Sitting on the broad saddle, it is a good reach to the low clip on handlebars, but my feet are flat on the ground. The riding position actually feels remarkably similar to an old Moto Guzzi Le Mans or Laverda Jota from the seventies.

The adjustable clutch lever is definitely not the lightest I have pulled, but it is certainly not heavy. Like the four-way adjustable brake lever, I need it set on the closest setting as it is too far from my hand if it is any further out. Finding the gear lever takes a conscious effort the first time, as it is set back to accompany the rear set foot pegs. Slipping into gear is a quiet, effortless task. The throttle seems light, but wearing thick gloves doesn’t make for a very accurate assessment, so I check with a couple of fellow journalists at lunch: It is, and they have no complaints.

Letting out the clutch, and joining the line of bikes heading onto the road the motor immediately seems peppy, the CV carburetors allowing it to pull cleanly from low down. It will actually accelerate, albeit not too strongly, from just off idle in top gear if needed with no drive train snatch. Smooth and quiet, the engine feels almost vibration free until the revs get up over 5000 rpm. Here the motor puts a good buzz through the controls. With less than 1,000 miles on the clock I wonder if it because it hasn’t been revved this high during break in?

We quickly hit the open road, and settle in for a spirited ride through the English countryside. The road surface is challenging to say the least. Damp and slippery in places, the plethora of metal drain covers and pot holes peppering the tarmac certainly keep me on my toes as we blast round the tight, twisty roads. Passing through small, sleepy villages with picture postcard thatch roof cottages, the Thruxton 900 is completely at ease in these surrounds.

Out of the villages, away from the numerous speed cameras that seem to be all over England these days, the pace picks up and at times I see triple digits registering on the round-faced speedometer. In top gear, the Thruxton has five, this equates to around 6,000 rpm, which is about 2,000rpm shy of the rev limiter. Producing 69 horsepower at 7,250 rpm there is really little to be gained revving past this point. Chin on the clocks, hammering down a stretch of dual carriageway I saw the speedo needle hitting just shy of 120mph at one point.

I was actually very impressed with the bikes high-speed travel manners. Following a group of Italian journalists back to our hotel, the speedo needle stays solidly between 90-100mph. On arrival, it is that man Ross Clifford again as I realise the Italians are following his car. What this shows me is the Thruxton’s ability to easily hold these speeds. With no real fairing, the wind hits you solidly in the chin and gives the wrists some relief from the low bars. There is no need to change down out of fifth gear to over take, as top gear pulls very respectfully from 70mph if needed.

So up hill and down dale we ride. Taking in a good cross section of everything England has to offer, including a quick visit to Stonehenge. Beneath me the Triumph Thruxton 900 is purring effortlessly as we make our way back to Thruxton.