In December 2019, Triumph announced a partnership with EON Productions, the company behind the forthcoming 25th James Bond Film, “No Time To Die.” To celebrate this iconic collaboration, Triumph is proud to introduce the first ever official motorcycle directly linked to the Bond franchise.
The 2020 Scrambler 1200 Bond Edition is a limited-edition Scrambler 1200 XE motorcycle featuring a unique 007 design scheme and limited to a production of just 250 models worldwide, with only 30 marked for the United States and a mere five for Canada.
The Scrambler Bond Edition features distinctive 007-themed paint and bodywork, including a real leather seat with embossed logo, a unique TFT instrument startup screen, blacked-out finishes with special accents and an Arrow silencer with carbon fiber end caps. As a limited-edition model, it also has a numbered plaque and comes with a special Bond handover pack.
Otherwise, this is a top-spec Scrambler XE model, with six ride modes including Off-Road Pro, IMU-based cornering ABS and traction control, an assist clutch, keyless ignition, heated grips, cruise control and Öhlins suspension with 9.8 inches of travel are all standard.
The 2020 Scrambler 1200 Bond Edition is available at Triumph dealers now at a U.S. retail price of $18,500.
This is a new issue involving incorrectly routed wires exiting the ignition switch may be damaged by contact with the front brake hose.
According to the official recall notice issued through the Australian Competition and Consumer Commission, “if the wires are damaged, motorcycle lighting may be lost unexpectedly or the engine may stall”.
This could increase the “risk of an accident or injury to the rider and other road users”.
Triumph Australia will attempt to advise Trophy owners to bring in their bikes for a free repair.
The vehicle identification numbers (VINs) of the 173 affected Trophy models are listed at the end of this article.
Even though manufacturers and importers contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle recalls as a service to all riders.
In Australia, recall notices are issued by the manufacturer and the Department of Infrastructure through a voluntary industry code under the Australian Competition and Consumer Commission.
While any recall is not good news for the manufacturer, it shows that they are largely diligent in fixing problems.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
Respected market analysts GlobalData say the sale to India’s third-biggest motorcycle manufacturer with sales of more than 750,00 a year significantly marks TVS motorcycles’ entry into the global mid and high-capacity premium bikes.
Norton V4 RR
Norton Atlas Ranger
GlobalData Senior Automotive Consultant Bakar Sadik Agwan says it will “strengthen the India-based brand’s position in international markets”.
“TVS, which has presence in over 60 markets globally, gets an opportunity to foray into high-powered and premium bike segments,” he says.
“The TVS-Norton deal now makes it quite evident that India two-wheeler makers are keen towards opportunities to scale globally and expand horizontally through tech-partnerships and acquiring manufacturing know-how of ‘classic’ motorcycles.”
In other words, the sale marks a turning point where India could become the next motorcycle powerhouse.
Indian powerhouse
TVS factory
The Indian motorcycle market is already the largest in the world with sales of a gob-smacking 21 million last year.
That eclipses China which has dropped from 27.5m in 2008 to 17m last year.
But most of the bikes sold in India and exported are low-capacity models with low profit margins per vehicle.
TVS, which is India’s second-biggest exporter of motorcycles behind Royal Enfield, now has the ability to enter the higher profit large-capacity premium market.
This is yet another example of how India is becoming the new motorcycle powerhouse.
Many of the world’s leading motorcycle brands are now firmly established in India with production and assembly factories, joint projects and large dealerships, including BMW, Ducati, Harley-Davidson and Triumph.
Fellow British brand Triumph has been working for some years on a global partnership with Pune-based Bajaj Auto to build mid-capacity (200-750cc) motorcycles. Their partnership formally started in January.
It should be remembered that another iconic British brand, Royal Enfield, gradually became Indian and under Eicher ownership has become one of the most successful brands in the world with sales of more than 800,00 a year.
Almost two months after a global recall on Thruxtons over side stand spring issues, the official notice has been posted in Australia.
A spokesman for the Australian distributor, Peter Stevens Importers, confirmed in late January that Australian bikes were affected.
They said customers were being contacted “as information comes to hand”.
The Australian Competition and Consumer Commission has only now posted the official notice with the 804 VINs of affected Thruxtons (attached at the end of this article).
Thruxton TFC
The sidestand recall apparently affects 2016-2018 Thruxtons, 2016-2019 Thruxton R, and 2020 Thruxton TFC models.
It seems the spring may vibrate through resonance, weakening it and causing it to break.
If this happens, it could allow the side stand switch to activate and shut off the engine.
The replacement spring sits inside a rubber sleeve, preventing the resonance.
Owners should contact an authorised Triumph Dealer for a replacement spring to be fitted free of charge.
Bonneville recalls
The “Bonneville” range has been the subject of several embarrassing recalls since they were introduced in 2016:
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
Their factory in Hinckley, Leicestershire, mainly makes engine components and will become a research and development centre.
It will continue to build their new Triumph Factory Custom (TFC) motorcycles with production wound down from about 6500 a year to about 4500.
Triumph Thruxton and Rocket 3 TFC
They will lay off about 50 workers on the assembly line, paint shop and weld shop.
However, they will add about 20 design engineer jobs in their upgraded R&D facility.
Thai advantages
Apart from the cost advantages of making bikes in Thailand, most major component suppliers are nearby, including an Ohlins factory.
Australia also has a free trade agreement with Thailand, which keeps a lid on prices.
Triumph boss Nick Bloor says the move is part of “Triumph’s next wave of strategic growth”.
“We want to maximise the growth opportunity for the brand globally, particularly in the Asian markets,” he says.
“This is why we are increasing our design resources here in the UK, and focusing our mass-production capabilities in Thailand.
“There will still be manufacturing capability in the UK but the role of our facility in Hinckley will be reconfigured to enable us to create a more flexible and high-value capability.”
The 2020 Triumph Tiger 900 is not just an updated model, it’s an entirely new machine. The engine, suspension, chassis, brakes and electronics are all new, with a re-style to boot. Photos by Kingdom Creative.
There was a lot to like about Triumph’s Tiger 800 when it was first released in 2011 in two variations, a standard street-oriented model and an off-road XC variant. As a road-going middleweight ADV tourer the Tiger 800 was formidable and competent, but its rev-happy 799cc triple and tall gearing, especially in first, hobbled its off-road capability, despite numerous changes and adjustments made over the next eight model years. The nomenclature of the ever-expanding lineup got confusing as well — what’s the difference between the XRx and XRT again?
Thankfully, in addition to a complete overhaul (including a bump in displacement to 888cc — hence the new 900 designation), Triumph has simplified the model names of its five-member 2020 Tiger 900 family. There’s the street-oriented, cast-wheeled base model, plus GT and GT Pro variations of it, and the dirt-oriented, tubeless spoke-wheeled Rally and Rally Pro. After spending two and a half days riding the GT Pro and Rally Pro at the press launch in Morocco, it’s clear that these littermates are actually two very different animals, indicative of each one’s improvement in specializing in its unique mission.
The 2020 Tiger 900 lineup, but especially the off-road-oriented Rally and Rally Pro, are set to make quite a splash (get it?) in the middleweight ADV touring market.
All five models share the core changes for 2020, encompassing the engine, chassis, suspension, brakes and electronics. First up is the DOHC, 4-valve-per-cylinder, Euro 5-spec in-line triple, bored out from 74 to 78.0 x 61.9mm and featuring a new “T-plane” triple crankshaft (a first in the motorcycling world, near as we can tell) and a new firing order that bestows the triple with V-twin-like character down low while maintaining its top-end power.
Starting and revving the two engines (in a 2019 Tiger 800 and 2020 Tiger 900 GT Pro) back-to-back, the difference in sound is undeniable, and from the saddle the new 900 has low-end grunt it previously lacked; Triumph claims a 10% increase in peak torque and up to 12% more midrange horsepower.
The new triple has a larger displacement than before, but is physically smaller thanks in large part to a redesigned oil sump that increases ground clearance. Previous-gen Tiger 800 engine shown at left, new Tiger 900 engine at right.The new T-plane crank has a unique firing order (1,3,2 at 180/270/270 degrees) that creates a V-twin-like rumble. While it primarily bestows the Tiger 900 with an awesome soundtrack, it’s also said to provide a small bump in low-end power and thanks to a new balance shaft it’s just as smooth as the previous 800.
Other engine changes include new Nikasil-plated Siamese aluminum cylinder liners, new camshafts, a new balancer shaft for the new firing order, new pistons and con rods, reduced oil volume and lightweight magnesium engine covers. Overall Triumph says the powertrain is 5.5 pounds lighter than before, and thanks to a new split radiator that reduces heat blown onto the rider’s leg (a common complaint with previous-gen Tiger 800s) and improvements to the sump design, the engine sits 1.7 inches lower in the frame and is tilted 6.8 degrees farther forward than before, for a lower center of gravity and increased ground clearance.
Contributing to the new Tiger’s overall weight loss is a new, lighter tubular steel chassis that includes a bolt-on aluminum subframe and pillion footpeg brackets. Triumph’s claimed dry weight figure for the 2020 Tiger Rally Pro is 443 pounds…add about 32 pounds for a full 5.3-gallon gas tank plus other fluids and the new model is considerably lighter than the 505-pound Tiger 800 XCA we tested in 2018.
The Tiger 900 GT Pro is the sports car of the lineup, carving corners and chewing up gnarly pavement with equal aplomb.
Apart from the engine, the other major updates are to the suspension and brakes across all five Tiger 900 models. The street-oriented variants (base model, GT and GT Pro) get a 45mm USD Marzocchi cartridge fork with 7.1 inches of travel, non-adjustable on the base model and adjustable for compression and rebound damping on the GT and GT Pro, and a rear 7-inch-travel Marzocchi shock with manual preload adjustment on the base model, full manual adjustment on the GT and electronic preload and rebound damping adjustment on the GT Pro. Four preload settings are available for the GT Pro’s electronic rear shock — rider, rider + luggage, rider + pillion and rider + pillion + luggage — and damping adjusts based on the selected riding mode. More on those below.
The Rally and Rally Pro models get a fully adjustable 45mm USD Showa fork with 9.4 inches of travel and a Showa rear shock adjustable for preload and rebound damping, with 9.1 inches of travel. Swapping back and forth between the GT Pro and Rally Pro during our on-road photo stop, where we rode the same set of corners multiple times, was like riding two completely different motorcycles. The GT Pro, with its 19-inch front wheel and shorter suspension, is lower and sportier, while the Rally Pro, rolling on a 21-inch front wheel, feels like the taller adventure bike that it is — not difficult to handle, but softer and more plush when pushed hard in the turns.
The Tiger 900 Rally Pro is no slouch in the corners, but it’s off-road where its updates truly shine. Apart from a clutch lever that engages at the far end of its throw, requiring some acclimation in technical terrain, this new Tiger is a newly potent ADV machine straight off the showroom floor.
Notably, all five models, including the base model, get top-of-the-line Brembo Stylema front calipers, normally only found on flagship-level superbikes, with larger 320mm front discs and a new radial front master cylinder. The base model includes ABS, while the other four have cornering ABS with three settings: Road, Off-Road and Off.
The cornering ABS, as well as the rest of the Tiger 900’s electronics, is based around a Continental 5-axis IMU that offers up to six riding modes, each with full power and various throttle response maps and ABS and traction control settings. The base model Tiger 900 gets Rain and Road modes only; the GT and Rally add on Sport and Off-Road. The GT Pro also adds a rider-configurable mode, and the Rally Pro adds Off-Road Pro, which shuts off ABS and traction control entirely and uses a dedicated off-road throttle map. By contrast, the regular Off-Road mode available on the GT, GT Pro and Rally maintains light ABS intervention on the front wheel and controls rear wheel spin, fine for basic dirt or gravel roads but a liability in sand or when climbing steep, loose hills.
“Unobtanium” Brembo Stylema brakes are standard on all Tiger 900 models, including the base model–definitely a category-leading specification.
We rode the Rally Pro on our full day of off-road testing in Morocco, and after briefly experimenting with Off-Road mode, I spent the rest of the day in Off-Road Pro, enjoying the more direct connection I felt with the bike. The new Showa suspension was a revelation: plush and responsive, and it seemed to get better the faster we pushed. Even for this novice-to-low-intermediate ADV rider, the new Tiger 900 Rally Pro was confidence inspiring and remarkably easy to handle on the rough, loose, often-sandy Moroccan trails.
Throttle response was linear and not at all snatchy, and I even felt comfortable enough to purposely break the rear end loose at times in a power slide — something I’ve never wanted to attempt on a big adventure bike in the past. Triumph had spooned a set of chunky Pirelli Scorpion Rally tires onto the tubeless spoked rims, which certainly contributed to my confidence; street-oriented Pirelli Scorpion Trail IIs are equipped as standard.
This loose dirt road was among the smoothest we encountered on our Moroccoan adventure ride. I put my Rally Pro into Off-Road Pro mode, disabling ABS and traction control, for optimum feel and hill-climbing ability.
I also found the Rally Pro to be surprisingly comfy for stand-up riding. I’m 5 feet, 9 inches, and its low, forward footpegs (they’re a tad farther back on the base model, GT and GT Pro), new narrower waist and handlebar that’s now nearly half an inch closer to the rider balanced me in a natural standing position that kept my arms relaxed and torso upright. Dropping the seat into the lower of its two positions (33.5/34.2 inches) and dialing some sag into the suspension also let me get the toes of both feet on the ground, or one whole foot with a minor weight shift.
Getting to the off-road riding required 200 miles of on-road adventure though, and in Morocco the emphasis is on “adventure.” Triumph figures most buyers will aim to take these bikes onto the less-beaten path, and the street-oriented GT Pro we rode was up to the challenge. With its seat in the higher of two positions (31.9/32.7 inches — a low ride height variant of the GT is available with a 29.9/30.7-inch seat) and the windscreen, easily adjustable with one hand, in the highest of its five settings, I sat in a buffet-less pocket of air, feeling just a bit of flow on my shoulders and arms.
With its seat in the higher of two positions and the windscreen at the top of its five-position range, I found the Tiger 900 GT Pro to be comfortable enough for an all-day ride, and the tall handlebar meant standing to stretch my legs on occasion was easy.
The Marzocchi suspension soaked up the many pavement irregularities, including one stretch of packed gravel topped with a light coating of mud, yet was confidently sporty when we hit the twisty foothills of the lower Atlas Mountains. Thanks to its new balance shaft, the T-plane crank 900 proved to be just as smooth as I remember the old 800 to be, with no buzziness in the pegs, grips or seat, and only a pleasant growl at idle.
Apart from the minimally-equipped base model, all Tiger 900 models include a wealth of touring creature comforts: a 7-inch full-color TFT display (with Bluetooth connectivity on the GT Pro/Rally Pro), heated grips, cruise control, hand guards and a 12V charging plug. The GT Pro and Rally Pro add a quickshifter, LED fog lights, a centerstand, a tire pressure monitoring system and heated rider and pillion seats. The Rally Pro also includes engine protection bars and an aluminum skid plate. Pricing starts at $12,500 for the base model Tiger 900, with the GT Pro coming in at $15,000 and the top-line Rally Pro at $16,700.
The Tiger 900 GT, GT Pro, Rally and Rally Pro get a new 7-inch TFT with four different display styles and Bluetooth connectivity to your phone, GPS and GoPro. It also uses the My Triumph app on your phone to offer turn-by-turn navigation using the innovative new What3Words app.
So just like back in 2011, there’s a lot to like about the new litter of Tiger 900s — more than ever, if you ask us. They’re more capable and mission-specific, and ready to throw down the gauntlet in the popular middleweight ADV ring. As soon as we get our hands on a tester here in the U.S. you can look forward to a more in-depth exploration of these new Tigers’ capabilities.
2020 Triumph Tiger 900 GT Pro (left) and Rally Pro (right).
2020 Triumph Tiger 900 Specs
Base Price: $12,500 Price as Tested: $15,000 (GT Pro)/$16,700 (Rally Pro) Website:triumphmotorcycles.com Engine Type: Liquid-cooled, transverse in-line triple, DOHC w/ 4 valves per cyl. Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Transmission: 6-speed, hydraulically-actuated wet assist-and-slipper clutch Final Drive: O-ring chain Wheelbase: 61.3 in. (GT Pro)/61.1 in. (Rally Pro) Rake/Trail: 24.6 degrees/5.25 in. (GT Pro)/24.4 degrees/5.74 in. (Rally Pro) Seat Height: 31.9/32.7 in. (GT Pro)/33.5/34.2 in. (Rally Pro) Claimed Dry Weight: 437 lbs. (GT Pro)/443 lbs. (Rally Pro) Fuel Capacity: 5.3 gals. MPG: NA
Triumph’s updated Street Triple R with new styling and a cleaner, more responsive 765cc engine will hit Australia in the second quarter.
Pricing will be released close to the release but as an indication the previous R model cost $15,950 (plus on-road costs), while the S is $14,100 and RS is $17,650.
Like the S and RS, the new R gets the updated styling.
Street Triple R styling
Twin LED headlights;
New sporty bodywork;
Compact muffler;
Restyled mirrors with more adjustability;
New paint and graphics schemes with red rear sub-frame.
Like before, there is a low version with a 780mm seat height.
Engine updates
The engine is now Europe 5 compliant with 88kW of power and 77NM of torque.
Triumph claims it has a more responsive feel, thanks to 7% reduced rotational inertia.
They also claim it improves low and midrange usable torque.
It comes now comes with three riding modes (Road, Rain and Sport)
There is also a new Triumph Shift Assist up and down quickshifter with slip and assist clutch.
It also features Brembo calipers, hi-spec fully adjustable Showa suspension and Pirelli Rosso III tyres.
Triumph joins other motorcycle manufacturers as diverse as BMW and Harley-Davidson to make bikes in India for the world.
There is no word yet on when these small-capacity bikes from 200-750cc will come to Australia.
Bajaj Auto Dominar 400
We don’t believe it would dent the perceived value of the brand since they have been making most of their bikes in neighbouring Thailand for several years now.
In fact, it should help keep a lid on prices and give Triumph more much-needed learner-approved motorcycles. Currently their only LAMS bike is the Street Triple S 660.
Official statement
Here is the official statement form the two companies on the launch of the deal:
This is a unique moment, where two world-class companies that are passionate, as well as product focused, are coming together to build a brand new range of mid-capacity motorcycles.
The partnership will see the two companies with their respective strengths in large and small capacity motorcycles collaborate to design, engineer, and manufacture a range of mid-capacity motorcycles.
The iconic Triumph brand will seek to further expand its global reach, with the partnership offering a new mid-sized sector opportunity and, importantly, a new entry point to several high-volume emerging markets, including India and other Asian markets.
The strategic partnership will benefit both parties with Bajaj becoming one of Triumph’s key distribution partners in crucial new markets for the Triumph brand around the globe. Going forward Bajaj will take over Triumph’s Indian distribution activities, at a date yet to be confirmed, leveraging the great expertise that Bajaj has in this region. In their other key overseas markets, where Triumph is not currently present, Bajaj will represent Triumph and offer the new mid capacity bikes as part of the full Triumph line-up. In all other markets where Triumph is present today, the motorcycles developed together from this partnership will join the current Triumph product portfolio and be distributed by the Triumph led dealer network worldwide. This will truly unlock the potential on a global scale.
The Triumph-Bajaj collaboration will combine strengths in design, technology, cost-competitive manufacturing and an intimate knowledge of key target markets to deliver a range of winning products and business success.
The partnership will build new engine and vehicle platform in the mid-capacity range (200- 750cc) and offer multiple options to address different segments in this class. The proposition will be aspirational and affordable with a targeted pricing starting under INR 2 lacs (about $A4100) in India. This will create a new entry point to the Triumph range around the world, and ensure Triumph can compete in important large segments of the global motorcycle market, and attract new customers to the brand.
Triumph Motorcycles CEO, Nick Bloor, said: “This is an important partnership for Triumph and I am delighted that it has now formally commenced. As well as taking our brand into crucial new territories, the products that will come out of the partnership will also help attract a younger, but still discerning, customer audience and is another step in our ambitions to expand globally, particularly in the fast-growing markets of South East Asia, but also driving growth in more mature territories like Europe.”
Bajaj Auto Dominar 400
Rajiv Bajaj, Managing Director of Bajaj Auto India, said: “The Triumph brand is an iconic one the world over. So, we are confident that there will be a huge appetite in India and other emerging markets for these new products. We look forward to working alongside such a famous motorcycle company and to leveraging each other’s strengths and expertise to make the relationship a success for everyone.”
If you’re riding around South East Queensland, chances are you will call in to Esk where we recommend dropping into the Blacktop Motorcycle Works museum.
The free museum and British bike workshop is right next door to the Red Deer Cafe in the main street where many riders stop off for a coffee.
After your coffee and cake, pay a visit to see the old British bikes at Blacktop and chat with owners Jim and Naomi McKenzie and their business partner Brian Holzigal.
What they don’t know about old British bikes you could print on a postage stamp —remember them?
Jim and Naomi moved their business from Clifton about 18 months ago because they like the Esk area with its great motorcycle roads and quick access to Brisbane and the coast.
“We’re on a great bike route over the mountain (Mt Glorious) and around the dams,” Jim says.
The Blacktop museum features about 25 old British bikes.
Naomi says they get visitors to the museum all day (except Sunday when they are closed), and not just riders.
“There is a lot of interest from old blokes who’ve had one or their dad had one,” she says.
Most of the museum bikes are owned by Brian and they are not for sale.
“I have about three times that many at home but the bulk of the clean ones are here on display,” says Brian whose work you can see on his BMC website.
“We rotate the display as we finish restoring bikes.”
British bike specialists
Brian (left) and Jim in their workshop
Blacktop also sell merchandise, parts and have a workshop where they do restorations and repairs on classic British bikes.
“We mainly do Triumphs, Nortons and BSAs because that’s what we like and are good at,” Jim says.
“We have customers send us their bikes from all over Australia.”
Jim started many years ago as a service station mechanic in Brisbane.
Several years ago he met up with Brian who had owned British and American motorcycle shop centre in Brisbane in the 1980s before moving to the USA for about 17 years.
“We met when we were racing classic sidecars,” Jim says.
Brian says Norton is his favourite, especially the Commando because it’s “easy to play with”.
Brian with his Norton collection
“My favourite every day rider would be the Commando Fastback,” Brian says.
“Then it would be unit-construction Triumphs.”
Jim’s favourite bikes are pre-unit Triumphs, so between them they have a pretty good knowledge of the venerable British brand.
Please call Jim on 0414 477 823, Naomi on 0408 312 341, or email Naomi to arrange group or club rides.
Triumph Australia will join a global recall on various Thruxtons over side stand spring issues and the Speed Twin over a gearshift linkage fault.
A spokesman for the Australian distributor, Peter Stevens Importers, confirms “Australian bikes are affected and customers are being contacted as information comes to hand”.
If an official notice is posted by the Australian Competition and Consumer Commission with VINs , we will update this article so you can check your VIN to see if it is affected.
Thruxton recall
Thruxton TFC
The sidestand recall apparently affects 2016-2018 Thruxton, 2016-2019 Thruxton R, and 2020 Thruxton TFC models.
It seems the spring may vibrate through resonance, weakening it and causing it to break.
If this happens, it could allow the side stand switch to activate and shut off the engine.
The replacement spring sits inside a rubber sleeve, preventing the resonance.
Speed Twin recall
Speed Twin
Affected 2019-2020 Speed Twin models may develop a loose ball joint in the gearshift lever linkage thanks tocontaminated thread locking compound.
This could result in excessive movement at the end of the shift lever and riders will find gear shifts more difficult or even impossible.
Triumph can fix this issue by simply applying a new thread locking compound to the existing components.
This follows a Speed Twin recall last year for leaking coolant.
Owners of the above motorcycles should ask to schedule an inspection with an authorised Triumph Dealer “as soon as possible”. If it needs a fix, it will be free of charge.
Bonneville recalls
The “Bonneville” range has been the subject of several recalls since they were introduced in 2016:
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
TVS factory
Mahindra relaunches Jawa in 2018
Triumph Thruxton and Rocket 3 TFC
Bajaj Auto Dominar 400
Brian (left) and Jim in their workshop
Brian with his Norton collection
Speed Twin