Location: Estes Park, Colorado Posts: 902 I read the 11th character designation from many sources and believe it also from someone that posted here a while back that use to work for a Triumph dealership and he quoted the following and I haven't seen anything better and if is really important to someone they can ask their dealer: Quote: FWIW the source I'm using is the Triumph NA document called "Triumph Motorcycle VIN Definition Summary". It came from Triumph. I used to work at a dealer, and Triumph faxed us the document. It CLEARLY states that the 11th VIN position is used to designate the Assembly Plant. J = Jacknell Road, Hinkley, England. T = Chonburi, Thailand. There is no indication on this document that indicates that the 11th VIN postition indicates the "market the bike is destined for". This is what the fields mean: POS 1 - 3 Manufacturer Posts: 104 Fake or real A hugely interesting and entertaining thread to read. For me whether it is real or fake, evolution or new, copy or rebadge or anything I just plain love riding my 07 Bonnie.

I know it isn't the same as the original but many many people here in New Zealand do not. I've lost count of the number of times I've had the comment "I used to ride one of those". I know most of it is nostalgia and rose tinted glasses and boy are many of those people surprised when I tell them its age. Having said that the new "Bonnie" doesn't fool anyone who knows motorcycles. Regardless I plan to keep enjoying it and having fun. I sold a Speed Triple to get the Bonnie and don't regret it for one minute. If I get caught going over 87 mph (140km/hr) here it's instant loss of licence - I can't afford that. So I enjoy a bike that gives me the sensation, the enjoyment and the look that I want. Long live the new Bonnie and all who ride it. Carpe Diem Location: nowhere Posts: 5,543 O.K., here is the storyline update thus far ï¿½ I telephoned Triumph Motorcycles Ltd., in Hinckley at 4:30 am my time, 10:30 AM in the U.K.

, Tuesday, 22 April, 2008 The following are my notes from that conversation: I spoke briefly with the woman who answers the Office phone, who was extremely nice and pleasant. I told her what I was looking for -: Who may I speak to that can explainï¿½ 1.) Are any Triumph motorcycles fully assembled - ï¿½Madeï¿½ in Thailand? 2.) What to the letters in the 11th position on the VIN denote? She WAS very quick to say ï¿½OH, absolutely not, all of our motorbikes are made here!ï¿½, but the more I explained, I believe the more I confused her. She said they make ï¿½partsï¿½ in Thailand and the final assembly is in the U.K. She kindly switched me over to the Manager of Customer Service / Warranty Service. Very nice guy, sincerely polite and open minded. For now, I will leave his name out of this, as I wouldnï¿½t want to cause any trouble for him. If he agrees, later I will mention him by name. We spoke for one hour and ten minutes total.

He is going to get back to me via email, and I will hold him to it as I have his phone number and name now! He initially stated very firmly that ALL Triumphs are assembled in the United Kingdom, and I believe that he believes this. He stated he has been with the company for four years. He stated that in Thailand they assemble engines, fabricate frames, fabricate tanks, and coat the frames and tanks. He stated that the demand has grown so much over the past three years that they have expended their operations in both the U.K., and in Thailand. Oddly, the more we spoke, the more the story slowly began to evolve. He stated that ï¿½someï¿½ bikes for the Asian and Australian markets were fully assembled in Thailand, and then shipped out from there. Then later he said ï¿½possiblyï¿½ some of those Thailand bikes were shipped to the USA. He had absolutely no idea what the ï¿½Jï¿½ or ï¿½Tï¿½ letters in the 11th VIN position stood for, and I believe that he didnï¿½t.

He stated that he thought the F2 and F4 small white tags on the frame denote which frame fabrication line they came from. He began to loosen up a bit, and went into an explanation of how new international laws a few years ago drove the elimination of first the Union Jack Decal, then the ï¿½Made in Great Britainï¿½ metal tag to ï¿½Great Britainï¿½, but all along the bikes were a mixture of parts and components from many different locales, just as (his quote) ï¿½Harley-Davidson and BMWï¿½ are not 100% comprised of parts made only in America and Germany respectively. He agreed that maintaining secrecy about any and all of this would probably cause more harm than good, as when people do not have the true story, there is a natural tendency to conjure and devise a story that seems fit, based upon whatever information is at hand, good or bad. I could sense that throughout the conversation he was a little nervous, as would be expected from a surprise phone call from the states -and slightly hesitant to provide information over the phone.

He continuously stated that he would ï¿½need to talk to someoneï¿½, to which I continuously requested if I could speak to that someone else who might know more about this. He stated that he had the most knowledge about VINï¿½s at the Hinckley Plant, and would certainly ï¿½get back to meï¿½. I gave him my personal email #. Soï¿½ what do we have thus far? Nothing yet, but I havenï¿½t given up. Iï¿½ll give the gentleman the benefit of doubt, and allow a full day for him to provide information. After which Iï¿½ll report once again. Remember ï¿½ I donï¿½t give upï¿½ ever! Some thoughtsï¿½. Why is it that posters in this Forum, and in this thread know so much about the VINï¿½s, but the actual on site Triumph, Hinckley Manager of Customer Service and Warrantyï¿½s, who deals with VINï¿½s and recalls daily, doesnï¿½t know anything about this ï¿½Jï¿½, or ï¿½Tï¿½ theory?

Why is it that both he, and the woman who answered the phone, where initially 100% convinced that all Triumphs were assembled in the U.K., but both then became a little skeptical once I explained what WE thought? (Whoï¿½s convincing whom here?). Why are we so worried about this? In the end, who cares! Story of my life ï¿½ the relentless pursuit of the meaningless! I think itï¿½s because someone earlier called me an idiot for no reason. I hate that, donï¿½t you? And lastly, and very sadly, we have unfortunately degraded from a simple question ï¿½ ï¿½Where was my Triumph made?ï¿½ to the thread being high-jacked and now being used as a tool to downgrade ALL Bonneville / Scrambler / Thruxton Triumphs as being ï¿½fakesï¿½. My stomach turns at this idea from our own people. Terrible, not worth mentioning. That said I am going to continue to pursue this matter, to finally obtain documented truth, which I will or die trying.

To me, it doesnï¿½t matter where my bike was made as it is extremely high quality, thus far virtually faultless, and I truly enjoy every single moment riding it. The vast majority of Triumph riders are friendly, open-minded, unbiased, helpful and fun people. Donï¿½t allow a few insignificant miscreants spoil the wonderful image for the majority! One last little jibe ï¿½ anyone who would state that the Triumphï¿½s from the 50ï¿½ or 60ï¿½s were ï¿½betterï¿½ than the Triumphs built today either never owned one back then, or wasnï¿½t even old enough to ride back then. Remember: 1.) Leaking Amal Carbs spewing fuel all over the engine from vertical float bowl gaskets (what were they thinking?) 2.) Leaking petcocks constantly doing the same! 3.) Vibration so bad that you needed to wrench everything after every trip or stuff would simply fall off while riding? 4.) Vibration so bad that your hands and arms ached after medium to long rides? 5.) Mysterious Lucas electrical problems resulting in long walks home?

6.) Constantly needing to adjust contact pointsï¿½ with a matchbook cover? 7.) Spark plugs loading up with carbon and soot every month of riding? 8.) Engines needing total rebuilds after only 8 to 10 thousand miles? 9.) Less Horsepower than you have on a new Triumph. 10.) Less torque than you have on a new Triumph. 11.) Oil leaks, oil leaks, oil leaksï¿½ ahh memories! Now... you CAN make these old bikes usable with modern exchange and upgrade parts, modern sealants, modern tires, and engine rebalancing. But then thatï¿½s not authentic is it? To answer your next question ï¿½ Yes, I owned a ï¿½67 triumph that I used (when it ran!) sporadically from ï¿½69 to ï¿½73 while I was in college. And yes, there were a few brief shining moments that I recall as being wonderful. But there were also many heartbreaks and P.Oï¿½d moments when you had to stiff a date because the bike wouldnï¿½t run.

That ï¿½stiffedï¿½ date is now my wife of 35 years this year!! Nostalgia has a way of tricking the memory cells and making the ï¿½old daysï¿½ seem a lot better than they actually were. Now, donï¿½t get me wrong, I absolutely love the old bikes, and would have one if I had both the excess of time and money to tinker with one. But to say they are ï¿½betterï¿½ is just pure silliness guys, come on! Letï¿½s at least stick to one pointless argument at a time! Jarvyboy and Romm like this. "Those who are defensive do not understand; those who understand are not defensive." (Lao Tzu) Top 5 Triumph Bonneville customs | Bike EXIF SHOP Top 5 Triumph Bonneville customs We’ve already rounded up our favorite Triumph Scramblers and Thruxtons, but today we’re tackling the base model in Triumph’s modern classics line—the Bonneville.

Styled after the Bonnies of the 60s and 70s, the ‘new’ Bonneville was released in 2001 and went on to form the basis for the Scrambler and Thruxton. It’s been available in a few designations over the years, including the standard, SE and T100 models, the main differences being trimmings and, in some cases, wheels. While it might not look as dressed-up as the Scrambler or the Thruxton, the stock Bonneville invokes more than enough nostalgia. It’s just as popular among riders and builders alike. As usual, that makes the task of selecting our favorite five almost impossible. Mule Motorcycles Some would call Richard Pollock outspoken; others might say he’s opinionated. Either way, there’s no doubt that he’s one of the most experienced and knowledgeable builders around. (Just check his guide to building a cafe racer .) If you have a Hinckley Bonneville in need of customization, you’ll be in good hands. This particular Bonnie is loaded with significant performance upgrades.

For starters, the engine was sent to Triumph Performance USA and bored out to 904cc and fitted with new cams, 39mm Keihin FCR flat-slide carbs and a remapped ignition module. That, and the 2-into-1 Mule exhaust system, resulted in a healthy 85bhp at the rear wheel. Handling is taken care of by upside-down forks from a Yamaha YZF-R6 and Race Tech rear shocks, built to Mule’s specifications, with 19” Sun wheels wrapped in flat-track rubber. Bolt-on Mule frame downtubes hold the new Earl’s competition oil-cooler. The fiberglass tail unit is also a Mule catalogue part—fitting it requires shortening the subframe by about six inches, and it’s supplied with an end-cap assembly that’s welded in place and houses the tail light and license plate bracket. The end result has a remarkably factory-race feel to it. If Triumph had to add a ‘Tracker’ to their modern classics range, this is what I imagine it would look like. [ More about this bike | Mule Motorcycles ] Image by David Edwards.

Mr Martini ‘Shorty’ We’ve featured Nicola Martini’s work in all three of our Triumph modern classics Top 5s—and with over two decades’ experience working with the marque, that’s not surprising. This is ‘Shorty,’ a bare bones 2006 Bonneville with clear dirt-track influences. In typical Mr Martini fashion the finishes are classy—a smaller, more angular fuel tank done in a retro yellow, complemented by yellow piping on the custom brown leather seat. Upgrades include an aluminum swingarm, Bitubo rear shocks, new bars and risers, and a bespoke exhaust system from Zard. Number boards and huge air filters add to the bike’s air of single-mindedness, with the lack of a front brake, front fender and any running lights driving the point home. [ More about this bike | Mr Martini ] Deus ‘Dave’s Bonney’/Cherry Red Deus are know for designing motorcycles with clean lines and gorgeous paint—but this one’s particularly stunning, even by the Sydney company’s standards. A fair amount of work’s gone into it: It’s been lowered two inches, the swingarm extended and the subframe shortened and modified.

The suspension’s been upgraded as well, and 18” (rear) and 19” (front) alloy “H” pattern rims are fitted with stainless steel spokes. Tingate 41mm clip-ons and Norman Hyde rear sets replace the stock bars and controls. The most noticeable change, however, is the bodywork—starting with a modified Kawasaki W650 fuel tank, which also houses the fuel injection module, and ending with a fiberglass tail unit with a neatly integrated taillight. Tying it all together is an incredible paint job by Dutchy’s. [ More about this bike | Deus Customs ] Wrenchmonkees T100 It’s not often that you see a fairing on a Bonny, but the Wrenchmonkees have pulled it off superbly. It’s a T100 built in 2011 for the opening of Italian motorcycle and lifestyle store, Hook Motors. It’s quite a looker and could quite easily be mistaken for a vintage race bike, thanks to that fairing and the café-style Wrenchmonkees tail unit. It also features one-off side covers, LSL rear sets and clip-ons, Bitubo shocks and Avon tires.

Both the taillight and headlight are from the Wrenchmonkees catalogue—the latter mounted in the fairing and offset to the right. The color is perfect—British Racing Green with hand-drawn logos. [ More about this bike | Wrenchmonkees ] MeanMachines ‘Mad Max’ Australian builder Wenley Ng said that his aim with this 2008-model Bonnie was to “build a monster truck tracker.” I’d say he succeeded. ‘Mad Max,’ as Wenley’s dubbed it, owes most of its prowess to its huge tires—130-section at the front, and 200 at the rear. Accommodating those are upside down forks from a Suzuki GSX-R, mounted in custom triple trees, and a widened and extended swingarm with a mono-shock conversion. The subframe’s been shortened to match the perforated leather seat, and the tank raised slightly at the rear to further alter the bike’s stance. There’s a host of other mods, including the expertly crafted 2-into-1-into-2 exhaust system, and the engine’s received pod filters, a re-jet and a dyno tune.

An especially nice touch is the custom-made, oversized inspection window on the clutch cover. Finishing everything off is a striking candy red color scheme with white accents. [ More about this bike | MeanMachines ] Triumph Bonneville: Made in Thailand (?!?!?!) - Page 2 - CycleWorld Forums Triumph Bonneville: Made in Thailand (?!?!?!) User Name European Bikes Discussions of machines from Over There. Page 2 of 5 Originally Posted by Crank360 the person sweeping the floor in the Hinkley factory cost $40,000 a year. If the cost includes fringe benefits (34% at companies where I have worked) that equals $14.30 an hour wages, which isn't outlandish. Since they have socialized medicine, some of the 34% may be income tax and not paid by the employer. ducbsa Location: Lost City of Cibola, New Spain Posts: 1,604 So I guess Triumphs are Asian bikes now. King Vitamin for those of you whom think there are scant numbers of big bikes in thailand, here is a little edumacation 4 ya!!

BSAchop Posts: 29 Thanks for the link Crank, it's a must read for anyone considering a new Bonneville.. It's a little disheartening that the 50th Anniversary Bonneville may have been manufactured in Thailand but that's a sign of the times.. SROD So, for motorcycles BMW and Triumph have sold out to China. Who's next? Whoa, pardner, Thailand and China are not the same. At all. See below for a more detailed explanation. China is the big red one. Thailand is below it, and does not even share a border with it. Last edited by Hevace Eveeloj; 06-23-2009 at 10:51 PM. Hevace Eveeloj Quote: Originally Posted by S3bird I had heard something about that, but since I'm not in the market for a Bonnie it didn't affect me. That said, what could be more British than an Asian made Bonnie, or a German made Mini.......Or more American than a Canadian made Camaro.... Achtung! Mini Coopers are made in Oxford England mate. The Chermans chust own zee company.

Maybe thaht ist vy mein ist rustink out allveady! Aarrrggg! Zee Steeel uppeers to bee cheeeep sheet! __________________ Three R's___ Readin, Writin & Racin! mrwzrd59 So, for motorcycles BMW and Triumph have sold out to China. Who's next? What's next? Nothing new there. Every dealership regardless of brand that I've visited have products that are 'Made in China'. motorcyclist Location: UK/USA Posts: 2,873 So long as the quality isn't diminished I can live with it. Even Harley has to outsource a lot of it's parts. It's cost effective unfortuately. None of us could afford our bikes otherwise. I suppose the engine case no longer carries the Triumph triangle that says made in England. The only dissappointing thing about this is that it seems a foregone conclusion that any performance improvements we would like to see in the Bonneville line are even less likely to happen. Does anyone think that Pratt and Whitney or GE/AEBG manufacture all of their jet engine components? Or even most of them?

dcproofrock 2016 TRIUMPH BONNEVILLE T120 – THE LEGEND RETURNS...PROPERLY - BIKE ME! Published on May 19th, 2016 | by Boris 2016 TRIUMPH BONNEVILLE T120 – THE LEGEND RETURNS…PROPERLY Once upon a time, the Triumph Bonneville T120 was the greatest motorcycle in the world. Named after the legendary prehistoric salt lake in Utah used to set World Land Speed records, the Bonny has carved its name into the bedrock of motorcycle history. In 1959, when Triumph took its single-carbed Tiger and whacked another Amal on it, the Bonneville became THE British bike to own and ride. This was what it looked like in 1959. This is the 1969 incarnation. Forty-seven years later, it’s back and it’s finally beautiful. The ‘120’ in its name stood for its top speed in miles per hour, and back in those days, 120mph (193km/h) was a pretty big deal. Sure it had its issues.

What British bike of that era didn’t? But it’s only in retrospect that we see these issues. Back in those days, smoking electrics, pockets full of spanners, and total-loss oil systems were perfectly normal. And it was a time when Britain truly ruled the motorcycle world in terms of performance, with the Bonneville pretty much at the top of the heap. But not only did it go, it was also quite one of the most aesthetically beautiful bikes people had ever seen. To this day, its petrol tank is the metallic embodiment of perfection, with a flowing purity of line that has often been imitated, but never quite replicated. This is one of the early tanks – as close to physical perfection as ever came out of England. And this is today’s jobby. All 14.5litres of it. Not too shabby at all, I reckon. And it won’t rust or spring leaks. You cannot look at this and tell me it’s not beautiful I bought a 1979 Tiger (I couldn’t afford the twin-carbed Bonneville) and loved it like a mental patient adores his straightjacket.

It comforted me, exalted me and tortured me simultaneously, which is what a great bike does to its owner. Outlaws rode them, cops rode them, and even after the Japanese started building relatively more reliable rocketships in the early Seventies, the Bonneville was still where everything cool was at. The ‘last’ Bonneville came out of Meriden in 1983, when the factory closed, and that was, apparently that. But a fellow named John Bloor acquired Triumph, and licenced a company called Racing Spares to keep on keepin’ on. Racing Spares was run by Les Harris, who came to be known as the “Saviour of the British Bike Industry”. Les continued to make Bonnies (known as Devon Bonnevilles because they were made in Devon and not out of devon) and finally managed to get them out to an indifferent market in 1985, until production ceased in 1988. That road probably hasn’t been resurfaced since 1969. The Amberlight Cafe gave us a warm welcome and good coffee.

I’m outside reminiscing with Peter Thoeming about 1969, when he was 50 years old. The slate grey Black was my next favourite colour scheme. But John Bloor persevered. In 2001, the Bonneville 800 appeared. From then until 2015, the Bonneville appeared each year with a slightly bigger engine (topping out at 865cc) and eventually fuel injection, but it was no longer the king of the performance castle. That mantle had long since passed to the Japanese. And to be honest, it was not the best bike Triumph was producing – either in terms of aesthetics or performance. The great Bonneville name had been diluted. Sure, it was a better bike in every way than the Harley-Davidson 883 Sportser it competed with, but it just wasn’t what people – and certainly me – seemed to want in and from a Bonneville. And so we come to 2016 and the all-new Bonneville T120 – and it is obvious that Mr Bloor has decided the Bonneville name shall no longer languish in the memories of old men with crazy eyes.

It comes with a daytime LED running light, so your headlight is not on all the time. The Black is wondrously black. Even its bottom is now black. For 2016 Triumph has created the most beautiful and effective Bonneville of the modern Hinckley era. And it invited me to come to the Barossa Valley and wring its ever-so-pretty 1200cc neck for two days. As it turned out, South Australia dished up all the weather it had in two days, and I rode pretty much every road worth riding in that part of the world. It was a most comprehensive bike test, in every sense of the word. We did everything from flat-out speed runs (it tops out at a shade under a genuine GPS-backed 200km/h) to the treachery of a leaf-and-gravel-strewn Adelaide Hills, as well as some gloriously dry, fast and sweeping stuff around the Barossa. We even managed to spend a few hell-crazy hours at the Collingrove Hill Climb track, but I’ll get to that in a sec. The 2016 Bonneville was measured, tested hard, and not found wanting.

It was sure-footed when it needed to be (and it needed to be a lot), and hooligan-friendly when the guns were drawn. Now that’s some sexy alloy. The “I can’t believe they’re not carbies!” fuel injection. Made to look like the old Amals, right down to the brass thingy on top. The narrowest radiator in the business. To which I would fit a radiator guard. That front wheel tosses up some shit. Gone was the pootling and waffling sub-litre Bonneville donk of 2015. In its place is an engine, physically no larger than the previous model that produces a massive 54 per cent more torque – 105Nm at 3100rpm (and redlining at 7000rpm). The new Bonneville also boasts a slick-shifting new six-speed gearbox – with sixth being a true overdrive cog, and a range of modern electrical and mechanical beautnesses. It comes with two rider modes, a new swingarm, traction control, ABS, a slip-assist clutch, ride-by-wire throttle, immobiliser, and a USB charging socket under the seat.

It even has heated grips, but you need to be on the verge of ice-death to turn them on High – because High is truly High. The new engine now fires at 270-degree intervals, which has reduced the vibration inherent in the previous model and made the Bonneville a much smoother and far more engaging ride. And it is, as I have said, a true vision splendid. It is both more elegant and brawnier-looking than the previous model. The wondrous Bill’s Bits and Bikes in Birdwood. Great things lurk within. Tools from the Mines of Moria. If you’re ever in Birdwood, do go and visit this place. Triumph has gone to great lengths, not only to make it look a lot like a 1969 Bonny but also to ensure its build-level was of a much higher standard than on previous models. The cosmetics – the anodised aluminium covers, the exhaust pipes, the nuts and bolts and the myriad little embellishments are all top-notch. Hell, even the key is nicer and more substantial.

And great strides have been made to tidy the bike up – the catalytic converter has been hidden, the radiator is the slimmest I’ve seen, the hoses have been neatened up and the headlight and gauges have been brought closer together for a cleaner silhouette. It was immediately obvious, as we headed out of Adelaide, that the new Bonneville was indeed new. It felt immediately ‘righter’ and the engine was a revelation. We were an eclectic group – led by the intrepidly rapid and skilled Nigel Harvey from Triumph, the blisteringly fast Paul Young, the almost as blisteringly fast Nigel Crowley and the always dashing and also blisteringly fast Trevor ‘Fawn Horn’ Hedge. Then there was me, and somewhere far behind me were a brace of happy hipsters, one of whom crashed at the first photo-stop, which doubtlessly contributed to the authenticity of his riding experience. Hedgie creatively interpreting the feel of the vibe of the thing. Nigel Harvey – swamp thing, you make our hearts sing. I’m off to ride The Wall. Look at the banking on the thing. Mr Crowley was kind enough to let me lead. Right then. Off to the nearest vineyard… …to borrow some grapes.

We rode a series of gorges and ranges, on an often uncertain surface, and I learned that these new Pirelli Phantoms were orders of magnitude better than the Pirelli Phantoms of the eighties. There were times the traction control and ABS stepped in to assist me in my travels, but I blame the road-surface for my misdeeds on the throttle. Ground clearance was better than I expected, and normal people will keep their hero-knobs shiny and unmarked. I left bits of mine in South Australia, which was right and proper when trying to keep up with the frenzied bollocks ahead of me. Lunch was in Lobenthal and it looked as if the weather was clearing up, so I was confident I’d get to explore the business end of the speedo after my souvlaki. I got everything I wished for and more, when we stopped at the Collingrove Hill Climb track. “Do not die here,” Nigel said, as I whooped and yodelled like a lunatic.

“It would be really bad for me if you died here.” Fair point, I felt, as I wheelspun up hill off the start line, determined not to perish, and two short corners later beheld The Wall. “Oh this is serious,” I muttered to myself. Simple and stylish. Also simple, but not so stylish. Me, I mean. Not the Bonneville. Cliffs. Water. Triumphs. Crowley. And weeds. The Wall is a breath-stopping, fully-banked, uphill right-hander that looks like something out of a video game. I have no idea how they got the bitumen to stay on that hillside, and after I had ridden it a few times I still had no idea. But I did not care. It was other-world special, even under instructions not to die. Nigel then fed us iced donuts to make us even crazier, and we sat out a brief but solid rainstorm in the comfort of the clubhouse. Then there was some interpretive dance-riding by the tan-coloured performer formerly known as Hedgie, after which we all rode to a nice hotel buzzing on sugar and speed-fever. Dinner was spectacular. The Appellation at The Louise, pilgrims.

Try it out. If you take a date, you’re gonna get lucky, for sure. I do remember drinking vast quantities of superb wine, and celebrating my near-death hill climb experiences earlier that day. Nigel had said nothing about “almost dying”, so that was the zone I operated in. The next morning it was grey, foggy and raining. So we splashed in puddles for a bit and headed for Kyneton and the descent into Sedan. If you stand on the top of the Sedan Hill Road as it descends into the outback, you’ll notice two things. Australia is a very big place and most of it is dead flat, is the first. The second is that while it may be pissing down in the Barossa, the rain rarely makes it past the hill you’re standing on because the gale-force wind encountering the wall of outback climate causes it to disappear. Which is just what one wants if one desires, theoretically, to see just how fast one’s motorcycle goes. I am, of course, confessing to nothing. Even if I was to stand shackled before a jury of my peers, I will admit to no crime. Because I committed no crime.

I just rode a Bonneville on an empty road at a speed I judged to be safe and in keeping with all the laws of humanity and decency. It was like the 70s all over again. You’d think it was 1972. The rain behind me was soon not behind me. Lunch was sunny and delicious and taken upon the deck of the marvelous old Swan Reach hotel, which stands on the banks of the Murray River like a bulwark against the vastness of the outback. Our videographer, Boy Band, made several attempts to force the galahs in the giant river gums on the opposite bank onto a war footing with his video drone. And he was on the verge of success when I told him there were two National Parks rangers eating lunch and watching him just inside the dining room. After lunch, we followed the Murray to Walker Flat where we crossed over the river again, and battled a vicious headwind back up into the hills and Mt Pleasant. My fuel economy was affected by the head-wind as was my manly massiveness, but the new Bonneville is certainly far more economical and efficient than the old. I wish I could say the same for myself. It is also comfortable.

The seat is firm, and the suspension (new 41mm Kayaba cartridge forks at the front and adjustable-for-preload Kayabas at the back with longer travel) is actually quite good. Understand the Bonneville is not about high-speed corner carving; that said, it acquits itself well during spirited scratching with like-minded people. This is no fat-tyred cruiser that arse-steers its way around bends. The Bonny behaves like a well-balanced motorcycle should. It turns in much better than the old model, and holds its line with a good degree of precision, even if you find yourself in a gear higher than you should be. It is highly geared, and sixth is a true over-dive. So it’s more tractable and enjoyable as a tourer than a scratcher. But it can be pushed quite hard if you’re that way inclined. There are good twin-discs up the front now, the chassis is heaps stiffer than the old one, and the rake is up 2.5 degrees. I was actually more impressed with the new Bonneville than I’d thought I would be. It’s not just a styling exercise, though if that’s all it was, it would still be a success.

It is a great deal more sure-footed than I’d imagined, and the engine and gearbox are a great step up from previous models. Is there a down-side? Not really, it is a beautifully-finished and competent motorcycle. But I guess it all depends on what you want out of your bike. Once you start heading north of 160, the Bonneville comes out of its comfort zone and if you’re really hooking into bends, you will find the ground clearance is a touch compromised. But as I said, you really need to be in a Death Race with other speeding madmen to find the Bonny’s limitations. Around town it’s spot-on – all that bottom-end and mid-range torque and the great ergos make it delightful to ride from pub to pub and back to your girlfriend’s place. You could even take her with you, since I understand that pillion comfort is good, but given I only doubled the photographer to the top of the hill climb circuit, I cannot vouch for it. It will also happily handle longer rides, so it’s an excellent all-rounder if you do some touring from time to time. It sounds good, but interestingly, only to other people.

The rider can’t really hear the muffled pea-shooter exhausts when he’s riding it. But you can certainly hear them when you’re behind one and it’s being feverishly downshifted to get around a corner. So here’s a bike that has all the looks of a true classic, with all the good manners and smart technology we have come to expect today. It’s electronically sophisticated, but still pulls fully hectic wheelies when you turn that stuff off. It is now the Bonneville it should have always been. Yes, you can put Thruxton cams in it. And yes, I am applauding. It’s just a great shot. WHAT DOES IT COST? The standard T120 and T120 Black are $17,000 The Bonnie T120 TT is $17,300 and the T120 Black PC (which is grey) is $17,200, presumably because it’s grey. WHAT COLOURS CAN I HAVE? The T120 Bonneville comes in Cinder Red or a glossy black called Jet. And that’s fine.

But the two-tone Cranberry Red and Silver Aluminium is simply stunning, and surpassed in glory only by the two-tone black and white iteration, which is jaw-dropping. The T120 Bonneville Black has been en-blackened even further for 2016, which is always the way forward. No, I do not know why Triumph made the seat brown. And I did ask. It also comes in a slate grey colour, which is a light black, and looks quite Steve McQueen-jumping-barbed-wire-fences cool. You may go HERE to look at the specs, check out the accessories and see more pretty pictures. Tags: Bikes , Bonneville , NEW MODELS , Review , Triumph About the Author Boris is a writer who has contributed to many magazines and websites over the years, edited a couple of those things as well, and written a few books. But his most important contribution is pissing people off. He feels this is his calling in life and something he takes seriously. He also enjoys whiskey, whisky and the way girls dance on tables. And riding motorcycles. He's pretty keen on that, too.

Related Posts How Hugh Bonneville nearly missed out on Downton Abbey | Daily Mail Online How Hugh Bonneville nearly missed out on Downton Abbey comments Downton Abbey reaches its majestic climax this weekend, leaving ten million viewers contemplating Sunday nights deprived of their fix of grand-salon opulence and below-stairs plotting. It has been a critical triumph, with ­plaudits for everyone from the writer, Julian ­Fellowes, to the actors, led by Hugh ­Bonneville, ­Elizabeth McGovern and Dame Maggie Smith, and the production team. ‘It’s been a bit like Gosford Park, with bells on,’ says Bonneville, who plays the Earl of Grantham, patriarch of a starchily formal — but surprisingly fruity — Edwardian family. Aristocratic hit: Bonneville with Elizabeth McGovern and Laura Carmichael To make sure etiquette and protocol were correct, historian Alastair Bruce, one of the Queen’s Heralds, who also commentated on the funerals of the Queen Mother and the Princess of Wales for Sky News, was called in. It was Bruce who vetoed a scene where the Countess shakes a new servant’s hand — ‘that would never happen’.

Bonneville says: ‘He also told us never to flick our dress coat tails to prevent them creasing when sitting down. A gentleman would never do that — why should he when he’s got his valet to iron out the creases afterwards?’ A new series of eight episodes begins shooting in February, for probable screening next autumn, and the principal cast ­members, are likely to remain the same. The part of the Dowager Countess was written with Dame Maggie Smith in mind, and ­Bonneville had been on Fellowes’ wish list from the start because he thought he had ‘a comfortable self-esteem’. When the series was first launched ­Fellowes said of the actor: ‘He’s not embarrassed to play an authority figure and is relaxed within it. He is also good looking in a kind of unobvious but realistic way. And I thought he and Elizabeth McGovern as his wife were a very convincing couple. One could imagine them clambering into bed together every night.’ Indeed, Bonneville says he calls her ‘my ­working wife’ because Downton Abbey was the third time they have been cast as a couple — they were in two series of BBC2’s Freezing together.

Abbeyness: Hugh Bonneville and Elizabeth McGovern ‘We have unwritten rules when it comes to filming bedroom scenes,’ says Bonneville. ‘We have such an easy shorthand that when we are required to go to bed together, we even know exactly which side we prefer. It saves a lot of faffing around in rehearsals.’ As the Earl of Grantham, he has married late for their mutual ­convenience: American Cora for the title of Lady and he for her wealth. Love, however, grows on the couple. His real wife is the artist Lulu Evans, whom he married when he was in his 30s. ‘I had begun to ­wonder if I was going to remain a bachelor all my life.’ he confided before Downton went into production. ‘Like most young men, I would only think of myself and I was at the centre of my own universe.’ Is Bonneville — tall, handsome, clever (he studied theology at ­Cambridge) — a believer in true love? ‘I wasn’t — until I found it.’ He had known Lulu when they were teenagers, but they had lost touch. Then, many years later, they met up again.

‘I thought it was all very romantic, although Lulu will probably say it wasn’t,’ he says. By contrast to his own life, Bonneville has risen to acting fame on being unable to handle affairs of the heart. One wife cheated on him in Mansfield Park, another in Madame Bovary. He lost out on love in Take A Girl Like You and was the dim stockbroker in Notting Hill who failed to recognise Julia Roberts. For Bonneville, who celebrates his 47th birthday next week, Downton Abbey has been a particularly lucky break. Last year a planned American TV series, Legally Mad, which would have starred him as the head of a Chicago law firm, was cancelled just before it was due to go into production. Sour: Dame Maggie Smith provides viewing pleasure It would have meant Bonneville leaving Lulu and their son Felix, eight, at home in West Sussex while he filmed in Los ­Angeles, although if it had been a success they would have joined him. Legally Mad was the brainchild of David E. Kelley, who wrote Boston Legal and Ally McBeal, and Bonneville made a pilot show which was well received.

While he was waiting for the NBC network to decide whether to give the go-ahead for Legally Mad, he got a call to fly to Morocco for the role of Pontius Pilate in an ambitious TV remake of the classic 1959 Charlton Heston movie Ben Hur, which has yet to be screened here. It was after filming that he heard that the U.S. series had been scrapped, which he admits left him feeling ‘pretty bruised’. But the praise he has received for Downton Abbey will have gone a long way to alleviating the pain. And working on the hit series was, he says an agreeable experience. ‘I did my research, of course. I had lots of dinners with Julian Fellowes because basically the Earl of Grantham is a combination of himself and Lord Carnarvon, the owner of Highclere Castle, in Berkshire, which is the real Downton Abbey. ‘And then there was the fun. ­Maggie Smith is an icon, and although she comes across as a stiff, severe old lady in Downton Abbey, she kept me laughing.’ So what can we expect in the next series? Will it focus on World War I?

Or might the family wealth be wiped out in the 1920s stock market crash? Whatever the storyline, there is no doubt that ITV will be eagerly awaiting it. The first series cost up to £9 million, a major gamble — but it has become a huge money-spinner, selling well abroad Bonneville says he probably won’t know what the storyline will be until a day or so before shooting starts. ‘All I know, is that I’m looking forward to it immensely’, he says. So who had the most fun — above stairs or below stairs? Joanne Froggatt who plays head housemaid Anna, has claimed it was downstairs. ‘There was real camaraderie.’ ‘Not at all, it’s above stairs,’ says Hugh happily. ‘It’s very jolly being a Grantham.’ The final episode of Downton Abbey is on ITV1 on Sunday at 9pm. Hugh’s narration for Turn Back Time is on BBC1 on Tuesdays at 9pm.

Question: The Bonneville' is made by whom?
Answer: Triumph