Triumph News

Five Things to Know About the Triumph Bonneville T120 Black


Triumph Bonneville Reborn Tour


Triumph Bonneville. Reborn.

Yes, we are currently accepting pre-orders, call (714) 256-6700 today!



The next generation of Triumph Bonneville motorcycles
More beautiful, more powerful, more capable.

Introducing the next generation of the iconic Bonneville - with five exciting new Bonneville motorcycles.

From the fun and accessible ridability of the new Street Twin, to the timeless style of the Bonneville T120 and T120 Black through to the Thruxton and Thruxton R, the Triumph racing legend reborn. All with 100% authentic Bonneville character and truly modern capability and performance.

Powered by an all-new Bonneville engine family built specifically for the modern classic riding style, with more torque, more immediate and exciting power delivery, and a richer sound you can really feel and hear. With a new ‘ground up’ chassis and suspension design unique to each Bonneville - delivering stunning handling, comfort and control.

Each model, a beautiful evolution of the iconic Bonneville styling – tighter and more crafted, with enhanced styling cues faithfully taken from classic Bonneville bikes of the past. Named after the salt flats in Utah where Triumph set the motorcycle world land speed record in 1956, Bonneville was THE original British Superbike and a genuine motorcycle icon, recognised the world over.

We are proud to announce the opening of a new chapter in the story of the most famous name and distinctive silhouette in motorcycling: the Triumph Bonneville. This four year project, that started from the ground up, called on an unprecedented scale of design, engineering and manufacturing skills.

The result - the next generation of the iconic Bonneville. A family of five exciting new motorcycles with 100% authentic Bonneville character, style and presence - all featuring a class-defining level of performance, capability and quality, driven by an all-new Bonneville engine family.

With a dedicated chassis and suspension package for each new model and a carefully integrated package of rider-focused technology for enhanced confidence, control and performance, the new Bonneville family all ride and handle how
a class-leading, truly modern classic should.

The new Bonneville model line up
Five all new Bonneville models - all with 100% authentic character, beautifully enhanced styling and truly modern performance.

The Street Twin is our most contemporary, fun and accessible new Bonneville, powered by an all-new high torque 900cc engine. With its unique character, distinctive sound, stripped-back styling and dynamic riding experience, the new Street Twin is the perfect Bonneville for today’s rider and the perfect starting point for personalisation.

The timeless style and iconic character of the original 1959 model is reborn in the classy and authentic Bonneville T120 and effortless cool Bonneville T120 Black. Both crafted to the highest standard of detailing, quality and finish, and matched by the capability and performance of a truly modern classic. Powered by the all-new Bonneville 1200cc high torque engine, fed by beautiful, authentically styled, twin throttle bodies.

The new 1200cc Thruxton and Thruxton R are the real deal. With genuine poise, power and performance, they are the ultimate modern classic café racers. Both with beautifully imposing and authentic styling, they have the power, braking, performance and handling to live up to their legendary name.

New Bonneville Engine family
The Bonneville engine family is the new heart of the iconic British twin.

Built specifically for the modern classic riding style, each new engine delivers more torque, more immediate and exciting power delivery and a richer sound you can really feel and hear. With three new engines:

  • The 900cc high torque engine of the new Street Twin. Delivering a massive peak torque figure of 80Nm at a low 3200 rpm – which is an amazing 18% more than the previous generation, delivered low down and across the whole rev range.
  • The 1200cc high torque engine of the Bonneville T120 and T120 Black. Built specifically for the modern classic riding style, it produces a massive peak torque figure of 105Nm at a low 3100 rpm – more than 54% higher than the previous generation T100.
  • The game-changing 1200cc high power ‘Thruxton spec’ engine. With immediate, exciting power delivery and a massive peak torque figure of 112Nm at 4950 rpm – an amazing 62% higher than the previous generation Thruxton.

All with truly modern capability, including the pinpoint accuracy and instant throttle response of Triumph’s next generation ride-by-wire fuel-injection system, and liquid cooling that improves fuel economy by an amazing 36% on the Street Twin alone. In addition, the 1200’s all feature rider modes for enhanced responsiveness and control.

The unmistakable sound of a British twin

Each model has a totally new exhaust system and a unique exhaust note that matches its character, tuned to a level that you can feel and hear.

More Beautiful

Designed from original Bonneville lines, more refined, sharper, tighter and crafted, applying styling cues faithfully taken from the classic Bonneville bikes – like the 1968 Bonneville and the 1959 original.

They feature high quality finishes and a striking level of detailing to enhance their iconic looks, such as the beautifully crafted new Monza-style filler cap on the Thruxton.

An innovative approach to sensitively incorporating modern functionality, including the exhaust system on the T120 and T120 Black, which has an authentic and clean straight through design, achieved by an ingenious twin skin design that covers the pipe run, through the cat box under the bike, and out again.

More capable

The inclusion of rider-focused technology has been implemented with care to deliver an engaged and safer ride, without compromising the style or character of the bikes - this includes ABS, traction control, slip assist clutch, ride-by-wire throttle and rider modes (T120, T120 Black, Thruxton R and Thruxton), distinctive LED rear lights on all models and LED DRL headlights on all the 1200s (where legislation allows), USB charging socket and an engine immobiliser.

A completely new, ground up chassis design unique to each motorcycle, incorporates all-new suspension and geometry, so all of the new models deliver stunning handling, stability and neutrality tailored to the style and character of each motorcycle, making them easier to ride for longer. This is particularly true when combined with the light action of the new slip assist clutch.

More ways to make your own Bonneville yours

With the launch of our new Bonneville custom accessories range, presenting over 470 new, stylish, high quality accessories, it’s never been easier to create your own special. This includes new exhausts from Vance & Hines and a garage full of custom inspired parts, from mudguard removal kits, to bench seats and beautiful compact bullet indicators to name only a few.

To make it easier, we’ve also created a set of exciting ‘inspiration’ kits to use as the starting point for riders to create their own Bonneville custom, or to have fitted by their Triumph dealer as a complete set – from Scramblers and Brat Trackers, to Track racers and Café racers. This includes, for the first time, a full factory Thruxton R Race Performance kit, specifically developed for closed circuit competition.

An unparalleled bloodline

Named after the Utah salt flats where a Triumph 650 Twin streamliner,
piloted by Texan racer Johnny Allen, shattered the two-wheel world land speed record in 1956. First produced in 1959, the T120 Triumph Bonneville was the original British superbike and, thanks to its legendary handling, style, character and sheer individuality, it has become a genuine icon to riders the world over.

Our five new Bonneville models draw on the distinguished and unbroken Triumph heritage of performance and style, from the Speed Twin 5T, the original 1937 500cc parallel twin that set the template for British motorcycling, followed by the 1949 Thunderbird 650, famously ridden by Marlon Brando in ‘The Wild One’, to the rip-snorting Tiger T110, the bike that the original 59 Bonneville eclipsed with its new twin carbs and class-leading performance.

The Bonneville played a major part in the creation of modern motorcycle motorsport and was a race winner ‘straight out of the crate’ – from Isle of Man TT wins, to flat track racing, to the International Six Day Trial and the Thruxton 500 series, where the racing Bonneville gained its legendary name.

In its early years, it inspired a sub-culture of teenage rockers and café racers, drawing attention and turning heads at coffee bars and burn-ups all over the country - becoming the ride of choice for stars and celebrities like Steve McQueen, Clint Eastwood and Bob Dylan, and again today, chosen by a new generation of customisers and riders looking to own a real icon.

The future of the Bonneville, not a futuristic Bonneville

The interest and appeal of modern classic motorcycles is growing and evolving quickly, with many manufacturers bringing new models onto the market. From the rider’s perspective, they want beautiful motorcycles with real character and traditional values, combined with contemporary levels of refinement and capability.

Our new Bonneville family takes the legendary story to the next chapter - with a major injection of performance, and real riding capability, without losing the original character of the iconic Bonneville, and without becoming a techno reinvention with just a styling nod to the past.

They are what our customers have asked for and what the next generation of Bonneville should be - more beautiful, more powerful and more capable. With all of the character and style of the iconic original, and the power, performance and capabilities modern riding demands, the new Bonneville family takes the legend into the 21st century.'


Custom Rocket III Record Attempt

Have you ever wondered how fast your bike is? How fast it really is?

Yeah, we’ve all opened it up for a second on this street or that freeway late at night or early in the morning and our best friend said they saw the Speedo reading this or that, or your GPS says you went so fast, or you put the needle ¼ inch past the top speed and you reckon that is equal to… blah, blah, blah. But how fast did you go, really?

Here’s my story of when I tried to answer that very question.

I never really wanted to own a cruiser bike, but I found myself attracted to the tremendous torque the Triumph Rocket III produces. It is very intoxicating. After all, it’s the torque that you feel when start out, and the Rocket is capable of some very impressive starts (especially with a few minor modifications). But the question that was always in the back of my mind was, “how fast will it really go?” You need some means to wind it out, flat out, with someone to time it or clock it. (Ideally someone other than the Highway Patrol).

So to get my answer I went out to El Mirage to see how the Southern California Timing Association (SCTA) functions and to find out if I could ride my bike on the course. The SCTA has been the sanctioning body for land speed racing since the 1930’s on the dry lakes in Southern California and they are also one of the sanctioning bodies at the Bonneville Salt Flats. I got a rule book and found out that I would run in the Modified (A) Gas (G) 3000cc class, but I noticed that there was no record for that class! It seemed to me that if I just showed up I would set a record and get my name in the book! Awesome!

To run for a record with the SCTA you must be a member of one of the twelve participating clubs, including the Land Speed Racers (LSR). The LSR club meets in Anaheim, near my home, and the chief technical inspector for motorcycles for the SCTA is a member of LSR, so I contacted the club and joined up so I could set a record. The SCTA and the LSR are both volunteer organizations so once you get involved, there is a LOT of stuff to do. Also, once you get a little more involved you find out you didn’t read the rule book carefully enough.

For example you can wear two piece zip together leathers, but they’re a little different and I had to have a suit made. Unfortunately, I chose white (since it gets so hot at El Mirage) and later I found out that you can’t have white leathers at Bonneville because if you fall off the bike they have trouble finding you! (Oops) You also need to have a CB radio, big fire extinguisher and someone to drive the truck to the other end of the course to bring you back, the list goes on…

As for the record? Well it seems that when there is NO record, they have established a minimum speed you must exceed in order to set a record. In AG-3000 the minimum is 195 mph. This is not attainable with the existing gearing on the Rocket III and changing the gearing is a problem with the shaft drive and large rear tire.

Well, I made a few runs and I was able to break 150 mph, which felt real fast to me (and proves to me that my GPS and ‘butt dyno’ were both lying to me in the past.).

My current modifications include: the removal of the secondary throttle plates, a custom header, removal of the airbox, modifications to the fuel injection program via ‘Tuneboy’, the lights and turn signals are removed, Scotts steering damper has been modified to fit the bike, there is a Pingle dead man switch, I fabricated lower handle bars (which just clear the gas tank, because I have constructed and fitted a modification to the steering lock limiting it to 15 degrees of turning, required for modified class, and the foot pegs have been moved back onto custom perches that I fabricated. The bike is, of course, no longer street legal and has been “non-op” for the time being.

By the time the Rocket got to this point the 2005 paint job was showing some signs of wear, and I got the bug to paint it. I had been trying to learn how to create the “true fire” airbrush work made famous by Mike LaVallee of Killer Paint, but I just was NOT getting it. I finally had a chance to take his class and I have improved a great deal, but it was really amazing to see him work and gain some insight into what he is capable of. This paint job is in no way close to the work he does, but it is the best I have done, and I’m cool with that.

I have ridden the bike across the country twice, including a trip up and down the Dragon (Deals Gap), as well as up to Monterey for MotoGP a few times. I have made a few passes at Irwindale, where my best time was 7.346 seconds at 97.50 mph. That’s not fast for a motorcycle, but it is respectable for a big, fat, comfortable cruiser. The funny thing is that I turned 7.436 seconds and 97.13 mph with the bike fully dressed. Saddle bags (with laptop and tuneboy cable in one side and wrenches in the other), cruiser pegs, crash bars, windshield, fog lights, GPS… everything on the bike. Later I came back with 70lbs of stuff stripped off the bike and the times were nearly identical. A better rider could have squeezed a little more out it, but the Rocket is completely at home in either guise and extra weight is no concern for that 2300cc motor.

My future plans involve the quest for taller gearing, and when that is resolved, turbocharging!

Until then, Doc
(A long time friend of the dealership)


2015 Triumph Bonnevilles

Pressekonferenz Triumph, Bonneville, Newchurch, Halle 9Pressekonferenz Triumph, Bonneville T214, Halle 9


Southern California Customs Scrambler

Here's a 2014 Scrambler we just sold to our customer David, who requested it in custom
matte green. We had it done for him at pick up. Enjoy your bike David!
We think it will be
quite the head turner.


Congratulations from Southern California Triumph!!

On Monday, Gary Johnson and the Smiths Triumph Daytona 675R team scored a
second career Isle of Man TT win in Race 1 of the Monster Energy Supersport TT.
Johnson completed four laps on the 37.7 mile course, securing victory by 1.5 seconds.


Classics get upgraded for 2014

The Bonneville is up first, with redesigned silencers for an even more Triumphant sound.
The fuel-tank decal gives way to a badge, the engine and cylinder head have new
cooling fins, and the oil-cooler lines are finished in black. A new seat with contrasting
vinyl and improved padding, and a black grab rail as standard equipment, round out the
changes. Available colors are Phantom Black, Lunar Silver, or Crystal White/Sapphire
Black. (Full Article)

MY14_Bonneville Black_RHS


Commissioned bike in California is a work of art

Motorcycle Built Around a 1964 Triumph 650 Motor


Since the 1950s, Mooneyes has been at the heart of Californian custom culture. It’s now
an international brand, with a huge presence in Japan and a reputation to live up to. So
when owner Shige Suganuma decided to commission a bike for himself, he turned to
one of the best: Master fabricator Lucas Joyner.

Read more at BikeEXIF here.


1951 Thunderbird vs. Hot Rod

'54 drag race winner featured on "You Asked For It" TV Show.

A 1951 Thunderbird that won a highly publicized drag race in 1954 is featured on the
Return of the Café Racers website. The bike went up against a hot rod for a segment on
the popular TV show “You Asked For It.” It’s been fully restored and looks great in photos.
The site also has a video clip of what became a famous race in motorcycle history.

Visit the Cafe Racers website to see the great photos and video!


DiSalvo Conquers the Salt Flats

Jason DiSalvo and his Rocket III set new world record at Bonneville.


Latus Motors Racing rider Jason DiSalvo set new AMA and FIM land-speed racing
records at the famed Bonneville Salt Flats with a Rocket III Roadster, fielded by the Hot
Rod Conspiracy/Carpenter Racing team. He ran in the Modified (normally) Aspirated
Fuel (MAF) class for motorcycles up to 3,000cc’s. DiSalvo’s initial run was 175.998mph,
and his return run was 172.587mph for an average, world-record-setting speed of
174.276mph (280.470kph) for the flying mile and 174.880mph (281.443kph) for the
flying kilometer. What’s amazing is this Rocket is fully streetable, using one of Bob
Carpenter’s 240hp over-the-counter performance kits. The records are subject to FIM
Ratification and anticipated to be reviewed during their November meeting in Valencia,
Courtesy of


A History of Triumph Speed

The Fastest 110 Years in Motorcycling


Ever since 1902, when they strapped a tiny, 2hp Minerva motor to a bicycle frame,
Triumph Motorcycles has been chasing speed. That original model, appropriately named
the No. 1, was built to go faster and farther than any bicycle could, and it quickly
announced Triumph's intentions for the coming century. By 1905, the first all-Triumph
motorcycle was produced. Soon after, Triumph was off and racing. In 1907's inaugural
Isle of Man TT, racers Jack Marshall and Frank Hulbert took home second and third
place, respectively, on their then-powerful 3 1/2 hp Triumphs. Both bikes averaged an
impressive 35mph during the race, and things would only get faster from there.

In 1915, Triumph introduced the Model H, a model many consider the first modern
motorcycle. With its 549cc air-cooled engine, the Model H was nicknamed "the Trusty
Triumph" for its speed and dependability in the field during World War I. Over 57,000
units were sold between 1915 and 1923.

The Model H's popularity paved the way for the innovative four-valve Triumph Ricardo.
With an astonishing 20hp and a top speed of over 70mph, the 'Riccy' set three world
speed records from 1921 to 1928. It was versatile, too, winning the 1923 International
Six Day Trial off road event.

Aiming to build its first true 'performance' motorcycle, Triumph unleashed the iconic
Speed Twin in 1938. The 27hp, 498cc parallel twin power plant in the Speed Twin
proved supremely reliable compared to its contemporaries, and with a top speed of over
90mph, it was one of the fastest motorcycles available. The Speed Twin's combination
of power, speed and reliability essentially launched the British Twin era and set the stage
for Triumph's assault on the land speed record books.

Starting in 1949 with the 650cc Thunderbird, American riders began to realize the
high-speed potential that Triumph's offered. By 1955, the Texas trio of Jack Wilson,
Stormy Mangham and Johnny Allen rocketed their 650cc Triumph "Devil's Arrow" down
the Bonneville Salt Flats to a world record 193.3 mph. A year later, the bike they would
call the "Texas Cee-gar" would hit an AMA-sanctioned world record speed of 214.7

Capitalizing on this Salt Flat success, Triumph launched their most legendary model in
1959. The aptly named Bonneville was a 650cc performance masterpiece. With a
reliable top speed of 115mph, the "Bonnie" was billed as the World's Fastest Production
Motorcycle, and it fueled even more land speed record runs. In 1966, the Gyronauts X1,
built and piloted by Bob Leppan, Alex Tremulis and Jim Bruflodt, reached a record
speed of 245.6 mph. Featuring twin 650cc Bonneville motors, the Gyronaut's record
would stand for nearly four years. In fact, except for on 33-day period, a Triumph and its
rider held the record of world's fastest motorcycle from 1955 to 1970.

But the land speed records weren't Triumph's only performance achievements over the
years. Riders like Gary Nixon and Gene Romero ruled AMA road and flat track racing in
the late Sixties and early Seventies, both scoring AMA Grand National Championships
and Daytona 200 wins. Triumph racer Eddie Mulder took home numerous TT victories in
the Sixties and would later dominate Pikes Peak International Hill Climb aboard vintage
1969 Boneville, winning the event an incredible nine times. And in 1962, Bill Baird and
his 500cc Triumph Trophy won the AMA Grand National Enduro Championship, proving
Triumphs could win races off road, too.

That pursuit of speed has continued in Triumph's modern era. Models like the aluminum
framed T509 Speed Triple, the 2300cc Rocket III and the race-ready Daytona 675R
have all earned their place in Triumph's high-performance history. On the track, Latus
Motors Racing's Jason DiSalvo and Dustin Dominguez continue to bring home AMA
Road Racing victories. Bill Gately's Bonneville Performance team turns fast times in
AMA Pro Flat Track racing. And at the drag strip, Carpenter Racing's 240hp Rocket III
"Silverback" throws down low 9-second quarter mile times at more than 150 mph.

For over 110 years, Triumph Motorcycles has been building motorcycles which prove
that high performance and high style can coexist. What's in store for the next 110 years?
No one can tell the future, but if Triumph is involved, you can bet it will happen fast.

Courtesy of


Bonneville T100 Custom


In France earlier this year, I was struck by the popularity of the Triumph Bonneville. Many
were lightly customized, but none were as smart of this T100. It's owned by Patrick
Crepelle, and shows how Triumph's 'modern classic' can be transformed by an amateur
with solid workshop skills and an aye for good aesthetics.


Crepelle's bike is a 2007-model Bonneville T100, which in stock from puts out around
67hp. So he upgraded the engine with a Mecatwin Best Power kit, which includes new
mufflers and internal parts to modify the Keihin carburetors, the air box and the exhaust
air injection system. It adds 13 extra horses to the back wheel and a solid slab of extra
torque throughout the rev range.


The headlamp and instruments are from the Italian Triumph accessori specialist Best For Britts [sic], and Crepelle trimmed the rear frame to fit a seat built by Montpellier-based Sellerie Concept. Bobbed fenders are matched to chunky Firestone rubber, and Crepelle painted the Bonneville himself to his own design.

"I've had 21 motorbikes before this one," he says, "and this is the only one I've wanted to keep." If I had it in my garage, I'd be happy to keep it too.


Courtesy of Bike Exif


2013 Triumph Trophy 1200 SE - First Ride Review

Tearing up the backroads while listening to the backbeat.


It's not exactly a case of David challenging Goliath, but it's close - real close. With its new 1200 Trophy SE luxury-tourer, Triumph, a comparatively small bike manufacturer, is challenging one of the industry's giants when it comes to producing highly regarded over-the-road motorcycles: BMW. The Boys in Bavaria run a high-powered auto and motorcycle operation that has been building touring bikes of one flavor or another for many decades. So, when the movers and shakers at Hinkley decided to throw down the gauntlet against that powerhouse, it was like taking a knife to a gunfight.

But, as it turns out, that knife is a pretty sharp one. The Trophy 1200 is by far the most complex motorcycle that reborn Triumph has ever produced, and it takes direct aim not at either of BMW's K1600s but instead has its sights set on the R1200RT Boxer. Aside from its displacement disadvantage, the Trophy is not a luxury-tourer in the K1600GTL, Gold Wing or Harley-Davidson Ultra Classic sense; rather, it's a luxury sport-tourer. It allows you to enjoy all the amenities of those iconic superslab-devouring heavyweights - and a few features that even some of the others don't have - while you're ripping through the twists as though you were on something far smaller and lighter than the Trophy's 662-pound claimed wet weight (without saddlebags) and 60.7-inch wheelbase would imply.

"We started working on this project in 2008," said Simon Warburton, Triumph's Product Manager. "We looked at three bikes that were considered the models of choice at the time: the Honda Pan-European (ST1300 in the U.S.), Yamaha FJR1300 and BMW R1200RT. Our evaluations proved that the RT was the best of the three, so that was the bike we targeted."


This is why the Trophy matches the RT point for point, and then some. Its book-length list of features includes traction control, ABS, linked brakes, 31-liter detachable saddlebags, cruise control, tire-pressure monitors, electrically adjustable windscreen, adjustable seat height (by more than 3/4 in.), electrically adjustable headlights and shaft final drive. Of particular importance are the Trophy's electronically adjustable suspension (three positions each for preload and damping, some of which can be selected on the fly, some that cannot) and elaborate FM/Bluetooth sound system that's fully iPod compatible and will also play other formats (FLAC, WAV, MP3, OGG, ACC).

Practically everything that is adjustable on the Trophy can be configured using the designated buttons on the left handlebar switch pod in conduction with the LCD information screen between the tach and speedo. This includes the screen display itself, which provides more information than those of any other motorcycle currently on the market and can be quickly set up to display the specific info you want in a choice of locations on the screen.

A sizable list of available accessories for the SE includes a larger touring windshield, a 50-liter top box fitted with a 12-volt power port (and that uses a built-in sliding plug mechanism that requires no unplugging or reconnecting of wires when removing or installing the box), heated seats and grips, a tank bag, a lower seat (which, like the stock saddle, is two-position adjustable), bag liners and a GPS mounting bracket.

Inclusion of all this equipment, the 6.9-gallon gas tank in particular, has taken its toll in the perception of the Trophy's physical size. When you first climb aboard, the tank/fairing stretching out ahead of your knees splays out so far and wide that you almost feel like you're looking down onto the deck of an aircraft carrier. But by the time you've ridden the bike a few blocks and snapped it around a couple of simple corners, that perceptions starts to change. You quickly forget about the shape of the plastic in front of you and marvel at how light and agile the big Triumph feels when it's moving. The tall, wide cast handlebars give you lots of leverage while propping you in an upright, standard-bike riding position, and the 1215cc, ride-by-wire inline-three grunts out tons of usable torque (well, actually, a peak of 89 ft.-lb. at 6450 rpm, says Triumph, but it remains above 74 ft.-lb. from 2500 to 9500 rpm) that effortlessly whisks the SE away from a stop and off of corners. The overall effect is that you feel as though you are riding a bike that is at least a hundred pounds lighter than what its manufacturer claims.

Courtesy of Cycle World


2012 Motorcycle Of The Year: Best Naked Bike


Triumph Speed Triple R - Still on Top 

The Speed Triple took top honors last year, and this year's R-model is a whole lot better. Like the Daytona 675R, the Speed Triple R receives top-shelf Ohlins suspension as well as lighter forged-aluminum wheels, Brembo Monobloc brakes with ABS, track-worthy Pirelli Diablo Supercorsa SP tires and a generous helping of carbon-fiber. The stellar 1050cc triple has new transmission parts but its otherwise unchanged - and absolutely perfect. Torque abounds, and oh, that sound! It speaks directly to your soul. Triumph claims this is the ultimate Speed Triple, but it might be the ultimate street bike! Upgraded suspension and lighter wheels have a noticeable effect on handling, making what was already a powerful, nimble motorcycle even more potent in the curves. It's easier than ever to ride, with less chassis pitch on the brakes, faster direction changes and a more stable fell at full lean. Triumph's big savage has been tamed, but don't even think of calling the Speed Triple R civilized!

Courtesy of Motorcyclist Online


Mule Triumph Bonneville


Sometimes even a man of the cloth needs a little earthly diversion. So it was with Father Dave Reinhart, a chaplain in the U.S. Air Force, recently returned from a posting in Iraq. He contacted Richard Pollock at Mule Motorcycles about modifying his 2006 Triumph Bonneville - nothing too crazy, just an amplification of the bike's good points.


The result is a "quiet" custom, one that looks like it could have been built by the factory. But in fact, almost no part of the original bike remains untouched. Start with the main frame: its bolt-on engine cradle tubes are replaced by Streetmaster components plumbed with oil lines to act as an outsized cooler. Between the forward facing tubes and their extra capacity, there's no need for the stock oil radiator, which cleans up the look at the front of the bike. 

Still up front, Pollock went to flat-track specialists A&A for a set of their adjustable billet triple-clamps. These hold 43mm Buell M2 Cyclone fork tubes. Stock headlight ears shortened 3/8" and reworked inner rubber sleeves allow fitment of the standard headlight shell and turn-signals, giving a factory feel, as does a Thruxton front fender, shorter than the Bonnie part. Mule/Race Tech shocks are slightly longer than stock.


There are big upgrades to the wheel/brake package - namely wider Sun aluminum rims, 2.75 x 18" front, 4.25 x 18" rear, laced to the stock hubs. The front brake was bumped up to a 320mm Brembo rotor on a custom Mule carrier, pinched by a four-piston Brembo Goldline caliper. Dunlop Sportmax radials complete the rolling improvements.

Motor-wise, again, nothing drastic, just a thorough massaging of the stock 790cc twin, starting with an air box eliminator kit and carb rejet, plus reworked ignition (2 degrees more advance, 1000 rpm more revs) and high-energy spark plug leads. A set of prototype Mule up-pipes unleashes a few more ponies, not to mention a healthy dose of decibels.


The Triumph parts and accessories catalog was consulted for the stepped saddle and chrome-plated side covers. Flanders chipped in with superbike-bend handlebars. Mule is responsible for the severely docked rear fender, relocated blinkers and tiny LED taillight. The whole lot is capped off by a coat of Olympic Flame paint, a candy metallic orange that as once part of Triumph's 1960s color palette - and judging by how it looks here, should be again current day.

Courtesy of BikeExif


Triumph Announces Tiger Explorer XC


Triumph Motorcycles increases its range in the Adventure Touring market with the launch of the new Tiger Explorer XC. With a nod to the styling cues of the award winning Tiger 800 XC, the new Tiger Explorer XC gains a number of enhancements to further heighten its long haul adventure touring appeal.

Key to the rugged look of the XC are the new aluminum rimmed, steel spoked wheels. Maintaining the 19" front and 17" rear of the Explorer, the new Triumph-designed spoked wheels retain the Explorer's incredible dynamic handling and provide the additional benefit of tunelessness tires. If mid-adventure you find yourself suffering with a flat tire, the experience can soon turn into an adventure of a different kind! Triumph's tubeless rims ensure this will not be the case and allow you to quickly resume your explorations without the need for an extensive tool kit for experienced tire fitters.

The adventure look is further enhanced with the standard fit of some additional features, designed to increase comfort and confidence during any adventure. The high impact Adventure Hand Guards offer warmth and protection to hands and controls, while the high-performance 55w Dual Fog Lights deliver increased visibility for those late rides. Tough 22mm steel tube engine bars and a heavy-guage, aluminum Belly Guard combine to offer maximum protection when the going gets more challenging. For riders wishing to further tailor their XC, a range of 54 additional Genuine Triumph Accessories offers even more customization options.

The Tiger Explorer XC is powered by Triumph's shaft-driven 1215cc triple. Producing 135bhp with 89ft. lbs. of torque, the engine continues to impress. Add into the equation cruise and traction control, switchable ABS and a virtually maintenance-free shaft drive, and you have the perfect combination for long distance adventure touring. All this is confidently backed up by 10,000-mile service intervals and an unlimited mileage two-year warranty.

Available in Khaki Green, the XC made its debut during Triumph Live, the World's largest celebration of all things Triumph, being held at Mallory Park, Leicestershire, UK over the weekend of August 31 - September 2, 2012. The Triumph Tiger Explorer XC's international debut will follow at Intermot, Cologne, Germany on October 2, 2012. Test rides at Triumph dealerships will be available in April 2013. 

Courtesy of Motorcycle USA


Zero Gravity Product Release 2011-2012 Triumph Sprint GT Windscreens

The elegance of the Triumph Sprint GT can now be matched with the quality, fit, and finish of a Zero Gravity windscreen, for those who will accept nothing but the best for their ride.

Made here in the USA, the SR Series (20-913w) windscreen closely matches the size and shape of the OEM windscreen, and adds flair to the bike with light or dark smoke tint and industry-leading visual clarity over stock.

The Sport Touring Series (23-913v) is our tallest windscreen. This screen rises a full 3-1/2" (88.9mm) taller than the stock screen to give you additional wind protection for longer endurance rides on back country highways, and comes in clear, light smoke, or dark smoke tints.

Zero Gravity has its engineers hard at work to perfect the famous Double Bubble screen (16-913v) for the Sprint GT. This stepped profile design has the potential to give you added aerodynamic advantage when tucked in for extra speed when riding this great sport-touring bike closer to the "sport" end of the spectrum! Look for this model to hit dealers soon!

Both the Stock Replacement and Sport Touring Series windscreens match the OEM fit and mount easily using your factory hardware. The screen on the Sprint GT is molded into the front fairing, and Zero Gravity windscreens partially cover the backside of the dash with a high-quality vinyl mask, just like the Triumph version.

Courtesy of Motorcyclist Online


The Special Six

Six factory Triumph race bikes. One incredibly rare collection.


The Triumph TT Special is one of the rarest and most collectible Triumphs on the planet. H.C. Morris owns six of them.

How does one man acquire such an incredible collection of unique motorcycles? Patience and persistence, that's how.

The TT Special was born out of a desire by Triumph to please many of their U.S. buyers who were modifying their Triumph Bonnevilles to compete in off road races. Aided by the efforts of prominent west coast distributor Bill Johnson, Triumph in 1963 decided to offer their own factory race special. Dubbed the TT Special, it arrived at dealerships ready to race, complete with high performance cams and heads, no battery or lights and a smaller-than-stock fuel tank. Power was around 52bhp on the early TT's, topping out at 54bhp for the later models. Top speed was 123 mph. 

Immediately competitive on the track, Triumph TT Specials' racked up national wins by racers like Eddie Mulder, Dave Palmer and Skip Van Leeuwen, as well as many TT Hare Scrambles and drag races around the country. Triumph continued to build these extremely rare models until 1967.

Around 2007, Morris acquired his first TT, a 1967 model, and handed over restoration duties to famed Michigan Triumph builder Bill Hoard. The results impressed Morris enough that he let Hoard talk him into assembling a full collection of TT's, one from every year of production. The process took some time, as due to the rare nature of the TT Special, there were many fakes and incomplete bikes to sort through. Eventually, with the help of a second restorer in Garry Chitwood, the set was complete. In fact, they even added an additional 1967 model, just for safe measure.

And now, ready to move on tho his next challenge, Morris has decided to put the TT Special collection up for auction. The 2012 pebble Beach Antique Motorcycle Market Place and Online Auction, to be held August 17-19, will feature a number of rare and unique motorcycles, but none as special as this collection of Triumph factory rare machines. To have one beautifully restored TT Special come up for auction is rare enough. To have an entire production series up for grabs is a once-in-a-lifetime opportunity. It's clear to see why this collection is such a marquee item for this already prestigious auction.

For more information on the collection and auction, visit

Courtesy of


Flat Track's Living Legacy

Mike Anderson epitomizes the Fountain of Youth


The thrill of flat track motorcycle racing is intoxicating. A dozen riders sliding their bikes around a nearly flat dirt oval just inches from each other at 100mph. The tracks are the same ones that horses race on; just as when the sport was born. It's one of motorsports' purest moments, with nothing but the performance of a man and his machine - and a wagon full of guts and determination - separating first and last.

Mike Anderson is one of these riders and much more. He started riding motorcycles when he was just 15 years old. A year later, in 1957, Mike bought his neighbor's 1955 Triumph Thunderbird. ANd just a year after that he ran his first Scrambles race. Racing technology was still in its infancy then. A sign posted at the track said "helmets recommended," because they still weren't commonly used.

After a stint in the Marine Corps from 1958 to 1962 Mike returned home, got a job at the local Triumph dealership in Freeport, Ill., and returned to Scrambles races with a Triumph 500 and 200 Cub. A few years later, in 1966, Mike became a professional motorcycle racer riding for C&D Triumph of Freeport, Ill.

In professional sports, an athlete's performance is often gauged by their success and longevity. Mike has both. From 1967 to '81, Mike won 259 flat track races from Daytona Beach to California's old Ascot Park. He completed against the greats, including Gary Nixon, Gene Romero and Eddie Mulder. From 1970 to 1978, Sharer Triumph of Madison, Wis., sponsored him with a lightning fast 750cc twin that he remembers like it was yesterday.

Mike pulled back from racing between 1979 to '84, but returned to flat track in 1985. Now, he runs the former flat trackers that Gary Nixon used to win the AMA Grand National Championship in 1968. Mike has won four Vintage National Championships with those same Triumphs.

At 70 years old, the gleam in his eye is just as bright as when he started racing 50 years ago. Mike wins nearly every vintage flat track race he enters, and he quietly gives the trophies to kids after the races. How many career wins does he have? Nobody knows. Mike stopped keeping track years ago. But that's okay. He doesn't compete for the trophy. He competes for the rush...for the passion...for the love of the sport.

Courtesy of


Triumph Takes Two


Triumph's Speed Triple and Tiger 800XC are no strangers to the limelight. Both models have gathered positive press since their introductions, including taking home Best Naked Bike and Best Adventure Bike in Motorcyclist magazine's 2011 Motorcycle of the Year awards. So how do they top that prestigious honor? By repeating it, that's how.

That's right, Motorcyclist recently named the Speed Triple R 2012's Best naked Bike and the Tiger 800XC this year's Best Adventure Bike. The speed Triple R won raves for its top-shelf suspension and always-potent 1050cc triple. 'Triumph claims this is the ultimate Speed Triple, but it might by the ultimate street bike!" said Motorcyclist. The Tiger 800XC also earned growing remarks of its own, with the magazine noting that "this soulful screamer makes an adventure out of any ride, no matter what the surface."

Courtesy of



Triumph will enter the touring segment in 2013 with its all-new, shaft-driven Trophy - the British manufacturer's answer to motorcycles like BMW's K1600.

The tourer will be available in the U.S. in January of next year, though U.S. and Canadian markets will only get the top-of-the-line SE model and not the base-model Trophy. 


The trophy will be powered by the same 1215cc, shaft-driven three-cylinder engine that was developed for the Tiger Explorer. The 132-horsepower package will get a counter-rotating balancer shaft to smooth out any vibrations and that will work in conjunction with a torsional damping system designed to transfer power from the gearbox to the shaft drive.


The new Trophy also gets ride-by-wire technology that incorporates traction and cruise control as well as optimizing engine efficiency and fuel economy, according to Triumph. The Trophy gets a 6.6-gallon fuel tank.

The newest from Triumph features an electrically adjustable windscreen that can raise nearly 6.5 inches and comes with a memory function that automatically adjusts to your last pre-set position when you start the bike. Both the rider and passenger seats are heated and feature a range of options - and adjustability from 30.3 inches to 31.1 inches in height.

The Trophy features headlight positional adjustment, a center stand, lockable cockpit storage box with 12-volt power socket and Triumph's Dynamic Luggage System (TDLS). The luggage system helps maintain chassis balance by decoupling the mass for the chassis, allowing each case to move up to a five-degree arc to help with stability. Each pannier features 31 liters of storage capacity and an additional 55-liter "plug and play" top box (able to be fitted and removed without the need to connect and disconnect cables or wires) will be available as an option. The top box also features a 12-volt socket on the insider to charge a phone, camera or other electrical device while on the move.  


The SE model gets an integrated audio system with Bluetooth, USB input and iPod/MP3 player compatibility. The SE also features adjustable WP suspension and riders can opt for three settings - sport, normal or comfort - and combine that with the bike's load - solo, solo plus luggage or two-up. What they have selected can then be viewed on a dot matrix LCD screen.

The SE also gets a tire-pressure monitoring system and will be available in Pacific Blue or Lunar Silver. No word yet on the bike's MSRP.  

Courtesy of Cycle News