Triumph Bonneville Speedmaster test

Menus

• In-line twin, 1200 cc, 77 hp at 6100 rpm, 106 Nm at 4000 rpm, 245.5 kilos dry, from € 14,350
• A more modern proposition in the 1200 cruiser segment…
• Discovery
• In the saddle
• Engine and transmission
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort and duo
• Consumption & autonomy
• Conclusion
• Video test of the Triumph Bonneville Speedmaster

In-line twin, 1200 cc, 77 hp at 6100 rpm, 106 Nm at 4000 rpm, 245.5 kilos dry, from € 14,350

A more modern proposition in the 1200 cruiser segment…

Are we not here facing a small vocabulary problem? In other words, do the English master the language of Shakespeare ? Because to call "master" (or mistress, it is according to) "speed" a machine which makes 77 horses for more than 245 kilos and whose top speed (not limited electronically, therefore perfectly natural) is approximately 180 km / h, it’s a little pretentious at best. But what the ignoramuses think, historians put it into perspective: we remember that in the rich, complex and prolific history of Triumph, the 500 Speed ​​Twin was a flagship model in the line of Meriden machines. It should also be noted that, in the 1960s, the name "Speedmaster" had been used by the American importer to qualify the Bonneville T120 R, but had never been officially used by the factory. Later, with the rebirth of the Bonneville "Hinckley" and in view of the weight that this machine represented in the past on the American market, Triumph declined on the basis of the twin 900 of the America versions, dedicated to cruising, then Speedmaster, a little more distinctive and performance oriented.

Well it’s very simple: based on the engine of the last generation Bonneville and the chassis of the Bonneville Black Bobber, Triumph has engaged in a clever assembly which is dedicated to the fan of cool machine and stylish kitchen, without however, deny performance or technology. A squaring of the circle which brings together the ancient and the modern and which in fact perfectly justifies the surname: the Bonneville Speedmaster.

Discovery

We can only praise the effort and progress made by Triumph on its latest generations of motorcycles: the quality of construction and finish, the sense of detail, the work on materials (the mix of polished and brushed aluminum), the "fit and finish" of the logos, piping and piping, all this undoubtedly gives us a very qualitative machine, which presents very well, even put into perspective two of its obvious competitors, the Harley-Davidson Sportster 1200 Custom and the ‘Indian Scout.

In fact and even more in this two-tone livery (which requires an additional 300 euros compared to the basic price, which concerns the machine in solid black, when a third color, solid red, requires an additional 125 euros), we have a machine that exudes a classicism of good quality. No fault of taste, modernity (LED lights, double disc brake) goes well with traditionalism (false hard-tail, saddle with piping, abundance of chrome, spoked wheels).

When we go into details, we also discover a very technological motorcycle: just like the Bonneville Black Bobber, the Speedmaster thus features cruise control, two engine maps, traction control, a modern dashboard with full on-board computer. in the digital window (and very easy scrolling of the functions, thanks to the "info" button on the left stalk). The ignition key is on the right side, to leave a cleaner dashboard.

As with all these generations of machines, the possibility of customization plays a big part in their potential of seduction, giving the buyer the freedom to make a custom machine that reflects his personality. In fact, Triumph announces a range of 130 accessories available (luggage, saddle, handlebars, Vance & Hines exhausts and many other things), but also offers two other versions already accessorized. This is the case with the "Maverick", with a more stripped-down and aggressive look and which includes, among other things, a flat handlebar, a beautiful single-seater in quilted brown leather and black Vance & Hines exhausts (for an additional € 1999) , as well as a "Highway" kit, with saddlebags, a windshield, a pair of comfort saddles with backrest, crash bars for a supplement of € 2199.

In the saddle

Low, the saddle: 705 mm. But sometimes this argument is fallacious: under the pretext of a low saddle height, vertically challenged individuals take an interest in a machine, quite happy to put their feet on the ground, then realize that gibbon arms and NBA basketball legs to touch the controls. Not of that here: admittedly, the saddle is low, the new handlebars are a bit curved and the footrests are more forward than on a Bonneville Bobber (very curiously – English humor, probably -, the press kit of Triumph n ‘not indicate by how much, but we will estimate that with a big ladle at a good dozen / fifteen centimeters). We checked: whether it is in the case of tall builds like your servant or frail and graceful young girls barely 1.70 m, everyone will find something for them. "It’s good, the balance", once said a brand of mineral waters.

Once on board, life is simple: you have the dashboard in front of you, simple in appearance but very complete and legible. You select your engine map with the ad hoc button on the right stalk, while on the left, the "info" button allows, if necessary, to de-select the traction control (but frankly, why?).

Then, the big twin comes to life in a low rumbling devoid of aggressiveness, with fairly sharp revs, when you whip the (big and very thick) handful of gas..

Engine and transmission

Attention: for the previous owners of Triumph Speedmaster (from 2002 in version 790 then 2005 in 865 cm3 with carburettors then 2008 in injected 865) and who would like to pass the course of this new generation, here is a great news! Indeed, the power has jumped by 25% and the torque by 42%! No doubt they will feel the difference. And for the others, it’s very simple: in this variation, the Bonneville Speedmaster quite simply takes the version of the 1200 HT (for "high torque") found on the Bonneville Bobber. On the program, therefore, 77 horses at 6100 rpm and 106 Nm at 4000 rpm. We have already had the opportunity to comment on this engine and praised its flexibility, its goodwill at usual speeds (2000/4000 rpm) and that there is little need to go take it more high in the towers, where it reveals a certain inertia. It doesn’t matter, because its qualities make it stick perfectly and even better here, to the philosophy of the machine..

On the transmission side, we have a secondary chain and a 6 box, as on the Bobber, therefore. The difference is that the advanced footpegs require a longer shift rod. It has absolutely no impact on the speed and precision of the gear changes, flawless..

In the city

Stop at a stop. In front of me, a tall, innocent-looking blonde (Bo Derek as a youngster), a hat on her head (it’s winter) but in shorts and barefoot (it’s California) crosses the road, her hair ashy edged with its coppery skin. Two seconds later, a 50-year-old in a Mini Cooper stops by our side and declares that he is happy to see so many Triumphs in his town! At the same time, it is California and the cities are cut differently: in fact, the Bonneville Speedmaster seduces by its flexibility, its good turning radius, its good stability at low speed and in its conditions, its heavy weight in the absolute does not really feel and we navigate between the Ford F150, the Camaro and the Lexus of Carlsbad (chicos seaside resort north of San Diego) with great ease !

What should be verified in the context of a more dense urban development and managed in a punitive way by the doctrine of satanism, is that possibly the handlebars are wide enough and that in addition, the small round mirrors are located at the end of thin and long stems (suddenly, we do not see his elbows but what is behind). On the other hand, they are perhaps a little wide to make the interface in combat zone. But that’s not necessarily the purpose of this machine, after all.

On motorways and main roads

In this case, we quickly recommend that you opt for the Highway pack. Because the driving position of the Speedmaster, with its wide handlebars which creates a certain catch in the wind, its front footrests which do not give you the facility to bend easily, all this contributes to that high speeds are not not his favorite exercise.

In fact, and if this figure obviously depends on the builds, muscles and personal subjectivity to endure this type of exercise, I rather found that 110 km / h was a correct cruising speed on the major axes. Above, the catch in the wind begins to be felt. On the other hand, the bike obviously has no problem with stability and the engine, which has a good length, does not balk either. At 130 km / h, we are at around 3300 rpm in sixth and we could put the cruise control to go to the end of the world (it’s an expression, at one point you have to refuel and then rest , also) ; regulator which, by the way, operates from third gear and in a range of speeds from 50 to 160 km / h.

On the other hand, with the new position of the footrests, I found that from 3000 rpm on the last report, we felt some small vibrations, which I had not noticed on the Bobber.

On departmental

What matters with this type of machine is the ease of driving, the motor character, the ability to provide pleasure, without the hassle: the Bonneville Speedmaster takes up these challenges with its head held high. Indeed, we do not feel its weight once in action, the large vertical twin is well filled from low revs and that we walk by the sea or in a climb of a pass enjoying the landscape, it fills its mission, which is to let go and deliver pleasure.

Obviously, it has structural limits: it wears them on it, by its look and its geometry. At the same time, do you buy this type of motorcycle to file the vibrator. If so, call a shrink immediately. On the other hand, you can still file the footrest, but the nipples are long and to the left, the crutch comes next. A stroke of luck (or the magic of a well-thought-out design): by taking the footrests as indicators, there is still room before installing the frame or the exhausts. In fact, the Bonneville Speedmaster allows a more dynamic driving than that of its two designated rivals and of American nationality. We also praise its naturalness and the balance of its chassis. So does the quality of its damping under these circumstances: the fork doesn’t bottom out over bumps and while with its 73mm of travel it was unlikely the rear shock could work wonders, it does work well either way. of figure (compression and relaxation, therefore), without providing racquet strokes or being caricature from the moment he begins to do his scales. Some of its competitors cannot say the same.

Part-cycle

There is no mystery about it: it is strictly identical, except for one detail, to the Bonneville Black Bobber. This differs, as you know, from the non-Black Bonneville Bobber (but which can be black!) By its different front end, consisting of a 16-inch wheel (and not 19), a wide tire (130 and pitch 100 mm) and two disc brakes instead of one. The only difference: different shock absorber settings to deal with the weight of a possible rear passenger.

Brakes

With the device inherited from the Bobber Black, so with the two Brembo discs at the front, we can say that despite the weight (as a reminder, 245.5 kilos dry, all the same), the device does the job well. Especially since we do not necessarily drive the knife between the teeth with this type of machine. The criticism, if one has to be expressed, rather comes from the rather poor quality of the tires (Avon Cobra – at the same time, machine type tires are rarely extraordinary, whether it is the Michelin Scorcher of the Harleys or the previous ones. Kenda from the Indian), and, as a corollary, an ability of the ABS to trigger quickly, even in dry conditions. Once again, there is no danger here and the customers (presumably quite appeased) of this type of machine will certainly never see this aspect of things, but in dynamic driving, it is easy to identify the limits of the system, without however put in danger.

Comfort and duo

Between the cool riding position and the fairly comfortable saddle, we tell ourselves at the beginning that the ride will be nice, before feeling a little firmness in the foundation after a few hours on the road. However, given the wind resistance, the average speed and the type of route chosen will also have an influence on comfort..

On the passenger side, we did not manage to nab Bo Derek’s daughter (remember, she was barefoot) to offer her, with all due honor, a little walk just to get to know each other. Listening only to our sense of duty, we therefore climbed behind an esteemed colleague with incipient baldness (it’s less glamorous, but more effective), only to find that the duo will still be somewhat spartan, because of the low surface area of ​​the passenger seat and the hardness of its foam. Good point, however, for the ease of access of the passenger grab handle. So, if the duo is an argument to favor the Speedmaster over the Bobber, know that this one will have nothing of the Pullman. At the same time, we console ourselves by remembering that, in the genre, we would even less want to be a passenger on a Sportster or a Scout.

Consumption & autonomy

Compared to the Bobber, the tank gains in capacity from 9 to 12.1 liters. In fact, Triumph officially announces an average consumption of 4.3 l / 100, synonymous with emissions of 98 grams of C02 per kilometer. At the end of a long rather mixed course (and traveled at a more reasonable pace than during the test of the Bonneville Black Bobber, even if it was possible to have fun on a few sections), I got out a consumption of 5.01 l / 100 (value of the on-board computer), to be compared with the 5.2 l / 100 of the Bobber Black. In fact, with the increased capacity of the tank, this allows a range of 240 kilometers, compared to the 175 of the Bobber Black.

I had put "autonomy" in the "weak points" of the Bobber Black; so i won’t put it here.

Conclusion

If the aesthetic, attractive moreover, is new, it is difficult to speak of "real" novelty, on the technical level, when we know the recent genealogy of the new Bonneville 1200s. Also, we can therefore take this machine from two angles.

One: what it is. An extension of the range, a more stylish Bonneville and a more versatile Bobber (duo, autonomy). In fact, the fan of Bonneville, Triumph, of all the history and the images that it represents, can be even more demanding and find in this Speedmaster the machine made for him, that he had not been able until then to find in the range. We imagine that the American market will represent the bulk of sales, but it can also be a game-changer in Europe.

Because and this is the second point, it arrives in a very small segment (the 1200 cruisers), but it is more versatile than the Indian and much more modern, from all points of view, than the Harley. And moreover, with the new legislation which further constrains the practice of motorcycling, this type of stylish and peaceful machine goes squarely in the direction of history..

Strong points

• Quality of construction and finish
• Neat line
• Low seat and ergonomics for all
• Smooth and pleasant motor
• Pleasant engine sound
• Complete and readable dashboard
• Ease of driving
• State-of-the-art technological equipment
• Healthy frame
• Correct braking
• Customization possibilities

Weak points

• Sensitive abs
• Comfort a bit firm, even more in duo
• Ground clearance, of course
• Not extraordinary tires…
• Fairly premium price

The technical sheet of the Triumph Bonneville Speedmaster

Test conditions

• Itinerary: 240 kilometers in the San Diego area (California, USA), with a majority of mountain roads in a complete mix (small roads along the coast, a bit of town and freeway).
• Motorcycle mileage: 1500 km
• Problem encountered: driving at 20 ° C in January in California, it’s still kif. The return to the periphery is going to be hard…

Competition: Harley-Davidson 1200 Sportster, Indian Scout…

Video test of the Triumph Bonneville Speedmaster

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