Not to worry.
If you're on this forum everyone knows that you're a Norton-o-phile
The Thrux R’s chassis is well designed but it does carry more weight on the front end than the previous Gen1 (865) Thrux. I guess Triumph wanted the new Thrux to have a quicker turn-in, like a café, hotted up version. That is why it feels a bit nervous on the highway. You can change this by:
1. Set more sag (less spring preload) in the rear suspension. This will change the bike’s angle of attack and slow the steering a bit. If the current spring setting is already at the lowest setting then you will have to change the shocks out for slightly shorter units – 10-15mm shorter.
2. If the suspension is not comfortable you can try to set more front end sag. Check the current spring preload on the Showa USB forks, if the preload is not zeroed out then you can back it out to determine how many turns of preload are currently set. To reduce preload, just apply one turn less of preload, and then check the sag.
I liked the Thrux from the day I set eyes on it back in 2015. Triumph did a great job on it both from an engineering, and aesthetic perspective. I do prefer the standard Thrux with RWU forks and gaiters though. I’m still considering buying one. The bike’s only visual flaw is the front mounted radiator.
I agree with you about the linear power delivery of the Thrux. This is quite different from our 961's. The Norton has a noticeable powerband with a kick around 4500 RPM or so. The 961's pedigree character is pure retro classic, aesthetically, viscerally, essentially.
Be careful what you wish for. Real classics like the 750/850 Nortons have a way of consuming all of your free time in constant upgrade/maintenance/repair/leak hunting cycles. Modern classics like the 961 and Hinckley Triumphs provide the fun of a modern classic, without much of the frustration of the real classics.
