Motorcycle Investor mag
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Recalls and refurb
Getting the Triumph
Thruxton 1200 R up to speed
(Guy 'Guido' Allen, May 2025)
We finally ticked off
the 'to be done' list for the lovely Thruxton twin
It seems like yesterday,
but it is four months since I was chatting on the long
distance speaking trumpet with old mate and former Two
Wheels mag staffer John Waugh, arranging the
purchase and then delivery of his lovely Triumph
Thruxton 1200 R from the other side of the continent.
He was a little way south of Perth and I in Melbourne,
so a separation of about 3300km (2050 miles).
I'd seen the bike during
a visit and the Nullabor Run
in late 2024 but never expected to end up owning it.
We nevertheless discussed the model at length, as it
had left a big impression when I first rode one back
in 2016. (See the video
review via YouTube.)
Move on to January 2025
and we're discussing the collection of the machine by
a transporter.
As we talked
about a few months ago in an intro feature, it
hadn't been run for an estimated three or four years
and so we took some care to get it going after a long
lay-off. Fresh battery, of course, fresh fuel, fresh
oil, then run the engine on the starter with no spark
plugs to hopefully pump some oil through. And some
fresh fuel through the pump and injectors. We then let
it sit overnight.
With the spark plugs
back in place of course you're worrying if the thing
will ever get going, and so any delay seems
catastrophic. I reckon it took 20-30 seconds before it
fired. It's been fine since, though any stumble –
given the long lay-off – has been cause for worry.
My first mission was to
throw new tyres on board (it was still on the original
hoops), get a roadworthy certificate and registration
in Victoria. No problems – it sailed through the
process. In the meantime, I was working on cleaning up
some of the corrosion that had developed while the
bike had been idle. Fortunately, that has been less
laborious than expected – though we still have a way
to go.
Why bother with the
cosmetics? The presentation is retro cafe racer and is
spectacular in the metal. I would never have bought
this bike if it didn't have the then optional and
expensive fairing and much of its appeal is tied up in
its visuals.
A couple of quick rides
proved buying the bike was a great decision. I loved
its handling and power delivery back in 2016 and
nothing had changed.
However I knew the
recalls hadn't been done or recorded (there is a
database), and didn't want that issue ghosting me when
I eventually decided to sell it. Two of the recalls
had my attention: one was a reflash for the ECM
(engine control module) to deal with a stalling issue
and the other a replacement sidestand spring.
Plus, I wanted a real
workshop to cast a critical eye over it, replacing
fluids and filters. For example, the air filter wasn't
due for a very long while in mileage (which was
6300km/4200 miles), but I was keen to see it replaced
given its age of nine years. That meant I was asking
for a 16,000km (10,000 mile) service a long way ahead
of the odometer, which showed a mere 6500km (4040
miles).
Peter Stevens in
Ringwood, on the east side of Melbourne, did the job
and the long-overdue recalls with good grace. The
workshop is huge and the crew communicated well. We
had a delay of a day or two waiting for the airfilter
– no stress. There were no surprises with the bill.
More importantly, the
bike was running perfectly.
Getting the recalls done
and an early service meant I could now tick off this
motorcycle as a finished project. I've added the
recent paperwork to the ample and spectacular folio
given to me by young Waugh, so whoever next rides it
will have some sense that its previous owners
cared...a lot.
In the meantime, I got
to have another couple of rides which confirmed my
long-held belief that the development riders on this
machine were at the top of their game. Folks, get in
touch if ever you're in Melbourne, Australia – lunch
is on me.
See the
buyer guide I wrote for Bikesales
***
A little side-note:
anyone who has bought motorcycles over the decades
knows that, at some stage, print workshop manuals from
the likes of Haynes and Clymer in the USA died out,
presumably because they no longer made money.
The Thruxon came with
one, which we suspect is on the tail end of the print
business being viable.
***
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