by: Scott Cochran
photos by: Alessio Barbanti, Paul Barshon, Tom Riles & Freddie Kirn
March 6, 2014: Maybe I was surprised because Southern California wasn’t on my motorcycle riding radar. Yet here I am, just north of downtown San Diego on Highland Valley Road, tearing past orange groves and palm tree farms, grinding the floorboards on this 2014 Triumph Thunderbird Commander less than 15 minutes from urban lunacy.
This past February, while the rest of the country was caught up in the grip of the latest “polar vortex” yours truly joined a select group of moto-journalists for Triumph’s world press launch in balmy Southern California.
It was hard not to feel sorry for the rest of my motorcycle riding buddies on the East Coast.
We’d seen images of the new Thunderbird Commander and Thunderbird LT when the bikes were unveiled at EICMA in Italy in November and were anxious to throw a leg over each to see how the “on paper” improvements affected the real world riding experience.
Now those statistics were becoming real to me as I wound through the Anza-Borrego Desert and up and over Palomar Mountain, pausing to take in the view of Salton Sea, the largest lake in California.
Sitting in the pre-ride briefing, waiting on the presentation to start, I find myself pondering the history of this legacy marque.
It’s easy for the American “biker” to overlook this brand, especially the segment that leans towards Milwaukee iron.
Part of the reason is Triumph abandoned the “lifestyle” buyer years ago and (for better or worse) concentrated its efforts on the “performance” market.
Blame it on economics, or stubborn British management, but either way the brand that “invented biker attitude” with Marlon Brando in the movie The Wild Ones has been relegated to the sidelines while others cashed in on the hard core biker lifestyle as it grew into the largest percentage of North American motorcycle sales.
Upstarts like Victory Motorcycles and newly revived Indian have made some headway in courting the Harley rider, Triumph hasn’t had much success in infiltrating that segment.
So in 2010, when Triumph tapped Harley-Davidson and Buell veteran, Greg Heichelbech, as its North American CEO, observers expected the day would come when the Brits would shift the styling of their cruisers to resemble the “lifestyle” market that exists in America today.
That day has arrived.
Many people forget that In World War I, Triumph produced more than 30,000 motorycles for the Allies, the majority of those being the Model H, also known as Type H, or the “Trusty Triumph.” Powered by a 499cc air cooled single cylinder, It was the first Triumph which did not have pedals making it a “true” motorcycle. It is also considered by many to be the first “modern” motorcycle.
Standing in front of a room full of American motorcycle journalists, Simon Warburton, product manager for Triumph set the tone when he said, “We believe we have a credible alternative to Harley-Davidson.”
Greg Heichelbech CEO of Triumph America followed that up when he stood up and the first words out of his mouth was “Triumph’s Back! And we’re getting back to our roots and the things we did in the 50’s, 50’s and 70’s.”
Heichelbech went on to explain, “The Thunderbird was the bike that put Triumph on the map and helped us become the number one import brand in the 50’s and 60’s” (when “biker” became synonymous with the bad boy image)
But a lot has changed since the 1960’s, besides the size of the engine. The early Tbirds boasted a class leading 650 cc motor and a seat that, while comfortable for its time, would be considered torture today. And we won’t even talk about drum vs disc brakes. Yes a lot has changed and it’s not lost on the Brits as Warburton confided later. “We’re not trying to be Harley-Davidson, but we think this bike will appeal to those riders who want performance, laid back styling and aggressive handling.”
After a couple of hours saddle time on both bikes, I can safely say the engineers in Hinckley hit their bulls-eye.
Rather than replace the previous iterations, the 2014 Commander and LT are new additions to the T-Bird family and are fitted with the upgraded power plant making these the largest parallel-twin (1699 cc/103 cu in) in the world, producing 93 horses and 146 fp of torque, enough to satisfy even the most aggressive of riders.
Momentum isn’t just for sports teams, and as Sir Issac taught us; The momentum of a moving object increases with its mass and its speed. The heavier the object and the faster it is moving, the greater its momentum and the harder it is to stop. Both models are heavy cruisers, but with the LT (which stands for “light tourer” weighing in just south of 750 lbs, add a couple riders and gear and you’ve got close to a half a ton of accelerated momentum. Both models come from the factory with ABS standard equipment. The front brakes are twin floating 310mm disc brakes with 4 piston calipers and the rear brakes are single 310mm disc with Brembo 2 piston floating calipers.
Thankfully, the ABS on the Commander model I rode performed flawlessly. Since this was a worldwide launch, the Triumph representative leading the group had been on this same route 10 or 12 times in the last two weeks. He knew it like the back of his hand. Ahead of me was Bruce Steever from MCN who has the chops to hang with most anyone on the track and is local and has ridden the area numerous times. Behind me is Mike Vaughn, former CEO of Triumph, also a sport bike guy and who lives (literally) on the route we were riding.
While I’m not the fastest on track days, (hell, who am I kidding…I don’t try to ride on the track!) this was not the best place to be as a flat land touring guru, trying desperately not to be the “slow guy.”
So the inevitable was bound to happen. I came in way too fast and overcooked some of the more tortuous turns on the Mesa Grande highway near Lake Henshaw and grabbed a little too much brake lever.
On any other non ABS model, the result would’ve been ugly. Lowside get off at best, high side flip over at worst. But thankfully the only drama was a few chirps from the tires as the modulators kicked in and I was able to slow enough to lean over and stay in my lane without laying the bike completely down.
Here’s as good a point as any to mention the lean angle of both bikes. With a seat height of just 27.5 inches, both the LT and Commander are low slung and easy to maneuver at low speeds and parking lot dances. However, that becomes disadvantageous out on the twisties as the floorboards touch down way too early.
Marlon Brando rode a 1950 Thunderbird 6T in the movie The Wild Ones and in 1955 Ford licensed the Thunderbird name from Triumph for a new luxury car eventualy producing 4.4 million units, which ended in 2005.
However, the slide rule society at Triumph knew this would be an issue so they mounted wear plates under the boards which absorb the road rash instead of damaging the more expensive chrome and painted parts. Still it’s a bit disconcerting the first few times they scrub and downright sphincter tightening when you’re fully leaned over, heading into the oncoming lane and having to choose whether to stand up and apply the brakes or keep leaning and hoping that you don’t bounce into oncoming traffic.
My takeaway from that is this; know your limitations and those of your bike. Luckily I didn’t trash the Commander or lose any skin, and I didn’t make the same mistake the next day on the LT.
Simon Warburton made a point to stress that besides providing smooth acceleration and braking, Triumph engineers were keen on improving the comfort and handling of these new Thunderbird’s. With an all new frame and swing-arm, designers included the engine as a stressed member, which reduces the flex in the chassis and gives it a more stable footprint.
While the rake and trail are slightly different on the two models, the handling characteristics are essentially the same. Although almost every journalist I spoke to agreed that the Commander is the “sportier” of the two. Chalk some of that up to the extra weight *(saddlebags, seat, luggage rack, wheels) and that big piece of Plexiglas out front on the LT and the rest to the slight difference is in how the new shocks affects the bikes.
Out on the rear, Triumph installed a pair of adjustable dual rate spring loaded shocks. Designed to offer a cushy ride on long trips, the 4.1 inches of travel easily soaked up the occasional broken asphalt potholes and all too often irregular bumps on our two lane travel through the So Cal desert. In the mountain twisties, I did find myself wishing for a slightly stouter setup. Thankfully there is a five position preload manual adjustment on each shock when you need a little something stiffer.
The handlebars on the Commander provide for a more “forward” lean than on the LT. This works perfect without a windscreen. I dislike cruisers which place the rider in a more upright position and forces them to “hang on” to the grips when going sans windscreen. Very uncomfortable and dangerous.
On the Commander, that little tweak to the position of the bars made all the difference in comfort and stability from other “naked” cruisers.
SEAT OF THE PANTS
Then there is the seat. It’s usually the first thing we all want to change out when we buy a stock bike from the showroom floor. To paraphrase a famous politician (and take it entirely out of context,) when thinking of the seat on these new T-Birds “The butt stops here.” Ok, I hear the collective groan from the peanut gallery but I needed something witty to highlight how impressive this new seat is.
Consider that Triumph designers created a seat with three layers of different foam densities and a lumbar support (almost 4 inches total) and kept the seat height under 28 inches, I’d wager the seat isn’t going to be the first thing you’ll want to change. Granted, we only rode for a little more than an hour on our longest stretch in the saddle, so maybe I shouldn’t be bragging on the comfort just yet. However, by the time you read this we will have an LT in the office garage and will have spent 6 or 7 hours straight in the saddle. I’ll let you know if it performs as good as it looks.
Both the Commander and the LT are available in two tone color schemes. The LT’s Caspian Blue/Crystal White paint is the best looking (in my humble opinion) and it also comes in Lava Red/Phantom Black. (Retail $16,999) The Commander comes in Crimson Sunset Red/Lava Red and Phantom Black/ Storm Grey. (Retail $15,699)
We’ll have a long term test on the LT in the next few months.
Triumph purists may decry the new direction the company has taken with these T-Birds, but they shouldn’t.
The brand isn’t abandoning its performance heritage, the Brits have simply created two cruiser models under $17k with modern performance yet comfortable and classic styling,
If anything, Triumph fans should be cheering. The Wild Ones are back!