2017 TRIUMPH BONNEVILLE BOBBER
CW FIRST RIDE
CUSTOM LOOKS WITHOUT THE CUSTOM HEADACHE
Sean MacDonald
CHARACTERS
WHEN TRIUMPH FIRST UNVEILED the new Bonneville Bobber, it was met with strong reactions from people around the globe. Some enthusiasts took huge issue with an OEM creating a production bike that imitated the style and used the name of a bike that could only be created by customizing, while others, including non-riders, were drawn to the aesthetics like mosquitoes to a light.
I've spent a lot of time think ing about both sides. There is validity to the notion that those who ride this style of bike enjoy the fact that it's only attainable through the work of their hands. But there is also the everyday person getting one more opportunity to have a bike they truly love and connect with. But we'll get to that later.
Triumph says that when it started designing the Bobber three years ago, it gave its design teams a couple of required deliverables: The bike had to be based on the Bonneville T120 and have its DNA; it had to have premium finishes and detailing that rivaled anything else in the Triumph line; it had to have an exciting power delivery and exhaust note; it had to be a good blend of ergonomics and riding characteristics; and it had to be a platform for customization.
The Bonneville Bobber is based on the Bonneville T120 in that it uses the same “high torque” variant of Triumph’s new i,200cc engine. Both are eightvalve, liquid-cooled, single overhead cam parallel twins with a 270-degree crankshaft, and both are mated to the same six-speed gearbox. The Bobber has a new twin airbox setup with different intake and exhaust system and its own tune, which bumps horsepower and torque figures in the lower rev range.
More specifically, the Bobber makes
77 hp at 6,100 rpm, with the biggest gains around 4,500 rpm, where it has a 10 percent bump over the T120. Similarly, peak torque comes in at 78.2 pound-feet at 4,000, also 10 percent more than what the T120 makes (peak torque is only 2 percent more).
To achieve the bobber look, the bike sports a floating aluminum single seat, which can be adjusted to an “up and forward” and “down and back” position. Similarly, the speedometer is angle adjustable, allowing its face to be tipped up and pointed more directly at the rider or to lie more flat in line with the bike.
Triumph achieved the hardtail look by pairing a classic “cage” swingarm with an underseat shock with linkage. Triumph’s development team said one of the biggest debates they had was with the amount of suspension travel at the rear, with some members of the team pushing for authentic looks while others pushed for modern capabilities. The resulting unit offers 3 inches of travel
that makes for a surprisingly good ride.
Finally, Triumph has given the Bobber a large number of unique styling and detail bits. The tank is new and smaller than the Ti20’s, and while it does have Triumph’s signature knee pad recesses, it gets its own badging. Front and rear fenders are steel and made to be as small as possible, the wheels are strung with spokes, and the battery box points to heritage in the most subtle of ways.
The Bobber is packed with premium finishes. The tank badges are beautiful, as are the bronze badges on the seat, engine, and speedometer. The engine covers are brushed, the handlebars satin and graphite, and the instruments have machined detailing. Nothing on this bike appears as if it were overlooked.
The result? This Bobber is incredibly cool and doesn’t feel nearly as much like it’s trying too hard in person as it does in pictures.
Visually, the Bobber is a really pretty motorcycle. To my skeptical eye, it looks
SPECS
2017 TRIUMPH BONNEVILLE BOBBER
BASE PRICE: $11,900 ENGINE: Liquidcooled parallel twin DISPLACEMENT: 1200cc SEAT HEIGHT: 27.2-27.5 in. FUEL CAPACITY: 2.4 gal. CLAIMED DRY WEIGHT: 503 lb
different from multiple angles, as the shape of the seat pan for some reason reminds me of a Ducati Diavel while the front view looks like a Harley-Davidson Roadster. Fortunately, the rest of the bike looks classic Triumph, only stripped down, something most of us can agree is really pretty.
When you sit in the saddle and fire up the bike, its exhaust note burbles to life with a soft but meaty chug, and a twist of the throttle sends throaty cries not normally found in stock exhausts. Unlike Harley-Davidson with the Roadster, Triumph nails the foot position, placing the pegs just forward enough for you to put your feet down unobstructed at a stop. The seat is hard but shaped well enough that it doesn’t create hot spots, and the torqueassist clutch makes clutch pull light.
Fueling is nearly perfect as you pull away, and it’s only seconds into a ride before you realize that Triumph has sort of undersold the engine changes. Pushing the power lower really enhances the ride, giving the Bobber a more cruiser-
like engine characteristic that’s fun to blip and punch around town.
My main problem with the Bobber comes from its binders. The single, 310mm disc and two-piston Nissin floating caliper require a full four-finger grasp to access good stopping power.
Overall, the Bobber is a really fun bike to ride and to look at. Even more important is the impact the bike is making. Like the Ducati Scrambler, the Bonneville Bobber is bringing a lot of attention from non-motorcycle enthu-
siasts. Love or hate the Ducati, it got people who’d never considered a motorcycle excited about these machines we love.
So while I appreciate that having a bobber used to mean you put some serious blood, sweat, and time (or just tons and tons of cash) into a bike build, I’m okay with the fact that my neighbor can go buy a Triumph Bobber from the factory. Because it’s a really great motorcycle that he will love and because it will make him one of us. CTU
