With all those bits in motion, the Bonneville's character favors the present over the past. It just takes awhile. For riders with an abbreviated inseam, the Triumph's seat is an inch closer to the street than the Kawasaki's. Then there's the history quiz called "Finding the Ignition Switch." Pray once for whoever decided to leave it on the left headlight mount, and again for the mastermind who gave the fork lock a key of its own. Fortunately, such irritants are few. The Bonneville does insist its choke knob be fully deployed for at least a minute. Once warm, electronic communication between the carbs and the Triumph's digital- ignition box makes power delivery as good, or better, than anybody's fuel injection. The driveline is just as smooth. A workmanlike clutch and smooth-shifting transmission come as close to perfection as anything in the business. OK, so it sounds to some like a twin-cam blender. Triumph's "off-road" pipes and carb jets should arrive any day now. Besides, everything the Bonneville engine gives up in character it gets back in convenience. A 56.8-horsepower, 790cc mill is underwhelming around a bunch of 100-horse 600s, but write this down: The Bonneville engine peaks at 42.1 foot-pounds of torque at 7000 rpm, but 90 percent of that is on-line at 2750 revs. When top gear is good from 30 mph to the naughty side of 100 mph, you needn't shift much unless you're in a hurry. Consider the missing tachometer a cosmetic hardship--a concession to that magic $6999 price tag--just like the optional centerstand and the pair of 5mm Allen bolts you unscrew to remove the seat, only to discover the tool kit is optional, too. Maybe you should hope the archetypal urbane boor won't notice.