Triumph Adventure 900

 

 

 

Make Model.

Triumph Adventure 900

Year

1998 - 99

Engine

Four stroke, transverse three cylinder, DOHC, 4 valves per cylinder

Capacity

885 cc / 54.0 cu-in
Bore x Stroke 76 x 65 mm
Cooling System Liquid-cooled
Compression Ratio 10.0:1

Induction

3 x 36 mm Mikuni carburetors

Ignition 

TCI (Transistor Controlled Ignition)
Starting Electric

Max Power

51 kW / 70 hp @ 8000 rpm

Max Power (rear tyre)

50.3 kW / 67.5 hp @7300 rpm

Max Torque

72 Nm / 53.1 ft. lbs @ 4800 rpm

Transmission

6 Speed 
Final Drive Chain

Front Suspension

43 mm Kayaba telescopic fork

Rear Suspension

Monoshock adjustable preload.

Front Brakes

2 x 320 mm Discs, 2 piston calipers

Rear Brakes

Single 285 mm disc, 2 piston caliper

Front Wheel

2.50 x 18, wire spokes

Rear Wheel

3.50 x 16, wire spokes

Front Tyre

110/80-18 Avon AM27

Rear Tyre

160/80-16 Avon RL30
Wheelbase 1580 mm / 62.2 in
Seat Height 750 mm / 29.5 in

Dry Weight

220 kg / 496 lbs
Wet Weight 233 kg / 513.6 lbs

Fuel Capacity 

15 Litres / 4 US gal / 3.3 Imp gal

Consumption Average

6.3 L/100 km / 15.8 km/l / 37.2 US mpg / 44.6 Imp mpg

Braking 60 km/h - 0

14.6 m / 47.9 ft

Braking 100 km/h - 0

42.7 m / 140.1 ft

Standing ¼ Mile  

13.4 sec / 159.2 km/h / 98.9 mph

Top Speed

191.5 km/h / 119 mph

Review

Carole Nash

As soon as the Thunderbird appeared in 1995, Triumph dealers, especially in America, asked for a custom version. Introduced in 1996, the Adventurer used an almost identical basic engine and chassis package to the Thunderbird, but with: slight cruiser hint to the styling.

The 885cc liquid-cooled triple produces 51kW (69bhp), with torquey power delivery. The Triumph steel-tube spine frame works well, while conventional forks and rear monoshock suspension supply soft, plush damping. A 48cm (19in) front wheel and high handlebars give the essential cruiser outline, although the Adventurer is still very much a Triumph in looks and performance. Factory accessories allow extensive customization.

My first riding impression was predictable: delight at the low-rev grunt of a softly-tuned motor that was perfectly suited to this bike’s laid-back look. The Triumph’s five-speed gearbox was typically sweet, but once under way there was barely any need to use it. Peak torque of 72Nm is produced at just 4800rpm. In top gear the Adventurer pulled without complaint from as low as 2000rpm, about 30mph, with no detectable dips in its power-band. It just surged effortlessly forward, feeling most happy in the 50mph to 70mph zone where a cruiser is likely to spend much of its life.

Power tailed off at high revs, but if requested the Adventurer would keep accelerating all the way until its chrome-rimmed speedometer was indicating 100mph. That’s impressive flexibility. And as ever the triple was superbly smooth all the way to its 8500rpm redline. Shame the close-set mirrors were more use for checking your Ray-Ban’d expression than the traffic behind.

If the engine’s flexibility was expected, much less so was the way in which this bike’s small, optional-extra screen one of three alternatives allowed comfortable use to be made of the engine performance. To my eyes the screen initially seemed positioned too far forward for either style or protection. But despite the bolt-upright riding position, I was surprised to find that the Adventurer would happily hold a 90mph-plus cruising pace without too much wind-pressure on my chest, and with no more roar than is generated by the screens of many sports-tourers.

Not only that, but stability was no problem at an indicated 100mph, in contrast to most unfaired bikes and a good many with windscreens too. (Other testers have noted that, in naked form, this bike is slightly twitchy between 90mph and its 120mph top speed.) And the Adventurer’s low-speed handling, although the bike steered slowly thanks largely to its lazy steering geometry, long 1550mm wheelbase, 18-inch front wheel and fairly hefty 225kg of weight, was very competent too.

For more spirited riding the non-adjustable, generally excellent front forks were rather soft, and the short-travel shock felt a bit stiff and underdamped. But at relaxed speeds the triple had a precise and neutral cornering feel, plenty of ground clearance, and generous grip from its Avon tyres. Even the front brake set-up of single 320mm disc and twin-pot caliper combined lots of feel with a reasonable amount of bite, and was backed up by a controllable rear disc.

That helped make the Triumph a very pleasant bike in town, where its riding position and the manoeuvrability provide by its wide bars were also assets. But the Adventurer’s usefulness did not end at the city limits. It was quick and agile enough to be fun on a twisty road, and with this screen fitted would even make a passable long-distance machine, despite its small 15-litre fuel tank. This bike may be aimed squarely at the cruiser market, but it’s versatile enough to hold its own as an all-rounder.