1978 Triumph Bonneville

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1978 TRIUMPH BONNEVILLE 750 T140V – ALL ORIGINAL SURVIVOR! ORIGINAL MILES, FRAME AND ENGINE #T140VJX00447 1978 TRIUMPH BONNEVILLE 750 T140V – ALL ORIGINAL SURVIVOR! ORIGINAL MILES, FRAME AND ENGINE #T140VJX00447 This Triumph Bonneville 750 epitomizes the early 1970’s British motorcycle that became a permanent part of British motorcycle history and still represents the classic style… The condition of this machine is highly original and un-restored. The frame and engine numbers are factory correct and original. It is the 750 cc engine. The gearbox is also original to the machine. This Bonneville is completely original and has never been apart. I believe I am the fourth owner from new, but I can’t be positive. It is in un-restored and original condition, a great rider, and a perfect candidate for any motorcycle show with a preservation class. This machine has been in my collection for some time, is started on a regular basis, and ridden occasionally. I’ve been in the process of downsizing my collection over the past few years, mainly because I can’t ride everything as much as they deserve to be ridden. When I purchased the bike, it was in basically the same completely original condition shown in the photos. Besides a complete cosmetic detailing, I went through the entire machine and checked all of the major engine, transmission, and braking components for wear and safety. The gas tank was cleaned and the carburetors inspected, cleaned, and re-installed along with a new air filter, all fluids were changed, and both front and rear brakes were replaced. The tires on the front and rear are Dunlop Roadmaster TT100s, and are the original style and size, 3.60 H19 on the front and 4.10 H19 on the rear. While they are obviously not the original tires, they are the original type that came from the factory, and are in rideable condition, with no dry rot or cracks. The wheels are also original to the machine and are in good overall condition. The seat is also original to the machine and in beautiful condition as are the original exhaust pipes (both commonly replaced and now very hard to find in original condition). The engine and transmission are in excellent interior condition due to the low mileage and absence of any type of harsh conditions or abuse throughout its life. A complete cleaning and detailing was performed, and although detailing on an original machine is never completed, the overall condition of the finishes is remarkable considering the age of the machine, and is in line with the original mileage. The aluminum and chrome parts are in very good condition overall. The paint is original and the original badges are still applied to the gas tank, which is a US spec teardrop version and original to the machine. The paint on the tank and the sidecovers is in beautiful condition and the candy metallic red accent on the tank is still sharp and clear. The Triumph on the road is very easy to handle, and rides down the road very tight, with no shakes, shimmies, or rattles. It shifts and accelerates smoothly and holds the road as it should. There is absolutely NOTHING that needs to be done to this machine to ride it and enjoy it. It is also the perfect candidate for any motorcycle show with or without a preservation class, and a very rare machine, as all of the hard to find original parts are accounted for. Unlike other old British bikes for sale on the internet, this one is ready to ride and not in need of any expensive service once you get it home. Thanks for your interest! I am also always looking for new machines to add to my collection. Please contact me if you have something interesting available. TERMS: 10% DEPOSIT WITHIN 48 HOURS OF AUCTION CLOSE. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, BANK TO BANK WIRE TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, NO C.O.D. AND NO PAYPAL. The description of this motorcycle is written to the best of my knowledge. However, I am by no means an expert on vintage Triumph motorcycles. Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, please contact me before the auction ends. If you have any questions, please contact me. If you live close to Chicago, I encourage you to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, eBay’s new listing format does NOT display any bidder information. Nevertheless, I STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating. This motorcycle is being sold as is, where is with no warranty, expressed, written or implied unless there is a warranty in effect from the factory. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the motorcycle and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the motorcycle. Please remember that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, have it done prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid. After the sale, inspections are not recognized as a contingency to completing your obligation to your winning bid. If there are any questions regarding the above terms, please e-mail prior to bidding. Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this motorcycle and win, you are expected to pay and pick it up in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange crating for shipment on my end for a nominal extra charge. If you are an international buyer, I understand it can take some time to arrange shipping, so I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, if possible, to discuss the specifics. For more on the Triumph 750 Bonneville and the history of the Triumph motorcycle company, read on past the photos… The Triumph Bonneville T140 is a standard motorcycle with a 750 cc (46 cu in) capacity engine that was designed and built by Triumph Engineering at Meriden near Coventry. The T140 was the second generation in the Bonneville series developed from the earlier 650 cc (40 cu in) T120 Bonneville and was produced by Triumph in a number of versions, including limited editions, from 1973 until 1983 when the company was declared bankrupt. Licensed production of the T140 Bonneville was continued by Les Harris between 1985 and 1988 at Newton Abbot in Devon, these machines became known as 'Harris' or 'Devon' Bonnevilles. History: The early 650 cc capacity production T120 Bonneville, often known as the 'duplex frame' model, was replaced in the early 1970s by the T140 Bonneville, the same basic machine but with a 750 cc engine. Refined from the later 'oil in frame' version of the T120, the first few T140s, designated T140V, featured a larger-capacity engine of 724 cc, a five-speed gearbox and indicators, but still retaining drum brakes and kick-start. Shortly after, the engine was further bored out to 744 cc and front disc brakes were fitted (using single discs until 1982). While originally intended for 'export only', the 750 Bonneville twin, caused so much interest among visitors to the 1973 motorcycle shows, that Triumph decided to put the bike on the home market at the price of 679 UK pounds. In 1975, along with engine modifications, the gearchange lever was moved from right to left to comply with new regulations mandated for the American market and a rear disc brake fitted. Several T140 models followed featuring various modifications and refinements including electric starting from 1980 until production ceased with the closure of the Meriden works in 1983. Although this should have been the end of the Bonneville, as it turned out it was not. Triumph Motorcycles was acquired by businessman John Bloor, who licensed a company called Racing Spares in Devon, run by Les Harris to manufacture the T140 Bonneville. These continuation bikes are known as the 'Devon Bonnevilles', which did not reach the market until 1985, and were not sold in the U.S. Production ended in 1988. The Bonneville name: Triumph Bonneville… The Bonneville name came from the achievements of Texas racer Johnny Allen on the Bonneville Salt Flats in Utah in the 1950s. The model designation of T140 continued the numbering system started by Edward Turner in 1937 with the Triumph Tiger 70, a number that was intended to advertise the machine's top speed in miles per hour. Engine: The T140 uses a 360-degree, air-cooled parallel twin layout. Gear driven camshafts operate a single inlet and exhaust valve through pushrods in each cylinder. Twin Amal carburettors supply the cylinders with fuel/air mixture through short intake manifolds. The crankshaft drives the clutch through a triplex chain operating in an oil bath. Starting is by kick start with later versions having electric start. The engine oil system is of the dry sump type, a combined pressure and scavenge oil pump is driven by the inlet camshaft gear, later versions of the T140 employed additional integral non-return valves to prevent oil draining into the sump. The frame of the T140 serves as the engine oil reservoir. Chassis: The frame of the T140 is manufactured from mild steel tube and uses a 'duplex' layout. Twin rear adjustable shock absorbers provide suspension through a swinging arm, sprung and oil-damped front telescopic forks are used. The 19 inch diameter front wheel and 18 inch rear wheel were spoked with optional cast alloy wheels available from 1979 onwards. The under-seat area is occupied by the battery and ignition coils. From 1976, the T140 had hydraulic disc brakes for both the front and rear wheels. Prior to that date, early versions were equipped with a conical hub rear drum brake. A single leading shoe rear drum brake was specified for the last Bonnevilles proposed by the Meriden factory in 1984 but the factory closed before production. From 1982, twin front brake discs were available as an option. Electrical system: The T140 features a standard Lucas 12 volt electrical system, early models were positive earth with a change to negative earth from 1979 onwards. Zener diodes are used for voltage regulation. Early engines used contact breaker point ignition with electronic ignition becoming standard fitment on all Triumph's 750cc twins from 1979-on. Early models 1973-1980 Note on country specifications: T140V The initial model of the T140 line was the 'V', which stood for five-speed transmission which was a Quaife design. Developed from the Bonneville T120 by Brian Jones, the T140V was launched in 1973 in response to a decline in sales of the T120. The introduction of the Japanese four-cylinder Honda CB750 had been noted by the Triumph management board in the late 1960s, the three-cylinder 750 cc BSA Rocket 3/Triumph Trident was developed to directly compete against it. The first model shared many of the T120's cycle parts and largely the same twin-cylinder engine bored out to 724 cc (44.2 cu in), but this was quickly increased to 744 cc (45.4 cu in). The cylinder head required an extra mounting stud to prevent gasket failure due to the decreased distance between the cylinder bores, the gearbox components were strengthened (compared to the T120) and were further modified when gear selection problems became apparent. A hydraulic disc brake replaced the outdated cable operated drum brake for the front wheel. Problems with vibration meant that sales were slow however, and production was heavily disrupted by the workers' occupation of the Meriden factory in 1973. Even once this dispute was resolved, the 1974 production T140s suffered from quality control problems, but these were resolved once the workers' co-operative became established. T140RV: The T140RV was an export version of the T140V with engine modifications to meet the requirements of the US market, and the gear change lever switched to the left-hand side to comply with 1974 regulations. 1978 Triumph Bonneville specifications: MODEL DESIGNATIONS: 1978 Triumph Bonneville T140V..................... 750cc 1978 Triumph Bonneville T140E..................... Emissions ENGINE: Engine type....................................... OHV vertical twin Horsepower at RPM............................ 49 BHP @ 6,200 rpm Bore................................................ 76mm / 2.79" Stroke............................................. 82mm / 3.23" Displacement.................................... 744cc / 40 cu. in. Compression Ratio............................. 7.9:1 Valve Clearance (cold): Inlet................................................ 0.05mm / 0.002" Exhaust............................................ 0.10mm / 0.004" Valve Timing: Inlet Valve Opens.............................. 34 degrees BTDC Inlet Valve Closes.............................. 55 degrees BTDC Exhaust Valve Opens.......................... 55 degrees BTDC Exhaust Valve Closes.......................... 27 degrees BTDC IGNITION: Ignition Breaker Gap............................. 0.4mm / 0.015" Spark Plug Gap.................................. 0.50mm / 0.020" Timing (static).................................14 degrees BTDC Timing (fully advanced):........................ 38 degrees BTDC CARBURETORS: Type................................................ Amal Concentric MKII Throat Size....................................... 30mm Main Jet........................................... 210 Needle Jet........................................ .107 Needle Position.................................. 2 Needle Type.......................................D Throttle Valve.................................... 2 Pilot Jet............................................ 25 TRANSMISSION: Speeds.............................................. 4 Gear Ratios: 5th - Top........................................... 4.7 4th - Fourth........................................ 5.59 3rd - Third......................................... 6.58 2nd - Second...................................... 8.63 1st - Bottom...................................... 12.25 CLUTCH: Type................................................ Multi-plate, wet Number of Plates: Drive Plates...................................... 6 Driven Plates.................................... 6 SPROCKETS: Engine............................................. 29 teeth Clutch............................................. 58 teeth Gearbox.......................................... 20 teeth Rear Wheel...................................... 47 teeth CHAIN: Primary, pitch.................................. 3/8" triplex Primary, length................................. 84 links Final Drive, pitch............................... 5/8" X .400" X 3/8" Final Drive, length............................. 106 links CAPACITIES: Fuel (US versions)............................. 2.5 Imp. gal. Fuel (UK & export versions)................. 4 Imp. gal. Oil Tank........................................... 5 pints / 3 L Gearbox........................................... 1 pt / 500cc Primary Chaincase............................. 1/4 pt / 150cc Front Forks....................................... 6.4 oz. / 190cc TIRES: Front............................................... 3.25 X 19" Rear................................................ 4.00 X 18" SUSPENSION: Front............................................... Telescopic Forks Rear................................................ Swing Arm BRAKES: Front............................................... 10" / 12.9cm disk Rear................................................ 7" / 17.78cm SLS DIMENSIONS: Seat Height...................................... 32.5" / 77.5cm Wheelbase........................................ 54.5" / 140.3cm Length.............................................. 85.5" / 202cm Width............................................... 28.5" / 72cm Ground Clearance.............................. 5" / 12.7cm Normal 0 false false false EN-US X-NONE X-NONE Weight, unladen................................ 395 lbs / 180kg Normal 0 false false false EN-US X-NONE X-NONE Bibliography: Bacon, Roy (1990). Triumph T140 Bonneville and Derivatives, 1973-1988. Niton Publishing. ISBN 1-85648-305-3. Bacon, Roy (1995). Triumph Twins and Triples. Niton Publishing. ISBN 1-85579-026-2. Clew, Jeff (1990). Triumph 650 & 750 2-Valve Twins. Haynes Publishing Group. ISBN 0-85696-890-0. Davies, Ivor (1991). Triumph-The Complete Story. The Crowood Press. ISBN 1-86126-149-7. Gaylin, David (1997). Triumph Motorcycle Restoration Guide-Bonneville and TR6, 1956-1983. MBI Publishing Company. ISBN 0-7603-0183-2. Glenn, Harold T. (1973). Glenn's Triumph two-cylinder repair and tune-up guide. Crown Publishers, Inc., New York. Hopwood, Bert (2002). Whatever happened to the British motorcycle industry?. Haynes Publishing Group. ISBN 1-85960-427-7. McDiarmid, Mac (1997). Triumph-The Legend. Parragon Publishing. ISBN 0-7525-2080-6.