Triumph Thunderbird LT 2014 Review

“For the ride”. That’s the new corporate maxim for Triumph motorcycles, replacing the long-term “Enjoy the ride” which had served the company so well for many years -- but was undoubtedly getting a little long in the tooth.

Company slogans typically encompass a fair amount of ‘wank’ factor, but Triumph’s ‘form over function’ style of motorcycle execution since its rebirth – and particularly over the last decade or so – firmly stamps this moniker as one that makes complete and utter sense.

And the latest example of that rational and exacting standard of engineering is the Thunderbird LT, which alongside the Thunderbird Commander (on its way to Australia soon as another variant) is powered by the big-bore parallel twin which first appeared in the original Thunderbird in 2009 as a 1597cc, before growing by 102cc in the follow-up Thunderbird Storm.

Other standard items on the $23,490 Thunderbird LT include removable leather saddlebags (with removable waterproof liners as well), auxiliary driving lights, wire-spoked wheels, and what Triumph claims are the world’s first real white-walled radial motorcycle tyres, made by Avon. The ergonomic updates are dominated by a new seat, which has been redesigned and reshaped. Stock phrases I agree, but this one has plenty of lumbar support and is bordering on bliss for a stock design.

The new package all adds up to what Triumph hopes will strengthen an already strong wave of support for the Thunderbird ‘franchise’. In 2013, the Storm was Triumph’s biggest selling bike down under – usurping a nugget like the Street Triple – with 253 sales, while the original Thunderbird continued to tick over nicely with 154 units leaving dealer floors. The LT, which stands for ‘Light Touring’, is a different proposition again, and then there’s the more aggressive Commander as well. The signs are positive.

The Thunderbird LT maintains the same 1699cc engine configuration as the Storm – regular Thunderbird riders still have to fit a big-bore kit to reach the same capacity level -- albeit in a slightly different state of tune thanks to cam and ECU tweaks. The Thunderbird produces a claimed 95hp at 5400rpm and 151Nm at 3550rpm, compared to the Storm’s 98hp and 156Nm.

But it’s splitting hairs, and it only took a few hundred metres after leaving Triumph HQ in Melbourne to realise that the engine is still one of the most cooperative in the cruiser business – all macho and high-tempo with the ability to deliver a swift throttle response when the question is asked, but underpinned by a level of flexibility and refinement that makes it just about beyond reproach in the personality stakes. Six gears are just about surplus to requirements such is its resourcefulness, although the tall top cog means that it barely ticks over at 100km/h – the Storm’s 2500rpm, so we’d guess the LT is around the same mark (it doesn’t have a tacho). And I could think of worse 'crimes' than playing with this sweet-shifting and clunk-less gearbox.

The engine -- which has a 270-degree firing interval -- is used a stressed member in the chassis, and has two balance shafts to iron out any potential vibes – and I’m sure there would be plenty from those huge 107mm pistons, which are even bigger than the gargantuan Rocket III Roadster’s. And they do their job, as the ride on the Thunderbird LT is basically buzz-free. There’s also next to no mechanical noise, but if you do want to get a feel for the thundering pistons plying their trade underneath you, slow down to about 60km/h in top gear and listen in.

The engine remains the only one in the Triumph stable with helical gears – and it’s probably the ‘cleanest’ as well, with the complete absence of any external plumbing.

There’s no ride-by-wire throttle on the LT, which is why there isn’t a cruise control function like on the Explorer or Trophy SE. The throttle action has quite a firm feel to it, as does the clutch action -- although the smooth actuation of the clutch is still as velvety smooth as it’s always been.

Triumph has hi-flow pipes ($495) for the LT in the accessories catalogue, which also includes a new engine tune downloaded for nicks.

At 380kg wet, the belt-driven LT is about 40kg heavier than the earlier Thunderbird variants, thanks mainly to the additional suite of standard features such as the look-over screen, driving lights, panniers and associated fasteners. Despite the extra weight and a longer wheelbase, the LT still feels remarkably agile for such a solid unit, isn’t too top heavy, and provides more than plenty of value in the scratching stakes on its ‘normal’ sized 16-inch rubber – 150/80 at the front and 180/70 at the rear. A fat rear tyre just wouldn’t work in concert with such a hefty bike.

The LT chassis not only includes a new twin-spine steel frame, airbox and swingarm, but also longer stroke rear Showa suspension. The updated twin shocks, still with five-way preload adjustment, now offer 109mm travel compared to 95mm, and there’s definitely a more forgiving, supple element to the package – the hits aren’t as bone-jarring as before, which means less stress all-round. The rear springs also have higher rates to cope with the extra weight from the saddlebags and rack.

The brakes on the LT are the same strapping units as the Thunderbird and Storm – triple 310mm discs, gripped by twin Nissin four-piston calipers at the front and a Brembo twin-piston caliper at the rear. Anti-lock braking is standard.

The LT has forward controls, and comes standard with footboards and a heel-toe shifter. The passenger also gets footboards. I’ve never been an ardent footboard man, but I’m coming around – and they seem to be a logical fit on the LT.

Our launch LTs also came with lower air deflectors, which are available for $175 in the accessories catalogue. While seemingly innocuous looking, they do ‘manipulate’ the air flow – Triumph speak – and for convenience are mounted straight to the quick-release touring screens. Other accessories on the bikes included crash bars, which also allowed the fitment of highway pegs, and a rear luggage rack.

But for me, the LT looks at its best when it’s displaying a ‘hotrod’ palate, sans crash bars, screens and saddlebags.  That’s when its Caspian Blue/Crystal White livery really takes on an extra dimension set against the wire wheels, and I reckon most punters will opt for that coloured costume over the Lava Red/Phantom Black look.

But as ballsy as it looks, the hotrod flavour hasn’t really got a place at the long-haul table, and that’s where the screen and seat on the LT stamp their authority. The standard screen on the LT is a ‘look-over’ design, but on the launch we were fed a ‘look-through’ screen diet – and it’s a pearler, standing firm at high-speeds while allowing just enough air flow around the rider so that it doesn’t feel like a complete cocoon. Changing screens literally takes 20 seconds.

The LT’s seat is brilliant, serving up a cruiser that is exceptionally comfortable. Quite simply, a lot of cruisers deliver a totally underwhelming care package, leaving pilots tight, sore and longing for a break. The LT is not tarnished with that same brush. Triumph’s done its homework on what isn’t the sexist subject – animated discussions on foam densities and layered constructions are few and far between – but one that can certainly influence a buyer’s decision.

The lumbar support is particularly impressive, which even made resting my feet on the highway pegs an enjoyable experience.

The LT’s tank-mounted instrumentation – which has been tilted slightly backwards compared to the original Thunderbird to reduce the effects of glare -- consists of an easy-to-read analogue speedo and fuel gauge, with an auxiliary LCD inset comprising a trip computer, distance-to-empty function and clock. The LCD functions can be scrolled through via a handlebar switch.

The LT is Triumph’s best cruiser yet. The bike is not only defined by the thumping engine, but it looks way sharper than its siblings, there’s nothing ‘fussy’ about it, and it comes with typical Triumph execution –  attention to detail and a high level of refinement. At $23,490, there’s a lot of motorcycle and chattels. It’s a ‘buy’ advice from me.

PERFORMANCE
Claimed maximum power: 95hp at 5400rpm
Claimed maximum torque: 151Nm at 3550rpm

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

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel, twin spine
Front suspension: Showa 47mm forks, 120mm travel
Rear suspension: Showa twin shocks with five-position adjustable preload, 109mm travel
Front brakes: Twin 310mm floating discs, with Nissin four-piston calipers, ABS
Rear brakes: 310mm disc, with Brembo twin-piston caliper, ABS
Wheels: Wire spokes, 16 x 3.5 front, 16 x 5.5 rear
Tyres: Avon Whitewall, front 150/80-16, rear 180/70-16

DIMENSIONS AND CAPACITIES
Claimed wet weight: 380kg
Rake: 29.9 degrees
Trail: 133mm
Seat height: 700mm
Wheelbase: 1665mm
Fuel capacity: 22 litres

OTHER STUFF
Price: $23,490 plus on-road costs
Colours: Caspian Blue / Crystal White or Lava Red / Phantom Black
Warranty: 24 months, unlimited kilometres