2016 Triumph Thruxton R
Ignition
SPORTING CHARACTER: The Thruxton R’s chassis and compo nents shine in the twisty stuff.
2016 TRIUMPH THRUXTON R
CW FIRST RIDE
BY THE NUMBERS
Separate riding modes on the Thruxton, ncluding Road, RaIFI,
MAKE IT YOUR OWN: Number of 3ccessories th3t Iriumpn has introduced for both the Iliruxtor dFIU Ibruxton
PUFF PUFF POWER: Percent increase in puwer at 4,500 rprul
The past runs headlong into performance
Joseph Gustafson
I'm being seduced. We’re bounding down the coast of Portugal, the Atlantic glistening in the distance with the sun grinding the horizon line, at the same time being hypnotized by a British supermodel with a smoker’s voice and curves for days. As tailsections ebb and flow along the road, burbling to the songs of Britain’s superbike past, I’m beginning to understand the new Thruxton’s vibe.
Like the other new Bonnevilles in the Triumph line, the Thruxton is now water-cooled, yet one hardly recognizes the radiator. And in both the Thruxton and Thruxton R, the engine is the new “High-Power” i,200cc unit, with a high-compression head, 45-percent lighter crank, new airbox, and reworked tuning. The result is a claimed 41 percent more peak horsepower than the previous Thruxton (peak is now 96 hp) and 83 pound-feet of peak torque. The parallel twin is no longer a cheerful little engine; this is respectable power for a “neo-retro” and places both bikes near the top of their class.
The Thruxton and Thruxton R received a slew of chassis changes over the other new Bonnies, including an aluminum swingarm that is shorter and lighter. Rake has been steepened to 22.7 degrees on the standard model and 22.8 on the R. Clip-ons are standard but aren’t too low, with the resulting position feeling similar to a traditional sportriding posture but not torturous.
Suspension has been overhauled on both models. The regular Thruxton gets a Rayaba cartridge fork and preload-adjustable shocks while the R gets a fully adjustable Showa Big Piston fork and Öhlins shocks with external reservoirs. Similarly distinct, the Thruxton features Nissin two-piston front brake calipers on 310mm discs, and the Thruxton R bigger, better Brembo four-piston, radial-mount monoblock calipers on 310mm floating discs.
Both versions are lighter than the bike they replace, with the Thruxton weighing in at 454 pounds dry (17 pounds lighter) and the R at 448 pounds (23 pounds lighter).
Those numbers may not have pulled you out of your seat, and the components are not exactly revolutionary. What these changes represent, however, is a swing toward more performance than we’ve seen on a “neo-retro” bike. Triumph is out to prove that you can have looks and use them too.
2016 TRIUMPH T120 BLACK
With age comes maturity, a bigger engine, and a sweet-riding Bonnie
Nearly 50 years after Triumph released its revised T120/R (named for its top speed), the Hinckley brand has introduced its T120 Black. The name stands for something a little different this time around, of course-namely, a change in displacement and demeanor. What was once a fire-breathing superbike has grown with age to deliver a more subdued, mature riding experience.
The T120 is a happy motorcycle, plain and simple. Compared to the T100 it replaces, the chassis is significantly stiffer and the rake is steepened, but it is still not a motorcycle that likes to be hurried or shunted. It likes to glide and still feels more surefooted than ever before.
It’s a more elegant machine than the T100 it replaces, thoroughly mixing old and new into a package that feels fresh instead of staid. Put simply, it’s leagues better. A more refined platform and more comfortable all around for urban commuting and light touring duties.
Throttling up on the R model in Portugal, I first noticed that redline is lower than on the previous Thruxton (7,500 rpm on the new one), but the power and torque are there in larger quantities (Triumph claims a 68 percent power gain at 4,500 rpm). The power isn’t on the hooligan side, but it is nicely balanced on the side of troublemaker.
The suspension is sublime, and turn-in is quick—not quite Triumph Street Triple sharp but much quicker than you’ve ever experienced on a retro/modern bike, other than perhaps a Ducati Sport Classic. The previous Thruxton was lazy, but the new R is a prizefighter.
You could easily set a pace on the R that will get you in trouble, but it can be a much more casual affair too. The chassis doesn’t creak beneath you like on the old model and the brakes inspire confidence, with a well-balanced bite and feel. The lower rev ceiling means more shifting, but that only gives you a chance to hear the motor cackle and spit as you pile on the speed. You can easily surprise a poorly ridden sportbike on a Thruxton R but will still want to turn around and look at it every time you turn off the key.
The Thruxton’s most impressive engineering feat, even still, is that it has made nostalgia a reality. This is a love letter to British superbike history, the burbling parallel twin bursting with character, the chassis offering up communicative handling, and the responsive brakes easing it all to a stop, without the leaks, creaks, tickles, and kickstarts of old.
This is not a trip back in time but to a parallel dimension where the Bonneville never became retro but became the standard.
YOU CAN EASILY SURPRISE A POORLY RIDDEN SPORTBIKE ON A THRUXTON R BUTWILL STILL WANT TO TURN AROUND AND LOOK AT IT EVERY TIME YOU TURN OFF THE KEY.
2016 TRIUMPH THRUXTON R
ENGINE TYPE liquid-cooled, SOHC parallel twin
DISPLACEMENT 1200CC
SEAT HEIGHT 31.9 in.
FUEL CAPACITY 3.8 gal.
CLAIMED DRY WEIGHT 448 lb.
PRICE $14,500
