2017 Triumph Bonneville Bobber: launch review

We all had to finger count at one stage as we asked ourselves how many new 'modern classics' Triumph has released over the past 12 months.

It required some concentration, but we got there. And you can read the reviews on bikes like the massively popular Thruxton R and Street Twin by clicking here.

The 'last' of those classics have now gone on sale in Australia – the 1200cc Bonneville Bobber and the 900cc Street Scrambler.

Bikesales recently tested them back-to-back through the magic that is the Sunshine Coast hinterland (before the big wet hit!), and we'll kick off by taking an wide-ranging look at the Bobber – the chopped-down and pared-back machine that pursues the burgeoning retro craze and has 25 to 40-year-olds in its sights.

Bobber hallmarks
Described by Triumph as a "genuine factory custom", the $18,000 Bobber ($18,250 for the two-colour models) is well, signature Bobber with the hard tail look, single seat, flat bars, wire-spoked wheels and chopped fenders.

The Bobber has price-point competition like the Harley-Davidson Forty-Eight and Moto Guzzi V9 Bobber in its sights – and on pure performance alone the Brits already have this one in the bag!

The 1200cc engine in the Bobber is the HT (High Torque) version of the company's new eight-valve SOHC parallel twin, complete with a beautifully tactile torque assist clutch and closely aligned with the T120 and T120 Black – but with more power and torque at 'every day' revs thanks to revised fuelling, different cam profiles and a different exhaust. In fact at 4500rpm, Triumph claims the Bobber mill produces 10 per cent more power and torque than the T120.

This 270-degree donk motors along with complete authority, and the connection between the ride-by-wire throttle and the 16-inch Avon rear tyre is extremely impressive as you go from dead stop to flat out with plenty of purpose. And it doesn't really matter if you’re in Rain or Road mode.

It's simply a spanking engine: there's steely punch off the bottom, and it then reaches its maximum torque of 106Nm at 4000rpm. The aggression then continues until it reaches its power peak (77hp) at 6100rpm. After that it really doesn't matter as you're well up and about…

The major service interval for the engine is 16,000km.

Seat pan
It adds up to quite a seat-of-the-pants experience – that feeling only exacerbated by the "floating aluminium single seat pan".

It's a sculpted design, and allows both forwards/backwards and up/down movement via slotted mounts to accommodate different sizes and rider styles. It was six of one, half dozen of the other for me: I felt more relaxed through the arms on the most forward setting (what Triumph calls a "Roadster" location), but the seat felt more comfortable on the rear ("Bobber") slots.

Another nifty little design is the adjustable instrumentation, with the viewing angle modifiable via a lever – like the ones you have on your pushie wheels. It's simple but brutally effective.

The 690mm high seat hides the KYB monoshock, while the swing cage is also engineered to complete the Bobber hardtail look.

The swing cage lurches up and down in its own hemisphere, and made for initial novelty value when we were cruising out of Noosa – it looked 'uncomfortable' but the reality is that Triumph has done a great job of isolating the rider from all but the nastiest road imperfections.

Still, suspension travel on the rear isn't stratospheric at 76.9mm, while at the front it's 90mm. The front suspension is also by KYB, which dominates the Triumph modern classic landscape except for the Thruxtons.

On the subject of the swing cage, I love the look of the neat waxed cotton 'divot' that sits neatly in it. It's an accessory item, alongside the more traditional leather panniers, and other catalogue items include heated grips, cruise control, apehangers (complete with bar-end mirrors), Vance & Hines exhausts and 'inspiration' kits – Quarter Mile Bobber and Old School Bobber. In other words, there's a heap on offer to change the Bobber's look, functionality and performance.

BOBBER ACCESSORIES

The standard bar-end mirrors actually work -- and look sensational. The bar-end mirror is one of many chattels that give the Bobber an air of authenticity alongside the engine fins, 'points' covers, the polished and brushed finishes, and twin ‘slash cut’ sawn-off peashooter silencers.

A few times I just sided up to a colleague or took in some rear three-quarter action to admire the view. Granted, a little creepy -- but they all took it in good spirits!

Triumph spent a lot of coin and time – we're talking a couple of years – to get the technical and mechanical packaging just right on the Bobber. The 'cleanliness' of the machine is really a testament to the effort that has been put in across the three key pillars: style, design and engineering.

Twisty bits
As we moved further into the hinterland, the Bobbers were increasingly being tested to the limits of their ground clearance, which certainly isn’t unusual in this landscape.

However, don't confuse that with not having fun – that throbbing counter-balanced engine, with its unique twin-airbox setup, just won't allow it! And that means the old-school Avon Cobra tyres (the front is a 19-incher) are not just there for pure aesthetics – a lot was asked of them and they held up well as the 228kg (dry) machines were flung from side to side. The Bobber also has switchable traction control if grip does reach a premium, while the ABS always remains active.

The Bobber has an all-new tubular steel twin-cradle frame, while the Nissin brakes – a 310mm front disc and 255mm rear – are more than up to the task, even under some fairly heavy assault.

Perhaps the biggest issue when you're out in the sticks is fuel anxiety. The tank holds just 9.1 litres and, on the basis of average consumption being around the 5.5lt/100km mark, you're looking at 140km-ish refill – and further south if you're riding hard. Simple, really – just have fun in smaller bursts, like Forty-Eight riders do with a 7.9-litre peanut tank. By the way, the fuel cap is lockable.

In conclusion
The new Bonneville Bobber will be available in Ironstone (matt), Morello Red, Stunning Competition Green and Frozen Silver, and Jet Black.

The Bobber will attract those who want a great looking motorcycle that also has plenty of performance chutzpah. It's extremely capable, comfortable (for what it is) and has all the hallmarks of Triumph's packaging nous.

The surprise isn't so much as why did Triumph produce the Bobber, but why did it take so long? However, on the basis that the Bobber ethos is about plenty of muscle, I can understand why the company held fire to allow the 1200 HT mill to run the show.

Nice engine, nice lines and unique style. The Triumph Bobber has the hallmarks to become a huge success for Triumph in the modern classic ranks, in a Thruxton R type of way.

BOBBER IN BIKE SHOWROOM