Review: Triumph Bonneville T120 and Thruxton R

Since the wraps came off the new Triumph Bonneville range in October, we’ve had to plenty of time to digest the upgrades. But it’s only now that we can sink our teeth into the products.

To say we've been looking forward to saddle time would be an understatement. The first true redesign of Hinckley’s line of modern classics was long overdue, and the hype surrounding them has been huge.

So it seemed odd that Triumph only scheduled one day in Portugal for the press to ride the two flagships of the stable—the Bonneville T120 Black, and the Thruxton R. It made us wonder.

Is it because the cruiser and the cafe racer are still simple variations on a theme? The same bike, sold two ways?

The short answer is no. These are two very different beasts indeed. Each has been developed with its own rider in mind, engineered to exude its own performance nuances and individual character.

In fact, after riding them back-to-back, it's hard to believe the two share more than a sales floor, let alone radiators and that 1200 cc, liquid-cooled engine.

Triumph Bonneville T120 Black, $11,500 (USA) Thrumming through the narrow and winding streets between Cascais and Sintra, the blacked-out T120 I'm riding feels like a breath of fresh Atlantic air.

It's relaxed and easy to ride, has an engaging soundtrack and communicates better than any stock Bonnie I've ridden before. It's the perfect way to casually take in the sights.

The seat is supportive and extremely comfortable. The suspension effortlessly soaks up wrinkled roads and the front end stays well planted in corners. Thanks to its ride-by-wire throttle, there are two rider modes—Rain and Road—as well as switchable traction control.

Anti-lock brakes are standard issue and there are now two large floating discs up front and six cogs to swap.

Familiarity grows, so the pace quickens after coffee and custard tarts. Pitching the T120 into a tightening right hand bend, my toes grind some asphalt before the drop-style pegs have a chance to surrender sparks.

Shocked, I pick up my feet for the next set, flick on the heated grips to take the chill out of my paws, and roll on the gas. A smile lines my helmet: The Bonneville is now a truly modern motorcycle.

That being said, the look remains classic and unmistakable. Triumph has taken pains to ensure this, squeezing the all-new parallel twin motor into the same dimensions as the outgoing unit.

That’s despite boasting a larger 1200 cc displacement and more power: 79 hp @ 6550 rpm, and 105 Nm of torque @ 3100. It finally gives the Bonnie the street cred its lineage demands.

Triumph's engineers should be proud of their four years of development work here. The homage details are playful works of art: Like the twin throttle bodies, the hand painted accents on the standard T120, and the Bakelite-esque plug wire caps. It’s heritage done right.

Triumph Thruxton R, $14,500 (USA) Most of those same heritage pieces adorn the new Thruxton R, but its focus on performance trumps its allegiance to antiquated cues.

The Triumph Thruxton has always been a cafe racer icon. But it's designed for the modern era—and draws influences from the customs we drool over here on a daily basis.

Every component on the Thruxton R has been improved. Brembo Monobloc floating binders flank the 17-inch spoked front wheel.

Upside-down, adjustable Showa forks are topped with an exquisite polished yoke and well placed clip-ons. A pair of adjustable, piggyback Öhlins units keeps things smooth out back.

The riding position is aggressive without being torture, striking a nice balance for street and canyon flogging. And flog it you will.

The headstock is steeper and the rake is reduced for a shorter trail. Combined with the stubbier swingarm, this reduces the wheelbase to 1415mm—or 75mm shorter. So turn-in is sharp and direct, like never before.

The Pirelli Diablo Rosso Corsa tires—developed in conjunction with the Thruxton—hold lines better than I do, so I let the faster lot in our crew show me the ropes.

Following their lead, I can easily say the Thruxton R is the cafe racer I've been trying to build at home—only with a professional's fit and finish.

Fire up the engine and you immediately know this isn't a bolt-on Bonnie. The air box is larger, the high compression pistons spin a low inertia crank, and the ECU has been flashed to deliver even more power than the T120.

The Thruxton is more responsive throughout the rev range, and its redline hits higher, too. There are ninety-six angry horses at work here, and 112 Nm of torque peaking at 3,100 rpm. Roll-on wheelies are only a blip and crack away.

As we blast along the undulating tarmac towards Mafra, the Thruxton feels built to exploit these roads. Toggling from Rain, to Road and then Sport, throttle response quickens perceptibly and my knees rub the flares on the Manx style tank.

Sliding further back in the seat, my knees are relieved—but pushing corners demands I monkey around. Figure it all out and you can ride the Thruxton R with a level of aggression its predecessor simply wouldn't allow.

Both the Thruxton R and Bonneville T120 are a massive step forward for Hinckley. They’ll keep these Triumph icons rolling and relevant for at least another generation.

Best of all, the factory is supporting each with a large catalog of bolt-on parts (over 160 pieces each). That should be more than enough reason to keep shade tree builders happy—and entice the pros to snag a bike and show us what's truly possible.

Triumph Motorcycles | Facebook | Instagram | Action shots: Barbanti, Cavadini, Barshon, Kim.