I am really happy to be returning to Assen after its absence last year. It is a really unique layout, a high speed circuit with fast corners and quick changes of direction. I never got to ride the ‘real’ old Assen but the modified version is, for me, incredible. One of the nicest and most flowing circuits on the calendar. I have great memories there and the fact that there will be lots of fans is a huge bonus because Assen and the fans go together perfectly! I had some nice battles there in 2019 and I am looking forward to more this year. I hope we can capitalise on it being a good circuit for me and the bike. The target is to win but we need to work smartly and calmly to put us in the best possible shape to compete come the races #NLDWorldSBK
The likes of Ryan Hitchcock (Wilson Racing), fourth to start the season before a rockier ride, and Sullivan Mounsey (iForce Lloyd & Jones), who suffered a double DNF in Scotland, will be looking to fight back in the close battle for the top ten, top eight and top five as well, as will Jamie Lyons (C&M Motors Ltd/Tooltec Racing), with the battle near the front incredibly close.
Who are the stars of the lightweight class who could make a leap in performance in the second half of 2021?
Throughout the first half of 2021, some Moto3 ™ World Championship stars, ️like leader Pedro Acosta (Red Bull KTM Ajo), have shone more than others. Other riders have fought for respectable positions without achieving the expected result. Here, we look at 5 riders who, could build on the potential shown in races 1 to 9 and achieve the results their potential merits.
Jeremy Alcoba (9th, 58 points)
2021 for the Indonesian Racing Gresini Moto3 rider started with good results in qualifying: 4th and 3rd in the two rounds held at the Losail International Circuit, but in both races he was unable to cross the finish line, opening the season with two consecutive zeroes.
Once in Europe, he again qualified on the front row in Portimao, but could obtain only 2 points. If in the first 3 rounds he had proven to be competitive in qualifying, at the Red Bull Spanish GP he went through Q1 before Q2, where he recorded the second fastest time. Then his progress continued by taking the podium for the first time in 2021, a third place that renewed his confidence.
The following rounds in France, Italy, Barcelona, Sachsenring and Assen were full of ups and downs. At Le Mans he was out of the points. At Mugello he started from the second row but finished 15th, while at Montmeló he converted a strong qualifying to second place in the race. In Germany he starred in an epic comeback: starting 20th, he just missed out on the podium by finishing 4th. At the Dutch TT, Jeremy took the first pole of his career and finished the race in the Top 10.
Jeremy will visit several tracks he is unfamiliar with in the second half of the season. But he can aspire to get strong positions on circuits where he already achieved good results last year such as Misano, Aragón and Valencia. In addition, with the return to Portimao at the end of the year, the ’52’ will also have a new opportunity to climb to the highest step of the podium. Don’t rule it out!
FREE: Enjoy the full Acosta vs Foggia final lap fight 18/04/2021
Could the Italian stop the 16-year-old from making Grand Prix history in the Algarve?
Andrea Migno (10th, 58 points)
After nearly a full career spent racing KTMs, the move to the Rivacold Snipers Team Honda was much more natural than even Migno himself could imagine. At the second round in Qatar, after going through Q1, he set the sixth fastest time in qualifying and was about to get on the podium. In Portimao came the first pole of the year and the first podium, a third place that allowed him to occupy fifth place in the championship. Arriving in Jerez, he consolidated his pace with another front row and fourth place, and at the next round, at Le Mans, he managed another pole before struggling to 11th place in the rain. At this point he sat as high as third in the World Championship.
Arriving at his home race at Mugello charged with enthusiasm and determined to consolidate his consistency, Migno encountered his first major setback. A crash on the first lap did not allow him to finish his home race and a week later, in Catalunya, he suffered a fall, another zero and a significant setback in the World Championship.
Fifth place in Germany was an improvement, but he failed to back that up at Assen, where the Italian scored his third zero in 4 races, falling to 10th in the championship. With future visits to circuits such as the Red Bull Ring, Misano, Valencia and Austin, Migno can regain the necessary concentration by seeing the results he obtained on these tracks in the past. After a 5-week break, Andrea will return recharged as he seeks to regain the consistency that he showed in the first part of the season.
Izan Guevara (15th, 36 points)
The Gaviota GASGAS Aspar Team rookie has shown remarkable consistency in the first part of the season in his first year in the Moto3 ™ World Championship. In the first Grand Prix of the season he immediately secured a front row start and then finished the race in seventh place and less than a second behind the winner. The following week, back on the Losail track, the Spanish rookie did even better in the race by coming home sixth.
FREE: the last 5 minutes of Moto3™ in Valencia 17/11/2019
Are these riders the future of MotoGP™? Watch the last Moto3™ laps of 2019 as Sergio Garcia dueled with Artigas for victory in Valencia
The Portuguese roller coaster was a bit more complicated and the Mallorcan finished out of the points. In the next two rounds, at Jerez and Le Mans, he was out of the Top 10, setting the 11th and 14th fastest times in the race, adding even more points to his tally. The Mugello round was the toughest for him yet. After qualifying in 29th, he regained some positions in the race, but could not get past 17th. Determined to redeem himself in Catalunya, he was on course for a podium finish before he crashed out on the last lap. In the two rounds at the Sachsenring and the Dutch TT, the rookie was 10th and 12th, respectively, placing 15th overall in the World Championship.
The young Spanish rider will have to face new circuits such as the Circuit of the Americas in Austin and the Sepang International Circuit in Malaysia but, given the solidity he has shown in the first half of the season by consistently finishing in the points, he could be a constant presence in the Top 5 places. Without doubt, it would be an exciting preview of what could come in 2022.
Xavier Artigas (17th, 30 points)
15 riders fighting on an astonishing last lap! 06/06/2021
It was another royal rumble in the lightweight class at the Catalan GP. Catch the final few minutes of it here!
The 4 retirements and a race outside the points do not reflect the full potential of a rookie determined to stand out in the colors of Leopard Racing. The Spanish rider began his adventure in the lightweight class of the 2021 World Championship with three consecutive zeroes registered in the double of Losail and in Portimao, sometimes without having any responsibility. But at Jerez he recovered with an encouraging ninth place and then improved again at Le Mans, where he finished 7th.
At Mugello he stayed out of the points zone. Despite having recovered some positions in the race, the Spaniard was cut off in 16th place, and the following week in Catalonia he suffered his fourth retirement of the season. He then redeemed himself in Germany and Assen, where he achieved two ninth places and resumed his rise in the general classification.
Of course, the Catalan lacks experience and qualifying is still his weak point, but being in a team that has taken several riders to the world title in recent years, Artigas has what it takes to get himself into the leading positions. Will he get his first podium this year?
Deniz Öncü (20th, 25 points)
The young Turkish star’s second full season in the Moto3 ™ World Championship has on major highlight: his first podium finish at the Circuit de Barcelona-Catalunya. Logically, the Red Bull KTM Tech3 rider’s hope is to conquer many more in the future.
After being left out of Q2 only in the first two Grand Prix of the season, in Qatar, the ’53’ has a seventh best qualifying time in Portimao as the best result in ‘qualifying’ and in the race we have seen him often fighting for top positions. He has sometimes been penalised him for a lack of experience and other times for bad luck, but the young Turk has shown that he knows how to fight with the fastest.
Last year at the Red Bull Ring, he was on his way to a breakthrough result when he crashed out. In 2021 there will be two rounds on the Austrian track and Öncü could give us a pleasant surprise after a key summer break for everyone. To find out what these 5 drivers – and the rest of the light class grid – will be capable of, we will have to wait for them to return to action. That makes the Michelin® Grand Prix of Styria from the 5th to 8th of August a must-watch.
Every practice session, qualifying battle and race, exclusive interviews, historic races and so much more fantastic content: this is VideoPass!
Visually though, in 2021, Ducati’s GP21 isn’t too dissimilar to their 2020 bike. The ‘salad box’ at the back of the bike, which houses a mass damper, has changed shape slightly. In addition, the Bologna factory have brought some new aero to the table at the bottom of the side fairings, which is thought to have been a creation to explore the possibility of ground effect in MotoGP™, to help turn the bike.
Riders who use the Snap Send Solve app that helps Australian authorities identify and fix road hazards that pose a danger to vulnerable road users such as motorcyclists could win a $50 incentive prize.
Up to ten $50 gift cards are drawn each month from users who refer friends and family to the app.
You can enter after submitting or rating a report or by clicking ‘Refer Friends’ in the ‘More’ section of the app.vAnd you can enter as many times as you like.
Snap Send Solve will contact winners when monthly prizes are drawn.
The app requires riders to take a photo of the road hazard and send it to the app which passes it on the authorities.
Of course, riders could also report directly to authorities, but it is often unclear which jurisdiction is responsible for the problem as roads divided among all the three levels of governments in Australia.
The app is basically a one-stop shop for reporting hazards.
Riders are three times more likely to be involved in crashes caused by potholes and poor road surfaces than any other vehicle type according to a British Automobile Association survey.
It found that while potholes cause damage to cars, they are a far greater injury threat to riders.
They say riders swerving to avoid potholes can also cause crashes.
Triumph Motorcycles has this week announced they will build and race enduro and motocross motorcycles with the help of five-time American Rider of the Year Ricky Carmichael (pictured above).
The official press release didn’t supply many details and it is unknown whether they will be produced in India or Thailand where most of their motorcycles are now made.
However, the British company did say it would return to dirt racing at the “top-tier” level.
The company also announced that Ricky will be joined by five-time Enduro World Champion Iván Cervantes to test and prepare the bikes for racing.
But they didn’t say whether they would race them and when the bikes or their racing prototypes would be available.
We suspect the bikes will be raced and tested before production versions are ready for the market.
They did the same thing with the 765cc Moto2 engine which has moved into their road bikes.
Ricky also doesn’t give away any clues, just stating that he will “be a part of the development and release of Triumph’s off-road motorcycles”.
Likewise, Ian simply says he “cannot wait to see the bikes competing at a world level”.
Whoever does race them, it will no doubt kick start a PR campaign based around the racing endeavours of Hollywood legend and Triumph fan Steve McQueen.
He raced Triumphs in the USA and represented his country in the 1964 International Six-Day Enduro Trials in Europe and was also famously depicted in The Great Escape jumping a TR6 over a barbed-wire fence to escape the Nazis.
No doubt the new-age Triumph dirt bikes will be a lot lighter than the heavy TR6 and other models used in dirt racing more than half a decade ago.
Company boss Nick Bloor says they are “100% committed to making a long-lasting impact in this highly competitive and demanding world”.
Buffalo County, Wisconsin, is a hidden gem for motorcyclists. Located in the northwest part of the state, its southern border is the Mississippi River, which is the dividing line between Wisconsin and Minnesota. This is rural farm country, and the entire county has only one traffic light.
Buffalo County boasts dozens of fantastic motorcycling roads that twist along river banks, climb steep bluffs, dive into coulees and steep ravines, and cling to the edges of sandstone ridges. Numerous creeks and small rivers flow through the Waumandee Valley on their way to join the Mississippi, and they influence the shape and slope of these roads.
The best starting point is the town of Mondovi, located in the northeastern corner of Buffalo County. A quick fuel and food stop is recommended, as gasoline stations, restaurants, and other amenities are sparse as you head south. After a bite at McT’s Diner we follow County Roads (CR) H and ZZ south to a hook up with State Highway 88 at the Buffalo River.
Known as “Black Lightning,” Highway 88 has approximately 130 corners and curves in 40 miles as it runs from Gilmanton to the Mississippi River, making it one of Wisconsin’s highest-rated biker roads. It gives riders — and their brakes — a real workout as they ride the ridges and slash through a sandstone cut north of Praag.
At CR U, we head east until we reach CR C at a crossroads just north of the village of Montana. CR C dishes up a variety of steep climbs and hairpin curves as we work our way south along Swinns Valley Creek, on our way to State Highway 95 just west of Arcadia. A short jog going west on 95 takes us to CR E, which heads northeast through Pansy Pass and Glencoe to Waumandee. CR E east of Waumandee has such steep hills that many homeowners have large angled mirrors mounted on posts at the foot of their driveways to help provide a view of any hidden oncoming traffic.
The village of Waumandee — Chippewa for “clear and sparkling water” — is worth a stop. It dates back to the 1850s, and Waumandee House, which was built in 1879, is still an active inn and restaurant. Every September the village hosts the Waumandee Hillclimb, a unique event for sports car enthusiasts. A two-mile stretch of Blank Hill Road west of Highway 88 is closed for a day of timed runs up an 18-turn hillclimb road course.
Crossing Highway 88 we take a shot at Blank Hill Road, which is as challenging as advertised. Take care along the section of road that clings to the side of a cliff and has no guardrail. At CR N, we head north along Alma Ridge, which has some white-knuckle descents on its way to the Buffalo River at State Highway 37. A short jog up Highway 37 takes us to Highway KK on the west side of the Buffalo River.
Want a taste of riding the Isle of Man TT? Much like the famed road circuit, the CR KK south of Modena has climbs and descents chiseled into the sides of ridges with few guardrails, testing our binders and our nerves as we plunge down to CR D.
CR D winds west through rolling farm country to its junction with State Highway 35, which is known as the Great River Road and hugs the northern shore of the Mississippi. Overlooking the river, the town of Nelson has several recommended dining stops. On the day of our visit, J & J Barbeque and Nelson Creamery are overwhelmed with two-wheeled customers. We find an empty table at Beth’s Twin Bluff Café, and enjoy the best lemon pie we’ve ever tasted.
We headed north on State Highway 25 along the eastern edge of the Tiffany Bottoms Natural Area. At the village of Misha Mokwa, we turn east onto CR KK and complete the circle at the junction with CR D. Twists and turns command our full attention on our way to the village of Modena. Visit the general store in Modena to see two large motorcycle sculptures made from scrap metal, and pick up some cheese curds for a snack. We continue east on D until it dead-ends at Highway 37, then we follow the Buffalo River north and return to Mondovi.
The roads on this 110-mile loop are challenging, but most of the pavement is in good condition (be mindful of gravel in some corners). Part of what makes Buffalo County a great riding destination is the traffic — except for Highway 35, there is none! On a full day of weekend riding we encountered two tractors, two pickups, seven motorcycles, and one corn picker, which was blocking a narrow farm road. The only thing missing for a perfect riding weekend is a motorcycle class at the Waumandee Hillclimb so we can clock our time going up Blank Hill Road!
Harley-Davidson has launched an online portal for buying or selling pre-owned Harley-Davidson motorcycles. The H-D1 Marketplace will help customers look for used motorcycles across Harley-Davidson’s U.S. dealer network. Harley owners looking to sell their bikes can also use the Marketplace to connect with dealers willing to buy.
Essentially, H-D1 Marketplace becomes a broker for pre-owned Harley-Davidson motorcycles, taking advantage of the company’s extensive dealer network as well as H-D Financial Services. During Harley-Davidson’s second quarter 2021 presentation, Jochen Zeitz, president and chief executive officer, said that 100% of all qualified dealers in the U.S. have signed on to the H-D1 Marketplace.
Begin Press Release
HARLEY-DAVIDSON LAUNCHES H-D1 MARKETPLACE
The Ultimate Destination for Pre-Owned Harley-Davidson Motorcycles in North America
Today we are launching H-D1 Marketplace on H-D.com.
H-D1 Marketplace will provide consumers with the most comprehensive opportunity to search, experience, sell and purchase pre-owned Harley-Davidson motorcycles across North America. Backed by the strength and scale of our dealer network and enhanced by the Harley-Davidson Certified program for extra peace of mind, H-D1 Marketplace will facilitate a seamless purchase experience for customers looking for that special pre-owned Harley-Davidson.
“The launch of H-D1 Marketplace is the first step towards our ambitious transformation of H-D.com into the leading online destination for everything Harley-Davidson,” said Jochen Zeitz, Chairman, President and CEO, Harley-Davidson. “We want our online presence to connect and support our H-D network – from enhanced online experiences, unique community engagement, to exclusive content and learning. The H-D1 Marketplace platform will connect our customers, community and our strong dealer network, with the goal to become the largest marketplace for pre-owned Harley-Davidson motorcycles in the United States.”
Launching first in USA, H-D1 Marketplace will start with the entire selection of pre-owned Harley-Davidson motorcycles from our participating dealer network, that will be available for our customers to browse and customize online. Powered by H-D Financial Services, customers will have access to innovative, industry-leading financing solutions, to make purchasing even easier. Through the ‘Sell My Bike’ feature, customers will also be able to sell their motorcycles directly into the Harley-Davidson dealer network.
Customer experience is a key element of the Hardwire Strategic Plan, designed to enhance our position as the most desirable motorcycle brand in the world. The Hardwire puts customers at the forefront of our products, experiences and investments. Our goal is to seamlessly engage with customers, creating a meaningful, unique and personalized experience with Harley-Davidson, every day.
H-D1 Marketplace also fulfills our Hardwire objective to include riders of pre-owned Harley-Davidson’s as an important part of the H-D customer base, recognizing their unique perspectives and contributions to the brand.
To experience and learn more about H-D1 Marketplace, visit www.H-D.com.
Yes, this is a review of the 2021 Triumph Speed Triple 1200 RS, the legendary streetfighter from Hinckley that has been completely redesigned. More power, less weight, all the must-haves – you get the idea. For me, testing the Speed Triple was personal. But before I get into it, you should know the backstory.
London, England, 1998. I can still fit everything I own into the trunk of a hatchback, and for the first time in my short life, I’m earning more money than I’m spending. When my employer relocates me to a new office in the financial district, my commute becomes a 45-minute crush on the Tube. With a modest pot of cash building in the bank, I decide now is the time to buy my first proper motorcycle. Lane splitting in Britain is legal, and I plan to join the multitude of well-healed professionals commuting through the traffic and into the city each morning.
It’s the same year Triumph gives its naked hooligan, the Speed Triple, an aggressive redesign. Introduced in 1994, the Speed Triple had already left its mark. The new styling for ’98 includes wider, higher bars and distinct double headlights under a minimal flyscreen, a design that Tom Cruise will come to immortalize in Mission Impossible II.
The engine is now the 955cc Triple from the Daytona, producing a whopping 130 horsepower. I visit the Triumph dealership in Vauxhall so often the sales staff make fun of me and pretend to close the shop, telling me, “turn off the lights when your done sitting on it.” The Speed Triple’s price tag is hanging from the handlebar: £7,999 (around $13,000), which is about ten times more than I’ve ever spent on anything.
Alas, saving for my first proper bike is competing with the fiscal demands of London’s nightlife, and ultimately, I scale down my plans. The Kawasaki Ninja ZX-6R I buy leaves £2,500 for some decent gear, but as much as I love the Ninja, I lament the hooligan and tell myself there will always be a next time.
Fast forward to 2005. London is history, as is the Ninja. New York is now my home and the center of the universe. Business is going well, but occasional rental rides are not cutting the mustard from a thrill perspective. As if in answer to my thoughts, Triumph releases the fourth generation of the Speed Triple, with a larger 1,050cc inline-Triple and a new chassis. But it’s the massive dual underseat pipes, which help expose the single-sided swingarm, that catch my eye.
I head down to the Triumph dealer in SoHo and climb aboard. It’s bigger than I remember, and meaner looking. I decide, right there and then, I’m going to buy it. But a test ride is “out of the question” until I get a New York driver’s license, as is insuring any bike I buy. I book the test, but somewhere along the way, a petite Italian also catches my eye, and suddenly I have a shared bank account and an eye-watering mortgage. My new fiancé doesn’t think a new motorcycle is a priority right now.
Time marches on. With each generation, the Speed Triple gets better and better. And with each passing year, it seems farther out of reach.
Now it’s 2021, and I’ve been living in Los Angeles for a few years. A few weeks after starting my new job at Rider, our EIC says he needs me to test the new Speed Triple 1200 RS. And just like that, I’m holding the keys – a keyless fob, actually – to a machine I’ve coveted for years.
Revised from the ground up, the new Speed Triple certainly looks the part. The underseat pipes are gone, replaced with a superbike-style can, but the fox-eye headlights, which replaced the iconic round ones in 2011, are as menacing as ever. It feels more compact than I remember, with a narrower seat and gas tank. Our test bike’s color scheme is the Matte Silver Ice option. Sapphire Black is also available and both colors are understated, flying in the face of its many candy-colored rivals or even the garish colors offered on Speed Triples in the past, like Nuclear Red and Roulette Green. But it’s no sleeper. Huge Brembo brake calipers and Öhlins suspension are clear indicators of the power they’re tasked with harnessing.
Triumph completely redesigned the Speed Triple’s engine, starting with an increase in displacement (1,160cc, up from 1,050) and a race-bred oversquare piston configuration. A bigger bore and a shorter stroke result in a higher redline, now 11,150 rpm. A new ignition system with twin-tip spark plugs improves combustion, and a new air intake and free-flowing exhaust system help squeeze every available horse from the Hinkley hooligan. On Jett Tuning’s rear-wheel dyno, the Speed Triple grunted out 165.5 horsepower at 10,800 rpm and 87 lb-ft of torque at 8,500 rpm, figures that are much higher than the previous model.
Triumph’s engineers must have been busy because, despite the performance gains, the new engine weighs 15 pounds less than before and is Euro 5 compliant. Lighter moving parts have significantly reduced engine inertia, promising a very revvy engine. A lighter slip/assist clutch assembly has fewer plates but more friction per plate, and it’s linked to a new stacked 6-speed gearbox with an up/down quickshifter. An all-new cast-aluminum chassis is both stronger and lighter, further cutting the Speed Triple’s curb weight down to just 437 pounds.
Compared to the Speed Triple R we tested back in 2012, the 2021 RS makes 40 more horsepower and weighs 40 pounds less. Take a moment and let that sink in.
The only Speed Triple 1200 available for 2021 is the RS model, and with that designation comes premium equipment. Fully adjustable Öhlins suspension includes an NIX30 inverted fork and a TTX36 twin-tube rear shock. Braking at the front wheel is supplied by twin Brembo Stylema radial monoblock 4-piston calipers clamping 320mm discs, and at the rear, a single Brembo 2-piston caliper. Tires are grippy Metzeler Racetec RR tires with just a hint of rain sipes.
Brembo Stylema calipers, coupled with Metzler Racetec RR tires make for truly impressive stopping power.
After getting acquainted, I start to get a feel for the Speed Triple’s handling as I make my way out of the city. The ride is firm, as is the seat; not a stone, but not plush either. The quickshifter works beautifully, especially at the higher rev ranges, but I can’t find neutral to save my life. By the time I reach the back roads I feel acquainted enough to really open up the throttle as I exit a familiar, sweeping corner. Thump-in-the-chest acceleration follows as the engine spins up almost instantly. I know this road intimately, but suddenly it feels shorter and I’m up to the next corner before I know it. With a firm, progressive pull on the brake lever, the stopping power from the Stylema calipers feels like I just launched a parachute. I lose my flow through the corner because now I’m too slow.
A few miles later and I’m coming to grips with it. The Triumph is in Road mode and I see no reason to change that. The body position is spot-on for a naked, the sporty side of neutral, and despite the firm seat and significant bend at my knee, I’m not uncomfortable. The bars are wide but steering inputs are precise. Triumph has moved the footrests inboard slightly, and when I get confident enough to test the sticky Racetecs, I find plenty of grip and ground clearance.
Now that my brain is properly calibrated, I come to appreciate the phenomenal brakes. I can be heavy on the rear with no issues, and the front brakes are immediate without being snappy. There is barely a whiff of dive in the fork. Our test bike came straight from a track test, and the suspension was carved-from-granite stiff. We turned the clickers on the Öhlins NIX30 to remove nearly all of the compression and rebound damping, and the ride was much improved. Taut and responsive, though as a 160-pound rider I’d like to go softer still.
The Speed Triple is a breeze to ride, despite the race-bred engine. The performance is staggering, but not unwieldy. Thanks to the abundant torque it’s happy to tootle about in the higher gears. Throttle response is sharp but manageable, and when I’m a little heavy-handed, wheelie control kicks in and levels things out (you can turn it off and wheelie away if that’s your thing). The bike feels smaller than it is, and is eminently flickable, darting into corners on demand with eye-popping acceleration on exit. Sometimes the firm ride can be unsettling on less-than-perfect roads, but through a smooth series of corners it’s like magic.
The cockpit is nicely understated, and the dash is clear and readable in bright daylight and in the dark. Snazzy graphics add a bit of flare.
Triumph applied its standard minimalist approach to the cockpit. A low-reflection, 5-inch TFT display defaults to a view of the tach, gear position, and speed, and snazzy dash graphics rotate the default screen to the side when you access the menu. A new six-axis IMU sensor empowers a full suite of electronic rider aids, including multi-mode cornering ABS and traction control. There are five riding modes: Rain (power is restricted to 99 horsepower), Road, Sport, Track, and Custom. On the street, the Speed Triple is more than saucy enough in Road mode. All-round LED lights, backlit switchgear, keyless ignition, and cruise control are standard.
The Triumph Speed Triple 1200 RS exceeded my expectations. As I rode it more and more, I adapted to it, and I’d like to think it adapted to me. We got to know each other. I grew more confident in its handling and braking capabilities, which allowed me to explore more of its performance envelope. The mighty Triple rewarded me with one of the most thrilling riding experiences of my life. They say you should never meet your heroes, but in this case, there was no letdown. I still love the Speed Triple. And yes, it was worth the wait.