Triumph Tr-6 Sr
TRIUMPH TR-6 SR
CYCLE WORLD ROAD TEST
WE HAVE A GAME around CYCLE WORLD’S offices, and it is called “capsule commentary,” in which all of us try to reduce whatever a motorcycle is to a short (and hopefully, succinct) phrase. The Triumph TR-6 SR “Highway Trophy” came out as The Road-Riders’ Delight, and that just about sums it up nicely. It is not the fastest motorcycle in the world, or even the fastest Triumph, for that matter, but it is definitely one of the best touring machines ever delivered into our irreverent hands.
We are told that many people who buy Triumphs (and this must take in a fairly substantial percentage of the motorcycle buying public) choose the T-120R, which is the twin-carburetor “hot” version of Triumph’s 40-inch Bike. That is understandable, as that particular motorcycle is a prestige item, with bags of horsepower. Even so, these buyers who are basically touring riders are making a mistake with the Bonneville T-120R: the TR-6 SR is easier to start, smoother-running, and has the sort of lowspeed torque that makes it a pleasure to ride in areas where traffic density makes pure speed quite useless.
Actually, the differences between the hot and merely warm versions of the Triumph engines is quite small. The hot model has twin carburetors and relatively zingy valve timing, but apart from that the engines are the same. The TR-6 SR has a single carburetor, but this is not so great a handicap, in terms of power, as one might think. Having its crankpins together, and equally spaced power pulses, the Triumph has its intake strokes spaced 360-degrees apart, and this means that the carburetor only feeds one cylinder at a time — while the other awaits its turn. So, insofar as the cylinders are concerned, there are two 1 1/8-inch carburetors; the only thing that is lost is the “supercharging” effect of sound waves in the intake system, and this is important primarily at high engine speeds. In low and medium-speed running, the single carburetor (which is operating under the advantage of more or less constant-flow conditions) gives better throttle response, better fuel economy and, as we have said, easier starting. Also, and not the least of the advantages by any means, the single carburetor will stay in “tune” almost indefinitely, as there will be no problems with mismatched adjustment of throttle slides or float levels.
While on the subject of easy starting, it is worth mentioning that all of the Triumphs we have had for test purposes came to life with remarkably little urging; but the TR-6 SR established some sort of a record. Seldom were more than two kicks needed to get it running, even when cold, and more often than not a single whack at the kick-lever did the trick. In fact, on one occasion the bike was parked outside overnight in a driving rain, and still fired on a single kick the next morning.
Triumph brakes get better and better. We noted in an earlier test report on the Thunderbird that the shudder has been removed from the front brake, and apparently this increased smoothness is not peculiar to one example, for this latest test Triumph was every bit as good. Actually, it cannot be said that the Triumph has a road-racing type front brake. The drum is entirely of iron, and entirely unventilated, so that whatever heat is created in stopping does not remove itself from the brake very soon. However, while the iron drum may not dissipate heat very quickly, it does not distort any either, and thus the braking is consistent and smooth, even though not up to the demands of repeated panic stops from 100 mph — circumstances that it will not have to cope with in any case. Interestingly, rear brake performance has been improved by the simple expedient of moving the brake actuating lever in closer to the backing plate. Previously, this was cranked out to allow the brake rod to pass outside the left rear suspension unit; now the actuating lever is in close and the brake rod is tucked in between the suspension strut and the wheel. This has eliminated the tendency for heavy pressure on the brake to warp the backing plate, and the rear brake now has a more solid feel. Things of this sort may seem small, but it is the sum total of such things, introduced over the years that the vertical twin Triumph has been in production, that has brought it to its present state of refinement.
Curiously, while there have been so many refinements in so many areas, the Triumph clutch still shows a reluctance to disengage completely, and is rather heavy in action. Not the heaviest, by any means, of any motorcycle we have tested, but still a bit too heavy for comfort. To the clutch’s credit, it does take-up smoothly, and there was certainly no problem with clutch slip.
It is not our standard policy to take touring motorcycles to the race track, but circumstances brought this test machine to Riverside Raceway and we all had a fling at . carving hot-laps. In doing this, we re-acquainted ourselves with the fact that Triumph engineers have worked a very considerable improvement in their motorcycle’s handling. Of course, it cannot be said that the Triumph had bad handling before; it was quite a nice, stable touring motorcycle. However, the new forks introduced last year (and we have a feeling that the rear dampers may have been altered somewhat, too) have made the Triumph into a real road-racer. You can force it along at an insane pace, cranking it down hard in the turns, and it never surges or wobbles.
The average rider will not push the Triumph hard enough to become aware of its potential as a road-racer; but he will appreciate the sure stability, and the soft, welldamped ride. This TR-6 SR Triumph also has a wide, soft seat, with enough length to carry two in relative comfort and, as before, the controls/seat relationship is “just right” for riders of widely varied size.
And then there is the good workmanship, and the wide availability of parts and service — which are considerations of some importance. Finally, there is the fact that the Triumph, especially this single-carburetor 40-incher, is one of the most pleasant of motorcycles to ride all day, every day.
TRIUMPH
TR-6 SR
$1,169.00
SPECIFICATIONS
