2004 Triumph Thruxton Review

There has been a lot of buzz in the press and on the Internet lately about the new Triumph Thruxton and I have to admit to being more than a little curious myself. I am a long-term fan of the café racer, growing up in England when a well-sorted Triumph Bonneville was still one of the fastest bikes on the road.

Though times have changed, I haven’t lost my affection for rear set foot pegs and clip-on handlebars attached to a lightweight, minimalist machine. It is easy to get lost in the hype these days with so many mega-horsepower machines grabbing the headlines, and it was a refreshing day when I got to sample the original Bonneville back in early 2001 for the first time.

Light, with ample power for spirited riding, it came with a taught chassis, good brakes and classic style all of it’s own. It re-defined the word “fun” for me, as I re-discovered the neighborhoods and roads close to home that I usually ignore while testing. I also distinctly remember sitting back reflecting on the possibilities for the bike, musing about upswept pipes, drop bars, solo seat, fly screen…etc.

The original concept of the Thruxton has been kicking around Triumph’s headquarters over in Hinckley, England, since 1996, when the Bonneville was in its initial development. It was more a matter of “when, not if”.  But first the Bonneville, the Bonneville America and the recent Speedmaster had to introduced. With the overwhelming success of these models, Triumph designers were able to respond to the frequently asked question, “When are you going to build a café racer?”

The idea was a “no-brainer,” and with a rich, racing history to draw from, the Thruxton was born to commemorate the famous race bikes of the 1960s. More specifically the Thruxton 500 endurance race in England that in 1969 saw Triumph take the top three podium positions.

The project began in July 2001. By January of the following year, styling commenced and chassis tests were under way by early November. Less than a year later, the styling was finished and by May 2003, the photo bike was complete.

Starting in the engine, Triumph wanted to add more excitement, so power was increased by 13%. This was achieved in a number of ways, from larger pistons to give an engine capacity of 865cc’s, to new camshafts and re-jetted carburetors.

The new exhaust pipes were extensively re-worked to not only aid the power increase, but to have a different tone. Triumph wanted a throaty Bonneville beat while still meeting noise and pollution standards, always a compromise at best. The new power plant now makes 69 horsepower, compared to the original Bonneville’s 62, and the increase comes at the upper end of the power band for a more spirited ride.

Interestingly, the Thruxton’s peak power occurs at 7,250rpms compared to the Bonneville’s 7,400rpm, while torque figures jumped to 53ft.lb from 44ft.lbs. Due to the nature of the power gains, this figure now arrives at 5,750rpm, not the original’s 3,500rpm. The Thruxton retains the Bonneville’s 360-degree firing order also, and I wonder if this new engine will find it’s way into the rest of the Bonneville range at some point in the near future?

RelatedPosts

2024 Moto Guzzi Stelvio Review – Motorcycle Test

December 3, 2024

Moto Guzzi reveal limited edition Stelvio Duecento Tributo

December 3, 2024

Chassis changes were limited to new, longer rear suspension to help quicken the steering, as well as upgrades in the forks. Braking was improved to handle the extra power, with the use of a single 320mm floating disc up front and a smaller, lighter 255mm disc out back. Both calipers remain two-piston.

I am positive the Thruxton will make a fantastic platform for some cool modifications once it hits the streets, and am certain that we will be seeing them with trick shocks, brakes and a variety of other modifications.

To complete the café style, clip-on handlebars, rear set foot pegs, a sporty front mudguard and a race-inspired seat hump help complete the visuals. The engine cases are also polished.

The Thruxton is aimed at riders who like the style and the heritage, it is intended to be a unique, fun motorcycle that doesn’t pay the penalty of high purchase price, large insurance premiums and the fear of collecting a bunch of speeding tickets.

So how does it go?

Exiting a particularly greasy roundabout on London’s North Circular road, it is time to feed in some throttle. Ahead of me, the sound of the old British twin roaring up through the gears means I had better do it quick.

With the light snowfall turning to water as it hits the ground, I straighten up the new Triumph Thruxton 900 and spin the parallel twin up to red line. The rear Metzeler keeps me honest as I dive for a gap in the fast moving traffic, keeping my eyes firmly attached to the Triumph Triton’s number plate up front.

In the saddle, Ace Café owner Mark Wilsmore is crouched low over the alloy tank and hard on the gas as we head for his flat. Filming a segment for an upcoming show on Speed, he is hell bent on making my ride as exciting as possible. He is of course succeeding, and with the last of the feeling leaving my frozen fingers, I glance down to see the Triumph’s speedometer nudging 80mph.

A line of cars means losing some speed as we cut through the narrowest of gaps, before ripping around the next roundabout. With the North Circular road’s two lanes being choked with fast moving traffic, this sort of riding is the only way to get anywhere fast.

Blasting across the old Iron Bridge, a place that brought death and injury to the ton up boy racer’s of the 50’s and 60’s, we make it through in one piece. Back on the throttle, Mark keeps my adrenaline pumping with his carve and slice maneuvering, as he does battle with the London traffic up front.

Coming to a rapid halt at the next light, inquisitive faces peer from steamed up car windows, the Featherbed framed Triumph’s open pipes alerting them to our presence. I also notice the sharp look of the new red Triumph Thruxton holding their gaze: It is highly likely they will never have seen one before.

Perfectly suited for the roads of London, my first introduction to Triumph’s newest retro was a day earlier at the famous Thruxton Race circuit, just outside the small hamlet of Andover. On a bitterly cold morning, under a blanket of grey threatening skies, Triumph’s Ross Clifford takes us on a quick three lap sighting excursion.

Stone cold tyres, frigid track surface, and no clue which way the corners are going makes this an exhilarating experience as I follow Ross. A man who only knows two throttle positions, wide open and closed, this isn’t really the best method for evaluating a new bike. But, as the Triumph staff point out repeatedly, we are just here for photos. Our real evaluation is going to take place out on the highways and byways of rural England later in the day.

Running through the fast back side of the track at over 100mph quickly shows the suspension’s limitations. The suspension has been upgraded at both ends, and the steering quickened with the use of longer and more sophisticated shocks than the original Bonneville. With the tachometer needle doing straight eights through the gears, there is not much chance to feel what the engine is doing either. It is just so much fun though, and the movement from the suspension is not unexpected or too out of hand.

The single 320mm front brake needs the assistance of the 255mm rear to make fast stops, and there is a strange twisting feeling from the fairly soft front forks if the four-piston caliper is applied too hard. Apparently in tests, the extra weight of a second disc was deemed unnecessary, as it didn’t really provide that much extra stopping power.

Coming back in from our photo sessions, the atmosphere in the Thruxton clubhouse is positive. The Thruxton, while obviously no leading edge sport bike, makes for an easy bike to learn the famous circuit. And, sat amongst pictures of past racing heroes, it is a special moment to have ridden on such a famous piece of racing real estate. Now, with the photo session over, it is time to don more warm weather equipment and go out for the real test.

Within minutes I am beginning my Triumph Thruxton experience for real. Firing up the quiet sounding twin, a little choke, located on the left hand carburetor, quickly has the engine warmed up and idling, even on such a bitterly cold day. A small amount of fiddling is needed to work the ignition key, which is found to the left hand side of the headlight, with access impeded a little by the small bullet style indicators.

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.

Perfectly suited to the English roads, it is going to make a back road riders delight in Australia and spark a bunch of conversations on a trip to your local cafe strip.

Back in the warm clubhouse gives us another chance to compare notes over a steaming hot cup of tea. The atmosphere is as positive as earlier in the day, and a fellow English ex-patriot and I wax lyrically about growing up in England. Being the same age, we can both vividly remember being dusted by a well-sorted Triumph or two in our formative years, riding small displacement Japanese starter bikes.

It makes me feel grateful that we have manufacturers such as Triumph producing bikes like the Thruxton. Totally unique, and harking back to perhaps a simpler time in life when Triumphs and Nortons roamed the world, it gives a fantastic opportunity to recapture these old halcyon days of motorcycling, without all the pit-falls of riding bikes of that era.

Specifications