Endurance test Triumph Thruxton R

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Triumph Thruxton R in the 50,000 kilometer endurance test

Reading experiences wanted

The Triumph Thruxton R has been in the MOTORRAD endurance test since July 2016. Now she has unwound the 50,000 test kilometers and we want your experience.

The Triumph Thruxton R has done it, the 50,000 km long-term test distance has been completed. Then the classic twin was dismantled and measured. For the final balance, MOTORRAD is looking for experiences that owners of a current Triumph Thruxton (built from 2016) have made so far. Letters, if possible with a photo, by email to atndi@motorradonline.de, with keyword: Triumph Thruxton.

The Triumph Thruxton R began its long-term test in the editorial office on July 1, 2016. Unusual: It was not the manufacturer or the importer who provided the machine, but the MOTORRAD editorial team going shopping themselves. Not because it would be so much fun for us, no, Triumph did not want to provide a motorcycle for an endurance test in the first model year "after bad experiences in the past". You can read here whether the lack of trust in your own machine is justified.

Mileage: 50,000, 1/2019

Workshop boss Gerry is enthusiastic. Finally a motorcycle built like a motorcycle, he is pleased.

happiness

Done! The Triumph Thruxton R has covered the 50,000 kilometers.

While on modern bikes just removing the drive can be a task that can hardly be managed without a workshop manual due to the often complex, nested and compact designs, the Thruxton makes it easy for the screwdriver: cut all electrical and other connections, frame supports dismantle, engine out. Finished! The dismantling of the horizontally split twin is just as easy and without sneaky traps. The first impression of the consistently massive and solid looking components is very good. Let’s see whether the measurement confirms this.

Mileage: 49,500, 11/2018

Jens Moller-Tollner

Fleet manager Tobias Wassermann took the Triumph Thruxton R out one last time. It went across the Swabian Alb. The editors countered the shifting pressure point on the Thruxton’s front brake with an 18-series Magura HC1 brake pump. The result is impressive. Although not ultra-sporty and crisp, but with a constant pressure point and constant travel on the lever, the Englishwoman can now be delayed. Hopefully the positive impression will be retained. What is important: For the Thruxton R there is currently no ABE to enter the HC1. However, this may still be possible according to § 19.3 STVO. Those wishing to convert should clarify this beforehand with a testing organization.

Mileage 39,846, 08/2018

The Thruxton is running tightly towards the 40,000 kilometer mark, the mechanical noises of the twin increase. Its thrust and also the silky gearbox still inspire. The pressure point of the front brake, which is still moving a lot, cannot please.

Mileage: 35,000, 6/2018

Seitz

PS boss Uwe Seitz cracked the 35,000 kilometer mark with the Thruxton.

This morning the English lady broke the 35,000 kilometer sound barrier. In 15,000 km it is already behind its previous existence. By the way, when the clock jumped to the three zeros, the two-cylinder sprinted at full speed and tight across the motorway. Maybe she will be happy when she soon no longer has to endure such agony. But she does her job very well – respect!

At 32,000 kilometers the inspection was due. That flows into the balance sheet with 634.77 euros.

Mileage: 29,600, 5/2018

Michael schumann

Helmut Dahne likes the retro design of the Triumph.

For Michael Schumann as a travel enduro fan and long-distance rider, the Thruxton is not the first choice. Nevertheless, he chose her for a two-day 700 km tour through Bavaria, combined with a meeting with Helmut Dahne in Munich.

Opening the lockable rotating tank cap was a real challenge. Not only has he never encountered this principle before, the lid is difficult to grip and rotates (probably under too much finger pressure) empty at first.

Well, Michael cleared this hurdle. A higher one was the bench seat, which feels like padding is missing. The consequences could still be felt long after the dismounting at the end of the first 300 km stage in Regensburg.

But where there is pain, joy is often not far: with the Thruxton it was the engine that made it for him. The casual power of the 1200s conveys sovereignty and serenity, offers pressure in practically every situation, presented in a completely unspectacular way. In short: the twin’s rubber band performance is simply awesome! And the brakes can keep up quite well.

And what does the former BMW man Helmut Dahne (photo) say about Thruxton? His former bread maker in Munich will not like it: “For me the most beautiful retro design among the current machines."

Mileage: 23,840, 1/2018

The endurance test Thruxton had to go to the workshop again. Because the cockpit tends to fog up, the entire instrument was replaced under guarantee. The shifting pressure point of the front brake was countered with renewed bleeding. The measure had an effect, but the pressure point is still not optimal. The clutch, which was chafing more and more, was completely replaced (basket, discs, bearings, attachments) on guarantee. Outside of the warranty period, the clutch would have cost around 990 euros and the cockpit 966 euros.

Fleet manager Tobias Wassermann dealt with the tank cap lock, which got stuck again and again, on his own with spray oil.

Mileage: 23,500, 1/2018 (interim balance)

It was a made-to-measure debut. When it first appeared, the Triumph Thruxton R took hearts by storm with this gorgeous mix of a harmonious and straightforward retro look. Plus this twin. It demonstratively displays its cooling fins, as if it were the living alternative to all the water-cooled high-performance engines. It’s still strong, cultivated, plus that velvety bass in the voice. And then the thing drove really well. It had to be a success. And logically a member of our long-term test fleet.

At the beginning of July 2016 the time had come. Fleet manager Tobias Wassermann screwed the number plate of the Triumph Thruxton R to the perky rear. After completing the running-in procedure, we went to the test bench – the certified 94 PS and an impressive torque curve – and then off to the MOTORRAD endurance test over 50,000 kilometers.

mps photo studio

As it is delivered with a solo hump, our Thruxton R does not have any pillion pegs. Triumph offers different versions. The forged and milled notches shown (86 euros) offer a wide contact surface. Alternatively, there are sports pegs (64 euros) in the look of the driver pegs and pegs with rubber pads (80 euros).

There was sunshine there from day one. The unbelievably fluffy handling, the irresistible as well as supple gripping from low revs, as if the Twin comes along on mighty velvet paws. "Perfect, bought, my motorcycle," enthused Fuel front man Rolf Henniges. "Ingenious, great thing, beautiful, and also almost comfortable", "great engine, elastic, easy to turn", were the entries that followed.

The moderately sporty seating position did not stress anyone and fortunately did not seem to deter anyone from longer towers. And the remaining range display turned out to be pretty accurate. Test Sven Loll let 13.8 liters gurgling into the 14.5 liter tank with a remaining range of six kilometers on the clock. Incidentally, the consumption of the Triumph Thruxton R leveled off at 5.8 liters. In any case, the first 8,000 kilometers were unwound in less than a quarter of a year. A recall in which the fuel pump cable was exchanged, that’s it before the turn of the year. The pretty Briton didn’t get a real winter break. At the end of January she was on the road again and collected kilometers before the defect devil reported for the first time.

At first, a light film of oil appeared on the engine housing of the Triumph Thruxton R under the starter. Because its origin could not be precisely located and the oil mist was only slight, the motto was drive on and observe. Shortly afterwards, while driving, the displays in the cockpit and finally all the electronics disconnected one after the other, and the Triumph stopped at a mileage of 8,830. The troubleshooting in the workshop did not give any tangible result. Because the Thruxton was running in the meantime and was in the workshop anyway, it got a new mapping and wider spacers for the front wheel. Because the front wheel of her was not properly spaced and the right brake disc spun close to the brake caliper. A practical, technically rather modest solution. Shortly afterwards the failure of the electrical system forced an involuntary stop. This time the workshop struck gold. Diagnosis: burned out alternator winding, exchange on goodwill. So the Brit-Twin ran again without any problems. Unfortunately, there is still some oil from the housing in the area of ​​the starter. After replacing the starter O-ring did not bring any improvement, the workshop tried to seal the housing from the outside. For the time being, that was the last unction for the engine housing. At this point in time there were already 9,400 kilometers on the books.

From then on, the Triumph Thruxton R collected kilometers again just as diligently as enthusiastic entries about its engine and the lively driving behavior. However, also the first critical notes on the annoying free travel on the handbrake lever, which could not be got under control even by meticulous bleeding. In addition, the two-person bench seemed to be showing signs of fatigue, its comfort not only met with enthusiasm on longer stages. "Should the seating comfort also be vintage, or is the bench already worn out?" Asked the service man Thorsten Dentges at a mileage of 10,040. But to immediately follow follows: "Nice on the road."

markus-jahn.com

We exchanged the higher original stubs for 65 millimeter lower handlebar halves from the Triumph accessory trade. However, that does not make for a plus in driving pleasure …

And so the Triumph Thruxton R collected more endurance test kilometers and every now and then a rebuke for scratching brakes. Until, yes, until there was another entry due to oil mist on the engine housing at 17,736 kilometers. It seemed like a disease that had long been thought defeated and was coming back. The fact that the clutch drew attention to itself when it was cold was only marginally of interest. Triumph saw no other way to stop the oil leak but to swap the engine case.

At this point it must be mentioned that there were practically no responses to a corresponding reader call on this topic. In this respect one can in fact assume that it is an exception, as noted by Triumph. A water drainage hole under the starter, the diameter of which was reduced in the course of production, does not seem to be the cause. In any case, the engine housing is currently being examined in Hinckley. But swapping the case was a bit like opening Pandora’s box. When it was dismantled, Triumph found the case, a pitting-scarred rocker arm and the cylinder showing the first grooves to be ready for replacement. And while you were at it, there was a fresh alternator with it. When exchanged just under 9,000 kilometers ago
The generator had engine oil found its way through the cable to the connector. This was followed by a short, intensive discussion about discontinuing or continuing the endurance test, which ended with the decision to continue. Finally stayed
essential innards continue in the engine, and the periphery should also show its condition over the 50,000 kilometers.

Since this intervention, the Triumph Thruxton R – then carefully run in – has again been busy collecting kilometers in the endurance test. The fun in curves can even be increased by exchanging the standard tires (see tire recommendation), because each of the alternatives tested brought an improvement to the series. Even if Rolf Henniges, who was initially very enthusiastic, stated soberly: "Since the housing was replaced, the motor has had a bright metallic purr, have you forgotten the scalpel and swab in it?" – their appeal is unbroken. The fogged instruments that were criticized on the autumn trip and are due for replacement (guarantee) did not change anything.

Because it has been running flawlessly since then, not only unwinding 7,000 trouble-free long-term test kilometers, but still has many friends in the editorial office. Not least thanks to the beefy engine. And so the signs are for the time being on a conciliatory strike.

Mileage: 19,200, 9/2017

The biggest problem child in the fleet is currently the Triumph Thruxton R. The test started on July 5th, 2016, today (due date October 3rd, 2017), after 455 days, the odometer reading is still this side of the 20,000 mark. Evil tongues claim that the British with the Triumph Thruxton R not only imitated the look of the classic Meriden Triumphs perfectly, but also their reliability … And at the latest since they started to lose oil, they seemed to be right.

Aquarius

This hole (top left) is the reason for the housing replacement. The arrow points to the leak in the massive motor housing.

Here’s the facts again in brief: The O-ring on the starter flange was suspected and replaced for the first oil loss. But the drip remained, the oil apparently pressed directly through the engine housing. The damp spot is directly next to a drain hole in a web of the housing (see picture on the left). How the oil gets into the open at this point is hardly understandable, because on the one hand both the bridge and the bore are in the open, on the other hand there is no real overpressure inside.

After a provisional attempt to seal the leak was only crowned with success for a short time, the complete engine housing including cylinders was replaced under guarantee under the supervision of MOTORRAD. This swap was preceded by heated discussions within the editorial team, because a major intervention in the engine is hardly imaginable. The fact that the alternator, which had already been replaced at 8,832 kilometers because of burned windings, had to be replaced again, this time because engine oil had found its way through the cable to the connector, is no longer significant.

Mileage: 10,500, 5/2017

Tea Triumph Thruxton R in the MOTORRAD endurance test recently suffered from a mysterious oil loss. At first a leak was suspected on the starter flange and the corresponding O-ring was replaced. Shortly afterwards there was another loss of oil.

MOTORRAD workshop manager Gerry Wagner found out that the oil oozed directly from the housing, namely from a hole in a web on the right of the engine housing below the starter. The editorial staff initially suspected a possibly too large or incorrectly executed hole in the engine housing. This approximately 8 millimeter thick hole is actually intended to drain rain and splash water.

Aquarius

It’s about this hole in a web on the engine housing of the Triumph Thruxton R..

It was surprising that this hole in our endurance test Triumph Thruxton R is larger (a good 8 mm) than in other test vehicles of this model series (around 6 mm). MOTORRAD therefore asked the importer. After consulting the headquarters in England, the following answer was given: The diameter of the drain hole in the ongoing production was changed in order to accelerate the production process, because this saved a tool change. So newer vehicles have the smaller bore. So far, however, according to Triumph, there have been no leaks in earlier vehicles with the larger bore.

It remains unclear why, of all things, the test machine leaked. It is possible that manufacturing tolerances came together unhappily here, or there was a cavity in the casting in this area. If readers have a similar problem with their Triumph, please let them know. The test machine is initially repaired provisionally using a threaded insert in order to be able to continue the long-term test without losing too much time. At the end of the season it should be decided whether the housing should be replaced. Triumph makes it clear that in such cases the case would of course be exchanged for customers under warranty.

Mileage: 8,830, 2/2017

A major defect on the Triumph Thruxton R came on quiet feet: at the end of February, the 1200 initially went out while driving. Thereupon there was a new mapping at the dealer. But new software alone was not enough. Shortly afterwards the odometer reading in the speedometer failed, then the warning lights for ABS and traction control flashed until the entire cockpit display quit. The cause of the electrical trick now turned out to be a burned out alternator – the windings had already burnt deep inside. However, nobody noticed a burning smell. Well, at 8830 km there was a replacement with fresh copper.

For another reason, Triumph officially recalled all Bonneville, Thruxton and Street Twin / Street Cup machines because of the risk of fire. The insulation of the fuel pump cable was damaged by a burr caused by the production tool. The consequences could be fatal: "Gasoline could get through the insulation to the main wiring harness and cause a short circuit, creating a risk of fire." Our long-term tester received the new cable, and at the same time the front wheel was precisely spaced out by means of new spacer sleeves: Until then, the right brake disc only ran past the saddle by a hair’s breadth (see MOTORRAD 4 / 2017).

Mileage: 8,215, 12/2016

After the tiresome discussion about compulsory winter tires was still not over, we put the test to the test. The reason for this is the Winter Grip Plus rubber from the Turkish manufacturer Anlas (sales: www.alphatechnik.de), which is provided with M + S identification. So quickly ordered a couple for a self-test with the Triumph Thruxton R..

The pretty Triumph is also a topic of discussion apart from the tire question. As discussed in relevant forums, on some machines the right forehead brake disc runs uncomfortably close to the brake calliper and can even drag in individual cases. Our long-term test machine is also affected by this, with the brake disc turning just past the caliper.

According to Triumph, the result of the unfortunate combination of different tolerances that add up. At the moment, the dealers are ensuring sufficient by loosening and retightening the axle after the corresponding fork leg has been pulled slightly outwards "air". The final remedy is to center the wheel with other spacers. A certainly functional, albeit technically not top-class solution. It is currently unclear when Triumph will switch production so that both discs run through the center of the tongs.

Mileage: 7.005, 10/2016 (autumn exit)

39 Pictures

Pictures: Triumph Thruxton R in the 50,000 kilometer endurance test

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motorcycles

Autumn trip with endurance test motorcycles

8 bikes in the 50,000 kilometer test

read more

Mileage: 1,500, 6/2016

Seldom has there been so much agreement in the morning conference. From the beginning there was not the slightest doubt: A Thruxton has to pass the long-term test, absolutely. And of course not the simpler basic variant, it should already be the noble Triumph Thruxton R, with Ohlins chassis and high-quality braking system. Test boss Gert Thole made a highly official inquiry to Triumph Germany. Because usually the manufacturers or their importers make the motorcycles available for the MOTORCYCLE endurance test. Unfortunately, the request was refused: In the future, "after bad experiences in the past", Triumph does not want to provide a motorcycle for an endurance test in the first model year. You can really only interpret it this way: At Triumph, trust in its own products is limited, at least with new models.

So MOTORRAD took the route of every normal customer and bought a copy from an authorized dealer without further ado. And so a fiery red Triumph Thruxton R has graced our long-term test fleet for around three weeks and has already covered 1500 kilometers in this shorts time. The pretty thing is coveted, although it is not exactly predestined for longer tours or luggage transport. And so far there have only been amazed or grinning faces among the pilots when they came back from a trip with her. First of all, this is due to the wonderfully light-footed driving behavior.

You don’t have the slightest feeling of sitting on a 1200. It turns so effortlessly, drives its line so easily, and the tank is so wonderfully narrow, it almost looks like a fountain of youth. Which is a bit astonishing, because on the fork we have practically fully opened the damper valves for rebound and compression due to the very tight basic set-up, but the damping is still very full when pushed while standing. But it works quite well when driving. And the stereo struts of the Triumph Thruxton R also do a very good job.

Hertler

All endurance test motorcycles have to go through: Test bench measurement after completing the running-in phase.

And then there is this powerful 1200 twin with the irregular firing order. How full and brawny he stomps off at low speeds is a stunner. It has enough flywheel mass to run around with a dull thud at low speeds. At 100 km / h there are just around 3800 rpm on the pretty rev counter. A top-notch decelerator that makes speed a minor matter. In push mode, the twin of the Triumph Thruxton R shoots heartily from the brushed end gander, a feast for the eyes and ears, but without being rowdy.

So far there have only been words of praise in the logbook. So far, there have been no serious weaknesses in the first few kilometers. If anything, it is more of the minor things that have caught our attention so far: The second gear of the Triumph Thruxton R runs with a slight howling, which is particularly noticeable in the city. There, the mirrors attached to the handlebar ends not only find admirers, the machine becomes wider as it snakes through, exactly at the height of the car mirrors. And when locking you can easily slip beyond the locked position in the ignition lock and unintentionally activate the parking light.

Otherwise, however, the Triumph Thruxton R has shown itself to be at its best so far, being moderate at the gas station with just under 5.2 liters of consumption. However, she has not yet had to go on longer tours. That brings us to the subject of transport. Today it is rather unusual for a machine to be delivered from the factory as a single-seater.

This must be changed for the endurance test. That is why the Triumph Thruxton R was given the comfort two-man seat (289 euros) along with pillion pegs (84 euros) from the Triumph accessories program right from the start, so that a pillion can also enjoy the twin.

The Triumph Thruxton R has now completed the running-in procedure, as has the mandatory input measurement after the initial inspection – which was moderate at 161 euros. With 94 PS, the Twin does not quite achieve its nominal output of 98 PS, but maybe one or the other horse will join in as the mileage increases. The full torque curve is also impressive. So the signs are good for a fun long-term test.

Offers used Triumph Thruxton R in Germany

1000PS marketplace app

The selection of used Triumph Thruxton R is large.

The Triumph Thruxton R is a beauty on two wheels that many motorcyclists dream of. The availability on the used market is good, however, which means that the exclusive Triumph does not have to remain an unfulfilled dream. A price overview for used Triumph Thruxton R can be found here: used Triumph Thruxton R in Germany.

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