We leave behind the stories of Abuelo Cebolleta and get down to business. I have to go back with the Triumph Bonneville T-100 since I made the outward route with the Triumph Street Triple. When riding the Bonnie, the gaps are quite bulky, obviously, but you quickly put yourself in situation. I look for, turnkey, the contact that I find on the side of the address. A very old-fashioned solution but not very practical for my taste. And we must add that to block the address we must use a different key which involves adding keys to our possibly variegated keychain. But this is something you can live with.
The controls are very close at hand and the posture is very comfortable leaving a straight back with well-placed rubberized footpegs. The triangle, seat, foot pegs, handlebar are perfectly resolved and it is ideal for long road routes. Personally I miss some aggressiveness in driving with the footpegs somewhat set back and the handlebars lower but for this, Triumph offers the Thurxton to delight the café racers. But come on, posture is a hobby that someone has that, like a goat, shoots for the mountains.
It's hot and I don't need to pull the handle two position starter located on the left side of the motorcycle. One push of the starter button and the parallel twin cylinder comes to life with a few pleasantly noticeable pulses by way of vibrations. The flat seat of this version is so long that my colleague leaves a box tied with some octopuses in the area reserved for the passenger in which the typical sweet cakes of the place will travel.
Don't tell me no It is professional to go pizza to try a Triumph Bonneville, Huh? The good thing is that they are real conditions, like life itself, I assure you! That is what it is all about. So I notice that, despite the succulent passenger, I have enough space in the front of the seat to move if necessary. I start the gear and the gearbox, together with the clutch, are of smooth and precise actuation. The unit of this test is more than shot by its owner counting on a long journey behind him.
The first impression I have wandering around is of lightness and extreme maneuverability. The low center of gravity makes a long 230kg curb weight hardly noticeable. One of its strengths, without a doubt. Complies with note for citizen travel although I must say that I am one of those who prefers to pull bonobus for this task. Or at least Scooter. I have never been in favor of using large-cylinder motorcycles in the chaotic urban traffic, but if you have no choice and this Bonnie is your only means of transport, she will take you to the "job" between avenues and streets without question and with unusual finesse for a 900cc twin-butt percheron engine.
We are already entering the curved area through old sections where rallies were held and where the WRCs of our Carlos Sainz and company passed. As you can imagine there is everything. Paellas, wide, tight curves, impeccable asphalt, broken sections, etc. The motor responds without hesitation from 2000rpm without coughing or jerking. There is a lot of torque available and it starts pushing from 3500rpm, more forceful in the 4000 to 6000rpm range and with stretched up to 7500 or 8000rpm but it's not worth moving that high.
Engine power and two-cylinder architecture with 360 degree crankshaft send. But it is not the purpose of this Triumph Bonneville that you go into lap counter hell even though, as I say, there is torque. They are only 68CV but with 900cc that are not exactly turkey mucus. Screw the throttle and you will see that this Triumph, if you look for it, you'll find it. But the first impression is misleading. Rather, you are fooling yourself, let me explain:
As I ride this Triumph Bonneville T-100, the brain tends to put the chip in "quiet Sunday walk" mode to ON. It's not unreasonable, and that mental map fits well as a possible use of this Bonnie. The point is that feeling how easy it gets into a curve On this motorcycle, the tips of my Sidi sports boots went to find the footpegs in a more rearward position than is usually carried in this type of saddle.
And since the passenger does not complain and I have a gap in the seat to move, I throw my ass back and go linking curves with astonishing ease and attack posture. I'm not going to say that I got horny. And less in these politically correct times. Let's say that you cheer up and the agility of this classic is surprising that, inadvertently, makes you even go faster than necessary. And this breaks a little the schemes that you had pre-established and your head changes to race map, a priori unthinkable on this bike, right ?. That is until you catch the first speed bump or curl of asphalt and you remember who decided to ride that pair of rear shock absorbers there.
Look, I'm going to make it easy for you and you won't have to read me between the lines, I'll tell you directly, They are not bad, they are … ahem …. If you have the 9000-odd euros that this Triumph Bonneville T-100 is worth, you commit a sin if you don't spend at least 500 more and replace them with something decent from the ancillary industry. Let's understand each other, for quiet movements and the city it is true that the originals comply with the premise of the comfort above all But as soon as you increase the pace or carry as much cargo as a passenger, you will know what I mean. But I keep telling you about suspensions and brakes in the last part of this test.
Until then, I recommend that you read the test that my colleague Luis Font wrote about this bike at the beginning of 2008. There are one, two and three articles in which he reveals what the Triumph Bonneville gave of itself almost five years ago. Essential reading before we finish tomorrow the last part of this review and test 2012.