
Make Model |
Triumph Bonneville Special Edition |
Year |
2009 |
Engine |
Four stroke, parallel twin
cylinder, DOHC, 4 valves per cylinder |
Capacity |
865 cc / 52.8 cu in |
Bore x Stroke |
90 x 68 mm |
Cooling System |
Air-cooled |
Compression Ratio |
9.2:1 |
Lubrication |
Wet sump |
Engine Oil |
Synthetic, 15W/50 |
Induction |
TMultipoint Sequential Fuel injection |
Ignition |
Digital
|
Max Power |
49 kW / 66 hp @ 7250 rpm |
Max Torque |
71 Nm / 7.24 kgf-m / 52 ft-lb @
6000 rpm |
Clutch |
Wet, multi plate |
Transmission |
5 Speed |
Final Drive |
Chain, X-ring |
Frame |
Tubular steel cradle, swing arm: twin-sided, tubular steel |
Front Suspension |
41mm Kayaba telescopic forks |
Front Wheel Travel |
120 mm / 4.7 in |
Rear Suspension |
Kayaba chrome
spring twin shocks with adjustable preload |
Rear Wheel Travel |
106 mm / 4.17 in |
Front Brakes |
Single 310 mm disc, 2
piston calipers |
Rear Brakes |
Single 255 mm disc, 2
piston calipers |
Wheels Front |
36 Spokes, 19 x 2.5 in |
Wheels Rear |
36
Spokes, 17 x 3.5 in |
Front Tyre |
100/90 19 |
Rear Tyre |
130/80 17 |
Rake |
28° |
Trail |
110 mm / 4.3 in |
Dimensions |
Length 2230 mm / 87.8 in
Width 840 mm / 33.1 in
Height 1100 mm / 43.3 in |
Wheelbase |
1500 mm / 59.1 in |
Seat Height |
751 mm / 29.5 in |
Dry Weight |
205 kg / 451 lbs |
Wet Weight |
226 kg / 499 lbs |
Fuel Capacity |
16.6 Litres
/ 4.4 US gal / 3.7 Imp gal |
Review |
Motorcycle-USA |
A pedigree
that few models can match.
Just like the Bonneville, the
Bonneville SE gets a distinctive 70's look of its own, but with the addition of
special equipment to really set it apart.
A matching speedo and tacho set,
polished alloy engine covers on the blacked out engine and a raised metal
Triumph tank badge are added to the Bonneville's distinctive styling. The new
cast wheels, upswept silencers, 'shortie' mudguards and new lower and narrower
seat with white Triumph logo are shared with the new Bonneville.
There's even a twin colour paint
scheme available to go with that classic twin sound.
The result is pure Bonneville
with a real retro sporty look, just more of it.
Features
& Benefits
Engine
The Bonneville SE features a fuel injection system designed for clean
running and to meet forthcoming Euro 3 legislation. The retro styling remains
uncompromised though, as the fuel injectors are cleverly concealed by throttle
bodies designed to look like traditional carbs.
Wheels
The Bonneville SE sports stylish new lightweight 17”
cast alloy wheels for 2009, creating an all new look and improving the bike’s
agility and low speed handling characteristics.
Exhaust System
Stylish megaphone exhausts mimic those sported by the raciest bikes in the
1970s.
Brakes
The braking set-up of single front 310mm disc and
255mm rear, both worked on by powerful twin-piston calipers, offers sensitivity,
control and ample stopping power.
Seat
The 2009 Bonneville SE’s comfortable seat now features
the classic Triumph logo printed in white, while the saddle itself is 25mm lower
than on previous models. Combined with a revised riding position, the Bonneville
SE provides a more relaxed and accessible ride than ever before.
Chassis
The Bonneville SE’s low seat height (751mm/29.5inches)
and equally low centre of gravity, make it a manageable motorcycle that all
riders – ranging from those with little experience to those with lots – can
appreciate. The tubular steel double cradle frame is incredibly strong while
offering light and precise handling.

2009 Triumph Bonneville SE
Defining the Bonneville in modern
motorcycling terms is problematic: 50 years ago it was cutting edge
performance, in present trim it falls somewhere between cruiser and
standard. The most recent incarnation of the Bonnie, the T100 (2001
– present), is a modern interpretation of the 1968 Bonneville and
has proven quite popular with older return riders looking for the
bikes they rode in their two-wheeled youth. But Triumph is also
targeting the entry-level crowd too, with Triumph Marketing Manager
Jim Callahan describing the model as “one of the most accessible
Triumphs.” Enhancing that accessibility are the new Bonneville and
Bonneville SE.
The difference between the standard
Bonneville and the SE is mostly cosmetic, with the SE sporting a
fuel-tank badge with hand-painted pinstripe and aluminum engine
cases. A tachometer is also added to the SE version. After
straddling the Bonneville SE in the New Orleans French Quarter,
however, the changes from the T100 version are more concrete. The
new Bonnies change tack in two significant ways, wheel size and
riding position.
Seven-spoke 17-inch wheels replace the
more traditional looking 19-inch wire-spoke rims. Aiding in the
handling department, the smaller hoops also offer a much wider tire
selection – our test units sporting Metzeler ME24 rubber (110/70
front, 130/80 rear). Seat height has been lowered 1.4 inches to 29.1
thanks to the smaller wheels, a lowering of rear suspension travel
by 6mm and a new shape of the seat itself – the foam thickness
reduced. The handlebars are relocated 22mm further back and 21mm
lower, reducing the reach for smaller-statured riders, who are sure
to appreciate the lowered seat. Other changes include the
incorporation of fenders borrowed from its Thruxton and Scrambler
siblings, as well as the Thruxton exhaust pipes – which replace the
T100’s pea-shooters but still leave room for luggage, as many
Bonneville owners use their rides for short touring duties.
Although our 6’1” frame felt cramped with
the pegs and bars, the riding position seems ideal for smaller
riders. Our brief riding time makes us suspicious of the new seat’s
comfort factor, however, feeling stiff and less cush than expected.
Adjustable brake and clutch levers are a valuable feature and the
mirrors have been moved out to provide better view of behind. The
instrument display with analog speedometer fits in with the overall
vibe of the Bonneville and the SE version, with analog tach to match
the speedo, looks best.
In practice the new Bonneville makes for a
fine urban cruiser. Darting up and down the historic streets of the
French Quarter, the first impression of the new Bonneville is how
light and small it is – confirming Triumph’s claim that the new
wheels and fenders contribute a 19-lb weight loss. The sensation
makes it quite easy it is to ride, at lower speeds in particular.
Aided by its light clutch pull and the precise 5-speed gearbox, the
Bonneville makes a successful case as the ideal entry-level mount in
the Triumph arsenal.
Cutting through traffic on the larger
surface streets and freeways, we head eastbound on Highway 90 en
route to Mississippi’s gulf coast. The smaller wheels do make the
new models feel light and quick and the 865cc Twin flutters along
without trouble.

Undergunned compared to the typical
cruiser powerplant on American roadways, the Trumpet’s Parallel Twin
is still a fun ride. The power is quite easy to control, again ideal
for the entry-level crowd. With a respectable lower end, we found
ourselves parking the throttle in the upper half of the revs between
4000rpm and the 7000rpm redline to take advantage of some top end
zip.
The Modern Classic’s headlining move to
electronic fuel injection conforms to EPA emission regs, the new
system claiming to be five times cleaner than the older carbureted
version (the EFI promising better fuel efficiency too). Triumph
introduces EFI with a twist, however, packing the injectors into a
twin carb façade – with functional two-stage fuel-enriching choke
lever. Knowing the EFI was coming, a new fuel tank was intro’d in
2008 with room for the fuel pump. Developed with Keihin and tuned by
Triumph the electronic fueling provides near seamless power delivery
– the only nit to pick being a slight jerk of hesitation when
briskly re-applying throttle after rolling off.
Sound emissions will not be an issue for
the polite purr of the Bonnie, unless riders choose one of the
aftermarket exhaust options from Arrow. The partnership between
Triumph and the Italian firm has expanded into the Modern Classic
lineup and the bombastic bellowing of the Bonnies sporting Arrow
2-into-2 and 2-into-1 systems are character altering to say the
least. The systems deliver up to a 60% weight savings on the stock
pipes. And although we’re told peak horsepower claims aren’t much
bolstered with the addition, first-hand experience of the pipes
confirms the powerband feels beefier.
Heading into the bayous along the coast,
there aren’t any turns worth evaluating the Trumpet’s cornering
abilities, just a couple bends in the road to wiggle through. Severe
thunderstorm warnings squash peg-scraping intentions and cut our
ride day short. All we can say for certain is the 41mm Kayaba fork
and twin rear shocks are not adjustable, except for rear preload,
with potholes and other significant road imperfections accompanied
by a harsh jar on more than one occasion.
The dual-disc (one front, one rear)
braking system is more than adequate. The single 310mm disc front
delivers a confident feel and the floating 2-piston Nissin calipers
are effective but not grabby. The 225mm rear, also pinched by a
two-piston Nissin unit, performs its ratio of the stopping equation
rather well.
The classic lines of the new Bonnies
deliver in the style department, at least in our opinion. The only
caveat is the faux carb looked less clever the longer we examined
it… but, hey, we’re paid to complain. Overall, the new Bonneville is
a fine mount, one we enjoyed immensely. Our only regret is not
enough time in the saddle for a more thorough evaluation.
The standard Bonneville is available in
black and white, retailing for $7,699. The SE is available in all
black or two-tone blue and white, sporting an $8399 asking price.
