Launch: Triumph Thunderbird

Triumph's long awaited 1600cc parallel twin is now on sale in Australia for $20,990 (before statutory and dealer charges), in a middleweight custom cruiser market that has hitherto been dominated by V-twins -- led by the all-conquering Harley-Davidson brigade.

To coincide with the national dealer rollout, the Bikesales Network recently attended the Australian press launch of the T-Bird (as it will surely become known) through the northern NSW hinterland, and here's the drum: it's a magnificent piece of kit.

It's a sporting cruiser which loves to impose itself with a grunty engine and excellent road-holding manners. For Triumph's maiden effort in this category, it's a massive fillip for it's the company's technical dexterity.

Although it's arrived a year later than first anticipated because of some changes to the crankcase, the Thunderbird fills a considerable gap in the Triumph cruiser range between the perennially popular 865cc America and Speedmaster, and the gargantuan 2.3-litre Rocket III (the Rocket III Classic is no longer sold in Australia), which is about to be superseded by the Rocket III Roadster.

Make no mistake: Triumph is eyeing off Harley-Davidson big-time with its latest all-new release, yet another step in the company's aim of having 20-plus models in its arsenal within the next 3-4 years.

In fact, standby for 2-3 new models alone in 2010 and, further down the track, the T-Bird will almost certainly generate a number a variants, much like the legendary Bonneville has.

PRICE AND EQUIPMENT
But for now it's all about the T-Bird, which has been styled by the Los Angeles-based -- but just about honorary Hinckley local -- Tim Prentice.

It shares the same 270-degree crank throw as the Speedmaster and America to provide the kind of sound and feel that cruise customers expect. It also has additional benefits for helping to meet tight Euro 3 emissions laws.

The engine is 99 percent new - the only parts that are not are the valves, which come from the Rocket III.

The Thunderbird's liquid-cooled DOHC eight-valve engine, also known as "T-16", has twin balance shafts either side of the massive crankshaft, and there's also an automatic de-compressor, with one unit at each end of the exhaust cam.

On the left end of the crank there is a big torsional damper to cope with the big power pulses of the T-16 engine. There are also dual sparkplugs, and the compression ratio is 9.7:1.

The gearbox has six speeds, with the final cog intended as an overdrive. All the gears except first are helical designed, which are smoother and quieter than conventional spur gears.

And for the small amount of time riders are in first gear, it's not an issue anyway.

Of course, all those specs are freely available in the T-Bird's literature, but during the launch Cliff Stovall, Triumph Australia's technical and warranty manager, pulled apart the engine in front of the media throng.

It was a compelling exercise, especially when Cliff got to the heart of the matter: those massive 104mm pistons, which are even bigger than the Rocket III’s.

The big thing about the T-16 is the plumbing – or lack thereof. Triumph invested a lot of time in making the mill look ‘clean’, without external oil and water pipes cluttering things up. The result is impressive.

The engine is also used as a stressed member in conjunction with the twin-spine steel frame.

Triumph offers a 1700cc big-bore kit for the Thunderbird, which costs around $2500 fitted (there's about 10 hours' labour involved) and increases power from 85 to 100hp (when fitted with aftermarket silencers) and torque from 146 to 165Nm.

The kit includes new cams, pistons, rings, liners, gaskets and a new tune download.

ON THE ROAD
So does it make the grade on the blacktop? Versatility is definitely the T-Bird's calling card: happy to chill out on a freeway in overdrive, not far off its peak 2750rpm torque, but also not afraid to take on your favourite piece of ribbon at a fair clip, with only a lack of ground clearance the limiting factor.

Mechanical noise is just about non-existent, and the only sound that will bore into your ears will be from the exhaust. There is also a distinct lack of vibration - good job there.

It certainly doesn't feel like 308kg of cruiser - 330kg with fuel and oils. It steers well and there's plenty of agility, which belies its raked-out geometry and 1615mm wheelbase. U-turns are even a breeze, so you won’t embarrass yourself turning around in the  main street of a far-flung city.

And you will travel long distances on the Thunderbird, with the torquey engine barely ticking over in top gear.

During the whole ride, I barely revved the Thunderbird above 4000-5000rpm, because there’s really no point unless you’re really looking to get a move on.

And as far as cruisers go, it does give more than plenty of value in the scratching stakes, although the lack of ground clearance -- even compared to a lot of other cruisers -- isn’t crash hot.

Mind you, I’ve ridden a Rocket II hard through the twisties in Tasmania, and that was an interesting experience…

The perch on the T-Bird is good, the four-pot Nissin front brakes are excellent, and the machine looks refined and no-nonsense - but of course you can personalise with the biggest range of dedicated accessories in Triumph history.

The T-Bird press fleet extended from the standard machine to others adorned with various types of accessories, including racks, sissy bars, exhausts, lots of chrome and different screens. I particularly liked the shorter slash-cut exhausts.

Some accessories look great, some not so alluring - but cruisers are all about putting an individual stamp on things, and the T-Bird doesn't drop the ball on that count. There is no lacking for choice.

And it would be remiss of me not to mention the belt drive, which is the first one on a Triumph since 1922! The system is certainly clean and quiet, and Triumph claims it will give more choice for aftermarket wheels.

The rear pulley is coated with a tungsten carbide thermal spray, which is long-lasting and corrosion resistant.

Yep, the T-Bird is a winner, even though it probably has one gear too many for such a powerhouse engine. But I'll put up with that, because it's a sporting cruiser through and through.

SPECS: TRIUMPH THUNDERBIRD

TRANSMISSION
Type: Six-speed wit helical gears
Final drive: Belt

DIMENSIONS AND CAPACITIES
Claimed dry weight: 308kg
Claimed wet weight: 339kg
Seat height: 700mm
Wheelbase: 1615mm
Fuel capacity: 22lt

PERFORMANCE
Claimed maximum power: 86hp at 4850rpm
Claimed maximum torque: 146.1Nm at 2750rpm