Triumph Truxton 900
This bike is not for everyone! To get it, you must first admire it, respect it, strive for it, enjoy every little thing you remember from some old BMWs, Guzis, NSUs, in short, from motorcycles of the fifties and sixties, when there was still Japanese technology in the world. ... do not prevail.
Thruxton was a real little surprise for me. When we talked before the test about who would try to write this, my argument was clear: "fan": I am the oldest, "fighter", and this is something rare on two wheels that I have not tried yet, I drive. this, but I leave you with something more athletic.
So far, it has been even closer to this new old Ducati GT1000 that impressed me many years ago, and I admit I really wanted to see what the British did.
Triumph in recent years has been collecting laurels as if on a bet. In fact, it is currently the only brand that has no financial problems and has seen the largest growth in market share in the 600cc sports bike, 1.000 and 600 cubic meter roadsters and touring enduro categories. Why? They have character, eggs, to do things that others do not dare to.
There is a simple solution behind this: "this is my way", and this is exactly what Thruxton is about.
When you have an 865cc inline roar of air-cooled volume under your ass, a pleasant sound can be heard through a pair of chrome-plated exhaust cannons without annoying vibrations. The engine is surprisingly smooth. At first I chalked it up to carburetors, but when I looked closer, I was pleasantly surprised.
The Thruxton has fuel injection, but it was so cleverly disguised in a 60s carburetor body that only a closer dig in the gut reveals this interesting feature of the bike. I look at the joints, but where many old European "machines" like to tear a little oil, nothing. Everything fits! Castings, welds, even details such as engine cooling slots are excellent reference products.
And even when I leave, it works pretty well. The gearbox works well, the clutch compresses well, and there are no strange mechanical sounds coming from the guts. In fact, this is a very civilized old-timer who was not owned by time.
The engine has enough power (70 "horsepower") to keep everything safe and functional. Last but not least, the brakes are not quite designed for racing use, which you can't even expect from a single front disc and 205 kilograms of real iron dry weight. It also accelerates to 180 km / h if necessary, but it is best to go between 80 and 120 km / h, where you can play well with torque and where air resistance doesn't get in the way.
Thruxton has no wind protection; When you are tempted by a faster pace of driving, there is no choice but to fully bend over to see the big round light. In a dozen old styles, the legs get stuck in the passenger's feet and the aerodynamics are perfect!
In long turns and long planes it stays calm for a long time and it starts to resist any exaggeration with a light rudder dance that is enough to warn you not to get on a special supersport with an aluminum box frame and almost 200 “horses” under the butt
Everything it can do is more than enough for everyday use and for back roads.
Let's say the body position is a little more sporty (mainly due to the forward-curved steering wheel) and that some bumpers come in handy, but that doesn't bother me. Every time I stopped, I discovered a beautiful piece that cannot be found on a motorcycle today due to the pursuit of making as much money as possible.
It doesn't have cheap plastic knickknacks or similar Chinese junk, everything is genuine. From the lock on the left, which is annoying, impractical, but at the same time so different that you love it, to chrome, steering wheel mirrors and chrome rims.
The English beauty is available in red with a white stripe and black with a gold stripe. For a complete merger with the motorcycle, Triumph also offers a wide range of motorcycle accessories.
Triumph of Thruxton 900
Test car price: 8.990 EUR
engine: two-cylinder, four-stroke, 865 cm? air cooled.
Maximum power: 51 kW (70 hp) at 7.400 rpm, 70 Nm at 5.800 rpm, electronic fuel injection.
Energy transfer: Transmission 5-speed, chain.
Frame: steel pipe.
brakes: front 1 spools with a diameter of 320 mm, back 1x 265 mm.
Suspension: front classic fi 41 telescopic fork, 120mm travel, rear double shock, preload adjustment, 106mm travel.
Tires:100/90 R18, ask 130/80 R17
Seat height from ground: 790 mm.
Wheelbase: 1.490 mm.
Fuel tank: 16 l.
Weight (dry): 205 kg.
Contact person: Španik, doo, Noršinska ul. 8, Murska Sobota, 02/534 84 96, www.spanik.si.
We praise and reproach
+ living legend
+ dictates a calm ride
+ our beautiful (envious, delighted, surprised) appearance
+ workmanship and details
- inaccessible blocking
– too quiet engine for such a character
- mirror adjustment
Petr Kavčič, photo: Saša Kapetanovič
