Road test of Triumph1600 Thunderbird 2010 Parallel Thunder

the Thunderbird's wings have been transformed into a massive parallel twin, making Triumph's Thunderbird Harley-Davidson's worst nightmare. If ever there was something capable of toppling a giant, and in this case Harley-Davidson, the Thunderbird would be the spearhead.

the four Japanese firms, along with Moto Guzzi and Victory, have been at war for a share of the lucrative cruiser market. To date, no one has really succeeded in undermining the monarchy of the American eagle. Japanese manufacturers have always suffered from a lack of heritage and legitimacy, so much so that Yamaha has even swapped its name across the Atlantic for the much less Japanese-sounding "Star" brand... A desperate measure, given the deep divisions between America and Japanese manufacturers. As for the others, let's just say that Moto Guzzi is simply not developed enough in the USA, and Victory suffers from slow growth and not having presented any new models since the Vision.
This leaves the way clear for Hinckley's English firm, Triumph, which moreover has the history and heritage necessary for credibility. Because in the highly emotional world of cruisers, there's no chance of making a name for yourself without heritage. Without this essential point, and despite a good machine and a competitive price, it becomes virtually impossible to compete with the Milwaukee-based firm. But rather than dither on the issue, let me explain how Triumph's new Thunderbird fits into this landscape.

the Thunderbird is a direct competitor to Harley-Davidson. Now on the American giant's turf, Triumph is determined to make its mark, and every effort has been made to ensure that the Thunderbird shines where others have failed. With its Speedmaster, America, Rocket III and Rocket III Classic, Triumph had left a gaping hole between its 865cm3 parallel twin and its 2300cm3 three-cylinder. The Thunderbird fills the gap with its all-new 1600cm3 parallel twin.
A stripped-down cruiser, the Thunderbird can be compared to the Harleys of the Softail range.
Triumph's desire to do the right thing, and to put all its chances on its side, has also led to the launch of over 100 accessories, allowing for a high degree of customization.

my first point of contact with the T'bird is a large seat in aged leather. With its "low" height of 700mm, this saddle is instantly comfortable and allows the front footrests to put us in an equally comfortable cruising position. My journey begins in sunny Barcelona, before heading for the mountainous region of Montserrat, a few kilometers north of the Catalan capital. I start the day on a standard T'bird equipped with ABS. In the past, I've tested Harley's ABS system on the Touring range, and one detail of the Thunderbird immediately jumped out at me: an ugly ABS ring visible on the left side of the front wheel. With Harley, these sensors are hidden in the rim. Purely aesthetic, I know, but this kind of detail counts in this segment of machines. Braking is provided by two 310mm discs, one with a 4-piston caliper at the front, and a single 310mm disc with a 2-piston caliper at the rear. The ABS works perfectly and the bite is very good. And considering the Thunderbird's 339 kilos (308kg dry), braking is all the more impressive. Having only ridden on dry surfaces, I didn't trigger the ABS very often, but for a heavy cruiser racking up the miles, I found braking to be powerful, easy and reassuring, even without ABS. On the T'bird, ABS is very effective when it comes to preventing the rear wheel from locking accidentally. At the front, the braking system coupled to the Showa 47mm fork works very well, but don't expect any exceptional feedback from the front axle. Rear suspension is provided by two Showa chromed spring shock absorbers, which make the T'bird a model of comfort, but one that easily copes with sportier riding.

I ended the day on a Thunderbird without ABS, which I personally preferred. In any case, it's clear that the Thunderbird has been designed to accommodate the ABS option from launch, as it's difficult to integrate it later.
Triumph collaborated with Metzeler to find the best gummies to mount on its five-spoke aluminum wheels. In response, the elephant has concocted a set of tires dedicated to the Thunderbird, combining two Marathon ME880s: 200/50-17 for the rear and 120/70-19 for the front. A 200 cross-section is pretty standard on the cruiser market, and doesn't handicap handling. And indeed, the T'bird is very maneuverable, as I discovered in mountainous hairpins. Triumph has also developed an all-new tubular frame with the aim of increasing rigidity. This extra rigidity is no luxury when it comes to carrying the extra weight of accessories or fried chicken-fed passengers...

During the day, I was able to test three different configurations of the T'bird: a basic one, one fitted with special Triumph silencers, and a third with the 1700cc kit. The T'bird's 1597cm3 parralel twin spins at a lazy 865rpm. It develops 85hp at 4850rpm and 146Nm at 2750rpm. With the 1700cm3 kit, these figures are increased to 97hp and 156Nm. Turn the throttle and the parallel twin immediately comes to life. The torque swells rapidly, as you'd expect from a big-bore machine like the Thunderbird.

Many of the characteristics of the 1600cm3 parallel twin are reminiscent of V-twin sensations. I'm thinking of the explosiveness of the 270-degree air-cooled Triumph 865cm3. In fact, there's little in the design to suggest that the Thunderbird is liquid-cooled. There's enough room up front to conceal the black-painted radiator between the two exhaust pipes.
Shifting up is very smooth, and for those of you who know your Triumphs well, I can tell you that this is real progress. The sixth gear works like an overdrive (it overdrives the transmission ratio) but with maximum torque reached at 2750 rpm, it's possible to drive in sixth gear at very low speeds. Injection is sublime, and Triumph has worked hard to achieve such a result. The more appropriate mufflers for releasing the Thunderbird's lightning are essential accessories. The new sound of the T'bird, while remaining within the law, provides that extra link between man and machine.

i then straddled the "Thunderbird" equipped with the 1700cm3 kit, which really wakes up the beast. It's exactly the contrast I like in these cruisers, with their low engine speed that jumps abruptly from 1000 to 3000rpm. This special kit features wider pistons, different clutch springs and revised camshafts. On the day I rode it, Triumph was still fine-tuning the fuel injection. It also became apparent that the idle speed was too low.
In addition to its fuel injection, the T'bird impresses with its enormous initial torque and the brutal music of its parallel twin. In first gear, the rear wheel spins instantly, leaving long, beautiful black trails behind me. The difference with a standard Thunderbird is enormous. Not only in terms of power and torque, but also in terms of the life that comes out of the engine and the sound that escapes from the mufflers. Having this kit installed costs £1000 (€1150), which is peanuts compared to the same type of "tuning" on a Harley-Davidson. A huge chrome clutch bell is the icing on the cake to prove to the world that you're a real man.

triumph opted for belt drive in the 1920s, and already on the Thunderbird. Back then, a leather belt did the trick, with, one imagines, the same resistance as the leather belt I wear around my waist. Today, these are the same straps used on Harleys and sourced from the same Scottish supplier.

"Cruising in sixth gear on the freeway is a treat, and all you have to do to overtake is wake up the big engine with your right hand. Set in sixth gear, the twin works gently and calmly, but you know that the beast is asleep, waiting for the signal from the throttle. In sportier riding on twisty sections, the Thunderbird impresses, and only the lack of grip prevents you from going a little faster. The footpegs rub at almost every angle, but the chassis and suspension easily inspire confidence.
Tim Prentice is the designer of the T'bird. He has previously worked on other cruisers such as the Triumph Rocket III Tourinsg and the Honda VTX and Rune. Prentice says: "I was inspired by the muscle cars of the 1960s (Ford Mustang, Shelby GT500, Chevrolet Camaro...). I didn't set out to design a 2-wheeled car, but rather to adapt their firm, muscular proportions. We wanted this machine to be easily distinguishable from other cruisers on the US market. The shapes are simple and designed to blend with the bike's mechanics."

conclusion:

overall, Triumph has done a brilliant job with the realization of its own cruiser. I love the big 1600cm3 parallel twin and its careful integration into the chassis. Together with the special mufflers, it produces a really exhilarating sound. Torque availability is very reminiscent of a big V-Twin. Even though it's a different engine design, it doesn't really feel any different. The presence of beautiful chrome parts enhances the finish, but it's still below Harley-Davidson quality. Rather than opting for a flashy CVO-type finish, Triumph has chosen a more classic paint scheme for its new cruiser. All that remains is for future customers to personalize their machine, and the T'bird is perfect for the task. Triumph has the heritage that the four Japanese firms lack, and can now look Harley-Davidson in the eye. The Thunderbird has enormous potential.

By Tor Sagen - Tradaptation Sebastien de Malfin