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Triumph Motorcycles specializes in manufacturing new motorcycles that ride pleasingly like old ones. The company has mastered the art of preserving the sound, feel, and overall character that make old-school streetbikes so neat, without the need for riders to add engine oil every few weeks. Its 2022 Speed Twin ($12,500) is the latest modern classic to roll off its Hinckley assembly line, and it rides as well as it looks.
Few motorcycle manufacturers pair old-school character and modern riding dynamic like Triumph Motorcycles and its Speed Twin. (Joseph Agustin/)
Obviously, we’re big fans of the Speed Twin’s looks. From its oversized and cooling-fin-shod 1,200cc parallel twin to its old-school shaped 3.8-gallon metal fuel tank and dual swept exhaust, it’s a classic standard that’s sure to turn heads. Aside from a couple of cheap fasteners, for example the clutch tension barrel adjuster, the bike’s fit and finish is top-notch. We deeply appreciate Triumph’s attention to detail.
The 2022 Speed Twin is a looker. We love its stance, proportions, and superb fit and finish. (Joseph Agustin/)
Flip the ignition key and thumb the starter button and the Speed Twin settles into a lumpy idle. With its offset engine firing order, the twin’s healthy growl builds excitement but isn’t enough to annoy the neighbors. Throttle response is measured, and we love the bike’s rowdy bark at full song. The last time we dyno tested it (MY2020), the engine was good for nearly 80 pound-feet of torque at 3,500 rpm and 91.4 hp at 6,700 rpm; not bad for a retro-themed standard. Power gets to the 160-series Metzeler Racetec rear tire through a responsive, well-weighted cable-actuated clutch and right-hand-side chain final drive..
The Speed Twin’s 1,200 parallel twin not only looks clean, but it puts out a pleasing spread of torque with a fun-loving sound and character. (Joseph Agustin/)
Lifting the 476-pound Trumpet off its kickstand requires some muscle, but from behind the bars its heft is easier to manage. We appreciate its slim seating position, well-proportioned ergonomics, and low seat height.
Dipping through turns, the Speed Twin impresses with lively handling. Suspension action is nice and plush over rough pavement, but for a bike with this combination of price and handling capability, the suspension should have damping adjustment. Its absence limits how hard the bike can go along low-to-medium-speed backroads.
Plush suspension action and well-proportioned ergonomics make the Speed Twin a comfy bike for urban rides. (Joseph Agustin/)
A stout pair of Brembo Monoblocks shed speed quickly, and deliver a nice sharp bite for a streetbike, aided and abetted by the notably precise feel of the rear brake. Fixed, always-on ABS mitigates instability during braking. Our only gripe is that the front brake outmatches the capability of the suspension when ridden in a sporting manner.
We like the Speed Twin’s ergonomics, which are a nice balance between sport and comfort. (Joseph Agustin/)
A pair of round-face gauges evoke the past, but included rectangular LCD components inside them display gear position, fuel level, and range metrics. It’s a tasteful setup, but an all-digital dash akin to the Trident 660′s might be better. Round LED turn signals are functional and a nice styling touch, as is the LED taillight. Curiously, however, the Speed Twin still employs a halogen headlamp, which is nowhere near as bright as a modern LED unit.
Instrumentation is tasteful-looking and functional as well with its LCD meters inside each gauge pod. (Joseph Agustin/)
Attractive styling, a functional and charismatic parallel-twin engine, agile handling; the 2022 Speed Twin has a lot going for it. However, for the price it should have fully adjustable suspension and LED lighting. Add these features to an already handsome and enjoyable motorcycle and Triumph would have a truly stunning modern classic on its hands.
The Speed Twin handles more agilely than you’d expect based on its nearly 500-pound fueled curb weight. (Joseph Agustin/)
Gear Box
Helmet: Arai Signet-X
Jacket: Rev’It Crossroads
Pant: Rev’It Jackson SK
Gloves: Racer Tour FHH
Boots: TCX Jupiter 4 Gore-Tex
Although we appreciate its shape, the halogen headlamp is a miss for this $12,500 Speed Twin. (Joseph Agustin/)
2022 Triumph Speed Twin Technical Specifications and Price
Conversely, the brake lights and turn signals are of LED design. (Joseph Agustin/)
The Speed Twin is well suited for urban and sport riders in low-to-medium-speed turns. (Joseph Agustin/)
A stout pair of Brembos keep speed in check. We appreciate their sharp feel but the brakes overpower the capability of the front suspension. (Joseph Agustin/)
The Speed Twin’s saddle is comfortable, plus there’s room for two. (Joseph Agustin/)
With a couple of fixes (suspension adjustment and an LED headlamp), Triumph would have a modern classic home run with its Speed Twin. (Joseph Agustin/)
Cameron Beaubier: “I’m not saying that this year isn’t going to be tough by any means, but last year was really, really tough. We had some really good moments, a lot of crashes, a couple of top-fives and a handful of top 10s. It’s definitely something to build on and I’m definitely looking forward to it. I’m really pumped to have Sean on the team and have two Americans. It’s weird because coming up in racing, I was always the young gun that always had older teammates and now it’s reversed on me. I’ve been teammates with Josh Hayes and looking up to him and seeing how he did stuff. I learned a lot and now the roles are reversed. I’m really looking forward to this year and I hope to make you guys proud.”
Trevor Hedge: Thanks for the catch up and quick chat Ben before we get ready to head to Phillip Island next week for the two-day official ASBK Test at Phillip Island.
Due to the Covid travel restrictions enforced by Western Australia, where Bryan hails from and currently resides, he has yet to ride the DesmoSport Ducati, yet we are only about five weeks out from season start. That must put the pressure on for this coming test.
Ben Henry: “It definitely does, I’m trying to stay off social media, every time I look at something, someone is riding somewhere and I’m starting to get a little bit edgy, because Bryan’s not. But look, we’ve got seven days of riding before the first race, we’ve got five days in a row at Phillip Island, then a couple of days at Queensland, then down to the race, so if we need more than that we’ll squeeze something in somewhere. But the bikes aren’t bad, it’s not really like he has to turn up and set a heap of stuff up, or come up with some magic. The bikes are pretty good so, we’ve just got to get him comfortable on them and then off he goes. So yeah look, it does bug me a bit, but it is what it is really, I can’t change it, I know he’s training pretty hard and riding a lot of motocross, so that’s all I can ask for – that he turns up fit. And Bryan’s level of fit is equal to anyone else, equal to the best of the guys there. I know he can do it, and I kind of think if he can ride a bike, he can ride a bike, that’s really the bottom line.”
Trev: Do you envisage that Bryan living in WA might post some particular challenges this season?
Ben: “Yeah, I do, I definitely do. It’s definitely not ideal, but I can’t change that either, he has a good job over there. It’s just been so random for the last two years with Covid, that I’ve just got over the whole trying to plan over something that I can’t plan. All you can do is make a plan and just march on with it. If it can’t happen it can’t, but if it can you just have to keep going. He will test bikes, he will come over as soon as the border opens basically. He works for a national company so he can work from Melbourne for a while and by the sounds of it, his job has been accommodating so far, for what we need to do. So we’ve just got to march on until it gets to the point where it becomes a problem and then we’ll go from there.”
Oli Bayliss gets a hug from DesmoSport Ducati Co-Owner Ben Henry in Parc Ferme after taking victory in Darwin 2021 – Image RbMotoLens
Trev: Apart from Oli’s breakthrough victory in Darwin, 2021 could be described as a challenging year for the team perhaps? After his time on the big twin Mike didn’t seem to really gel with the high-revving nature of the V4? I think the torque of the Yamaha might suit Mike down to the ground and I expect him to be back in the title hunt this year, how would you rate your 2021 and how your riders went?
Ben: “It wasn’t real special to be honest, I guess all I can really do is apologise to Jonesy, I just didn’t put the team around him that he needed to support him to win. Like I don’t have a problem with Jonesy, and I think he can win, I think he is good enough, but unfortunately I couldn’t create the environment that he needed and that was just the way it was. I can’t really change it and that’s about all I can really say there. I think the bike is good enough, I think he is good enough, I just didn’t quite give him the tools he needed, and that said, I know that I can give them to Bryan and he’ll be fine.”
DesmoSport Ducati in Darwin 2021 – Image RbMotoLens
Trev: DesmoSport Ducati has the official backing of Ducati Australia, whereas the Boost Mobile Ducati squad is essentially a well organised and prepared privateer outfit, without wanting to have this come across as some sort of put-down or insult, that they dominated so comprehensively must have grated a little?
Ben: “Yeah for sure, no one likes being beaten and I don’t really like being beaten by people on the same bike, but it just is what it is, I can’t change it. Wayne was good, their team was good. With a competitive mind and competitive background you have to almost take the negatives out of what they have achieved.
“You know where you’re at before you get there, and before you get there you pump your own tyres up, and think something is going to happen, because that’s just the way all of us people are wired up. And so when you talk about Wayne and how dominating he was, yeah he did good, but he also had things pan out really well for him, from a competitors point of view.
“Right now I’m not the only person who races against him that feels that way, and I’m not taking credit away from them, it was just the way you have to think, when you’re in the game. You turn up and you tell yourself that someone did so good because they just are so good and you’re buggered before you start.
“You have to be able to go in there and meet the champion in their armour and figure out what the chink in their armour is, and sort of look at yourself and what we could do to be better. I really look forward to seeing them go a full season distance, and I’ll be interested to see how that pans out, because you know in two years we’ve really only raced almost one full season.”
Ben Henry (right), co-owner of Desmosport Ducati, shaking hands with Craig McMartin, who runs the Boost Mobile Ducati Team
Trev: I certainly get that psychology aspect and it’s always something interesting, and interesting to hear your viewpoint, as despite you no longer being a rider, that running the team you still sort of having that mindset.
Have you been hard at work at your Cube Performance Centre working to find improvements to the V4 R this coming season? The Boost Mobile Ducati Team told me that they run essentially unopened engines in their V4 R machines, as in completely standard. Do you take the same approach or do you do your own engine blueprinting and optimisation in house, to the very limited extent permitted in ASBK of course?
Ben: “I haven’t been working on the engines, I’ve just been refining a lot of the small stuff around the bike to make it easier to work on and just a bit more streamlined really. There’s nothing too special about that engine.”
Trev: So you’ve basically got a standard Panigale V4 engine un-opened from factory?
Ben: “Basically yes”
Trev: The bike was certainly not short of power last season, Oli was nudging towards 310 km/h at The Bend. Interestingly I was talking to Josh Brookes about his struggles on the Ducati in BSB last season, and he said it basically came down to the team ordering new spec’ engines with more power at the beginning of the season, committing to that engine package and paying for it, only to find that no matter what the team tried they could not get the bike to hook up. And of course in BSB they don’t have any traction control, whereas here you do have that available to you, along with various other changeable electronic parameters not available to riders in BSB. Traction control systems are so advanced now that what was once really easy to pick by ear from trackside, is now pretty much imperceptible to onlookers. How much traction control were Oli and Mike using last season? And just how much did each rider ‘lean’ on it, so to speak.
Ben: “They use a lot, they have a lot of support those guys, and I think they must get really used to it, like I haven’t ridden a motorbike in a real long time, but I rode that bike the day after The Bend, and the electronics support – jeez it was good, and it was very very supportive, so I would say they are using it a lot. They’re leaning on it a fair bit, I reckon they don’t even realise it any more, as it’s that bloody smooth. I reckon that they might say, ‘Uh nah,’ but I think it is actually quite a lot.”
Ben is most definitely a hands on team boss, and a more than handy rider himself… Image RbMotoLens
Trev: Do you not download the data and see who is using more or where?
Ben: “They’ve got different maps and we can see it all, but the rider is still always still speaking about the same shit, if they have traction control or not, it’s still just talking about grip, it’ll never stop. You know, I reckon if we could give it to them with no traction control I reckon it wouldn’t last too many laps. It’d just about spit the tyre off I reckon. But anyway, I think they use a bit, quite a lot and I think there’s a lot more to come yet from the package yet that we’re using. I think Bryan is a bit old school, but I hope he can get his head around it really swiftly. I kind of expect he would have used something pretty good in MotoGP, so I dunno, and on the Kawasaki. But we’ll soon work it out.”
Trev: Thanks Ben, see you at Phillip Island next week where we can also, of course, catch up with Bryan, and get his thoughts about the bike after he gets down to business on it.
Ben: “I’m really looking forward to it, I’m also really nervous, so the anticipation is definitely building.”
Trev: Cheers mate.
Ben Henry seen here at work on the DesmoSport Ducati at the ASBK Phillip Island pre-season test in 2020, team co-owner Troy Bayliss working on the rear of the bike – Image by Rob Mott
F.B. Mondial was founded by Giuseppe Boselli in 1948 purely to make racing motorcycles. It succeeded brilliantly winning every race of the 1949, 1950 and 1951 125cc World Championships!
The early success resulted in public demand for road bikes so in late 1949 the company’s first production street bike was displayed, the 125 Turismo.
Designer Alfonso Drusiani made sure the bike’s appearance echoed that of the race bikes with a silver and blue paint scheme and a similar motor bottom end, although the barrel and head were very different.
In 1951 a 200cc model was released. It employed a similar blade front forks and plunger rear suspension to the 125 models which had expanded to include Sport and Super Sport versions, as well as the same style tank and bodywork.
F.B. Mondial 200E
The new motor used an enlarged version of the 125’s bottom end with the biggest changes (apart from the capacity) being the barrel and head. Two rounded protuberances on the head covers suggested that this was a DOHC design. However they were purely cosmetic and the motor was in fact a simple OHV design.
For 1953 the 200 received telescopic front forks and a swing arm rear suspension and was available in both Turismo and Sport versions.
1955 saw the 200 referred to as the Extra Lusso – a name Mondial used for their sport touring models. The bike seen here is a 1955 model. It had been restored in Italy prior the the current owner purchasing it but the white tank striping is an incorrect shape and should be confined to the rear of the tank only.
Output was 12 hp and top speed reached 110 km/h.
200 production ceased in 1957. However the following year a handful (perhaps only two) of prototypes were built of a 200 Comfort model. These were designed with the American market in mind but did not proceed to production.
The motors appear to be bored out 175 ST (which had entered production in ’57) units rather than the old 200 unit. That makes the original and unrestored bike I photographed a very rare bike indeed!
2022 Harley-Davidson Street Glide in Midnight Crimsom. (Harley-Davidson/)
The Harley-Davidson Grand American Touring lineup features some iconic long-range cruisers, and for 2022 one of the most popular, the Street Glide, returns with three new colorways. Riders will be able to choose either Vivid Black, Midnight Crimson, or White Sand Pearl. The starting MSRP for Vivid Black is $22,249. Price bumps up an additional $575 for the other two color options.
It’s been a while since we did a rundown of this long-standing streetbike model, particularly because in recent years it’s also been available as the Street Glide Special, which features a larger engine and higher-spec features.
2022 Harley-Davidson Street Glide in Vivid Black. (Harley-Davidson/)
The standard Street Glide packs a 1,745cc Milwaukee-Eight 107 V-twin capable of producing 93 hp at 5,020 rpm and 111 pound-feet of torque at 3,250 rpm. It utilizes a six-speed Cruise Drive transmission with assist and slip clutch, comes with 49mm Dual Bending Valve fork and lowered, adjustable rear suspension. The Reflex Linked Brembo braking kit hauls the 829-pound machine to a stop and a Boom! Box 4.3 infotainment system provides hands-free Bluetooth functionality allowing riders to easily access their tunes, calls, and navigation information.
The floorboards, low-seat height, and upright riding position make the Street Glide a phenomenal long-range bike, and integrated hard luggage make it easy to pack for a weekend away. The massive range of accessory add-ons mean riders can easily customize the Street Glide for more passenger comfort, better wind protection, and more sophisticated performance characteristics. One package that riders often select is the RDRS Safety Enhancements suite, which uses information gleaned from chassis, brake, and engine control systems to improve safety and stability in a variety of difficult riding scenarios.
2022 Harley-Davidson Street Glide in White Sand Pearl. (Harley-Davidson/)
2022 Harley-Davidson Street Glide Technical Specifications and Price
Price:
$22,249
Engine:
1,745cc, air-cooled V-twin; 8 valves
Bore x Stroke:
100.0 x 111.1mm
Compression Ratio:
10.0:1
Fuel Delivery:
Electronic Sequential Port Fuel Injection (ESPFI)
Clutch:
Wet, multiplate
Transmission/Final Drive:
6-speed/belt
Frame:
Mild steel tubular
Front Suspension:
49mm Dual Bending Valve fork; 4.6 in. travel
Rear Suspension:
Low, hand-adjustable; 2.1 in. travel
Front Brake:
4-piston calipers, dual 300mm floating discs
Rear Brake:
4-piston caliper, 300mm disc
Wheels, Front/Rear:
Enforcer II cast aluminum; 19 x 3.5 in./18 x 5.0 in.
What began as kind of a novelty seems to be turning into a Big Deal, so Harley is pumping more than half-a-million contingency dollars into the 2022 roadracing and flat track seasons. King o’ the Baggers kicks off with a double header on the high banks of Daytona March 10-12. AFT begins its season with the Volusia Half Mile double-header, March 10-11, at Volusia Speedway Park in Barberville, FL.
Harley-Davidson Press Release:
HARLEY-DAVIDSON ANNOUNCES CONTINGENCY PROGRAMS FOR 2022 RACE SEASON
More than $500,000 Available for Harley-Davidson Racers in American Flat Track and MotoAmerica Mission King of the Baggers Series
MILWAUKEE, WI (January 19, 2022) – Harley-Davidson is stepping up its support of flat track and road racing competitors for the 2022 season with cash contingency programs totaling more than $500,000 available for qualified racers.
In 2022, the Harley-Davidson Screamin’ Eagle factory racing team will defend its 2021 championship in the MotoAmerica Mission King of the Baggers road racing series with riders Kyle Wyman, the 2021 Mission King of the Baggers champion, and his brother Travis Wyman aboard race modified Harley-Davidson Road Glide Special motorcycles powered by modified Screamin’ Eagle Milwaukee-Eight 131 Performance Crate Engines. Kyle and Travis Wyman are sons of Kim Wyman, owner of Harv’s Harley-Davidson in Macedon, N.Y., and grew up around Harley-Davidson and flat track racing.
MotoAmerica Mission King of the Baggers Contingency
The MotoAmerica Mission King of the Baggers series for race-prepared, American V-Twin touring motorcycles equipped with a fairing/windscreen and saddlebags expands to seven races in 2022, each held in conjunction with the MotoAmerica Superbike Series. The series opens with a double header on the high banks of Daytona International Speedway in Daytona Beach, Fla., March 10-12. Harley-Davidson will offer a $110,000 cash contingency program for qualified Harley-Davidson racers competing in the Mission King of the Baggers series, with a contingency payout from first to 10th place and a $35,000 championship bonus. Terms and conditions apply; please see www.MotoAmerica.com for full details, eligibility requirements and deadlines.
Progressive American Flat Track Contingency
Harley-Davidson will offer contingency opportunities for racers competing in two classes on the 18-event 2022 Progressive American Flat Track series, the most prestigious and competitive form of dirt track motorcycle racing in the world. Harley-Davidson has committed $225,500 in contingency funds for qualified riders competing in the premiere SuperTwins class, and $195,500 for qualified riders competing in the AFT Production Twins presented by Vance & Hines class. Harley-Davidson contingency will pay first to 10th place in each class as well as a championship bonus – $20,000 for Production Twins and $50,000 for SuperTwins. The season opens with the Volusia Half Mile double-header, March 10-11, at Volusia Speedway Park in Barberville, Fla. Terms and conditions apply; please see American Flat Track for full details, eligibility requirements and deadlines.
There are 36 riders on the Entry List, with all allowed to take part in Free Practice and Qualifying. The British Championship governing body, the Motorcycle Circuit Racing Control Board (MCRCB) has imposed a limit of 32 riders who can take part in each BTC race. The age limit has also been raised to 13 for new competitors in 2022, and will be 14 for 2023.
The two-part series gives an in-depth look at the Frenchman’s journey to becoming a MotoGP™ World Champion
Immerse yourself in Fabio Quartararo’s journey to becoming MotoGP™ World Champion as the factory Yamaha rider became the first French rider to take the premier class title. In the two-part series, we follow the Yamaha rider from the beginning to the very end of the season, combining exclusive and previously unseen footage with comprehensive interviews with the man himself and the most important players in his orbit. And with unprecedented and intimate access to the day, the young Frenchman and his team celebrate their moment of triumph.
Fabio Quartararo: A Date With Destiny – Part 1
From his first race as a factory Yamaha rider in Qatar to making a splash in Portimao, it didn’t take long for Quartararo to settle into the groove as he launched his title bid.
Fabio Quartararo: A Date With Destiny – Part 1 20/12/2021
This two-part feature takes an in-depth look at the making of the 2021 World Champion; the first Frenchman to take the premier class title
Fabio Quartararo: A Date With Destiny – Part 2
With three rounds remaining, it’s match point weekend in Misano, but would underwhelming pre-race form keep the bubbly on ice?
Fabio Quartararo: A Date With Destiny – Part 2 20/12/2021
We follow the Yamaha rider with unprecedented and intimate access to the day the Frenchman and his team celebrate their moment of triumph
Every practice session, qualifying battle and race, exclusive interviews, historic races and so much more fantastic content: this is VideoPass!
The former Moto3™ Junior class will also share its new name and identity with the series as a whole. As per the FIM MotoGP™ World Championship, the FIM JuniorGP™ now takes its name from the most prominent competition (world level) within it, which is the Moto3™ category in the case of JuniorGP™. The Hawkers European Talent Cup and the Moto2™ European Championship, including the Superstock category, retain their denominations under the umbrella of the FIM JuniorGP™ World Championship.
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