Driving report LSL-Triumph Bonneville Clubman

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Driving report LSL-Triumph Bonneville Clubman

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The recently introduced Triumph Bonnville has already matured into a stylish cafe racer. Accessories specialist LSL made the elegant British lady fit for the club of sporty individualists

With its organic shapes, the new Triumph Bonneville is indeed a real eye-catcher. But the makers of LSL lacked the right flavor in the new edition of the 60s sportsman. When converting the Bonnville to the Clubman, named after the earlier series machine races on the island, the Krefeld team therefore concentrated on three components: wheels, suspension elements and seat posture. By the way, the look should also have an individual touch. The parallel twin remained untouched.
By changing the spokes from 19 “at the front and 18” at the rear to an 18/17 “pair, there is now a wider range of modern radial tires to choose from. LSL opted for the Bridgestone BT 020 in the dimensions 110/80 ZR 18 and 150/70 ZR 17 (standard tires: 100/90 R 19 and 130/80 R 18). Since the rolling circumferences of the front tires differ by only about four percent, the speedometer was not adjusted, and the display is now a little faster.
The sportier orientation was taken into account with the conversion of the fork (new springs, more viscous oil and modified air cushions) and new struts. The flatter roadster handlebars and the notches set back twelve centimeters and three centimeters higher also helped. The upper body now leans slightly towards the wind, while the thighs elegantly wrap around Bonnie’s wasp waist. The leg angle is also comfortable for taller drivers.
The dot on the »I«, so to speak, is the subtle paintwork in Arles Windjammer Blue, an old Land Rover color. Loving details such as the now narrower rear fender or the taillight in the style of the 60s underline the British Cae Racer style.
Sportiness à la Bonneville Clubman naturally has nothing to do with hanging off and chasing seconds. Rather, this Bonnie wants to be a motorcycle for individualists who want to enjoy beyond all pressure to perform and far from the hustle and bustle. It doesn’t matter that the elegantly manufactured, foldable light metal notches touch the asphalt in fast-moving serpentines or that the chassis develops its own dynamics from speedometer 130. After all, nobody seriously expects racer qualities.
Nevertheless, one is happy about the neutral steering behavior, the new wheel-tire pairing harmonizes very well with the Triumph. With such soles, the Bonnie is still completely alien to hectic reactions to longitudinal grooves or the tendency to stand up when braking in an inclined position.
In view of the possible driving performance, the two high-tech struts are certainly oversized, but perfectionists and friends of noble finishes will be pleased with the Wilbers struts, which can be adjusted in rebound and compression (the latter can be adjusted separately in high and low speed). Due to the tight spring travel (front 120 mm, rear 105 mm), the coordination is naturally on the tight side. However, the rebound stage does not match the mounted springs, so that the rebound stage damping has to be opened almost completely in order to enable correct rebound on bumpy roads and thus prevent the rear from rebounding more and more. Only then did the Bonnie lie quietly on the test bumpy track. An overall somewhat softer setting would certainly be better here, in order to enable an adjustment on both sides – tighter or softer depending on your preference. The new tuning of the non-adjustable fork worked out quite well overall.
M.ith the tiny mirrors, however, LSL overshot the target: Apart from your own upper body, you can see practically nothing because the arms are too short. With the Bonneville Clubmann, LSL has put together a delicious menu for fans of the classic two-cylinder engine that combines the traditional look with a respectable dose of sportiness ?? well done.

Specifications – LSL-Triumph Bonneville Clubman

Engine: Air-cooled two-cylinder four-stroke engine, two balance shafts, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, Keihin constant pressure carburetor, (36 mm, uncontrolled catalytic converter with secondary air system, electric starter, bore x stroke 86 x 68 mm, displacement 790 cm³, rated power 44 kW (60 HP) at 7300 / minMax. Torque 62 Nm (6.3 kpm) at 3500 / minPower transmission: primary drive via gears, mechanically operated multi-disc oil bath clutch, five-speed gearbox, X-ring chain, secondary ratio 43:17 Chassis: double loop frame made of tubular steel, telescopic fork , Standpipe diameter 41 mm, two-arm swing arm made of steel tubes, two spring struts, adjustable spring base, rebound and compression damping, front disc brake, double-piston caliper, (310 mm, rear disc brake, double-piston caliper, (255 mm. Spoke wheels 2.50 x 18; 4.25 x 17 tires 110/80 ZR 18; 150/70 ZR 17 Chassis data: wheelbase 1493 mm, steering head angle 69 degrees, caster 117 mm, spring travel f / r 120/10 5 mmDimensions and weightsL / W / H 2250/690/1150 mm, seat height 775 mmWeight fully fueled 224 kg, payload 206 kg, tank capacity / reserve 16/3 litersSingle prices Conversion costs: Conversion of wheels incl Additional costs: 20,980 marks

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