The desert plains in the distance are our next waypoint. Clearly I’m lost

It’s now, after battling the weather and apparently coming out the other side unscathed, that spirits boil over. The surrounding land is a barren void, so we fill it with speed and sound. In unison, the group’s throttles are opened wide, unleashing an almighty pachydermal roar that emanates rearward, fired out by the peashooters we have all been armed with.

Across the dry plains we charge. The landscape refuses to lay down before us and instead it rolls like long, slow waves as we move with much haste towards the next crest on the horizon. We are cutting through the desert air at a rate of knots that doesn’t bear repeating for fear of brutal retribution from the local lawmakers. Triumph’s engineers will tell you that flat-out, the T120 will reach the top of sixth gear just shy of 200 km/h (120 mph) and stay there for as many wide-eyed minutes as you dare. Especially on long, straight desert roads. Not that we tried it, of course. That kind of riding is the stuff of legends, and not for mere mortals like us.

“We are now cutting through the desert air at a rate of knots that doesn’t bear repeating”

The Gauntlet

We thought we were home free. We gloated as we sat and ate lunch at the Swan Reach Hotel. We were champions. We’d been put to the ultimate riding test and clearly we’d beaten it. All that was left to do was to ride south-west, back to Adelaide and civilisation. In our heads, we were already at another pub in the city toasting our achievements and crafting the stories we would tell. But the landscape and the elements had one more test for us and the bikes. One that would make everything before seem like a summer stroll through a Tuscan wheat field.

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Swan Reach and the Murray, Australia’s longest river

The Adelaide Hills are a natural fortification that walls off the city from the plains to its west. And with the ocean to the city’s east, here too you will often experience bad weather. Weather that drenches the slopes, and sweeps debris across the sharp, downhill roads. Debris like rocks, bark, clay, soil, and leaves. Lots of leaves.

Physically shattered by my efforts to date, this was the final straw. After a few rear wheels wiggles, my confidence bid a hasty retreat and left me with nothing but a set of weak, shaking arms and exasperated cries. Hairpin after wet, slippery hairpin came at me without even so much as a moment’s break. I won’t lie to you. I was moments away from giving up. It was all too much. ‘Stop here and rest for an hour or two,’ I heard my inner voice pronounce in increasing frantic outbursts. ‘Triumph have heaps of cash – they can just send a van to pick you up.’ ‘That pub looks warm! And look – it has an open fireplace!’

“I won’t lie to you. I was moments away from giving up. It was all too much.”

Becoming delirious, time and my sanity withered away. The next thing I know, we are in that city pub. We are in front of that open fireplace. There are beers and laughing and excited recountings of what had just happened. I had made it through unscathed. Don’t ask me how, because I’m not really sure. I turned and hugged Ben, our photographer, who had stuck with me through the gauntlet. I hugged him like only a man who had gazed a slippery, bitumen-covered Death square in the sockets and survived could. We had won, goddamn it. We had won.

Victory is mine

Conclusions

I shudder to think how this ride could have gone had the stars not aligned in the way that they did. With the wrong bike, the wrong riders or some bad planning, the whole undertaking could have ended in tears. But it didn’t. I look back on the experience as some kind of dream sequence that I’m equal parts amazed by and terrified of. A story of legendary feats for the grandkids, no doubt. Whatever the details of the ride itself, Triumph knows enough about their bikes, and the T120 in particular, to realise that you’d never put ordinary bikes through an extraordinary test like this. To summon the courage to plan and execute it speaks volumes about their confidence in the bike and what it’s capable of.

To do what we did and come out the other side high-fiving each other says a lot about the bike’s design. In fact, writing this piece and trying to be level-headed about the T120 is almost as challenging as the ride itself. The bike never missed a beat, despite being constantly confronted with challenges. I now think of it as some kind of soulmate; despite me repeatedly losing my nerve, the T120 gently reassured me and helped me through. I almost feel as if fate paired us up to show me what I’m capable of when I really put my mind, and a great bike, to the test.

While the Triumph’s Street Twin also impressed us, the T120 plays the capable, experienced, rather more serious big brother to the Street Twin’s fun, fashionable younger sibling status. If you are looking for a high quality, capable, well-proportioned, multipurpose bike with classic looks and engine that only the very best riders would find lacking, you’d be a fool not to consider this bike for your next purchase. It’s that good. Triumph triumphs again.

 

what_we_liked_01
– Quality build with great attention to detail
– Superb, capable engine
– Surprisingly multitalented
– Beautifully easy to ride

what_we_didnt_01
– Not sure about the pretend carbs
– Instrument display resets itself on start-up

[Photos by Ben Galli. Helmet from Icon. Jacket from Pagnol. Pants from Draggin. Boots from Icon]

The fine print: In an effort to keep things as legit as possible, we feel it’s best to mention that Triumph Australia paid for our trip to the Barossa to see their new bikes. Rest assured that if the bikes weren’t up to scratch, we’d have no problems in saying just that, and that we will always endeavour to give you guys the best reviews possible without fear or favour; sponsors bearing gifts included.








  • Jim Stuart

    The entire bike is an exercise in pretending so to single out the carb looking injectors as overkill seems senseless. If the general public feels the same as you and they just might, I’m sure the aftermarket will step up and make a cover to hide the offending ode to Amals. As for me if I want to ride a vintage looking machine why not jump on the real thing instead of something brand new and enjoy the entire experience be they good or bad. I am obviously not their target audience nor buyer.

    Of course they can’t be Amals. Thanks for nothing, Euro 4. So they must be throttle bodies, then… One thing pretending to be another seems rather pointless to me. Nit picky? Maybe. Let me know your thoughts in the comments below.

    • Racing Enthusiast

      If this bike came with unstyled throttle bodies, the “Motorcycle Design Peaked 40 Years Ago” cult would screech and wail about how they were triggered by the sight of icky technology. Then Nickle Town Customs (Or some other Pretense X Ephemera webstore) would make a fortune selling fake Amal covers. Can’t have that!

      Speaking of “One thing pretending to be another…”… throught the application of silly covers, well, what’s with the fake bunny ears on a cat?

      • Bunny ears on a cat? You’ve lost me…

        • Racing Enthusiast

          Jim’s avatar.

      • Jim Stuart

        The story of the cat with bunny ears shall remain a cult secret since the truth would disappoint even the most sterile among us.

        • Racing Enthusiast

          ‘Twas afraid that question was asked against my better judgement.

    • Wrhinrichsen

      Why not get the real thing??? Well because it’s OLD and old stuff breaks. Until you own an old Brit bike (or any old bike—the Brits may be special cause of their love of the wet) you have NO idea just how many parts will break and need to be replaced. Unlike on a car when these parts fail the outcome can become much more immediately lethal.
      So in answer to the posed question—who would want to own a bike like this? My answer would be—-someone who wants a nice sit up bike with a certain look, good brakes, decent power and only wants one bike. Imagine that!!!!

  • Astounded

    It’s a sterile fraud.

    • Hardley T Whipsnade III

      Sterile as well as the epitome of pretense manufactured in India/China/Taiwan then assembled in the UK . But in all honesty the best way to express our displeasure is not to comment at all . Says the fool as he bangs this out .

    • Thanks for your input. Very informative.

  • I love the vintage attributes on the new Triumphs. I think it is pretty genius that they kept the fluted casings etc. The radiator is inconspicuously well placed within the frame, unlike many new bikes out there. I think a big chunk of people who buy these bike are attracted by the nostalgia attached to the Triumph bloodline. I ride a Thruxton and can attest not only to the build quality and the ride, but also what you can do with these bikes to classically and stylishly make them your own. I’d love to get into one of these newer torquier Triumphs, I’ve heard they are a blast to ride!

    • Agreed. Can’t wait to see what the customisers do with them…

      • So… what do these things actually weigh in at? Excellent story/adventure. A true test. Kudos.

        • Good question. 198kg (436 pounds) dry. So whats’ that – 210/215 wet?

  • guvnor67

    If I may, there are plenty who like the older bikes, the look especially, but don’t wanna have to tickle carbies or over-extend there calf muscle kicking the thing into life on a stinking hot day, so this, and Kwacka W series are ideal I guess. I prefer my ’79 T140 e, but I see the attraction. And pollution control etc isn’t goin to get any slacker so I doubt we’ll be seeing a return to Amal Concentrics any time soon.

    • guvnor67

      And having said all that I reckon these look great, and the write-up tells me they’d be a great go-to bike for, well anything except dune bashing! A few personal tweaks and mods and away you go. And hey, it says TRIUMPH on the tank Dammit!!!

      • Dune bashing? Not too loud… Triumph might hear you and try to include it in the next ride. Lunatics, the lot of ’em…

        • guvnor67

          Fun loving Lunatics I think!!! You hear of so many “tests” done under not-very-real-world conditions so I believe big thumbs up to Triumph!!

  • John_Tangeraas

    The modern Triumphs are great bikes, but to talk about a heritage (as in family), is pushing it too far. Triumph went bankrupt in the early 80’ties. The only heritage lies in the name. They simply bought the name and started making new bikes, same as Norton, Indian, Brough and other badge engineered bikes. Nothing wrong with that. Harley Davidson, Ducati, BMW etc has heritage, Triumph doesn’t.

    • Using that logic, the AMF purchase of Harley would also disqualify it, no?

      • John_Tangeraas

        Not really, who owns the majority of the shares in a company doesn’t matter. HD is HD. HD is still making bikes the same place where they did, uninterrupted, for more than houndred years. Triumph Engineering Co Ltd of Meriden went bankrupt, demolished or sold the factory, fired all of it’s people and sold tooling and machines. Triumph Motorcycles Ltd of Hincley, a brand new company, with a different name, started making Triumph badged bikes. Example; If I buy the name and rights to use Rudge (founded 1894) and set up a factory to make new bikes, would my new Rudge Ulster boast the tradition, racing success and heritage of a company 122 years old? A Faberge egg made in Taiwan is not Faberge egg even if it almost looks the same and has Faberge written on it, and Faberge Taiwan owns the rights and the name.

        • Jon Low

          Many companies move their manufacturing plant . Triumph was in Coventry, then Meriden, now Hinckley. Norton was in Bracebridge Street in Birmingham, then they moved to Woolwich, London. Laverda was started in Breganze and later moved to Zane. Royal Enfield moved from Redditch to Bradford-on-Avon to Madras.

          • John_Tangeraas

            Thanks for your response. My point is: If there is a company called AAA Engineering with company/VATregistration number 123, it would still be just that even if you move it around. If you close down AAA Engineering you must “delete” the company from the government files. After this is done, you can’t start a new company with the same name and registration number.
            Back to my example over, AAA Engineering is closed down, but the rights to use products branded AAA is sold to Mr. X. Now Mr. X starts a new company AAA Motors with company/VATregistration number 789. The new company has absolutely nothing to do with the old, and the only “heritage” is that they use the AAA name and similar products. To clarify: Triumph of Meriden has absolutely no relation to Triumph of Hinckley, other in the name, Triumph.

          • mancini80

            New business owner or not, did production and sale of the Bonneville during this time ever end?

          • John_Tangeraas
          • mancini80
          • Jon Low

            These are mere rebrandings and corporate reconfigurations , Sometimes after years of quiescence with nothing more that the intellectual propertyof their brand as their market value. (In the automotive world you saw how valable was to the people who revived Bugatti.

            Triumph was first German bicycle marque, just a how Ducatiwas once an Italian electrical switchable-relay company. The point being that industrial firms often have a far “messier” history than devotees might like to imagine.

            It was, officially, S.Bettmann & Co Ltd in the beginning, then became Triumph Cycle Co. Ltd in 1893 based at Priory Street, Coventry which had 3000 staff making 30000 bikes a year and which was destroyed in the 1940 LuftwaffeBlitz. After 18 months in Warwick, they all moved to a modern new plant at Meriden, in 1942. By 1969 Meriden was churning out 50000 bike a year,

            By 1975 Triumph was kaput and the once-great company was bought out by a union workers’ co-operative who ran it into the ground. Harris bought them out and kept miniscule-level production and development stuttering on from a new plant in Cornwall. Then Bloor bought him out and built a big, modern factory at Hinckley — only 10 miles down the road from where the obsolete Meriden works were being demolished.

            Sounds like good lineage and continuity to me, seen over a 100 year span!

          • John_Tangeraas

            I see your point, but I don’t quite agree. Harris/Bloor bought a defunct company and started new production in a new company. What about Norton, they brag about 100 years of motorcycle manufacturing, even when they were made in the USA. What I am trying to say, “anybody” can buy an obsolete brand like Brough Superior (now made in France) and boast about their “heritage”. http://www.broughsuperiormotorcycles.com/

          • Jon Low

            It’s a quantifiable bog-standard economic metric that goes in the books of any company — extant or extinct — as “Goodwill”. And, yes, anyone can do it and obtain that goodwill and legacy and naming rights that they’ve paid good money to purchase.

      • Wrhinrichsen

        Andrew has a VERY valid point about and. But didn’t company execs including Willie Davidson(family) buy the company back? This the link whil one may consider it tenuous at worst would appear to be there.

        • stretchman

          Willie G. and a handful of other execs bought the company back since AMF was driving it into the ground, and they still had a love for the machines. But, they nearly crashed and burned before they got it going again, and the machines were forever changed. Rubber mounting and several other things, including the softail design, that of course, was just a faux impression of the hardtail look, right?

          What we’ve seen with Indian is a manufacturer that has been resurrected more times than anyone can count, and yet, still insists that it’s lineage is connected. So, instead of simply marketing their bikes for what they are, they do so with this whole heritage thing going on. Hmm. Not sure if serious.

          Triumph, Otoh, still made the bikes that Triumph was famous for making throughout it’s history. The company itself may have drastically changed, but the bikes have pretty much stayed the same. Now, to be fair, they have done other things that they are getting a rep for, like the triple, but for the most part, they have remained true to their roots and continued to manufacture the bikes that made them famous in the first place.

          The new bonnie is not only an engineering marvel, but is also about as true to it’s roots as any bike can get. They nailed it. Older bonnie riders can get in the saddle of it and say, yes, this is a bonnie, but, it’s way better than it was. All changes aside, it’s a huge hit globally, both for the upgrades, and the fact that it’s so retro cool at the same time. So much like riding an old bike, and all the things that made them great. With few, if any, of the old issues. Judged on it’s own merits, it’s an outstanding machine that’s priced very competitively. I know I want one. Probably stay on my 1600 bird until dirt though.

          BTW, it shares space with a Harley FLHR. I have been riding Harleys for almost 18 years. The Tbird is my first Triumph. I find myself riding it more than the Harley lately. Believe me, I think the Bonnie is going to be a smash hit. Triumph has built a winner.

      • Davidabl2

        But with AMF, there was some continuity in management team, products stayed the same to a certain degree, and many were produced in previously existing plants. And no 25 yr hiatus between brand incarnations.

    • J.R.R Pineapples

      So? Why the fuck does it matter?
      Your comment is just know-it-all nit-pickery; you either like the bike or not. Clearly you don’t. Well done.

      • John_Tangeraas

        It matters to me. “Fake” vs “genuine”, hence my posting. I like the bike, never said otherwise. You need to work on your attitude, dude.

  • Randy Moran

    It’s a nice looking machine. I really wish ALL manufacturers, including Triumph, would take the time to remove the flange (or seam, I’m not sure what it’s called) on the bottom sides of the fuel tank. Its presence makes it look cheap.

    • SpitfireLance

      Automotive rubber door strips tidied my tank flange for $4.00 USD.

    • Berge

      Concur

  • David Pearce

    I have no problem with the faux ‘Amals’. They are just one of many detail touches that help recreate the look of its famous forebears of the late 60’s. Good work Triumph R&D!

  • Stuart Fillingham

    Regarding the fake carbs! Just ask your self this….
    If triumph had just put the usual modern plastic boxed injection system behind the beautiful engine of this bike, would it have looked right?

  • denboef

    hi there,
    Really enjoyed reading your test ride.
    I’m a big fan of British type classic twin engined bikes.
    Not so much a purist; had too many problems with the ‘original’ ones to ever become one. For me it’s that immediate first impression you get when you see a bike. If on top of that it runs and handles well that’s a big big bonus. For sure folks back then would have loved a reliable and hassle free motor, whatever the badge.
    Nevertheless….. the name Triumph does add a little… well, something.. 🙂

  • Vcxz4321

    I’m not sympathetic to the purist who have revolted again the faux carbs. Triumph is selling retro, either its your style or its not. Personally, I love it. This an extremely high tech, high quality machine that evokes a certain style. Does anyone believe that the Honda 300 is a race proven GT machine? Hardly. But people love the faux GP look. WE love wearing Valentino Rossi helmets, Harley “bad boy” choppers and riding 1948 Vespa look alikes.
    So critics, stop trying to prove your “hipness” and accept that people love buying for style.

  • Dan Favata

    These are beautifull machines for sure, but in my opinion , just copies of classic bikes that used to be made in England!The old bikes had the character and soul these will never have.These bikes do have better brakes and electrics and do look like the old ones so many suckers will fall for it!Im a sucker btw because I bought a Indian Scout 60 last August and realize there is no real Indian character in the bike! Its a copy as well and Ill be selling it with about 1700 miles on it. Thank God Harley is still Harley and made in the USA.