2011 Triumph Speedmaster and America

NOT SO MUCH

First released just over eight years ago, Triumph’s Speedmaster and America cruisers have carved themselves a neat little patch of market territory all their own. Standing out in a niche dominated by V-twins, these British middleweight cruisers prefer to do things their own way, with a parallel-twin powerplant and Triumph’s own unique take on the traditional cruiser theme.

With identical powerplants and sharing the same chassis, the largest criticism ever levelled at the pair was that they were simply too similar, but that issue has now been addressed for the 2011 model year. Both bikes have been restyled – the new Speedmaster has taken some tentative steps down the chopper path, while the America is now more in the mould of a traditional ‘classic’ cruiser. Triumph says this will better address what has emerged as two slightly different markets for the two models – according to its data, younger guys after more aggressive styling go for the Speedmaster, while older guys go for the more relaxed style of the America.

On top of this, while the powerplants and frames have remained untouched, the pair’s ergonomics have been altered to accommodate a broader spectrum of riders, the controls now being located closer to the rider.

Triumph has also released an extensive range of factory accessories for the Speedmaster and America models, for buyers looking to customise their bikes in terms of both style and practicality, plus an accompanying clothing range.

PRICE AND EQUIPMENT
The powerplant for both the Speedmaster and the America remains unchanged – an 865cc, air-cooled, DOHC, eight-valve parallel-twin, fed by electronic fuel injection and featuring a 270-degree firing order. Originally 790cc, the 865cc donk has now been a part of the Triumph range since 2005, and the five-speeder can also be found in the marque’s Bonnevilles, plus the Thruxton café racer and Scrambler retro off-roader.

In essence the chassis also remains unchanged, with the prime difference between the two models being a slightly longer wheelbase for the America (1610mm versus 1600mm) and shorter trail (155mm versus 168mm). The steering head angle is the same for both bikes, at a relaxed 33.4 degrees.

The differences in both models then lie in their styling and their ergonomics. The Speedmaster now has a taller and skinnier 19in front wheel, a smaller headlight, a wider back wheel and a shorter rear guard. The fork shrouds have been ditched, as has one of the Speedmaster’s front rotors, leaving it with a single-disc front brake. The seat height has been reduced by 20mm to 700mm, while the footpegs have been moved both lower and further back. The new handlebars also extends further back, and they’re 58mm wider. According to Triumph, the changes have resulted in a “stripped and speedy riding position”. Finally, the sidestand has also been moved further back (by 190mm), for easier operation.

The Speedmaster features an analogue speedo with inset LCD display, the latter with clock, two trip meters and an odometer, while on the tank you’ll find a tacho plus turn, neutral, high beam and oil warning lights, set into the chrome surrounds of the fuel filler.

The America, on the other hand, now has a smaller 16in front wheel, with a deeper mudguard. Its front indicators have moved to the base of the steering yoke, and it also has a wider rear wheel. The seat height has dropped by 25mm to just 695mm, and it also has a new handlebar and repositioned footpegs, leading to a “more relaxed, safe and cool riding position” (Triumph’s words). The sidestand has also shifted back some 190mm.

For both bikes, the pillion seat height has dropped by 20mm, while the pillion footpegs have been shifted 55mm up and 154mm forward.

The America has near-identical instrumentation, except the tank-mounted tacho has been replaced with a Triumph emblem.

Both models now cost $13,990 (plus ORC) – down from the old pricing of $14,490 (plus ORC) for the America, and $14,990 (plus ORC) for the Speedmaster, the latter’s price pushed higher in part due to its old twin-disc front brake set-up. Each model comes with a 24-month, unlimited kilometre warranty.

ON THE ROAD
With the summer sun glinting off the fleet of assembled Speedmasters and Americas, and barely a cloud in the sky, the national press launch of Triumph’s revised middleweight cruisers was always going to be a relaxed, enjoyable affair.

Without any of the pressure that inherently accompanies the launch of a high performance bike, there was little to do other than hop on board, rumble out of Triumph Australia’s inner city HQ, and settle into the groove of the lazy twin beating away beneath me, as we headed out for lap of Melbourne’s Port Phillip Bay.

I started the day on a Speedmaster, which looked truly dazzling in Cranberry Red, its black engine cases providing a pleasing contrast with its ample examples of glittering chrome. To my eye it was the pick of the pair, and that echoes Triumph’s own research. According to past sales, the average age of a Speedmaster buyer is just under 44 years old – still some six years on me, but less than the 48 years of the average America buyer.

I prefer that chopper look, and the Speedmaster – though far from the raked-out geometry and apehangers that typify the breed in its purest form – is one eye-catching machine. Thumbing the starter sees the parallel-twin burst into life without hesitation. The stock pipes are fairly quiet, as you’d expect, but the hot factory pipes on the bike next to me – for ‘race use only’, of course – unleashed a whole heap of that pent up twin-cylinder soul. Triumph says any performance advantage they offer is negligible, but they sure sound sweet.

Rolling down the Geelong freeway at 100km/h, the Speedmaster was in its element. The tank-mounted tacho was registering just 3500rpm in fifth gear, and all was right with the world. I had to knock it back a cog and wind it on for any fast overtakes, but hey – a bike like this is about the ride, not the time it takes you to reach your destination.

The ride position was relaxed and easy. The new handlebars and repositioned footpegs will improve life for those on the shorter side, without leading to any undue discomfort for lankier sorts. I’m 188cm (6ft 2in), and I had no complaints. The seat, though beautifully sculpted, became pretty darn firm after about 100 or so kays – so it was fortunate then that at this point we hopped on the Queenscliff/Sorrento car ferry, and stretched our legs. The seat isn’t a bad unit in itself, it’s just that it’s unavoidable to avoid the pressure a feet-forward ride position places on the base of your spine. If longer rides are on the agenda, go for the optional factory gel seat.

After lunch at the Portsea Hotel it was time for a strop up the winding, hairpin-riddled road to Arthurs Seat, where any handling deficiencies would immediately become noticeable. Beyond both bikes’ limited cornering clearance, which soon saw hero blobs reduced to mere stubs, there was really very little to criticise. Even the cornering clearance isn’t bad per se – it’s right on par with bikes of this ilk – and the suspension, though fairly basic, does an entirely adequate job. The bottom line here is there’s plenty of fun to be had should the mood take you.

The engine might only be pumping out 61hp in a package weighing 250kg ready to roll (both models), but it’s the 72Nm of torque that tells the story. This engine has been around for several years now, and it’s a beautifully refined and wonderfully flexible unit, with blemish-free fuel injection and a stirring 270-degree firing order. Short shifting and riding that wave of grunt is the order of the day, and it charges away from corner apexes in an eminently satisfying manner. The clutch and gearbox, too, are impressive – light at both levers, slick and responsive. Those notchy, tight Triumph gearboxes of a decade ago have well and truly been consigned to the pages of history.

Arresting all that forward motion is down to the rear disc brake, helped along by a single disc set-up at the front. Like the suspension, the brakes get the job done in a workmanlike manner. When used together there’s adequate power and feel, perfectly suited to the bike’s design brief.

On the return run back to Melbourne I chopped and changed between the two models, and really found little to differentiate the pair in terms of their handling, performance and comfort. It’s a style thing – the America, with its deeper guards, chromed engine and 16-inch front wheel, is more in the mould of traditional cruiser, and it caters to that market well.

A stop at the servo on the home run revealed an average fuel economy of around 18km/lt. That gives these bikes a very healthy range of around 300km before you need to go hunting for a bowser, and that’s plenty. It’s also worth noting that at 100km/h on the Speedmaster, I was surprised by the amount of protection offered by the headlight and instrument assembly – the wind pressure was actually quite minimal. Of course, the factory option screen fitted to an America I sampled offered a whole lot more protection, and its quick-release mounting system is brilliant, requiring no tools and about five seconds.

Any glitches? The sidestand use to be a real stretch to hook on these models, but that’s been fixed on these 2011-spec machines. The idiot lights on the tank – neutral, oil, indicators, high beam – are difficult to see in direct sun, but thankfully the fuel warning light, inset into the face of the speedo, isn’t.

There is no shortage of competitors for the Speedmaster and America, and the pricing across the board is pretty keen. Buyers in this niche will undoubtedly also be looking at the Honda VT750S ($8990 plus ORC), Yamaha XVS950A ($13,999 plus ORC), Kawasaki VN900 Classic/Custom ($12,499 plus ORC) and Harley-Davidson 883 Sportster Super Low ($11,495 plus ORC). I feel that the $13,990 (plus ORC) asking price for both of these Triumphs is bang on target. If you’re in the cruiser groove, but you’re looking for a classy alternative to the sea of V-twins, you’ll be proud to raise your garage door and find either of these beautiful Brits at your disposal…

Visit the Triumph Speedmaster in Bike Showroom.
Visit the Triumph America in Bike Showroom.

TRANSMISSION
Type: Five-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel cradle
Front suspension: 41mm Kayaba fork, non-adjustable
Rear suspension: Twin shocks, adjustable for preload
Front brakes: Single 310mm disc with twin-piston Nissin caliper
Rear brakes: Single 285mm disc with twin-piston Nissin caliper

DIMENSIONS AND CAPACITIES
Wet weight: 250kg
Seat height: 700mm/695mm
Wheelbase: 1600mm/1610mm
Fuel capacity: 19.3lt

PERFORMANCE
Max. power: 61hp (45kW) at 6800rpm
Max. torque: 72Nm at 3300rpm

OTHER STUFF
Price: $13,990
Colours: Speedmaster – Phantom Black Metallic or Cranberry Red; America – Phantom Black Metallic or Eclipse Blue/Crystal White
Bike supplied by: Triumph Australia (www.triumphmotorcycles.com.au)
Warranty: 24 months, unlimited kilometres