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Triumph Bonneville
|
. |
Make Model |
Triumph Bonneville |
Year |
2003 - 04 |
Engine |
Four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder |
Capacity |
790 cc / 48.2 cu in |
Bore x Stroke | 86 x 68 mm |
Cooling System | Air-cooled |
Compression Ratio | 9.2:1 |
Lubrication | Wet sump |
Engine Oil | Synthetic, 15W/50 |
Induction |
Twin 36 mm carburettors, with throttle position sensor and electric carburettor heaters |
Ignition |
Digital |
Spark Plug | NGK, DPR8EA-9 |
Starting | Electric |
Max Power |
45.2 kW / 62 hp @ 7400 rpm |
Max Torque |
60 Nm / 6.1 kgf-m / 44.3ft.lbf @ 3500 rpm |
Clutch | Wet, multi-plate |
Transmission |
5 speed |
Final Drive | Chain, O-ring |
Frame | Tubular steel cradle, swingarm twin-sided, tubular steel |
Front Suspension |
41mm Telescopic fork |
Rear Suspension |
Chrome spring twin shocks with adjustable preload |
Front Brakes |
Single 310 mm disc, 2 piston caliper |
Rear Brakes |
Single 255 mm disc, 2 piston caliper |
Wheels Front | Spoked, 19 x 2.5 in |
Wheels Rear | Spoked, 17 x 3.5 in |
Front Tyre |
100/90 R19 |
Rear Tyre |
130/80 R17 |
Rake | 29° |
Trail | 117 mm / 4.6 in |
Dimensions |
Length 2250 mm / 88.6 in Width 860 mm / 33.8 in Height 1105 mm / 43.5 in |
Wheelbase | 1493 mm / 58.8 in |
Seat Height | 775 mm / 30.5 in |
Dry Weight |
205 kg / 451 lbs |
Wet Weight |
226 kg / 499 lbs |
Fuel Capacity |
16 Litres / 4.2 US gal / 3.5 Imp gal |
Consumption Average |
4.9 L/100 km / 20.3 km/l / 47.7 US mpg / 57.3 Imp mpg |
Standing ¼ Mile |
13.8 sec |
Top Speed |
181.1 km/h / 112.5 mph |
Review | Motorcycle-USA |
The sheer simplicity of the
Bonneville form, matched to Triumph's modern engineering integrity has
introduced a whole new generation to the charms of one of motorcycling's most
enduring icons. And to add further authenticity to the Bonneville legend,
Triumph has kept the 'Bonnie' as true to its 50's roots as a modern
masterpiece deserves.
Traditional parallel twin power doesn't come any punchier or more refined than
that of the 790cc Bonneville unit. Equipped with a 360 degree crankshaft to
reproduce the classic engine beat of a British twin (where both pistons rise
and fall together), there's plenty of power (61bhp at 7400rpm) and a
remarkable 90 per cent of peak torque (60Nm) from 2750rpm all the way to the
redline. Twin balancer-shafts keep vibration to a minimum and further refine
the relaxed riding experience.
The engine is fed by twin 36mm carburettors with throttle-position sensors,
electrically-heated, while the exhaust system employs secondary air-injection
to keep emissions low and exits via traditional twin 'peashooter' silencers.
The unmistakably Triumph triangular engine cover and left-side clutch case
remain brushed and lacquered for 2003.
Sure-footed at speed, yet easy-steering and manoeuvrable around town, the low
centre of gravity and minimal 775mm (30.5in) seat height allow the rider to
get the best from the light yet substantial tubular steel double cradle frame
and box-section swing-arm.
With modern rubber mounted on a 19 inch front and 17 inch rear wheel, and with
disc brakes front and rear, the outwardly traditional chassis can more than
cope with the modern levels of performance meted out by the motor. In
fetchingly simple single-tone tank colours for 2003, the authentic answer to
tradition matched to the modern age is a purer experience than ever.
Review
Triumph brings back their most
popular bike and we get to put it through the motions.
Triumph finally revealed the new Bonneville at Munich last year
after nearly ten years since the rebirth of the company name.
The unveiling marked an important point for the factory that has
done so much to put British motorcycles back on the map. It's
been an eagerly awaited model since the Triumph concern first
opened the doors of the Hinckley factory and started building
the new modular range of modern motorcycles. The Bonneville name
was once one of the strongest brands in motorcycling and the
years that have passed since its heyday have done little to
diminish its shine. Triumph was duty bound to bring the name
back, however the factory had to get it right on its first shot.
Get it wrong and they'd quickly alienate a huge following of
dewey-eyed nostalgics with check books at the ready for the
return of the bike that was once King. The Bonneville is back,
but did the factory get it right?
From the outset, Triumph's intention with the Bonneville was to
produce a machine that combined the old model's timeless appeal
with modern technology. Triumph wanted authentic styling, which
had to include a parallel twin engine and to replicate as much
as practically possible the feel and sound that forged the
original Bonneville legend. This meant using, for example, a
360-degree crankshaft (pistons rising and falling together) and
a twin-shock rear suspension system.
One of the design team's first tasks was to decide which
Bonneville from the past should become the inspiration for the
new bike. This was not easy, given that the model spanned almost
three decades, incorporating countless styling and technical
changes. It is rare for two Bonneville enthusiasts to agree
about which was best! It was decided that the T120 Bonneville of
the late Sixties represented the peak of the model's
development; it had the combination of performance, styling and
market position which once made the Bonneville famous.
While I thought Triumph nailed look of the bike, at least as
much as modern legal red tape and manufacturing processes would
allow, others don't agree. Some complain that the top end isn't
right, or the angle of the 'peashooter' exhausts is wrong. To
these pedants I'm inclined to say: "If you need it to be 100%
like a 1969 model, then go buy a 1969 T120R."
Whatever your opinion, or the opinion of the masses, all the
work Triumph put in to reproduce the look of the original
Bonneville won't count for diddlysquat unless the bike works on
the road. A dangerous mix of rose-tinted vision and hopeless
nostalgia will afflict many of the new Bonneville's potential
buyers, so pleasing them won't be easy. But, at least in my
opinion, Triumph did their homework and getting on the bike
reveals a riding position that's a blast from the past. The
bars, the seat and the tank all present themselves in much the
same place as they would have done thirty years ago the new bike
is very close to its forebear not only in its look, but also in
its geometry and physical size.
The motor, which at 790cc is a tad bigger than any previous
production Bonneville, sounds a bit suspect when first fired,
emission and noise regulations have taken their toll on the
modern motorcycle's bark and the Bonneville hasn't escape the
neutering process. It sounds horribly similar to a 400cc
Superdream, a Seventies Honda Euro-twin straight from Dullsville
and complete with an alarming character bypass. What a relief
then to hear the exhaust and intake note change radically when
the bike is underway, especially when you're accelerating hard.
Giving the throttle a healthy yank produces a roar that wouldn't
have disgraced an earlier version of the famous twin. Fit
Triumph's own 'not for highway use' pipes (read loud) and the
bike's going to be singing just like a Sixties Bonneville. The
sound of the engine working is accompanied by a good rate of
thrust, it's a seat of the pants feel that reminded me instantly
of the old Bonnevilles I've owned or ridden. Triumph deserve top
marks here because they've done more than badge up a bike with
the famous name, they've managed to get the heart of the old
Bonneville into their new package.
OK, it's not super fast, but this ain't no sportsbike, even if
its illustrious ancestors most certainly were. Times have moved
on and the Bonneville now occupies a more comfortable niche in
the market labelled 'retro'. That's fitting as most of the
former Bonneville riders (and I count myself among them as I've
owned both a '78 T140V and a 69 T120R in the distant past) have
also grown up and cooled down. While it must look the part, and
the Bonneville does, what it really needs is plenty of oomph
delivered without loads of gearchanging – crazy top speeds and
sub three second 0 to 60 times are now left to the fast-plastic
brigade.
The engineers have graced the new Bonneville with a broad, flat
torque range and this translates to a very wide spread of
useable power on the road. The engine gives its best in the mid
to upper rev range, but it still well at low revs. It's not
V-Twin stump pulling power of the sort found on tuned Harleys,
but it is fun.
The gearbox, which on the test machine I rode
was absolutely smooth and very precise, is almost redundant.
Just bung it in fifth (top) gear and pull on the twistgrip -
that's all. Talking of transmission, I did notice one other
trait that seems to have hung over from the old days. When
popping the Bonnie into gear, first thing after starting, there
was a slight lunge as the gear dogs engaged. It wasn't as bad as
on my old 750, which would try to lunge up my driveway even with
the clutch lever still pulled in, but there was a distinct pull
as the ratio was engaged. But I only noticed this when the
engine was stone cold.
Contrary to what some of those afore mentioned nostalgics might
claim, handling is not an area the Bonneville was famous for.
Correction, the early Bonnies were infamous for handling. They
had a bad reputation for poor road manners and were often known
as Mr. Whippy because of their tendency to waggle their butt in
corners. I've experienced this alarming trait on a '69
Bonneville. The Seventies oil in frame T140 models were much
better but wouldn't have been a useful benchmark on which to
base the present chassis. Technology has moved on and Triumph
have replicated the look of the early models with a twin
downtube frame, spoked wheels, twin rear shocks and deep
mudguards, but without inheriting the handling of the old bikes.
The new Bonneville comes with modern road manners, although if
you push it very hard you'll run out of Ground Clearance with
the pegs touching down first. Barrelling through fast bumpy
bends at full throttle also induced a little chassis movement
that's eerily reminiscent of the old days. But I doubt many of
the typical dewy eyed old Rockers the bike's aimed at will ride
nearly so hard as I was. I reckon they should be satisfied with
the bike's neutral manners and rider friendly behavior up to
that point. Those that intend to ride harder might want wait for
the sports model that must surely follow this 'Stateside'
version.
The ultimate test of the Bonneville isn't really going to happen
on the road because this is a bike that, like a Harley-Davidson,
will live or die on it's ability to turn heads and pull in the
sighs of admiration. When parked up for a photo shoot the
Bonneville passed this test with flying colors. An old gent
ambled up to the machine, examined the machine for a few moments
and then turned and asked me how long it had taken to restore it
to such fine condition.
With a Bonneville you need to be ready to explain the rebirth of
the famous British mark and then spend at least ten minutes
exchanging stories of the good old days when the Bonneville
still ruled the road.
Triumph isn't building the bike in huge numbers, even though
they reckon they've sold every machine long before it's built.
The Bonneville is not just a bike to sell; it's a bike that
sells the Triumph name itself. Even Triumph admits that it's a
sort of glorious public relations exercise for the new factory.
If you are trying to relive your past, and Triumph's, you'll
like this bike. The new Bonneville is perfect for those with
rose-tinted memories. At only $7,000 that's bargain priced
nostalgia. The Bonneville would also make an excellent choice
for the new biker, it's a doddle to ride, it won't be dear to
run and it should hold its value.
SourceMotorcycle-USA
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