BUYERS’ GUIDE: TRIUMPH T140 BONNEVILLE
Last of the Bonneville line can make a great buy as an everyday classic
How to buy the best example of Meriden’s oil-in-frame 750
It’s Meriden’s last roll of the dice and, to some at least, it’s a pale shadow of the uber-cool original, but Triumph’s T140 has got a lot going for it. Acceptably fast, reliable enough to be a practical daily ride (if well maintained) and with unrivalled spares back-up, the oilin-frame Bonneville is one of the unsung heroes of the classic world.
Best of all, it’s one of a shrinking roster of genuine British classics that remains on the affordable list. With pre-unit models making over £15,000 and pre-oil-in-frame unit
Bonnevilles regularly hitting £10,000, a T140 at anything between £4500 and £6500 starts to make a lot of sense.
The Stateside clamour for more cubes was the catalyst for the launch of the T140V for 1973. Overboring the T120 engine to first 75mm and a few months later to 76mm, brought the venerable twin out to 724cc and 744cc respectively. The second hike in capacity also involved new conrods, crankcases and cylinder head in addition to the enlarged pistons.
Triumph went a bit further with the T140, too, equipping it with a disc front brake and a five-speed gearbox as standard. It still might not have been quite on a par with the Japanese competition in terms of sophistication, but it had that indefinable quality – character.
By the time the T140 arrived on the scene, the once reviled oilbearing frame had become accepted following a few tweaks to its design to lower it slightly. In fact, it’s a better frame than the old, pre-1972 version. The disc brakes are an improvement in practical terms, too – and the twin-disc front and disc rear set-up on 1979-on bikes is the best of the lot. The later bikes also benefit from electronic ignition.
Styling is a matter of taste. Many prefer the look of the small ‘peanut’ Us-spec tank over the slightly boxy, four-gallon UK reservoir, but the big tank is certainly more practical.
There are plenty of US imports around if you prefer the look of them and, from 1979, UK bikes could be ordered in US colours anyway, so there’ll be a few genuine UK bikes with Stateside style.
In the 10 years between its 1973 launch and the end of the line for Meriden in 1983, barely any development changed the essential character of the bike. The rear disc appeared for 1976, as did a left-foot gearchange, and twin front discs were offered as an option in 1982. Buy on condition and documented history is the best advice.
Forget any preconceptions and ignore the critics. The T140 is a real Bonneville. It’s fast enough – though not quite as quick as
‘TORQUEY, GOOD HANDLING AND EASY TO HUSTLE ALONG SURPRISINGLY RAPIDLY’
earlier T120 models, despite it increased capacity – but how many times do you want to go over 105mph anyway? A flatter torque curve is the trade-off, giving the T140 a lovely, relaxed feel. You might just find you learn to love the look of the T140, too. And you’ll certainly appreciate the saving over a pre-’71 unit or pre-unit model.
THE RIDE
By the time the T140 replaced the old 650cc model, the essential nature of the Bonneville had changed a little. The power was a little softer, while the Japanese competition had gone all out for power and sheer speed. The T140 can’t match the big Jap fours for that but, get it on the right road and it provides a thoroughly rewarding riding experience.
Don’t expect a rip-roaring sports bike – but do expect a torquey, good handling bike that’s easy to hustle along at a surprisingly rapid rate, especially on twisty B roads. The key to that is the Triumph’s lack of bulk and the fine-handling frame, allied to an extremely riderfriendly power delivery. The T140’s perceived weaknesses may, in fact, be its greatest strengths.
The T140 will rasp along in top gear on faster, flowing roads, but when the going gets a little tighter, it’s easy to drop a couple of gears through the excellent five-speed gearbox and fire out of sharper corners, letting the Triumph’s torque do the work. And, while the T140’s top end might be a little down on the earlier 650’s – realistically, top speed is probably just a little over the ton – it’s the ability of the bike to lope along easily at 60-70mph almost regardless of what the road throws up, that makes it such a satisfying machine to ride.
If you’ve been used to more
modern classics, don’t believe everything you might have heard about the T140, either. Even with points ignition, any well set up T140 is easy to start. From cold, a little tickle of the Amal Concentrics (on pre-’79 models) and a firm thrust on the kickstart will have the engine rasping away in fine Triumph style. With a warm engine, it’s even easier. And the 1979-on bikes have a conventional choke lever to make the process even more convenient.
Don’t worry about reliability, either. Buy a good one and the T140 won’t let you down on the road any more than any other 40-year-old machine might. Just treat the bike with respect, stick below 80mph and enjoy. Even the legendary vibration isn’t as bad as people make out – especially if you keep the revs down a bit.
The disc brakes (even if you have a rear drum) are plenty good enough for the performance they have to deal with, the riding position is a great compromise for daily riding, the ’box is positive and commendably slick, and the clutch should neither slip nor drag. Oh, and the T140 sounds great, too.
If you get the chance, grab a test ride on a T140. Not just round the block, but for 20-30 miles. It takes that long to immerse yourself in the T140 experience and work out whether it’s for you or not. Try it. You might just be grinning when you come back.