Triumph Thruxton 900 test

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Triumph Thruxton 900 test

England style icon

The sporty Thruxton leads Triumph’s air-cooled two-cylinder squadron. In 2008 the Cafe Racer takes off with a perfectly camouflaged injection and an improved seating position.

S.The start-up procedure turns out to be stylish when the hand fingers for the ignition lock in the middle of the left lamp holder. Turning the key answers the fine hum of the fuel pump. Acoustic tribute to the injection of the 2008 model, which optically disguises itself as a deceptively real carburetor duo. A perfect illusion. The next thrill follows immediately. Triumph left out the kick starter from the start with its air-cooled twins. So press the button. Get up, gentlemen, even if no oldie comes to life here!

At the thin sound of the ?? severe break in style ?? short-stroke parallel twins, the injection has not changed anything. It purrs like a sewing machine, the Thruxton. The noises of the eight valves are just as present as the Norton roadster bags. The 90s pistons pound bravely through the rev range, but with a smooth 360-degree firing order, they only balance 68 hp and 70 Newton meters on the crankshaft.

Even, linear, unspectacular ?? so comes the power. As with an oversized, prettier Honda CB 400 N. Unlike the somewhat anemic performance, the revving ability benefits subjectively from the electronic mixture preparation. That lets the twin accelerate harder out of the push mode.

Only after 6000 tours do fine vibrations creep into the grips and tank, no hard beats. The round clocks with a beautiful white background indicate a speed of 150 in the final, fifth gear.

Ergonomically improved: the handlebars of the 2008 Thruxton, which are cranked backwards with a strange look. Tea previous deep handlebar stubs may be more authentic and beautiful, but the new arrangement above the fork bridge is more comfortable. So there is much less weight on the wrists. On the other hand, the driver can only find knee closure as usual if he slides all the way back on the long seat.

Otherwise, park your knees on the cylinder heads, which have their own small spacers. The brushed engine covers have a noble shimmer. On the right, they imitate pre-unit engines with separate housings for the gearbox and motor. A very extroverted detail of the new ?? nine hundred ?? ?? in fact it still has 865 cc: the dashing handlebar end mirrors.

Above all, the replica can do one thing: please!

Artist

Style break: the higher mounted, strangely cranked handlebar has nothing to do with stubs à la Cafe Racer.

The British run straight ahead: 1.51 meters wheelbase! Neither bulky nor unwieldy, it falls on its spoked wheels, 18 inches at the front and 17 inches at the back, in an inclined position. Although the larger lever arm of the new handlebar has a positive effect on handling, the following still applies: honest work for honest fun on bends. The footpegs, proudly carved with the Triumph logo, will soon put on with enthusiasm. Turning to the left there is also the grinding noise of the shift lever. The Metzeler tires therefore offer good grip, ME Z2 at the rear and Lasertec at the front.

Artist

No break in style: In deceptively real designs "Carburetor housings" sit injectors.

The old-fashioned front tire offers little feedback and could be responsible for buckling the front in slow corners. Or maybe the soft spring elements? Bad road conditions, on the other hand, are digested surprisingly well by the chassis, according to a traditional recipe with a steel double loop and stereo spring struts, but it starts to stir when full of exuberance. The brakes certainly bite better than anything 40 years ago, but the lonely disc in the front is not exactly up to date.

So what can the exclusive replica of a 1960s cafe racer do? Like! It remains a beautiful, fine motorcycle, the Thruxton. One that you like to look at and move. And that with its charm can also bewitch non-motorcyclists. Hopefully the relocation of production of all two-cylinder Triumphs to Thailand will not change that. And at the price of 8990 euros? We will see.

Technical data – Triumph Thruxton 900

engine
Air-cooled two-cylinder four-stroke in-line engine, two balancer shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 37 mm, regulated catalytic converter with secondary air system, 312 W alternator, 12 V / 10 Ah battery, mechanically operated Multi-disc oil bath clutch, five-speed gearbox, X-ring chain, secondary ratio 43:18.
Bore x stroke 90.0 x 68.0 mm
Displacement 865 cm³
Compression ratio 9.2: 1
Rated output 51.0 kW (69 hp) at 7400 rpm
Max. Torque 70 Nm at 5800 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of steel, two spring struts, adjustable spring base, front disc brake, Ø 320 mm, double-piston floating caliper, rear disc brake, Ø 255 mm, single-piston floating caliper.
Spoked wheels with aluminum rims 2.50 x 18; 3.50 x 17
Tires 100/90 H 18; 130/80 H 17

Dimensions + weights
Wheelbase 1510 mm, steering head angle 63.0 degrees, caster 97 mm, spring travel f / r 120/106 mm, seat height * 830 mm, weight with a full tank * 231 kg, payload * 199 kg, tank capacity 16.0 liters.
Two year guarantee
Colors red / white, black / gold, silver / red
Price 8740 euros
Additional costs 250 euros

Readings
Performance
Top speed 200 km / h

acceleration
0 100 km / h 4.9 sec
0 ?? 140 km / h 9.4 sec

Draft
60 ?? 100 km / h 5.4 sec
100 ?? 140 km / h 6.7 sec
140 180 km / h 10.2 sec

Speedometer deviation
Effective (display 50/100) 47/95 km / h

consumption
Country road 5.1 l / 100 km
Theor. Range 314 km
Fuel type super

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