| The Bonneville --A Short Trivial History |
There are many websites detailing the history of Triumph motorcycles so this briefly provides a few
interesting insights into the T120 Bonneville and its evolution to the New Bonneville.
One might ask why a British company would name it's motorcycle after an American landmark?
Attribute that to a Triumph setting the world speed record (214mph) at the Bonneville Salt Flats in Utah
back in 1956. But the Federation of International Motorcyclists for some questionable reason, did not
recognize it. In 1959, as a rebuff to that ruling, Triumph created it's most powerful motorcycle to date
... and called it the "Bonneville".
interesting insights into the T120 Bonneville and its evolution to the New Bonneville.
One might ask why a British company would name it's motorcycle after an American landmark?
Attribute that to a Triumph setting the world speed record (214mph) at the Bonneville Salt Flats in Utah
back in 1956. But the Federation of International Motorcyclists for some questionable reason, did not
recognize it. In 1959, as a rebuff to that ruling, Triumph created it's most powerful motorcycle to date
... and called it the "Bonneville".
The Bonneville became the
model that Triumph is best known for
but it's roots go back to the Speed
Twin of 1937. It first introduced the
360 degree vertical twin engine that
defined the big Triumph's for decades
to come and today the look of the
New Bonneville's engine hearkens
back to it. That mill made a naked
bike truly beautiful!
model that Triumph is best known for
but it's roots go back to the Speed
Twin of 1937. It first introduced the
360 degree vertical twin engine that
defined the big Triumph's for decades
to come and today the look of the
New Bonneville's engine hearkens
back to it. That mill made a naked
bike truly beautiful!
Triumphs made their reputation in competition but the
movies are what many say gave the Triumph almost universal
appeal. When Marlon Brando rode a Thunderbird 6T in "The
Wild One" (1954) the Triumph motorcycle became more than
fast, more than famous --it became "cool". It's interesting to note
that the T-Bird got it's name from the Thunderbird Motel in South
Carolina when Edward Turner, a Triumph executive, stayed
there on a US visit.
The aura grew when Steve McQueen made that famous jump
in "The Great Escape" on a Trophy TR6 ( not really, although
Steve wanted to, a stunt man --Bud Ekins-- actually made the
jump). But Triumph's weren't "cool" only because of the movies;
the bike just looked "right" and still does.
movies are what many say gave the Triumph almost universal
appeal. When Marlon Brando rode a Thunderbird 6T in "The
Wild One" (1954) the Triumph motorcycle became more than
fast, more than famous --it became "cool". It's interesting to note
that the T-Bird got it's name from the Thunderbird Motel in South
Carolina when Edward Turner, a Triumph executive, stayed
there on a US visit.
The aura grew when Steve McQueen made that famous jump
in "The Great Escape" on a Trophy TR6 ( not really, although
Steve wanted to, a stunt man --Bud Ekins-- actually made the
jump). But Triumph's weren't "cool" only because of the movies;
the bike just looked "right" and still does.
The model number for Triumphs like T100, T120, and T140 were indicative of the maximum
speed the motorcycle was supposedly capable of attaining. Unfortunately, those numbers were
somewhat optimistic... but not by
much. A few simple engine and
exhaust modifications made those
figures very attainable.
In reality, the real impediment to
reaching the "T" number speed was
mainly the chassis and that uneasy
feeling at speeds over the century
mark telling you that maybe, just
maybe, a few handling modifications
were also in order!
speed the motorcycle was supposedly capable of attaining. Unfortunately, those numbers were
somewhat optimistic... but not by
much. A few simple engine and
exhaust modifications made those
figures very attainable.
In reality, the real impediment to
reaching the "T" number speed was
mainly the chassis and that uneasy
feeling at speeds over the century
mark telling you that maybe, just
maybe, a few handling modifications
were also in order!
Triumphs were indeed fast but you might wonder why Harleys didn't blow them away since their
1213cc engine was almost twice as large? Well, a 1966 Bonneville TT was rated at 54hp and the Harley
was listed at 55hp so the race should have been close... if that's all that mattered. But the Harley had to
lug another 200 pounds or so of Milwaukee dead-weight and it was too much. Besides, once the road
curved, Triumph owned it --handling was its forte.
In those days, however, most Harleys or Triumphs did not remain stock for long, so it could always
be a challenge. Full-race cams, high compression pistons, larger valves with porting and polishing, and
racing carbs were common engine modifications. In the end, Triumph's lighter weight, quickness, and
superior handling were hard for anyone to beat.
Data from the mid-sixties:
Harley FLH 690 lbs. 60 hp 0-60: 8.1 sec.
Bonneville T120R 390 lbs. 50 hp 0-60: 5.0 sec.
Triumph TR-6 390 lbs. 45 hp 0-60: 6.1 sec. (single carb)
*from Motorcycle Classics database.
1213cc engine was almost twice as large? Well, a 1966 Bonneville TT was rated at 54hp and the Harley
was listed at 55hp so the race should have been close... if that's all that mattered. But the Harley had to
lug another 200 pounds or so of Milwaukee dead-weight and it was too much. Besides, once the road
curved, Triumph owned it --handling was its forte.
In those days, however, most Harleys or Triumphs did not remain stock for long, so it could always
be a challenge. Full-race cams, high compression pistons, larger valves with porting and polishing, and
racing carbs were common engine modifications. In the end, Triumph's lighter weight, quickness, and
superior handling were hard for anyone to beat.
Data from the mid-sixties:
Harley FLH 690 lbs. 60 hp 0-60: 8.1 sec.
Bonneville T120R 390 lbs. 50 hp 0-60: 5.0 sec.
Triumph TR-6 390 lbs. 45 hp 0-60: 6.1 sec. (single carb)
*from Motorcycle Classics database.
Back in the 50's and 60's, the loyalty of Harley and Triumph riders made them natural competitors
for road dominance in the States. This rivalry went all the way to the boardroom when, in 1951, Harley
Davidson asked the US Tariff Committee to place a 40% duty on all imported motorcycles. They were
denied, however, and instead were charged with restrictive trade practices. Maybe they should have left
well-enough alone? Sometimes, the competition on the road and in the courts was less than friendly!
for road dominance in the States. This rivalry went all the way to the boardroom when, in 1951, Harley
Davidson asked the US Tariff Committee to place a 40% duty on all imported motorcycles. They were
denied, however, and instead were charged with restrictive trade practices. Maybe they should have left
well-enough alone? Sometimes, the competition on the road and in the courts was less than friendly!
Triumph's best sales year in the US was 1967 when over 28,000 were imported (almost 80% of
production) and most of them were Bonnevilles. But in the mid-sixties, the reliability and sheer power of
the up-and-coming Japanese motorcycles was beginning to take its toll on every European and American
manufacturer. The days of dominance were surely fading but the Bonneville still looked "right" and few
could claim its heritage.
production) and most of them were Bonnevilles. But in the mid-sixties, the reliability and sheer power of
the up-and-coming Japanese motorcycles was beginning to take its toll on every European and American
manufacturer. The days of dominance were surely fading but the Bonneville still looked "right" and few
could claim its heritage.
The New Bonneville is worthy of it's lineage. It's not just a new T120 --it's really a more refined
motorcycle with character that pays dutiful homage to its predecessor. And unlike the T120 (and
most motorcycles of the period), it doesn't leak oil, it's more stable, vibration is all but gone, it's just
as fast even though it's heavier, the seat is actually bearable for more than an hour, and you don't
spend more time working on it than riding it. But for all its attributes, the real reason the New
Bonneville is so cool is that badge on its tank...
...and it owes that to a line of motorcycles that once ruled the asphalt.
motorcycle with character that pays dutiful homage to its predecessor. And unlike the T120 (and
most motorcycles of the period), it doesn't leak oil, it's more stable, vibration is all but gone, it's just
as fast even though it's heavier, the seat is actually bearable for more than an hour, and you don't
spend more time working on it than riding it. But for all its attributes, the real reason the New
Bonneville is so cool is that badge on its tank...
...and it owes that to a line of motorcycles that once ruled the asphalt.
*
For an insight on what was available 40+ years ago, check out the pages
of Triumph's 1964 brochure. Don't we all wish the prices were the same!
of Triumph's 1964 brochure. Don't we all wish the prices were the same!
The V-twin that early Triumph riders had good reason to fear wasn't the Harley but, rather, the
superb creation of Philip Vincent: his 998cc Vincent HRD Black Shadow. Reputed to be the fastest
superb creation of Philip Vincent: his 998cc Vincent HRD Black Shadow. Reputed to be the fastest
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motorcycle in the world in its day, it was truly an
engineering marvel. Highly advanced in many ways,
it featured the earliest successful use of the engine
and gearbox as part of the chassis--it had no forward
down- tubes. The speedometer read a remarkable
150 mph and this was not an altogether empty boast;
the Black Shadow exceeded that at the Bonneville
Salt Flats in 1948.
Philip Vincent did not like chrome and his Black
Shadow was, instead, made with stainless steel. But,
high manufacturing costs made it a very expensive
motorcycle and production ended in 1954. It set a
mark for excellence that endures to this day.
engineering marvel. Highly advanced in many ways,
it featured the earliest successful use of the engine
and gearbox as part of the chassis--it had no forward
down- tubes. The speedometer read a remarkable
150 mph and this was not an altogether empty boast;
the Black Shadow exceeded that at the Bonneville
Salt Flats in 1948.
Philip Vincent did not like chrome and his Black
Shadow was, instead, made with stainless steel. But,
high manufacturing costs made it a very expensive
motorcycle and production ended in 1954. It set a
mark for excellence that endures to this day.
