The 2015 Triumph T214 Bonneville SE is my third Triumph Bonneville model. The other two—a 2003 Bonneville America and a 1977 Triumph T140J Silver Jubilee Edition 750 Bonneville—set the stage for my interest in the T214.
The Bonneville America was a beautiful silver-on-black stretched-out cruiser, while the Silver Jubilee was a gorgeous limited edition commemorating Queen Elizabeth II’s 25 years as Queen of England.
When I had the chance to write our First Look article about the 2015 Triumph Bonneville T214, I loved the look of the thing. I also liked that it commemorated Johnny Allen’s 1956 Motorcycle World Land Speed Record set at the Bonneville Salt Flats at 214.40 mph (hence “T214”) in a fully-streamlined Triumph. The special paint treatment takes its cues from the Caspian Blue and white-and-red checkerboard colors on Allen’s original Texas Cee-gar streamliner. The Bonneville T214 also commemorated 2014 as the centennial of land speed racing being held at the Bonneville Salt Flats.
As much as I liked the Bonneville-powered Triumph America, I wanted something a little quicker handling in the Bonneville tradition rather than the long-wheelbase America. Also, the Silver Jubilee just wasn’t getting the ride time it should. The thought of repair costs and the difficulty of restoration of its unique paintwork in the event of damage made me hesitant to put on many miles. The thing was a rare show bike, after all.
I was long overdue to finally buy a brand-new motorcycle—it had been 38 years since my last new bike—a 1976 Honda CJ360T!
So, in late 2014, I contacted Randy Baxter of Baxter Cycle in Marne, Iowa, about getting a T214. His dealership would be getting only one—and I wanted it. He was very interested in both of my Bonnevilles, and we were able to strike a deal. On Boxing Day 2014, Randy delivered my brand-new T214 and picked up my Bonnevilles. Even though winter had just begun, spring looked even more inviting than usual.
As initially released, the 2015 Triumph Bonneville T214 SE didn’t include a centerstand, so I had Baxter’s shop add one. I didn’t really like the modernized stock peashooter mufflers, so I had Baxter’s shop add Predator upswept mufflers from British Customs. Other additions have included a Slipstreamer Spitfire windshield, Triumph saddlebag rails holding Saddlemen bag, an Iron Rider tail bag, a Battery Tender pigtail, and a handlebar-mounted helmet lock from Harley-Davidson.
A beautiful Triumph branded portfolio and a certificate of authenticity signed by John Bloor can with the Bonneville T214 SE. The bike also included a special T214 badge atop the tank and its individual number of the 1000 produced on the headstock. This example is #147.
The conventional upright riding position is to my taste for day-trip rides. The rise of the handlebar and mid-ship footpeg position work well for me. The only thing I’ve found to be less than perfect has been the very firm, minimally contoured saddle. While a deeper, somewhat more cushioned seat would be optimal for me, I tend to stop every hour or so on road trips, so it hasn’t proven to be a major problem.
The other thing that irks me about the seat is the dual hex-head screws under the back of the seat used to secure it. They are a pain to get at and a little more time-consuming than should be required for seat removal. You’d think a bike priced at $10k could have a hinged flip-up saddle like Triumph had on some of their bikes in 1959—no?
A couple years ago, aftermarket seat screws with handles came on the market to make it possible to remove the seat much more easily. They are simply extended screws with knurled knobs on the end to allow removal/installation with or without tools. Problem solved, right?
Unfortunately, they are apparently made of weak pot metal; the first time I used them, without even using a hex key, the threaded end of one of them broke off! Of course, that’s not on Triumph. The later replacement versions I got appear to be more robust and, so far, have not failed.
Unlike the vintage Triumph parallel twins you may be familiar with, excessive vibration at the handlebar, pegs, and seat is no longer the price to be paid for riding a Triumph. No parts have shaken loose or fallen off over the years, either.
Though I generally don’t tend to push any bike I’m on too hard on public roads, the 2015 Bonneville T214 SE responds nicely on Wisconsin’s well-paved, twisty back roads that feature technical curves and elevation changes. Changes of direction with simultaneous changes in velocity up or down happen with no surprises. Steering is predictable and neutral when corner carving, and stable during entry braking and exit acceleration.
The non-ABS disc brakes deliver smooth, progressive stopping power with good feel; they have never locked up, even under hard braking.
The five-speed transmission delivers positive shifting, with virtually no missed shifts in the years I’ve had with it on the road. Although I haven’t done any track days on the T214, power runs up through the gears, and shifts just before the rev limiter are always positive. The standard adjustable clutch lever makes it easy to keep the best engagement feel dialed in.
Speaking of running through the gears, the Triumph Bonneville T214 puts its claimed 68 horsepower to great use when the throttle is given a good wringing in third and fourth gear. Acceleration is strong in both ratios, which, interestingly, is also where the Silver Jubilee’s 750 twin was most impressive.
The fuel-injected 865cc parallel twin cruises a long way between gas station stops thanks to the 4.2-gallon fuel tank and routine fuel consumption between 53 and 56 mpg.
The bike has a smidge over 12,000 miles of day-trip and back road cruising miles on the odometer, and the Bonneville T214 still has the original X-ring final drive chain and sprockets in place. However, I plan to have them replaced when the next new set of tires goes on.
Other than routine maintenance, a new battery, and a new set of tires along the way, the 2025 Triumph Bonneville T214 has shown rock-ribbed reliability in its first decade on the road. All the appearance aspects of paint and chrome finished surfaces have held up perfectly. That unique land speed Texas Cee-gar commemorative livery? It still gets admiring comments—I think Johnny Allen would be proud.
2015 Triumph Bonneville T214 SE Specs
ENGINE
- Type: Parallel-twin
- Displacement: 865cc
- Bore x stroke: 90 x 68mm
- Maximum power: 68 horsepower @ 7500 rpm
- Maximum torque: 50 ft-lbs @ 5800 rpm
- Valvetrain: DOHC; 4vpc
- Compression ratio: 9.2: 1
- Starting: Electric
- Fueling: EFI
- Transmission: 5-speed
- Clutch: Wet multiplate
- Final Drive: X-ring chain
CHASSIS
- Frame: Mild tubular steel cradle
- Front suspension; travel: Non-adjustable KYB 41mm fork; 4.7 inches
- Rear suspension; travel: Spring-preload adjustable KYB shocks; 3.9 inches
- Rims: Wire-spoked
- Front tire: 100/70 x 17
- Rear tire: 130/80 x 17
- Front brake: 310mm disc w/ 2-piston Nissin caliper
- Rear brake: 255mm disc w/ 2-piston Nissin caliper
- ABS: No
DIMENSIONS and CAPACITIES
- Wheelbase: 58.8 inches
- Rake: 27 degrees
- Trail: 4.2 inches
- Seat height: 29 inches
- Fuel capacity: 4.2 gallons
- Curb weight: 496 pounds
SPECIAL FEATURES
- Production is limited to 1,000 for worldwide sales
- Each bike has a numbered plate on the headstock
- A certificate of authenticity signed by John Bloor
- Special paint treatment and tank logo.
2015 Triumph Bonneville T214 SE Price: $9999 MSRP
