Triumphrat

emakowitz · 12-06-2006

Year: 2004
Color: Red. Wished is was Flat Black
Mileage: 12000
Overall Rating: 9 - Missing point for my sore back on long rides*

Modifications: Nark airbox removal w/K&N's - Norman Hyde Damper - Rear fender removal - napoleon end mirrors - Bullet signals.

No Dyno Test Yet..

5'9" - 130

The only problem is the speed limit sign.

What can i say.. Obsession is key.. But sleepin in the garage is cold..

robnobrakes · 01-07-2007

sneth

I'll try to be objective about my black 06 Black Thruxton. Bought new in September, I have now covered just over 1,500 miles on her.

The bike was pretty good 'out of the box', with adequate performance and handling. I wanted more so have modified mine.

I have rated my bike in stock trim below - points out of 10:

Performance: 6
Handling: 5
Front Brake: 6
Rear Brake: 9
Exhaust note: 3
Comfort - open road: 8
Comfort - city: 5 (no worse than any other sports bike)
Build quality: 9
Reliability: 10
Value: 9
Heritage: 10
Looks: 7

These bikes are ripe for modifying, should you have the urge:
Modifications to date (work in progress):
AI removal, airbox removal, K&N pod filters, main jets increased to 138's, raised by 1 shim, standard pilot jets, cylinder head skimmed (10.4 to 1 comp. ratio, up from 9.4 to 1), head ported and gas flowed, 19 tooth front sprocket, 10% stronger clutch springs, Predator race exhausts, Hyde steering damper, rear fender cut and reshaped, LED rear light, billet alloy indicators, repainted front and rear fenders in gloss black, homemade alloy fly screen in gloss black, Rizoma brake reservoir, EBC sintered pads (front) billet alloy bar end mirrors, stainless steel headlamp stone guard, billet alloy Monze fuel cap, period numberplate c.1958

Current engine performance, tested on dyno:
71 rear wheel BHP (stock: 53 rear wheel BHP)
60.5 ft/lbs rear wheel torque

Tuning work carried out by http://www.bobfarnhamtuning.com/

Rated below is the modified bike - points out of 10:

Performance: 9
Handling: 8
Front Brake: 7
Rear Brake: 9
Exhaust note: 10
Comfort - open road: 8
Comfort - city: 5 (no worse than any other sports bike)
Build quality: 9
Reliability: 10
Value: 9
Heritage: 10
Looks: 10

These ratings are about as subjective as I can be.

I am thinking of installing a pair of Keihen 39 or 41mm flat sided carbs. My engine tuner thinks there is an 8 to 10 rear wheel BHP inprovement to be made with these carbs. Another 10 horses and I'd give a performance rating of at least 9.5!!! Any more power and the bike will probably need a better front brake and a Hyde billet alloy fork brace. I'm also considering having the front wheel rebuilt to 17" diameter from the standard 18", for better tyre choice.

here she is:

My spec: 53 years old, 168lbs, 6'1"

THIS IS THE BEST BIKE I HAVE EVER OWNED, not the fastest, but the best, I love it

[ This message was edited by: robnobrakes on 2007-01-07 11:30 ]

02redbird · 02-09-2007

2005 Yellow Honey Bee
11,000miles, I purchased used in 06 with 6200 miles
5-11 200lbs 50years old
Overall rating: Fun Flicky Authentic Motorcycle

Mods: Thunderbike 2-1 exhaust (put the OEM back on, peaceful commuter now), AI removed, Ikon shocks, Tomaselli adj bars, CGR bar end mirrors, fly screen.
Done before I bought the bike.sorry.

Needs: a matching Thrux in the garage, for riding buds, fork oil?

I started ridding a Honda 550 four in the seventies, odd that I had the metal flake brown bodywork painted Corvette yellow....hummm?
Got back to bikes 2002. Had a 02 Royal Enfield Bullet, sold it, wish I kept it. Picked up a left over Triumph 02 t-bird, 24,000 miles later, still have it.
Purchased the Thruxton because I loved the package, never test rode it until I had the check in hand.
Of course I am still wanting an ST (got it), just because you can never get all things in one bike. That would be like asking your Car to push a plow, you could but why?

I ride daily until the ice shows up in the morning or as soon as my route has the sand swept up in the spring.
Never went to the track, to cheap.
Someone on my commute must be jealous. The Fuzz have been following me to my door. Hey,I am a good guy, safe and honest. I do set off car alarms, its not my fault.

No Problems just not enough cash to experiment.

If Money was no problem:
Sprint ST 1050 Did it, 06 purchased in Aug 07
Speed Triple 1050
Kawi 650r
Tiger 1050
Honda CB450 thumper

I do worry that I may have to sell the t-bird (sold it) because 90% of the time I ride Honey Bee.

Eric

02-17-2007

As an avid Norton Commando owner of 30 years and 128,000 miles) I can honestly say (in my humble opinion) the Thrux does it for me.
Having first taken a dealers 2004 bike for a 1 1/2 hr test run I was hooked and now this running in malarky just can't end too soon.
Colour: Blue
Year: 12/2006
Mileage: still running in.
Mods TOR only....but now wished I had taken the AI off from new though, pipes are blue right to the balance pipe.
Age 50 and too heavy at 210lbs

Unfortunately since delivery back in Dec 06 I haven't had the weather to really enjoy it safely, but the few days there has been I've managed about 100+ miles each time. The bike has lived up too everything everyone else has posted. What fun! My wrists will get used to the extra loading I'm sure.
After an initial months lay up it had a small starting problem (it wouldn't run on anything but full choke) so it went back to the dealer who cleaned out the PDI fuel and crud from the jets and now it just purrs and barks...everybit a tastefull in sound as the commando.
So much smoother too.
Given that it's totally different in nearly even aspect other than it's a motorcycle, to the Commando, I have found it so easy to adapt to the riding position handling characteristics, breaking weight distribition and the overall nimbleness of the machine.,
Triumph have done this one proud.
Roll on the dry warm days........

setts · 02-24-2007

I’ve been riding the Thruxton for almost a year now and have covered 10,000 km (6,250 miles) so I think it’s appropriate for me to comment on my Thruxton. Cape Town, being at sea level is wonderful area to enjoy the Thruxton. We have beautiful sunshine for 70% of the year, good roads, thrilling mountain passes, exquisite wine lands, forests, a selection of the most beautiful beaches on one of two oceans – either the warm Indian and the cold Atlantic and excellent cafes exactly where you need them. All this within two hours of the city centre. These days I make infrequent forays into the city and most of my riding is on the open roads around the Cape peninsular. A further bonus for motorcyclists in South Africa is that the inefficient policing system allows me to ride fast when it’s safe to do so without too much to fear from the local constabulary. As I’m not only a motorcyclist I pay the [lack of policing] piper in other areas.

I’m 51 years old, 1, 8 m (6ft) tall, weigh 85 kg (187 lbs) and I suppose I’m pretty fit. Although I’d ridden friend’s bikes intermittently and infrequently, I hadn’t owned a bike for 20 years before owning the Thruxton. As a young man I rode bikes regularly until I decided to stop riding after a stupid but serious, self inflicted road accident. I raced bikes in clubman events as a kid and as a young man (125 then 250 then 350 two strokes) occasionally making the podium but generally finishing the top quartile. I was never a track star, had a limited budget, and learned the ropes in the old school – screaming two strokes, drum brakes, road tyres and flexi frames! So I have no problem with the Thruxton riding position, sore wrists, sore back or sore anything else.

Why the Thruxton? Well mainly because my wife gave me a new 2006 Thruxton for my 50th birthday a year ago. At the time I would probably have chosen a Ducati Monster. My wife’s reasons for the Thruxton were typically female: Triumph was after all English, as she is, we’d enjoyed our Triumph sports-cars in the pre-triplets era (we have four year old triplets) and a Triumph’s a Triumph isn’t it? But she admits it was mainly because the Thruxton looked good and one can’t fault that. A sobering thought that the salesman placed in my wife’s mind was that “The Thruxton wasn’t too fast” and was considered a “gentleman’s bike”. That of course made it “safer” than the (according to her) aptly named Monster! Being a lady of considerable taste she naturally selected the black option and thoughtfully added Triumph bar end mirrors, which I still use and the Triumph fly-screen, which I no longer use preferring the classic naked café look.

I loved the Thruxton from the off. But then I had little recent motorcycling experience and nothing with which to compare the Thruxton. The best part was filling up with petrol (gas) and in the case of the Thruxton this occurs frequently. Inevitably some old josser would sidle up and recount stories of how he courted his wife on a bike “just like this one”. Even the younger generation enthused over the “antique bike” and of course I get the occasional envious grunt from the kamikaze pilots. The Germans remained aloof in their obsession with form following function. The Thruxton invites comment, people are drawn to it, and they like to talk to you about your motorcycle. So don’t buy the Thruxton if you’re anti-social. Of course you’re not…. Despite the welcomed feel good factor, after a short while the standard bikes functional shortcomings became apparent. It was too heavy, it was slow (compared to a modern fuel injected, liquid cooled bike), but worst of all was the virtually un-adjustable pogo stick suspension. The suspension quickly reached its limitations as my confidence increased and those old riding skills came out of hibernation. Probably as a result of my previous motorcycling experience and in contrast to most, I felt that the brakes were adequate on the road but agree that they are inadequate on the track. I loved the looks but those awful indicators (turn signals) had to go and she needed a bum tuck.

The Thruxton has been described variously as a “gentleman’s bike”, a “project bike” and a “poser’s bike”. All of these are valid and most will find two of the three appealing. It is not a modern sport-bike and regardless of the amount of money you spend, it will never have close to the performance capabilities of say a 600cc sport-bike. But it can be fairly described as a retro classic sports-bike. And if you’re content with performance within a retro classic context, and provided you have the riding skills and cash, you can bolt on bits that will allow you to command respect at any tight circuit track day. I’ve yet to be left behind on breakfast runs even when the bike was virtually standard and I’m happy to ride in the fast group on the track. (Much to the chagrin of those with more cash than ability…) And the beauty is you don’t have to guess what will work and what will not. This forum is chock a block full of knowledgeable and helpful riders who are just a click away. Initially I wasn’t concerned with the lack of power, I knew there was at least an easy 8 – 12 bhp locked away, much more if you started cutting metal, but could the frame, and brakes handle the additional power? Accepting that there was nothing I could do about the frame I concentrated on the suspension. With my limited racing experience I knew I would prefer a racier set up so after researching the forum in depth and asking many questions, I went for Hagon Nitros at the back, custom Hagon springs up front and Traxxion cartridge emulators. At least now I have a fully adjustable suspension set up. I’m sure that those who prefer a less sporty ride would find the less sophisticated Hagons or Ikons more suitable. I keep gradually dropping my front suspension and it’s currently lowered by 25mm. The handling, particularly turn in is (for me) considerably improved. Obviously the bike is twitchier than a stock Thruxton and a steering damper appears to help. I’m still on the stock Metzlers (which I’ve found to be fine) and although in general I believe in retaining the designed tyre sizes and profiles (dictated inter alia by the rim’s width) I’ll switch to a sticker compound when I replace them gladly accepting the penalty of increased wear.

I went the conservative route in unlocking the power. Naturally I binned the AI system on day one and fitted locally manufactured custom exhausts. At least it now sounded like a Triumph. Next I fitted a Uni-Filter, removed the snorkel and fitted a Norman Hyde bell-mouth. With freedom to breathe power at the wheel went from 59 bhp to 64 bhp and torque from 62 Nm to 71 Nm. The increase in torque provided significant benefits and I changed to a 19 tooth sprocket up front. With reasonable power I was able to work on my suspension set up and after a few months of careful note taking I have a suitable baseline from which to work. But now I wanted more power to take advantage of my suspension and I binned the Uni-Filter and bell-mouth for air-box-removal and pod filters. This is the way to go! The bike’s fantastic! Power now 70 bhp and torque 76 Nm (I know this seems high and maybe the dyno is incorrectly calibrated. However I don’t want to switch to a different dyno as all my readings were taken on this dyno and are therefore comparable. Maybe I only really have 65, 66, or 67 bhp but who cares!)

A bike’s “look” is a personal thing. Although we all have an iconic café racer image in mind the very idea of a café racer was that it had to be unique and personal. I have tried to keep to the classic 60’s Brit café racer look. This is probably because as a kid I always had a poster of a Bonneville and a Triton on my wall. Alas, the British motorcycle industry was in tatters just as I became old enough to own a new one. Ironically, I'd realise my boyhood dream when I turned 50. The indicators (turn signals) needed to remain for legal and safety purposes but I wanted them all but invisible. There were no indicators on motorcycles in England in the 60’s and the overtly obvious stock items are completely out of keeping on a café racer. I chopped the rear mud-guard keeping some guard to keep the Cape Town winter rain at bay. I fitted a Lucas look-a-like tail light in deference to the erstwhile Prince of Darkness. Period licence plate, racer foot-pegs, removed pillion pegs, polished lower forks and gaiters all add some function and are in keeping with the 60’s period. I replaced all the carb and casing screws with quality stainless Allen-head items for easier maintenance. Other bits & bobs include a clock as I often use the bike to commute to work, and various other Jenks Bolts items that I find very useful. The look is predominantly black & silver – either chrome or polished aluminium. I initially chromed the engine side covers but have now polished them. I like the stock chequers and have kept them – well for the meanwhile. A custom single seat is in the works as is a new front mud-guard that incorporates a stronger fork brace.

What’s next: I now have a very enjoyable motorcycle. I have an as yet unfitted 6 pot Pre-Tech calliper and will fit this together with an EBC floating disc when I’m happy with my as yet incomplete fork brace. Strong brakes need strong forks. More power would be nice but it will be expensive power and will probably reduce reliability. I’m undecided but will probably look for more power in the future. There are a few options and I haven’t discounted EFI! “Philistine!” I hear you cry. Maybe. Why do we do it? I believe the hackers retort is “Because we can”
Would I do anything different?: Power: Yes – I’d go directly to air-box-removal and ignore the intermediate stage of Uni-Filter & bell-mouth. Do nothing or go straight to removing the air-box. Handling: - No I’m very happy, but less sporty riders could get by with a less expensive solution and regular track riders could consider a more readily adjustable (and expensive) front end if they ride on different tracks. Cosmetics are personal.
Would I recommend the Thruxton?: Yes if you’re one or all of the following: a rocker, nostalgic, eccentric, different, reasonably fit, not too overweight, trade comfort for performance, a tinkerer, not a tinkerer, like to be different. Age and gender is irrelevant. Function follows form.
No if you’re one or all of the following: a mod, shy, modern is best, trade performance for comfort, subscribe to the “big is better mentality”, unfit, overweight, need out and out performance, prefer to be one of the herd. Age and gender is irrelevant. Form follows function.

[ This message was edited by: setts on 2007-02-25 06:27 ]

Spyder94 · 02-24-2007

Well said, setts.

Steve

jkieler · 03-12-2007

All I can say is that I love mine especially with the gas prices at $2.54 and going up. God ***** Politicians.

Someone stop the insanity before I left for the military Fuel prices in Wisconsin were $1.45. I come back and I am getting a** raped.

I got a good deal on my Thruxton 900 $1000.00 off for it being a registered demo even though there were only 55 miles on it, and at the time triumph had the free $500.00 worth of goods deal going on. So I picked up a jacket for the wifey and carbon knuckled leather gloves and the Ringed Binder Service manual with it.

Drove all the way to Milwaukee, Wisconsin for it.

I am very pleased with it I bought it last May and before it was put away for storage I had 10500 miles on it.

Jeremy K :hammer: :hammer: :hammer: :-D

[ This message was edited by: jkieler on 2007-03-12 15:30 ]

04-08-2007

Year: 2006
Color: Yellow
Mileage: 855
Overall Rating: Most enjoyable

Modifications: Air Inject removed, airbox removed, K&N filters, carb jets and D&D 2-into-1 pipe

Owner 58 yr old /5'10/185 lb

Owner Review: I have enjoyed this Thruxton for a month now, and just had the modifications performed yesterday by Eurosport in Fort Worth, TX. Okay, the D&D pipe is outrageously loud, louder than I wanted or expected, but the sweet sweet and unique sound when "on the pipe" above 5,000 RPM produces an irrepressible grin.

Still getting used to the machine, my 16th motorcycle. I chose for the modern and reliable execution of classic riding. Had a single carb BSA 650 in 1970, my second machine.

I am an old fart, and "Yellow Lightning" (possible "name") really provides decompression from work. Still getting used to it.

elDizzle · 04-16-2007

Year:06
Color:BLACK
Mileage:2700
Overall Rating:9

Modifications:Predator Exhaust, AI Eliminator, Airbox Removal kit (all from British Customs), Triumph Napoleons, Gaitors.

Main jet: 145 / Pilot jet: 42 / shims: 0 / Pilot screw: 2.5 / Air hole: n/a / If tested on Dyno: n/a

Owner Height/Weight: 5'10"/ 175#

Owner Review:
As this is my first bike, I can't complain. It has more than enough power for my riding ability. I was looking at a BMW R100 and caffeinating it. But then I saw her. I could have new school reliability with old school looks. She fits me to a "t". I know I've been bitten by the mod bug, as I'm looking to make her my own. I can't say enough about this site as a resource.

I love getting props on the road from cruisers and sport bikers alike. I also like the fact that there are few Triumphs (Thruxtons) that I've seen on the road, so the exclusivity is kinda nice.

robnobrakes · 04-26-2007

Update on Thruxton Review:

39mm Keihin FCR Flatslide carbs with 140 main jets, K & N pod filters, cylinder head skimmed (10.4 to 1 compression ratio), head ported and gas flowed, flywheel lightened by half kilo, 19 tooth front sprocket, 41 tooth rear sprocket, 10% stronger clutch springs, Predator race exhausts, Ikon rear suspension, Hyde steering damper, rear fender cut and reshaped, LED rear light, billet alloy indicators, repainted front and rear fenders in gloss black, homemade alloy fly screen in gloss black, Rizoma brake reservoir, Pro-tech 6 pot billet alloy caliper, EBC HH sintered pads (front), billet alloy bar end mirrors, lightweight alloy number boards, stainless steel headlamp stone guard, Monza alloy fuel cap, period numberplate c.1958, approx. 10Kg weight saving from stock.

WORK AS ALWAYS IN PROGRESS

One negative issue: Very minor road salt damage beneath the lacquer on the engine casings, causing the alloy to tarnish. Warranty claim to replace honored.

Current engine performance, tested on Dino:
74.5 rear wheel BHP (stock: 53 rear wheel BHP)
61.1 ft/lbs rear wheel torque

Tuning work carried out by http://www.bobfarnhamtuning.com/

Keihin FCR Carb Kit developed by http://brspecialtuning.co.uk/Keihin.htm

My Spec: 53 years old, 168lbs, 6'1"

Ratings out of 10 :-

Performance: 9.5
Handling: 9
Front Brake: 10
Rear Brake: 9
Exhaust note: 10
Comfort - open road: 8
Comfort - city: 5
Build quality: 8
Reliability: 10
Value: 9
Heritage: 10
Looks: 10
Rider: The older I get, the faster I was :-D

[ This message was edited by: robnobrakes on 2007-05-27 22:49 ]