Tag Archives: Triumph Reviews

2020 Triumph Tiger 900 / GT / Rally | First Look Review

December 4, 2019 mcnews Leave a comment

2020 Triumph Tiger 900 GT Pro and Tiger 900 Rally Pro — For 2020 Triumph has thoroughly updated its middleweight adventure platform, now called the Tiger 900, with a larger engine, a new chassis, new technology, new styling and more. The lineup includes five models; shown on the left is the Tiger 900 GT Pro and on the right is the Tiger 900 Rally Pro.

For the 2011 model year, Triumph launched two all-new models – the Tiger 800 and more off-road-oriented Tiger 800 XC, both powered by a 799cc in-line triple – in what was then a much smaller and less competitive middleweight adventure bike segment, with competition coming primarily from BMW’s F 650 GS and F 800 GS.

2020 Triumph Tiger 900 GT Pro engine — The 2020 Triumph Tiger 900 platform is powered by a larger 888cc in-line triple that makes more power and torque than its 799cc predecessor.

Adventure bikes have been a rare bright spot of growth in
what has been a stagnant decade in terms of motorcycle sales since the Great
Recession. And where there’s growth, competition flows in like the tide in the
hopes of raising more boats. We’ve seen a proliferation of new models and new
technology in the segment, with adventure bikes all but displacing traditional
sport- touring motorcycles and some offering nearly superbike levels of power
and specification.

2020 Triumph Tiger 900 GT Pro in Korosi Red

Triumph added a 1,215cc triple-powered Tiger Explorer for 2012, it updated and expanded its Tiger 800 lineup to four models (XR, XRx, XC and XCx) for 2015 and it rolled out no fewer than six Explorer models for 2016. By the time the 2018 model year rolled around, both the Tiger 800 and Tiger 1200 (formerly Explorer) families were comprised of six models each – XR, XRx, XRx Low Ride Height (LHR), XRT, XCx and XCA – offering varying levels of specification and on-/off-road worthiness.

2020 Triumph Tiger 900 GT Pro wheel — All 2020 Triumph Tiger 900 models feature top-of-the-line Brembo Stylema monoblock front calipers. Wheels, ABS/TC, suspension, ride modes, etc. differ by model.

Triumph decided to simplify things somewhat for 2020, with five middleweight Tiger models: Tiger 900, Tiger 900 GT, Tiger 900 GT Pro, Tiger 900 Rally and Tiger 900 Rally Pro. If you’re keeping tabs on the progression of model designations, the Tiger 900 and Tiger 900 GT/Pro models replace the more street-oriented XR models, and the Tiger Rally/Pro models replace the more off-road-oriented XC models.

2020 Triumph Tiger 900 Rally Pro in Matte Khaki

The Tiger 900 lineup is powered by a larger 888cc, DOHC, 4-valves-per-cylinder in-line triple that makes a claimed 94 horsepower and 64 lb-ft of torque, with more midrange power and 10% higher peak torque than its 799cc predecessor. Widening the triple’s bore from 74 to 78mm (stroke is unchanged at 61.9mm) yielded an 89cc increase in displacement. The updated engine gets a new 1-3-2 firing order for more character, and Triumph says the Tiger 900 offers class-leading acceleration and a distinctive soundtrack.

2020 Triumph Tiger 900 GT Pro cockpit — The 2020 Triumph Tiger 900 has a 5-inch TFT display, whereas all other models (such as the Tiger 900 GT Pro shown) have a 7-inch TFT display.

Triumph revised the Tiger 900 platform from the ground up,
with a new modular, tubular-steel main frame and a bolt-on subframe, top-of-the-line
Brembo Stylema monoblock front calipers, new bodywork and new LED lighting.

Other new features vary by model:

Tiger 900

Cast wheels, 19-in. front, 17-in. rear
Marzocchi 45mm USD fork, non-adj., 7.1-in. travel
Marzocchi shock, adj. for spring preload, 6.7-in. travel
Seat height: 31.9/32.7 in.
Standard ABS
Ride modes: Road, Rain
5-inch TFT display
Fuel capacity: 5.3 gals.
Dry weight (claimed): 423 lbs.
Color options: Pure White

Tiger 900 GT

Cast wheels, 19-in. front, 17-in. rear
Marzocchi 45mm USD fork, adj. for compression & rebound, 7.1-in. travel
Marzocchi shock, adj. for spring preload & rebound, 6.7-in. travel
(GT Low Ride Height: 5.51/5.95 in. travel)
Seat height: 31.9/32.7 in. (GT LRH: 29.9/30.7 in.)
Radial front master cylinder
Cornering ABS and traction control with IMU
Ride modes: Road, Rain, Sport, Off-Road
7-inch TFT display
Illuminated switches with a 5-way joystick
Electronic cruise control
Heated grips
Secure mobile phone storage with USB charging port
Fuel capacity: 5.3 gals.
Dry weight (claimed): 428 lbs. (GT LRH: 426 lbs.)
Color options: Korosi Red, Sapphire Black and Pure White, all featuring premium tank badges and contemporary new decals

Tiger 900 GT Pro

Cast wheels, 19-in. front, 17-in. rear
Marzocchi 45mm USD fork, adj. for compression & rebound, 7.1-in. travel
Marzocchi shock, electronically adj. for spring preload & rebound, 6.7-in. travel
Seat height: 31.9/32.7 in.
Radial front master cylinder
Cornering ABS and traction control with IMU
Ride modes: Road, Rain, Sport, Off-Road, Rider-configurable
Triumph Shift Assist (up/down quickshifter)
7-inch TFT display
Illuminated switches with a 5-way joystick
Electronic cruise control
Heated grips
Heated seats
Tire-pressure monitoring system
LED auxiliary lights
Secure mobile phone storage with USB charging port
My Triumph Bluetooth connectivity
Fuel capacity: 5.3 gals.
Dry weight (claimed): 437 lbs.
Color options: Korosi Red, Sapphire Black and Pure White, all featuring premium tank badges and contemporary new decals

Tiger 900 Rally

Spoked tubeless wheels, 21-in. front, 17-in. rear
Showa 45mm USD fork, fully adj., 9.5-in. travel
Showa shock, adj. for spring preload & rebound, 9.1-in. travel
Seat height: 33.5/34.3 in.
Radial front master cylinder
Cornering ABS and traction control with IMU
Ride modes: Road, Rain, Sport, Off-Road
7-inch TFT display
Illuminated switches with a 5-way joystick
Electronic cruise control
Heated grips
Secure mobile phone storage with USB charging port
Fuel capacity: 5.3 gals.
Dry weight (claimed): 432 lbs.
Color options: Matte Khaki, Sapphire Black and Pure White, all featuring contemporary new decals and a distinctive white frame inspired by the Tiger Tramontana rally bike

Tiger 900 Rally Pro

Spoked tubeless wheels, 21-in. front, 17-in. rear
Showa 45mm USD fork, fully adj., 9.5-in. travel
Showa shock, adj. for spring preload & rebound, 9.1-in. travel
Seat height: 33.5/34.3 in.
Radial front master cylinder
Cornering ABS and traction control with IMU
Ride modes: Road, Rain, Sport, Off-Road, Rider-configurable, Off-Road Pro
Triumph Shift Assist (up/down quickshifter)
7-inch TFT display
Illuminated switches with a 5-way joystick
Electronic cruise control
Heated grips
Heated seats
Tire-pressure monitoring system
LED auxiliary lights
Secure mobile phone storage with USB charging port
My Triumph Bluetooth connectivity
Fuel capacity: 5.3 gals.
Dry weight (claimed): 443 lbs.
Color options: Matte Khaki, Sapphire Black and Pure White, all featuring contemporary new decals and a distinctive white frame inspired by the Tiger Tramontana rally bike

The 2020 Triumph Tiger 900 Rally and Tiger 900 Rally Pro
will be available in March. The Tiger 900, Tiger 900 GT and Tiger GT Pro will
be available in April. Pricing for the Tiger 900 starts at $12,500; pricing for
the other models is TBD.

Check out more new bikes in Rider’s 2020 Guide to New Street Motorcycles

Source: RiderMagazine.com

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2020 Triumph Bobber TFC | First Look Preview

November 5, 2019 mcnews Leave a comment

2020 Triumph Bobber TFC. Images courtesy Triumph.

When the original Bonneville Bobber launched back in 2017, we were smitten. True, it had some quirks — not enough front brake and a limited fuel range being the most noticeable — but overall we loved what Triumph had created: a factory bobber that delivered in both looks and performance.

Then the following year we got the Bobber Black, with dual front brake discs mounted to its fat front tire — quirk number one, check. In the meantime, Triumph released its first Triumph Factory Custom (TFC) model, the Thruxton TFC, and we swooned. Then earlier this year we got a look at the new Rocket 3 TFC and we salivated.

Now Triumph has announced its third TFC model, and guess what? It’s the Bobber.

The 2020 Triumph Bobber TFC will sport more power across the powerband, with 39% lower engine inertia resulting in a 500 rpm-higher rev limit. It’s also a claimed 11 pounds lighter (although that number is subject to change as the bike is homologated for the U.S. market).

2020 Triumph Bobber TFC engine — 2020 Triumph Bobber TFC. Images courtesy Triumph.

As with all TFC models, the Bobber TFC is dripping with high-end components, including fully-adjustable Öhlins suspension front and rear, Arrow exhaust, dual front brake discs with Brembo M50 monobloc calipers and MCS radial master cylinder, an additional Sport riding mode (joining the standard Road and Rain) and an LED headlight with distinctive light pattern.

It gets unique clip-ons rather than a traditional one-piece handlebar, carbon fiber bodywork, a billet top and bottom yoke with numbered plaque, a real leather seat and special TFC badging throughout.

Only 750 Bobber TFCs will be built and sold worldwide, and like all TFC models it comes with paperwork signed by Triumph CEO Nick Bloor, a personalized custom build book, a Bobber TFC bike cover, a TFC document wallet and a leather TFC branded backpack.

More details will follow the Bobber TFC’s homologation in January 2020. U.S. pricing is also TBD.

Source: RiderMagazine.com

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2020 Triumph T120 and T100 Bud Ekins Edition | First Look Preview

November 5, 2019 mcnews Leave a comment

2020 Triumph Bonneville T100 and T120 Bud Ekins Editions. Images courtesy Triumph.

Bud Ekins was a motorcycling icon, a top motocross and desert racer and professional Hollywood stunt man. You might remember him best as the guy who stood in for his buddy Steve McQueen, landing what became possibly the most famous motorcycle jump in film history in The Great Escape.

Now Triumph has announced two special edition Bonnevilles, a T100 and T120, to commemorate Bud’s legacy. Both models will come with a special two-color paint scheme and hand-painted coach lines with heritage Triumph logo. They will also feature a unique California “flying globe” Bud Ekins logo on the tank and front fender.

Other special details include a Monza fuel filler cap, higher-spec LED indicators, diamond knurled grips, bar end mirrors and special black engine badges.

Each bike will come with a certificate of authenticity that includes Bud’s incredible story, and signed by Triumph CEO Nick Bloor and both of Bud’s daughters, Susan Ekins and Donna Ekins.

Pricing and availability on the 2020 Triumph Bonneville T100 Bud Ekins Edition and T120 Bud Ekins Edition is TBD.

Source: RiderMagazine.com

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Triumph Daytona Moto2 765 Limited Edition | First Look Review

August 23, 2019 mcnews Leave a comment

Last month, we posted a sneak peek of the new Triumph Daytona Moto2 765 Limited Edition, an all-new sportbike from the British manufacturer that serves as the exclusive engine supplier to the FIM Moto2 World Championship. The new Daytona was officially unveiled at the GoPro British Grand Prix at the Silverstone circuit in England.

With a limited production run of 765 units for the U.S. and Canada, and another 765 for the rest of the world—each individually numbered with a laser-etched badge on the machined-from-billet aluminum top yoke—the Daytona Moto2 765 Limited Edition will be powered by a Moto2-derived 765cc in-line triple with an Arrow titanium race-style exhaust that makes a claimed 128 horsepower at 12,250 rpm and 59 lb-ft of torque at 9,750 rpm, with a 13,250 rpm redline.

Based on the Street Triple RS engine, the Daytona version features components and performance upgrades derived from the Moto2 engine development program, including titanium inlet valves, stronger pistons and MotoGP-spec DLC-coated wrist pins; new cam profiles and intake trumpets; modified con rods, intake port, crank and barrels; and a higher compression ratio (12.9:1). Equipped with throttle-by-wire, the Daytona offers five riding modes (Rain, Road, Rider Configurable, Sport and Track), all of which adjust the throttle map, traction control and ABS settings. The 6-speed transmission has track-optimized gear ratios and an up/down quickshifter.

The new Daytona shares the same cast-aluminum frame and swingarm as the Moto2 engine development prototype and the British Superbike Championship-winning, multi-time Isle of Man TT Supersport race-winning Daytona R. Of course, components attached to the chassis are top-of-the-line, including Brembo Stylema monoblock front calipers, a Brembo rear caliper, fully adjustable Öhlins suspension (a 43mm NIX30 USD fork and TTX36 rear shock) and lightweight cast aluminum wheels shod with Pirelli Diablo Supercorsa SP go-fast tires.

In the cockpit
there’s a full-color TFT display with a Moto2 Triumph co-branded start-up
graphic and lap timer. The new Daytona also has multifunction ergonomically
optimized switch cubes with five-way joystick control. On the outside is
lightweight carbon fiber bodywork, including a single-piece cockpit, full
fairing, tail section, front and rear fenders, upper chain guard and race-spec
lower chain guard. Inspired by the Union Jack livery of the Moto2 engine
development bike, the Daytona features official Moto2 branding and a unique
paint scheme in Carbon Black, Graphite Grey and Aluminum Silver, punctuated
with an exposed carbon fiber effect.

The Triumph Daytona Moto2 765 Limited Edition will be available in March 2020. Pricing is TBD.

Source: RiderMagazine.com

Motorcycle News, News

2019 Triumph Rocket 3 R/GT | First Look Review

July 31, 2019 mcnews Leave a comment

Triumph Rocket 3 R and Rocket 3 GT — Triumph has given its Rocket 3 muscle bike a major makeover, with the new Rocket 3 GT touring cruiser (left) and Rocket 3 R roadster (right) both powered by a 2,458cc in-line triple. (Photos courtesy Triumph)

In the late ’90s
and early aughts, there was a displacement war going on among cruisers, with
engine sizes growing from 1,449cc (Harley-Davidson Twin Cam 88) to 1,510cc
(Victory 92C), then up to 1,670cc (Yamaha Star Road Star), 1,795cc (Honda
VTX1800) and finally, breaking the two-liter barrier, 2,053cc in the Kawasaki
Vulcan 2000, which debuted for 2004.

Triumph Rocket 3 R — Both Triumph Rocket 3s roll on new lightweight cast aluminum wheels shod with Avon Cobra Chrome tires. The rear is 240mm wide.

The following year, Triumph came along and topped them all with the Rocket III, which got its thrust from a massive 2,294cc in-line triple, albeit with an extra cylinder compared to the more traditional V-twins. But, just as a hippopotamus doesn’t have many teeth but the ones it does have are truly impressive, the Rocket III’s 4-inch cylinders were the same size as those in a Chevy 350ci V-8.

Read: 2014 Triumph Rocket III Touring Road Test Review

The Rocket III’s was – and continues to be – the largest engine of any mass-produced motorcycle, and when we strapped it to the dyno back in 2005, it spun the drum to the tune of 127 horsepower and 141 lb-ft of torque – an unheard-of amount of grunt that has only been beaten by a more recent version of the Rocket III. The 2010 Rocket III Roadster made more than 160 lb-ft of torque.

Triumph Rocket 3 R engine — Arranged longitudinally, the Rocket 3’s liquid-cooled 2,458cc in-line triple has three massive cylinders, three hydroformed exhaust headers exiting on the right side and a pair of howitzer-sized mufflers.

Of course, if you’ve been paying attention, then you know that Triumph recently unveiled the Rocket 3 TFC, a $29,000 limited-edition Triumph Factory Custom that was a major reboot for the Rocket 3 platform, and it’s powered by an even bigger in-line triple displacing 2,458cc and making a claimed 168 horsepower and 163 lb-ft of torque. At nearly 2.5 liters, the new Rocket 3’s engine is larger than that of many automobiles. The Rocket 3 TFC is also a much more modern platform than its predecessor (which is probably why the “III” was replaced by “3”), with updated styling, an aluminum frame, a single-sided swingarm, carbon fiber bodywork and a full suite of electronics.

Read: 2019 Triumph Rocket 3 TFC (Triumph Factory Custom) First Look Review

Now Triumph has
unveiled two production models, the Rocket 3 R and the Rocket 3 GT, the latter
aimed at those who like to travel longer distances, with or without a
passenger. Claimed engine output is 165 horsepower and 168 lb-ft of torque, in
a package that weighs nearly 90 pounds less than the previous-generation Rocket
III.

Mass-optimized performance enhancements to the liquid-cooled engine include a new crankcase assembly, a new lubrication system with a dry sump and integral oil tank and new balancer shafts, which makes the new, larger engine 40 pounds lighter than its predecessor. On the right side is one of the Rocket 3’s most eye-catching styling elements – a trio of hydroformed exhaust headers leading to a pair of howitzer-sized mufflers, which Triumph says produce a “unique deep growling triple” soundtrack.

The Triumph Rocket 3 GT is a touring cruiser with a lower seat height, fore-aft adjustable feet-forward controls and a standard passenger backrest.

The engine is mated to a 6-speed transmission with a torque-assist clutch, and all that asphalt-buckling power reaches the rear wheel through a stout driveshaft. Throttle-by-wire and an IMU support a host of electronic features, including four riding modes, cornering optimized ABS and traction control, cruise control and hill hold control.

Triumph Rocket 3 R Brembo brakes — Big bikes need big brakes, and the Rocket 3s have a pair of top-shelf Brembo Stylema monoblock calipers up front, and cornering ABS is standard.

Slowing down the
Rocket 3 are top-of-the-line Brembo Stylema monoblock front calipers, and its
adjustable fork and rear shock are made by Showa. New lightweight cast aluminum
wheels are shod with Avon Cobra Chrome tires, and the rear a full 240mm in
width.

Triumph Rocket 3 R TFT display — Fully modern in every sense, the new Triumph Rocket 3s have TFT instrument displays and a full suite of electronics. Monza-style gas cap is one of many premium styling touches.

The Rocket 3 leads the way with a pair of round headlights that have been a signature styling feature of many Triumphs since the Speed Triple was introduced in the mid ’90s. Lighting is fully LED with daytime running lights. Other standard features include a TFT display, a USB charging port and keyless ignition and steering lock.

Triumph Rocket 3 R headlights — Like many Triumph models, the Rocket 3s have the distinctive twin round headlights that became iconic on the Speed Triple in the mid ’90s. These are LEDs with daytime running lights.

Both Rocket 3 models feature sculpted rider and passenger saddles, and an accessory in-fill pad makes it easy to switch between two-up and solo seating configurations. Seat height for the rider is 30.4 inches on the Rocket 3 R. At 29.5 inches, it’s even lower on the Rocket 3 GT, which comes standard with a brushed aluminum passenger backrest. As a roadster, the Rocket 3 R has midmount foot controls with two vertical position settings (0 inch / -0.59 inch). The touring-oriented Rocket 3 GT has feet-forward foot controls with three horizontal positions (-0.98 inch / 0 inch / +0.98 inch), and the passenger backrest is also height adjustable.

Triumph Rocket 3 GT with luggage — For the long haul, both Rocket 3 models can be accessorized with soft saddlebags, a tank bag and/or a tail bag.

A wide range of
accessories are available for both models, including heated grips (standard on
the GT, optional on the R), a quickshifter, GoPro integration, turn-by-turn
navigation via the My Triumph app, Bluetooth connectivity, tire-pressuring
monitoring, luggage (soft saddlebags, tank bag and tail bag), a sport windscreen
and various handlebar and seat accessories.

The 2019 Triumph Rocket 3 R will be available in Korosi Red (shown) or Phantom Black, and the Rocket 3 GT will be available in Two-tone Silver Ice and Storm Grey with Korosi Red pinstripe decal (shown) or Phantom Black. Pricing and availability will be announced at the Rocket 3 press launch, which is scheduled for November.

Read: Triumph Daytona Moto2 765 LE Sneak Peek

Source: RiderMagazine.com

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Triumph Daytona Moto2 765 Limited Edition | Sneak Peek

July 24, 2019 mcnews Leave a comment

Triumph, exclusive engine supplier to the FIM Moto2 World Championship, has announced a forthcoming limited-production model, the Daytona Moto2 765 Limited Edition. It will be officially unveiled at the GoPro British Grand Prix at Silverstone on Friday, August 23, 2019.

The new Daytona Moto2 765 Limited Edition will be powered by a Moto2-derived 765cc in-line triple that Triumph says offers the highest levels of power and torque to date from the engine that was originally adapted from the Street Triple RS. In official Moto2 tune, the triple delivers 138 horsepower.

Triumph says the
new Daytona is the first-ever official Moto2 Dorna Sports.SL licensed
motorcycle, with the highest level of specification and rider technology available
on a Triumph, as well as a championship-winning sports-focused chassis. Its
bodywork will feature a limited-edition race paint scheme.

The new Daytona
Moto2 765 Limited Edition, which Triumph says is the “closest you can get to a
genuine Moto2 factory ride for the road,” will be built as part of a limited
run of individually numbered motorcycles, with only 765 for Europe and Asia,
and 765 for the United States and Canada.

As part of its
official unveiling, the Daytona Moto2 765 Limited Edition will be showcased in
a parade lap during the British GP weekend, ridden by two former motorcycle
world champions.

The Triumph
Daytona Moto2 765 Limited Edition will be available in March 2020. Pricing and
full details to be released on August 23rd.

Source: RiderMagazine.com

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2019 Triumph Rocket 3 TFC | First Look Review

May 1, 2019 mcnews Leave a comment

Be still our beating hearts: the 2019 Triumph Rocket 3 TFC is a drastic departure from the previous Rocket 3. Images courtesy Triumph.

Since its launch in 2004, Triumph’s Rocket 3 has boasted a lot of “mosts”: most torque, most muscle, most…well…for lack of a better word, presence. With its signature three exhaust header pipes curving off the right side of the massive 2,294cc in-line triple, hulking 6.3-gallon gas tank and gaping twin megaphone silencers, nothing about the Rocket 3 has ever been subtle.

It was always essentially an overgrown cruiser, however, and the lone traditional cruiser in Triumph’s 2019 lineup. But now there’s a new Rocket 3 in town, badged as a limited edition Triumph Factory Custom, or TFC model, and rather than being just an accessorized version of the existing bike, the 2019 Rocket 3 TFC is an entirely new machine.

It boasts an all-new 2,458cc liquid-cooled in-line triple, the largest production motorcycle engine in the world, with the highest peak torque at a claimed 163 lb-ft and the most horsepower of any Triumph to date, a claimed 168. Details so far are scarce, but we do know that it features state-of-the-art components like titanium intake valves that allow for quicker, higher revving, and new Arrow silencers.

Final drive is via shaft, housed in a new single-sided aluminum swingarm that, combined with the all-new aluminum frame, engine refinements, carbon fiber bodywork and other lightweight bits, make the new Rocket 3 TFC a whopping 88 pounds lighter than the standard 2019 Rocket 3. If Triumph’s figures are correct, that would put its dry weight in the neighborhood of just 648 pounds.

Helping to make such a beast a bit more rideable, the Rocket 3 TFC includes some modern tech like cornering ABS and traction control, four ride modes (Road, Rain, Sport and Rider-Configurable)–notably these all appear to be full-power and only adjust throttle mapping and traction control settings–Triumph Shift Assist (clutchless up- and downshifting) and Hill Hold Control to prevent the bike from rolling backwards when stopped on an incline.

Other features include full LED lighting, electronic cruise control, keyless ignition, a tire pressure monitoring system (TPMS) and a USB charging socket. The display is a new TFT instrument that is rider-configurable and can be optionally set up with Bluetooth connectivity for GoPro integration, turn-by-turn navigation and music/phone operation.

Suspension is by Showa front and rear, with an adjustable 47mm cartridge-style USD fork and adjustable single shock with piggyback reservoir. Brakes are high-spec Brembo M4.30 Stylema 4-piston radial-mount calipers gripping 320mm discs up front and a Brembo M4.32 4-piston caliper in back squeezing a 300mm disc, and new wheels are twenty-spoke cast aluminum with a beefy 240mm rear tire.

As a TFC model, premium details abound, including plenty of carbon fiber, a leather interchangeable solo and twin seat, and TFC badging with gold accents.

Only 750 Rocket 3 TFCs will be produced worldwide, with 225 slated for North America. Each will be individually numbered and will include a letter signed by Triumph CEO Nick Bloor, a personalized custom build book, a leather TFC rucksack and a Rocket 3 TFC branded indoor bike cover.

The 2019 Rocket 3 TFC won’t be available until December, but orders are being taken now at your nearest Triumph dealer. One can be yours for an MSRP of $29,000 ($33,000 in Canada).

Keep scrolling for more images:

Source: RiderMagazine.com

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The Best Bikes for Smaller Riders (and Budgets): 2019 Edition!

February 5, 2019 mcnews Leave a comment

Bigger doesn’t always mean better, and fortunately for those of us looking for a fun, affordable motorcycle there are more choices than ever. Nearly every manufacturer now offers at least one model that will fit just about any rider’s size and/or budget.

Scroll down for Rider’s 2019 list of Best Bikes for Smaller Riders and Budgets. When possible we’ve included a link to our review, making it easy for you to get a real ride evaluation. We’ve also included the 2019 model year’s U.S. base MSRP (as of publication), seat height and claimed wet weight (when a wet weight was not available from the manufacturer, the claimed dry weight is listed). For more details, you can read our review, which includes comprehensive specs, or click on the bike’s name to be taken directly to the manufacturer’s page.

BMW F 750 GS

BMW F 750 GS
$10,395
32.1-inch seat w/ optional 31.1-inch seat or 30.3-inch seat
493 lbs.

Read our Road Test Review of the 2019 BMW F 750/850 GS

BMW G 310 GS

BMW G 310 GS
$5,795
32.9-inch seat w/ optional 32.3-inch seat
374 lbs.

Read our First Ride Review of the 2018 BMW G 310 GS

How did the G 310 GS stack up against the Kawasaki Versys-X 300 and Royal Enfield Himalayan? Find out in our comparison test.

BMW G 310 R

The G 310 R is anything but boring. You can't see it, but I'm grinning inside my helmet. — 2018 BMW G 310 R (Photo by Kevin Wing)

BMW G 310 R
$4,750
30.9-inch seat w/ optional 30.3-inch seat
349 lbs.

Read our First Ride Review of the 2018 BMW G 310 R

Can-Am Ryker

Can-Am Ryker
starting at $8,499 (600cc model)
23.5-inch seat
594 lbs. (dry, 600cc)

Read our First Ride Review of the 2019 Can-Am Ryker

CSC RX3

CSC RX3
$5,395
31.9-inch seat
450 lbs. (dry)

Read our Road Test Review of the 2016 CSC RX3

Ducati Monster 797+

Ducati Monster 797+
$9,295
31.7-inch seat
386 lbs. (dry)

Ducati Scrambler Sixty2

Ducati Scrambler Sixty2
$7,995
31.1-inch seat w/ optional 30.3-inch seat
403 lbs.

Read about Ducati’s updates to the 2019 Scrambler lineup

Ducati Scrambler Full Throttle

Ducati Scrambler Full Throttle
$10,995
31.4-inch seat w/ optional 30.6-inch seat
417 lbs.

Read about Ducati’s updates to the 2019 Scrambler lineup

Harley-Davidson Street Rod

Harley-Davidson Street 500/750/Street Rod
starting at $6,899
25.7-inch seat
492 lbs. (dry)

Read our first ride review of the 2017 Harley-Davidson Street Rod

Harley-Davidson SuperLow

Harley-Davidson SuperLow
$8,699
25.5-inch seat
545 lbs. (dry)

Harley-Davidson Iron 883

Harley-Davidson Iron 883/1200
starting at $8,999
25.7-inch seat
545 lbs. (dry)

Check out our First Look Review of the 2018 Harley-Davidson Iron 1200

Harley-Davidson 1200 Custom

Harley-Davidson 1200 Custom
$10,999
26.6-inch seat
562 lbs. (dry)

Honda CB300R

Honda CB300R
$4,649
31.5-inch seat
318 lbs.

Read our First Ride Review on the 2019 Honda CB300R

Honda CBR300R

Honda CBR300R
$4,699
30.7-inch seat
357 lbs.

Honda CB500F

Honda CB500F
$6,199
30.9-inch seat
415 lbs.

Honda CBR500R

Honda CBR500R
$6,699
30.9-inch seat
419 lbs.

Honda CB500X

Honda CB500X
$6,599 (2018 model)
31.8-inch seat
428 lbs.

Read about the updates for the 2019 Honda CB500X

Honda CB650R

Honda CB650R
$8,899
31.9-inch seat
445 lbs.

Read our First Look Review of the 2019 Honda CB650R

Honda CBR650R

Honda CBR650R
$TBD
31.9-inch seat
456 lbs.

Read our First Look Review of the 2019 Honda CBR650R

Honda CRF250L

Honda CRF250L
$5,199
34.4-inch seat
318 lbs.

Read our review of the 2017 Honda CRF250L Rally

Honda Grom

Honda Grom
$3,399
30-inch seat
229 lbs.

Honda Monkey

Honda Monkey
$3,999
30.6-inch seat
232 lbs.

Watch our video review of the 2019 Honda Monkey

Honda NC750X

Honda NC750X
$7,999 (2018 model)
32.7-inch seat
478 lbs.

Honda Shadow Phantom

Honda Shadow Phantom
$7,899
25.8-inch seat
549 lbs.

Honda Super Cub C125

Honda Super Cub
$3,599
30.7-inch seat
240 lbs.

Honda Rebel 300/500

2017 Honda Rebel 500 — Honda Rebel 500 (Photo by Kevin Wing)

Honda Rebel 300/500
starting at $4,499
27.2-inch seat
364 lbs.

Read our First Ride Review of the Honda Rebel 500

Indian Scout Sixty

Indian Scout Sixty
$9,499
25.8-inch seat
542 lbs.

Read about Indian’s 2019 Scout lineup

Indian Scout

Indian Scout
$11,999
25.8-inch seat
550 lbs.

Read about Indian’s 2019 Scout lineup

Kawasaki KLX250

Kawasaki KLX250
$5,349
35.0-inch seat (squishes way down under rider’s weight)
304 lbs.

Kawasaki Ninja 400

Kawasaki Ninja 400
$4,999
30.9-inch seat
366 lbs.

Read our First Ride Review of the 2018 Kawasaki Ninja 400 ABS

Kawasaki Ninja 650

Kawasaki Ninja 650
$7,399
31.1-inch seat
426 lbs.

Kawasaki Versys-X 300

Kawasaki Versys-X 300
$5,499
32.1-inch seat
386 lbs.

How did the Versys-X 300 stack up against the BMW G 310 GS and Royal Enfield Himalayan? Find out in our comparison test.

Kawasaki Vulcan S

Kawasaki Vulcan S
starting at $7,099
27.8-inch seat
498 lbs.

Read our Road Test Review of the Kawasaki Vulcan S Cafe

Kawasaki Vulcan 900

Kawasaki Vulcan 900
starting at $7,999
26.8-inch seat
617 lbs.

Kawasaki W800 Cafe

Kawasaki W800 Cafe
$9,799
31.1-inch seat
489.5 lbs.

Kawasaki Z125 Pro

Kawasaki Z125 Pro
$3,199
31.7-inch seat
225 lbs.

Kawasaki Z400

Kawasaki Z400
$4,799
30.9-inch seat
364 lbs.

Kawasaki Z650

Kawasaki Z650
$6,999
30.9-inch seat
410 lbs.

Read our First Ride Review on the Z650 ABS here

KTM 390 Duke

KTM 390 Duke
$5,449
32.7-inch seat
359 lbs.

Read our Road Test Review of the KTM 390 Duke here

Moto Guzzi V7III Stone

Moto Guzzi V7III Stone
$8,490
30.3-inch seat
470 lbs.

Royal Enfield Continental GT

Royal Enfield Continental GT
$5,999
31.1-inch seat
461 lbs.

Read our road test review of the 2019 Royal Enfield Continental GT

Royal Enfield Himalayan

Royal Enfield Himalayan
$4,499
31.5-inch seat
421 lbs.

Read our first ride review of the 2018 Royal Enfield Himalayan

How did the Himalayan stack up against the Kawasaki Versys-X 300 and BMW G 310 GS? Find out in our comparison test here.

Royal Enfield Interceptor 650

Royal Enfield Interceptor 650
$5,799
31.6-inch seat
473 lbs.

Read our road test review of the 2019 Royal Enfield Interceptor 650

Suzuki Boulevard S40

Suzuki Boulevard S40
$5,799
27.6-inch seat
381 lbs.

Suzuki Boulevard C50

Suzuki Boulevard C50
starting at $8,299
27.6-inch seat
611 lbs.

Suzuki Boulevard M50

Suzuki Boulevard M50
$8,699
27.6-inch seat
593 lbs.

Suzuki GSXR250R

2018 Suzuki GSX250R (Photo by Enrico Pavia)

Suzuki GSX250R
$4,599
31.1-inch seat
392 lbs.

Read our review of the Suzuki GSX250R

Suzuki GSX-S750

Suzuki GSX-S750Z
$8,499
32.2-inch seat
469 lbs.

Suzuki SV650

Suzuki SV650
$7,099
30.9-inch seat
432 lbs.

Read our first ride review of the 2017 Suzuki SV650

Suzuki TU250X

Suzuki TU250X
$4,649
30.3-inch seat
326 lbs.

Suzuki VanVan 200

Suzuki VanVan 200
$4,649
30.3-inch seat
282 lbs.

A Man on a VanVan Without a Plan…read the story here!

Triumph Street Scrambler

Triumph Street Scrambler
$11,000
31.1-inch seat
447.5 lbs. (dry)

Read our first ride review of the 2019 Triumph Street Scrambler

Triumph Street Twin

Triumph Street Twin
$9,300
29.9-inch seat
437 lbs. (dry)

Read our first ride review of the 2019 Triumph Street Twin

Triumph Street Triple

Triumph Street Triple
$9,950
31.2-inch seat
370 lbs.

Yamaha Bolt
starting at $7,999
27.2-inch seat
542 lbs.

Yamaha MT-07
$7,599
31.7-inch seat
403 lbs.

Read our road test review on the 2018 Yamaha MT-07

Yamaha MT-09
$8,999
32.3-inch seat
425 lbs.

Yamaha TW200
$4,599
31.1-inch seat
278 lbs.

Read our review of the Yamaha TW200

Yamaha V Star 250
$4,349
27-inch seat
326 lbs.

Yamaha XSR700
$8,499
32.9-inch seat
410 lbs.

Read our first ride review of the 2018 Yamaha XSR700

We held onto our XSR700 for a long-term review; read it here

Yamaha XT250
$5,199
31.9-inch seat
291 lbs.

Yamaha YZF-R3
$4,999
30.7-inch seat
368 lbs.

Read our first ride review on the 2019 Yamaha YZF-R3

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

Source: RiderMagazine.com

Motorcycle News, News

2019 Triumph Speed Twin | First Ride Review

January 19, 2019 mcnews Leave a comment

2019 Triumph Speed Twin action — The newest member of the Bonneville family, Triumph’s all-new 2019 Speed Twin offers the performance and handling of the Thruxton café racer but with a more upright riding position, less weight and a lower price. (Photos by Kingdom Creative)

In Triumph’s nomenclature, some motorcycle names result from a mix-and-match game using four simple words–Speed, Street, Triple and Twin. Models with “Speed” in their name tend to be larger than their “Street” counterparts, while “Triple” and “Twin” refer to the number of cylinders. Combinations of these four words identify three-cylinder naked sportbikes–the 1,050cc Speed Triple and the 765cc Street Triple–as well as the Street Twin, a “modern classic” Bonneville with a 900cc parallel twin.

Read our 2019 Triumph Street Twin first ride review

The 2019 Triumph Speed Twin blends modern and retro in a sport standard package. It’s available in two-tone Korosi Red/Storm Grey (shown) or Silver Ice/Storm Grey, or in solid Jet Black.

The newest member of the Bonneville family, the 1,200cc Speed Twin, not only adds the fourth and final piece to the name-game puzzle, the appellation holds a place of reverence in Triumph’s long history. Developed by legendary designer Edward Turner, the 1938 Speed Twin was a lightweight 500cc parallel twin that set new benchmarks for power and handling and established a template for British motorcycles that spanned decades. In the spirit of the original, Triumph developed the new Speed Twin to offer engine performance and handling comparable to the Thruxton café racer but with an upright riding position, less weight and a lower price. Claimed dry weight for the Thruxton is 454 pounds and for the Speed Twin is 432 pounds, which even undercuts the smaller-displacement Street Twin by 5 pounds. And at $12,100, the Speed Twin’s base price is $900 lower than the Thruxton’s.

Read our 2017 Triumph Thruxton vs BMW R nineT Racer comparison review

2019 Triumph Speed Twin engine — The 2019 Triumph Speed Twin gets a lighter, updated version of the “high power” 1,200cc parallel twin with a Thruxton tune.

Though not a parts-bin special per se, the Speed Twin nonetheless shares engine and chassis features with other Bonnevilles. Like the new Scrambler 1200, the Speed Twin is powered by a “high power” version of Triumph’s liquid-cooled, 1,200cc parallel twin with a high-compression head, a low-inertia crankshaft, a lighter clutch assembly and lightweight covers, and the engine is carried in a tubular-steel frame with aluminum cradles. But the Speed Twin’s “Thruxton tune” delivers more output than the Scrambler 1200–96 horsepower at 6,750 rpm and 83 lb-ft of torque at 4,950 rpm (claimed).

Read our 2019 Triumph Scrambler 1200 XE first ride review

Greg’s Gear
Helmet: Arai Corsair-X
Jacket: Spidi Thunderbird
Pants: Spidi Furious Tex Jeans
Boots: Rev’It Mohawk 2

Like other Bonnevilles, the Speed Twin’s 270-degree crank generates a robust rumble from its 2-into-2 exhaust and power is sent to the rear wheel through a 6-speed transmission and chain final drive. In addition to the aluminum frame cradles and “mass optimized” engine, further weight savings come from a lighter battery and new cast aluminum wheels. Compared to the Thruxton, the Speed Twin’s front wheel and disc assembly save 6.4 pounds and its rear wheel saves 3.7 pounds, reducing both unsprung weight and inertia for better handling.

2019 Triumph Speed Twin POV — The view from the cockpit is uncluttered. Bar-end mirrors are out of the way, the twin analog gauges are stylish and easy to read, and the brushed-aluminum Monza-style cap is a nice touch.

To put the new Speed Twin to the test, Triumph invited us to the island of Mallorca, off the coast of Spain, for a first ride. The cold, blustery January day made me wish for some wind protection, but at least Triumph was kind enough to install accessory heated grips on our test bikes. And I was fortunate enough to grab the key for a bike with the gorgeous Korosi Red/Storm Grey paint job on the tank, which adds $500 to the price (same goes for the Silver Ice/Storm Grey paint scheme; base price is for Jet Black).

With its round headlight, sculpted tank, bench seat and dual shocks, the Speed Twin has the stance of a classic sport standard, and its bar-end mirrors, fork gaiters and analog gauges give it some café racer flair. Perched at 31.8 inches, the flat seat is supportive, and the tapered aluminum handlebar is positioned at a comfortable height and reach. The footpegs, well forward and a tad lower than those on the Thruxton, contribute to a natural riding position.

2019 Triumph Speed Twin seat — Narrow in the front, wide in the back and comfortably flat, the Speed Twin’s seat is supportive thanks to a internal 3D net and an air channel. Under the seat is a USB charging socket and a storage compartment for a smartphone.

As with other modern Bonnevilles, there’s plenty of 21st-century tech, tastefully applied so as not to interfere with the essential riding experience. Things like LEDs for the daytime running light, taillight and rear turn signals; ABS and switchable traction control; riding modes (Sport, Road and Rain, which adjust throttle response and TC); an assist-and-slipper clutch; dual multi-function LCD panels in the instruments; a USB charging socket under the seat and an ignition immobilizer. Alas, no cruise control.

2019 Triumph Speed Twin gauges — The twin analog gauges look sharp and their inset digital displays provide a lot of information (but not ambient temperature).

With cold pavement it took a while for the Pirelli Diablo Rosso 3 tires to warm up, but once they did grip was spot-on and cornering response was smooth and predictable. Squeezing the tank with my knees, keeping a light grip on the bars and applying feathery pressure to the rear brake, the Speed Twin masterfully negotiated the many hairpins and first-gear corners carved into the rocky mountains of northern Mallorca. With a wheelbase of 56.3 inches, 22.8 degrees of rake and 3.7 inches of trail, the Speed Twin is slightly longer and more relaxed than the Thruxton, giving it a bit more stability through fast sweepers. Although Triumph says tuning is unique to the Speed Twin, the suspension–a 41mm non-adjustable fork and dual preload-adjustable shocks, both with 4.7 inches of travel–is essentially the same as that of the Thruxton, with well-controlled damping that’s a happy medium between tautness and comfort. Twin Brembo 4-piston, 4-pad front calipers gripping 305mm discs and a single Nissin 2-piston rear caliper provide responsive braking, backed up by ABS.

2019 Triumph Speed Twin wheel — The 2019 Triumph Speed Twin rolls on 17-inch, lightweight cast aluminum wheels shod with Pirelli Diablo Rosso 3 tires. Brembo 4-piston, 4-pad front calipers squeeze 305mm discs and ABS is standard.

With the big parallel twin generating a fair amount of engine braking, I found the Sport riding mode to be too abrupt for my taste. Rain mode was too dull, for obvious reasons, but Road mode felt just right (all modes provide full power). The Speed Twin was well-mannered in the best English tradition thanks to excellent fueling, a linear increase in power and a wide, flat torque curve. No dips, no flat spots, just smooth, steady grunt whenever you need it and an exhaust note that’s assertive without being rude. A light pull from the clutch and a buttery transmission further add to the Speed Twin’s polished demeanor.

Filling the shoes of a legend is no small task, but Triumph’s new Speed Twin honors the original’s reputation for being light, powerful and dynamic. It also provides yet another option in Triumph’s burgeoning Bonneville family, which now includes 14 models. Bigger and more powerful than a Street Twin, lighter, more comfortable and less expensive than a Thruxton, the Speed Twin is a one sweet machine.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

2019 Triumph Speed Twin beauty — A modern take on a legendary motorcycle.

2019 Triumph Speed Twin Specs
Base Price: $12,100
Price as Tested: $12,880 (two-tone, heated grips)
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse parallel twin, SOHC w/ 4 valves per cyl.
Displacement: 1,200cc
Bore x Stroke: 97.6 x 80mm
Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: X-ring chain
Wheelbase: 56.3 in.
Rake/Trail: 22.8 degrees/3.7 in.
Seat Height: 31.8 in.
Claimed Dry Weight: 432 lbs.
Fuel Capacity: 3.8 gals.
MPG: NA

Source: RiderMagazine.com

Motorcycle News, News

2018 Triumph Tiger 800 XCA | Road Test Review

December 26, 2018 mcnews Leave a comment

2018 Triumph Tiger 800 — For 2018, Triumph offers Tiger 800s in a six-bike lineup, all incorporating extensive upgrades. The top-dog 800 XCA we tested features six riding modes: new Off-Road Pro, Off-Road, Road, Sport, Rain and a Rider-Customizable mode, as well as programmable power levels, traction control, ABS intervention and more. Even better, the core mechanicals perform delightfully well too…. Photos by Kevin Wing.

In a world flush with outstanding large adventure bikes displacing 1,200cc and more, the Triumph Tiger 800 presents a convincing argument for middleweights. We sampled 2018’s top-of-the-line off-road-oriented XCA Tiger 800 variant, which boasts more than 200 upgrades compared to the prior edition; it’s now brimming with high-tech features that deliver a ton of versatility and convenience, along with a load of thoughtful, real-world enhancements.

To some, the engine with its newly added six riding modes may deliver the biggest surprise. Refinements include a new, lower first-gear ratio for more rapid engine response, while the torque curve remains flat as can be for an impressive power hit. This engine is a runner and it builds revs with a vengeance, starting with a raspy snarl that develops into a wild-animal howl in an eager, cammy rush. It’s only during top-gear roll-on passing that the missing 400 or 500cc become apparent, so just downshift!

Otherwise, the 800 delivers all it’s got in a seamless manner that makes riding a delight. Fuel metering, throttle response, driveline lash, gearbox action, gear spacing and clutch actuation are all practically perfect, so glitches don’t intrude on the riding experience.

Our main complaint concerns engine heat that grows painfully toasty in stop-and-go traffic when air temps climb above 80 degrees, especially on the left side where hot air flows from the radiator onto the rider’s left leg virtually unimpeded. Also, a light buzz builds in the handlebar near 70 mph, then smoothes out at higher speeds; part of this is due to vibration harmonics in the handguards, a quirk common to many ADV and dual-sport bikes.

Ken’s Gear
Helmet: Shoei Hornet X2
Jacket: Cortech Sequoia XC
Pants: Aerostich AD-1
Boots: TCX Air Tech

The longish 60.8-inch wheelbase lends stability, while rake and trail figures of 23.4 degrees/3.7 inches make for light, quick steering, especially given the wide handlebar and narrowed cross-section of the 21-inch front tire. A very intuitive partner, the Tiger dances beautifully down twisty roads.

Super-aggressive riding will get the front tire howling sooner than would be the case with a 19- or 17-incher due to the reduced contact patch, but all in all, it’s a non-issue for the vast majority of sporting street riding. It’s also quite comfortable for highway travel, and the new left-side cruise control button proves a welcome convenience.

New dual Brembo front brakes deliver strong stopping power and excellent feel. These twin-piston-caliper binders offer a softer initial bite compared to super-aggressive
supersport brakes, but you wouldn’t want racetrack-style braking when you’re in the dirt anyhow. We did notice the slimmer tire tends to nibble a bit while running along on freeway seams or rain grooves, but it’s a minor quirk that you’ll ignore in time.

Meanwhile, if you’re really going to get serious about off-road adventuring, the front wheel will accept DOT-approved knobby tires (tubes required) that will perform much better in the dirt, albeit at the cost of pavement performance. For hard-core dirt adventurers, the XCA now adds a sixth riding mode, Off-Road Pro, so riders can turn off the ABS and other systems for total control.

The excellent WP suspension feels firm yet compliant, and I am no lightweight. Extra off-road-oriented travel means the Tiger 800 sucks up bumps, patches and holes with ease on neglected back roads with old, broken pavement; no spine-jarring hits here, yielding a huge advantage over sportbikes and naked bikes that would struggle with less suspension travel.

Seating is upright and spacious and the seat can be altered between 33.1 inches or 33.9 inches in mere seconds. I chose the taller position to appease my aging knees, and the longer reach to the ground didn’t present any problems for me with my 31-inch inseam. The seat is wide and firm although not cushy comfortable.

A new one-hand-adjustable, spring-loaded windscreen is ingenious in design and easy to alter while underway. In the lowest of five positions the oncoming windblast strikes this six-footer right about eyebrow level, and the clean airflow creates little curl-back or buffeting. Despite their modest size, the windscreen and deflectors redirect windblast away from the rider’s torso well, producing a decent still-air pocket.

The new 5-inch, full-color TFT instrument panel stays easily readable day or night, with nice levels of contrast; the readout configuration can be custom selected to suit rider preference. Lots of the backlit switchgear has been moved to the left side of the handlebar, including a five-way joystick that greatly simplifies navigation through the many riding mode/display menus.

However, the joystick on our bike proved to be a bit sticky, locking in place until manually returned to center; hopefully this glitch is unique to our test bike, as this innovation makes it quick and easy to navigate through the plentiful mode options.

When balancing the scales, whatever edge the Tiger 800 trades away in cubic inches and punch compared to big ADV bikes, it gains back in more nimble handling, easier slow-speed maneuvering and better off-road manners thanks to a 35- to 80-pound weight savings. In short, this middleweight hits that sweet spot right in the middle. And for the Triumph Tiger 800, that’s a very good place to be.

Check out Rider’s guide to new/updated street motorcycles for 2019!

2018 Triumph Tiger 800 XCA Specs

Base Price: $12,000 (XR model)
Price as Tested: $15,850 (XCA model)
Warranty: 2 yrs., unltd. miles
Website: triumphmotorcycles.com

Engine

Type: Liquid-cooled, transverse in-line triple
Displacement: 799cc
Bore x Stroke: 74.0 x 61.9mm
Compression Ratio: 11.3:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 12,000 miles
Fuel Delivery: Fuel injection w/ throttle-by-wire, 44mm throttle bodies x 3
Lubrication System: Wet sump, 4.3-qt. cap.
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: Chain

Electrical

Ignition: Digital inductive
Charging Output: 476 watts max.
Battery: 12V 11.2AH

Chassis

Frame: Tubular-steel trellis w/ engine as a stressed member, cast aluminum alloy swingarm
Wheelbase: 60.8 in.
Rake/Trail: 23.4 degrees/3.7 in.
Seat Height: 33.1/33.9 in.
Suspension, Front: 43mm USD fork, adj. for rebound & compression damping, 8.7-in. travel
Rear: Single shock w/ remote reservoir, hydraulically adjustable preload, 8.5-in. travel
Brakes, Front: Dual 305mm floating discs w/ 2-piston pin-slide radial calipers & switchable ABS
Rear: Single 255mm disc w/ 1-piston pin-slider caliper & switchable ABS
Wheels, Front: Spoked, 2.15 x 21 in.
Rear: Spoked, 4.25 x 17 in.
Tires, Front: 90/90-21
Rear: 150/70-R17
Wet Weight: 505 lbs. (as tested)
Load Capacity: 998 lbs. (as tested)
GVWR: 493 lbs.

Performance

Fuel Capacity: 5.0 gals., last 1.1 gals. warning light on
MPG: 87 PON min. (low/avg/high) 46.1/47.0/49.3
Estimated Range: 235 miles
Indicated RPM at 60 MPH: 3,400

Source: RiderMagazine.com

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