If it successfully straddles its siblings in the motor department, it only emulates the lighter cruisers in handling. Yes, it's a good-sized bike (and feels it), but it has light, neutral handling that can handle aggressive or tame riding styles equally well. With a stiff double spine frame that uses the engine as a stressed member, and easy-access exposed dual preload-adjustable shocks it's built for performance without a lot of knobs to turn (and screw up). Its not marketed as a "power-" or "sport-cruiser," (which from past performance of these terms, will only help it), but it sure does handle like one. Having just had the sweet-handling Warrior in for this issue's test, we can't wait to ride the Thunderbird back-to-back with it, as they're definitely on the same plateau. Triumph's engineers present at the event stressed that they wanted the Thunderbird to be the best handling bike in its class first, while comfort was the second consideration.
For the pilot, their efforts showed. We tackled a couple casual days without any complaints, and only a long 9-hour day in the saddle caused any grief. The tank will go forever, and so can you. That said, the petite passenger perch was less than accommodating, with our admittedly big-boned pillion crying uncle after only about 20-miles at a stretch.
Slowing isn't an issue for the T-Bird, with dual four-piston Nissin calipers equipped with braided lines squeezing 310mm discs. But if that's not enough for you (or too much, as the case may be), there's also an ABS option for another $700 (we tried it, it works). Tires are all-new Metzeler Marathon radials, developed specifically for this bike, though they've been put in the regular range now as well, which should make them easier to find. Suspension might be on the over-sprung side, as I rode around at a fairly aggressive pace on the lowest setting, and only clicked it to "three" (of five) with a passenger. It was fine at one, bumping it to two gave a little more ground clearance (which by cruiser standards is already fantastic), but also made it a bit harsh. Small riders may have trouble getting it set up to be plush, as I'm pushing 200.
We also had an opportunity...
We also had an opportunity to mount up a 1700cc version, which is available as a dealer-installed kit. For $899 (plus $1000ish labor) it should satisfy the power-hungry with a power-bump across the whole rev-range.
At the end of the day (or three), we were over the moon, but were still left with a nagging question: What is it? Wisely Triumph didn't call it a sport cruiser, or style it like one, foregoing an inverted front end, radially-mounted brakes, or other such conceits, and instead just making it handle like they thought a Triumph should. That said, we're pretty sure it'll take on all the sporty cruisers out there and run with the best of them.
Triumph sees the bike aimed squarely at Harley-Davidson's Super Glide, but priced in the heart of the Japanese big bikes. It straddles line between Japanese high-performance cruisers, and Harley's heritage-driven finish-oriented personae, while attempting to deliver the quirky Britishness that Triumph likes to spoon up with dual-side pipes sweeping from vertical heads. It could be the best bike this year.