Triumph Bonneville Bobber
1200cc motor from the T120 Bonneville New chassis, suspension and wheels Not exactly pillion friendly…
THE MOTORCYCLING WORLD seems to have caught Bobber fever, judging by the flurry of advance orders that look like resulting in Triumph’s cut-down Bonneville outselling last year’s Thruxtons to challenge the Daytona 675 and Street Triple as the firm’s most successful debut model ever. With its hardtail look and air of vintage custom cool, the Bobber seems to have caught the imagination of old and young riders alike. But is it any good?
Any bike would have done well to generate much enthusiasm during the first half hour of the launch ride near Madrid. I’d been gritting my teeth on a foggy motorway, goggles misting and the near-freezing wind whipping around my open-face helmet and jeans. Then we turned off, climbed briefly and emerged from a cloud into a dreamscape of picturesque valleys and twisty, sun-kissed roads where the Bobber’s single saddle was a great place to be. And in truth, Triumph’s factory custom (that familiar contradiction in terms) had been doing well even with the elements against it. Its 1200cc paralleltwin engine had been flexible, smooth and responsive; its chassis stable and controllable; its riding position and seat respectably comfortable; its accessory heated grips invaluable.
It certainly looks the part, this latest and boldest member of the fast-growing Bonneville family. Its name comes from the stripped-down, hotted-up bobbers that American riders built for speed and lightness in the ’40s and ’50s. Some were Triumphs, based on models including the Meriden factory’s 500cc Speed Twin, or 650 Thunderbirds like the one that Marlon Brando rode in The Wild One.
The modern model on which the Bobber is based is the Bonneville T120. The motor is mechanically identical, but a new twin-airbox intake system and doubleskinned exhaust boost torque by up to 10 per cent between 3500 and 5500rpm, while cutting the top-end output by a few horsepower, to 76bhp at 6100rpm.
Where this Bobber differs notably from the bikes that inspired it is by having a new chassis, not simply a trimmed and
lightened one. The frame is still made from tubular steel but, instead of holding twin shocks like the T120, has a near-horizontal monoshock that is sufficiently well tucked away below the single saddle to give that hardtail image. At the other end, the wide, near-flat handlebar sits above a pair of gaitered, non-adjustable forks.
That aluminium single seat does the most to give the Bobber its unique look, backed up by some typically neat details. The instrument panel is a large, round analogue speedo with digital insert, and can be pivoted to fine-tune the view. Below the shapely fuel tank, which holds just 9.1 litres, is a battery box with a stainless steel strap. The rear brake’s master cylinder sits below a neat screw-in cap in the brushed aluminium sprocket cover.
The Bobber certainly looked inviting as I threw a leg over its low seat, flicked up the slightly awkward sidestand, and turned on the ignition with the key by my right knee. The bike fired up with a pleasing thump from its slash-cut silencers, and pulled away effortlessly when I let out the light-action clutch.
The motor is already pleasantly torquey in T120 spec, and felt deliciously strong in the Bobber, pulling from just 2000rpm in lower gears. The bike rumbled forward obediently whenever the throttle was wound open, finding its sweet spot around the 4000rpm zone where maximum torque is delivered, and staying smooth even towards its 7000rpm rev limiter.
There’s a softer Rain mode but throttle response is so good that you’d rarely (if ever) need it. With that gentle nature and the upright riding position the bike is pleasant to potter around on, but there’s enough torque for some straight-line entertainment. On a couple of short straights the Triumph accelerated pretty quickly to an indicated 110mph.
Making the Bobber handle was always likely to be difficult, given it combines a slim, 19in front tyre with a 150-section 16in rear. It’s not especially light at 228kg dry (4kg heavier than the T120), and has a long, 1510mm wheelbase (up by 65mm).
You’d assume comfort would be in short supply too, given that the single saddle is as thinly padded as it is low. The Bobber’s suspension doesn’t have much travel either: just 90mm front and 77mm rear. If ever a modern Triumph looked designed for short trips and straight lines, it’s this.
So it’s a pleasant surprise to discover the Bobber handles remarkably well – its wide bars, low centre of gravity and generous steering lock help it cut through the traffic. And it exceeds comfort expectations. The KYB suspension is stiffer, but well-chosen damping means it doesn’t feel harsh.
“It’s a surprise to discover it handles remarkably well”
The only disappointment is the front brake, which relies on a single 310mm disc and twin-pot Nissin caliper – the T120 has two of them. Stopping power is acceptable, but more bite from the front would have been welcome. To get the Bobber to slow more effectively, I found myself using the rear brake more than normal.
On the fog-shrouded motorway the Triumph is stable, and as tolerably comfortable as any naked. The seat gives plenty of legroom, and in its furthest-forward position it distributes my body weight well; it can also be slid backwards (after loosening a few bolts) for a more laid-back look. Footrests are sufficiently rear-set to take some weight off your bum.
Along a series of twisty, mostly wellsurfaced mountain roads, the Bobber feels far more at home than I had imagined. Its steering is as accurate as it had been in the city, the suspension retains its taut and well-controlled feel, and the Triumph is enjoyably easy to chuck around.
In grippier turns it’s important to take care with line and lean angle, because the footrests scrape before the Avon Cobra tyres get near their limits. But ground clearance is fine for a bike like this, and the Bobber’s agile handling helps make it into a very passable all-round roadster, at least for those who don’t need to carry a passenger or much luggage.
Inevitably that shapely but tiny tank has its limitations, too. My average of 47mpg – displayed on the dash’s digital panel, which can also show revs and more by pressing the “i” button on the left bar – brought realistic range to well below 100 miles. More gentle riding would improve on that, but the T120’s 14.5-litre tank would allow half as much distance again.
At least the Bonneville Bobber doesn’t pretend to be especially practical. Instead it promises to be stylish and fun, and delivers in both respects, working far better than such a radical-looking machine has any right to.
At £10,500 (in basic black) the Bobber is £700 more expensive than the T120, and costs more than several rival firms’ bobbers. But those who’ve put down deposits will not be disappointed. As good as the Bonneville Bobber is to look at, it’s even better to ride. ROLAND BROWN