Honda’s versatile 471 cc parallel-twin 500 platform receives some significant upgrades for model year 2022 and will arrive in Australia later this year, the last quarter of 2021.
Honda CBR500R
The pricing for the updated range will be announced closer to the release date and while in recent COVID times the prices of the CB500F, CB500X and CBR500R have crept up a little, as of now they are still all well under the 10k mark, and we hope they continue to stay under that marker.
Honda CB500X
We are big fans of the 500 Honda models, the sporty looking CBR500R, stylish CB500F naked and practical CB500X are all great motorcycles, but for us older blokes the practicality and ergonomics of the CB500X make it the stand out of the range. It is a ripper of a do-it-all motorcycle that is far more enjoyable than the uninitiated would expect.
CB500X has always been our pick of the litter
In some ways we also prefer the 500 twins over the comparable four-cylinder 650 cc offerings in the Honda range. The 650s really feel nobbled to meet the Australian LAMS registration scheme for new riders, thus they can feel a bit unnatural, while in contrast the little parallel twins work their hearts out and provide a more rewarding ride as a result as their power delivery feels more fluid.
In LAMS form we much prefer the 471 cc parallel twin of the 500 series over the artificially constrained 650 cc four-cylinder models
For 2022 the 500 models score 41 mm Showa big-piston inverted forks (SFF-BP) to raise their suspension credentials while the rear shock has a new spring rate and damping settings to match the new forks and offers five-stage pre-load adjustment.
Showa 41mm Separate Function Fork Big Piston (SFF-BP) inverted forks
Brakes also go up in spec’ with the single 320 mm rotor now replaced by a pair of 296 mm discs and radial-mount Nissin two-piston calipers.
The single 320mm and two-piston caliper front brake from the previous model has been replaced by dual 296mm discs and Nissin radial-mount, two-piston calipers.
Honda claim this means there is now effort required through the lever which is a change that will be most appreciated.
Less effort at the braking lever will be appreciated when pressing on
CBR500R and CB500F chassis geometry has been changed to a more forward weight bias for sportier handling response. All three models score stiffer new swing-arms.
A more forward weight bias should result in sharper cornering performance
But of course in the youth focussed learner market looks can be everything, and here Honda have also gone to work and updated the styling of the range.
Honda CB500XHonda CBR500RHonda CB500F
It is unclear as yet as to whether Honda’s very popular CMX500 learner legal cruiser will also score any significant updates for 2022.
Honda CBR500R
We look forward to experiencing the new chassis and braking package on the CBR500R, CB500F and CB500X when the machines arrive late this year. We are big fans of the current models so I am sure they will not disappoint.
Benelli have re-introduced their 600 cc LAMS offering, the naked TNT 600i, which has been missing from the line-up for a number of years. It had previously been called the BN 600S and offers an updated four-cylinder option in a category dominated by parallel twins.
Benelli TNT 600i LAMS
The TNT 600i features the Benelli in-line four-cylinder engine, with liquid-cooling and DOHC. Maximum engine power is 54 hp (44 kW) at 11,170 RPM, with maximum torque of 51 Nm at 10,500 rpm. It has wet sump lubrication, wet multi-plate clutch, and a six speed gearbox with final chain drive.
Benelli TNT 600i LAMS
The ABS braking system boasts dual 320 mm diameter semi-floating rotors at the front with radial four-piston callipers.
Benelli TNT 600i LAMS
The alloy 17-inch rims are fitted with 120/70 and 180/55 rubber, in keeping with the full size bike theme. Sharp lines characterise the new Tornado Naked TNT 600i, enhanced by an LED headlight and colour TFT dash.
A TFT dash is an eye catching feature
The exposed chassis consists of a steel trellis main frame, accompanied by sturdy aluminium plates in the swingarm pivot area, to guarantee rigidity and stability.
The Benelli TNT 600i LAMS funs a monoshock with preload adjustability
The TNT 600i also runs 50 mm USD forks, alloy swingarm and adjustable monoshock with spring preload.
The Benelli TNT 600i runs undertail dual exhausts
The TNT 600i is expected to arrive in Australia & New Zealand in early September in either Alpine White or Midnight Black, and is set to be competitively priced with a two-year unlimited kilometre warranty, including two-years of premium road-side assist.
Kawasaki have a range of motorcycles designed specifically for use on the farm. The KLX150BF SE is also a viable option for a new rider thanks to LAMS compliance, while the Stockman 250 is primarily for working properties.
2021 Kawasaki Stockman 250
The Stockman 250 is the utilitarian of the pair, being non-road registerable, so for use on private property only, featuring a 250 cc air-cooled four-stroke engine that is a no fuss, reliable powerplant.
2021 Kawasaki Stockman 250
Making the Stockman 250 particularly ready for farm and work duties is the standard inclusion of a front rack, ideal for strapping down items. Hand guards protect the levers and riders digits.
2021 Kawasaki Stockman 250
On the rear of the Stockman is a larger rear rack rated to carry a fairly hefty 20 kg of load. Providing further protection to the bike is a set of engine guards, ensuring the rugged machine can easily deal with the rigours of farm life and doesn’t need to be babied.
2021 Kawasaki Stockman 250
Dual side stands also offer the flexibility to leave the bike almost anywhere easily. A nine-litre fuel tank and great fuel effeciency offering a generous range.
2021 Kawasaki Stockman 250
The Stockman 250 runs a stainless steel exhaust, LCD display, disc brakes, a 21-inch front and 18-inch rear with knobby tyres and comes with a toolkit mounted opposite the exhaust.
2021 Kawasaki Stockman 250
Forks are 36 mm telescopic units, and the rear shock offers stepless spring preload and 18-way rebound adjustment.
2021 Kawasaki Stockman 250
The Stockman 250 weighs 133 kg all up with an 830 mm seat height and comes in Lime Green with a 12-month warranty. It’s available for $6,299 RRP plus delivery and associated costs.
2021 Kawasaki KLX150BF SE
In comparison the 2021 Kawasaki KLX150BF SE offers a road registerable, LAMS compliant machine, with a higher-spec despite running a smaller capacity 144 cc air-cooled single-cylinder engine.
2021 Kawasaki KLX1250BF SE
The KLX150 BF runs full size 21 and 18-inch front and rear wheels respectively, alongside petal disc brakes. Lightweight aluminium rims are used with a black alumite finish.
Inverted 35 mm forks allow for 175 mm of travel and are gold finished, while a gas charged rear shock allows for five preload levels and offers 192 mm of travel.
2021 Kawasaki KLX1250BF SE
The dash is a simple analogue design, with a halogen headlight, Fat bar handlebars and MX style throttle grips. The ‘bars are also rubber mounted to minimise vibrations, with separate upper triple clamp and handlebar clamps allowing for different ‘bar fitment.
A flat seat design makes for easy movement on the bike, but the height is taller at 870 mm, while simple single-mount handguards are fitted, as well as engine and frame guards.
The KLX150BF runs a 6.9 L fuel tank, which with the bikes meagre fuel use, should offer a significant range and is covered by a 24-month unlimited kilometre warranty.
2021 Kawasaki KLX1250BF SE
The bike weighs in at 118 kg fully fueled at the kerb, in Neon Green/Ebony and makes for an ideal option for those after a LAMS machine for a new rider. Priced at $4,399 plus on road costs, in Sydney that equates to $5,255 ride-away, making for an easy entry point into registered riding.
Sportsbike sales have been on the wane for a long time now. No longer do riders need to be on a relatively uncomfortable, 170 km/h in first gear sportsbike, to get good power, suspension and brakes.
Now when I was a boy….
20 years ago we favoured Fireblades, GSX-Rs or the like to get great suspension and stoppers. Today’s nakeds run almost sportsbike geometry but combine that with fairly comfortable ergonomics, while adventure bikes now boast more power and torque than yesterday’s superbikes and ride on today’s top shelf suspension and braking systems.
I would also argue that on most twisty public back roads that don’t have perfect billiard table tarmac the likes of today’s GS, Multistrada V4 or KTM 1290 Adventure machines would hand all but the most committed sportsbike riders their arse when conditions are not absolutely perfect.
Pose value versus performance
It also seems that a lot of today’s youth market favour pose value over performance, a bit like the cruiser market has always been.
Or has this always been the case?
I know it certainly never was for me, it was only later in life that I first bought a bike primarily on looks and that was the first model Fireblade SP, but it is not as if that didn’t have enough performance to go with it.
‘Road Safety’
Today’s inane focus on speed as the be all and end all of road safety has led to massive penalties. The risk of your pride and joy being crushed by authorities is a particularly draconian tool in their armoury for their war on speed.
This certainly has an affect on the appeal of pure sportsbikes on the street.
You would think ‘road safety’ would pertain to making our roads safe. To me that would mean better road surfaces and the removal of roadside obstacles that are waiting to kill or maim us if we do end up sliding down the road. But no, instead we get wire rope barriers and ever reducing speed limits. And they call that ‘road safety’…
Has Superbike racing killed the category of motorcycles it originally aimed to promote?
Rising prices have also played their part as manufacturers produce their machines to a recipe dictated by Superbike racing rules. Most Superbike race series limit the modifications allowed on the machines in the aim of achieving some sort of artificial parity in competition.
This has led to higher and higher specification base machines and limited-edition specials that address one or two components inside the engine that the machine requires to be competitive in racing. Components that due to racing rules tuners are not allowed to change when preparing a machine for competition.
Does this mean that Superbike racing has effectively been killing the sales of the sportsbikes it was first introduced to promote?
Does Yamaha have the answer with the new R7
What got me thinking on the state of the sportsbike market was the overnight release of Yamaha’s new R7.
This new R7 is nothing like that limited-edition competition based R7 raced 20 years ago by the likes of Noriyuki Haga and Colin Edwards, when World Superbike rules dictated a capacity limit of 750 cc for four-cylinder motorcycles.
The 1999 Yamaha YZF-R7 was really special but ultimately failed in its quest to conquer World Superbike as the rules of the time favoured twin-cylinder motorcycles. Ducati’s 996 was effectively made for the rules and many would say the rules were written for Ducati. This forced Honda to then produce their own V-Twin and it was Honda that eventually broke the Ducati stranglehold on World Superbike with the twin-cylinder VTR-SP series.
We believe only two or three of the 500 YZF-R7 motorcycles produced made it to Australia and they had a price tag of around $50,000. Add the full race kit and you could easily be spending north of 150k, and this was back in 2000…Then in 2003 World Superbike rules allowed four-cylinder motorcycles to displace up to 1000 cc, which effectively killed the 750 cc sportsbike overnight.
The new R7 is nothing like the old R7
2022 Yamaha YZF-R7
The new R7 is not designed to be anything like the original R7. That bike was designed to conquer the racetrack, the new R7 is designed to conquer the sales charts and put bikes on the road.
Here in December from 14k ride away
To that end Australia will receive two versions of the R7, a learner legal 655 cc model designed specifically to meet Australia’s unique LAMS registration scheme, alongside another R7, dubbed the HO in Australia, that is equipped with the same 689 cc engine that the rest of the world receives.
655 in LAMS or 689 cc in HO guise, parallel twin
This engine is a proven package that has seen duty in the MT-07 and Tenere. In MT-07 guise the 689 cc parallel-twin makes just under 75 horsepower at 9000 rpm and 68 Nm at 6500 rpm. In the 655 cc LAMS configuration it makes 52 horsepower at 8000 rpm and 58 Nm of torque at a low 4000 rpm. No official power figures have yet been released for the new YZF-R7 but we are led to believe they are the same as the current MT-07, which for model year 2021 gained Euro5 certification. We do know that the R7 will run different gearing and use a slip-assist clutch while a quick-shifter will be an optional accessory.
Around 75 horsepower is expected in HO guise and 52 horsepower in LAMS
It is safe to say that the new YZF-R7 will be a huge winner in the learner segment. It looks great, and that LAMS specification engine punches better than the spec’ sheet suggests. It will be a rewarding ride down a twisty back road I have no doubt.
2022 Yamaha YZF-R7
The R7 should make an ideal and affordable stepping stone up from the hugely successful YZF-R3 and be responsible for many riders continuing their riding in a sports styled package rather than opting for a naked. Which could then keep them on sportsbikes for many years to come, thus my belief that the new R7 could, eventually, help revitalise the entire sportsbike market.
2022 Yamaha YZF-R7
The suspension is not superbike spec’, it doesn’t need to be. The chassis looks capable enough with fully-adjustable KYB inverted forks and preload/rebound adjustable shock.
Fully-adjustable KYB inverted forks
At 188 kg with a full 13-litre fuel tank the R7 should seem spritely enough for plenty of fun and Yamaha claims its flanks are the slimmest in their supersport line-up, including the R3.
2022 Yamaha YZF-R7
Chassis geometry is more sports focussed than anything else this engine has been used in with a more rigid steel frame along with a braced swingarm pivot for more sporting potential.
2022 Yamaha YZF-R7
And of course clip-on bars combine with a sporty riding position and modern TFT instrumentation. Weight bias is 51/49 front to rear.
2022 Yamaha YZF-R7
Stoppers have also been upgraded from the MT-07 with the new R7 being the first Yamaha model to feature a radial Brembo master-cylinder pushing fluid through to the four-piston calipers which clamp 298 mm disc rotors.
2022 Yamaha YZF-R7
Plenty of the promotional images feature bikes at the track with mirrors removed which means Yamaha are really pitching to the sporting angle. Could we see an R7 based race series alongside the likes of the curent R3 Cup that is raced here in Australia? Racing is in Yamaha Australia’s DNA perhaps more than any other country that Yamaha operates in, thus if it is to happen, one of the most likely places for such a series could be right here.
2022 Yamaha YZF-R7
The new R7 is schedule to arrive in Australia this December and will be priced at $13,999 ride away for the LAMS variant while the full power version will retail for $14,999 ride away.
2022 Yamaha YZF-R7
I think, and hope, it will be a roaring success that potentially revitalises the sportsbike market. Well played Yamaha.
2022 Yamaha YZF-R7
2022 Yamaha YZF-R7 Specifications
Engine type
Liquid-cooled, 4-stroke, DOHC inline twin-cylinder; 4-valves per cylinder
Displacement
LA: 655cc / HO: 689cc
Bore x stroke
LA: 78.0 mm x 68.6 mm / HO: 80.0 mm x 68.6 mm
Compression ratio
11.5 : 1
Fuel delivery
Fuel Injection
Starter system
Electric
Transmission system
Constant mesh six-speed w/ A&S clutch
Final Transmission
Chain
Frame
High tensile steel Deltabox
Front suspension
KYB 41 mm USD forks, preload, rebound and compression adjustable; 130mm travel
Rear suspension
Linked monoshock, preload and rebound adjustable; 130mm travel
Front brake
Dual 298 mm rotors, radial four-piston calipers, Brembo radial master-cylinder
The latest version of CFMOTO’s learner legal 650GT has now arrived in Australia in two colour options for 2021, Nebula White and Midnight Black, priced at just $8,490 ride-away.
2021 CFMoto 650GT – Midnight Black
The 650GT shares the same 180-degree free-revving powerplant as the NK naked models and the 650MT, producing 41.5 kW (55.7 hp) at 9500 rpm and 62 Nm at 7000 rpm and fed by Bosch fuel injection. Thanks to a gear-driven counterbalancer, the 650GT is vibe-free all the way up to the 10,500 rpm rev limiter.
In keeping the GT (Gran Turismo or grand touring) virtues, the machine has protective bodywork, a spacious cockpit, 19-litre fuel tank (for a range of well over 300 km), power sockets (12V and USB) and an adjustable screen (which allows for 50 mm of movement), while there’s a dual-mode TFT dash and optional 32-litre hard panniers.
2021 CFMoto 650GT – Midnight Black
The 650GT’s curves and distinctive headlight design are from KISKA, the same European-based styling house used by KTM, while other componentry includes KYB suspension, a tubular steel frame, six-speed transmission, chain final drive and cast-alloy wheels with quality Metzeler Roadtec rubber.
The 650GT’s dry weight is 213 kg, while stopping power comes courtesy of Spanish J.Juan calipers integrated with twin-channel Continental ABS.
2021 CFMoto 650GT – Nebula White
The seat height is a low 795 mm and the bike has a compact 1415 mm wheelbase ensuring sporty handling. Like all CFMOTO road bikes, the 650GT now comes with a three-year factory unlimited-kilometre warranty.
For more information on the 650GT, check out the CFMoto website (link) or visit your local CFMOTO dealer.
2021 CFMOTO 650GT Specifications
2021 CFMoto 650GT Specifications
Engine
Four-stroke, liquid-cooled, eight-valve, DOHC parallel twin with counterbalancer
Displacement
649.3 cc
Bore x stroke
83 mm x 60 mm
Fuel system
Bosch electronic fuel injection
Transmission
Six-speed
Final drive
Chain
Maximum power
41.5 kW (55.7 hp) at 9500 rpm
Maximum torque
62 Nm at 7000 rpm
Frame
Tubular steel with engine as stressed member
Front
suspension: 38 mm KYB telescopic fork, 120 mm travel
Rear suspension
KYB cantilever monoshock, preload-adjustable, 45 mm travel
Front brakes
Twin 300 mm discs with J.Juan twin-piston calipers, Continental ABS
Rear brakes
240 mm disc with J.Juan single-piston caliper, Continental ABS
For 2021 Yamaha’s value-packed D’elight scooter receives Euro5 compliantcefor the 125 cc single-cylinder Blue Core powerplant.
Maximum torque is produced at just 5000 rpm and an extremely light weight of just 101 kg ensures a good power to weight ratio for easy handling.
2021 Yamaha D’elight
Also new is a modern body design with rounded headlight and flush indicators.
2021 Yamaha D’elight
This latest D’elight is now includes automatic Start & Stop functionality that cuts the engine whenever the scooter comes to a stop at lights or junctions to minimise emissions and fuel use – it restarts instantly when the brakes are released and the throttle is turned.
2021 Yamaha D’elight
A large underseat storage space can be unlocked to reveal the weatherproof storage that is large enough to accommodate one full-face helmet – one of the only models in the class to do so.
2021 Yamaha D’elight
The new D’elight is fitted with a 12-inch front wheel that contributes towards the urban commuter’s agile handling, with six-spoke alloy wheels minimising unsprung weight and helping to make this the lightest scooter in its class.
It rides on a 90/90-12 front tyre and 100/90-10 rear.
2021 Yamaha D’elight
A larger LCD dash is also found on the new model, which will be available in three colour options, Pearl White, Power Black, Lava Red, which may vary by market. Arrival is expected in Australia in Q3 of 2021, with pricing and colours yet to be announced.
2021 Yamaha D’elight
2021 Yamaha D’elight features
125cc EU5 Blue Core engine
1.8 litres/100 km
New modern body design
Switchable on/off Start & Stop engine technology
Light weight – 101 kg
Underseat storage space
New rounded headlight
Larger LCD instruments with analogue speedo
12-inch front wheel
Flush fitting front flashers with cowl-mounted position lamp
New assist grip for easy parking
Colours – Pearl White, Power Black, Lava Red
2021 Yamaha D’elight – Power Black2021 Yamaha D’elight – Lava Red2021 Yamaha D’elight – Pearl White
Kymco’s second-generation Downtown 350i is now available in Australia and features a more refined Euro 4 engine, traction control and debuts Kymco’s Noodoe Navigation system.
2020 Kymco Downtown 350i TCS
Since its 2009 global debut, the Kymco Downtown 350i has sold more than 100,000 units across 40 countries. Kymco has now introduced the second generation Downtown 350i TCS which is now available for an unchanged price of $7490 (plus on-road costs).
Michael Poynton – Kymco Australia Director
“The Downtown 350i has proven popular across the world for its ability to be many things to many people – namely its ability to combine agility, comfort and versatility with safety and technology. The second generation Downtown 350i ups that ante without question, and it’s backed by KYMCO’s industry-leading three-year factory warranty and network of 67 dealers Australia wide.”
2020 Kymco Downtown 350i TCS
At the heart of the Downtown 350i TCS is an overhauled 321 cc liquid-cooled single-cylinder engine retuned for more performance and flexibility while complying with Euro 4 emissions regulations.
The 2020 Downtown 350i TCS produces 21.2 kW (28.8 hp) of power and 30 Nm of torque for maximum engine flexibility in all urban and touring environments. Additionally, peak power of the G5SC powerplant is now produced lower in the rev range (now at 7,250 rpm) while torque peaks at 5,75 0rpm for better low-rpm drive.
Fuel consumption is 26 km/L, or 3.84L/ 100km, for a generous riding range of around 325 km before needing to refill the 12.5-litre fuel tank.
The Kymco Downtown 350i TCS offers traction control and ABS for high levels of rider aids
The standard traction control system detects sudden differences in speed between front and rear wheels or sudden grip losses at the rear. Instead of exceeding the limit of tyre grip, the traction control system works in synergy with ABS to help restore the Downtown 350i TCS to safety.
New bodywork provides increases clearance with lean angles of up to 39 degrees offering a more sporting ride.
Downtown 350i TCS bodywork is revised for increased clearance while leant over
Kymco’s rider-centric Noodoe Navigation system also makes an appearance, providing at-a-glance, real-time directions and street-countdown indications, allowing the rider to focus on the road.
The system, operated via an Apple/Android-compatible app, integrates with the rider’s smartphone and the Downtown 350i’s large, colour TFT screen and allows for easy pre-ride destination entry as well as personalised journey navigation whereby up to five destinations can be entered and transferred to the Downtown 350i.
The Kymco Downtown 350i TCS also runs the NOODOE Navigation system
The Downtown 350i TCS also receives a host of mechanical refinements to the engine, cooling systems and CVT transmission.
A new balance block reduces vibration during engine idling and low-speed riding through the use of an axe-shaped design, which is high in strength, light in weight and low in vibration.
A redesigned lower cowling provides a 40 per cent larger surface area for improved engine cooling efficiency. Additionally, a new oil lubrication system features a rectangular tank design and greater use of aluminium for increased engine cooling.
The cooling system has also been optimised for more surface area
The scooter’s Continuously Variable Transmission, or CVT, has also been redesigned with high-strength materials to improve conversion efficiency.
On the chassis side of things, the Downtown 350i TCS features a steel-tube frame and suspension includes a 37 mm fork with 110 mm travel and a single-arm twin-shock rear setup with 108 mm travel . The rear also offers five-position preload adjustability for optimal performance riding two-up.
The Kymco Downtown 350i TCS offers storage for two helmets with room to spare
Stopping power comprises of twin 260 mm floating discs with three-piston calipers up front while a twin-piston caliper bites a 240 mm disc at the rear. The Downtown 350i TCS’s ABS system is a current Bosch Generation 9.1M dual-channel system.
LED daytime-running lights, a double glove compartment, easy-reach USB port and huge underseat storage, with courtesy light, accommodates two full-face helmets with ample room for more items.
A convenient USB is also found on the Kymco Downtown 350i TCS for charging devices
A digital/analogue dash comes with a comprehensive multifunction trip computer, and other convenient features include adjustable levers; a multifunction ignition lock that acts as a theft deterrent, a two-deck saddle, which receives new materials and finishes, including leather, for maximum rider comfort over longer distances.
The Downtown 350i TCS is available in Matt Silver and Matt Grey Metallic liveries (overseas model shown) and is available now for $7490 plus on-road costs.
2020 Kymco Downtown 350i TCS
Kymco Downtown 350i TCS Specifications
Engine
Liquid-cooled, four-valve single-cylinder, SOHC
Capacity
321 cc
Bore & Stroke
75.3 x 72 mm
Compression Ratio
10.7:1
Fuel System
EFI
Power
21.2 kW (28.8 hp) at 7250 rpm
Torque
30 Nm at 5750 rpm
Transmission
Continuously Variable Transmission (CVT)
Clutch
Automatic, dry spin
Frame
Steel-tube and stamped plates
Front Suspension
37 mm fork, 110 mm travel
Rear Suspension
Twin shocks with preload adjustment, 108mm travel
Front Brakes
260 mm discs with three-piston floating calipers, Bosch ABS and TC
Rear BRAKE
240 mm rear disc with twin-piston caliper, Bosch ABS and TC
Triumph Motorcycles have been heading more and more upmarket in recent years with higher specification models that wear premium price tags to match.At the moment the entry point in to the range is the Australian LAMS edition of the Street Triple 660 at $13,175 +ORC. Australian pricing from importer Peter Stevens is actually quite aggressive, with many comparable models actually more affordable here than in the UK. Still, overall, there are many more Triumph models that sell for 20k+ on the road than there are under that marker.
2021 Triumph Trident
Clearly a circuit breaker was needed to bring the entry point down further, particularly for the Asian market. The new model that Triumph hope will spark more interest among motorcyclists brings back the Trident appellation.
2021 Triumph Trident
While the Trident name has long been associated with Triumph it is interesting to note that a trident is not only the weapon of Neptune or Poseidon, but also the weapon of Shiva, one of the primary deities of Hinduism. Useless facts with Trev #478…
2021 Triumph Trident
Developed in Britain, the Trident will be manufactured in Triumph’s own Thailand plant, and is not a product of any collaboration with Bajaj or any other brand. Undoubtedly though there will be models coming down the pipeline that leverage those partnerships and allow Triumph to offer a much more affordable range to expand their global sales.
2021 Triumph Trident
Trident is due to arrive in Australia early next year, and Triumph Australia have indicated to us that the sticker price they are hoping to achieve with Trident is $10,999 +ORC.That is only marginally more expensive than Honda’s CBR650R, Kawasaki’s Ninja/Z 650 duo or Yamaha’s hugely successful Yamaha MT-07. Of the major brands only Suzuki seriously undercuts them with SV650.
2021 Triumph Trident
Trident though mounts a very convincing argument in its favour with a specification level far higher than all those aforementioned options.
2021 Triumph Trident
Full-colour TFT instrumentation with Bluetooth and phone driven navigation via the ‘My Triumph’ app’. Complete with music and GoPro control functionality directly from the motorcycle via a bar-mounted switch-cube. The target market will certainly appreciate this sort of 21st century functionality.
2021 Triumph Trident with accessories
ABS, Riding Modes and a switchable traction control system add to the tech package and tick all the boxes in regards to safety aids. Integrated tyre pressure monitoring is an optional extra, as are heated grips and a USB charging socket.
2021 Triumph Trident
Showa provide the suspension. SFF forks up front with 120 mm of travel and a pre-load adjustable monoshock rear with a generous 134 mm of travel suggests Trident will ride well. Triumph claim the suspension has been tuned to be pillion capable and offers best in class handling.
2021 Triumph Trident
Name dropping continues when it comes to the braking components, here Nissin provide the hardware with twin-piston calipers clamping on full-sized 310 mm rotors and a 255 mm rear disc.
2021 Triumph Trident
LED lighting features throughout from the handsome seven-inch headlight through to integrated LED tail-lights and self-cancelling indicators.
2021 Triumph Trident
A sculpted 14-litre fuel cell has nooks for your knees and the seat height is a modest 805 mm. The frame is tubular steel.
2021 Triumph Trident
Most overseas markets get a Trident with 80 horsepower and 64 Nm of torque but to meet our learner requirements the Australian model arrives with 53 horsepower and 59 Nm of torque. The revs these peaks are reached at are also considerably lower than on the overseas model.LAMS peak power arrives at 8750 rpm, 1500 rpm less than the full power models, and torque peaks 1250 rpm lower.
2021 Triumph Trident
While the LAMS model is 27 horsepower down, we don’t miss out on much torque, that suggests the Aussie spec’ Trident will be a flexible mill. The full power engine boasts 90 per cent of its maximum torque from as low as 3600 rpm, Aussie models could be even stronger when driving out of the basement.
2021 Triumph Trident with accessories
While the engine does share some common characteristics with the Street Triple it is virtually all-new with 67 different components that include a new crank, cams, pistons, cylinder head, balancer, throttle bodies, air-box and stainless steel exhaust system. The radiator and fan set-up is also different.
2021 Triumph Trident
Six gears are there to shuffle with the aid of the now customary Triumph slip-assist clutch while a two-way quick-shifter is an optional extra.
2021 Triumph Trident
Ready to roll with a full tank the Australian specification Trident tips the scales at 189 kg.
2021 Triumph Trident
The ride away price is estimated to be $12,699 and Triumph are boasting the lowest servicing costs in the segment with 16,000 kilometre service intervals that add more value to the ownership equation.Warranty coverage is two-years unlimited kilometres.
2021 Triumph Trident with accessories
We expect to throw a leg over the machine when they land in February. Trident certainly looks to be a top shelf option for the discernible LAMS rider, and it could even make an affordable commuter for experienced riders that clock up big kilometres to and from work each day. I look forward to sampling it.
2021 Triumph Trident with accessories
2021 Triumph Trident Specifications
Engine / Transmission
Type
660 cc / Liquid-cooled, 12 valve, DOHC, inline 3-cylinder
Bore / Stroke
74.0 mm / 51.1 mm
Compression
11.1:1
Power
53 bhp (39.8 kW) @ 8,750 rpm (LAMS approved)
Torque
59 Nm @ 5,000 rpm (LAMS approved)
Fuel System
Multipoint sequential electronic fuel injection with electronic throttle control
Exhaust
Stainless steel 3 into 1 header system with low single sided stainless steel silencer
Final Drive
X-ring chain
Clutch
Wet, multi-plate, slip & assist
Gearbox
6 speed
Chassis
Frame
Tubular steel perimeter frame
Swingarm
Twin-sided, fabricated steel
Front Wheel
Cast aluminium, 17 x 3.5 in
Rear Wheel
Cast aluminium, 17 x 5.5 in
Front Tyre
120/70R17
Rear Tyre
180/55R17
Front Suspension
Showa 41mm upside down separate function forks (SFF)
Yamaha dealers are now taking deliveries of the learner legal 2020 Yamaha XSR700 in an eye-catching new Dynamic White colour scheme.
2020 Yamaha XSR700
Designed to reflect iconic models from Yamaha’s 65-year heritage, the XSR700 is a popular model in Yamaha’s ‘Sport Heritage’ range and is certainly one of the most attractive learner legal motorcycles on the market.
2020 Yamaha XSR700
Styling cues include an aluminium fuel tank, front and rear aluminium fenders, two-texture leather seat, vintage-style headlight and taillight, circular instrumentation and brushed aluminium around the front fender, radiator and headlight.
2020 Yamaha XSR700
Just like Yamaha’s top-selling MT-07LA, the learner approved XSR700 is unique to the Australian market; built by the factory to meet Australian Learner Approved Motorcycle Scheme (LAMS) guidelines.
655 cc mill especially designed for the Australian LAMS market
Heritage by nature but modern by design. Power is provided by a 655cc twin-cylinder engine, mounted in a lightweight and slim steel trellis frame with the engine as a stressed member. A 270-degree engine crank provides rich and linear torque delivery right across the rev range.
2020 Yamaha XSR700
The XSR700 is tuned to just slide under the llearner power restrictions but delivers great torque that is sure to continue to excite long after the L-plates are ditched.
2020 Yamaha XSR700
Model specifications of the 2020 model are unchanged from the 2019 XSR700 and ride away pricing is $12,899 including GST.
Amongst all the doom and gloom of the plague there is actually some really good news for motorcycling. June motorcycles sales broke recent records for a number of brands, thanks for the early superannuation withdrawal Scomo!
On top of that good news, motorcycle training provider Stay Upright is reporting a more than 20 per cent increase in customers compared to the same period last year. Their rider training figures are most up in NSW, with most of that increase coming since May 1, when in-person motorcycle rider training resumed following closures across the state due to COVID-19.
Annaliesse Cawood, General Manager of Stay Upright, believes the spike has potentially been fuelled by the pandemic as people look to reduce expenses by downsizing to two-wheeler vehicles, given they are cheaper to purchase and operate than cars. They also offer more flexibility in terms of mobility and there are no problems with social distancing on a motorcycle!
Stay Upright Motorcycle Rider Training
“In NSW, the State Government supports motorcycle riding by subsidising learner licencing. Therefore, the initial L-plate training sessions are relatively inexpensive ($96 in NSW), and many people have looked at getting a motorbike licence now as they suddenly have the time to do it,” Cawood said. “But having a learning licence does not equate to riding experience.
“Unlike four-wheel vehicles, riders on their L-Plates are free to ride on public roads by themselves immediately following the awarding of their learner licence,” Cawood said. “New, inexperienced riders are particularly vulnerable. Car and truck drivers need to be aware of blind spots with more people expected to ride and drive back to work rather than catching public transport.”
Stay Upright Motorcycle Rider Training
Drivers need to remember to check their blind spots – motorcycle riders are trained to avoid driver blind spots, but it helps if drivers are also looking out for them.
“Places such as empty car parks are a great way to gain experience with the basics of what they’ve learned in their initial training,” Cawood said. “Riders are responsible for their ongoing training and experience building. Regular riding is critical to riders becoming more comfortable on the road.”
“However, the biggest precaution road users can take at this time is increasing their awareness,” Cawood said. “We have become accustomed to emptier-than-usual roads, but this quickly going to change, and road users need to readjust their awareness to pre-pandemic levels.”
Stay Upright Motorcycle Rider Training
About Stay Upright
Stay Upright is Australia’s first and largest motorcycle rider training and safety company. Founded in 1981 by Warwick Schuberg, the ex-Head of the NSW Police Rider Training Unit, the organisation was the first to offer rider training to the Australian public.
