2014 Triumph Thunderbird LT First Ride / Review

When Triumph launched its two new 1700cc Thunderbirds a couple of months ago, near San Diego's eastern fringes, we had the chance to ride both machines through a variety of motorcycle-friendly locales. You couldn’t argue with the location choice -- both T-Birds are aimed primarily at the North American market, which also happens to be Triumph’s biggest, and southern SoCal has a pretty good assortment of dreamy asphalt. But the routes laid out for each model were unique. The more streetwise-and-stripped-down Commander was treated to a bevy of shady mountain switchbacks, backroads fringed by horse country and a portion of freeway, while the touring-flavored Thunderbird LT was presented with a series of high desert two-laners. Some of those were wide-open, top-gear pathways, while others were of the more sedate, canyon-carving variety, with a good mix of superslab on either end, so we could really air things out and put the more touring-oriented machine through its paces.

Separated At Birth

As we mentioned in the Commander review (see our review here) both models share the Thunderbird Storm's liquid-cooled 1,699cc parallel-twin engine. Although it's mechanically unchanged from the Storm's mill, in the new T-Birds the 8-valve DOHC lump is enhanced by a new airbox and exhaust. With a 270-degree firing interval and a long-stroke design (94.3mm stroke), this engine produces the same claimed 93 horsepower at 5,400 rpm and 111 lb-ft of torque at 3,550rpm as the Storm, with a 6-speed transmission and belt final drive getting it all down to the ground.

So they're not completely clean sheet designs, but there are substantial differences between the LT and Commander (and base model Thunderbird, which runs the smaller 1,597cc mill). A new frame on the new 'Birds pushes the steering neck forward and lowers the seat pan one inch, so you get a wheelbase two inches longer than the base 'Bird, at 65.5 in. To address that extra distance, the rake angle was tightened; it's 29.9 degrees on the LT (30.1 degrees on the Commander), and trail shortened to 5.2 in. on the Thunderbird LT (that figure is 5.3 inches on the Commander). The change was also implemented to accommodate the now covered 47mm Showa fork (on both new models) and the windshield (of the LT).

The LT differentiates itself from the Commander in rider positioning as well, with a handlebar that has more of a bend and greater pullback, so it too should fit long-limbed as well as stubby riders. The riding position is likewise relaxed but still gives a sense of control to the rider. The actual seat is the same new, plusher saddle with deeper foam padding utilizing three different densities, and an innovative lumbar support built into the rear section of the saddle. Though the chassis is tweaked, Triumph says the suspension changes play a greater role in rider comfort. As on the Commander, the LT’s rear, five-way adjustable Showa shock absorbers have dual rate springs with a longer stroke, thus allowing fitment of softer springs.

Light Touring, Big Comfort

As you might expect, the LT piles on the premium touches with things like spoke wheels and whitewall tires, classic tank badges, different coach lines, and fender trim. Obviously, it adds touring accoutrements as well; a quick detach windshield, passenger footboards and backrest, and fully-lined, leather saddlebags. The LT's pipes –though internally the same, sound much more muted and refined than the Commander's, probably due to the tri-oval muffler tips and luggage sound-damping qualities. The LT also runs a single headlight, bracketed by auxiliary running lights.

So the Thunderbird LT is just the Commander with bags and a windshield, right? Not quite. Although both Thunderbirds are built on essentially an identical platform, you’d never know it judging by the LT’s appearance, and on the road, handling qualities. Though the Commander and LT don't have strikingly similar road manners, they're closer than you'd think. The LT looks quite a bit beefier, but it steers easily, no matter what your velocity is. Thanks to the panniers, windshield and other accessories, the LT is 70 lbs heavier than the Commander, but that’s not as big of a disadvantage as you’d expect; with its industry-first Dunlop White wall radial tires over spoke wheels, the LT is not that much work to get heeled over. Once you get used to the drill, the LT tracks surely and can be hustled around quite well. On lonely back roads, this touring machine was surprisingly stable and composed.

The LT's rear tire profile is different than the Commander’s, which has only slightly narrower rear rubber but a friendlier profile. Because the LT rolls on a reasonable with a 180-series rear tire, it's surprisingly maneuverable at low speeds and doesn't require much steering effort through the turns. Add in those confidence-inspiring dual front disc brakes -- the LT was comfortable pushing higher speeds -- and this touring rig was a blast to ride in the curves even though it was somewhat limited by its not-too generous ground clearance. Also: Use the stronger rear brake to help slow the bike better.

So yes, the LT feels like it gives up some ground clearance compared to the Commander –perhaps due to a different tire profile – but not all that substantially. The boards scrape a tad more easily, especially on downhill turns, but that could be a function of its added weight as well. But that silky smooth motor remains, with all the same power claims (a healthy 93 hp and 111 lb-ft of torque) as its more stripped brethren. Power delivery is plenty smooth.

Out on the superslab, gear ratios on the LT's six-speed are well-suited to the engine, with no awkwardness between gears, and ample torque. We were plenty comfortable -- in fact, a little more so than on the stiffer Commander -- for our all day ride on rough, fast highways as well as choppy backroads. The LT's engine was fantastic on the open road as well, and the Thunderbird's sixth gear feels like an overdrive. As to questions about the lack of a cruise control, one Triumph rep replied: just wait. So we'll assume it's coming.

Triumph’s transmissions don’t offer the clunk of the American brands, which is fine by us. The throw is shorter, the engagement a bit cleaner, though there is heft to it. The only negative was a occasional difficulty in finding neutral at a stop. The short windshield we had on our LT proved the perfect combo of height and wind protection, and yielded minimal buffeting. The quick release National Cycle bracket was also a handy feature -- the shield pops right off -- and the bags remove easily too. Waterproof liners come standard on the LT, and if you're running accessories, an auxiliary power socket can be added into the saddlebag for a small fee.

Classic, But Not A Copycat

The Triumph Thunderbird LT is a competent and now-more refined cruiser that nails the classic cruiser mold nicely, without appearing to be a carbon copy of what’s out there now. Detailing is nice, the comfort and riding position thoughtfully configured, and the geometry works surprisingly well. We'd ride it again in a heartbeat.

MSRP $16,699

Colors Red and Black, Blue and White

Warranty 2 years, unlimited miles

Engine

Type Liquid-cooled, parallel twin

Displacement, bore x stroke 1699cc, 107.1 x 94.3 mm

Valve train DOHC, 4 valves/cylinder

Compression ratio 9.7:1

Fuel system EFI

Transmission 6-speed constant mesh; multiplate wet clutch

Final drive belt

Chassis

Overall length 100.2 in.

Frame tubular steel

Wheelbase 65.5 in.

Weight 836 lbs.

Seat height 27.5 in.

Rake/trail 29.9° /6 in.

Wheels wire spoke

Front tire 150/80-R16 Avon whitewall radial

Rear tire 180/70-R16 Avon whitewall radial

Front brake Dual 310 mm floating discs, 4-piston calipers (ABS)

Rear brake 310 mm disc, 2-piston caliper

Front suspension 47 mm telescopic fork; 4.7 in. travel

Rear suspension Showa twin shocks; 4.2 in. travel (adjustable for preload)

Fuel capacity 5.8 gal.

Instruments Analog speedometer and fuel gauge; LCD trip computer w/ odometer, dual

tripmeters, fuel range, clock, indicator lights for ABS, high beam, turn signal, oil level, low fuel,

coolant temp, neutral

Performance

Horsepower (claimed, peak) 93

Torque (claimed, peak) 111.5. ft.lbs@3500 rpm