Triumph Bonneville - Motorcycle Consumer News

Model Evaluation
Triumph Bonneville
Subtle Refinement
Redefines a Modern Classic
by Scott Rousseau
W
HEN TRIUMPH ADDED a second carburetor to the 650cc
T110 engine in its TR6 competition model to create a
new streetbike in 1959, it created a legacy model that
will forever be synonymous with the brand, the Bonneville. From
then until the day that the Meriden-based Triumph shut its doors in
1983, the Bonneville was the quintessential motorcycle in Triumph’s lineup, and it refused to die even after Triumph did. When
the company was purchased by British homebuilder John Bloor, a
unique license was granted to UK-based Triumph aftermarket parts
producer Les Harris, by which Harris’ Racing Spares concern continued to build and sell Bonnevilles while Bloor reorganized and
retooled Triumph, putting it on the road to the relative prosperity
it enjoys today.
It wasn’t until 2001 that the new Hinckley-based Triumph
restored the Bonneville to its rightful place among the company’s
modern-day offerings with an all-new version. Now marketed as
part of Triumph’s “Modern Classic” subcategory of motorcycles,
the Bonneville and its variants, the Thruxton and the Scrambler,
have gone on to enjoy healthy sales among enthusiasts yearning to
experience the vibe of the original Bonneville without the expense
and maintenance hassles those classics often present.
To commemorate the 50th anniversary of the Bonneville, Triumph has introduced a new ’Bonnie with a look that is similar to
the Bonnevilles of the late 1970s. With an MSRP of $7699, it is
stripped of such items as its tachometer, tank badges and tank pads.
It borrows the narrower front fender from the Thruxton and wears
mag-style wheels instead of standard spoke wheels, and it projects
a rather menacing attitude when compared to its vintage-styled
Bonneville sibling (now known as the Bonneville T100).
When MCN compared the recreated Bonneville to both an original 1970 T120R and Kawasaki’s retro-styled W650 (Bonnie & The
Pretenders, April 2001), we didn’t share the opinion that the new
Bonneville was a chip off the old block. While we appreciated it for
what it was, we actually favored the Kawasaki as the better counterfeit of the original Bonneville’s look and feel while delivering
the smooth and leak-free performance of a modern motorcycle.
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MOTORCYCLE CONSUMER NEWS
But that was then and this is now, and
we’re betting that the new Bonneville
would seriously close the gap in a rematch
with the now-defunct W650.
Engine & Transmission
A rather distant relative of the twovalve pushrod Triumph twin created by
Edward Turner in 1937, the then-new
Bonneville in our April 2001 issue featured a 360° firing order (both pistons
rising and falling together), DOHC fourvalve parallel twin with a bore and stroke
of 86.0mm x 68.0mm for a total of 790cc
of displacement. Since then, Triumph
upped the displacement to 865cc via a
4mm bore increase, but little else had
changed. For 2009, however, the Bonneville’s big vertical twin is fed its fuel
mix via a closed-loop Keihin multipoint
sequential electronic fuel-injection system that replaces the older ’Bonnie’s twin
36mm Keihin carbs with two Keihin
36mm throttle bodies designed specifically for the Bonneville. How so? Well,
for starters, at first glance you can’t even
tell that the Bonneville is fuel-injected.
Its throttle bodies are disguised to look
like old-school CV carburetors, yet the
system is said to improve performance while reducing emissions
to comply with the tough Euro-3 standard and the EPA’s Tier 2
standard for 2010. On the dyno, the ’09 Bonneville cranked out
56.35 hp @ 7250 rpm and 43.61 lb.-ft. of torque at 6500 rpm,
whereas the smaller-bore, carbureted Bonneville tested in 2001
put out 53.9 hp and 40.8 lb.-ft. of torque.
Yet despite its increase in power and its lighter weight, our Bonneville failed to improve on the 1/4-mile time posted by the 2001
Bonneville. The ’09 Bonneville’s best run was 13.52 @ 97.83 mph,
nearly identical to the ‘01 model’s 13.52 @ 96.97 mph of eight
years ago. Their 0–60 mph times are also practically even—5.21
and 5.20 seconds respectively. The newer model does fare better
in the run from 0–100 mph, though, taking 15.62 seconds to “hit the
ton” whereas the ’01 took 17 seconds.
The 2009 Bonneville’s lack of a performance advantage over the
2001 model can almost definitely be traced to its exhaust system.
It is still a 2-into-2 design with a crossover pipe, but café racer-style
megaphone mufflers replace the vintage-style peashooter mufflers
as found on the T100. Unfortunately, they are megaphones in name
only, as their outlets are choked down to about the size of a US quarter. Consequently, the exhaust note is far too muted, a negative
trait that robs the Bonneville of character, same as it did in 2001.
Instead of the expected British-twin bark, you mostly hear a strange
whirring noise from the top end, just as we experienced on the
2001 Bonneville. Aftermarket pipes are practically a must for the
Bonneville, and it shouldn’t be hard to find a system that performs
better and makes a healthier exhaust note without exceeding the
bounds of good taste from a noise perspective. While there isn’t a
huge difference in the Bonneville’s power output or performance
numbers, its EFI makes a significant difference in overall performance. In 2001, we complained that the carbureted Bonneville ran
a little on the lean side, making it slow to respond and sometimes
abrupt-feeling when transitioning on and off the throttle. The ’09
Bonneville’s EFI goes a long way toward rectifying that condition. The Bonneville can still be a little finicky during cold startups,
but Triumph has fitted a manual enrichener knob—it looks like a
choke—by the left throttle body, and it can be pulled out to help
get the engine properly warmed up.
The EFI feels smooth and responsive in almost every situation,
although the on/off throttle response is still a tad on the herkyjerky side at low rpm. Keep the revs up, though, and the snatch can
be mitigated. The engine itself could best be described as silky in
feel, maintaining 40 lb.-ft. of torque from 2500 rpm and remaining above 40 lb.-ft. all the way to 7250, trailing off before hitting
its 8000 rpm rev limiter. During our fuel mileage testing, the EFI
delivered significantly improved mileage numbers over the carburetors, posting an average of 48.7 mpg, over 7 mpg more than the
2001 Bonneville.
The 2009 Bonneville retains the same slick-shifting, short-throw
5-speed transmission of previous editions. While we noticed a
gap in the gear ratios back in ’01, this time around our main complaint is that the Bonneville feels undergeared when spinning
along in 5th gear on the freeway, leaving us to wonder how much
better the Bonneville could be with an overdrive 6th gear. The
Bonneville’s cable-operated clutch features a light pull and excellent modulation, although some of our testers noticed excessive
back torque when downshifting.
To reduce the chance of chirping
the rear tire, the Triumph requires
deft throttle blips before the
clutch is engaged when dropping
through the gears.
Chassis & Suspension
Already almost 10 years old,
the second coming of the Bonneville’s chassis is a tubular steel
design that features double
downtubes and uses the engine
as a stressed member. The 2009
Bonneville chassis has a 27° rake
and 4.24" of travel—1° tighter
and with .2" less trail than the
T100—but the difference in measurements is because of the ’09’s
different wheel and tire package
rather than because of any steering head changes. The wheel and
tire combo also shortens the wheelbase .2" to 58.6" and also
contributes to the Bonneville’s 8-lb. lighter weight.
Interestingly, the 2009 Bonneville now more closely resembles
the rake and trail figures of the W650 than the T100, and its handling is worlds better than we remember the 2001’s to be. All of
our testers marveled at the Bonneville’s ability to be flicked into
corners, offering excellent feedback without sacraficing straightline stability. It will hold a line with impressive stability, and midcorner adjustments can easily be made without fear of upsetting the
chassis. In fact, the only limiting factor in the Bonneville’s turning prowess seems to be its mid-mounted footpegs, which will
touch down during aggressive canyon riding. Unlike some bikes,
it’s best to heed the warning of the feelers, or the Bonneville’s
beautiful chromed megaphones will take a beating in short order.
The Bonneville’s suspension certainly contributes to its proficient handling. Sourced from Kayaba, its nonadjustable 41mm
telescopic forks offer 4.4" of travel, while its preload adjustableonly twin shock arrangement in the rear, which has seen a travel
reduction of .25", now offers 4.0" of rear wheel travel vs. the
4.25" found on the T100. Never mind its lack of adjustability, the
Bonneville’s suspension feels incredibly composed, soaking up
small and large bumps with aplomb. Even on the rare occasions
that we bottomed the rear, we never experienced a harsh feeling.
Impressive, indeed.
Wheels, Tires & Brakes
You can also partly chalk up the newest Bonneville’s greatly
improved handling to its wheel and tire package, which consists of
17" seven-spoke cast aluminum rims that are lighter than the steelrimmed, spoked versions on the T100, thus decreasing unsprung
and rotating weight for improved handling. The Bonneville’s front
rim also measures 3.0", putting more rubber on the ground than the
T100’s 19" x 2.50" front rim. And we certainly can’t find fault
with the Bonneville’s Metzeler radial tires. The 110/70-17" MEZ4
front and 130/80-17" MEZ2 rear offered consistently excellent feel
and traction no matter how hard we pressed them.
The Bonneville’s brakes, which consist of a single 310mm nonfloating front disc and a 255mm non-floating rear disc—both with
twin-piston calipers—might not sound all that impressive, but we
were pleased with their performance. They offer plenty of power
to haul the Bonneville’s 492 lbs. down from speed. They drew
praise during our performance testing for their excellent initial bite,
and the proof was in the Bonneville’s 117.2' stopping distance,
again very close to the 115.0' best posted by the 2001 Bonneville.
Instruments, Controls &
Ergonomics
In keeping with its strippeddown character, the Bonneville
carries a minimum of instrumentation, consisting of an analog speedometer with an analog
odometer and analog tripmeter
that is reset by rotating a dial
on the side of the speedometer
housing—it doesn’t get more
old school than that. Our
speedometer indicated 65 mph
at a true 60.0 mph.
And while the latest version
of the T100 has a tachometer,
the Bonneville doesn’t. If you
really want a tach, you’ll have
to spring the extra $700 for the
Bonneville SE model ($8399),
which combines the wheel/tire package of the Bonneville with
a two-tone painted tank—complete with badges and tank pads,
like the T100—satin-finished engine components and, yes, an
analog tachometer.
The Bonneville’s controls are plenty comfortable. Neither our
taller nor shorter testers had any issues with the location of the
shift lever, the rear brake pedal or the footpegs. And the brake and
clutch levers feature rotary dials that offer four settings to tailor
the levers’ reach.
The Bonneville’s 30" seat height is 1.3" lower than on previous
models. Combined with a revised riding position via a slightly narrower and lower handlebar that offers more setback, the Bonneville
offers a fairly comfortable riding position that is only hindered by
a lack of adequate padding in the seat, which can become a real pain
in the butt the further down the road you go. Some testers said
that the seat is really the only item they would seriously consider
changing on the Bonneville.
Final Thoughts
Triumph may have made minimal changes to the Bonneville, but
those changes add up to make a huge difference in the way it performs when compared to its T100 cousin. As is, the Bonneville is
one bike that we’d never hesitate to reach for if we needed to get
our retro fix. In fact, the Bonneville is a retro classic that we’d have
no trouble living with on a daily basis.
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NOVEMBER 2009
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Model Evaluation
Left: The Hinckley-built Bonneville’s EFI, air-cooled
DOHC four-valve twin features a 90.0mm bore and
68.0mm stroke for a displacement of 865cc. With a
compression ratio of 9.2:1 it will run on 89-octane
pump gas. Unfortunately, the engine runs hot enough
to blue the pretty chrome finish on the header pipes.
Above Right: While they certainly look the part, the
Bonneville’s twin megaphone mufflers seriously
choke its potential, and they are way too quiet.
Right: The 310mm front brake features an old-style
non-floating rotor clamped by a pin-slide 2-piston
caliper. It offers strong power and a good feel.
Above: The Bonneville’s low-profile seat looks nice
and features a decent contour, but it is on the firm
side for long-distance riding. At 30" it has the lowest
seat height of any of the Hinckley Bonneville models.
Above Left: The Bonneville now “carburets” better
than ever, thanks to its 36mm Keihin EFI with throttle
bodies steathily outfitted to look like standard carburetors. Low rpm abruptness remains an issue.
Left: Bare bones instrumentation includes an analog
speedometer, odometer and tripmeter, but no tach.
Right: The Bonneville’s 41mm Kayaba fork offers no
adjustability but excellent damping quality. The 7spoke cast alloy front and rear wheels reduce unsprung
weight and contribute to the ’Bonnie’s nimble feel.
TESTERS’ LOG
Although I have never ridden a mid-20th century Bonneville,
I have always had this vision in mind of an exciting, nimble, adequately powered motorcycle with brakes that require planning
ahead if you want to stop at a designated point.
I knew that the 50th Anniversary Bonneville would incorporate all of the benefits of modern technology, and this was
most certainly the case. Engine power is superb as is the
response of the transmission to a feathered clutch and nudge
of the gear shift lever. Handling on both freeways and in the
twisties is precise, and the brakes are up to snuff. Although the
cast wheels detract from the retro styling of the new Bonneville, the advantage of being able to use tubeless tires instead
of the tube-type tires required for spoke wheels justifies their
presence.
All of the mechanical elements are there to provide an
admirably updated homage to the original iconic Bonneville of
50 years ago. The only thing missing is the excitement.
—Gary Prickett
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MOTORCYCLE CONSUMER NEWS
Save for Triumph’s buckhorn handlebar-equipped Adventurer
(does anyone remember that model?) and Sprint RS, I’ve not met
a Hinckley-built Triumph that I did not like, and this latest Bonneville joins the Speed Triple and Street Triple R at the top of my
list of favorites. With its smooth power delivery, easy-shifting
transmission, nimble handling, poised suspension and powerful
brakes, it is already a bargain at its $7699 pricetag.
Of course, while riding the ’Bonnie on the open road, the Walter
Mitty in me can’t resist daydreaming that I am Gary Nixon en
route to winning the Daytona 200, or tucking down and pretending to be Gene Romero on the way to winning the Sacramento Mile,
or maybe John Hateley soaring over the jump at the Houston TT
(No, I didn’t jump the Bonneville, although it hides its 492 lbs. so
well that I felt like I could). The daydreaming stops with Evel Knievel
at Caesar’s Palace. I mean, as good as it is, there is a limit to how
well the Bonneville performs, even in my head. Now, if Triumph
would just fit the Bonneville with proper-sounding pipes, I’d have
the soundtrack for my daydreams, too!
—Scott Rousseau
2009 Triumph Bonneville
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE
PERFORMANCE
Type: ........ Air/oil-cooled parallel twin
Valvetrain: .... DOHC 4 valves per cylinder, adjusting shims over bucket
Displacement: ..........................865cc
Bore/stroke: ................90.0 x68.0mm
Comp. ratio: ..............................9.2:1
Fueling: Keihin EFI, (2) 36mm throttle
bodies
Exhaust: ....2-into-2 w/ crossover pipe
Measured top speed ......120.1 mph
0–1/4 mile..................13.52 sec.
............................@ 97.83 mph
0–60 mph ....................5.21 sec.
0–100 mph ................15.62 sec.
60–0 mph ......................117.16'
Power to Weight Ratio ........1:8.73
Speed @ 65 mph indicated ....60.0
DRIVE TRAIN
MC RATING SYSTEM
EXCELLENT
VERY GOOD
GOOD
FAIR
POOR
Transmission:........................5-speed
Final drive: ......................X-ring chain
RPM @ 65 mph/rev limiter: ..n/a/8000
D
E
62.5"
49.0"
Front: ............Kayaba 41mm telescopic,
non-adjustable 4.7" travel
Rear: ..Dual Kayaba hydraulic shocks,
adj. preload, 4.0" travel
TIRES & WHEELS
Front: ....110/70-17 Metzeler MEZ4 on
3.00" x 17" wheel
Rear: ....130/80-17 Metzeler MEZ2 on
3.50" x 17" wheel
J
OVERALL RATING
DYNAMOMETER DATA
MISCELLANEOUS
Instruments:Analog speedo w/ analog
odometer , and analog trip meter;
Indicators:......neutral, hi-beam, check
engine, low oil pressure, t/s, low fuel
MSRP: ......................................$7699
Routine service interval:........6000 mi.
Valve adj. interval:..............12,000 mi.
Warranty: 12 months, unlimited miles
Colors:............Jet Black, Fusion White
::::.
:::::
Low end
Mid-range
Top end
:::..
:::..
:::..
While it may look as
though the Bonneville’s
torque dips significantly
through the mid-range, it
isn’t noticeable on the
street as much as the Bonneville’s muted exhaust
note is. Bring the noise!
56.31 hp
•
•
43.48 lb.-ft.
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.
Front: Single 310mm non-floating disc
w/ Nissin 2-piston caliper
Rear: Single 255mm non-floating disc
w/ Nissin 2-piston caliper
G HI
:::::
–––Middleweight Standard–––
::::.
Engine
:::::
:::;.
Transmission
:::::
:::;.
Suspension
:::::
::::.
Brakes
:::::
::::.
Handling
:::::
::::.
Ergonomics
:::::
::::;
Riding Impression
:::::
Instruments/Controls :::..
:::::
::::.
Attention to Detail
:::::
::::.
Value
:::::
SAE CORRECTED REAR-WHEEL HORSEPOWER
BRAKES
F
32.5"
32.0"
30.0"
13.5"
C
SUSPENSION
A: nose to middle of
pass. seat. B: nose to
middle of rider seat.
C: nose to center of
grip D: nose to pass.
footpeg. E: nose to
rider footpeg
F: ground to center of
grip G: ground to top
of rider footpeg H:
ground to lowest
point of rider seat. I:
ground to top of pass.
footpeg. J: ground to
middle of pass. seat.
67.5"
56.0"
11.5"
Wheelbase: ................................58.6"
Rake/trail:..........................27.0°/4.24"
Ground clearance: ......................4.75"
Seat height: ................................30.0"
GVWR: ..................................946 lbs.
Wet weight: ..........................492 lbs.
Carrying capacity: ..................454 lbs.
A
B
41.0"
DIMENSIONS
ERGONOMICS TEMPLATE
RPM, THOUSANDS
ELECTRICS
Battery: ..............................12V, 10Ah
Ignition:......Digital mapped w/ throttle
position sensor
Alternator Output: .................... 312W
Headlight: ..............................55/60W
:
:
:
FUEL
Tank capacity: ........................4.2 gal.
Fuel grade: ..........................89 octane
High/low/avg. mpg: ....51.9/46.4/48.4
:
:
:
TEST NOTES
PICKS
Light, precise handling, corners as if on rails
Smooth, electric power delivery
Suspension’s just right, and the brakes are strong
PANS
What? No tachometer?
Pegs are prone to dragging during hard cornering
Lack of sound = lack of soul. Mufflers need more bark.
STANDARD MAINTENANCE
Time
Parts
Labor
Item
Oil & Filter ................0.4 ..........$73.35 ..........$32.00
Air Filter....................0.5 ..........$27.85 ..........$40.00
Valve Adjust ...........1.5...........$55.96.........$120.00
Battery Access ..........0.2 ............MF ..............$16.00
Final Drive ................0.2 ................................$16.00
R/R Rear Whl. ..........0.3 ................................$24.00
Change Plugs............0.2 ............$7.98 ..........$16.00
Synch EFI..................0.75 ..............................$60.00
Totals
4.05
$165.14
$324.00
* MCN has changed the estimated labor rate to $80 starting March 2007
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NOVEMBER 2009
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