Limited Edition: Triumph Bonneville T 140 E
Classic: Bonneville T 140 E
Gene Romero ousted Harley-Davidson from the throne in 1970 – with a triumph! An absurdity in the American AMA championship. The Bonneville Scrambler is a bow to the regicide.
Mr. Nägele is a little bit triumphant – one can say that. Gene Romero did it to him. His sweetheart is not really a descendant of the legendary Trackers, which cracked Harley’s monopoly on victory at the time – Triumph built the 650 TT Special for this. But our Bonnie here is optically based on Romero’s saucer. It dates from 1986, when Les Harris built these T 140 E models with 750cc twin under license from Triumph new owner John Bloor until 1988. To get the Dell’Orto carburettors with the K&In order to be able to mount N-filters like a tracker, a cylinder head of the T 140 V was first necessary, in which the inlet ducts run obliquely to the rear outside. There were also sharper cams from specialist Norman Hyde. Mike Nägele optimized his Bonnie twin with a few ideas from the screwdriver bible of the 70s Triumph guru Stan Shenton and his own know-how, screwed Wassell silencers onto the manifold of a Triumph 650 Trophy with “slightly” reduced back pressure and agreed the ” 57 “so that now 58 instead of the standard 48 HP torment the Dunlop K 180. These tracker tires achieve an “incredible” mileage of 2000 kilometers. Mr. “Gene” Nägele has to arrange the trips because the tires are not available in Germany.
GThe two-wheel mechanic built the cable bridges and footrest system himself as well as the swing arm, intake manifold and all brackets. The rear part is a self-made from the rump of the Kawasaki Z 650 and Triumph parts. The bench is also “self-made”. Braking is done at the front with the disc of an Aprilia Mille, the saddle and the hand brake pump are donated by an RS 125. At the rear, Brembo bites into a CBR disc. Nägele also bought the brackets for the Spiegler handlebars from another brand and shortened the brackets for a BMW R 50.
With the Ikon duo dampers, it can be torn around the corner quite neatly, although the larger front wheel requires a lot of pull on the handlebars. “I gladly accept that for the optics,” says the builder, who is otherwise constantly massaging the soul with the 360-degree parallel twin. “The switching point at 7500 rpm, the slide of the Dell’Ortos pressed into the carburetor cover and the eyes and ears on reception – what’s better?” Perhaps waiting for this gem. Provided you have enough buddies who adore Gene Romero, David Aldena, Gary Nixon or John Allen as well. Because when the pistons of the 140s cause problems again, it is just more enjoyable when they stand around and tell each other the stories of how these guys on English bikes really kicked the boys from Milwaukee in the buttocks.
Essential for the original dirt track drift: the rear brake.
Two-cylinder parallel engine, 2 valves / cylinder, 43 kW (58 PS) at 7000 / min *, 118 Nm at 6200 / min *, 747 cm3, bore / stroke: 76.0 / 82.0 mm, compression ratio: 8 , 6: 1, 2 Dell’Orto PHF carburettors, Ø 30 mm, with accelerator pump, mechanically operated six-disc clutch, five-speed gearbox, chain
Steel double loop frame, steering head angle: 62.0 degrees, caster: 97 mm, wheelbase: 1440 mm, telescopic fork, inner fork tube diameter: 35 mm, two Ikon shock absorbers, adjustable
in spring base and rebound, spring travel v./h .: 120/110 mm
Wheels and brakes
Light alloy flat shoulder rims with steel spokes, 2.50 x 18 “/ 3.00 x 18”, front and rear tires: 120/90 R 18, tires: Dunlop K 180 Dirt Track, 320 mm single disc brakes with four-piston fixed calliper at the front, 220 mm Single disc with two-piston fixed caliper at the rear
Ready to drive with petrol 185 kg
New price 1986: 10,500 D-Mark
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