 
Triumph Bonneville In 2001, Hinckley Triumph finally re-launched the world famous Bonneville. Steadily, the bike developed a following. But lest we forget, this is how it first appeared... Triumph Bonneville pros Engine: Mechanically quiet. Free revving. Smoothness: Balancers for the 360-degree crank work. Clutch: Light, smooth, no complaints. Gears: Also good and positive. Fair spread of power. Fuel economy: We got a comfortable 55-60mpg all round. Ease of use: Sit-up-and-beg position is great for town. Comfort: Generally good all round. Mirrors stay clear. Accessories: Plenty of bling and trinkets Maintenance: User friendly. Most stuff handled at home. Front wheels: 100/90-H19 gives predictable steering. Rear wheel: 130/80-H17 decent choice of rubber. Pricing: Kept at rock bottom at around £5200. Paint: Scarlet Red/silver, or Forest Green/silver. NIce. Made in England: Nuff said. | Triumph Bonneville cons Instruments: No rev counter. These came only later. Exhaust: Header pipe to silencer kink finds few friends Primary case: Ugly clutch mechanism bulge. Tut, tut. Saddle: Slabbish. Needs piping and/or duo-toning Fuel tank: Lacks Meriden-era elegance. Ugly flanges. Cylinder head: Functional, but maybe a little too smooth. Handlebars: Too high and wide for faster riding. Excitement: A little tame for many riders. Needs some pep. No kickstarter: The Kawasaki W650 fitted one. Electric too. Brakes: Not the unique selling point, but adequate. Oil leaks: Occasional weeping at seals and cylinder head. Sound: Weak exhaust note. Uninspiring. Air-injection system: Blues the header pipes. Upkeep: Needs regular cleaning to keep corrosion at bay. |
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Actually, this bike was something of a cop-out by Triumph; a cynical (or just shrewd) ploy to put some fresh beans in the percolator, which, of course, is what being in business is all about. Making money. But to long-time, time-served 650/750cc Bonneville lovers, the wait for the new 790cc Bonnie was a torture of apprehension. And when it arrived, the 2001 bike was as wrong as it was right, and therefore disappointing. It had neither the elegance or the poise of the original T120s. It didn't have the raw, torquey feel of the T140, or the top end, or the acceleration (although it was close). It didn't have the lightness or the compactness of its namesakes. It didn't have the grunt of the Hinckley Triumph Thunderbird or the Thunderbird Sport. And it certainly didn't have the street kudos that the Meriden bike have in spades. Instead, it was simply an unashamed, adulterated replica when, to many, it should have been a brand new contender taking the Bonnie into the twenty-first century rather than back into the twentieth. In short, Triumph ought to have given the world something truly worthy of the Bonneville name; i.e. an edgy, fast and even slightly dangerous motorcycle. Instead, the Hinckley-based firm kept a poker face and played a safe hand, and hedged its bet. 
That said, Triumph had a very difficult balancing act. Sentiment is all well and good. But sentiment alone doesn't sell motorcycles. Practicality does. And price. And then there are manufacturing issues to juggle, and international emissions laws to address. Yes, it would have been nice and rosy for Hinckley Triumph to have picked up exactly where Meriden Triumph left off. But times have changed. The universe is in a different place. And there's a world of rival motorcycles vying for sales attention. Fortunately, however, there's also a new generation of riders discovering the Triumph Bonneville, a generation that will take things at face value. And this generation is less concerned about historical nuance and period perfect accuracy. Hinckley no doubt factored this into the design/sales equation, and overall it did a pretty good job. We test-rode one of these when they were still hot of the press, and our feelings haven't much changed. The "new" 790cc Bonnie does exactly what it's supposed to do. It perfectly fits the new Triumph brief. It moves along steadily. It doesn't present the rider with any dramas (although it could use a little extra braking power for high-speed work, such as there is). And it's reliable enough and isn't a dog to look at. These bikes are cheap to run too, and one size fits most riders, including the girls. The conclusion? It's a decent, "honest", all-round, workaday motorcycle suitable for commuting, leisure or touring. It lays a mostly convincing pretence to the golden age of Triumph, but isn't going to demand anything from anyone. It's certainly no disgrace or embarrassment, but it's nothing to get too excited about either. If Triumph had just given it some quirks, or a little more power than the (claimed) 61bhp, or even a noticeable power band, it might have made a significant difference in terms of sales and approval. Instead, the "new" Bonnie (now a teenager, actually) risks being bland, which might be fine for people who enjoy tofu and Quorn and similar myco-protein foods. But for guys who want real beef, it's just a little thin on red meat. We'd happily live with one, mind, but it would never be the first bike on the Sump shopping list.
Triumph Bonneville Specifications Engine: air/oil cooled DOHC twin
Displacement: 790cc
Bore & Stroke: 86 x 68mm
Compression ratio: 9.2:1
Horsepower: 61 @ 7,400 RPM
Torque: 44 lb-ft @ 3,500 RPM
Carburetor: 2 x 36mm Fuel tank: 3.75 gallons (imperial)
Transmission: 5-speed
Final drive: O-ring chain
Ignition: electronic
Frame: mild steel double cradle
Wheelbase: 58.8 inches
Seat height: 30.5 inches
Telescopic fork: 41mm
Rear suspension: Preload only
Front disc: 1 x twin piston caliper
Rear disc: 1 x twin piston caliper
Front tyres: 100/90-H19 Rear tyre: 130/80-H17
Weight (with oils/fuel): 499 lbs [Hinckley Triumph Bonneville buyer's guide; full review] |