Aimed at the economy market, the TR65 used a
short-stroke version of the T140 Bonneville engine making it livelier with a
better throttle response and maximum torque produced at higher rpm.
Engine performance
The Thunderbird was described as ideal for the first time big bike
user and it was certainly my first big bike. As such, it fulfilled
it´s function beautifully. The engine offered lively performance
albeit without the torque of the 750 range which might have been
somewaht intimidating. There is little to no vibration transmitted
through to the rider. The 650 T-bird motor noticably lacks the
instant torque of the 750 range, though, but does like to be revved
and has no real attendant vibration.
The gearbox is sweet and positive in it´s changes and the clutch is
featherlight (yes, really). The gearing is more than adeqaute for
across -town performance and copes easily with traffic work. Third
or fourth is enough although fifth is useful for faster roads
although the engine never feels like it´s straining.
Carburration is by the stalwart single Amal Mk 1 whose EPA-offending
tickler button meant the USA missed out on the TR65. The choke,
mounted in front of the left side panel, has never been needed once
the carb was tickled.
Probably because of the Lockhart item, oil consumption is negligible
and the engine is and always was oil tight.
Handling
Everyone knows that these oil-bearing frames handle the best and the
TR65 is no exception. the length ofthe wheelbase is a bit
disconcerting as a move from a smaller bike but the lightness more
than makes up for it. My tip is to have confidence to take the bike
through any curve at any speed- it will get you through !
The front end like all oil-bearing frame Triumphs is ligth and when
tuned- up, the bike had a tendency to perform inadvertant yet
magnificent wheelies when revved from standstill !!
I replaced the fitted Avon Roadrunner with the same manufacturer´s
Speedmaster Mk2 for the reason that such a light bike does not need
such a big front cover, more suitable to the heavier Electro models.
I find the T-bird is more nimble and brakes better as a result with
the smaller front cover. The rear cover, the standard Avon
Roadrunner, is retained.
Braking
I advise to set the rear drum so it is slightly less sensitive
because it can lock up quick on normal pressure when what i advise
you really need is the front disc brake to lead and control the
braking effort. That is not to say that the drum is not a good
brake- it is- but as you can control it´s sensitivity (unlike with
the 750´s rear disc), then you are advised to do so.
Wet weather perfromance is excellent too and i should know having
ridden in some horrendous downpours !
The wonderful progressiveness of the standard front AP Lockheed dsic
brake is somewhat softer on my example although this is unusual as
750 Triumphs are less so. Nevertheless, there is plenty of feel and
controlling the plot through the front and (properly adjusted) rear
brakes is wonderfully easy, more so than the 750s with their
grabbing rear brake.
Equipment
I like the warning light panel that replaced the tachometer ...it is
clear and simple and adds to the charm of what was meant to be
Triumph´s economy model. The ignition switch is centralised within
the panel and everything works fine. The switchgear, common
througout the range, falls easily to hand and the attached gear and
clutch levers are of the late dog-leg type fitted to 1982/3
Triumphs. The German Bumm mirrors and ULU indicators are excellent
in performance although the one fo the latter,rear-mounted, required
Loctite and proper tightening to stop it falling off whilst riding !
The headlamp is standard late Triumph and offers the same adeqaute
performance although riding at night should be at a speed
appropriate to the limited visibility afforded by this Lucas
item.The handlebar grips were TR7T Doherty items that i replaced
with the standard bulbous ones, thereby adding to the overall
comfort of the ride.
I am not any sort of mechanic but changing the oilon the oil-bearing
frame Triumphs is easy, adjusting the primary and final drive
chains, similarly so. The popints are a different matter and
forgetting to do so once rendered a long hot push back to a
motorcycle shop to render their expertise !
All Triumphs are beautiful as far as i am concerned and the T-bird
is no exception. All the lines work well in what is a long, slim yet
sensuously curvy bike. The alloy polishes up well and the black
painted / black chromed parts add, as the 1981 brochure promised,
that distinctive touch from the 750 roadster range.
Conclusion
If you´ve never ridden a Triumph or any big bike then do start with
this one. If you´re used to the Triumph 750s then you may not
appreciate a delivery of power absent the outstanding torque of the
bigger motor. For those used to Japanses motors, then the 650
Thunderbird is closer to your expereince with it´s rev-happy, smooth
motor. All contemporary reports -Superbike, Bike, Motorcycle
Mechanics, Motorcycle Weekly, Motorcycling -adored this bike, why
don´t you try one and see why ?
Review of the 1983 Triumph TR 6 Thunderbird Erum Waheed