CCM FT35S (2005-on) Review

Overall Rating3 out of 5

The CCM FT35S was built as the bastard offspring of a supermoto motorcycle and a flat-track racing motorcycle comes the road-legal beauty from Britain’s own CCM. Stopping just this side of total two-wheeled self-indulgence the CCM FT35S is for folk who make statements and act the goat with no thought for such dreary irrelevances as practicality or comfort.

 

Ride Quality & Brakes4 out of 5

With its colossal, fully-adjustable 48mm WP forks and fully-adjustable WP shock there’s little the CCM FT35S can’t handle. It’s stable over bumps, turns quickly and feels light and controlled. The motorcycle's riding position doesn’t lend itself to motorways, obviously, but neither does the motor. The two-piston Brembo brakes and 320mm front disc work well together, but with just 118kg of CCM FT35S to pull up that’s not surprise.

Engine3 out of 5

The 398cc, DOHC single in the CCM FT35S comes from the Suzuki DR-Z 400S.Only in this motorcycle it feels much more alive, thanks to some clever gearing (if you’ve got £450 the factory will sell you a big bore 450cc kit for your CCM FT35S or for £1600 you can swap it in for a special 499cc ‘race’ motor). The CCM FT35S' gears are slick and the motorcycle always pulls cleanly and keenly.

Build Quality & Reliability3 out of 5

The CCM motorcycle company has recently been reborn under new management after it went under in 2004, garnering a reputation for poor quality control as it went. This shouldn’t affect the CCM FT35S, which benefits from low production volumes and greater attention to detail. The constituent components are high quality on the CCM FT35S.

Insurance, running costs & value3 out of 5

There have been very few CCM FT35S' made, so prices are likely to remain high for years to come. Some motorcycles have been raced, so check carefully if you're looking at a secondhand CCM FT35S. Find a CCM FT35S for sale.

Insurance group: 9 of 17 – compare motorcycle insurancequotes now.

Equipment4 out of 5

The spec of the kit screwed on to the CCM FT35S' frame is impressive – there’s an Acumen digital dash, a lovely ally tank, a variety of colours to have your CCM FT35S painted in and you can specify the wheel sizes on new motorcycles.

2001 Kawasaki Vulcan 800 Classic

 

- 2001 Kawasaki Vulcan 800 Classic
.

With a nostalgic look of the '50s, the Vulcan 800 Classic features deep valanced fenders and a big, fat front tire on the spoked front wheel. Chromed covers enhance the fork downtubes and are topped off by a large chromed headlight housing. Two-tone paint graces the fuel tank while a tank-mounted speedometer gives it a custom look. The low-stepped seat adds to the low cruiser look and provides feet-on-the-ground comfort and stability when stopped.

 

2001 KAWASAKI VULCAN™ 800 CLASSIC

Style, image and a great value!

The Kawasaki Vulcan™ 800 Classic motorcycle provides all the attitude and image one expects from a classic-styled cruiser motorcycle. Add modern performance features and a great price and this V-twin cruiser is one of the best values in its class.

With a nostalgic look of the ’50s, the Vulcan 800 Classic features deep valanced fenders and a big, fat front tire on the spoked front wheel. Chromed covers enhance the fork downtubes and are topped off by a large chromed headlight housing, while a tank-mounted speedometer gives it a custom look. The low-stepped seat adds to the low cruiser look and provides feet-on-the-ground comfort and stability when stopped.

Powering the Vulcan 800 Classic is a rubber-mounted 805cc V-twin engine, featuring a single-pin crankshaft with a gear-driven balancer to reduce vibration. Finned cylinders and four-valve heads are liquid cooled for optimum thermal control. Concealed automatic cam chain tensioners preserve the engine’s clean lines and allow precise cam timing without maintenance. A spin-on oil filter helps make maintenance a quick and easy job.

The 36mm Keihin carburetor is equipped with an accelerator pump for quick throttle response. To take advantage of the engine’s broad torque curve, the five-speed transmission produces strong acceleration and a relaxed engine pace at highway speeds. The transmission also features Kawasaki’s exclusive Positive Neutral Finder, which simplifies finding neutral while at a stop.

The single backbone, double cradle frame design gives the Vulcan 800 Classic stability at highway speeds and maneuverability on city streets. At the rear of the frame, a sleek, triangulated steel swingarm and hidden Kawasaki UNI-TRAK® linkage rear suspension system provide a smooth ride while maintaining the look of a hard tail cruiser. A 41mm front fork adds to the handling and offers a wide stance for the classic cruiser look.

By combining modern performance and handling with the styling of a classic V-twin cruiser, the Vulcan 800 Classic does more than make a statement about style; it’s a value that lets the good times roll.

 

2001 VULCAN™ 800 CLASSIC FEATURES

V-Twin 805cc Engine with Gear-Driven Balancer

Torque from idle to redline 
Smooth and reliable 
Balancer allows use of single pin crankshaft without the heavy vibration 
Four Valves Per Cylinder

Better breathing for more power and low end torque 
Single overhead cam design is simple, lightweight, and practical 
Liquid and Air Cooling

Finned cylinders and heads combine with liquid cooling to provide exceptional thermal control 
More consistent running temperatures mean no “power fade” on hot days and longer engine life 
Automatic fan keeps things cool even in traffic 
Includes temperature warning light 
Five-Speed Transmission

Designed to handle the engine’s unique power characteristics 
Ratios designed for great acceleration and relaxed highway cruising 
Exclusive Positive Neutral Finder 
36mm CVK Side Draft Carburetor

Equipped with an accelerator pump for quick throttle response 
Two-stage air intake with paper air filter element 
Double Cradle Frame

Right down-tube unbolts for easy engine access 
High tensile steel for strength and light weight 
Low Stepped Seat

Confidence inspiring, both-feet-on-the-ground stability 
Laid-back riding comfort for two 
Tank-Mounted Speedometer with Turn Signal Indicators and Caution Lamps

Compact design complements the bike’s clean look 
Clean-design locking gas cap 
Modern instrument cluster with nostalgic style 
Push-to-Cancel Turn Signals

No fumbling, just a simple push on the switch cancels the turn signals 
Transistor Controlled Breakerless Ignition with Digital Timing Advance (TCBI)

A hot spark at all engine speeds for easy starting, smooth running and good fuel economy 
Maintenance free 
41mm Front Fork

Excellent rigidity and 5.9 inches of travel 
Wide fork pitch for classic look 
Disc Front Brake

A single 300mm disc with hydraulic caliper keeps the front end lean while providing sure stops 
48-Spoke Custom Wheels

Chromed steel rims and spokes with “spool-style” polished aluminum front hub 
Mechanical Drum Rear Brake

Provides smooth stopping power and the right look 
UNI-TRAK® Rear Suspension

Single shock absorber with 7-way cam-type preload adjuster 
Sleek Swingarm Design

Triangulated, steel swingarm looks like a “hard tail” 
Engineered for rigidity, provides precise handling with good tire and chain life 



New for 2001:

Candy Wine Red 
Metallic Nocturne Blue

 

 

Specifications:

Model 
VN800-B6

Engine Type 
4-stroke V-Twin

Displacement 
805 cc.

Bore x Stroke 
88 x 66.2 mm.

Compression Ratio 
9.5:1

Valve System 
SOHC, 8 valves

Carburetion 
Keihin CVK36

Ignition 
Digital

Starting 
Electric

Transmission 
5-speed 

Rake
32 degrees 

Wheelbase 
63.0"

Suspension, Front 
41 mm

Suspension, Rear 
Uni-Trak with 7 way cam-type preload adjuster

Tire Front 
130/90-16

Tire Rear 
140/90-16

Brakes, Front 
single 300mm disc with hydraulic caliper

Brakes, Rear 
Drum

Seat Height 
27.8"

Fuel Capacity 
4.0 gallons

Dry Weight 
516 pounds

Specifications are subject to change without notice, in accordance with national regulation and legislations.

81

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2013 Royal Enfield Chrome Cafe Racer Review

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2016 Indian Springfield - FIRST RIDE REVIEW

The 2016 Indian Springfield uses the “touring” chassis geometry but with shorter trail, making for the best handling Indian bagger yet.

A few years ago I swung a Harley-Davidson Ultra Classic into Peter Egan’s hometown south of Madison and we proceeded to motor around the great roads in southwestern Wisconsin. Peter owned a Road King at the time and asked on the ride if I’d like to swap bikes for a while.

I was instantly charmed by the copbike-screen-equipped touring bagger, its lightness and agility much more up my personal alley than what was delivered by the heavier Ultra. Love all the extra features for the long haul on the big FL, but the unobstructed view and sportier feel of the Road King would send me its direction at a Harley dealer unless a lot of dedicated long-distance touring were on the menu.

Indian has followed a similar path with the new Springfield, stripping the Chieftain/Roadmaster of its purported 24-pound frame-mounted fairing with electric-adjust windscreen in favor of a quick-detach clear windshield. The riding results are charming and offer the same kind of light-feeling rewards delivered by the Road King.



The 2016 Springfield is Indian’s Harley-Davidson Road King fighter. Same basic recipe: Start with a strong touring platform but keep it on the simple side.




The 2016 Indian Springfield uses the “touring” chassis geometry but with shorter trail, making for the best handling Indian bagger yet.

A few years ago I swung a Harley-Davidson Ultra Classic into Peter Egan’s hometown south of Madison and we proceeded to motor around the great roads in southwestern Wisconsin. Peter owned a Road King at the time and asked on the ride if I’d like to swap bikes for a while.

I was instantly charmed by the copbike-screen-equipped touring bagger, its lightness and agility much more up my personal alley than what was delivered by the heavier Ultra. Love all the extra features for the long haul on the big FL, but the unobstructed view and sportier feel of the Road King would send me its direction at a Harley dealer unless a lot of dedicated long-distance touring were on the menu.

Indian has followed a similar path with the new Springfield, stripping the Chieftain/Roadmaster of its purported 24-pound frame-mounted fairing with electric-adjust windscreen in favor of a quick-detach clear windshield. The riding results are charming and offer the same kind of light-feeling rewards delivered by the Road King.



The 2016 Springfield is Indian’s Harley-Davidson Road King fighter. Same basic recipe: Start with a strong touring platform but keep it on the simple side.

It was 39 degrees the morning I saddled up on a Springfield in Austin, Texas, and I surely missed having the optional heated grips and seat, particularly when a few pieces of “solid rain” stuck to the screen. Still, wind protection was good, even if my lower legs were chilled by the windblast (add accessory deflectors to the chrome highway bars, if you like). Cruise control allowed me to alternate pulling my hands off the grips to warm them a bit.

But the temperature rose to mid-40s pretty quickly, the road mostly dried and Texas Hill Country was calling.

Steering was impressively light and precise, with a neutral cornering attitude and excellent stability. Damping is well dialed in, with good straight-line compliance from fork and shock, but no wallowing in corners, even in high-speed sweepers. And, as if Indian read my mind, the air-adjustable shock was set up for a 220-pound rider.



Hard saddlebags are like those on the other Indian touring models. Dual exhaust pipes help support the 19-gallon, electric-locking cases. It’s possible to add the top truck used on the Indian Roadmaster touring bike.

Although it is tempting to think the Springfield is a Chief Vintage with hard bags, this is not the case. Instead of the “cruiser” geometry, the Springfield uses the “touring” steering head and upper member on its aluminum frame, and utilizing a rear subframe designed to carry more weight. Plus, the dual exhaust pipes have the weight-bearing pads to help support the Cheiftain/Roadmaster electric-locking 19-gallon hard saddlebags.

Although the frame is like that of the other tourers, its 25-degree rake works with just 133mm of trail, vs. the 150 of the other hard-baggers or the 155 (and 29-degree rake) of the soft-bag Vintage.

This is the lightest steering Chief variant yet, to the point that there was a slight shimmy in bumpy corner exits when hard on the gas. It was no real worry, but a bit of a surprise given the bike’s role and general largeness. Tires are the same as those of the touring bikes (130- and 150mm-wide 16-inchers) and run on cast-aluminum wheels to accommodate tire-pressure monitoring.



The Indian 111 ci, 49-degree V-Twin engine is the same as that used in the Roadmaster, which on a recent dyno run produced about 76 hp at 4510 rpm and 107 pound-feet of torque at just 2640 revs.

The Springfield is the best handling of the Indian big twins and the rest of the dynamic package is similarly impressive, from the ABS brakes to shift quality to the hearty pull of the 49-degree Thunder Stroke 111ci V-twin. The Roadmaster we recently dyno tested made 76.4 hp at 4510 rpm and 106.6 pound-feet of torque at just 2640 revs.

Screen and bags are both supremely easy to remove, no tools required. I popped off the windshield for the post-lunch portion of our Texas tour and the bike felt sportier still. Turns out removing that big sail attached to the bars lightens steering effort a bit. It also eliminated the high-speed helmet buffeting I (at 6-foot-2) experienced at anything over 70 mph. Higher and lower screens will be available from Indian.



The copbike windshield is quick-detach, no tools required. It’s also quite different than the one used on the Indian Chief Vintage due to the Springfield’s steeper fork rake.

Detail improvement noted: The chrome strips on the windscreen have black backing on the rider-facing side, rather than the bare, not-that-chromed metal finish seen on previous Vintages. Nice to see Indian keeping after the little things. The screen is a significantly different rake and height compared to the one used on the Vintage since the fork rake is much different.

The leather saddle is identical to those of the tourers, just with a different stitching pattern, and passenger floorboards are adjustable for height and for rake, the latter to help accommodate boots with taller heels.



Saddle stitching is the only change from the other Indian tourer seats, which is a good thing. This is a comfortable motorcycle seat.

The cross-compatibility of parts and accessories (top trunks, wind-deflectors, and much more) is quite good since the touring platform is fundamentally the same across the line. Want to add the 17-gallon top trunk from the Roadmaster? Can do.

Clearly, Indian has observed the highly successful model-proliferation playbook developed in Milwaukee. As well it should.

The core product from Indian is well designed and engineered, making the work to produce more good models from the basic platforms relatively straightforward. The Springfield is one of those good models.

SPECIFICATIONS2016 Indian SpringfieldENGINEAir/oil-cooled OHV V-TwinDISPLACEMENT1811ccBORE x STROKE101 x 113mmCOMPRESSION RATIO9.5:1FUEL SYSTEMElectronic fuel injection, closed loop, 54mm boreEXHAUSTSplit dual exhaust with crossoverTRANSMISSION6-speed/constant mesh/foot shiftBATTERY12 volts, 18 amp/hour, 310 CCACHARGING SYSTEM42 amp max outputCLUTCHWet, multi-plateFINAL DRIVEBelt drive, 152 tooth. 2.2:1FUEL CAPACITY5.5 gal / 20.8 ltrOIL CAPACITY5.5 qts / 5.20 ltrPRIMARY DRIVEGear drive wet clutchFRONT SUSPENSIONTelescopic fork, 46 mm diameter, 4.7 in / 119 mm travelREAR SUSPENSIONSingle shock with air adjust, 4.5 in / 114 mm travelCLAIMED DRY WEIGHT818 lb. / 372 kgGROUND CLEARANCE5.6 in. / 142 mmGVWR1,385 lb. / 630 kgLENGTH101.7 in. / 2583 mmRAKE / TRAIL25° / 5.2 in. / 133 mmSEAT HEIGHT26 in. / 660 mmWHEELBASE67 in / 1701 mmBRAKE SYSTEMIndividual front and rear control with ABSFRONT BRAKING SYSTEMDual 300 mm floating rotor with 4-piston calipersREAR BRAKING SYSTEMSingle 300 mm floating rotor with 2-piston caliperFRONT TIREDunlop Elite 3 130/90B16 73HFRONT WHEELCast 16" x 3.5" with tire pressure monitoringREAR TIREDunlop Elite 3 180/60R16 80HREAR WHEELCast 16" x 5.0" with tire pressure monitoringCOLORS & MSRPThunder Black $20,999 US, Indian Motorcycle Red $21,549 US

The Motorcycle Obsession

There is only one reason you should not rush out and buy yourself an Indian Chief Classic. I'll get to that in a bit, but first I want to stress that the Chief Classic is the best motorcycle I have ever ridden.


That sort of thing comes with a caveat, I suppose, because of the truth that there is no perfect motorcycle. If you are looking for elbow-dragging cornering prowess, or crossing-the-Kazakh-mountains off-road capability, the Chief will disappoint. Indeed, there are any number of unfair comparisons that could be put to this bike that would leave it wanting. But if you take it for what it is –– an outsized torque monster that turns the head of everyone you pass –– then it is, without question, The Best Motorcycle Ever.

I should probably admit a certain amount of bias right uprfront, however. Indian Motorcycles is owned by Minnesota-based Polaris, and I tend to have a soft spot for all things Minnesotan. But even without that adopted-home-state connection, I reckon I'd be pretty hot on this machine. The Chief (I see no reason to differentiate between the Chief Classic and Chief Vintage, since the only difference between the two is that one has a screen and saddlebags as standard) has long been on my What I Want list. I have previously written about it both here and here. 


You will know, of course, that the resurrected Chief was introduced to the world in summer 2013. The forthcoming 2015 Chief Classic is only different from previous offerings in paint schemes. The machine I rode was a 2014 model, bedecked in deep Springfield Blue that, in my opinion, looked even better with a little bit of Birmingham road grime on it –– rather than shining and spotless on a showroom floor.

That's good to know. I'm not big into cleaning regimes beyond throwing some water on the thing to clear away road salt. I think if I were to own a Chief I'd be somewhat inclined to let the bike's chrome rust –– as chrome is so naturally wont to do –– and create a bit of patina, which you could then clear coat to keep it from rusting any further.

(I learned that trick from the guys at Gas Monkey Garage.)

You'd certainly have a fair bit of patina, because the Chief is dripping with shiny bits. Like the massive steer's head that is the headlight assembly and handlebars. I mean, good grief, that thing is huge. I am not exaggerating even slightly in telling you that just the headlight assembly is larger than my Honda's 19-litre fuel tank. It is the size of a horse's head.




This theme of hugeness extends to all corners of the bike: giganto pullback handlebars that are as thick around as a tree trunk, supersized forks, valanced fenders the size of a child's bicycle, a seat large enough to establish a homestead on, and so on. With Minnesota serving as the de facto home to Indian Motorcycles, one wonders if this thing wasn't designed with Paul Bunyan in mind.

At 8.5 feet long and more than 3 feet wide, it is a big motorcycle. One benefit of all at girth (and all that chrome), though, is that it gets you noticed. As the rider of a 600cc Honda, I am used to being ignored by other road users, but when I was astride this beast, cars and trucks were stopping to give way –– partially out of respect for the bike's size and partially because it is a joy to look at.

It is also a joy to ride. Somehow, Indian has figured out a way to make the massive Chief handle far better than it has any right to. No, you won't be pulling any Royal Jordanian-style filtering moves, but the curves and awkward corners of normal British roads are surprisingly manageable for anyone who understands the basics of clutch/throttle control. Slow-speed manoeuvring is solid and relatively stress-free.

At speed, this great American land yacht floats over everything. It got to the point that I started targeting massive potholes, but still the Chief's suspension gobbled them up. Additionally, the bike's surfboard-sized floorboards allowed me to stand up off the seat when hitting speed bumps and the like. Add to this the bike's incredible leather seat, and it is genuinely the most comfortable vehicle I have ever experienced. Note that I say "vehicle" there; it is more comfortable than any motorcycle I've ridden, easily, but also more comfortable than any car, truck, bus, train, boat or aeroplane I've been on/in.




Twisting the throttle produces a deep, from-the-bowels-of-the-earth growl in the Chief's gargantuan 1,811cc engine. Hauling all that weight means you won't be popping any wheelies, but a fistful of throttle definitely hurls you forward in such a way that will have you whooping in your helmet. Indeed, I spent the whole of my ride laughing, shouting expletives of affirmation and grinning so wide my teeth went dry.

Because of the Polaris family connection, I had expected the experience of riding a Chief to be similar to that of riding a Victory, but it turns out that an Indian is so much more. First gear is a little "shorter" than on a Victory, meaning the engine's groaning will have you wanting to shift at about 30 mph. But the higher gears are much "longer." Sixth gear is very much a motorway/interstate gear; when cruising below 65 mph, you find no need to explore beyond fifth.

The clutch is relatively light –– especially when compared to a Victory –– though I should point out that I have long fingers (that's right, ladies), and I wonder how easily shifting gears would come to someone with smaller hands.

At higher speeds, that leviathan headlight assembly blocks a lot of wind –– to the extent I wonder whether I would ever want a screen. The Chief purrs at 75 mph, suggesting an ability to go far into the territory of illegal speeds before the engine shows any signs of stress. This is clearly a motorcycle suited to its home country. The United States is roughly 3,000 miles from ocean to ocean and this bike is a great way to tackle those miles in style and comfort. The roomy seat, the massive floorboards and the colossal pull-back handlebars offer plenty of wriggle room.

When it comes time to bring all that mass to a stop, the Chief's two front discs and single rear seem to be very much up to the job. Again, this is a markedly different experience than one finds on a Victory. With a Chief, you can use a sportbike-style two-fingered grab of the lever to temper momentum. The bike is also equipped with anti-lock brakes as standard.

I, personally, am not a fan of placing the speedometer and other info on the tank of the bike, but I'll admit that it works with the Chief's aesthetics and I had no trouble keeping speed and gear position in my peripheral view whilst riding.




Beyond that, I can find no other qualms with this motorcycle. Well, except for that one thing I mentioned at the start of this post –– the only reason I can think of for not running out right now and buying one: its price.

Good Lord almighty, is it expensive. Here in the United Kingdom, the starting price for an Indian Chief Classic is greater than my my net annual salary. At my current rate of saving (which is already overly optimistic), it would take me 12 years to put aside enough money to buy one of these magnificent beasts. Which means –– despite its greatness –– you will probably never see one in my garage.


All of this, then, leads to the three questions I put to every motorbike I get a chance to test ride:

1) Does it fit my current needs/lifestyle?
Sadly, no. The Indian Chief Classic is too big, too expensive and too demanding in its cleaning schedule to belong to a low-paid PR hack who has to store his bike outside.

2) Does it put a grin on my face?
Yes. A massive, kid-on-Christmas-morning grin that sits on my face even as I think of riding the Chief. The thought of never owning one initiates a deep, trembling sadness in my soul.


3) Is is better than my current motorcycle?
Yes. In looks, acceleration, comfort, quality and coolness it is –– unsurprisingly –– superior to my hard-working little Honda. In comfort alone it is, as I said, superior to every other vehicle I've ever experienced.

If your financial situation is better than my own, I urge you to get a Chief. I wish you many years of happy riding. Please don't be surprised when you see me gaping in envy as you ride past.

Honda CB 100 1971

    1971 Honda CB 100More pictures...

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General informationModel:Honda CB 100Year:1971Category:ClassicRating:74.8 out of 100. Show full rating and compare with other bikesEngine and transmissionDisplacement:99.00 ccm (6.04 cubic inches)Engine type:Single cylinder, four-strokePower:11.50 HP (8.4 kW)) @ 10500 RPMTop speed:110.0 km/h (68.4 mph)Compression:9.5:1Bore x stroke:50.5 x 49.5 mm (2.0 x 1.9 inches)Valves per cylinder:2Fuel control:Overhead Cams (OHC)Cooling system:AirGearbox:5-speedTransmission type,
final drive:ChainChassis, suspension, brakes and wheelsFront tyre:2.50-18Rear tyre:2.75-18Front brakes:Expanding brakeRear brakes:Expanding brakePhysical measures and capacitiesWeight incl. oil, gas, etc:92.0 kg (202.8 pounds)Fuel capacity:10.00 litres (2.64 gallons)Other specificationsFurther informationInsurance costsGet estimated US insurance cost with a quote from Allstate Motorcycle Insurance.Parts finderChaparral provides online schematics & OEM partsfor the US. Motorcycle Superstore provides an easy-to-use parts finder. Ships to the US, Canada, UK and Australia. CMSNL ships low cost OEM motorcycle parts to Australia, Austria, Bahamas, Belgium, Canada, China, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hong Kong, Hungary, Iceland, India, Ireland, Italy, Japan, Kuwait, Latvia, Lithuania, Luxembourg, Macedonia, Malta, Montenegro, The Netherlands, New Zealand, Norway, Poland, Portugal, South Africa, Spain, Sweden, Switzerland, Taiwan, Ukraine, United Kingdom, The United States and more. Also check out our overview of motorcycle webshops at Bikez.info.Ask questionsJoin the 71 Honda CB 100 discussion group or the general Honda discussion group.Paid expert adviceAvailable from a motorcycle mechanic at JustAnswer.Loans, tests, etcSearch the web for dealers, loan costs, tests, customizing, etc.Related bikesList related bikes for comparison of specs.

2014 Moto Guzzi Norge GT 8V: Italian Flair

wertrain and Performance

Power comes from Moto Guzzi’s traditional air-cooled 90-degree V-twin design with a longitudinal crankshaft layout. This one has 1,151cc, and the “8V” logo on the bike means the engine has eight valves, four per cylinder. Switching to eight valves was a huge improvement made some years ago. It adds about 20 percent more power, waking up Guzzi’s torquey big twins and allowing them to breathe and rev stronger and higher. Besides airflow over the engine, an oil cooler with a thermostatically controlled electric fan helps to keep temps in the ideal range.

Engine startup is immediate, cold or hot. Idle speed is high initially but cold drivability is good. The Norge’s 8V engine is rated at 102 horsepower at 7,000 revs and 77 lb-ft of torque at 5,500 rpm with an 8,000 rpm redline. While this isn’t all that impressive for a 1,200-class sport-touring machine, there’s plenty of torque in the low- and mid-range. And thanks to those eight valves, the engine can keep going with a strong top end. At highway speeds in sixth gear, the bike feels unstoppable with no need to downshift for passing and a constant feel of torque on tap. Twisting the right grip rewards the rider with a guttural intake growl, along with a staccato exhaust note from the big twin as the machine accelerates away. There is ample power for merging, passing, and hill climbing, even two up and with luggage.

The six-cog transmission is traditional Guzzi with a cruiser-like clunk from gear changes. Neutral is easy to access, but third and fourth gears had a lot of gear whine; under light loads sometimes it was louder than the engine. Actuation of the single-disc clutch is hydraulic, which is easy to pull and modulate, and there’s an adjustable lever. Guzzi’s shaft drive does away with frequent and messy chain maintenance, but there seems to be quite a bit of slack in the drivetrain. Tall gearing in sixth allows the bike to run all day at interstate speeds (or higher) if called for.

Chassis and Handling

A steel double-cradle frame provides rigidity to the chassis. The fork has 45mm tubes with adjustable spring preload and progressively wound springs. Rear suspension is via a progressive linkage single swingarm, and the single shock absorber has adjustable preload and rebound damping. The ride is sporty yet not overly stiff. When carrying a passenger, one can use the preload knob (located in the side panel) to crank up the rear spring if necessary.

A pair of Brembo four-piston calipers (not radially mounted) grab the front 320mm discs with exceptional stopping power via the adjustable lever, which offers low effort and good feel. ABS is standard and it seems to work well, without activating when not needed.

Our test bike was fitted with Pirelli Angel tires, which provided excellent grip in the rain. On dry roads they’re also confidence inspiring, track nicely through corners, and display top-notch high-speed stability. Most bikes of this type tell the rider when it’s time to slow down in the corners by scraping footpeg feelers. However, the Norge with its high footpegs touches down first with the centerstand, in both left and right turns.

Features and Ergonomics

A power-adjustable windscreen allows changes on the go, although the range of movement is quite limited, and separate up and down buttons require you to remove your hands from the grips to reach them. At highway velocities there’s little buffeting, but the narrow screen fails to block crosswinds or wake turbulence from trucks. A larger screen with more vertical movement would be welcomed. Heated grips with multiple settings are a nice feature that is truly appreciated when the temperature drops. The 6.1-gallon gas tank makes it easy to go 200 miles on a fill-up.

Riding posture is upright with a well-positioned tall handlebar and a large 31.9-inch high seat with just the right amount of firmness for long days in the saddle. I found the footpegs to be mounted uncomfortably high, and since the centerstand touches down first, lower footpegs shouldn’t cause a problem.

The dash cluster holds an analog 10,000-rpm tach and 150-mph speedometer with twin trip meters, along with a fuel gauge, clock, temperature indicator, and rider-selectable readouts. These include average and peak speeds, elapsed trip time, fuel economy, and more. At night the instruments light up in red and the dual projector-beam headlamps throw out a broad swatch of light. The mirrors are well positioned, but the odd shape limits vision.

Standard color-matching saddlebags use the 

same key as the ignition. They’ll stow a full-face helmet with room to spare, and elastic straps hold items in the lids and main compartments. A tail trunk is available as an accessory.

Final Thoughts

The Norge—with a ,290 MSRP—is a solid touring machine, which exudes personality and features a robust power plant that’s used by many police departments in Europe. It offers sport-touring enthusiasts an alternative to the more mainstream models out there and carries the cachet of one of the oldest motorcycle companies dating back to 1921. It lacks cruise control, traction control, power modes, electronic suspension, and semi-auto shifting found on some competing models. But for some folks, what it lacks in gadgets it arguably makes up for in charm and character.

TECHNICAL SPECS:

+ sweet, torquey engine, comfortable, long range
– lacks latest fatures, heavy

Distributor Moto Guzzi U.S., www.motoguzzi-us.com
MSRP $ 16,290
Engine 90º V-twin w/ 4 valves per cylinder
Displacement 1,151cc
Bore and Stroke 95x81.2mm
Fuel Delivery Magneti Marelli EFI, 50mm throttle bodies
Power 102hp @7,000rpm, 76.7lb-ft torque @5,500rpm
Cooling air-cooled w/ thermostatic oil cooler
Ignition Magneti Marelli digital electronic
Transmission 6-speed, single-disc clutch, compact reactive shaft drive
Frame steel double-cradle frame, single-sided swingarm
Front Suspension conventional 45mm fork, adjustable preload, w/ 4.7in travel
Rear Suspension single swingarm w/ progressive linkage, rear shock adjustable for rebound damping and preload, 5.5in travel
Rake/Trail 25.3º/4.72in (120mm)
Brakes Front/Rear dual horizontally opposed 4-piston calipers w/ 320mm discs / 282mm disc, floating caliper w/ two parallel pistons, ABS
Tires Front/Rear 120/70-ZR17 / 180/55-ZR17
Dry Weight 566lbs (claimed)
Wheelbase 58.9in (1,496mm)
Seat Height 31.9in (810mm) (-1.2 in/ 30mm w/ available lower gel saddle)
Fuel Capacity 6gal (23l) (including 1gal/4 liter reserve)
Fuel Consumption 42.1mpg
Fuel Grade premium
Colors Metallic Mahogany, Madreperla White

TRIUMPH THRUXTON 1200 (2016-on) Review

Overall Rating5 out of 5

Triumph has produced a Thruxton worthy to carry the name to the next generation of owners. The styling and attention to detail lavished on the Thruxton is second to none. The parallel twin engine is slightly lacking in character but nothing that a set of loud pipes wouldn’t rectify and many owners favour refinement over character anyway. The R’s handling is right out of the top draw thanks to excellent brakes, suspension and chassis balance. The electronics marry the whole package together. 

Ride Quality & Brakes5 out of 5

The Thruxton models have the same geometry and wheelbase as the Speed Triple, which shows you how dedicated Triumph has been to ensuring they handle properly. These are no style queens, it’s all go as well as show. The R version adds Ohlins shocks and Showa BPF to the party with Brembo brakes for even more sporting prowess. The clip-ons are a little uncomfortable over distance and the seat is firm but acceptable for a cafe racer.

Engine4 out of 5

Triumph’s 1200cc parallel twin is a very quick engine and spins up rapidly thanks to a lightened crank when compared to the T120 models, but it is refined and calmed down thanks to a good electronics package. This is no brute, it’s an elegant motor with bags of refinement rather than pure brute force.

Build Quality & Reliability4 out of 5

Triumph has lavished huge amounts of time and effort on the Thruxton and the level of detail and finish is excellent, especially the little touches such as the seat’s inbuilt stand that stops you scratching the paint when it is removed. The motor’s service intervals have been extended to 10,000 miles, which is also good news.

Insurance, running costs & value5 out of 5

The standard Thruxton is good value, but the Thruxton R is incredible value for money when you look at its spec list.

Equipment4 out of 5

The R is the higher specification bike but both models get traction control, three power modes and ABS as standard. The dash includes a gear indicator and fuel range as well as the usual information. A pillion seat and pillion peg hangers are an optional extra.