Triumph Thruxton 1200 R test

Menus

• A reputation acquired on the speed tracks
• Ode to sport and motorcycling history
• Sporty high seduction
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Cycle part
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Colors
• Availablity
• Standard equipment
• "Inspiration" kits
• Track Racer Kit: € 2,400
• Cafe Racer Kit: € 1,800
• Factory Race Kit (R version only)

A reputation acquired on the speed tracks

Ode to sport and motorcycling history

Celebrity from across the Channel, the Triumph Thruxton is finally reinventing itself through an exceptional machine. Style, finishes and mechanics work together to compose an ode to sport and motorcycling history. A revelation.

Sporty high seduction

Renewing, or even sublimating, its history while remaining faithful to it is not easy. Yet this is the challenge that the English brand has been working to meet for nearly four years. And it is not one, but two re-invented legends that the Hinkley firm finally offers us for testing. Two essential models, having forged the stylistic bases of classic machines and even become the visual definition of THE motorcycle for many laymen. In fact, Bonneville and Thruxton are motorcycle myths, sharing their mechanical conception..

However, if the first was a popular success, the second built its reputation on the speed tracks. A sporty version of the roadster, it takes its name from its first victory (three first places) won in 1958 at the Thruxton 500 event. On the handlebars? Mike Hailwood himself !

The trophies are linked until 1970 and the model reappears in 2004. However, it is then only a Bonneville 900 "arranged", with an engine re-bore to go from 790 to 865 cm³, different camshafts and carburetors. Thus, the power increases moderately, delivering 70 horsepower (against 62 units). Handlebar bracelet and rear controls complete the endowment. However the geometry was identical and therefore the behavior little different from that of the Bonneville. Above all, she was far from a sportsmanship that her ancestors would legitimize. But that was before….

Because the 2016 novelty now reveals a personality in keeping with its history. Both aesthetically and mechanically, the Thruxton 1200 takes back its destiny in hand. It is along the Portuguese roads, around Lisbon, that we take the full measure of the new Thruxton 1200 in R version. And, if she shares her frame and almost all her engine with her sister, it is now a real sportswoman that we are dealing with.

Discovery

After years of development, the new opus clearly announces the situation. The Thruxton 1200 R is no longer a typical Bonneville. Far from it. Everything in its aesthetics speaks sport, in a classic language, but oh so stylish. Even in the standard version, it now displays much more dynamic lines without ever betraying its origins. Clean and racy, the original Cafe Racer is back, served in a finely chiseled aluminum and steel mug..

To create her own image, the Englishwoman adopts a round optic surrounded by chrome supported by two perforated aluminum plates. The lighthouse includes rows of LEDs for daytime lighting at its base and bears the brand’s logo in its center. Half-handlebars, raised and carrying the mirrors at the ends, dominate a 14.5 liter tank, flattened and elongated, topped with a satin "Monza" type cap. Via pressure on a trigger, the cover swings, revealing the stopper devoid of support. The bottle of the R model is adorned with a strip of leather covered with aluminum, running along its entire length. Near the column, a hook holds the whole thing, optimizing the competition effect. The saddle follows the trend, offering a large seat stitched in red, overhanging curved side covers with mesh openings and concluded with a profiled backsplash. The latter is capped with a bonnet, standard on the R. Tronque, the rear mudguard (plastic) supports an LED light framed by profiled and chrome caps of the indicators..

This elegant and discreet set highlights a sumptuous engine block, already seen on the Street Twin and then bored for its 900 cm3, but sublimated here in terms of finishes. All the sporty dress of the Hinkley machine alternates between black and clear, matt and shiny surfaces. Of course, we note the brushed aluminum engine casings and pinion cover, enhanced with pale gold elements..

The vertical twin switches to full liquid cooling (cylinder head and cylinders) while retaining its aesthetic authenticity. Thus, thin fins always finely cut the top engine, also helping to reduce the temperature. Same treatment for manifold crimping rings. Hoses and expansion tank are invisible and the radiator, in front of the frame, is hardly noticeable. As for the catalyst, it is hidden under the engine. Likewise, the two injector bodies mimic carburetors with perforated covers. An integration model to optimize a vintage appearance.

Supported by a classic double-cradle steel frame, the new 1,200 cm3 parallel twin-cylinder hides, under its retro air, a very modern mechanism. A single camshaft operates its 8 valves per cylinder. Technical refinement, the rockers feature wheels at the point of contact with the cams and the latter are slightly concave…. Set at 270 °, the crankshaft announces a sportier operation and performance side, we are also far from the classic.

Identical to that of the Bonneville, the bore stroke ratio is 97.6×80 mm, but the compression is greater (thinner head gasket). Above all, the Thruxton is equipped with a lightened crankshaft, a specific air box (hidden behind the engine) and its twin-butterfly injection has a specific profile. Thus optimized, the twin delivers 97 hp at 6,750 rpm and 11.2 da.Nm of torque at 4,950 rpm. This is respectively 68% and 62% more than the old model Thruxton T100. Compared to the new Bonneville, T120, the cafe racer gains 17 horsepower, 0.7 da.Nm, 500 rpm maximum revolution and the engine curves are also very different, more dynamic. Finally, a balance shaft reduces the vibrations of the block, the 6-speed gearbox has a 20% closer staging and an anti-dribble clutch will serve the most committed pilots. Larger diameter, collectors, flow into conical satin stainless steel flutes, pointing slightly towards the heavens…. in short, if the block seems identical, its operation promises a completely different character.

A personality under control. The electronics come on board with a handle of the Ride by Wire type throttle controlling the injection. Three profiles are available: Rain, Road and Sport, more or less smoothing the engine response. Deactivatable, TTC traction control is also standard and the clutch is assisted.

But the sportiness of the Thruxton 1200 R is not limited to the mechanics, the cycle part not being outdone.. Thus, the wheelbase is reduced by 30 mm compared to that of the Bonneville, or 1,415 mm. The column angle is 22.8 ° and the trail is 92 mm. Far from the values ​​of its sister (25.5 ° and 105.2 mm), but close (22.9 ° and 91.3mm) from that of the cousin Speed ​​Triple ….! Finally, the rear of the machine is raised by its double fully adjustable Ohlins shock absorbers, with separate hydraulic reservoir. Enough to effectively manage the movements of the aluminum swing arm. The steering gear features a 43 mm Showa inverted big piston fork, adjustable in any direction, with gold sheaths. Regrettable details, the fender support plates are unfortunately plastic…. The suspension assembly slides over 120 mm.

To stay in tune and stick even more to the road, the 17-inch polished aluminum spoked rims fit the Pirelli Rosso Corsa 2. The front is 120 and the rear is only 160 mm, a guarantee of liveliness optimal. And, yes, these do have Brembo four-piston, radial-mounted one-piece calipers that bite the 310mm discs of the front wheel….! The opposite retarder renews the two-piston Nissin clamp gripping a 220 mm track. A deactivatable ABS watches over the braking.

Finally, with 203 kg dry, around 220 ready to go, the sport roadster returns more than ten units to its old version and 20 kg to the new Bonneville T120! The lightness of its cycle part is not just a word. We told you, the R version is not there to pretend.

When it comes to reliability, the maintenance intervals have been reduced from 6,000 to 10,000 km, reflecting an efficient design. Useful detail, a USB socket under the saddle allows you to power or recharge mobile phones and other GPS devices and the start key is coded.

Timeless, a true sculpture and an ode to sporting motorcycling history, the Triumph masterfully masks its true modernity, revealing only the powerful elegance of its design. An aesthetic that can be further optimized via an accessories catalog of 160 pieces…. There are compact LED indicators, but also cafe racer type saddles, fork heads, new "Vance & Hines" exhausts, "Ace" handlebars…. etc. The most determined will remember one of the "inspiration" Track Racer and Cafe Racer kits (details at the end of the test) or the ultimate Factory Race kit. The latter should bring engine performance to an even higher level, both in terms of power and torque…. for circuit use only.

In the saddle

With 810 mm of saddle height, the Thruxton 1200 R remains easily accessible and the saddle seems comfortable. The finesse of the machine would almost surprise, leaving visible part of the cylinder heads. Placed on rear controls, the legs admit a marked flexion, but without excess, specific to the dynamic vocation of the machine. The bust logically falls forward, placing the hands lightly on the bracelets. What is offered to the eyes is the final refinement of the Triumph. A polished upper triple tree with a remarkable design encloses the tops of the fork tubes receiving the adjustment systems. Above, two large chrome-rimmed counters are embedded in a brushed metal plate. The bottom of the dials takes on a satin finish and incorporates elegant hands. On the left, tachometer, on the right, tachometer. And each sports an LCD window. The first displays gear engaged, odometer, two partials, average and instantaneous consumption, ABS, TTC and clock. The second incorporates a fuel gauge and the chosen injection mode.

The assembly is controlled from the left stalk, via two Info and Mode buttons. The blocks supporting these pushers differ from those of the standard model and the Bonneville T120, ovoid in shape, opting for a fairly common design. More damaging, the readability of the screens is average, the display of information being too small. Another point, the sheaths enclosing the wires and their contactor would benefit from being better integrated. But the levers are adjustable in spacing and the ergonomics of the controls are very correct..

In the city

Discreet, but present, the pulsations of the English twin distill muffled music at low revs, but much more hectic in the towers. Positioned on the modern legend, I look, in vain, for a bar symbolizing a starting line for any Cafe Racer worthy of the name. Barely moving, the Thruxton 1200 R seduces with its lightness and balance. With 203 kg dry, around 220 ready to roll, the sport roadster loses more than ten units, further enhancing the lightness of its cycle part. Intuitive, the Triumph is then easily placed in traffic and narrow spaces, also aided by a very correct turning radius. Small, the mirrors return a sufficiently wide field, very clear and clear thanks to their extreme position.

Available, the twin-cylinder shows a lot of smoothness in urban evolution, perfectly supported by an attractive clutch and a precise gearbox, but a bit dry. The flexibility of the block significantly enhances the routes between the walls. But between two tricolors, we clearly perceive the liveliness of his lightened entrails.

If the Thruxton 1200 R appreciates being admired in the city, it still warms the wrists of its pilot by force of repeated braking. Fi of civilities. To avoid ankylosis, go to the great outdoors.

Motorway and expressways

The absence of inertia of the Triumph block allows to appreciate a very lively mechanics, ready to go up in the towers at the slightest rotation of the right wrist. In a deep roar, we hang without difficulty the 220 km / h to the switch, or 7000 rpm. A seventh gear would be almost desirable as the Hinkley twin is lively and determined. And the large counters provide an unexpected shelter for the pilot in the dab position with mint sauce. A short optional bubble will be all the more effective, but the heading is flawless.

Returning to a more moderate pace, we then appreciate the charm of the English boiler, quick to restart the machine with just the right amount of healthy vibrations. In legal terms, the twin purrs at 3,800 rpm, sipping its lead juice like a Lord its pure malt. The comfort of the suspensions and the saddle could drive far, but, almost, with boredom for those who could tire of contemplating their mount while waiting for the saving highway exit.

Departmental

In the country where black is color, the secondary network is, of course, our Englishwoman’s favorite cup of coffee. And no cloud of milk on the horizon; it’s the beefy that the Thruxton R loves. Its alert mechanics propel it forcefully into the Lusitanian countryside. The long curves highlight its stability and sporty precision on the angle. Top-of-the-range suspension contributes to this ease at high speed. However, the hydraulics will require less braking (for a driver of 80 kg) on ​​the road in order to deliver optimal damping..

When the corners tighten, the Triumph shows off its unusual agility. With its incisive geometry and its 160 rear tire, angle changes are a formality that a light pressure on the handlebars takes care of. At high speed, the movements of the body are natural and facilitate the taking of trajectory. However, the thinness of the fuel tank leaves little support for the outside leg during the turn. Hardly less obvious than a Speed ​​Triple, the effectiveness of the beautiful classic is hardly less.

A real ballerina with an anemic hourglass figure, the Thruxton R becomes a raging toy, catapulted by its powerful twin. Perfectly staged, the gearbox is forgotten to let the pilot concentrate on the exciting mechanics. Roaring downshifting, it accompanies the downshift of gears with a loud rumble. At mid-speed, the relaunches make it possible to feel the mechanical life oozing out of the block, the Triumph having been able to retain what it makes of roughness in its operation. The beauty leaps forward if we twist the right rubber, delivering rapid pulses supported by a deep rattle. From 3,500 to 7,000 revs, the Englishwoman is only muscle and vivacity, making you savor her power, however moderate, of 97 hp…. who would believe it? And with more than 11.2 da.Nm of torque, the Pirelli are quickly up to temperature to tape the English to the bitumen. Your pursuers too, forgotten in the hoarse breath of your mount. Transparent, the implementation of anti-skating calls for no comment.

The optimistic or virile arrivals in bends are perfectly managed by a powerful and relatively neutral braking system. The angle brakes grip barely freezes the steering and the Brembo clamps provide excellent deceleration control. Same remark for the rear element, particularly usable. Difficult then to resist the temptation of a Portuguese TT on hilly and winding roads.

At the pace of tourism, the machine adopts a deceptive composure where you can savor the strength and availability of the engine in the last report. But always ready to ditch the tweed for worn leather. We only blame the electronics managing the injection modes for not being intuitive and fast enough. Disengaging and shutting off the throttle is not intuitive. This is hardly important, but you have to find something to claim even more ….

Cycle part

Apart from a very classic double cradle frame, the equipment of the Thruxton 1200 R is at the latest standard. And proves it. Tried together with the Bonneville T120, the stylish sports car is a whole different machine! The difference is astounding. Agile, precise, dynamic, its geometry makes it a true modern roadster, coupled with efficient high-end suspensions.

Braking

With superlative equipment on the front axle, the novelty has no trouble stopping and provides an excellent feeling of the lever. Progressive and powerful, the whole allows you to adopt a very high rhythm without being afraid.

Comfort / Duo

For the pilot, the reception is the best for a sports machine. Saddle and suspensions provide a good level of comfort and allow you to ride far or long…. or both. An optional passenger kit (footrest and saddle) allows an accompanying person to follow your movements. By distorting a little the sumptuous line of your frame.

Consumption

If Triumph announces 4.6 L per 100 km, it would seem that an additional liter is more likely. But hardly more. Like a good Lady, Hinkley’s beauty knows how to drink in moderation. To confirm.

Conclusion

Sporty class much more than classic, the Thruxton R makes you forget the long wait necessary for its development. Completely successful, it knows how to masterfully hide its modernity with an attractive plastic with a flawless finish. Taking up the codes of her eldest, she sublimates each of them, already forging her own legend. Priced at € 14,900 in the R version and € 12,900 as standard, it therefore requires a fairly fair price for top-notch services. A Scrambler should see the light of day to replace the current T100 model, still in the catalog.

The novelty clearly targets the BMW NineT, true queen of the vintage roadster, requiring € 15,200. More versatile in terms of customization, but less brilliant in suspension, the Bavarian will find in the English a shock opponent.

And if, as often in the kingdom of Albion, the danger once again came from the family….? Because the Speed ​​Triple could also see their status called into question. In the ABS version at € 12,290, R at € 14,790 and R – ABS at € 15,390, Hinkley’s flagship roadster will now have to deal with the youngest, which may not be the least of its worries..

With this Thruxton R, Triumph demonstrates both its mechanical and aesthetic know-how, now offering a true "classic" sporty roadster with character. Sculptural and efficient, the novelty lives up to its past fame…. and future.

Strong points

• Sublime neoclassical style
• Motor character
• Cycle part agility
• Performances
• Captivating sound
• Saddle comfort
• Finishes
• Assistance (ABS, anti-slip, anti-dribble)

Weak points

• Hard-to-read LCD instruments
• Right commodo wiring
• plastic front fender bracket

The technical sheet of the Triumph Thruxton

Test conditions

• Itinerary: small varied roads + interurban highways with a bit of town
• Motorcycle mileage: 300 km

Colors

Standard version :

• Jet Black
• Pure White
• Competition Green

R version :

• Diablo Red
• Silver Ice
• Matt black

Availablity

Mid-April 2016

Standard equipment

• Three-mode ride-by-wire
• Anti-slip disconnectable
• Assisted clutch
• Disconnectable ABS
• Daytime LED front lights with Triumph signed optics
• LED taillights
• USB plug
• Aluminum rims
• "Monza" plugged fuel tank
• Upward curved mufflers in brushed stainless steel
• Perforated aluminum fairing sides
• Brushed aluminum motor housings

"Inspiration" kits

Track Racer Kit: € 2,400

• streamlined cockpit
• lowered handlebars
• LED turn signals
• painted seat backrest (Thruxton only, standard on Thruxton R)
• handlebars low bracelets
• rear fender removal kit with compact light
• silencer Vance & Hines
• leather tank strap

Cafe Racer Kit: € 1,800

• rear fender removal kit with compact light
• silencer Vance & Hines
• painted seat backrest (Thruxton only, standard on Thruxton R)
• Triumph rubber knee pads
• a leather tank strap
• lowered handlebars

Factory Race Kit (R version only)

• stainless steel exhaust line
• sport camshaft
• racing air filter
• specific half-handlebars

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