Triumph Bonneville – The ExhaustNotes Blog

So Cal Triumph

By Joe Berk

I recently wrote about viewing the Triumphs and Enfields at So Cal Motorcycles in Brea, California. I included a bunch of Enfield photos with a promise to show a few Triumphs in a future blog. This is that future blog.

I’ve always considered myself to be a Triumph guy, even when I rode Harleys, Suzukis, CSCs, and my current Enfield. It’s a brand loyalty that goes back to my motoformative years in the 1960s. It was a lot easier then; Triumph’s models could be counted on one hand. Today, it’s confusing. I’d have to take off my shoes and socks to count them all. It’s too much for my 3-kilobyte mind, and I’m not going to cover all the Triumph models here. So Cal Triumph probably had them all in stock, though. There were a lot of motorcycles there, including a vintage Triumph Bonneville.

A Triumph gas tank. — One of the most beautiful motorcycle fuel tanks in the world: A Triumph Bonneville gas tank.

A Triumph Bonneville. — An original Triumph Bonneville. These are very classy motorcycles. These bikes weighed a scant 363 pounds.

There were two models I wanted to see when Sue and I visited So Cal Triumph. One was the new Triumph 400 single we wrote about a few months ago; the other was Triumph’s 2500cc triple uberbike at the opposite end of the spectrum. We saw both.

Check out the comparison photos of the vintage Bonneville’s 650cc engine and the Rocket 3 engine.

The fuel tank and powerplant on an original Triumph Bonneville.

A Triumph Rocket 3. — A similar view of Triumph’s latest and greatest: A 2500cc Rocket 3. For their size and weight, I found them to be surprisingly nimble.

The Rocket 3 is a study in excess in all areas, including price and fuel consumption. That said, I find this motorcycle irresistible. I test rode one at Doug Douglas Motorcycles in San Bernardino when Triumph’s big triple first became available. I had a beautiful blue Triumph Tiger in those days and Doug himself let me ride the new Rocket 3. The Rocket 3 was huge then and it is huge now, but it felt surprisingly light and nimble. I don’t know how Triumph did it, but they somehow made the Rocket 3 flickable. I like it and I’d like to own one. The styling on the latest iteration makes the bike look even better.

Triumph Rocket 3 motorcycles. — So Cal Triumph had three of these monstrous Triumphs on the showroom floor.

The Rocket 3 rear end. — The Rocket 3’s single-sided swingarm and industrial-sized rear tire.

The Rocket 3 fuel tank. — Another chrome surface, another selfie.

The price for this massive Triumph? Here you go:

Triumph Rocket 3 price. — A new world fiction record: An $1800 setup and freight fee! Have they no shame?

I mentioned that there were a bunch of different Triumph models, and I suppose I should be embarrassed that I don’t know all of them like I used to. I think the problem is that I know so many things there’s only a little bit of room available for new knowledge, and I don’t want to squander that on Triumph’s extensive offerings. I know there’s the current crop of modern Bonnevilles; I don’t know all the variants thereof. But I recognize a good chrome gas tank when I see one, and I know a selfie opportunity when it presents itself.

A chrome-plated Triumph fuel tank. — In the “have you no shame?” category: One more selfie.

Back to part of the objective for this blog: Seeing the new smaller Triumphs. One of these is Triumph’s dirt bike. I have no idea what the TF or the X represent (maybe the X is related to moto X, you know, as in motocross). The 250, I’m pretty sure, is the displacement. These bikes are made in the Triumph factory in Thailand (as are all models in the Bonneville line). The 250cc Triumph is not a street bike (although they made a street 250 back in the ’60s). I’d never seen the new 250 prior to my So Cal Triumph visit.

A Triumph motocross bike. — The Triumph motocross livery.

Tall, gangly, and handsome: The Triumph TF250X.

The I found what I really wanted to see: Triumph’s new 400cc singles. There are two models here: A Speed 400 (the street-oriented version), and the Scrambler 400X (another street-oriented version doing a dual sport motorcycle impersonation). The styling works for me; they both looked like what I think a Triumph should look like. We wrote about these when they were first announced; this was the first time I had seen them in person.

Triumph’s new 400cc single. The styling works. It looks like a Triumph. I like it.

Another Triumph 400cc single. The fit and finish are great.

I asked a salesman in the Triumph showroom where these were made. He told me India (which I already knew, but I wanted to see if he would answer honestly). He then quickly added, “but they are built to Triumph quality requirements.” It was that “but…” qualifier in his comment that I found interesting. It was obviously a canned line, but for me, it was unnecessary. I have an Indian-made motorcycle (my Enfield) and I would put its quality up against any motorcycle made anywhere in the world. I suppose many folks assume that if a motorcycle is not made in Germany, Japan, Italy, or America, its quality and parts availability are going to be bad. But that’s not the case at all.

The price on the Street 400 is a lot lower than the Scrambler; it is about $5K.

The price on the Triumph 400 Scrambler was substantially higher than the price on the Enfields I saw at So Cal Triumph. The Speed 400 was within spitting distance of the Enfield’s price, though. Are the Triumphs really better than the Enfields? I don’t know. So Cal Enfield/So Cal Triumph probably does; they see what’s going on with both bikes when they are brought in for service. That info would be interesting.

I didn’t ride either bike, mostly because I’m not in the market and I didn’t have my helmet and gloves with me. I sat on the Triumph Street 400 and it fit me well. I recognize that’s no substitute for a road test. I also recognize that a short road test is no substitute for a 1500-mile run through Baja, which is the kind of duty my motorcycles see. I like the Triumph 400cc singles and the Enfield 350cc singles. They are both right sized, good-looking motorcycles. If money didn’t matter to me and I had room in the garage, I’d buy both bikes. They both look good and their Indian-origins don’t scare me at all. If I had to pick one, it would be a tough choice.

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About that riding in Baja I mentioned above? Check this out!

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The Wayback Machine: ’66 Triumph TT Special

The Triumph TT Special: Made from 1963 to 1967, in my opinion it made for the ultimate street bike back in the 1960s. I always wanted one. It’s an itch I never scratched, and that may be a good thing. I like to remember it the way I remember it: The ultimate motorcycle. I’ve owned a few bikes between then and now that were undoubtedly more powerful, so a TT Special ride today might seem disappointing (and I don’t want to facilitate bursting that bubble). No, the dream is how I want to remember this motorcycle.

So, some of this is from a blog I did for CSC several years ago, and some of it is new. It’s all centered on one of my all-time dream bikes, the Triumph ’66 TT Special.

A ’66 Triumph TT Special. Love those colors!

Some background: In the mid-60s, the ultimate street bike was a Triumph TT Special. The regular Bonneville was a pretty hot number back then, but it came with mufflers, lights, a horn, and all the stuff it needed to be street legal. Those bikes were pegged at 52 horsepower, and although that sounds almost laughable now (as does thinking of a 650 as a big bike), I can tell you from personal experience it was muey rapido. I don’t believe there were any vehicles on the street in those days (on two wheels or four) that were faster than a Triumph Bonneville. And there was especially nothing that was faster than the Triumph TT Special. It took the hot rod twin-carb Bonneville and made it even faster. And cooler looking. The Triumph TT Special will always hold a special place in my heart.

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I had a spare hour a couple of years ago (yeah, that’s about how it happens), and that’s when I stopped in Bert’s. My good buddy Ron had a Triumph TT Special on display. I wondered what most folks thought when they saw the TT Special in Ron’s showroom. Bert’s sells to a mostly younger crowd (you know the type…kids who just got a licenses and go for 170-mph sports bikes), and my guess is they didn’t really “get” the TT Special. I sure did. Like I said, back in the mid-60s the Triumph Bonneville ruled the streets, and the TT Special would absolutely smoke a standard Bonneville.

Back in those days the Triumph factory rated the TT Special at 54 horsepower (as opposed to the standard Bonneville’s 52), but let me tell you there was way more than just 2 horsepower separating these machines. The TT Special was essentially the starting point for a desert racer or flat tracker. They were racing motorcycles. The TT Special was never intended to be a street bike, but some of them ended up on the street. If you rode a TT Special…well, you just couldn’t get any cooler than that.

A ’65 Bonneville TT Special, in the blue and silver colors of that year. This is a beautiful motorcyle on display in the Owens Collection in Diamond Bar, California.

I only knew one guy back then who owned a TT Special (Jimmy something-or-other), and he did what guys did when they owned a TT Special. He made it street legal, and that effort consisted of a small Bates headlamp, a tail light, and a single rear view mirror.

The first time Jimmy was pulled over in New Jersey the reason was obvious: He was a young guy on a Triumph TT Special. Back in those days, that constituted probable cause. After the officer checked the bike carefully, he gave Jimmy a ticket for not having a horn. It was what we called a “fix it” ticket, because all you had to do was correct the infraction and the ticket was dismissed. Jimmy didn’t want to spend the money (and add the weight) that went with wiring, a switch, and an electronic horn, so he bought a bicycle bulb horn. You know, the kind that attached to the handlebars and had a black bulb on one end and a little trumpet on the other. It honked when you squeezed the bulb. Ol’ Jimmy (old now, I guess, if he is even still around) went to the police station, honked his horn, and the police officer dismissed the citation. With a good laugh. It was a good story 50+ years ago and it’s still a good story today. Simpler times, I guess.

I love the ’66 white and orange color combo, too. My Dad had a ’66 T120R Bonneville back then (that’s the standard street version of the Bonneville), and it was a dream come true for me. Those colors (white, with an orange competition stripe framed by gold pinstripes) really worked. 1966 was the first year Triumph went to their smaller fuel tank, and it somehow made the Bonneville even cooler.

My father, an upholsterer by trade, reupholstered his Bonneville with a matching white Naugahyde seat. Dad put a set of longitudinal pleats on the seat in orange to match those on the tank, and each was bordered by gold piping. The overall effect was amazing. It looked like the bike ran under a set of white, gold, and orange paint sprayers. The effect was electric. That bike really stood out in 1966, and it continues to stand out in my mind. In fact, while I was at CSC, that color combo (with Steve Seidner’s concurrence) found its way into one of the new San Gabriel color combos. Some dreams do come true, I guess!

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Dad’s Bonneville

I was a 14-year-old kid in the 8th grade and I had just discovered motorcycles. A senior in our combined junior high and high school named Walt had a brand new 1964 Triumph Tiger back in the day when the Tiger was Triumph’s 500cc twin. It was the most beautiful thing I’d ever seen (with the possible exception of Raquel Welch and one or two young ladies in my class). But Raquel was beyond my reach, and come to think of, so were those other young ladies. The Tiger? It was right there. I could stare at it anytime I could get out in the parking and it wouldn’t care or complain. And stare I did; so much so I’m surprised I didn’t wear the paint off. White and gold with a cool parcel grid on the gas tank and perfect proportions, I knew that some day I’d own one. Ultimately I did, but I’m saving that one for another blog.

We didn’t have the Internet in those days. Come to think of it, we didn’t have cell phones or computers, either. We actually talked to people, and if we took pictures, we used this stuff called film that had to be sent off to be developed, but that’s a story for another blog, too.

My world revolved around glorious motorcycle magazines in the 1960s. Actual print magazines. It was a wonderful era.

What we did have were glorious motorcycle magazines with even more glorious ads. The BSA ads were the best, with scantily-clad women in an era when the term sexism implied a pervert of some sort and the phrase “politically correct” was decades into the future.

A BSA ad from around 1967. Life was good.

Their awesome ads notwithstanding, I didn’t want a BSA. I wanted a Triumph. It had to be like Walt’s, with those extravagant big chrome exhausts and Triumph’s perfectly-pinstriped paint. The magazine ads all had a snail mail address (that’s the only kind of address there was back then) and an invitation to write for more info, and write I did. It wasn’t long before I had amassed an impressive collection of colorful brochures from the likes of Triumph, BSA, Norton, Harley, Honda, and more.

The planets came into alignment for me as several things happened. Dad started reading the brochures and that piqued his interest. He wasn’t a motorcycle guy, but the ads worked their magic. It was an era where advertising worked, I guess. Then one of Dad’s buddies, another trapshooter named Cliff, stopped by with a new Honda Super Hawk. In those days, the Super Hawk was an electric-start, twin-carbed, 305cc twin. Cliff let Dad ride it in the field behind our house and praise the Lord, Dad was hooked. Between my enthusiasm and the motorcycle industry’s advertising experts, he never had a chance.

A restored mid-60s Honda 305cc Super Hawk. Twin carbs, electric start, twin leading shoe front brake, flawless paint, no oil leaks, and all for just over $600. Did I mention life was good?

Dad was a little intimidated by the idea of starting his motorcycling career with a monstrous 305cc machine (remember all those nicest people you met on a 50cc Honda Cub?). He found an ad for a slightly used 160cc baby Super Hawk and that was his first motorcycle. It lasted all of two months. Dad took it for a service to Sherm Cooper’s Cycle Ranch and he came home with a new Super Hawk. Wow. I thought that would last for a while, but between the brochures, my inputs about Triumph Bonnevilles, and apparently a bit of salesmanship by old Sherm, a year after that Dad traded the Super Hawk for a new ’66 Bonneville. Wow again!

That’s what they were back in the day, and every new Triumph had a decal to remind you (and others) of that fact.

The Bonneville was stunning. Triumph went to 12-volt electrics in ’66, a smaller gas tank in ivory white with a cool orange competition stripe, and stainless steel fenders. And, of course, that World Motorcycle Speed Record Holder decal that adorned the tank of every new Triumph (Triumph held the record in those days, prompting the decal and the name of their flagship motorcycle). I was too young to drive but not too young to ride, and on more than a few occasions if Dad noticed the Bonneville odometer showing more miles than when he last rode it, he didn’t say anything.

Dad was a craftsman and a perfectionist. An upholsterer by profession and a tinkerer by nature, he added custom touches to the Bonneville that took it from awesome to amazing. He had a polishing machine in the basement and after what seemed like days of buffing (and several cloth polishing wheels) the fenders went from brushed stainless to a mirrored glaze that completely transformed the Triumph. And the seat…he outdid himself on that one. Remember that orange competition stripe I mentioned above? Dad’s seat continued it. The stock seat went from gray and black to a tank-matching ivory white, pleated with a perfectly-matched orange stripe that ran the length of the seat. The tank’s stripes were bordered with gold pinstriping; Dad incorporated matching gold piping on the seat’s pleats. The overall effect just flat worked. It looked like the Triumph had gone under a set of sprayers with ivory white, orange, and gold paint. Between the seat and the polished fenders, the bike had a jewel-like finished appearance that made it look like Triumph’s stylists had finished what they started. It was stunning.

This was not Dad’s actual Bonneville nor is it mine (I can only wish), but it is a near perfect 1966 Triumph Bonneville photographed at the Hansen Dam Britbike meet. Dad’s had a seat that continued the tank colors. The bike above has the stock brushed stainless steel fenders; Dad’s were mirror polished. I don’t have a photo of Dad’s Bonneville; all this happened before my interest in photography.

Sherm Cooper saw the seat Dad had recovered and he was floored by it. “Where did you get that?” he asked, and when he learned that Dad stitched it himself (after all, he was an upholsterer), Dad’s business suddenly included Triumph and Honda seats in all manner of colors, including lots of metalflake naugahyde. Dad was making “glitter sitters” before they became well known back in the ’60s.

The Triumph was in many ways less sophisticated than the Honda, but it was infinitely cooler. The styling was way better in my 14-year-old mind. It didn’t have an electric starter, but that made it better to me. You had to tickle each of the Amal carbs with this little button on each of their float bowls until gasoline flowed out around the button, and then give it a kick. It usually started on the first kick. It was a form of intimacy with the machine, something the Honda neither needed nor wanted. The Triumph, though…it needed you. Marlon Brando, move over (Johny rode a Triumph in Rebel Without A Cause, you know). The sound of a Triumph Bonneville was beyond awesome. It was the perfect motorcycle, but alas, it was not to last. Dad lost interest in riding and sold the Bonneville. A few years later (when I was finally legal with an actual motorcycle driver’s license) I bought a 90cc Honda and then a CB 750 Four. It wouldn’t be until 1979 that I bought a new Triumph Bonneville, but that’s a story for another blog, too. Stay tuned, and you’ll get to read it here.

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British Vertical Twin Wannabees: Royal Enfield vs Triumph vs Kawasaki

I think most motorcycle videos are silly, including the ones I’ve done (and I’ve done a few). It’s a personal preference…videos (compared to the written word and good photography) dumb down whatever they cover, and I would much rather read a good article with great photos than watch a video. But on occasion I’ll stumble across a video I enjoy. I recently encountered a couple that hit home for me. One compares the Royal Enfield 650 to the Kawasaki W800, and the other compares the Enfield to a Triumph Bonneville.

Back in the day (the 1960s), British vertical twins ruled the roost, and of those the Triumph Bonneville was the king. My father rode a 1966 Triumph Bonneville, and I’ve owned a number of Triumphs from the ’60s and ’70s. They were (and still are) awesome motorcycles. It just makes sense to me that ’60s-era British vertical twins are a platform deserving of the sincerest form of flattery (i.e., copying), and apparently, the modern incarnations from Kawasaki, Royal Enfield, and Triumph do exactly that. Well, maybe not exactly, but enough to let you imagine you’re Steve McQueen.

These videos are fun to watch. The narrators are funny as hell and there are some great quotes. One was, “I’m not even going to try to keep up with you on the way back…you just take care of yourself and watch out for buffalo.” That quote reminded me of Gresh’s video when he entered a corner a bit too hot on a Harley Sportster and famously said, “It handles pretty well when it’s out of control.”

The video editing and imaging in these two videos are superior (way better, in my opinion, than what you see from the self-proclaimed videomeisters here in the US). And the tech content is light years ahead of the typical vlogger tripe clogging up our bandwidth.

Enjoy, my friends.

Here’s a fun fact: All three of these bikes (the Royal Enfield Interceptor, the Kawasaki W800, and the Triumph Bonneville) purport to copy British vertical twins, yet none of these bikes are British. The Enfield is made in India, the Kawasaki is made in Japan, and the Triumph is made in Thailand.

I ride a Royal Enfield 650. I like my Enfield, and for the money, the Enfield has to be one of the best buys ever in motorcycling. Gresh and I already did a road test of the Enfield in Baja, and you can read our reports on it here. One of these days in the near future I’ll do a road test my current Enfield and tell you what it’s like to own one of these grand machines, but I’ve got another road test I’m going to post first. That’s on the 250cc CSC RX3, 5 years in. Good buddy Sergeant Zuo over in Lanzhou has 50,000 miles on his RX3 and it’s still going strong.

I am enjoying my Enfield, and I just found a bunch of Enfield accessories available online through Amazon. I’ll poke around on there a bit later today.

Stay tuned, folks. More good stuff is coming your way.

Dream Bike: 1978 Triumph Bonneville

This is a blog I did for CSC a year or so ago, and it’s one I thought I would run again here. We haven’t done a Dream Bikes blog in a while, and it’s time.

It’s raining, it’s cold here in southern California, and those two conditions are enough to keep me indoors today. I’ve been straightening things up here in the home office, and I came across a Triumph brochure from 1978. I bought a new Bonneville that year and as I type this, I realize that was a cool 40 years ago. Wowee. Surprisingly, the brochure scanned well, so much so that even the fine print is still readable…

Triumph had two 750 twins back then. One was the twin-carb Bonneville, and the other was the single-carb model (I think they called it the Tiger). The Bonneville came in brown or black and the Tiger came in blue or red (you can see the color palette in the third photo above). I liked the red and my dealer (in Fort Worth) swapped the tank from a Tiger onto my Bonneville. I loved that bike, and I covered a lot of miles in Texas on it. I used to ride with a friend and fellow engineer at General Dynamics named Sam back in the F-16 days (he had a Yamaha 500cc TT model, which was another outstanding bike back in the day). I wish I still had that Bonneville.

After I sold the Bonneville, I turned right around and bought a ’79 Electra-Glide Classic. There’s a brochure buried around here somewhere on that one, and if I come across it I’ll see how it scans. The Harley had a lot of issues, but it’s another one I enjoyed owning and riding, and it’s another I wish I still owned.

So there you have it. That ’78 Bonneville is a bike I still have dreams about, and they were made all the more poignant by the Royal Enfield Interceptor I rode in Baja last month. You can read about the Enfield Interceptor and our Baja adventures here.

Want to read more pieces like this? Check out our other Dream Bikes here!