Triumph Thunderbird

This is exactly what happens with Triumph; If we look at all the tests we have done on the latest generation British bikes, we find that they all get very good marks.

After the sporting Street Triples, Speed ​​Triples, Daytons and Tigers, this time we tried something completely different. A motorcycle full of chrome, iron, on thick tires, fueled, weighs almost 340 kilograms! Doesn't sound fun, does it? !!

Well, that was one of the reasons why the young people in the magazine, thirsty for sports adrenaline pleasures, abandoned it and happily left the heavy beast in the hands of the "photo", who was a little tired of rubbing against his knee. roads.

Yeah Al, that sounds pretty shit to me, Looks like Thunderbird doesn't suit me either.

In fact, from kilometer to kilometer, I loved the sound of a large 1.600 cc in-line twin, singing softly but with deep bass from a pair of long chrome cannons reaching past the rear wheel with each addition. gas.

Even the driving position with arms and legs extended forward, as if sitting on the home couch, did not bother me anymore, but I loved it. I hate to admit it, but sitting on the Thunderbird definitely boosts confidence.

The seat is comfortable and suitable for long trips, while the back cushioned bench is not suitable for anything other than traveling in Slovenia. That's not all that makes a motorcycle look macho. Which is good in principle (sorry ladies).

I also liked the way they put in the effort to get it done. The chrome parts are really real, not cheap Chinese plastic, the joints are smooth, the welds are accurate enough, the round gauges are installed on a large fuel tank (that is, where they should be by definition of such a motorcycle), and the transfer of power from the engine to the rear wheel through a wide timing belt.

The round light and wide handlebars, however, round off all this musculature nicely; so a seemingly good enough copy of the original, but a tiny British delicacy. Instead of two cylinders, only one cylinder is clearly visible from the side under the driver, as this is Triumph's own two-cylinder engine with cylinders arranged parallel to each other.

Along with many Japanese replicas of the original Harley, we consider this a plus, as it is a true custom, but also special.

And this Thunderbird is truly a bike for the rider who wants something special.

The engine is impressive, constantly pulling at low revs, and also allows itself to spin 5.000 rpm when the needle on the speedometer reaches 180. But at this speed it is impossible to go far with it. At least not in a sitting position, as it should be.

It sits comfortably behind the wide-open steering wheel, but only up to a speed of 120 km / h, then the air resistance in the body becomes too great and to achieve higher speeds it is necessary to move your feet on the rear pedal and tilt your head very close to the fuel tank.

Of course, the power and torque data already shows what this muscle is all about. Maximum power of 86 "horsepower" is reached at 4.850 rpm, while 146 Nm of torque is hidden at just 2.750 rpm. This is almost the same as in a small car. But only for orientation. A 1.200cc enduro touring bike is already a real car with around 100Nm of torque, not to mention an extra 46Nm? !!

On the road, it looks like you're basically driving in sixth or fifth gear, using first just to get started. Plus, the sound of the engine is by far the most beautiful when you fill it with gas in one or two gears too high with full throttle.

By the way, the two-cylinder engine is not even too gluttonous, since with moderate driving the consumption was from five to six liters, and when driving on the highway it increased by one and a half liters. With a 22-liter fuel tank, refueling stops are rare. You can safely drive with the Briton for at least 350 kilometers before the backup lamp comes on.

You might think that due to the nature of the helicopter, the Thunderbird is lazy to fly, but in fact it is not. Its weight doesn't seem to be so heavy as to impede moderate travel speeds, and much of the maneuverability credit (as you would expect from a 350-pound bike) can also be attributed to good brakes.

First of all, the large front pair of brake discs do their job well. So eventually you will find cornering restrictions where the lean and therefore the speed is limited by the driver's low feet, which simply rub against the asphalt.

With a perfectly working two-cylinder engine, cool looks, a sound that mesmerizes when you first add gas, good brakes and, above all, amazingly good ride quality for such a bike, it was hard to find any flaws.

But if I'm already picky, I'd just like a more open exhaust system (which is otherwise offered in the accessories catalog) and a better rear suspension - when driving over bumps or potholes in the road, it softens bumps more gently.

Technical information

Test car price: 14.690 EUR

engine: In-line, 2-cylinder, 4-stroke, liquid-cooled engine, 1.597 3 cc, twin overhead camshaft, 4 valves per cylinder.

Maximum power: 63 kW (86 KM) at 4.850/min.

Maximum torque: 146 Nm @ 2.750 rpm

Energy transfer: Wet multi-plate clutch, 6-speed gearbox, timing belt.

Frame: steel pipe.

brakes: ABS, two floating discs in the front? 310mm, 4-piston brake calipers, single disc brake at the rear? 310, two-piston caliper.

Suspension: front adjustable telescopic fork? 47mm, rear pair of shock absorbers.

Tires: front 120/70 ZR 19, rear 200/50 ZR 17.

Seat height from ground: 700 mm.

Fuel tank: 22

Wheelbase: 1.615 mm.

Ride-ready motorcycle weight: 339 kg.

Representative: Španik, doo, Noršinska ul. 8, Murska Sobota, tel: [phone], www.spanik.si

We praise and reproach

+ appearance

+ sound

+ great engine

+ driving performance

- rear suspension

– Passenger seat could be more comfortable

Petr Kavchich, photo :? Matevzh Hribar