A Tale of Two Triumphs

A Tale of Two Triumphs

LEANINGS

Peter Egan

I KNOW THAT WRETCHED EXCESS IS out of fashion lately, what with our depressed economy and the fall of the Roman Empire, but I must confess that last year I somehow managed to purchase two 900cc Twins from the Triumph family of traditional-looking British bikes.

Crazy, you say, but I should point out-in my own defense-that they were bought about three months apart, one in the spring and one in late autumn. So late, in fact, that I barely had time to ride before the snows of winter landed on us like a beautiful white blanket of fire-extinguisher chemicals.

The first bike I bought was a 2008 Bonneville T100, the slightly upscale version, which adds a tach, two-tone paint and chromed case covers to the standard Bonneville package. I was forced by some Anglo/Celtic genetic defect to buy this bike because it was painted claret and silver with those ram’s-horn stripes down the tank, almost exactly like the 1970 Bonneville that I’ve always admired so much.

Before it left the dealership, I had the optional centerstand installed (What? My Honda CB160 came stock with one...) and added a chromed cam cover, just to be frivolous.

I did 700 break-in miles zapping around the back hills of Wisconsin, and then installed a set of traditional-looking Norman Hyde mufflers and had the carbs rejetted during the first service. The bike ran perfectly and was noticeably quicker. The shop also repaired, under warranty, two minor oil leaks.

I thought maybe some sly friend had dribbled oil under the bike as a joke-the modern British-biker counterpart of plastic party vomit-but no. I had two bad sealing washers on the oilcooler line and also a seeping gallery plug in the engine behind the starter motor. Quick dealer fix and no further problem.

Interestingly, I’d looked forward to the new mufflers because the stock bike is so quiet as to be almost inaudi'-••v ble, except for gear whine. A British Twin should not sound like an electric drill.

The Norman Hyde pipes have a nice throaty sound, but they initially struck me as almost too loud. Riding through town, especially, I missed the stealth nature of the stock bike and the fact that you could rev it furiously without drawing attention. I’ve gotten used to them now, but in campgrounds and on brick main streets, I wish I could dial the pipes back about 5 percent with a handy bar-mounted rheostat.

Someone smarter than I should work on this invention. Call it Mood Muffling.

But the present pipes look nice, and I had a great summer with this bike, swooping around the backroads and taking short trips.

During that summer, I also had a chance to ride a friend’s 900 Scrambler and liked that, too. Very much. It wasn’t as immediately quick and revvy as the Bonneville-what with its 270-degree, torque-biased crank and lower horsepower-but I liked the roomier ergos and the longer-travel suspension. The Bonneville’s suspension is slightly stiff for our frost-heaved roads. You see a bad road seam coming and curse in advance, saving time later while you stand on the pegs.

Anyway, our dealer had a good end-of-season price on a Scrambler in Aluminum Silver and Tangerine, so I bought it, thinking to do sort of a private-owner comparison test in which one or the other bike would eventually appear in the classifieds.

When I bought the Scrambler, I decided to leave the stock pipes on the bike and keep it stealthy, as the Bonneville had first been. But now it’s a little too stealthy. Oh, for the days when Triumph was allowed to make the factory pipes sound just right. More aftermarket experimentation needed here.

But off I quietly went to put breakin miles on the Scrambler, and on my first tank of gas, I calculated 67 mpg.

I immediately suspected either a divine miracle of engineering or a math error on my part, as my Bonneville gets about 41 mpg. When I got the same mileage on my next tank, I realized that my odometer was reading in kilometers.

Yes, the factory somehow managed to install European clockworks inside an American-faced speedometer. The dealer ordered me a new one, and on the way to have it installed I heard an odd, rhythmic chain noise from my rear sprocket, so we ran it up on the stand and discovered some sprocket wobble from a misaligned bearing bore in the rear hub. They ordered and installed a new one, and I haven’t had any trouble since.

And now, with almost another full summer of riding under my belt, I still have both bikes, and the personal comparison test goes on. Is one doing better than the other?

Well, the Bonneville is more exquisite in detail than the Scrambler, with better overall finish and nicer pieces. Also, the Bonnie has low pipes, so you can throw a set of soft bags over the rear seat for a weekend trip. Handy.

But... I ride the Scrambler more, simply because it fits my long inseam better and the suspension is easier on the remains of my lower spine. Also, I keep a tankbag on its plain, silver-topped tank-something I can’t bring myself to do on the beautifully painted and pinstriped Bonneville tank. I realize that sounds a little strange, but I’d hate to damage that paint, and I also like looking at it while I ride. Yes, it’s a sickness.

I’ve found when you have two slightly redundant motorcycles in the garage, you tend to vote with your ignition keys. Every time I go to the garage intending to ride the Bonneville, I somehow get deflected toward the more laid-back Scrambler. Legroom, suspension travel and that useful old tankbag, it’s as simple as that.

I’m looking for another long-distance touring bike for a big trip late this fall, something with hard bags, two-up comfort and wind protection, so one of the Triumphs will probably have to go. I’d like to keep both but it’s a question of economics-not to mention the outward appearance of sanity.

Can’t quite bring myself to pick up the phone and place the ad, but I think it’s the Aluminum Silver and Tangerine bike that will be left standing.

I guess, at heart, I’m kind of a scrambler guy.