new bikes, your opinion on current engine configuration trends

[GS1150Pilot]

The SV1000 motor was fabulous.

[Nessism]

Midsize parallel twins have exploded in the marketplace over the last decade or so. They are lightweight, compact, have plenty of power for most sane uses, cheaper to build, and emit lower emissions. Yamaha, with their 270 degree crank FZ/MT-07 opened the floodgates, since this configuration added a good bit of "character" to the engine. "Midsize" has expanded all the way to 900cc+ these days, since these engines can be small, physically. They are also great in adventure bikes for all the reasons previously mentioned. If I wasn't so old these days, I'd seriously consider one of the new Suzuki 800's. From everything I've read, they have the best engine in the class. Can't say I like the styling, though.

[rphillips]

The I4's can be tuned for more low end grunt, Suzuki did this with the GSX1100G, it had the GSXR eng, but tuned different for more low end (torque) and less high end power (HP). I also know, and have done it, changing the cam timing changes where the power is a lot. I ended up with the cam timing set on my GS1100E's where when riding along in 5th gear I would back off the throttle and pull up on the shifter to be sure I was in 5th, it pulled like it originally would have in 4th.

[GS1150Pilot]

Midsize parallel twins have exploded in the marketplace over the last decade or so. They are lightweight, compact, have plenty of power for most sane uses, cheaper to build, and emit lower emissions. Yamaha, with their 270 degree crank FZ/MT-07 opened the floodgates, since this configuration added a good bit of "character" to the engine. "Midsize" has expanded all the way to 900cc+ these days, since these engines can be small, physically. They are also great in adventure bikes for all the reasons previously mentioned. If I wasn't so old these days, I'd seriously consider one of the new Suzuki 800's. From everything I've read, they have the best engine in the class. Can't say I like the styling, though.

I would definitely consider a Triumph T120 or a Tenere 1200.

[wyly]

My gf may be coming to live with me(I'm not sure yet), so two up riding maybe be coming next year. My CBX is suitable but Id rather not take it on day rides into the mountains, my GS1150efe has been heavily modified and is a solo ride only now.

Now Im thinking of something with ample torque for two up riding and comfortable for a pillion. Triumph 1200 Speed Twin? I've done test rides solo it was nice easy to ride with plenty of torque, has anyone ridden two up on it?

[Jedz123]

I would definitely consider a Triumph T120 .

I've had the privilege of riding a lot of bikes over the years—nearly 60 bikes. Each one brought something different to the table, but I can confidently say that the new 1200 Triumph inline twins are by far the best engines you can buy new today. I’ve clocked 4,000 miles on my Scrambler 1200 XE with the 1200 HP engine, and I've put 120,000 miles on my T120 with the 1200 HT engine. IMO both these bikes offer a true standard upright ride and feel most like a classic big block I-4 Suzuki GS in ride character and power.

Here’s the nitty gritty on these engines .

1200 HP Engine (High Power)

• Compression Ratio: 11:1
• Power: 100 horsepower at 7,500 rpm
• Torque: 83 lb-ft at 4,250 rpm
• Bikes Found In: Scrambler 1200, Thruxton, Speed Twin

This engine is a gem, especially if you love a bike that can rev out a bit more nicely but still has plenty of grunt in the mid-range where you need it. Whether you’re slicing through corners or cruising on the highway, the 1200 HP delivers power consistently and effortlessly. The engine feels alive, responsive, and eager, making it an absolute blast to ride. Allot more pep and power but personality and predictable power. Despite not making as much low end torque as the HT it still packs a wallop above 3K RPM.


1200 HT Engine (High Torque)

• Compression Ratio: 10:1
• Power: 79 horsepower at 6,550 rpm
• Torque: 77.4 lb-ft at 3,500 rpm
• Bikes Found In: Bonneville T120, Speedmaster, Bobber

Now the 1200 HT is no slouch either. While it doesn't have the same top-end power as the HP, it makes up for it with a torque-rich delivery that’s perfect for relaxed cruising, long tours and two-up riding. The power comes on early and strong, making the HT feel like it’s pulling hard from the moment you twist the throttle. It is exceptionally reliable (once you go on a better mainatence schedule) .


Similarities Between the Two


Both engines share a lot of DNA:

• Displacement: 1,200 cc
• Configuration: Water-cooled, single overhead camshaft, 8 valve, parallel twin cylinder with a 270° crank
• Bore and Stroke: 97.6 mm × 80.0 mm
• Transmission: Six-speed manual with a wet multi-plate assist clutch and X-ring chain
• Fuel Injection: Twin 44mm TBs with Multipoint Keihin sequential electronic fuel injection
• Fuel Economy: 50-55 MPG consistently
• Charging System: 560 Watt Denso conventional 3 leg stator and flywheel.
• Valve check intervals: 20K miles - Shim over bucket (No cam removal required for shim swaps as the rocker comes out.

My Experience



After 120,000 miles on the T120, I can tell you that this engine has been rock solid after the initial 20,000 miles. It’s been my go-to for weekend rides and sunny-day commutes as of recent but I have pyut several +1000 mile days on the bike. Chains last about 20/25K miles. The HT engine delivers a smooth, torquey ride that’s perfect for laid-back cruising, long distance touring but also if you want to get a bit spunky in the twisties. On the other hand, the HP engine in my Scrambler 1200 XE is an absolute ripper. The power difference is quite noticeable, and the bike feels lighter and more agile, weighing in at 455 pounds compared to the T120’s 520 pounds. However the engine is noticeably louder intake wise and will got to 8K RPM very fast where the Bonneville is Happy under 7K RPM.

If I could only keep one, the HP would be my choice, but I’m glad I can enjoy both. The HP is punchy, rev-happy, and a ton of fun in the twisties with torque every where above 4K RPM, while the HT is a dependable, torquey powerhouse that excels in everyday riding and long distance touring.

Maintenance Tip

One piece of advice: disregard the 10,000-mile oil change interval. I recommend changing the oil every 5,000 miles. My T120 had some issues until around 20,000 miles, but since then, it’s been bulletproof. Regular oil changes are key to longevity, especially if you’re racking up the miles like I am.

IMHO Triumph’s 1200 inline twins deliver on all fronts. If you haven’t tried one yet, you’re missing out!

[Rob S.]

1200 horsepower from a vertical twin? Wow!

[rphillips]

Rob, Rob, yes way more than your 1100E, but your "E" is 42 yr. old.

[Ccitis]

Character is definately a thing, I had a 05 intruder 800, and then an SV1000S and since the sv1000 I've loved those v twins and their low end grunt. Somewhat vibey sure, but that's character I guess. I've since tried other "modern" I4's and they all go fast but they just lack "character", they're so smooth it's almost boring. After selling the SV I've missed that deeply, then last year I bought a VFR800 5th gen and that first test ride definately brought back the happy feelings of the SV, the noise, the slightly vibey feel.
I have yet to try a modern paralell twin but I suspect it might tickle those same feelings, perhaps the new gsx8r is the spiritual successor to the sv1000

Depends on the parallel twin too. Super Tenere.... yawn... my Scrambler 1200... awesome... the Yamaha 700 p twins... interesting... the Kawi 650 twins... good motor, but lacking in that character. Lots of test rides needed