Buying a used Triumph Thruxton 1200 R

As with a number of Triumph’s historic model names, Thruxton has a competition connection – in this case to the former British World War II airfield that was (as several were) pressed into use as a race circuit.

Triumph won the top three places in the 1969 Thruxton 500-mile race, with modified T120 twins, and promptly named an up-spec production model in honour of that achievement. While the Meriden factory was out of business within a decade, the name was revived by Hinckley in 2004 for a 900 Bonneville-based café racer twin.

In 2016, the company announced the release of big brother, the 1200 Thruxton initially in standard and R form. The overall platform was based on the very likeable Bonneville 1200 T120, but with more performance and ‘edginess’ to the set-up.

Related: 2016 Thruxton R launch review
Related: 2020 Thruxton RS review
Related: Triumph Thruxton Final Edition spells end for iconic cafe racer

When compared to a Bonneville, the Thruxton series was a lot more than just a makeover with a bit of paint and trim. It added a solid 17 horses to claim 97hp (72kW) at 6750rpm. That was achieved through a higher compression ratio, plus more free-flowing intake and exhausts.

You were of course working with a six-speed transmission and chain drive.

The chassis is also significantly different to the Bonneville, with a different swingarm and front end. In the case of the R model, you get a Showa big piston front fork and Ohlins shocks, plus Brembo monobloc braking – all upgrades from the standard Thruxton 1200. Tyres were Pirelli Diablo Corsa.

There are also numerous trim changes, such as the brushed aluminium exhausts in place of the standard chrome and different seat cover material.

All that extra gear meant the R cost $21,100 or $2400 more than the standard which, we you add it all up, was great value. You had to stump up a further couple of thousand dollars for the ‘track racer’ kit, which included a fairing which really finished off the machine.

Standard, the Thruxton R was sold as a single-seater, though you could get a dual seat and pillion pegs. 

This represented a period when Triumph really upped its game in the accessories department, claiming there were over 100 available for this model. They included different mirrors, along with a tank bag and a set of soft panniers. The latter were particularly well thought out, mounted on minimalist rails and attached or removed in just moments with the aid of a couple of clips.

In 2020 we were presented with an update named the Thruxton RS. This was pitched as the new premium model, priced at $1400 more over the R at $25,390. Central to the upgrade was a revision of the engine, claiming lighter components and more performance at 103hp (77kW) at 7500rpm. Torque remained as before: 112Nm, though it was delivered 700rpm lower at 4250rpm.

Part of the mission was to meet upcoming Euro 5 emission standards, while delivering better fuel economy. 

The front brakes had been upgraded to Brembo M50 calipers, while it was now running Metzeler Racetec RR rubber. All up, it claimed to be 6kg lighter at 197kg dry.

In 2023, Triumph announced the Thruxton 1200 series was to be dropped from the line-up. A final edition was released, in RS spec and in a special green livery with gold pinstriping. It was priced at $28,100. That was available locally from May 2024.

At the time of launch, this was probably Triumph’s best-ever feel-good piece when it came to finish and design – something likely to draw admiration and make the rider feel good about their investment. Those good looks were backed up by its performance.

While around 100 horses may not sound like much at a time when you can buy a motorcycle with double that, it is in fact plenty. Particularly when you’re mounted on a slim and low café racer that is just begging you to go and find some corners to play in. 

Former topflight racer Steve Martin attended the 2016 launch for bikesales and had this to say: “It sticks like glue, has very neutral handling, and it can change lines mid-corner – pretty much everything a track bike needs. Even the power is adequate, and the masses of torque had me punching from one corner to the next.”

You get the very real sense with the Thruxton R that the development riders were very much on their game. It’s a well-sorted package that offers exceptional control without being harsh.

The only down side is the café racer ride position can be a bit of a trial over a long distance as the racer crouch throws some strain on your arms. If that’s an issue, a Bonneville might more sense.

With just 14.5 litres on fuel on board you might be concerned about range. In reality it’s pretty good, as the 1200 can do a little over 20km/L when ridden at highway speeds. That means you might get as much as 300km to a tank, while 250km would be a safer assumption.

There were several recall notices for this model – more than you might normally expect. They included engine ECM calibration, café racer fairing (if fitted) wiring harness, sidestand spring and fuel tank sub-harness. These are done at factory cost and Triumph keeps a register of what has been completed for each machine.

There are no great tricks to servicing on this machine. The factory says it should be done annually or every 16,000km – whichever comes first. That includes a general check-over and cleaning the throttle body plate, plus balancing the injection butterflies.

Major services are every 32,000km, at which time you’re expected to replace the spark plugs and air filter, and adjust the valve lash. The adjustment is done by shims and requires removal of the camshaft, which suggests it’s going to be a workshop job for most people.

While the Thruxton oozes traditional café racer vibes, it is running a fairly high degree of electronic wizardry. For example, the throttle is fly-by-wire, and you’re offered three rider modes. It also has ABS and switchable traction control. 

Recalls aside, the parallel twin series has proven to be reliable. 

Though a premium product, there would appear to be a reasonable number available in the market. Prices range from low teens through to low 20s, excluding a couple of arguably over-priced modified outliers.

We would lean towards getting one with the factory fairing, as a package that is likely to hold its value better over the long term.

It would seem they’re generally used sparingly with most still a fair way off needed their first major 32,000km service.

Some are running aftermarket mufflers. You would be wise to ensure you get the stock pipes as well. If not, look elsewhere.  

From there, go over it for old or worn-out tyres plus wear and tear to the driveline.

All up they’re a robust and well-sorted package. Happy hunting!

Fabulous handling
Great looks
Good performance

Single seat only
Café racer ride position
Little luggage capacity without the factory panniers