Triumph Bonneville S.E.

Triumph Bonneville S.E.
Manufacturer	Triumph
Production	2009
Engine	Four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder
Compression ratio	9.2:1
Ignition	Digital
Transmission	5 Speed
Frame	Tubular steel cradle, swing arm: twin-sided, tubular steel
Suspension	Front: 41mm Kayaba telescopic forks Rear: Kayaba chrome spring twin shocks with adjustable preload
Brakes	Front: Single 310 mm disc, 2 piston calipers Rear: Single 255 mm disc, 2 piston calipers
Front Tire	100/90 19
Rear Tire	130/80 17
Wheelbase	1500 mm / 59.1 in
Seat Height	751 mm / 29.5 in
Weight	205 kg / 451 lbs (dry), 226 kg / 499 lbs (wet)
Fuel Capacity	16.6 Liters / 4.4 US gal / 3.7 Imp gal
Manuals	Service Manual

Engine

The engine was a Air-cooled cooled Four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder. The engine featured a 9.2:1 compression ratio.

Drive

Power was moderated via the Wet, multi plate.

Chassis

It came with a 100/90 19 front tire and a 130/80 17 rear tire. Stopping was achieved via Single 310 mm disc, 2 piston calipers in the front and a Single 255 mm disc, 2 piston calipers in the rear. The front suspension was a 41mm Kayaba telescopic forks while the rear was equipped with a Kayaba chrome spring twin shocks with adjustable preload. The Bonneville S.E. was fitted with a 16.6 Liters / 4.4 US gal / 3.7 Imp gal fuel tank. The bike weighed just 205 kg / 451 lbs. The wheelbase was 1500 mm / 59.1 in long.

Photos

Overview

Triumph Bonneville Special Edition

A pedigree that few models can match. Just like the Bonneville, the Bonneville SE gets a distinctive 70's look of its own, but with the addition of special equipment to really set it apart. A matching speedo and tacho set, polished alloy engine covers on the blacked out engine and a raised metal Triumph tank badge are added to the Bonneville's distinctive styling. The new cast wheels, upswept silencers, 'shortie' mudguards and new lower and narrower seat with white Triumph logo are shared with the new Bonneville. There's even a twin color paint scheme available to go with that classic twin sound. The result is pure Bonneville with a real retro sporty look, just more of it. Features & Benefits Engine The Bonneville SE features a fuel injection system designed for clean running and to meet forthcoming Euro 3 legislation. The retro styling remains uncompromised though, as the fuel injectors are cleverly concealed by throttle bodies designed to look like traditional carbs.

Wheels The Bonneville SE sports stylish new lightweight 17” cast alloy wheels for 2009, creating an all new look and improving the bike’s agility and low speed handling characteristics.

Exhaust System Stylish megaphone exhausts mimic those sported by the raciest bikes in the 1970s. Brakes The braking set-up of single front 310mm disc and 255mm rear, both worked on by powerful twin-piston calipers, offers sensitivity, control and ample stopping power.

Seat The 2009 Bonneville SE’s comfortable seat now features the classic Triumph logo printed in white, while the saddle itself is 25mm lower than on previous models. Combined with a revised riding position, the Bonneville SE provides a more relaxed and accessible ride than ever before.

Chassis The Bonneville SE’s low seat height (751mm/29.5inches) and equally low centre of gravity, make it a manageable motorcycle that all riders – ranging from those with little experience to those with lots – can appreciate. The tubular steel double cradle frame is incredibly strong while offering light and precise handling.

2009 Triumph Bonneville SE

Defining the Bonneville in modern motorcycling terms is problematic: 50 years ago it was cutting edge performance, in present trim it falls somewhere between cruiser and standard. The most recent incarnation of the Bonnie, the T100 (2001 – present), is a modern interpretation of the 1968 Bonneville and has proven quite popular with older return riders looking for the bikes they rode in their two-wheeled youth. But Triumph is also targeting the entry-level crowd too, with Triumph Marketing Manager Jim Callahan describing the model as “one of the most accessible Triumphs.” Enhancing that accessibility are the new Bonneville and Bonneville SE.

The difference between the standard Bonneville and the SE is mostly cosmetic, with the SE sporting a fuel-tank badge with hand-painted pinstripe and aluminum engine cases. A tachometer is also added to the SE version. After straddling the Bonneville SE in the New Orleans French Quarter, however, the changes from the T100 version are more concrete. The new Bonnies change tack in two significant ways, wheel size and riding position.

Seven-spoke 17-inch wheels replace the more traditional looking 19-inch wire-spoke rims. Aiding in the handling department, the smaller hoops also offer a much wider tire selection – our test units sporting Metzeler ME24 rubber (110/70 front, 130/80 rear). Seat height has been lowered 1.4 inches to 29.1 thanks to the smaller wheels, a lowering of rear suspension travel by 6mm and a new shape of the seat itself – the foam thickness reduced. The handlebars are relocated 22mm further back and 21mm lower, reducing the reach for smaller-statured riders, who are sure to appreciate the lowered seat. Other changes include the incorporation of fenders borrowed from its Thruxton and Scrambler siblings, as well as the Thruxton exhaust pipes – which replace the T100’s pea-shooters but still leave room for luggage, as many Bonneville owners use their rides for short touring duties.

Although our 6’1” frame felt cramped with the pegs and bars, the riding position seems ideal for smaller riders. Our brief riding time makes us suspicious of the new seat’s comfort factor, however, feeling stiff and less cush than expected. Adjustable brake and clutch levers are a valuable feature and the mirrors have been moved out to provide better view of behind. The instrument display with analog speedometer fits in with the overall vibe of the Bonneville and the SE version, with analog tach to match the speedo, looks best.

In practice the new Bonneville makes for a fine urban cruiser. Darting up and down the historic streets of the French Quarter, the first impression of the new Bonneville is how light and small it is – confirming Triumph’s claim that the new wheels and fenders contribute a 19-lb weight loss. The sensation makes it quite easy it is to ride, at lower speeds in particular. Aided by its light clutch pull and the precise 5-speed gearbox, the Bonneville makes a successful case as the ideal entry-level mount in the Triumph arsenal.

Cutting through traffic on the larger surface streets and freeways, we head eastbound on Highway 90 en route to Mississippi’s gulf coast. The smaller wheels do make the new models feel light and quick and the 865cc Twin flutters along without trouble.

Undergunned compared to the typical cruiser powerplant on American roadways, the Trumpet’s Parallel Twin is still a fun ride. The power is quite easy to control, again ideal for the entry-level crowd. With a respectable lower end, we found ourselves parking the throttle in the upper half of the revs between 4000rpm and the 7000rpm redline to take advantage of some top end zip.

The Modern Classic’s headlining move to electronic fuel injection conforms to EPA emission regs, the new system claiming to be five times cleaner than the older carbureted version (the EFI promising better fuel efficiency too). Triumph introduces EFI with a twist, however, packing the injectors into a twin carb façade – with functional two-stage fuel-enriching choke lever. Knowing the EFI was coming, a new fuel tank was intro’d in 2008 with room for the fuel pump. Developed with Keihin and tuned by Triumph the electronic fueling provides near seamless power delivery – the only nit to pick being a slight jerk of hesitation when briskly re-applying throttle after rolling off.

Sound emissions will not be an issue for the polite purr of the Bonnie, unless riders choose one of the aftermarket exhaust options from Arrow. The partnership between Triumph and the Italian firm has expanded into the Modern Classic lineup and the bombastic bellowing of the Bonnies sporting Arrow 2-into-2 and 2-into-1 systems are character altering to say the least. The systems deliver up to a 60% weight savings on the stock pipes. And although we’re told peak horsepower claims aren’t much bolstered with the addition, first-hand experience of the pipes confirms the powerband feels beefier.

Heading into the bayous along the coast, there aren’t any turns worth evaluating the Trumpet’s cornering abilities, just a couple bends in the road to wiggle through. Severe thunderstorm warnings squash peg-scraping intentions and cut our ride day short. All we can say for certain is the 41mm Kayaba fork and twin rear shocks are not adjustable, except for rear preload, with potholes and other significant road imperfections accompanied by a harsh jar on more than one occasion.

The dual-disc (one front, one rear) braking system is more than adequate. The single 310mm disc front delivers a confident feel and the floating 2-piston Nissin calipers are effective but not grabby. The 225mm rear, also pinched by a two-piston Nissin unit, performs its ratio of the stopping equation rather well.

The classic lines of the new Bonnies deliver in the style department, at least in our opinion. The only caveat is the faux carb looked less clever the longer we examined it… but, hey, we’re paid to complain. Overall, the new Bonneville is a fine mount, one we enjoyed immensely. Our only regret is not enough time in the saddle for a more thorough evaluation.

The standard Bonneville is available in black and white, retailing for $7,699. The SE is available in all black or two-tone blue and white, sporting an $8399 asking price.

Make Model	Triumph Bonneville Special Edition
Year	2009
Engine Type	Four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder
Displacement	865 cc / 52.8 cu in
Bore X Stroke	90 x 68 mm
Cooling System	Air-cooled
Compression	9.2:1
Lubrication	Wet sump
Engine Oil	Synthetic, 15W/50
Induction	TMultipoint Sequential Fuel injection
Ignition	Digital
Max Power	49 kW / 66 hp @ 7250 rpm
Max Torque	71 Nm / 7.24 kgf-m / 52 ft-lb @ 6000 rpm
Clutch	Wet, multi plate
Transmission	5 Speed
Final Drive	Chain, X-ring
Frame	Tubular steel cradle, swing arm: twin-sided, tubular steel
Front Suspension	41mm Kayaba telescopic forks
Front Wheel Travel	120 mm / 4.7 in
Rear Suspension	Kayaba chrome spring twin shocks with adjustable preload
Rear Wheel Travel	106 mm / 4.17 in
Front Brakes	Single 310 mm disc, 2 piston calipers
Rear Brakes	Single 255 mm disc, 2 piston calipers
Wheels Front	36 Spokes, 19 x 2.5 in
Wheels Rear	36 Spokes, 17 x 3.5 in
Front Tire	100/90 19
Rear Tire	130/80 17
Rake	28°
Trail	110 mm / 4.3 in
Dimensions	Length 2230 mm / 87.8 in Width 840 mm / 33.1 in Height 1100 mm / 43.3 in
Wheelbase	1500 mm / 59.1 in
Seat Height	751 mm / 29.5 in
Dry Weight	205 kg / 451 lbs
Wet Weight	226 kg / 499 lbs
Fuel Capacity	16.6 Liters / 4.4 US gal / 3.7 Imp gal
Review	Motorcycle-USA

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