Triumph Legend TT test

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Triumph Legend TT test

Simple and poignant

Lower, handier, cheaper. The new Triumph Legend TT aims to make entry into the three-cylinder world easy.

Nostalgia is in. Whether movie hits like Titanic or cheeky remakes of old songs, the past is a great way to make money. The two-wheeler manufacturers have long since understood this and successfully brought models such as the Kawasaki Zephyr or the Suzuki GSX 750 to the motorcycle crowd. And last but not least, the British are very familiar with refurbishing old chrome dreams. After all, the brand new Triumph Legend TT is already the third nostalgic bike from Hinkley.
The fact that this is powered by a 900 cubic centimeter three-cylinder is of course no coincidence, because the Legend is not as new as it would have us believe. After all, following the modular principle that is typical of Triumph, almost all parts are derived from existing models. The basis for this is the Triumph Thunderbird, which was presented three years ago. Their nominally 69 hp three-cylinder heart was only camouflaged with black paint. On each side of the exhaust manifold there is a conical silencer from the Thunderbird Sport, from which the 17-inch spoked wheels come. In contrast to this, however, the Legend is satisfied with only one disc brake in the front wheel.
What is new, however, is the rear frame, which, in conjunction with an extremely economical padded bench, ensures a pleasantly low seat height. Pleasing at least for small-grown prospects who can get solid ground under both feet on the Legend if necessary. Tall contemporaries with a length of over 185 centimeters will feel a bit out of place on the 900. With your feet parked on the thick pegs mounted far in front, your knees stick out over the tank and come into the enclosure during tight turning maneuvers with the high but strongly cranked handlebars.
Supplied by three Keihin constant pressure carburetors, the English engine purrs like a cat on a tiled stove just a few seconds after take-off. The typically hoarse rattle of the three-cylinder is largely suppressed by changes in the intake area. Only when the Legend starts its triad in higher speed regions can the aggressive hissing be heard clearly. To get into this area, however, you first have to drag yourself through a massive speed drop between 4000 and 5000 rpm, which slows down the otherwise vehement forward thrust of the Legend for a short time. But then the character head really gets down to business, willingly turns to the red area and eagerly pushes real 75 hp from the rear wheel.
It is particularly pleasing that the engine, known in the Thunderbird as a drunkard, is now displaying moderate drinking habits. While the first Thunderbird equipped with Mikuni carburettors consumed between 6.2 and 12.2 liters of fuel per hundred kilometers in the MOTORRAD test three years ago, the new Legend is content with 4.7 to 7.2. If an uncontrolled catalytic converter with secondary air system based on the Kawasaki model were used, the three-cylinder would be almost flawless. Because despite the performance gap, it hangs neatly on the gas, is free from disruptive load changes and spoils you with a gentle, easily predictable performance. Any vibrations that may be present are effectively absorbed by the thick rubber pads.
The Legend’s chassis has a similar character. The pattern of handiness can be thrown through alternating curves as a matter of course, which is unparalleled in the 900 class. The comparison with an XV 535 comes to mind at one point or another. The low seating position, the playful handling and the good-natured drive make it child’s play to get along with this motorcycle.
On poorer roads, however, the much too flimsy rear strut spoils the driving pleasure a little. Constantly working in the progression due to the too soft spring, it sometimes gives quite rough blows to its pilot. The sparsely upholstered bench does not serve as an effective buffer. The hindquarters then kneel completely under the weight of a second person. In return, the passenger can look forward to a much better padded seat roll.
The telescopic fork, on the other hand, gives no cause for criticism. Sufficiently tightly sprung and perfectly damped, it can cope with both bad road surfaces and hard braking maneuvers without complaint and without going to the block
The performance of the individual discs on the front wheel is always sufficient even for emergency braking. Provided that the hand lever, which is unfortunately not adjustable, is pulled with enough force. If you lack power in an emergency, you can at least rely on a very effective, easy-to-dose rear brake.
E.The Legend TT should be in motorcycle for beginners, re-entrants and climbers. With which Triumph literally hits the nail on the head. Because rarely has a 900 been so easy to drive, so easy to maneuver when maneuvering and – by British standards – to get it so cheaply. At 14,990 marks it is 2000 marks below the price of a Thunderbird Sport. Who cares about a lockable fuel filler cap with this argument??

Technical data – TRIUMPH Legend TT

Engine: water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, Mikuni constant pressure carburetor, Ø 36 mm, contactless transistor ignition, uncontrolled catalytic converter, electric starter, three-phase alternator 300 W, battery 12 V / 14 Ah. Bore x stroke 76.0 x 65 mm, displacement 885 cm³, compression ratio 10: 1, rated output 51 kW (69 PS) at 8000 rpm, max. Torque 69 Nm (7.0 kpm) at 4000 rpm Power transmission: primary drive via gear wheels, multi-disc oil bath clutch, hydraulically operated, five-speed gearbox, O-ring chain, secondary ratio 17:43. Chassis: central tubular frame made of tubular steel, supporting motor, telescopic fork, standpipe diameter 43 mm, two-arm swing arm made of aluminum profiles, central spring strut, with lever system, adjustable spring base, front disc brake, double-piston caliper, Ø 320 mm, rear disc brake, double-piston caliper, Ø 285 mm. Spoked wheels 3.50 x 17; 4.25 x 17 tires 120/70 ZR 17; 160/60 ZR 17 Chassis data: wheelbase 1580 mm, steering head angle 63º, caster 106 mm, spring travel 150/110 mmService dataService intervals every 10,000 kmMotor oil SAE 10 W 40Oil change with filter every 10,000 km / 3.75 lTelegabelol SAE 10 W 20, Air cushion 126 mm Spark plugs NGK DPR 9 EA-9 Chain 5/8 x 3/8, 110 rollers Idle speed 1000 ± 50 / min Valve clearance inlet / outlet 0.10 – 0.15 / 0.15 – 0.20 mm Tire pressure (with pillion passenger) v / h 2.5 / 2.9 (2.9 / 2.9) barColors red, black, greenGuarantee two years with unlimited mileagePrice including VAT and ancillary costs 14,990 marks

Conclusion

In the throttled 31 hp version, the Legend is a great entry-level motorcycle, with full power a hot tip for beginners and those who want to return. Very easy handling, safety thanks to the low seating position and a good-natured, yet powerful three-cylinder, which knows how to inspire in all positions despite a small performance gap. The brakes and chassis also work flawlessly except for the too soft rear suspension. The Triumph technicians have even managed to get a grip on the previously high fuel consumption of their youngest oldie.

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