Cycle Word has a nice little write up in their current issue on the Bonnie Black. Basically reconfirming what we already know - stable handling, responsive motor with good torque, clean styling, a blast to ride, and a great value to top it off. JCW
Thrux-ton-up
- Status
Below is what I put together from different previous articles
1- THE NEW BONNEVILLE
The new Bonnie has all the charisma of the 60's era bikes with none of the vices. It doesn’t leak oil, doesn’t break down, doesn’t vibrate (due to the balance shaft), and it shifts better than any recent bike. Triumph waited and did it right: The 2001 Bonneville is the most faithful recreation of an original Triumph, styled after the most famous version, the 1969 T120. It’s slim, light and minimalist.
It is natural to compare the new Bonneville with the T120 650cc , generally regarded as the high point of classic Triumph design, and the very model Triumph engineers used as a guide for the design of this new bike.
The paint is well applied, in a pattern reminiscent of (but not identical to) the 1969 Bonneville. There is chrome on the case side covers, rear shocks, rims, headlight, tail light assembly, exhaust system, and various smaller bits and pieces. The side covers (actually air box covers), fork legs, instrument housing, frame, and swing arm are painted black. The tank is accented by traditional chrome Triumph badges. Triumph has applied the right finish in the right places; the overall effect is both restrained and attractive. It is also very similar to the finishes used on the 1969 Bonneville.
The new Bonneville is not a carbon copy of the original twin, but it sure looks close. Familiar Triumph styling touches - like the scalloped stripes in the gas tank, the triangular right-side engine cover, the flat seat, the chrome stays on the front fender - are all there. Some will say the original styling was more graceful, and they are right. The new design has had to compromise, for many reasons. Emissions controls - that is, controls of both pollutants and noise - have toughened the engine designer's job. To build a big vertical twin that doesn't emit blue smoke, doesn't bend eardrums, and doesn't vibrate, it's a tough call. But the Triumph designers have done it, and the machine they've made isn't a true Bonneville replica, but all the same, it's a lot of fun to ride.
[ This message was edited by: JMV2006 on 2006-08-23 11:00 ]
1- THE NEW BONNEVILLE
The new Bonnie has all the charisma of the 60's era bikes with none of the vices. It doesn’t leak oil, doesn’t break down, doesn’t vibrate (due to the balance shaft), and it shifts better than any recent bike. Triumph waited and did it right: The 2001 Bonneville is the most faithful recreation of an original Triumph, styled after the most famous version, the 1969 T120. It’s slim, light and minimalist.
It is natural to compare the new Bonneville with the T120 650cc , generally regarded as the high point of classic Triumph design, and the very model Triumph engineers used as a guide for the design of this new bike.
The paint is well applied, in a pattern reminiscent of (but not identical to) the 1969 Bonneville. There is chrome on the case side covers, rear shocks, rims, headlight, tail light assembly, exhaust system, and various smaller bits and pieces. The side covers (actually air box covers), fork legs, instrument housing, frame, and swing arm are painted black. The tank is accented by traditional chrome Triumph badges. Triumph has applied the right finish in the right places; the overall effect is both restrained and attractive. It is also very similar to the finishes used on the 1969 Bonneville.
The new Bonneville is not a carbon copy of the original twin, but it sure looks close. Familiar Triumph styling touches - like the scalloped stripes in the gas tank, the triangular right-side engine cover, the flat seat, the chrome stays on the front fender - are all there. Some will say the original styling was more graceful, and they are right. The new design has had to compromise, for many reasons. Emissions controls - that is, controls of both pollutants and noise - have toughened the engine designer's job. To build a big vertical twin that doesn't emit blue smoke, doesn't bend eardrums, and doesn't vibrate, it's a tough call. But the Triumph designers have done it, and the machine they've made isn't a true Bonneville replica, but all the same, it's a lot of fun to ride.
[ This message was edited by: JMV2006 on 2006-08-23 11:00 ]
BONNEVILLE T100 (865cc) - TECHNICAL ASPECTS
The new Bonneville engine was designed by Cosworth, famous as a premier designer of all manner of state-of-the-art race car engines.
The air-cooled 865cc twin is quiet at idle, never much noisier anywhere in the rev range, and feels much smaller than its true engine size. A complicated arrangement of balance shafts does away with much of the vibration of a vertical twin (although there's still enough to make you realize it is a twin, especially at high freeway speeds). Apparently because the motor is air-cooled, Triumph engineers have kept the power output low, so as not to overheat pistons or cylinders (something the old Bonnies did all the time). Even though it is air-cooled, the Bonneville wears a big oil cooler which resides neatly and inconspicuously between its front frame down-tubes. It's the same size as some radiators.
Time has moved on: is there still a place for the Bonneville? Not in its original niche, as one of the fastest sportbikes of the sixties. Instead, maybe as a vehicle of nostalgia (and its a lot easier to start) and as a starter bike for older learners who never got caught up in motorcycle fever in their youth, but kind of wish they had.
Underpinning the new Bonneville is rigid, mild steel, double down-tube frame with a rectangular backbone. A conventional non-adjustable 41mm telescopic fork with 12cm of travel controls the 48cm (19 inch) front wheel. The front forks are raked out at a 28° angle, with 11cm of trail. (A fork rake of 25 to 30 degrees is generally considered standard.) A conventional swing-arm controlled by dual shock absorbers with 10cm of travel, adjustable for preload only, keeps the 43cm (17 inch) rear wheel in line. The suspension at both ends is firm but not harsh, chosen for good handling.
Most photographs of motorcycles are taken from about headlight height, a much lower vantage point, which unduly emphasizes the unfortunate bend in the header pipes. This bend was allegedly necessary to avoid dragging the mufflers, because the engine/transmission cases are so much bigger than on the old Bonnie, but there must have been a better solution (upswept mufflers, for instance). The Bonneville uses single wall chromed header pipes, and they "blue" rapidly.
The clutch and five-speed gearbox are well matched. Neutral is always easy to find; whether from 1st or 2nd, while moving or stopped.
Fit and finish are excellent. Overall, the finish of this motorbike puts more expensive rides to shame.
The laced wheels look "right" for this bike, despite the consequent necessity to run inner tubes in the Metzeler radial tires (front: ME 33 Laser 100/90-19 / rear: ME Z2 130/80-R17). Triumph finally got a front fender right; this handsome example is a copy of the style used on the 1969 Bonneville, chrome struts and all. The big chrome halogen headlight is also good looking.
There is an unsightly pressed steel flange around the lower edge of the gas tank, which is also not as apparent (or at least as intrusive) when seen from a normal standing position as it is in low-angle photographs. Old Bonneville had the seam running down the centre of the gas tank, where it could be hidden beneath a chrome trim strip. Old Bonnie also had very small and trim 9.5 litres gas tanks but the new Bonneville's 16.6 litres tank is surprisingly narrow and attractive for its size.
The Bonneville's seat height is 77.5cm. The seat is thin and fairly hard. Its traditional flat shape allows the rider to change position on long rides. Beginning and returning riders will especially appreciate this.
The chrome handlebars have a conventional bend, and can easily be adjusted or replaced at the owner's discretion. The overall seating position and ergonomics of the bike are pretty good.
This motorcycle is high-tech in many ways. Its traditional appearing vertical twin motor is over-square, has double overhead cams, and is air/oil cooled. The bike also has electrically heated carburettors (to prevent icing), a hydraulic rear disc brake, and radial tires. Electronic ignition is standard, and the bike cannot be put into gear with the side stand down.
The 1969 Bonneville had a wet weight of only 193Kg, and a power to weight ratio of 3.71Kg/hp (52hp at the crankshaft). The new Bonnie weighs 226Kg wet, and has a nearly identical power to weight ratio of 3.42Kg/hp (66hp at the crankshaft).
To put these values in perspective, a Porsche Carrera 4S with 355hp and a weight of 1,560Kg has a power to weight ratio of 4.39Kg/hp. To have the same power to weight ratio as a Bonneville T100 the Carrera would need 456hp.
A magazine test pilot took the Bonneville T100 to the drag strip and recorded 0-100 Km/h time of 4.9 seconds - exactly the same acceleration as the Porsche Carrera 4S.
In a more common world, it would compare with a Mercedes E Class (1,850Kg) powered with 540hp.
Nowadays there are several motorbikes on the market with power to weight ratios higher than 1kg/hp. That is Formula 1 territory. Another form of madness altogether!
The new Bonneville engine was designed by Cosworth, famous as a premier designer of all manner of state-of-the-art race car engines.
The air-cooled 865cc twin is quiet at idle, never much noisier anywhere in the rev range, and feels much smaller than its true engine size. A complicated arrangement of balance shafts does away with much of the vibration of a vertical twin (although there's still enough to make you realize it is a twin, especially at high freeway speeds). Apparently because the motor is air-cooled, Triumph engineers have kept the power output low, so as not to overheat pistons or cylinders (something the old Bonnies did all the time). Even though it is air-cooled, the Bonneville wears a big oil cooler which resides neatly and inconspicuously between its front frame down-tubes. It's the same size as some radiators.
Time has moved on: is there still a place for the Bonneville? Not in its original niche, as one of the fastest sportbikes of the sixties. Instead, maybe as a vehicle of nostalgia (and its a lot easier to start) and as a starter bike for older learners who never got caught up in motorcycle fever in their youth, but kind of wish they had.
Underpinning the new Bonneville is rigid, mild steel, double down-tube frame with a rectangular backbone. A conventional non-adjustable 41mm telescopic fork with 12cm of travel controls the 48cm (19 inch) front wheel. The front forks are raked out at a 28° angle, with 11cm of trail. (A fork rake of 25 to 30 degrees is generally considered standard.) A conventional swing-arm controlled by dual shock absorbers with 10cm of travel, adjustable for preload only, keeps the 43cm (17 inch) rear wheel in line. The suspension at both ends is firm but not harsh, chosen for good handling.
Most photographs of motorcycles are taken from about headlight height, a much lower vantage point, which unduly emphasizes the unfortunate bend in the header pipes. This bend was allegedly necessary to avoid dragging the mufflers, because the engine/transmission cases are so much bigger than on the old Bonnie, but there must have been a better solution (upswept mufflers, for instance). The Bonneville uses single wall chromed header pipes, and they "blue" rapidly.
The clutch and five-speed gearbox are well matched. Neutral is always easy to find; whether from 1st or 2nd, while moving or stopped.
Fit and finish are excellent. Overall, the finish of this motorbike puts more expensive rides to shame.
The laced wheels look "right" for this bike, despite the consequent necessity to run inner tubes in the Metzeler radial tires (front: ME 33 Laser 100/90-19 / rear: ME Z2 130/80-R17). Triumph finally got a front fender right; this handsome example is a copy of the style used on the 1969 Bonneville, chrome struts and all. The big chrome halogen headlight is also good looking.
There is an unsightly pressed steel flange around the lower edge of the gas tank, which is also not as apparent (or at least as intrusive) when seen from a normal standing position as it is in low-angle photographs. Old Bonneville had the seam running down the centre of the gas tank, where it could be hidden beneath a chrome trim strip. Old Bonnie also had very small and trim 9.5 litres gas tanks but the new Bonneville's 16.6 litres tank is surprisingly narrow and attractive for its size.
The Bonneville's seat height is 77.5cm. The seat is thin and fairly hard. Its traditional flat shape allows the rider to change position on long rides. Beginning and returning riders will especially appreciate this.
The chrome handlebars have a conventional bend, and can easily be adjusted or replaced at the owner's discretion. The overall seating position and ergonomics of the bike are pretty good.
This motorcycle is high-tech in many ways. Its traditional appearing vertical twin motor is over-square, has double overhead cams, and is air/oil cooled. The bike also has electrically heated carburettors (to prevent icing), a hydraulic rear disc brake, and radial tires. Electronic ignition is standard, and the bike cannot be put into gear with the side stand down.
The 1969 Bonneville had a wet weight of only 193Kg, and a power to weight ratio of 3.71Kg/hp (52hp at the crankshaft). The new Bonnie weighs 226Kg wet, and has a nearly identical power to weight ratio of 3.42Kg/hp (66hp at the crankshaft).
To put these values in perspective, a Porsche Carrera 4S with 355hp and a weight of 1,560Kg has a power to weight ratio of 4.39Kg/hp. To have the same power to weight ratio as a Bonneville T100 the Carrera would need 456hp.
A magazine test pilot took the Bonneville T100 to the drag strip and recorded 0-100 Km/h time of 4.9 seconds - exactly the same acceleration as the Porsche Carrera 4S.
In a more common world, it would compare with a Mercedes E Class (1,850Kg) powered with 540hp.
Nowadays there are several motorbikes on the market with power to weight ratios higher than 1kg/hp. That is Formula 1 territory. Another form of madness altogether!
3 - RIDING THE BONNEVILLE T100
To be fair to the crew at Triumph, they've managed to replicate a lot of the feel of the old bike, at least in the comfort department. The handlebars are wide, swept back, with high leverage. The seat is flat and comfortable: the tank narrows between the knees and the footpegs are quite far forward, and allow the legs to bend naturally. Even the controls are comfortably squishy, like the way they used to be.
The Bonnie is under-sprung and over-damped. This means that the front end dives with any brake application and the bike "hops" over pavement blips.
The handling is sweet. With a generous steering lock and low centre of gravity, the bike is easy to drive and park. At speed, she is easily flickable, without being twitchy. One can do smooth circles and figure eight's at 10Km/h in a parking lot with the feet on the pegs and feel totally comfortable
The bike is smooth up to an indicated 135 Km/h, before the first tingles in the handlebars start to annoy but not unduly affected by cross winds. Moderate speed 95 to 115 Km/h bends feel very secure, no pitching or wobbling is apparent. It doesn't seem prone to the high corner speed wobbles.
The broad torque curve makes it easy to power out of corners. The engine builds power in a very linear manner. Keep the rpm up for best performance. The 5-speed gearbox shifts smoothly, so that is easy to do. Certainly the new bike is far less tiring on long rides than was the old Bonnie.
Cornering clearance is incredible. It takes a determined effort to touch anything, and by that time the suspension begins to come unglued
Controlling the bike through heavy traffic is just as easy. Economically is excellent, averaging 5 litres/100Km in a combination of city commuting and spirited highway. The tank holds 16.6 litres. Fuel is controlled with a traditional petcock. One shall plan on flipping to reserve at about 230Km, with an honest 70Km remaining. The Bonnie runs dry at 300 Km.
When the motor is started, the first thing noticeable is the lack of vibration. Despite its traditional 360°, vertical twin configuration, the counter-balancers in the motor effectively eliminates vibration. Even the view in the large, round, mirrors remains clear. Clutch lever pull is light, and the transmission snicks easily into gear. The bike's motor revs easily and delivers good power and a wide torque curve, but somehow seems less aggressive than its 1969 counterpart.
It is a sweet bike to ride. The engine produces copious torque, is smooth enough until working near the top end, and could actually use another gear. The five speed box has a light action, but an extra ratio (or a larger front sprocket) would make the T100 a more relaxed highway machine.
Sum-up: Handling is excellent. The Triumph is not a sports bike – in fact it’s the antithesis of current sports bike design – but it’s very easy to ride, takes corners in a confident fashion, and has a powerful, controllable front disc brake.
On rough surfaces the suspension lack some compliance, but the beauty of a simple machine like the Bonneville is the fact that you can replace components, with aftermarket or factory items, to suit your preference, without having to spend a fortune.
So you might go to a site like “Norman Hyde” or “New Bonneville” where you can buy all sorts of bits, including more efficient, tuneful exhausts, upgraded suspension, tuning kits and more.
The standard riding position is almost bolt upright for taller riders, but you don’t feel cramped on the bike. The seat could use more generous padding, and slightly flatter.
With 66hp, it's not going to set the world alight, but it's significantly more than the 52hp of the old bikes and should push the bike to around 185Km/h if gearing allows, and more than enough to have some fun.
Perhaps more importantly, 52 ft/lbs (70.5Nm) of torque are available, though both figures occur at the top of the rev range. Peak power is at 7,200rpm and peak torque at 6,000rpm. To put that into perspective a 93hp Buell Lightning produces 68 ft/lbs of torque at 5,500rpm, and a 100hp Yamaha R6 offers 46 ft lbs at 10,000rpm. That gives you some idea of how the motor sits in the real world.
And this is where the big difference is between the bigger bore motor of the 2005 T100 version and the 790cc standard Bonneville. Revised cams and carburettors, and the capacity hike might only have lifted power output by 4hp but they've discovered nearly 15% more torque.
Furthermore, they've managed to keep the motor flexible. Although the red line is set at 7,000 (rather odd given that peak power is thus 200rpm into the red zone!), the revs can be dropped down to 2,000 rpm with no ill-effects, giving a top gear range of 35 to a ton-plus. Combined with a five speed box, the result of the decent rev range is a bike that can, on a twisty road, be put in an intermediate gear and ridden on the revs so that you don't have to change gear every fifteen seconds. However, if you want to just stick it in top and ride it that way, then there is decent thrust waiting.
The mirrors are short stemmed, but give a good view, and both clutch and brake lever are in easy reach, are light and have span adjusters, a good touch.
It's a good, user friendly bike that will make the rider feel confident rather than threatened.
If you simply want a sunny day bike with traditional styling, or you're after a gentle "looking at the scenery as you go" tourer, you could find yourself a good friend in the T100.
Riding the Bonnie T100 is an absolute blast. The bike is sure-footed at speed, easy-steering and highly manoeuvrable, all of which is no surprise, considering the 40-plus years of ongoing tweaks and improvements. The engine - heralded by the distinctive exhaust note - builds good power and the broad torque curve makes for a relaxed, effortless ride. The clutch requires only minimal effort and engages progressively, and the 5-speed gearbox shifts like a hot knife through warm butter. Excessive vibration - long the bane of vintage British twins - is simply not an issue, even at the 7,000rpm redline.
The Bottom Line: If ever a single model epitomized traditional motorcycling, it’s surely the timeless Bonneville. Now Triumph has added another layer to the basic experience with the T100 designation. Although the look and feel of the current model is very faithful to the original’s archetypal British design, decades of improvements and refinements serve to make the T100 a thoroughly modern motorcycle in every respect. The impeccable level of finish and detailing contributes considerably to the bike's good looks and desirability, and Triumph backs it up with an industry-leading Two Year Unlimited Mileage Warranty.
The Triumph Bonneville's rough at the edges legend, combined with easy good manners, makes it perfect for the rider who wants to relive the youth they never had.
To be fair to the crew at Triumph, they've managed to replicate a lot of the feel of the old bike, at least in the comfort department. The handlebars are wide, swept back, with high leverage. The seat is flat and comfortable: the tank narrows between the knees and the footpegs are quite far forward, and allow the legs to bend naturally. Even the controls are comfortably squishy, like the way they used to be.
The Bonnie is under-sprung and over-damped. This means that the front end dives with any brake application and the bike "hops" over pavement blips.
The handling is sweet. With a generous steering lock and low centre of gravity, the bike is easy to drive and park. At speed, she is easily flickable, without being twitchy. One can do smooth circles and figure eight's at 10Km/h in a parking lot with the feet on the pegs and feel totally comfortable
The bike is smooth up to an indicated 135 Km/h, before the first tingles in the handlebars start to annoy but not unduly affected by cross winds. Moderate speed 95 to 115 Km/h bends feel very secure, no pitching or wobbling is apparent. It doesn't seem prone to the high corner speed wobbles.
The broad torque curve makes it easy to power out of corners. The engine builds power in a very linear manner. Keep the rpm up for best performance. The 5-speed gearbox shifts smoothly, so that is easy to do. Certainly the new bike is far less tiring on long rides than was the old Bonnie.
Cornering clearance is incredible. It takes a determined effort to touch anything, and by that time the suspension begins to come unglued
Controlling the bike through heavy traffic is just as easy. Economically is excellent, averaging 5 litres/100Km in a combination of city commuting and spirited highway. The tank holds 16.6 litres. Fuel is controlled with a traditional petcock. One shall plan on flipping to reserve at about 230Km, with an honest 70Km remaining. The Bonnie runs dry at 300 Km.
When the motor is started, the first thing noticeable is the lack of vibration. Despite its traditional 360°, vertical twin configuration, the counter-balancers in the motor effectively eliminates vibration. Even the view in the large, round, mirrors remains clear. Clutch lever pull is light, and the transmission snicks easily into gear. The bike's motor revs easily and delivers good power and a wide torque curve, but somehow seems less aggressive than its 1969 counterpart.
It is a sweet bike to ride. The engine produces copious torque, is smooth enough until working near the top end, and could actually use another gear. The five speed box has a light action, but an extra ratio (or a larger front sprocket) would make the T100 a more relaxed highway machine.
Sum-up: Handling is excellent. The Triumph is not a sports bike – in fact it’s the antithesis of current sports bike design – but it’s very easy to ride, takes corners in a confident fashion, and has a powerful, controllable front disc brake.
On rough surfaces the suspension lack some compliance, but the beauty of a simple machine like the Bonneville is the fact that you can replace components, with aftermarket or factory items, to suit your preference, without having to spend a fortune.
So you might go to a site like “Norman Hyde” or “New Bonneville” where you can buy all sorts of bits, including more efficient, tuneful exhausts, upgraded suspension, tuning kits and more.
The standard riding position is almost bolt upright for taller riders, but you don’t feel cramped on the bike. The seat could use more generous padding, and slightly flatter.
With 66hp, it's not going to set the world alight, but it's significantly more than the 52hp of the old bikes and should push the bike to around 185Km/h if gearing allows, and more than enough to have some fun.
Perhaps more importantly, 52 ft/lbs (70.5Nm) of torque are available, though both figures occur at the top of the rev range. Peak power is at 7,200rpm and peak torque at 6,000rpm. To put that into perspective a 93hp Buell Lightning produces 68 ft/lbs of torque at 5,500rpm, and a 100hp Yamaha R6 offers 46 ft lbs at 10,000rpm. That gives you some idea of how the motor sits in the real world.
And this is where the big difference is between the bigger bore motor of the 2005 T100 version and the 790cc standard Bonneville. Revised cams and carburettors, and the capacity hike might only have lifted power output by 4hp but they've discovered nearly 15% more torque.
Furthermore, they've managed to keep the motor flexible. Although the red line is set at 7,000 (rather odd given that peak power is thus 200rpm into the red zone!), the revs can be dropped down to 2,000 rpm with no ill-effects, giving a top gear range of 35 to a ton-plus. Combined with a five speed box, the result of the decent rev range is a bike that can, on a twisty road, be put in an intermediate gear and ridden on the revs so that you don't have to change gear every fifteen seconds. However, if you want to just stick it in top and ride it that way, then there is decent thrust waiting.
The mirrors are short stemmed, but give a good view, and both clutch and brake lever are in easy reach, are light and have span adjusters, a good touch.
It's a good, user friendly bike that will make the rider feel confident rather than threatened.
If you simply want a sunny day bike with traditional styling, or you're after a gentle "looking at the scenery as you go" tourer, you could find yourself a good friend in the T100.
Riding the Bonnie T100 is an absolute blast. The bike is sure-footed at speed, easy-steering and highly manoeuvrable, all of which is no surprise, considering the 40-plus years of ongoing tweaks and improvements. The engine - heralded by the distinctive exhaust note - builds good power and the broad torque curve makes for a relaxed, effortless ride. The clutch requires only minimal effort and engages progressively, and the 5-speed gearbox shifts like a hot knife through warm butter. Excessive vibration - long the bane of vintage British twins - is simply not an issue, even at the 7,000rpm redline.
The Bottom Line: If ever a single model epitomized traditional motorcycling, it’s surely the timeless Bonneville. Now Triumph has added another layer to the basic experience with the T100 designation. Although the look and feel of the current model is very faithful to the original’s archetypal British design, decades of improvements and refinements serve to make the T100 a thoroughly modern motorcycle in every respect. The impeccable level of finish and detailing contributes considerably to the bike's good looks and desirability, and Triumph backs it up with an industry-leading Two Year Unlimited Mileage Warranty.
The Triumph Bonneville's rough at the edges legend, combined with easy good manners, makes it perfect for the rider who wants to relive the youth they never had.
Very nice write-up also on the Scrambler's off-road prowess in brand new issue of the Robb Report on Motorcycling that arrived yesterday...
After taking it off road on a trip the author concludes that Triumph doesn't really WANT you to know how good it performs on the dirt! Interesting...
Since Triumph obviously doesn't sell a dirt bike, it can only be due to legal concerns...
P
After taking it off road on a trip the author concludes that Triumph doesn't really WANT you to know how good it performs on the dirt! Interesting...
Since Triumph obviously doesn't sell a dirt bike, it can only be due to legal concerns...
P
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