Single test: LSL-Clubman T 860

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LSL-Triumph Clubman T 860 Roadster in the driving report

Retro Club: Driving report from the LSL Clubman

LSL transforms a Triumph Bonneville into a neat retro roadster called the T 860. With it you can only stroll, but also drive really fast: Classic shapes meet modern chassis components and great brakes.

“A motorcycle has to be more than a machine.” This is what the LSL Clubman series brochure says. That’s true. The ongoing trend in the field of retro-classic mopeds confirms this. All of these bikes want to combine what earlier motorcycles always did: look good and still be dynamic.

LSL-Triumph Clubman T 860 Roadster in the driving report

Retro Club: Driving report from the LSL Clubman

LSL in Krefeld is based on that philosophy of what is both beautiful and dynamic. The LSL Clubman T 860 Roadster also masters digging through woods and meadows and leaving gravel paths behind with the cock being mostly cocked.

This is evident not only from the Pirelli MT90 on elegant, black anodized 18-inch wire-spoke wheels, but also from the gear selector lever, which is located a long way from the detent. Unwelcome side effect: in a normal driving posture, even with shoe size 45, you step into the void to change gears. It’s nice that the buyer can design his conversion individually and freely decide whether he wants the milled and sharply jagged footrests that are offset both backwards and upwards.

Strolling potential has not been exhausted for a long time

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Left the Clubman, right the Triumph.

Because anyone who has a Triumph Bonneville (basic price from 8150 euros), which forms the basis for the Clubman T 860 Roadster, refined for up to 9600 euros, will probably want to avoid off-road excursions as much as possible. If people are already driving, then the pretty roadster has to be used for a leisurely stroll along the pristine country roads on Sundays, which would by far not exhaust the potential of the retro bike. The Clubman also masters brisk driving.

The 865 cubic centimeter twin comes to life – and the neighbors from their sleep. At least when you head out bravely. From the high-level ZARD exhaust system (with EG-BE), the undamaged Triumph engine with 360 degrees crankshaft offset comes into its own, but in terms of volume it is on the edge of the civilian. In addition to the famous deep babbling of the system, it is profiled with a bend running inwards behind the right cylinder. The driver’s calves and knees only roast on level two instead of level three as with similar systems.

The tester’s textile trousers still had to believe in it – and from now on they ensure constant ventilation of the right leg. Rookie mistake. For free. The flat, but well-padded bench seat welcomes the very best in comfort, the Fat Bar handlebar is great in the hand and enables an upright, but by no means passive, sitting posture. Now the LSL levers for the clutch and brake have been adapted to your personal stylus, and you’re ready to go.

You curve precisely through the editorial office’s narrow underground car park and out into downtown Stuttgart. The chassis geometry has been modified: the steering head angle is now 64 degrees compared to the previous 63 degrees, the caster subsequently measures 97 millimeters (Bonneville: 106 mm) and the wheelbase is reduced by 20 to 1470 millimeters. The aim of these measures: despite the 18-inch model with 110 width at the front and 150 width at the rear, maintaining a high level of handiness and improving straight-line stability. Whether that worked?

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More than an eye-catcher: Ohlings stereo shock absorber.

With the high-torque twin you can quickly turn your back on the urban turmoil. From idle speed, the unit pushes forward powerfully, but annoying when gliding at low speed in coasting mode with constant travel jerks. The coordination with the exhaust is not perfect. So stepped down one step in the precisely locking five-speed rear derailleur, off you go under tension through the Black Forest curve labyrinth.

The Clubman is wonderfully stable. At no point does it seem nervous, and even a short detour on the motorway at up to 180 km / h is uncritical. That gives confidence. The LSL tilts easily in an inclined position. From curve to curve you dive deeper, slowly feeling your way to the limit. The tight design of the fully adjustable Ohlins shock absorbers is not back-friendly, but fits the concept and makes cheeky ironing over potholes and bumps possible without the two-wheeler rocking.

Despite the fork set-up, which is a tad too soft in relation to the rear dampers, you find yourself completely forgetting that enduro tires are not mounted on the roadster, but rather. These ultimately determine the dynamic limit with a good-natured limit range.

The same goes for the brakes. The CNC-milled Brembo brake caliper, controlled by a steel flex cable, bites into the wave disc with considerable effect. Thanks to the transparent pressure point, the LSL can be delayed great – at least in theory. Because the front tire indicates premature locking with a gentle whimpering noise. So it’s better not to be on the last minute. It would be a shame if the scrambler clear glass headlight broke and the matt gray paint was damaged. Because such a roadster has to be both: beautiful and dynamic. Just like the Rickman used to be. And the Clubman today.

Buy Triumph Bonneville on markt.motorradonline.de

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Pictures: LSL-Triumph Clubman T 860 Roadster in the driving report

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www.lsl-motorradtechnik.de, Tel. 02151 / 5559-0

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