When I first rode Hinckley’s re-creation of the Triumph Bonneville in 2001 I said it would sell largely on style, mostly due to less-than-stellar performance and a seat like a vinyl-covered plank.
Others thought the same because the current version benefits from a quicker-revving, parallel-twin engine that uses its claimed 60Nm at 3500rpm to considerably better effect.
It’s difficult to quantify without a rev-counter (bad mistake, Triumph – the original Bonnie of the late 1950s was a serious sports bike and always had a rev-counter) but the 2006-specification Bonneville pulls with authority from just above idle and will tolerate full throttle from there until it hits the rev-limiter somewhere beyond 7500rpm
The distinctive “English” sound is still there, thanks to the 360-degree crankshaft layout.
A balance shaft tames the healthy vibration that afflicted the old Brit bikes and an electric foot takes the stress out of starting the 790cc twin but the distinctive “English” sound is still there, thanks to the 360-degree crankshaft layout that has the pistons rising and falling in unison, firing on alternative upstrokes.
Japanese and Italian parallel twins, by contrast, have their pistons opposed at 180 degrees for almost perfect primary balance and lighter, more compact crankshafts, giving them a slightly uneven idle and a different sound.
Throw in a pair of really pretty stainless-steel tailpipes by Powerflow of Durban, considerably freer-breathing than Hinckley’ originals, and you have a motorcycle that speaks to you with an authentic English accent, authoritative without being overbearing and as crisp as the vowels of an Eton pupil
The bike turned out to be both more capable and less bland than I expected.
The strong mid-range gives way to a thrumming top end with some restrained buzzing through the ‘bars and footpegs. With the rider hunched over the tank the Bonneville will go up to the rev-limiter at 182km/h in top gear in a remarkably short distance and it seems content to buzz along a 150km/h all day.
The test bike was set up distinctly lean at low revs – a trait exacerbated by the lower back-pressure of the aftermarket pipes – and always needed the choke for the first kilometre or two. It popped and crackled on overrun, adding to the character of a bike that turned out to be both more capable and less bland than I expected.
The choke lever is on the left carb: pull it out for starting and bang it back in with the flat of your hand when the bike is warm – what could be simpler?
The transmission is Hinckley at its best; the clutch is light and smooth – although it goes home with a bit of a thump on hard take-offs – and the five-speed gearbox is slick and positive.
Budget brakes
Braking is by means of single discs and 1970s-style twin-piston floating callipers at each end. They’re cheap and less critical to install than more modern opposed-piston units, which probably accounts for their ongoing popularity, especially on budget bikes.
In this application the 310mm front and 255mm rear platters are more than enough to cope with the Bonneville’s 45.5kW and 205kg and the stiff, short-travel suspension lets you use all of it to good effect.
The solidly-built Bonnie is no lightweight but its makers have ensured quick, responsive handling in the old-fashioned way by concentrating the major masses centrally and low down. The parallel twin engine is narrow by today’s standards and the footpegs are well tucked in for cornering clearance.
The flat double seat that drew some adverse comment for the first Hinckley Bonnevilles in now better-padded but is still on the hard side of firm.
No rev-counter
The instrument panel is plain and straightforward, marred only by the absence of a rev-counter; the speedometer, styled after the famous Smith’s Chronometric but without the giveaway stepped action, is offset to the left with four warning icons on the right.
The switchgear is chunky and positive and rounded off with barrel-shaped “anti-vibration” handgrips that are hardly necessary but lend a period touch.
The firm suspension and narrow tyres make the Bonneville’s handling slightly old-fashioned; it’s nimble and quick-steering without being twitchy and holds its line well on long curves.
The ride becomes harsh on very bad roads but the bike doesn’t get skittish, probably because the rider has in any case been induced to slow down by the input from the saddle.
The real thing
The Bonneville is a genuine retro bike built by a firm that has among the best credentials in the business. It looks, rides and sounds like a 1960s British sports bike but with an electric start that works and no oil leaks – and the extra grunt of the current version makes it a worthy successor to the T120.
It’s also a surprisingly practical commuter and its handling is good enough to make weekend rides fun and the saddle is accommodating enough for you and your partner to survive them.
No longer does the re-created Triumph Bonneville sell on looks and nostalgia – we can safely leave that to the Americans. It now has style and stomp – and enough quirky character to make it anything but boring.
