Torque of the town
Triumph Bonneville T120 Way back in issue number two of OBA, our very first road test was the then-new Triumph Bonneville, a product of the reborn Triumph marque’s factory in Hinkley, UK.
That fine motorcycle went on to be a very big seller for the brand, and nearly ten years later, has appeared in a completely revised form. Pretty much everything has changed, with a capacity increase from 865cc to 1200cc, and yet, it still seems very familiar, which is a good thing.
Let’s start with the engine, which has gone from a 360-degree parallel twin to a 270-degree. The capacity increase, plus numerous other tweaks, result in a massive 54% increase in torque, most of that below 4,000 rpm (105Nm at 3,100 rpm). Visually, the new and old engines are very similar, and in fact the 1200 is no larger than the 865, despite the fact that it is water cooled, with a very small and neat radiator between the frame down tubes. Nestling behind the power unit is a gearbox with an extra cog; now a 6-speeder. Triumph have gone to great lengths to keep the family look – right down to mockAmal ‘carbs’, which are actually modern fuel injection units. The traditional long ‘peashooter’ mufflers emit a very pleasant rasp, although on the muted side, thanks to the restrictions of Euro 4 emission targets. Chassis wise, the new T120 is also a big step up. The suspension at both ends, which was never a strong point, now is, with twin discs at the front instead of the old single. It steers better, thanks to an extra 2.5 degrees of rake up front. There’s a new tubular swinging arm at the rear, suspended by a pair of conventional looking but quite efficient Kayaba shocks. The twin instruments are a cunning package of ultra-modern and retro styling. Incorporated in the speedo and tacho are settings for the heated grips and the riding modes, a gear indicator, odometer, two trip settings, service indicator, fuel range and level, access to traction control and ABS, and a clock. The whole bike looks more balanced than the old, which had a decidedly ‘down-in-the-bum’ look to it. There’s a
host of refinements that people have come to expect in this day and age; ABS, traction control, a slipper clutch, 3-position heated handlebar grips, engine immobiliser, two riding modes (road and rain) and even a USB plug under the seat to run a GPS or charge your means of communication with the outside world. The overall finish is also in a different league from the old Bonnie; the brightwork, paint, and all the little fittings have been well thought out and presented.
In the saddle
It’s very easy to form a comfortable relationship with the new T120, especially around town. You’ll hardly use sixth gear until you hit the wide open spaces, but that’s what it’s there for, as an overdrive. The new engine is a powerhouse of torque, and the revised firing order delivers that torque in a most agreeable way. My short test route did not allow me to experience any high speed cornering, but I have no doubt the T120 would be up to it. The chassis feels taut and planted on the road, it steers properly, and stops on a zack. Procycles St Peters manager Vincent Tesoriero told me they have sold several T120s to people who also have a stable of larger bikes and want something more nimble for urban work. That makes sense to me, and there’s no mistaking that the new model has real character as well. I liked it a lot. What didn’t I like? The décor. I’m afraid I’m a bit over blackon-black, and the brown seat – well, it didn’t work on the 1976 Honda CB500T either. Fortunately there are several other colour choices, like the maroon and silver, which is very reminiscent of the ’62 Bonnie, and some people (many people?) actually do like black-on-black.