Triumph T120 Bonneville (1961) Top speed, Maximum power, Transmission type

                        Triumph T120 Bonneville

                        Handling was less of a Bonneville strong point than engine performance, but a 1961-model TI20R was well suited to rapid cornering.

                                        Few Triumph enthusiasts agree on which Bonneville model is best or most attractive, but this 1961 model would get plenty of votes.

                                        The Bonneville remains Triumph’s most famous model of all, and for very good reason. Launched in 1959 as a hotted-up, twin-carb version of the Meriden firm’s existing 650cc vertical twin, the T120 Bonneville was advertised as offering 'the highest performance available today from a standard production motorcycle’ - and the Bonnie lived up to its billing.

                                             For much of the following decade the T120 was as fast as any production bike on the road, and it was a long-lasting hit for Triumph. Bonneville- based bikes were also raced successfully all around the world, from the Isle of Man TT to American dirt tracks. The Bonnie was repeatedly updated, enlarged to 750cc, and survived into the 1980s. No wonder John Bloor’s reborn Triumph concern chose the famous name for its new generation parallel twin, launched in 2001.

                                   Back in 1959, the name Bonneville was evocative of speed and excitement for a different reason. Triumph’s legendary boss Edward Turner chose it in honour of the record-breaking run by Johnny Allen, who in 1956 had taken a streamlined, Triumph twin-engined machine to 214mph (344km/h) at the Bonneville salt flats in Utah,USA. The American market was Triumph’s biggest, and the name fitted the new bike perfectly.

                                         The original T120 was relatively simple for Triumph to develop. Its format of 649cc parallel twin, with pushrod valve operation, four-speed gearbox and 360-degree crankshaft was that of the Tiger 110. In 1958 the Tiger had been available with an optional cylinder head with splayed inlet ports, for fitment of twin carburettors, plus a list of optional tuning parts including high-performance camshafts and Amal racing carbs. Following demand from its US distributors for a high-performance model. Triumph incorporated hot cams and twin, filterless Amal Monobloc carbs in the new T120, increasing peak output by 4bhp to 46bhp. Initially the Bonneville, which was conceived in such a hurry that it wasn't even included in the firm’s 1959 catalogue, retained the Tiger’s headlamp nacelle and touring handlebars. For I960 it gained a separate headlamp shell and sportier mudguards, plus a redesigned twin-cradle frame that gave steeper steering geometry and a shorter wheelbase.

                                     The frame was strengthened for 1961, by which time the Bonneville had become firmly established as a stylish and fast road-burner. British magazine Motor Cycling wrote in June 1961 of the 'outstanding acceleration and high top speed -without temperament’ of a bike that lapped a banked test-track at an impressive average of I08mph (I74km/h). Three months later the magazine tripped the timing lights at l I7mph (I88km/h) on the same bike, now revving higher after being fitted with Triumph’s high-performance option of ‘chopped’ Amal Monobloc carburettors sharing a single float bowl.

Easy handling and good looks

                                         The Bonneville was regularly updated over the next decade, notably with the adoption of a unit-construction engine and gearbox in 1963. Chassis stability did not always match engine performance, but the Bonnie remained much loved for its light weight, easy handling and good looks. In 1971 the twin gained a new ‘oil-in-frame’ chassis, which was much criticized until lowered a year later. In 1973 Triumph increased capacity to 744cc to produce the T140 Bonneville, which was more flexible, if no faster and less smooth. Bonnevilles were raced with great success, notably in the Isle of Man, where John Hartle won the production TT in 1967, and Malcolm Uphill set the first production lOOmph (I6lkm/h) lap on the way to victory in 1969. During the 1960s the T120 took four wins in the annual 500-mile (805km) production race at Thruxton and Brands Hatch, with riders including Triumph tester Percy Tait. The Bonnie was still competitive on the track in 1978, when Steve Trasler’s T140 beat the Japanese fours to win the British production championship.

                                       The Silver Jubilee Bonneville of 1977 was a special edition of the 750cc TI40, built by Triumph to celebrate Queen Elizabeth II’s 25 years on the British throne. The Bonnie was old-fashioned compared to Japanese rivals, though not witho

Above right: The

                                     Bonneville made a return in 2001, when John Bloor’s reborn Triumph firm introduced a roadster twin, styled afier a 1968-model TI20 but with a modern 790cc, dohc eight-valve engine. Ironically the new 61bhp Bonnie was no faster than many old models.

         Specification Triumph T120 Bonneville 

                                       (1961)

• Engine Air-cooled four-valve ohv pushrod parallel twin
• Capacity 649cc (71 x 82mm)
• Maximum power 46bhp @ 6500rpm
• Transmission Four-speed, chain final drive
• Frame Steel twin downtube
• Suspension Telescopic front; twin shocks rear
• Brakes Drum front and rear
• Weight 403lb (183kg) wet
• Top speed 110mph (177km/h)
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  

Triumph Trident (1969) Top speed, Pics, Specification

                             Triumph Trident

                                The 1975-model T160 Trident, with its angled-forward engine and stylish two-tone paint scheme, was generally regarded as a much more handsome machine than the original T150.

                                          Angular lines, unusual paint scheme and distinctive ‘raygun' silencers gave the T150 Trident an old-fashioned look that was unpopular with many Triumph enthusiasts.

                                     When Triumph launched the T150 Trident I in 1969, the 750cc triple’s blend of HflK smooth power and stable handling made it one of the fastest bikes on the road. In road-racing, too, Trident-based machines scored many notable victories, not least on the high-speed banking of Daytona. But the triple was never the success that Triumph had hoped, partly due to its angular styling, aquamarine paintwork and unusual ‘ray- gun’ silencers, all of which were especially unpopular in the States.

                                          The Trident’s design was also very much of the 1960s, in contrast to that of Honda’s more refined CB750 four, which was launched a few months later. The 740cc triple had pushrod valve operation, and produced 58bhp at 7250rpm. The chassis was heavily based on that of Triumph’s twins, including the frame which was a strengthened version of their single-downtube unit. Front forks, borrowed from the twins, had stiffer springs to cope with the triple’s extra weight. The drum front brake also came from a 650cc twin.

High-speed cruising

                                            The Trident was certainly fast. Its 125mph (201 km/h) top speed and sub 14-second quarter- mile time were mighty impressive in 1969. So too was the smooth power delivery that allowed sustained high-speed cruising, and which made the Trident a much better long-distance bike than contemporary twins. The Trident could crack 1 OOmph (161km/h) in third gear, and show itsfancy silencers to just about any vehicle on the road. For a big bike its handling was good, too.

                                        Triumph attempted to uprate the Trident over the years, although the firm's financial problems ensured that many mods were merely cosmetic.

                                    The disappointing front brake was changed to a conical drum in 1971, then to a single disc. Styling changes included a smaller fuel tank that combined with the Trident’s thirst to give very poor range. (Many American dealers threw away the standard tank and exhausts, fitting parts from the twin to make the Trident more appealing.)

                                            Trident performance suffered when the 1973 model’s revised carburation and silencers, introduced due to tightening emission laws, resulted in lOmph (I6km/h) being lost from the top speed. Equally seriously, the Trident never really recovered from its early reputation for unreliability - much of which was caused by poor assembly rather than flawed design. Those problems and its high price meant that the Trident never had much chance of success.

                                               In 1975, Triumph replaced theTl50 with the redesigned T160 Trident. This was a handsome machine whose engine incorporated many new features including an electric starter and left-foot gearchange. 

                                          The new bike’s frame angled the motor forward in the style of BSA’s Rocket Three. Its layout was influenced by Triumph’s works production race triples including the legendary Slippery Sam, which won five consecutive Isle of Man TT Production races from 1971 to ’75.

                                             Finally, the Trident was the bike it might have been all along, with good looks, excellent performance, fine handling and a smooth ride. Although it had some reliability problems, and a high price, the T160 was the fastest, most sophisticated British bike yet. But it did not last long. By the end of 1975, production had ended following the collapse of parent company Norton Villiers Triumph.

                               Triumph's three- cylinder engine was powerful and reasonably smooth, but was very much a design from the 1960s.

                                   The pushrod triple’s lack of sophistication was further emphasized when compared with Honda’s CB750 unit, with its overhead camshaft, additional cylinder, electric starter and superior reliability.

American Beauty: The Stunning X-75

                                       The most stylish of Triumph's triples was the 1973 model X-75 Hurricane, created by young freelance American designer Craig Vetter. Commissioned by Triumph's American distributor, initially without the factory's knowledge, it was everything that the T150 wasn't: slim, curvy, and eye-catching. Geared for acceleration and with a tiny fuel tank, it was impractical - but unbeatable away from the lights. Fewer than 1200 were built, but decades later the Hurricane is remembered as an icon of two-wheeled style.

        Specification Triumph T150 Trident                                                (1969)

• Engine Air-cooled ohv six-valve pushrod triple
• Capacity 740cc (67 x 70mm)
• Maximum power 58bhp @ 7250rpm
• Transmission Four-speed, chain final drive
• Frame Steel single downtube
• Suspension Telescopic front; twin shocks rear
• Brakes Drum front and rear
• Weight 468lb (212kg)
• Top speed 125mph (201 km/h)

Triumph Trophy 1200 (1991) Weight, Color, HD Wallpapers

                          Triumph Trophy 1200

                              Previous Triumphs might not have encouraged a knee-down cornering style, but the Trophy was from a new generation.

                                       The Trophy 's styling was neat and efficient rather then spectacular, and the same could he said of its engineering. When Britain's reborn Triumph began production in 1991. few people expected the first model to be a powerful superbike with a liquid-cooled engine and monoshock suspension - let alone a fully-faired, l I80cc, 16-valve four that produced 125bhp and purred smoothly to a top speed of over 150mph (241 km/h). From a manufacturer whose name had most recently been associated with old-fashioned air-cooled twins, the Trophy 1200 was a sensation. Perhaps the greatest compliment that was paid to the new British sports-tourer was that it could have been built by one of the big four Japanese firms. In fact the Trophy, like the naked Trident and sportier Daytona models that followed shortly afterwards, had been created by a team led by John Bloor. a multi-millionaire builder. Bloor had bought bankrupt Triumph in 1983 and spent the intervening period creating a state-of-the-art factory at Hinckley, near the former Triumph base at Meriden in the English Midlands.

Range of models

                                          The Trophy 1200 sports-tourer was the largest of an initial range of six bikes that were built using a unique modular concept. All six used an identical steel spine frame. Triumph’s three- and four- cylinder engines with choice of short- or long- stroke crankshafts gave four engine capacities from 750cc triple to I200cc four. In other respects the Trophy’s dohc, liquid-cooled 16-valve engine layout was conventional.

                                   That large-diameter steel spine frame used the engine as a stressed member. The frame held 43mm forks and a vertical rear monoshock, both from Japanese specialists Kayaba. Brakes were also made in Japan, by Nissin. Some British bike enthusiasts were critical of this, but Britain's motorcycle parts industry was a shadow of its former self, and Bloor had no time for sentiment.

                                  Nor did most superbike-buying enthusiasts, but Triumph did not need to rely on nostalgia to make the Trophy a success. Its big motor was superbly strong, with a broad power band that delivered crisp acceleration everywhere between 2000rpm and the 9500rpm redline. The Trophy cruised effortlessly at l OOmph (I61km/h) with plenty of speed in hand. It was smooth, thanks to twin balancer shafts, and its six-speed gearbox was slick. Crucially this Triumph, unlike numerous predecessors, was also reliable and oil-tight.

                                        Triumph's steel spine frame was slightly dated when compared to twin-spar aluminium layouts, and the Trophy was quite a tall bike with a high centre of gravity. At 529lb (240kg) it was fairly heavy, too. But it handled well, combining flawless straight-line stability with neutral steering and good quality suspension that gave plenty of control along with a high level of comfort.

                                      Other impressive features included an efficient full fairing, large fuel tank and comfortable dual­seat with pillion grab-rail. Some other details such as the small mirrors and mediocre headlamp were less impressive, but most people who rode the Trophy were surprised to find it competitive with the best Japanese sports-tourers. That would have been impressive for any new bike, let alone a new manufacturer’s debut model. The Trophy 1200 was a Triumph not only in name.

                                  Triumph's reputation for performance leapt in 1993 when the British firm released the Daytona 1200, powered by a tuned, 145bhp version of the Trophy's four-cylinder engine. Although named after the Daytona speedway in Florida, scene of famous Triumph wins in the 1960s, the 1200 was not a race-replica but a muscular roadburner with a top speed of 160mph (257km/h). Its modular steel frame held high-quality cycle parts that helped give good handling despite over 500lb (227kg) of weight. The Daytona wasn't the world's sharpest sports bike, but it generated plenty of speed and excitement.

       Specification Triumph Trophy 1200                                               (1991)

Engine Liquid-cooled dohc 16-valve four

Capacity 1180cc (76 x 65mm)

Maximum power 125bhp @ 9000rpm

Transmission Six-speed, chain final drive

Frame Steel spine

Suspension Telescopic front; single shock rear

Brakes Twin disc front; disc rear

Weight 529lb (240kg)

Top speed 153mph (246km/h)

Triumph Speed Triple (1994) Review, Top speed, Color

                         Triumph Speed Triple

                      The hold and charismatic Speed Triple summed-up all that was best about the new Triumph firm from Hinckley. With its sleek styling, racy riding position, high-quality cycle parts and exposed three-cylinder engine, the original Speed Triple, launched in 1994. was a spiritual descendant of the cafe racers of the 1960s - the days when British bikes, including old-style Triumphs, ruled the roads.

Aggressive and sleek

                        If there was one thing above all that the Triple shared with those old cafe racers it was attitude. Lean, simple, unfaired but at the same time aggressive and sleek, the Triple was from the same naked musclebike school as Ducati's Monster. With a torquey three-cylinder motor, high quality cycle parts and no unnecessary frills, it was built for coffee-bar cowboys who took their bikes expresso style: simple, black and strong.

                      Depending on how it was viewed, the Speed Triple - w'hose name recalled one of the great early Triumphs, the 500cc Speed Twin of 1938 - was either a sporty version of Triumph’s naked Trident 900 or a naked version of the Daytona 900 sportster. While sharing the basic liquid-cooled. 885cc three-cylinder engine layout and steel spine frame of both bikes, the Triple differed enough from either to be very much a distinct model.

                        Its engine was the same 97bhp unit that powered several other bikes in the range, but the Speed Triple alone had five gears instead of six. To match its lean look and all-black engine and bodywork (yellow paint was an option), the Triple was also fitted with aluminium silencers whose dark finish resembled carbon-fibre.

                             There was no pretence with the cycle-parts. Forks were 43mm. multi-adjustable Kayaba units: the same Japanese firm’s shock could be set for preload and rebound damping. Front brakes were a high-quality blend of 310mm discs and four-piston calipers from Nissin, also of Japan. And the three- spoke wheels held sticky Michelins. the rear a massive 180-section radial.

                            The Speed Triple certainly lived up to its name, thanks mainly to its supremely responsive motor.

                              By superbike standards the British machine’s top speed of about 130mph (209km/h) was unremarkable, but the Triumph scored with outstanding smoothness and flexibility. Almost regardless of revs, it stormed forward in thrilling fashion in response to a twist of the rider’s wrist.

                           Handling was very good, although, like other Triumphs, the Triple was tall and. at 4601b (209kg). rather heavy. Its rigid frame combined w'ith the sophisticated suspension to give agile cornering without compromising stability. This w'as the lightest and lowest Triumph model yet. as well as one of the best equipped for hard and fast riding.

                          For day-to-day use the Triple was also reasonably practical, its lack of luxuries offset by a generous fuel range, comfortable 'eat and good standard of finish. Despite it' similarity to other Triumph models, the Triple managed to project a strong and entertaining character all of its own. In many countries the naked bike became Triumph's best-selling model, and it was easy to 'ee why. The spirit of the pure, simple British cafe-racer lived on in the Speed Triple.

Tweaking the Triple

                             Triumph created one of its most successful models when in 1987 the '509 Speed Triple was introduced, featuring not only a revamped, 855cc three-cylinder engine but also distinctive twin headlamps and a tubular aluminium frame 'he aggressive new look helped earn the Triple a cult following. Triumph continued to upgrade it, notably in 2005 when it gained a larger 1050cc, 128bhp engine D-sa new chassis and even more squat, muscular styling incorporating cut-down tv\ n exhaust pipes on either side of the single sided swingarm.

                             The original Speed Triple s single round headlamp was not the dominant styling feature that twin lights would become in later years.

                                The T509 Speed Triple, initially known by its factory code number but later renamed, used the same tubular aluminium frame as the 1997 Daytona sportster.

       Specification Triumph Speed Triple                                               (1994)

• Engine Liquid-cooled dohc 12-valve triple

• Capacity 885cc (76 x 65mm)

• Maximum power 97bhp @ 9000rpm

• Transmission Five-speed, chain final drive

• Frame Steel spine

• Suspension Telescopic front; single shock rear

• Brakes Twin discs front; disc rear

• Weight 460lb (209kg)

• Top speed 130mph (209km/h)

Triumph T595 Daytona (1997) Weight, Color, HD Wallpapers

                      Triumph T595 Daytona

                          The Daytona's aggressive styling, dominated by its sleek twin­headlampfairing. hinted at the 955cc triple's performance. Although the Triumph was not quite as racy as the most singleminded of its rivals, the British firm had finally produced a purpose-built sports machine that could trade punches with the best in the world.

                        The T595 Daytona was the bike with which Triumph came of age as a superbike manufacturer. Fast and fine- handling. the Daytona was the first sports bike from the reborn British firm that was designed to compete head-on with the best from Italy and Japan. And although the Triumph was slightly less racy than some super-sports rivals, its unique blend of style, performance and three-cylinder character made it a big success.

                          A crucial factor in the Daytona's development was Triumph boss John Bloor's decision to abandon the modular format with which his firm had entered the market in 1991. Modular design involved several different models sharing many components, and had proved a cost-effective way of developing a range of bikes rapidly. But it involved too many compromises for a competitive super-sports machine.

                   The Daytona changed all that. This time. Triumph’s designers had no such handicap in developing a purpose-built triple. The T595 title came from Triumph's factory codename, a factory tradition dating back to the T120 Bonneville and beyond, but the bike was later renamed the Daytona 955i because many people thought the 595 referred to capacity. This was in fact 955cc, as the motor was a bored-out version of the previous Daytona’s 885cc liquid-cooled, dohe 12-valve unit.

                          Inside the motor, new semi-forged pistons held thinner, low-friction rings and moved in new aluminium liners. Lotus Engineering helped tune the motor by improving its breathing with larger valves, new cams and lightened crankshaft. Magnesium engine covers, modified crankcases and a redesigned gearbox and clutch further reduced weight. Other engine-related changes included a new airbox. three-into-one exhaust system and Sagem fuel-injection system.

                     If the motor was a development of its predecessor, then the chassis of which it formed a stressed member was totally new. In place of the old steel spine was a perimeter frame of twin oval- section aluminium tubes. Styling was a key factor in the chassis design, hence the frame’s polished tubes and the single-sided swingarm that enhanced the Daytona’s sleek and distinctive look.

                Suspension w;as by Showa of Japan, with 45mm forks and a similarly multi-adjustable shock.

Compact and eager to rev

                                  From the rider’s seat the Daytona felt notably more compact than previous Triumphs, and it was certainly much faster too. The new motor was smooth and eager to rev. It kicked hard anywhere above 6000rpm to send the triple surging forward and its rev-counter needle flicking towards the I0.500rpm redline. Peak output was I28bhp at I0,200rpm, giving a I5bhp advantage over the previous Daytona Super III. With its rider tucked down behind the fairly low screen the triple was good for over I60mph (257km/h). Only the slightly notchy six-speed gearbox and a noticeable power dip at about 5500rpm marred the impression of a superbly fast and sophisticated sportster.

                        There were no such complaints about the handling, particularly on the road where the Triumph’s combination of light, neutral steering and confidence-inspiring stability was very impressive. The top-heaviness of previous Triumphs was gone, replaced by a pleasantly manageable feel, and backed-up by excellent control from the firm yet compliant suspension Although the Daytona could not quite match the agility of its raciest rivals, it was not far behind, and its Nissin brake system gave outstanding stopping power.

                           The T595 Daytona was more than an excellent sports bike, it was proof that Triumph was trul\ back in the big time. Almost 30 years after Honda-' CB750 had arrived to outclass the previous Meriden-based factory’s T150 Trident triple and".a'ten the demise of the once dominant British t> 'cycle industry. Triumph once again had a 'P rr.ng ' jperbike that stood comparison with the \erx be't in the world.

                           The Daytona’s look was enhanced by its frame, made from oval-section aluminium tubes.

  

            Specification Triumph T595 Daytona                                            (1997)

• Engine Liquid-cooled dohc 12-valve triple

• Capacity 955cc (79 x 65mm)

• Maximum power 128bhp @ 10,200rpm

• Transmission Six-speed, chain final drive

• Frame Tubular aluminium perimeter

• Suspension Telescopic front; single shock rear

• Brakes Twin discs front; disc rear

• Weight 436lb (198kg)

• Top speed 165mph (266km/h)