Matt's Musings

The nail in the coffin for my old Thunderbird 1600 was when Triumph announced they were doing a limited run of factory fitted big bore kits and two new colour schemes.  This was back in November last year when it was still hard to get any details about cost or whether the two new colour schemes would be included with the big bore kit or an optional extra.  I sold the old bike there and then, after only 531 miles, and used the money as a deposit on the yet to be launched 1700.

Four months later, in late March, I picked up my Thunderbird from Bulldog Triumph, in Twyford.  The time had finally arrived to find out whether that extra 100cc would make its presence known.  I had already told the shop that if I wasn’t happy with this one, I would be back for a Rocket III Roadster.

After nearly 1200 miles and six weeks of use, I have to say, the big bore kit makes a huge difference.

With the 1600, you feel compelled to change up through the gears quickly and at relatively low revs, whilst the 1700 is quite happy to linger in gears and feels content to use the full range of the available revs.

The graph to the left shows the difference in power delivery.  The 1600 reaches peak torque around 2700 rpm and then slowly drops off whilst the 1700 reaches peak torque a little later – at around 3000 rpm – dips a little and then hangs on to the power until around 3500 rpm.  Whilst this shows the 1700 has more power, I think the following describes how and why the 1700 feels more comfortable to linger in gears.  The 1700 exceeds the 1600′s peak torque sooner, at around 2400 rpm, and continues to exceed the 1600′s peak torque until around 4000 rpm.

For me, Triumph are onto a winner with the 1700 and my local dealer will be sorry to hear that I won’t be getting a Rocket III Roadster any time soon.  The 1700 is for keeps!

Well, my new Triumph Thunderbird 1600 arrived last August and I have already sold it after only 531 miles.  Don’t get me wrong, I loved the bike, but first impressions left me under whelmed.  I was expecting more torque than was readily available on tap and I was never impressed with the initial colours available.  It’s not all bad – well, apart from the after market handlebars playing havoc with my wrists – the riding position is great, it’s a lot more fun accelerating off the lights and over taking than using the Triumph America.  Although cornering is smooth, the footpegs scrape the ground a lot sooner than on the America, but for such a big bike with such wide tyres, cornering was effortless.  Compare cornering on the Rocket III Tourer which has a smaller 180/70 rear wheel and you’ll see what I mean.

The only reason I sold the bike is because Triumph are releasing a special edition of the Thunderbird with a factory fitted big bore kit taking it up to 1700cc.  They are also releasing two new colours; Phantom Red Haze and Phantom Blue Haze.  I have already put my name down for one of the limited SE’s in Phantom Red, so watch this spac

Comparison of Aftermarket Handlebars

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The stock handlebars and mirrors are on the left.

My local dealer, Bulldog Triumph, recently took delivery of their demo Thunderbird 1600 and I had the opportunity to take it out for a spin and compare it against my faithful America.

With the America and the Thunderbird side by side, the big 1600cc looks quite small in comparison.  This is not just an illusion;  The seat height of the Thunderbird is around an inch lower, whilst the height and length of the Thunderbird are reduced by 2 inches and 3 inches, respectively.  Even the larger, 22 litre, fuel tank looks smaller than the 19.2 litre tank on the America.

After a short test ride I was impressed with the handling.  Even though the Thunderbird boasts a large 200/70 rear tyre, the bike leaned into the corners with ease.  The front brakes were sharp and responsive and  the forks didn’t dive when braking (like they do with the stock springs on the America).  Gear changes were smooth – something unique to a Triumph.  The engine seems happiest at low RPMs with peak torque arriving around 3,000 rpm.  For anyone expecting a lot of excitement when opening the throttle, I would steer them towards the Rocket III.  This bike is quite sluggish given the huge 1600cc capacity.

The big dissappointment for me was the sound from the stock exhausts and I eagerly awaited the dealer putting on the Triumph after market pipes.

With the after market exhausts the Thunderbird is more expressive but with more of a rasp than the bark of the America.  This is a real shame.  I want bark, and if Triumph want to win any Harley owners over, they will need to provide it.  I have been informed that the rasp could be due to the catalytic convertor as a similar problem was found with the Rocket III’s.