2014 Triumph Thunderbird Commander - First Ride

Right from the very first, by beginning with a sporting triple and not a nostalgic twin, the new owner of the classic Triumph brand, John Bloor, made it perfectly clear: He means to be our motorcycle company, to build whatever we want.

So it follows that as the niche known as "big twins" gains in popularity and choice, so Triumph has made major changes—okay, call them improvements—to its big-twin lineup.

As is common in all forms of motoring, model names are used when all else has changed, so it’s not uncommon to note that the first Triumph Thunderbird appeared in 1950, as a 650cc parallel-twin, and quickly became the make’s best seller in the US.

The current version arrived five years ago as a 1,600cc machine that was mostly cruiser. Now, in 2014, with Harley-Davidson, Indian, and Victory all evolving out of poseur styling and into motorcycles that can be ridden farther than the sports bar, there are two revised Thunderbird models, both with enlarged 1,699cc engines, reworked frames and ergonomics, and every electronic/digital gimmick on the market.

What we see here is the basic Commander, which we can’t call a stripper because nothing has been left off exactly, but the fancier rig, the LT (for Light Touring), has a windscreen and bags.

What the Commander does have is the enlarged engine, running a 270-degree crankshaft for the exhaust beat of, um, another form of V-twin, four valves per cylinder, double overhead camshafts, twin balance shafts, water cooling, electronic fuel injection, automatic compression release for easier starting, six speeds shifted by a rocker pedal, and final drive via belt—see previous “um.”

On the Cycle World dyno it produced 83 hp and 105 pound-feet of torque and tipped the scales at 748 pounds dry.

This is a big motorcycle, as fits the class. The new models get new frames, keystone-style with the engine as a stressed member. The reason behind the new frame is to keep the seat low (a measured unladen 28.2 inches) while reworking the actual rider’s seat into a version of the old-time tractor style, as seen before rear suspension was offered.

Personal note here: Thirty years ago, I was riding a then-current H-D big twin and was astonished to realize that, for the rider, the comfort of that shaped saddle was just like the ride of my first motorcycle, a Harley big twin three years older than me. So here I was on the Commander: I crossed some railroad tracks, and my jaw dropped just as far as I realized that the Triumph’s seat felt as comfy as that old Harley’s, a bonus if there ever was one.

For still more vintage style, the rider gets folding floorboards and the instrument panel mounts on the massive fuel tank, with speedo, gas gauge, and a collection of warning lights, plus a trip computer reporting vehicle mileage, trip mileage, time of day, or miles until the fuel runs out.

Braking is triple discs, with ABS standard, and the bike’s 17-inch cast wheels wear radial tires. To repeat, the full, valanced fenders, the big tank, high and wide bars, and dual exhaust pipes are so much like the model’s rivals that it’s hard to tell one brand from another, while the vestigial fins on the cylinders lead onlookers to not notice the black shrouded radiator.

So, lacking full figures and test time, the first impressions? This is indeed a big machine, so, as with all in the class, slow traffic and crowded roads require constant attention. The controls are dealing with weight and bulk and need deliberate motion. Going to the store? Take the scooter.

Beyond the city limits, much better. The engine is adequate, plenty of power hauling lots of machine, more linebacker than wide receiver. The riding posture is nigh on perfect. As a pleasant surprise, the high dual headlights and the big tank and bar mounts do the work of a screen. At highway speeds, as in 70 to 75 mph, the rider can still sit upright, the best position for hours in the saddle. The balance of wheel travel and damping works fine for an average-size rider, and the wonderful seat has been cited.

For the future, I rode to Cook's Corner, a celebrated biker hangout where all niches are welcome. On this morning, the crowd was aboard Harleys big and small, sporty Suzuki fours, and even a contemporary Royal Enfield single.

“Whaddya think?” I asked the panel. “Good-looking bike,” they said.

No surprise that the $16,699 LT (for Light Touring) rides a lot like its Commander stablemate since they share the same platform. Easily detachable leather bags and copbike screen work with a higher handlebar to help make the LT better on the open road, and it's got the same great seat. But the slightly extra weight, 16-inch wire-spoke wheels (with radial whitewalls), and stiffer rear springs (for the extra load potential) end up giving the LT a slightly floatier feel. Bottom line? A totally travel-ready Triumph. —Mark Hoyer