Driving report Triumph Thunderbird with Big-Bore-Kit

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Driving report Triumph Thunderbird with Big-Bore-Kit
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Driving report Triumph Thunderbird with Big-Bore-Kit

Driving report Triumph Thunderbird with Big-Bore-Kit

Driving report Triumph Thunderbird with Big-Bore-Kit

Driving report Triumph Thunderbird with Big-Bore-Kit

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Driving report Triumph Thunderbird with Big-Bore-Kit
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Driving report Triumph Thunderbird with Big-Bore-Kit

Kit rock

As if a displacement of 1,600 cubic centimeters weren’t enough, Triumph offers a 1700 big bore kit for the new Thunderbird. For more power, more torque and more groove.

Only the small, chrome-plated clutch cover on the left half of the engine housing reveals the volume of the Thunderbird’s mighty in-line two-cylinder. 104 cubic inches It says cast in metal, which is the equivalent of 1700 cubic centimeters of displacement. In other words, 100 more than what is available as standard, achieved through a 3.3 millimeter larger bore with the same stroke. The proud 107 millimeter pistons and cylinder liners are by no means all that the Big Bore Kit includes. Sharper camshafts, stronger clutch springs as well as said clutch cover are also included. The kit, which will be available with the market launch in July, will cost around 600 euros, plus installation by the Triumph dealer and entry in the papers, which is no problem thanks to the documents supplied. A lot is offered for the price, after all, the kit should increase the power from 85 to 97 hp and the maximum torque from 146 to 156 Newton meters.

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Driving report Triumph Thunderbird with Big-Bore-Kit

Driving report Triumph Thunderbird with Big-Bore-Kit
Kit rock

Thunderbird used the opportunity for MOTORRAD to directly compare the drilled out variant with the series T-Bird (advance driving report in MOTORRAD 8/2009). The difference is immediately noticeable. There are only a few revolutions above idle, which is enough to set more than six hundredweight of sparkling chrome mass in motion with elemental force. A quick twist of the throttle is enough for the Big Bore Thunderbird to tense its muscles, jump forwards, make meters in giant steps, as if it wanted to dig up the asphalt with every turn of the wheel. Where the standard variant still responds good-naturedly to gas commands with gentle thrust and enjoys a cultivated load change behavior, this T-Bird is more direct, harder in the throttle response and thus inspiring. Six gears are available that can be shifted easily and precisely. Five of them are helical, which reduces mechanical noise. A maximum of three courses would be enough between Barcelona and the winding mountain region around Mont Serrat. Between 1000 and 3500 rpm, the in-line engine feels and sounds like a 90-degree V2 thanks to its 270-degree crank pin offset. And it is in this speed range that it would be best to use it, because it is in this range that the 17 kilogram crankshaft balances the highest torque on the clutch. Two balance shafts keep the vibrations of the in-line engine at a low level, even up to its speed limit of 6500 revolutions.

The increase in power of the 104 engine does not push the chassis with its torsion-resistant, classic double-loop frame, conventional Showa fork and “stereo” struts to its limits. The driving stability is enormous, the handling is surprisingly easy? despite the long wheelbase and high weight. The steering precision is also exemplary for a cruiser. The sitting position is pleasantly low. Footpeg and handlebar positions are even good for comfortable travel. And the easy-to-dose brakes can easily handle more than six hundred pounds of dry weight. Initially only available without an anti-lock device, Triumph plans to offer an ABS from Nissin from September for an additional charge of 600 euros. It remains unclear why Triumph equipped the test machines with retrofit silencers at the presentation. Although they give the Thunderbird a pleasantly bassy sound, they are unfortunately not homologated. But even without this, the T-Bird should really rock.

Technical data – Triumph Thunderbird 1700


triumph

engine
Water-cooled two-cylinder four-stroke in-line engine, two balance shafts, two overhead, chain-driven camshafts, four valves per cylinder, injection, 42 mm diameter, regulated catalytic converter with secondary air system, 540 W alternator, 12 V / 18 Ah battery, mechanically operated multi-plate oil bath clutch, Six-speed gearbox, toothed belt, secondary ratio 62:28.

Bore x stroke 107.1 x 94.3 mm
Cubic capacity 1699 cm³
Compression ratio 9.7: 1
Rated output 71.0 kW (97 hp) at 4850 rpm
Torque 156 Nm at 2750 rpm

landing gear
Double loop frame made of steel, telescopic fork, ø 47 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, double disc brake at the front, ø 310 mm, double-piston floating calipers, disc brake at the rear, ø 310 mm, double-piston floating caliper.

Cast aluminum wheels 3.50 x 19; 6.00 x 17
Tires 120 / 70R 19; 200 / 50R 17

Dimensions + weights
Wheelbase 1615 mm, steering head angle 58.0 degrees, caster 151 mm, spring travel f / r 120/95 mm, seat height 700 mm, dry weight 308 kg, permissible total weight 570 kg, tank capacity 22.0 liters.

Two year guarantee
Colors blue / white, black, silver / black
Price basic machine without / with ABS 13740/14340 euros
Big Bore Kit approx. 600 euros*
Additional costs 250 euros

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