Triumph is only making 250 of this limited edition Tiger 900, equipped with an Arrow can, Michelin Anakee Wild Tires, and a host of 007 details.
Triumph celebrates the partnership between two British icons with a new limited-edition motorcycle inspired by the Tiger 900 Rally Pro, which features in the forthcoming James Bond movie, No Time To Die.
Triumph provided the James Bond stunt team with Tiger 900’s and Scrambler 1200’s, and they star alongside Bond in some of the key action sequences in the consummate spy’s 25th adventure. The Triumph design workshop team collaborated with the movie’s stunt crew to configure several feature motorcycles, including the preparation of Tiger 900 and Scrambler 1200 models for dynamic action sequences.
“The Tiger 900 is the most confidence-inspiring bike,” said Lee Morrison, stunt coordinator for No Time To Die. “It allows you to really push the ride as far as you want, you can take as many liberties as you want; stand up sideways drifting in third gear, slow wheelie it, slide it supermoto-style. I honestly think it’s one of the best bikes I’ve ever ridden, it’s fantastic.”
No Time To Die – The new Triumph Tiger 900 Rally Pro Bond Edition
The new Bond Edition is limited to just 250 motorcycles globally, and each of these special Tiger 900s features a premium, billet machined handlebar clamp with the bike’s unique number, and come with a signed certificate of authenticity.
The Tiger 900 Bond Edition is finished in a Matte Sapphire Black paint scheme with 007 graphics and includes premium blacked-out detailing throughout. The frame, headlight finishers, side panels, sump guard, pillion footrest hangers, auxiliary lamp shrouds, and engine guards all have a premium, black finish.
Enhancing the Bond Edition theme, the new Bond Tiger also features a bespoke 007 startup screen animation and the heated rider and pillion seats are crafted with unique Bond Edition branding.
Standard on the limited edition are Michelin Anakee Wild dirt-focused tires, and an Arrow Silencer, which features a lightweight brushed stainless-steel body, with a carbon end cap and strap.
The Bond Edition Tiger 900 Rally Pro will be available in dealerships from May/June 2022, with an MSRP of $20,100.
Triumph Australia has confirmed the pricing and arrival for their latest evolution in their Speed Triple naked street weapon series.
The Speed Triple 1200 RR will be available in Triumph dealers in Australia from December at $32,490 rideaway for the Crystal White/Storm Grey and and extra $400 for the Red Hopper/Storm Grey.
Triumph’s 1994 Speed Triple was one of the first of what we now call streefighter or naked bikes.
It is said they had their genesis in crashed race bikes which were repaired and returned to the street without their expensive fairings.
That’s why they are referred to as “naked”.
But to many they represent simply a return to the essence of motorcycles before fairings came along in the late ’70s.
Triumph’s Speed triples began as 750cc and 885 models and have become bigger and more powerful with each generation.
As if that wasn’t enough, they started adding special models such as the RS and RR designations with improved suspension, more equipment and, of course, more power.
The latest 1160cc Speed Triple 1200 RS costs $27,700, so you can expect a lot of extras for the $4700+ premium.
And that’s exactly what you get from extra carbon fibre to a range of hi-tech rider aids.
Here is a summary of the extras:
More aggressive clip-on handlebars (135mm lower and 50mm further forward );
Tailored footpeg position;
830mm seat height;
Öhlins Smart EC 2.0 electronically adjustable semi-active suspension; and
Pirelli Diablo Supercorsa SP V3 tyres The New Speed Triple 1200 RR.
Other features in common with the RS include:
Full-colour 5.0-inch TFT instruments with My Triumph connectivity system;
Optimised cornering ABS and switchable optimised cornering traction control (with IMU);
Five riding modes – Road, Rain, Sport, Track and Rider-configurable;
Triumph Shift Assist up and down quickshifter;
Advanced front wheel lift control;
Full LED lighting, including distinctive new single round headlight with DRL; and
Additional ride-enhancing technology including full keyless system, illuminated switch cubes and fully adjustable cruise control. The New Speed Triple 1200 RR.
There are also more than 30 genuine Triumph accessories for additional detailing, comfort and protection.
Accessories include machined front and rear brake reservoirs, scrolling indicators, heated grips and even luggage, with a water-resistant tail pack and tank bag, both with quick release mounting – all of which are available to view on the online configurator.
You can also get track-only specification Pirelli Diablo Supercorsa SC2 V3 tyres.
Like the RS, it has generous service intervals of 16,000km or 12 months, whichever comes first and comes with a two-year unlimited kilometre warranty.
Triumph Speed Triple 1200 RR tech specs
ENGINE & TRANSMISSION
Type
Liquid-cooled, 12 valve, DOHC, inline 3-cylinder
Capacity
1160cc
Bore
90.0mm
Stroke
60.8mm
Compression
13.2:1
Maximum Power
180PS / 177.6bhp (132.4kW) @ 10,750rpm
Maximum Torque
125Nm @ 9,000rpm
Fuel System
Multipoint sequential electronic fuel injection with electronic throttle control
Exhaust
Stainless steel 3-into-1 header system with underslung primary silencer and side mounted secondary silencer
Öhlins monoshock RSU with linkage, 120mm rear wheel travel. Öhlins S-EC 2.0 OBTi system electronic compression / rebound damping
Front Brakes
Twin 320mm floating discs. Brembo Stylema monobloc calipers, OC-ABS, radial master cylinder with separate reservoir, span & ratio adjustable
Rear Brakes
Single 220mm disc. Brembo twin piston caliper, OC-ABS. Rear master cylinder with separate reservoir
Instruments
Full-colour 5.0-inch TFT instruments
DIMENSIONS & WEIGHTS
Length
2085mm
Width (Handlebars)
758mm
Height Without Mirrors
1120mm
Seat Height
830mm
Wheelbase
1439mm
Rake
23.9º
Trail
104.7mm
Wet weight
199kg
Fuel Tank Capacity
15.5 litres
FUEL CONSUMPTION
Fuel Consumption
6.3 litres / 100 km
CO2 Figures
144g/km
Standard
EURO 5 CO2 emissions and fuel consumption data are measured according to regulation 168/2013/EC. Figures for fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results.
The 2022 Triumph Speed Triple 1200 RR is a more track-focused, higher-spec, partially faired sportbike than the Speed Triple 1200 RS. It arrives in January.
Triumph has released details about the 2022 Speed Triple 1200 RR, which its says will deliver “the most focused and exhilarating Speed Triple ride ever.” The new RR shares the 1,160 cc liquid-cooled, transverse inline-Triple engine powering the 2021 Speed Triple RS we recently tested, and the same aluminum twin-spar frame and subframe. But under the skin, and there is a skin, the new RR takes the Speed Triple in a new direction.
Styling cues that combine “distinctive British elegance with exhilarating real-world performance” are influenced by Triumph’s Modern Classic lineup. The RR has a single round headlight and a partial fairing. It’s the first liter-class Triumph sportbike to get a fairing since the Daytona 955i, which was discontinued in 2006.
Under the skin, the new RR is a cutting-edge track rocket.
The Speed Triple RR is identical to the RS in terms of performance, rake, trail, seat height, and wheels. but the RR’s clip-on handlebars are 5 inches lower and 2 inches further forward, and coupled with the new footpeg position foretell aggressive race-bred ergonomics. If the RS is a streetbike for the track, the 2022 Speed Triple RR has all the makings of a track bike for the street.
Equipped with Öhlins Smart EC 2.0 electronically adjustable semi-active suspension, which works in tandem with the IMU sensor to manage traction in real-time, automatically adjusting compression and rebound damping. The sticky Pirelli Diablo Supercorsa SP V3 tires fitted to the cast aluminum wheels are about as close as you can get to slicks on a street-legal bike. The Brembo Stylema monobloc front calipers over 320mm floating discs, and the 2-piston caliper and 220mm single disc at the rear are now linked on the RR, and an adjustable Brembo MCS lever is fitted as standard.
The RR also shares the RS’s stacked 6-speed gearbox designed to maximize power transfer from engine to gearbox when accelerating, but still allow clutch slip during aggressive downshifting, providing improved rear wheel control. An innovative up/down quickshifter features Moto2-derived technology and can map gear shifts against real-time parameters. Optimized cornering ABS and switchable cornering traction control systems utilize roll, pitch, yaw, and acceleration data, to calculate the lean angle and actively control ABS and TC according to the chosen riding mode.
Additional rider aids include switchable wheelie control, cruise control, and five riding modes – Road, Rain, Sport, Rider-configurable, and a Track mode, which limits ABS and traction control intervention. The riding modes have multiple levels of intervention to choose from and are selected and adjusted via a five-inch optically bonded TFT display. Featuring full connectivity, turn-by-turn navigation, GoPro control, and a lap timer for use on track. As with the RS, the RR has LED lighting throughout, including a DRL, a rear light integrated into the tail unit, LED self-canceling turnsignals, and a full keyless ignition/fuel cap system.
The RS we recently tested was a huge leap forward for the Speed Triple. The new chassis and engine combination made for sublime handling, precise agility, and immense performance. Carbon-fiber infill panels incorporated into the new RR’s tank, fairing, and cockpit, combined with carbon-fiber side panels and front mudguard, help to explain the minimal difference in weight between the two Speed Triples. The RR is just 2 pounds heavier, ensuring that the immense performance of the Speed Triple 1200 RS developed by its lightweight, low-inertia engine (with a claimed 177 horsepower and 92 lb-ft of torque) will not be lost on the RR.
Triumph is eager to point out the unique nature of the new Speed Triple RR, and to some extent, it’s difficult to pin it to an existing class. It’s no longer a naked, obviously, and although it shares the performance figures and components of the current class of MotoGP-inspired sportbikes, it doesn’t share their styling. No wings or aero adorn its smooth lines, which are more familiar to the retro designs. Regardless of classification, on paper, at least the new Speed Triple RR looks like it will ride like an Exocet missile on wheels.
Two color schemes come as standard: Red Hopper and Storm Grey or Crystal White and Storm Grey with gold detailing.
This new model comes in two paint schemes: Red Hopper and Storm Grey or Crystal White and Storm Grey with gold detailing. Both schemes are available as standard and include a color-coded belly pan and seat cowl, supplied in addition to the pillion seat. The RR has a two-year unlimited mileage warranty and service intervals of 10,000 miles or 12 months, whichever comes first, and over 30 genuine Triumph accessories for customizing your RR. Available in dealerships from January 2022, MSRP is $20,950.
Triumph has released some teaser photos of the new Tiger 1200 planned for 2022, which they say is lighter and more powerful than the previous model.
The new Tiger 1200 has been under testing, which is now nearing completion and Triumph claims their biggest cat is now significantly lighter than its closest competition. That could be a game-changer for a motorcycle that has, up to now, always been at the heavy end of the ADV weight chart.
Triumph claims the new Tiger 1200 will combine a powerful 3-cylinder engine with a new chassis that will offer class-leading agility, control, and handling. We look forward to testing these claims when we ride the bike.
Triumph has now done the same with the first spin-off of its 660 platform, “the new Tiger Sport 660 that is set to bring triple engine performance advantages to the middleweight adventure sports category.” In the photos, the bike’s bodywork is camouflaged with black-and-white Triumph stickers that hide its exact lines, but there’s still plenty to draw from.
With its fairing and windscreen, the new 2022 Triumph Tiger Sport 660 will be ready for sport-touring.
The Trident 660 is powered by a liquid-cooled, DOHC, 660cc inline Triple that makes 80 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm (claimed), with 90% of peak torque on tap as low as 3,600 rpm. The engine in the Tiger Sport 660 looks exactly the same, down to the stubby exhaust exiting below the cast aluminum swingarm on the right side. Both share a tubular-steel frame.
The engine is derived from the 2013-2016 Triumph Street Triple 675, with a narrower 74mm bore and longer 51.1mm stroke yielding the lower displacement. It incorporates 67 new components, including a new crankshaft, piston design, and cam profiles.
If its inline Triple is unchanged from the Trident 660, then the Tiger Sport 660 will make 80 horsepower and 47 lb-ft of torque.
We can see that the Tiger Sport 660 has the same five-spoke, 17-inch cast aluminum wheels, Michelin Road 5 tires, Nissin triple-disc brakes with ABS, and Showa inverted fork as the Trident. On the Trident 660 the fork is non-adjustable, the Showa rear shock only offers preload adjustability, front/rear travel is 4.7/5.3 inches, and seat height is 31.7 inches. The Tiger Sport 660 doesn’t look appreciably taller, though it does have a different tailsection with integrated saddlebag mounts and a more deeply dished seat.
The most obvious difference between the Trident 660 and the Tiger Sport 660 is the latter’s front fairing and windscreen. The added wind protection, along with a possibly taller handlebar and optional hard luggage, will make the middleweight Tiger ready for sport-touring. Wet weight of the Trident is 417 pounds, and the Tiger’s fairing and windscreen are likely to add 20 pounds or so. Fuel capacity on the Trident 660 is 3.7 pounds; for sport-touring duty we expect to see a larger tank on the Tiger Sport, perhaps 4.5 gallons.
Saddlebag mounts are integrated into the Tiger Sport 660’s tailsection. Factory accessory hard luggage will make the bike more versatile for travel.
Priced at $8,195, the Triumph Trident 660 is within a few hundred dollars of its Japanese competitors and offers additional features like selectable ride modes, switchable traction control, and a TFT color display.
To cover the cost of the extra bodywork, the 2022 Triumph Tiger Sport 660 is likely to be priced around $8,500-$9,000. That’s on par with what would likely be its closest competitor, the Suzuki V-Strom 650, which has a base price of $8,849 and is equipped with standard ABS and traction control (neither are switchable) but not a TFT display. With its 19-inch front wheel, the V-Strom 650 offers more off-road capability than the Tiger Sport 660. Both can be outfitted with factory accessory saddlebags.
Triumph-badged King Dick Tools chest not included. Nor is spotted dick.
Interestingly, 660 is same displacement used on the Aprilia RS 660, Tuono 660, and soon-to-be-released Tuareg 660., though they have parallel-Twins and the Trident and Tiger Sport have inline Triples. Aprilia took a more high-performance approach, squeezing 100 horsepower out of its engine and equipping the RS and Tuono with higher-spec components and electronics. As a result, they are priced higher – the RS 660 starts at $11,299 and the Tuono 660 starts at $10,499. With its off-road-ready spoked wheels with a 21-inch front and nearly 10 inches of suspension travel, the Tuareg 660 will compete head-to-head with the Yamaha Ténéré 700 ($9,999).
So, about a month from now we should get full technical details about the new-for-2022 Triumph Tiger Sport 660. Stay tuned!
Father and son on the the Tail of the Dragon, Tennessee. (Above photo by 129photos.com; other photos by the author)
Dad’s first sojourn through the Appalachian Mountains of Virginia, North Carolina, Tennessee, Kentucky, and West Virginia needed to be grand. Dad is a desert dweller from southern Arizona and has never ridden east of Texas. We agreed on a short list of must-haves: Blue Ridge Parkway, Great Smoky Mountains National Park, and Tail of the Dragon. Everything else – the fall foliage, the swollen creeks and runs, the rural country roads, the morning fog – would be an added bonus.
There would also be pancakes. Lots of pancakes.
We picked up Dad’s Triumph Tiger Explorer at a motorcycle dealership in northern Virginia, where he had it shipped from Arizona. We rode south and entered the Blue Ridge Parkway west of Lynchburg. The parkway is aptly named, with smooth, graceful curves, well-manicured roadsides, and plenty of parking areas to admire the view. A word to the wise, as I learned as point man: pay attention to mile markers. I missed the country road that the kind ladies at Explore Park said would lead us to Mount Airy, North Carolina, our first stop for the night and the birthplace of actor Andy Griffith.
Lush valleys provide a stunning backdrop to the Blue Ridge Parkway, Virginia.
Dad’s Explorer has heated grips and a larger fairing than my Triumph Sprint GT, so he was better prepared for the chilly 40-degree temperatures during our ride. For most of the morning, we enjoyed relative seclusion, clear skies, autumn colors, and beautiful farm country. In one short span, the view of the valley below on my left was stolen by a patch of trees and granite outcroppings only to be returned over my right shoulder. It was a literal tennis match of competing landscapes – valleys of farm country on one side and ridgelines stretching to the horizon on the other.
Traffic increased the farther south we traveled, and overflowing pullouts often prevented us from stopping, so, we leaned back and enjoyed the ride. We left the parkway at Asheville, having decided on Maggie Valley for our overnight stay.
The author’s father posing with their motorcycles on the Blue Ridge Parkway.
A steady downpour and tornado warnings nixed riding the second day, so we covered the bikes and took a taxi to Wheels Through Time. While walking through the museum – home to more than 300 interesting and rare motorcycles – Dad shared stories of his older brother’s 1950 Harley Panhead and their shenanigans on it back on the farm in Iowa. One involved the bike, loaded with three riders, being chased by a dog that gave up the hunt after my uncle retarded the spark for a spectacular backfire. Dad hunted the base of many a cylinder barrel, searching for a stamp that would identify the same year as his brother’s, but to no avail.
Tourist traffic in the lush Great Smoky Mountains National Park slowed our progress. We found a place to park the bikes at Newfound Gap, a 5,049-foot pass on U.S. Route 441, allowing us to stretch our legs. Traffic in the park paled in comparison to the carnival of tourism we saw in Gatlinburg, where we found the Little House of Pancakes.
Dad tucked into a stack of blueberry pancakes, and I gorged on sweet-and-spicy apple pancakes. Between bites – and doing our best not to drip syrup on our map – we sketched out an alternate route back to Maggie Valley. We tested our pioneering skills on Tennessee State Route 32 in search of secluded switchbacks. Any concern about traffic was dispelled by a large red diamond-shaped sign that warned “Do Not Enter, Your GPS is Wrong” a few miles into the alternate route.
Littered with wet leaves and twigs from the previous day’s storms, Route 32’s pucker factor was off the scale, especially when I felt the front wheel push over some wet leaves at the apex of a turn. I rarely engaged 3rd gear after that. Pavement turned to hard gravel at Davenport Gap, where we crossed back into North Carolina on Mount Sterling Road. We found blacktop again at Waterville Road along Big Creek, and after a few miles, under cavernous trees and crags, we came upon Interstate 40 and our path back to Maggie Valley.
Compared to Route 32, the Tail of the Dragon’s 318 curves in 11 miles were not as technical, nor as precarious. The roads in this part of Tennessee, which arc around the southern side of Great Smoky Mountains National Park, plunge into valleys, rise to bluffs overlooking man-made lakes and hydroelectric dams, and hug the steep sides of tree-blanketed mountains. After a full day of Appalachian curves, we stopped for the night in Middlesboro, Kentucky, just a stone’s throw west of Cumberland Gap.
Another sweeping view along the Blue Ridge Parkway.
With our bellies full of pancakes, we rode east on U.S. Route 58 through southwestern Virginia under crisp, blue autumn skies, with ridgelines on our left marking the border with Kentucky. We continued northeast on U.S. Route 19 for our next overnight in Princeton, West Virginia, and we awoke the next morning to find frost on our bikes. Despite the cold, the scenery from Princeton to Elkins on U.S. Route 219 was a moving feast of fields, pastures, valleys, woodland, creeks, rivers, and quaint towns.
This route map is available on the REVER app in the Rider Magazine community.
A section of U.S. 219 we traveled along is known as Seneca Trail. A pleasant surprise around one bend was Indian Creek Covered Bridge, which was completed in 1903 at a cost of $400. The rest of the morning was spent passing farm after farm, including writer Pearl S. Buck’s birthplace in Hillsboro, West Virginia. For pancakes, we recommend Greenbrier Grille and Lodge, overlooking its namesake river in Marlinton.
Our last day involved riding from valley to ridge to valley. We followed curves along various creeks and branches of the Potomac River that snaked their way through the Appalachians. Eventually we had to leave the winding roads behind and hop on Interstate 66 to complete our multi-day loop. For Dad’s first ride east of the Mississippi, he was proud to see his tripmeter roll over 1,504 memorable miles.
The Indian Creek Covered Bridge on West Virginia Route 219.
This 2022 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes cruisers, sportbikes, retro-styled bikes, scooters, touring bikes, and more.
Organized in alphabetical order by manufacturer, it includes photos, pricing, key update info, and links to first looks and – when available – first rides, road tests, and video reviews of each motorcycle.
Available in Europe since 2018, the 2022 BMW C 400 GT scooter receives updates and joins the U.S. lineup. As its Gran Turismo name implies, the GT is geared toward touring and comfort while still offering agility, twist-and-go user-friendliness, and generous underseat storage scooters are known for. The 350cc single-cylinder engine receives new Euro 5 emissions certification and delivers a claimed 34 horsepower at 7,500 rpm and 26 lb-ft of torque at 5,750 rpm. There are other updates to the engine, throttle-by-wire, traction control, and more. Base price is $8,495.
The 2022 BMW CE 04 scooter is part of BMW Motorrad’s “electromobility strategy.” It uses an innovative liquid-cooled, permanent-magnet electric motor mounted in the frame between the battery and the rear wheel. The motor is rated at 20 horsepower with a claimed maximum output of 42 horsepower, top speed is 75 mph, and 0-30 mph is achieved in 2.6 seconds. The CE 04 has a battery cell capacity of 60.6 Ah (8.9 kWh), providing a claimed range of 80 miles. Price and availability have not yet been announced.
When BMW unveiled the R 18 last year, a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced, it was only a matter of time before touring versions were added to the lineup. For 2022, BMW has announced the R 18 B “Bagger” (above) and R 18 Transcontinental (below). Both are equipped with a handlebar-mounted fairing with an infotainment system, a passenger seat, and locking hard saddlebags, and the Transcontinental adds a top trunk with an integrated passenger backrest. The 2022 BMW R 18 B is equipped with a low windshield, a slim seat (height is 28.3 inches), and a matte black metallic engine finish. Base price is $21,495.
2022 BMW R 18 Transcontinental in Galaxy Dust metallic, an iridescent paint finish that shimmers in the spectrum from violet to turquoise blue, depending on the lighting
Like the R 18 B, the 2022 BMW R 18 Transcontinental is equipped with a handlebar-mounted fairing with an infotainment system, a passenger seat, and locking hard saddlebags, and the Transcontinental adds a top trunk with an integrated passenger backrest. The 2022 BMW R 18 Transcontinental has a tall windshield, wind deflectors, driving lights, heated seats, highway bars, and an engine finished in silver metallic. Base price is $24,995.
The lovable, popular Grom has been Honda‘s top-selling streetbike since it was introduced in 2014. Now in its third generation, the 2022 Honda Grom gets a revised engine, a new 5-speed transmission, a larger fuel tank, a thicker, flatter seat, and fresh styling. Large bolts on the bodywork and a new two-piece design for the down pipe and muffler make the Grom easier to customize. Base price is $3,399, and another $200 gets you ABS. The Honda Grom SP ($3,499, above) comes in Pearl White and includes special graphics, gold fork tubes, and gold wheels.
To celebrate the 100th anniversary of the Chief, Indian Motorcycle revamped the entire lineup. In a nod to post-WW2 Indians, the lineup includes an updated Chief and two new models: the Chief Bobber and the Super Chief. Up-spec models include the Chief Dark Horse, Chief Bobber Dark Horse, and Super Chief Limited.
All Indian Chiefs are powered by the air-cooled, 49-degree Thunderstroke V-Twin, in either 111ci (1,811cc) or 116ci (1,890cc) displacement, with 6-speed transmissions and belt final drive. Every model has a low 26-inch seat height, and standard equipment includes keyless ignition, ride modes, cruise control, rear cylinder deactivation, and LED lighting.
The modern, sporty 2022 Indian Chief (above) has cast wheels with a 19-inch front, a solo saddle, midmount foot controls, and a drag-style handlebar. It’s powered by the Thunderstroke 111 V-Twin that makes 108 lb-ft of torque, and ABS is optional. The Indian Chief is available in Black Metallic, Ruby Smoke, and White Smoke, and pricing starts at $14,499.
Dark Horse models are known for their blacked-out finishes, dark paint, and minimalist styling. The 2022 Indian Chief Dark Horse has a Thunderstroke 116 V-Twin that belts out 120 lb-ft of torque. It also features a 4-inch round instrument panel with Ride Command, offering turn-by-turn navigation, Bluetooth connectivity, and more, as well as standard ABS. The Chief Dark Horse rolls on cast wheels (19-inch front, 16-inch rear) and is available in Black Smoke, Alumina Jade Smoke, and Stealth Gray. Pricing starts at $16,999.
Following the success of the Scout Bobber, it’s only natural that Indian would add a variation to the Chief lineup. The 2022 Indian Chief Bobber has mini-ape hanger handlebars paired with forward foot controls for an upright riding position. Powered by the Thunderstroke 111, it rolls on 16-inch wire wheels, has fork and shock covers, a large headlight bucket wrapped in a nacelle, and a mix of chrome and black finishes. ABS is optional. The Indian Chief Bobber is available in Black Metallic and Ruby Metallic, pricing starts at $15,999.
2022 Indian Chief Bobber Dark Horse in Black Smoke
The 2022 Indian Chief Bobber Dark Horse gets the larger, more powerful Thunderstroke 116 V-Twin, the 4-inch display with Ride Command, and standard ABS. Sixteen-inch wheels have chrome spokes and gloss black rims, and nearly everything gets a menacing, blacked-out look. The Chief Bobber Dark Horse comes in Black Smoke, Titanium Smoke, and Sagebrush Smoke, and pricing starts at $18,999.
For 2022, Indian‘s FTR lineup includes four models: FTR, FTR S, FTR R Carbon, and FTR Rally. The entire line gets an updated liquid-cooled 1,203cc V-Twin with a revised fuel map for better cold-start performance and throttle response, and rear-cylinder deactivation and revised heat channeling to improve comfort. The street-biased FTR, FTR S, and FTR R Carbon now roll on 17-inch cast-aluminum wheels with Metzeler Sportec rubber, and have less front/rear suspension travel, a lower 32.2-inch seat height, and a narrower ProTaper handlebar. The scrambler-themed FTR Rally is still equipped with wire-spoke 19- and 18-inch wheels and longer suspension travel.
The base-model 2022 Indian FTR (above) has fully adjustable Sachs suspension, with a 43mm inverted fork and a piggyback rear shock. It’s available in Black Smoke, and pricing starts at $12,999.
2022 Indian FTR S in Maroon Metallic (Photo by Jordan Pay)
The up-spec 2022 Indian FTR S features a Bluetooth ready 4.3-inch Ride Command touchscreen display, giving riders access to three selectable ride modes and IMU-supported rider aides like cornering ABS, traction control, wheelie control, rear-wheel lift mitigation, and stability control. Standard equipment includes a fast-charging USB port, an Akrapovič slip-on exhaust, and fully adjustable Sachs suspension. It’s available in Maroon Metallic (above) and White Smoke, and pricing starts at $14,999.
The top-of-the-line 2022 Indian FTR R Carbon stands apart from the crowd with a carbon fiber tank cover, fender, and headlight nacelle. It also has fully adjustable Öhlins suspension, a red frame, silver tailsection, black Akrapovič slip-on exhaust, a premium seat cover, and numbered badging. Pricing starts at $16,999.
Ready to hit the road for days on end in comfort and style, the 2022 Indian Super Chief features a quick-release windscreen, saddlebags, a touring seat with passenger pad, floorboards, and traditional pullback handlebars. Like the Chief Bobber, the Super Chief is powered by the Thunderstroke 111 and has 16-inch wire wheels, a large headlight bucket with nacelle, fork covers, and optional ABS. Its fully chromed shotgun-style dual exhaust enhances its classic style. It’s available in Black Metallic and Pearl White, and pricing starts at $18,499.
2022 Indian Super Chief Limited in BlueSlate Metallic (Photo by Jordan Pay)
For touring riders who want more power, safety, and sophistication, the 2022 Indian Super Chief Limited features a quick-release windscreen, saddlebags, a touring seat with passenger pad, floorboards, and traditional pullback handlebars like the base-model Super Chief. The Limited adds the Thunderstroke 116 V-twin, standard ABS, and a 4-inch round display with Bluetooth-connected Ride Command. Chrome finishes and rich metallic paint make the Super Chief Limited extra special. It comes in Black Metallic, BlueSlate Metallic, and Maroon Metallic, and pricing starts at $20,999.
As far as dual-sport motorcycles go, the Kawasaki KLR650 is the stuff of legend. We’re big fans of the KLR, and when it was dropped from Kawasaki’s lineup we wrote a heartfelt requiem for our old friend. After a brief retirement, the 2022 Kawasaki KLR650 returns with some major upgrades, including a fuel-injected (finally!) liquid-cooled 652cc Single that promises increased reliability and fuel efficiency and optional ABS.
Four versions are available:
KLR650 (MSRP: $6,699; Pearl Sand Khaki and Pearl Lava Orange)
KLR650 ABS ($6,999; Pearl Sand Khaki)
KLR650 Traveler ($7,399; Pearl Lava Orange; equipped with factory-installed top case, 12V power outlet, and USB socket)
KLR650 Adventure (Non-ABS MSRP: $7,699, ABS MSRP: $7,999; Cypher Camo Gray; equipped with factory-installed side cases, LED auxiliary light set, engine guards, tank pad, 12V power outlet and USB socket)
The 2022 Suzuki GSX-S1000 is a naked sportbike powered by an updated version of the liquid-cooled 999cc inline Four from the K5 (2005-2008) GSX-R1000. It gets more aggressive, angular styling with stacked LED headlights and MotoGP-inspired winglets, a new 4-2-1 exhaust system, a new slipper clutch, and the Suzuki Intelligent Ride System. An updated seat design, new wheels shod with new Dunlop Roadsport 2 tires, revised instrumentation and switches, and a new larger fuel tank (5 gallons, up from 4.5) round out the changes. The 2022 Suzuki GSX-S1000 is available in Metallic Triton Blue, Metallic Matte Mechanical Gray, and Glass Sparkle Black. Price is TBD.
Now in its third generation with its first update since 2008, the legendary 2022 Suzuki Hayabusa gets a thoroughly revised liquid-cooled 1,340cc inline that makes 187 horsepower at 9,750 rpm and a whopping 110 lb-ft of torque at 7,000 rpm. Peak figures are lower, but there’s more grunt in the midrange, and the latest Hayabusa accelerates faster than its predecessor. The Hayabusa has been updated and refined from nose to tail, with new styling and instrumentation, an IMU-enabled Suzuki Intelligent Ride System, and much more. Available in Glass Sparkle Black and Candy Burnt Gold; Metallic Matte Sword Silver and Candy Daring Red; and Pearl Brilliant White and Metallic Matte Stellar Blue, pricing for the 2022 Suzuki Hayabusa starts at $18,599.
For 2022, Triumph has given performance, technological, and visual updates to its entire Modern Classic lineup, which includes the iconic Bonneville T100, Bonneville T120 and T120 Black, Street Twin and Street Twin Gold Line, Bonneville Bobber, and Speedmaster models.
Triumph has merged the Bobber and up-spec Bobber Black into one single model, the 2022 Triumph Bonneville Bobber. Like other models in the Bonneville lineup, the Bobber’s “high-torque” 1,200cc liquid-cooled parallel-Twin gets a lighter crankshaft and mass-optimized clutch and counterbalancers. It also gets a larger 3-gallon fuel tank, an upgraded fork, a chunky front wheel, dual Brembo front calipers, standard cruise control and ABS, a new LED headlight, and some styling updates. The Bobber is available in Jet Black, Cordovan Red, and Matte Storm Grey and Matte Ironstone two-tone (above). Pricing starts at $13,150.
The 2022 Triumph Bonneville Speedmaster gets an updated “high-torque” 1,200cc liquid-cooled parallel-Twin, refined riding modes (Road and Rain), a larger-diameter and higher-spec 47mm Showa cartridge fork, improved rider and passenger seating, and updated instrumentation. The Speedmaster is available in Jet Black, Red Hopper, and two-tone Fusion White and Sapphire Black with hand-painted twin coach lines (above). Pricing starts at $13,150.
The 2022 Triumph Bonneville T100’s Euro 5-compliant “high-torque” 900cc parallel-Twin boasts an additional 10 ponies, bringing its claimed figures up to 64 horsepower at 7,400 rpm and 59 lb-ft of torque at 3,750 rpm. The engine also gets a lighter crankshaft, mass-optimized clutch and counterbalancers, a magnesium cam cover, and a thin-walled clutch cover, which together reduce curb weight by 8 pounds. The T100 also gets an upgraded fork, new instrumentation, and some styling tweaks. The Bonneville T100 is available in Jet Black, two-tone Lucerne Blue and Fusion White (above), and two-tone Carnival Red and Fusion White. Pricing starts at begins at $10,500.
The 2022 Triumph Bonneville T120 and T120 Black get engine updates, less weight (520 pounds wet, down 15.5), and other updates. The “high-torque” 1,200cc liquid-cooled parallel-Twin gets a lighter crankshaft and mass-optimized clutch and counterbalancers. The big Bonnies get cruise control, new Brembo front calipers, refined riding modes (Road and Rain), and aesthetic upgrades. Pricing for the 2022 Triumph Bonneville T120 and T120 Black (above) starts at $12,050.
Limited to 1,000 units worldwide, the 2022 Triumph Rocket 3 R Black gives the 2,458cc mega cruiser an even leaner-and-meaner look. It features an aggressive all-black colorway that focuses on matte finishes, darkened tank badging, a carbon fiber front fender, and blacked-out components from nose-to-tail, and it comes with a certificate of authenticity. Pricing starts at $23,700.
Also limited to 1,000 units worldwide, the 2022 Triumph Rocket 3 GT Triple Black applies the dark treatment to the touring version, with a high-gloss three-shade paint scheme, a carbon fiber front fender, and blacked-out components. It comes with a certificate of authenticity that lists each motorcycle’s VIN. And its enormous 2,458cc inline Triple produces 167 horsepower at 6,000 rpm and a 163 lb-ft of torque at 4,000 rpm. Pricing starts at $24,400.
Also built on Triumph‘s Bonneville platform, the 2022 Scrambler 1200 XC, Scrambler 1200 XE, and Scrambler 1200 Steve McQueen Edition are powered by a “high power” version of Triumph’s liquid-cooled, 1,200cc parallel-Twin that’s been updated to meet Euro 5 emissions regulations, which includes a revised exhaust system that offers improved heat distribution. With a dedicated Scrambler tune, it makes 89 horsepower at 7,250 rpm and 81 lb-ft of torque at 4,500 rpm. All three models have a 21-inch front wheel, side-laced tubeless wheels, and nearly 10 inches of suspension travel.
The 2022 Triumph Scrambler 1200 XC is available in Sapphire Black ($14,000), two-tone Cobalt Blue and Jet Black ($14,500, above), and two-tone Matte Khaki Green and Matte Black ($14,500).
2022Triumph Scrambler 1200 XE / Steve McQueen Edition
2022 Triumph Scrambler 1200 Steve McQueen Edition
Receiving the same updates as the XC, the higher-spec 2022 TriumphScrambler 1200 XE adds an Off-Road Pro mode and cornering-optimized ABS and traction control. It’s available in Sapphire Black ($15,400), two-tone Cobalt Blue and Jet Black ($15,900), and two-tone Matte Khaki Green and Matte Black ($15,900).
Limited to 1,000 in individually numbered units worldwide and based on the XE, the 2022 Triumph Scrambler 1200 Steve McQueen Edition (above) honors the King of Cool with unique Steve McQueen branding on the tank and handlebar clamp, an exclusive Competition Green custom paint scheme, premium Scrambler accessories fitted as standard, and a certificate of authenticity with signatures from Triumph’s CEO, Nick Bloor, and Chad McQueen. Pricing starts at $16,400.
The 2022 Triumph Speed Twin gets similar engine updates as the rest of the Bonneville family, and its “high power” liquid-cooled, 1,200cc parallel-twin makes 98.6 horsepower at 7,250 rpm and 83 lb-ft of torque at 4,250 rpm. To improve handling, the Speed Twin gets a higher-spec Marzocchi inverted cartridge fork, Brembo M50 monoblock calipers, lighter cast aluminum 12-spoke wheels, and Metzeler Racetec RR tires. Styling has also been refreshed. The Speed Twin is available in Red Hopper (above), Matte Storm Grey, and Jet Black. Pricing starts at $12,500.
As with other Bonneville models, the 2022 Triumph Street Scrambler’s liquid-cooled 900cc parallel-twin has been updated to meet Euro 5 emissions yet it still delivers 64 horsepower at 7,250 rpm and 59 lb-ft of torque at 3,250 rpm. Styling updates include a new side panel with aluminum number board, a new heel guard, new brushed aluminum headlight brackets, new adventure-oriented seat material, new throttle body finishers, and new paint schemes. The Street Scrambler is available in Jet Black, Urban Grey, and two-tone Matte Khaki and Matte Ironstone; pricing starts at $11,000.
Limited to 775 units worldwide, the Scrambler Sandstorm Edition (above) has a unique paint scheme, premium accessories (high front fender, tail tidy, sump guard, headlight grille, and rubber knee pads on the tank), and a certificate of authenticity personalized with the bike’s VIN. Pricing starts at $11,750.
Heralded as Triumph’s best-selling Modern Classic, the 2022 Triumph Street Twin gets an updated engine, new cast wheels, and updated styling. Featuring the same updated “high-torque” 900cc liquid-cooled parallel-twin as the T100, the Street Twin now boasts 64 horsepower at 7,500 rpm and 59 lb-ft of torque at 3,800 rpm. New 18- and 17-inch 10-spoke cast-aluminum wheels are fitted with Pirelli Phantom Sportcomp tires. The Street Twin is available in Cobalt Blue (above), Matte Ironstone, and Jet Black. Pricing starts at $9,400.
Limited to 1,000 units worldwide, the 2022 Triumph Street Twin Gold Line features a Matte Sapphire Black colorway with a Triumph heritage logo and hand-painted gold lining. Pricing starts at $10,150.
The all-new 2022 Yamaha YZF-R7 is a 689cc sportbike based on the MT-07 platform, slotting between the YZF-R3 and YZF-R1. It features an slip/assist clutch, an optional quickshifter, chassis upgrades, and all-new bodywork. The R7 delivers track-ready performance within reach, with an MSRP of $8,999. Available in Team Yamaha Blue (above) and Performance Black.
Triumph’s new Tiger 850 Sport is a capable, affordable adventure bike. It looks like it was dipped beak-first into a vat of red paint, like a Maker’s Mark bottle dipped in wax. (Photos by Kevin Wing)
Manufacturers sometimes make peculiar choices when naming motorcycles. Despite its name, the new-for-2021 Triumph Tiger 850 Sport has the same engine size (888cc) as the Tiger 900 GT and Tiger 900 Rally. And even though it has “Sport” in the name, the 850 actually makes less horsepower. On Jett Tuning’s dyno, the Tiger 850 made 82.1 horsepower and 58 lb-ft of torque at the rear wheel, which is 7.6 horsepower and 1.4 lb-ft of torque less than the Tiger 900 Rally Pro we tested last year.
Twin radiators channel heat through ducts in the bodywork.
Designed to be the most accessible Tiger in terms of power, torque, specification, and price, simply calling it the Tiger 900 probably makes more sense. With a base price of $11,995, the Tiger 850 Sport costs $2,705 less than the Tiger 900 GT and $3,405 less than the Tiger 900 Rally. Its main competitors are street-oriented adventure bikes like the BMW F 750 GS (which is actually an 850; base price, $10,995), the BMW F 900 XR ($11,695), and the KTM 890 Adventure ($13,099).
Triumph detuned the Tiger 850’s engine to comply with A2 licensing requirements in Europe. It was able to hit a lower price point by foregoing an Inertial Measurement Unit (IMU) and multi-mode cornering-optimized ABS and traction control in favor of a more conventional non-switchable ABS and switchable traction control setup. The Tiger 850 Sport has fewer riding modes (only Road and Rain) and the Marzocchi suspension adjustability is limited to rear preload. Other nips and tucks include a 5-inch TFT display instead of the 7-inch TFT the Tiger 900s, and there’s no cruise control, quickshifter, self-canceling turnsignals, or centerstand.
Windscreen is one-hand adjustable to five positions over a 2-inch range.
The Tiger 850 Sport is hardly a bargain-bin special. It’s equipped with premium Brembo Stylema monoblock front calipers, a radial front brake master cylinder, a slip/assist clutch, a dual-height seat (31.9/32.7 inches), a hand-adjustable windscreen, full LED lighting, a 12-volt power outlet, and a luggage rack. Its curb weight is a manageable 474 pounds, and we averaged 219 miles of range from the 5.3-gallon tank.
A roomy cockpit with an upright riding position allows riders to relax or shift into attack mode.
Greg’s Gear Helmet:Fly Racing Sentinel Mesh Jacket: Fly Racing Butane Gloves: Fly Racing FL-2 Pants: Scorpion Covert Pro Jeans Boots:Sidi Gavia Gore-Tex
Inline Triples are a signature feature on Triumphs as diverse as Tiger adventure bikes, the Speed Triple naked sportbike, and the Rocket 3 muscle cruiser. The Tiger 850 has what Triumph calls a T-Plane crankshaft with a 1-3-2 firing order. After cylinder 1 fires, the crank turns 180 degrees, cylinder 3 fires, the crank turns 270 degrees, cylinder 2 fires, the crank turns 270 degrees, and so on. The irregular firing sequence gives the engine the feel of a Twin down low and the character of a Triple from the midrange on up.
A T-Plane crankshaft enhances the character and torque spread of the Tiger’s Triple.
Power increases linearly to 7,000 rpm then plateaus at around 80 horsepower until the 10,000-rpm redline. There’s a broad spread of torque, with 80% or more of peak torque available between 2,400 and 9,100 rpm. A balancer shaft quells most of the engine’s vibrations, but overall it feels more coarse than some of Triumph’s other Triples. Rain mode dulls throttle response, but in Road mode the right grip delivers precise throttle inputs with no stutters or hiccups. Other than a fair amount of heat felt on the left side, there’s little to complain about with the Tiger’s engine.
As I’ve written in previous reviews, Triumph’s design and engineering philosophy imbues its motorcycles with a user-friendliness that makes its bikes – even those I’ve never ridden before – feel familiar and intuitive. The Tiger 850 Sport is no exception. Its ergonomics are comfortable, its fit and finish are at a high level, and its handling strikes a good balance between agility and stability. Response and feel at the front brake lever are excellent, the slip/assist clutch is light and smooth, and the transmission shifts with minimal effort. The fork dives under hard braking, but generous suspension travel and comfort-oriented damping settings provide good ride quality in a range of riding conditions.
On rough twisty roads, the Tiger digs its claws in. Its Brembo Stylema front calipers are fantastic.
The Tiger’s 19-inch front wheel, Michelin Anakee Adventure 90/10 tires, and decent ground clearance allow for some light-duty off-roading, but the ABS doesn’t have an off-road mode nor can it be turned off at the rear wheel. What makes the Tiger 850 Sport most appealing is its versatility as a streetbike, serving as an able commuter or errand-runner during the week, a canyon carver on the weekend, and a comfortable tourer for as many days as you can take off from the grind. Given its budget-friendly MSRP, buyers should have some money left over to tailor the bike to their needs. Triumph offers various luggage options and other accessories such as heated grips, handguards, a centerstand, crash protection, comfort seats, a low seat (31.1/31.9 inches), and more.
The Tiger 850 Sport is a well-sorted adventure bike. Its engaging engine, quality components, and sensible feature set make for an appealing overall package. And if red isn’t your thing, it also comes in blue.
Its name may be a bit misleading, but the Tiger 850 Sport is a great value for an impressively versatile European motorcycle.
This 2021 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes bikes in many categories, including adventure, cafe racer, cruiser, sport, sport-touring, retro, touring, and others.
Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews of each motorcycle. Due to the pandemic and supply chain disruptions, some manufacturers skipped the 2021 model year. Stay tuned for our 2022 Motorcycle Buyers Guide.
Aprilia‘s RS 660 is the first of three models — the RS 660 sportbike, the Tuono 660 naked bike (below), and the not-yet-released Tuareg 660 adventure bike — built on a new engine platform, a liquid-cooled 659cc parallel-Twin with a 270-degree firing order that makes a claimed 100 horsepower at 10,500 rpm and 49.4 lb-ft of torque at 8,500 rpm. The RS 660 is equipped with the IMU-enabled APRC (Aprilia Performance Ride Control) electronics package with five ride modes, 3-level cornering ABS, 3-level traction control, wheelie control, cruise control, and engine braking management. Pricing starts at $11,299.
2021 Aprilia RSV4 Factory (Photo by Larry Chen Photo)
Aprilia is an Italian brand known for performance, and the RSV4 and RSV4 Factory are at the pointy end of the company’s go-fast spear. Both are powered by a 1,099cc, 65-degree V-4 that Aprilia says cranks out an eye-watering 217 horsepower at 13,000 rpm and 92 lb-ft of torque at 10,500 rpm, even while meeting strict Euro 5 emissions regulations. And both are equipped with a 6-axis IMU and the APRC (Aprilia Performance Ride Control) suite of rider aids. Whereas the standard RSV4 features fully adjustable Sachs suspension, the RSV4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension, with a 43mm NIX upside-down fork, a TTX rear shock, and an electronic steering damper. The RSV4 has cast wheels and the RSV4 Factory has lighter and stronger forged wheels. MSRP for the RSV4 is $18,999 and MSRP for the RSV4 Factory is $25,999.
2021 Aprilia Tuono 660 (Photo by Larry Chen Photo)
Based on the RS 660 (above), the Aprilia Tuono 660 is a semi-naked sportbike with a more upright seating position, and more street-oriented steering geometry. Its base price is $10,499.
The Tuono name has always been associated with top-of-the-line street performance, and the Aprilia Tuono V4 and Tuono V4 Factory carry the cred with a 1,077cc V-4 that produces 175 horsepower and 89 lb-ft of torque at the crank (claimed). The Tuono V4 is the more street-focused of the two, with a taller windscreen, a higher handlebar, and optional saddlebags (as shown above), and it is equipped with fully adjustable Sachs suspension. The Tuono V4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension. Both models feature a six-axis IMU that supports the APRC electronics suite. MSRP for the Tuono V4 is $15,999 and MSRP for the Tuono V4 Factory is $19,499.
The Benelli Leoncino (“little lion”) is an Italian-designed, Chinese-manufactured roadster powered by a liquid-cooled 500cc parallel-Twin also found in the TRK502X adventure bike (below). In the U.S., the Leoncino is part of a two-bike lineup, which includes the standard street-biased roadster model (shown above) and the Leoncino Trail, a scrambler variant with more suspension travel and spoked wheels with a 19-inch front and 90/10 adventure tires. The Leoncino comes with standard ABS and is priced at $6,199, while the Leoncino Trail is $7,199.
Like the Leoncino above, the Benelli TRK502X is an Italian-designed, Chinese-manufactured adventure bike powered by a liquid-cooled 500cc parallel-Twin. It has a comfortable and upright seating position, a good windscreen, 90/10 adventure tires with a 19-inch front, spoked wheels, ABS, hand and engine guards, and enough luggage capacity to go the distance (aluminum panniers and top box are standard). MSRP is $7,398.
The BMW R 18 is a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced. Part of BMW’s Heritage line, the R 18 has styling inspired by the 1930s-era R 5. Despite its classic looks, the long, low cruiser is equipped with fully modern electronics, brakes, suspension, and other features. Base price is $17,495. BMW recently announced two touring versions for the 2022 model year, the R 18 B and R 18 Transcontinental, both with a fairing, hard saddlebags, and an infotainment system; the Transcontinental adds a trunk with an integrated passenger backrest.
2021 Ducati Monster (Photo by Gregor Halenda and Mike Levin)
The Ducati Monster is one of the Italian manufacturer’s most iconic and best-selling models. Gone is the trademark tubular-steel trellis frame, replaced with a front-frame design that uses the engine as a structural member of the chassis, as on the Panigale and Streetfighter V4 models. Compared to the previous Monster 821, the new model weighs 40 pounds less and is equipped with a more powerful 937cc Testastretta 11-degree L-Twin engine and top-shelf electronics. New styling and more make this an all-new Monster. Pricing starts at $11,895 for the Monster and $12,195 for the Monster+, which adds a flyscreen and passenger seat cover.
Another top-selling Ducati is the Multistrada adventure bike. For 2021, it is now the Multistrada V4 and it is powered by the 1,158cc 90-degree V4 Grandturismo engine that makes 170 horsepower at 10,500 rpm and stomping 92 lb-ft torque at 8,750 rpm (claimed). Ducati Skyhook semi-active suspension and a full suite of IMU-supported electronics are standard, and S models are equipped with a radar system that enables Adaptive Cruise Control and Blind Spot Detection. New for 2021 is a 19-inch front wheel. Pricing starts at $19,995 for the Multistrada V4 and $24,095 for the Multistrada V4 S.
Updates to the Ducati SuperSport 950 include new styling inspired by the Panigale V4, an IMU-enabled electronics package, and improved comfort. The seat is flatter and has more padding, the handlebar is higher, and the footpegs are lower. The SuperSport 950 is powered by a 937cc Testastretta L-Twin that makes 110 horsepower at 9,000 rpm and 68.6 lb-ft of torque at 6,500 rpm (claimed, at the crank). The SuperSport 950 is available in Ducati Red for $13,995. The SuperSport 950 S, which is equipped with fully adjustable Öhlins suspension and a passenger seat cover, is available in Ducati Red and Arctic White Silk starting at $16,195.
2021 Harley-Davidson Electra Glide Revival
2021 Harley-Davidson Electra Glide Revival
Earlier this year Harley-Davidson announced its new Icons Collection. The first model in the collection is the stunning Electra Glide Revival, which is inspired by the 1969 Electra Glide, the first Harley-Davidson motorcycle available with an accessory “batwing” fairing. Though retro in style, the Electra Glide Revival is powered by a Milwaukee Eight 114 V-twin and is equipped with RDRS Safety Enhancements and a Boom! Box infotainment system. Global production of the Electra Glide Revival is limited to a one-time build of 1,500 serialized examples, with an MSRP of $29,199.
With its iconic solid aluminum 18-inch Lakester wheels, for 2021 Harley-Davidson gave the Fat Boy 114 a new look with lots of chrome and bright work. Powering the Fat Boy is none other than the torquey Milwaukee-Eight 114 V-twin engine, equipped with a 6-speed gearbox and putting down a claimed 119 ft-lb of torque at just 3,000 rpm. Pricing starts at $19,999.
2021 Harley-Davidson Pan America 1250 / Pan America 1250 Special
2021 Harley-Davidson Pan America 1250 (Photo by Kevin Wing)
A competitive, state-of-the-art, 150-horsepower adventure bike built by Harley-Davidson? Yea, right, when pigs fly! Well, the Motor Company came out swinging with its Pan America 1250 and Pan America 1250 Special. Powered by the all-new Revolution Max 1250, a liquid-cooled, 1,252cc, 60-degree V-Twin with DOHC, 4 valves per cylinder, and variable valve timing. The killer app is the optional Adaptive Ride Height, which lowers the higher-spec Pan America 1250 Special (which is equipped with semi-active Showa suspension) by 1 to 2 inches when the bike comes to a stop. Pricing starts at $17,319 for the Pan America 1250 and $19,999 for the Pan America 1250 Special.
For Harley-Davidson Touring models like the Road Glide, Road King, and Street Glide, there are Special models that offer a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin. The 2021 Harley-Davidson Road Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $26,699.
2021 Harley-Davidson Sportster S
2021 Harley-Davidson Sportster S
The (air-cooled) Sportster is dead, long live the (liquid-cooled) Sportster! Visually similar to the 1250 Custom teased several years ago, the 2021 Harley-Davidson Sportster S represents a new era for the legendary Sportster line. Since the introduction of the XL model family in 1957, Sportsters have always been stripped-down motorcycles powered by air-cooled V-Twins. Harley calls the new Sportster S a “sport custom motorcycle,” and at the heart of the machine is a 121-horsepower Revolution Max 1250T V-Twin, a lightweight chassis, and premium suspension. Pricing starts at $14,999.
The Street Bob, with its mini-ape handlebar, mid-mount controls, and bobber-style fenders, has become a fan favorite among those looking for a minimalist American V-twin to customize. The 2021 Harley-Davidson Street Bob 114 packs more punch, thanks to the larger, torque-rich Milwaukee-Eight 114 engine. Pricing starts at $14,999.
With a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin, the 2021 Harley-Davidson Street Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $27,099.
The 2021 Honda ADV150 is an ADV-styled scooter, essentially a Honda PCX150 with longer travel Showa suspension (5.1/4.7 inches front/rear) and a larger ABS-equipped 240mm disc brake at the bow and a drum brake without ABS in the stern. Its powered by a liquid-cooled 149cc Single and has an automatic V-matic transmission. Pricing starts at $4,199.
2021 Honda CBR1000RR-R Fireblade SP (Photo by Kevin Wing)
Well-mannered motorcycles seldom make racing history, and the 2021 Honda CBR1000RR-R Fireblade SP was developed with one uncompromising goal — win superbike races at all costs. It’s powered by an inline-Four that we dyno tested at 175 horsepower at the rear wheel, and it’s equipped with Öhlins semi-active suspension, IMU-enabled electronics, and top-shelf braking hardware. And it’s street legal and available for purchase from your local Honda dealer. MSRP is $28,500.
The 2021 Honda CRF300L (above) and CRF300L Rally (below) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L has a base price of $5,249 (add $300 for ABS), weighs 309 pounds, has a 2.1-gallon tank, and has a 34.7-inch seat height.
The 2021 Honda CRF300L and CRF300L Rally (above) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L Rally, which has a windscreen, handlebar weights, rubber footpeg inserts, a larger front brake rotor, more seat padding, and a larger fuel tank (3.4 gallons vs. 2.1) than the CRF300L, has a base price of $5,999 (add $300 for ABS), weighs 333 pounds, and has a 35.2-inch seat height.
The Honda CRF450L debuted for 2019, bringing CRF450R motocross performance to a street-legal dual-sport. Its lightweight, compact, liquid-cooled 449cc single has a 12:1 compression ratio and a Unicam SOHC valve train with titanium valves. For 2021, Honda added an “R” to the model name (CRF450RL), lowered the price to $9,999 (from $10,399), revised the ECU and fuel-injection settings for better throttle response, and added new hand guards and fresh graphics.
The Gold Wing has been Honda‘s flagship touring model for more than 40 years. It entered its sixth generation for the 2018 model year, with a complete overhaul to the GL1800 platform that made it lighter, sportier, and more technologically advanced. The standard Gold Wing (above) and trunk-equipped Gold Wing Tour (below) won Rider‘s 2018 Motorcycle of the Year award. Gold Wing updates for 2021 include a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Updates for the Honda Gold Wing Tour include the same ones listed above for the standard Gold Wing: a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. But the Tour also got a larger top trunk (61 liters, up from 50) that now easily accepts two full-face helmets; total storage capacity is now 121 liters. The passenger seat’s backrest features a more relaxed angle, thicker foam, and a taller profile. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
Joining the Rebel 300 and Rebel 500 in Honda‘s cruiser lineup for 2021 is the all-new Rebel 1100, which is powered by powered by a version of the liquid-cooled 1,084cc parallel-twin used in the 2020 Africa Twin, which uses a Unicam SOHC valve train and is available with either a 6-speed manual gearbox or a 6-speed automatic Dual Clutch Transmission. Standard equipment includes four ride modes (Standard, Sport, Rain and User, which is customizable), Honda Selectable Torque Control (aka traction control, which has integrated wheelie control), engine brake control, and cruise control. Pricing starts at $9,299 for the Rebel 1100 and $9,999 for the Rebel 1100 DCT.
The latest addition to Honda‘s miniMOTO lineup is the Trail 125 ABS, which is powered by the same air-cooled 125cc Single found in the Grom, Monkey, and Super Cub C125. Like the Monkey and Super Cub, the Trail plays the retro card, pulling at heartstrings for a bike beloved by many decades ago. Just like its forefathers, the 2021 Honda Trail 125 proudly carries on the tradition of being a quaint and understated dual-sport, with a steel backbone frame, upright handlebar, square turnsignals, upswept exhaust, high-mount snorkel, and luggage rack. MSRP is $3,899.
2021 Indian Roadmaster Limited (Photo by Kevin Wing)
For 2021, the Indian Roadmaster Limited gets the larger 116ci Thunder Stroke V-Twin versus the original 111, and it has a modern streamlined fairing, open front fender, and slammed saddlebags. As a premium touring model, the Roadmaster Limited also gets Indian’s heated and cooled ClimaCommand seats and other upgrades. Pricing starts at $30,749.
Like the Honda CRF300L above, Kawasaki‘s entry-level dual-sport got a displacement boost, which warranted a name change from KLX250 to KLX300. The 2021 KLX300 makes more thanks to a larger 292cc Single, which is liquid-cooled, fuel-injected, and has DOHC with four valves. It also uses more aggressive cam profiles, making it livelier than its predecessor. All of that is paired to a 6-speed gearbox and 14/40 final drive. Pricing starts at $5,599. And joining the KLX300 is a supermoto version, the KLX300SM (below).
Joining the KLX300 dual-sport (above) in Kawasaki‘s 2021 lineup is an all-new supermoto version, the KLX300SM. It has street-oriented 17-inch wire-spoke wheels and IRC Road Winner RX-01 rubber, and the suspension is stiffer with slightly abbreviated travel. The KLX300SM also has taller final-drive gearing and a larger front brake rotor. Pricing starts at $5,599.
Speaking of supermoto, KTM‘s track-only, race-ready 450 SMR is back for 2021. Using the 450 SX-F motocross racer as its foundation, the SMR shares its 63-horsepower 450cc single-cylinder SOHC engine, lightweight steel frame, and cast-aluminum swingarm. To suit its supermoto purpose, wider triple clamps with a 16mm offset accommodate tubeless Alpina wheels (16.5-inch front and 17-inch rear) fitted with ultra-sticky Bridgestone Battlax Supermoto slicks. The WP Xact suspension is updated, reducing suspension travel to an ample 11.2 inches in the front and 10.5 inches in the rear, lowering the bike’s center of gravity and improving handling. A radially mounted Brembo M50 front caliper squeezes a 310mm Galfer floating rotor to deliver all the braking power you’ll ever need on a bike that weighs just 232 pounds wet. MSRP is $11,299.
We selected the KTM 790 Adventure and 790 Adventure R as Rider‘s 2019 Motorcycle of the Year. Just two years later, KTM has updated the platform. Adapted from the 890 Duke R, the engine now has more displacement, a higher compression ratio, and other improvements. And like the 890 Duke R, the Adventure R has better throttle-by-wire response, a beefed-up clutch and a shortened shift lever stroke and lighter shift-detent spring for faster shifting. Chassis updates include an aluminum head tube, a lighter swingarm, revised suspension settings, and refinements to the braking system. Pricing starts at $14,199.
The limited-edition KTM 890 Adventure R Rally received the same updates as the 890 Adventure R (above), but is loaded with race-spec inspired components. Its development utilized feedback from Red Bull KTM Factory Racing team riders, Toby Price, and Sam Sunderland. Only 700 units of the 890 Adventure R Rally will be produced worldwide, with 200 slated for the North American market. Pricing starKTM 8ts at $19,999.
Powering the 2021 KTM 890 Duke is the same punchy, rip-roaring 889cc parallel-Twin producing a claimed 115 horsepower and 67.9 lb-ft of torque that’s also found in the 890 Duke R and 890 Adventure (above). Shared amongst the middleweight Duke family is a chromoly-steel frame, lightweight one-piece aluminum subframe and cast aluminum swingarm. By using the 889cc engine as a stressed member, the 890 Duke flaunts a mere 372-pound dry weight. We recently completed a comparison test of the 2021 KTM Duke lineup (200, 390, 890, and 1290), which will be posted soon.
2021 Moto Guzzi V7 Stone (Photo by Larry Chen Photo)
On March 15, 2021, Moto Guzzi celebrated its 100th anniversary of continuous production at its headquarters in Mandello del Lario, Italy. One of Moto Guzzi’s most iconic models, the V7, was updated for 2021, and is available in more modern V7 Stone and classic V7 Special versions. Both have a larger 853cc V-Twin derived from engine, variations of which are found in the V9 and V85 TT. They also get reduced effort from the single-disc dry clutch, a stiffer frame, a bigger swingarm with a new bevel gear for the cardan shaft drive, revised damping and a longer stroke for the preload-adjustable rear shocks, an updated ABS module, a wider rear tire, vibration-damping footpegs, and a thicker passenger seat. MSRP for the V7 Stone is $8,990, or $9,190 for the Centenario edition (shown above).
The 2021 Moto Guzzi V7 Special gets the same updates as the V7 Stone above. Whereas the V7 Stone has matte finishes, a single all-digital gauge, black exhausts, cast wheels, and an eagle-shaped LED set into the headlight, the V7 Special is classically styled, with spoked wheels, chrome finishes, dual analog gauges, and a traditional headlight. MSRP is $9,490.
For 2021, the Moto Guzzi V85 TT gets some updates to its air-cooled 853cc 90-degree V-Twin. The revised powerplant offers more torque at low to midrange rpm thanks to optimized lift of the pushrod-and-rockers timing cams and tweaks to the engine control electronics. New spoked rims now mount tubeless tires, reducing unsprung weight by 3.3 pounds for better handling and facilitating plug-and-go flat repairs. Two new riding modes—Sport and Custom—join the existing three (Street, Rain, Off-road) to provide more flexibility in managing throttle response, traction control and ABS to suit rider preferences. Cruise control and the color TFT instrument panel also come standard. The 2021 V85 TT Adventure ($12,990) has standard saddlebags. The 2021 V85 TT Travel ($13,390) includes a Touring windscreen, side panniers from the Urban series, auxiliary LED lights, heated hand grips, and the Moto Guzzi MIA multimedia platform.
For 2021, the Royal Enfield Himalayan adventure bike, which is powered by an air-cooled 411cc Single, get several updates, including switchable ABS to help riders when riding off-road, a revised rear brake that is said to improve braking performance, a redesigned sidestand, and a new hazard light switch. MSRP is $4,999.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
For 2021, the Royal Enfield family gets a new addition — the Meteor 350, a light, affordable cruiser powered by an all-new air-cooled 349cc single with SOHC actuating two valves. Available in three budget-friendly trim packages, variants include the base-model Fireball ($4,399) with a black exhaust system; the Stellar ($4,499), with a chrome exhaust and a passenger backrest; and the Supernova ($4,599), which adds a windshield and a two-tone paint scheme.
2021 Triumph Speed Triple 1200 RS (Photo by Kevin Wing)
Triumph‘s Speed Triple is one of the original hooligan bikes. It has evolved over the years since its introduction in 1994, and for 2021 the Speed Triple 1200 RS is the lightest, most powerful, highest-spec version yet. Its all-new 1,160cc Triple (up from 1,050cc) makes 165 horsepower at the rear wheel, and the RS is equipped with state-of-the-art electronics, fully adjustable Öhlins suspension, Brembo Stylema front calipers, and much more. Pricing starts at $18,300.
2021 Triumph Tiger 850 Sport (Photo by Kevin Wing)
The 2021 Triumph Tiger 850 Sport, a street-focused adventure bike powered by the same liquid-cooled 888cc in-line triple as the Tiger 900 models, but it has been detuned to 82 horsepower at 8,400 rpm and 58 lb-ft of torque at 6,700 rpm at the rear wheel, as measured on Jett Tuning‘s dyno, which is about 10 horsepower lower. To keep the price down, Triumph also reduced the number of ride modes to two (Road and Rain) and limited suspension adjustability to rear preload. But this is no bargain-bin special. It has Marzocchi suspension front and rear, and it has Brembo brakes, with Stylema front calipers and a radial front master cylinder. ABS is standard but not switchable, and traction control is also standard but is switchable.
The 2021 Triumph Trident 660 is a triple-cylinder-powered roadster in the the twin-cylinder-dominated middleweight class. It’s powered by a liquid-cooled, DOHC, 660cc inline-Triple making a claimed 79.9 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm, and it is equipped with ABS, switchable traction control, and selectable ride modes. MSRP is $7,995.
Updates for 2021 to the Yamaha MT-07, its best-selling middleweight naked sportbike, include revisions to the 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine to meet Euro 5 regulations and to improve low-rpm throttle response. The MT-07 has a new 2-into-1 exhaust, revisions to the 6-speed gearbox to improve shifting feel, LED lighting all around, new instrumentation, revised ergonomics, and new styling that brings it closer in appearance to the larger MT-09 (below). Base price is $7,699, and three color choices are available: Storm Fluo, Matte Raven Black, and Team Yamaha Blue.
Now in its third generation, fully 90% of the Yamaha MT-09 naked sportbike is new for 2021. Its has an entirely new 890cc CP3 (Cross Plane 3-cylinder) inline-Triple engine, a thoroughly updated and significantly stiffer chassis, state-of-the-art electronics, and a fresh look that results in the most refined MT-09 yet. The base price increased by $400 to $9,399, but the four extra Benjamins are worth it. The MT-09 is available in Storm Fluo (shown above), Matte Raven Black, and Team Yamaha Blue. There’s also an MT-09 SP ($10,999) with exclusive special-edition coloring, premium KYB and Öhlins suspension, and cruise control.
After being teased for several years, Yamaha‘s highly anticipated Ténéré 700 adventure bike made its U.S. debut in the summer of 2021, bringing some excitement during a challenging pandemic year. It’s powered by the versatile 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine from the MT-07 (above), modified for adventure duty with a new airbox with a higher snorkel, a revised cooling system, an upswept exhaust, and a final gear ratio of 46/15 vs. 43/16. The rest of the bike is all-new, including the narrow double-cradle tubular-steel frame, triangulated (welded-on) subframe, double braced steering head and aluminum swingarm, adjustable long-travel suspension, switchable ABS, and more. Base price is $9,999 and its available in Ceramic Ice, Intensity White (shown above), and Matte Black.
Now in its third generation, Yamaha’s middleweight sport-tourer — now called the Tracer 9 GT — is new from the ground up for 2021. It has a larger, more powerful engine, a new frame, and a state-of-the-art electronics package that includes semi-active suspension. With these updates comes a higher price, and MSRP is now $14,899. It’s available in Liquid Metal (shown above) and Redline.
New for 2021, Zero has taken the existing frame from the FX and added a redesigned body. The starkly modern, supermoto styling is very similar in appearance to the FXS – tall, slim and sporting a raised front mudguard. However, the FXE is capable of a claimed 100-mile range on a full battery charge and costs $11,795, which can be bought down to around $10,000 depending upon available EV rebates and credits.
Compared to many of its heavier, more expensive competitors the FXE is a lightweight and thrilling runabout, and what it gives up in range it makes up for in accessibility and potential for fun. The FXE makes for a credible commuter bike, capable of taking to the highway but ideal to zip around town on.
Completely redesigned for 2021, the Triumph Speed Triple 1200 RS has more power, less weight, and premium components and electronics. (Photos by Kevin Wing)
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.
The legendary streetfighter from Hinckley has been completely redesigned and the 2021 Triumph Speed Triple 1200 RS has more power, less weight, and premium parts.
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.
The new Speed Triple 1200 RS is one of the lightest hyper naked bikes on the market, making it extremely agile.
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.
All of the 2021 Speed Triples are designated RS, and standard equipment includes fully adjustable Öhlins suspension and Brembo Stylema front brake calipers.
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.
Dyno results for the 2021 Triumph Speed Triple 1200 RS
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.
Out on the back roads, I finally get to open up the Speed Triple’s throttle, the engine response is immediate, and acceleration out of the corners is blisteringly quick.
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.
