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Driving report Triumph Thruxton 900
Days of Glory
The English cafe racers of the 1960s were not built to stroll, but to win. The Triumph Thruxton builds on this and on glorious days on the racetrack. It’s about honor.
S.he not only served as a test of strength among youngsters, the illegal races from cafe to cafe in England in the Roaring Sixties, but were like rock ?? n ?? Roll also an attitude towards life, expression of rebellion. They drove tuned production motorcycles, the cafe racers. Their features: more powerful engines, deep clip-ons,
recessed footrests and neat hump seat.
In that decade there was triumph
Glorious victories on the 3.7 kilometer long Thruxton circuit, the fastest racetrack in England. In 1962 a Bonneville won the 500 mile race. The commercially available production racer, the T 120 R Thruxton, with twin carburettors and strong 53 hp once reminded of this. Equal
several of the only 55 copies made dominated the Thruxton 500 in 1969.
Now Triumph is back with a Thruxton in Thruxton. Building on the stories from back then. And again, a Bonneville serves as the basis for the commercially available Cafe Racer, sporty, slim and of simple elegance. Stylishly takes
he historical bonds, like the scarce
cut front fender made of plastic; the one at the stern is tinny. Particularly neat: the vertical stripes in the checkered flag design over the tank and seat hump.
Now it’s: “Gentlemen, please start your engines.” Offered right from the start
the Thruxton twin always has more punch than the Bonnie. Thanks to the four millimeters larger pistons, the air-cooled 360 degrees-
Paralleltwin now 865 cm3 displacement. Together with new carburetors, sharper camshafts and the completely new exhaust system, up to 69 hp and 72 Newton meters are now available. The gentle pulsation of the motor massages the soul.
In accordance with the law, the subtle sound from the is muffled more than before
half-height Norton-style roadster bags. The short stroke hangs sensitively and without disruptive load changes or vibrations
on the gas and comes nice and elastic from below. It can be upshifted early. But in order to enjoy the endless curves of Thruxton, it is recommended to turn out fourth gear and ?? printed flat on the tank ?? to look for more speed in the fifth. Then the speedometer needle looks over at the 200 km / h mark, the colleague in the rev counter, which is also highlighted in white, runs into the red area at 7,500 tours. Well done, triumph!
Before the next bend it bites
Two-piston pliers strong and easy to dose on the 320 millimeter measuring single disc, with a wide dosing range the rear stopper pinches, also activated by a steel flex line. Not tweaking at all
is the sporty sitting posture. It belongs like that. If you slide forward in the long driver’s seat, you park your knees next to the cylinder head, but small protective bars on the upper cooling fins provide space.
The Thruxton sweeps precisely around the corner, early on the unscrewable fear nipples under the finely chiseled footrests create furrows in the asphalt. Light stirring in the tubular steel frame when driving too briskly should be taken seriously as a signal not to overdo it.
On the narrow country lanes of the
English Midlands, on the other hand, the chassis is in its element. The retro bike scurries agile around tight bends, only at higher speeds is significantly more physical effort required. Compared to the Bonneville, the steering head is steeper, caster and wheelbase have been shortened. Front and rear springs synchronously, especially the revised 41 mm telescopic fork with continuously adjustable spring preload works sensitively and comfortably, its damping feels just as coherent as on the five-way adjustable spring struts that are 15 millimeters longer.
The slim tires, 100 millimeters at the front and 130 at the rear, also promote handling. But the type is triumphant
too much into classical music. The Metzeler ME 33, which is more than 20 years old in its basic form, offers the same performance even on dry roads
little feedback like grip, the ME Z2 sticks a little better at the rear. At least new tire approvals should be available soon. Beautiful: the wire spoke wheels with aluminum rims.
The whole concept of this bike with a lot of character is also coherent. Because you can enjoy a feeling that has become seldom: having really challenged your motorcycle and not the other way around. Just like in those glorious days of the 60s.
Technical data – Triumph Thruxton 900
Engine: air-cooled two-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, double carburetor, Ø 36 mm, uncontrolled catalytic converter with secondary air system, 324 W alternator, 12 V / 10 Ah battery, mechanically operated multiple discs – Oil bath clutch, five-speed gearbox, X-ring chain.
Bore x stroke 90.0 x 68.0 mm
Displacement 865 cm3
Compression ratio 10.2: 1
rated capacity
51 kW (69 PS) at 7250 rpm
Max. Torque
72 Nm at 5750 rpm
Chassis: double loop frame made of steel, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of steel, two spring struts, adjustable spring base, front disc brake, Ø 320 mm, double-piston floating caliper, rear disc brake, Ø 255 mm, double-piston floating caliper.
Spoked wheels 2.50 x 18; 3.50 x 17
Tires 100/90 R 18; 130/80 R 17
Dimensions and weights: wheelbase 1477 mm, steering head angle 63 degrees, caster 97 mm, spring travel f / h 120/105 mm, seat height 790 mm, weight with a full tank of 230 kg, load 200 kg, tank capacity 16 liters.
Two year guarantee
Colors black / silver, red / silver
Price 8360 euros
Additional costs 240 euros
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