MODERN CLASSIC

T100 features classic appearance with modern engineering

WHEELS

Triumph’s T100 has classic styling with up-to-date engineering.

Land speed records were an important selling point in the postwar, performance-oriented 1950s.

In 1956, a small group of Texas gearheads used Triumph engines to break the record, long held by experienced German factory engineers on NSU machines. And they did it without major support on the 40square-mile Bonneville Salt Flats in northwestern Utah.

After Johnny Allen rode the Texas Ceegar, a methanol-burning, highly modified streamliner based on a Thunderbird 650 engine to a record two-way average of 214.4 mph, Triumph factory quickly began applying “World Motorcycle Speed Record Holder” decals onto factory tanks. Management would further capitalize on that AMA speed record by releasing the bespoke Bonneville bike three years later to an eager riding public.

The Bonneville became the superbike to own for more than a decade, and the iconic name and classic British silhouette still resonate today.

Triumph calls the 2020 Triumph T100 “the perfect entry point to the modern Bonneville family,” and, with much of the broad styling cues intact from the initial models, it looks the part.

The wire-spoked wheels, sculpted fuel tank, bolt-on tank badges, hand-painted coach lines, pea-shooter mufflers, brushed/polished engine covers, even the throttle bodies are designed to evoke Amal carburetor — the lineage is unmistakable. But don’t be fooled by its vintage appearance. It’s thoroughly modern engineering.

The new T100 uses a compact 900cc, liquidcooled, 8-valve SOHC parallel-twin configuration with a 270-degree crank angle. The 270-degree-crank produces a lumpier, syncopated idle along with a reported boost in torque over the original 360 degree found in classic designs.

Published specs claim 55 HP at 5,900 RPM with 59 ft/lbs of torque maxing at a low 3,230 RPM. The fun zone is between 3,000-5,000 revs. Keep the revs in middle of the power band at 4 grand and the T100 is a smile to ride. There’s enough revvy eagerness in the twist grip to make acceleration out of canyon corners fun.

Freeway speed is easily managed, and defending my spot in the commuter crush was simple. Redline is 6,500, but there’s no need to get that busy. If max speed is your goal, there are better choices from the factory.

The frame and swingarm are twin-sided tubular steel. Rear suspension is KYB with twin preloaded adjustable/cam-ring shocks with 4.7 inches travel. Front forks are 41mm KYBS, nonadjustable, with 4.7-inch travel. Suspension shows some cost-saving choices with a bit of choppiness over chattery pavement, but it’s not unpleasant or disconcerting. The chassis and suspension are easy to ride even when riding with enthusiasm.

The cable-operated Torque Assist Clutch provides a lighter touch to gear changes. Shifts are smooth, requiring only a slight nudge to the clutch lever making stop-and-go urban snarls easier to deal with and lockup under power more secure.

Rubber is spooned onto 32-spoke wire rims, an 18inch front and a 17-inch rear. Pirelli Phantom Sportscomp rubber was specially designed by Pirelli for the Bonneville family with specific tread, profile and durability for secure handling. Steering is light and nimble on a bike with a dry weight of 470 pounds, thirty pounds less than the 1200cc T120 sibling.

Instrumentation is by twin analog gauges with well-placed warning lights covering all the ubiquitous and modern indicators via a handlebar-mounted scroll button.

I really appreciated the analog dials. Analogs are intuitive at a glance with no distracting reflections so common on often-cluttered digital displays.

Seat height is a comfy 31 inches. With 28-inch-wide handlebars, the seating is upright. Foot placement is not cramped, and reach to the ’bars is very reminiscent of my ’66 T120 and ’68 TR6. I’ve owned a half-dozen ’60’s Triumphs over the years, and the ergonomics on this bike simply make me smile.

Wind blast at speed is remarkably low despite no screen or bikini fairing.

Fuel capacity of 3.8 gallons gives a comfortable trip distance of 150 miles. Triumph claims 60 mpg, I got a bit less, but I rode it enthusiastically.

Brakes are by Nissin. Front is a single 310 mm disc with a twin-piston floating caliper, rear is a single 255 mm disc, twin-piston. Both brakes are non-cancellable ABS and work well, although the single-disc front needs a good initial squeeze. A few panic stops tested for brake fade; this is not a track bike. Given an option, I would always opt for twin disc fronts.

Triumph makes other models better suited for hard cut/thrust riders. If that’s your goal, maybe check out the Thruxton R. Triple-digit speed is achievable, but the T100 is not designed for sustained high-speed transit, nor is it a basis for a true sport bike. The T100 is better suited for cruising the town reveling in style.

It’s a machine for a rider that wants to be seen in a nostalgic way, from a simpler time, before motorcycles became so specialized. Jean jacket, sunglasses, open face helmet, on a Sunday ride up the coast. That’s my jam on the T100.

However, power is adequate for most any task at hand. Even touring if you’re willing.

Keep the ride-by-wire kettle on the boil, 3,000-5,000 revs and stir the 5-speed gear box as needed. There’s three-digit Maxv available, but keep the speeds sensible and savor the experience. The T100 is not hard-edged. It’s a softer design. Enjoy the ride.

Triumph advertises more than 140 accessories to make the bike uniquely yours. Race-y parts, luggage, customizing stuff ... it’s all there. Check it out at your local dealer.

Warranty is 24/limited, MSRP is $10,700. Add the freight, dealer prep, DMV, sales tax, and you’re on the road at $12,794. Fun stuff.

Michaud is a San Diego-based motorcycle writer and restorer. Send email to jmichaud@san.rr.com.

TRIUMPH