Tag Archives: Triumph Reviews

2024 Motorcycle Buyers Guide: New Street Models

July 11, 2023 mcnews Leave a comment

2024 Motorcycle Buyers Guide Kawasaki Eliminator SE — 2024 Motorcycle Buyers Guide

This 2024 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will include 2025 teasers too as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.

Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.

2024 BMW M 1000 XR

At the beginning of June, BMW released limited details on the on the newest model in its “M” lineup: the 2024 BMW M 1000 XR. Powered by the 999cc inline-Four engine from the S 1000 RR with BMW ShiftCam technology for varying the timing and valve lift, the M 1000 XR makes a claimed 200 hp and a top speed of around 174 mph. It shares the M brakes of the M 1000 RR and M 1000 R, as well as the M winglets, which create downforce for greater stability and reduced front wheel lift. Further information on the M 1000 XR is expected in the second half of 2023.

Read our 2024 BMW M 1000 XR Prototype First Look Review

2024 BMW R 12 nineT

The 2024 BMW R 12 nineT is the successor to the R nineT and shares many similarities with the R nineT platform but features updates and a more classic design. The bike has the same air/oil-cooled 2-cylinder 1,170cc boxer engine as the previous R nineT but with a more classic appearance than its predecessor, particularly with the tank shape, seat, and side covers. BMW claims the classic look and modular design also lends more freedom for individualization. The bike will also have a redesigned exhaust system, intake system, and front fender. More details about the BMW R 12 nineT, including price and specifications, are expected in the second half of 2023.

Read our 2024 BMW R 12 nineT First Look Review here.

2024 BMW R 18 Roctane

The 2024 BMW R 18 Roctane is the fifth member of the R 18 family. It features the same 1,802cc “Big Boxer” opposed Twin as its siblings as well as the same braking and suspension systems, with 4-piston calipers biting dual 300mm discs up front and a single 300mm disc in the rear and a 49mm telescopic fork and central rear shock with travel-dependent damping, adjustable spring preload, and 4.7/3.5 inches of travel front/rear. The Roctane sets itself apart from the other R 18s with a blacked-out engine and drivetrain, a Dark Chrome exhaust, a black midrise handlebar, the instrument cluster incorporated into the top of the metal headlight nacelle, and a larger 21-inch front wheel, as well as other varying dimensions.

The 2024 BMW R 18 Roctane will come in Black Storm Metallic, Mineral Grey Metallic Matte, and Manhattan Metallic Matte starting at $18,695.

Read our 2024 BMW R 18 Roctane First Ride Review

2024 Can-Am Origin

Can-Am Electric Motorcycle Pulse Origin — Can-Am Origin

At the annual Club BRP event in August 2022, Can-Am unveiled two all-new, all-electric motorcycles – the Origin dual-sport and the Pulse roadster (below). Detailed specs won’t be provided until mid-2023 (at Can-Am’s 50th anniversary celebration), but both will be powered by BRP’s all-new, proprietary Rotax E-Power technology, said to provide “highway-worthy speeds with plenty of horsepower and torque.”

The Can-Am Origin has rally-style bodywork, fork guards, and spoked wheels, in diameters that appear to be 21 inches in front and 18 inches out back, common sizes for off-road tires. The final drive is enclosed, and Can-Am reps would not reveal whether power is sent to the rear wheel via chain (used on nearly all dual-sports) or belt (used on many production electric bikes).

Read our Can-Am Origin and Pulse First Look Review

2024 Can-Am Pulse

The Can-Am Pulse has the muscular stance of a streetfighter, with racy-looking cast wheels shod with sportbike rubber and a sculpted “tank” that keeps the bike’s profile in line with conventional gas-powered motorcycles. The Origin dual-sport (above) and Pulse roadster share key design elements: distinctive LED headlights, large TFT displays, edgy white and gray bodywork, a bright yellow panel covering their battery packs, inverted forks, single-sided swingarms, single-disc brakes front and rear, and solo seats. Rear cowls may cover pillion seats; passenger footpegs are not visible on either machine, but production versions will likely have passenger accommodations.

Read our Can-Am Origin and Pulse First Look Review

2024 Honda ADV160

2023 Honda ADV160 Red Metallic — 2023 Honda ADV160 in Red Metallic

The 2024 Honda ADV160 touts a new, larger-displacement liquid-cooled 157cc single-cylinder engine designed to improve performance and reduce emissions. It has Showa suspension front and back, a front disc brake with ABS, and a rear drum brake. Also incorporated are updates that Honda says are aimed at boosting comfort and convenience. The 2024 Honda ADV160 will be available in July and will come in Red Metallic or Pearl Smoky Gray starting at $4,499.

2024 Honda Shadow Phantom and Shadow Aero

2024 Honda Shadow Phantom Deep Pearl Gray Metallic — 2024 Honda Shadow Phantom in Deep Pearl Gray Metallic

The 2024 Honda Shadow Phantom still features the liquid-cooled 745cc 52-degree V-Twin, 5-speed transmission, and shaft final drive but sees several updates to styling, both in form and function. A rear disc brake replaces the previous drum brake, front travel has increased from 4.6 inches to 5.1 inches, the seat height dropped slightly, and Honda shaved 6 pounds off the curb weight for a total of 543 lb. There is also a new ABS version of the bike.

The 2024 Honda Shadow Aero shares the same engine, drive train, braking, and rear suspension and travel, with front travel stretched out another four-tenths of an inch, which is also the bump in seat height, as well as a slightly smaller tank and an overall curb weight of 560 lb.

The 2024 Honda Shadow Phantom comes in Deep Pearl Gray Metallic or Orange Metallic starting at $8,399 for the non-ABS version (not available in California) or the $8,699 for the ABS version.

On the 2024 Honda Shadow Aero, Black has replaced the Ultra Blue Metallic colorway, starting at $7,949 for the non-ABS version (not available in California) or $8,249 for the ABS version.

2024 Kawasaki Eliminator and Eliminator SE

Harkening back to the ZL900 Eliminator introduced in 1985, the 2024 Kawasaki Eliminator returns to its sportbike-powered roots, with a liquid-cooled 451cc parallel-Twin engine adapted from the Ninja 400. A 6.8mm longer stroke helps create strong low-end torque. The engine is mated to a 6-speed gearbox and a slip/assist clutch. The bike has a 41mm telescopic front fork and dual rear shocks, providing 4.7/3.5 inches of travel front/rear, and stopping power comes from a 2-piston caliper clamping on a 310mm semi-floating petal front brake disc and 220mm petal disc in the rear.

Several aspects of the Eliminator’s styling pay homage to its namesake, including the taillight, a tail cowl with its own added design twist, and a round headlight, now with a modern LED lamp with dual high/low beam chambers and position lamps.

Kawasaki is also offering the 2024 Kawasaki Eliminator SE, which adds several features to the standard model, including ABS, a headlight cowl reminiscent of those found on the original Eliminator SE models, a USB-C outlet, and a seat featuring dual-pattern seat leather and stitching along the top edge.

The Eliminator comes in Pearl Robotic White or Pearl Storm Gray for $6,649, and the Eliminator SE ABS comes in Candy Steel Furnace Orange/Ebony for $7,249.

Read our 2024 Kawasaki Eliminator First Look Review

2024 Kawasaki KLX300 and KLX300SM

Both the 2024 Kawasaki KLX300 dual-sport and the 2024 Kawasaki KLX300SM supermoto are powered by a 292cc DOHC liquid-cooled four-valve fuel-injected Single borrowed from the KLX300R off-road bike.

The KLX300 is the more off-road capable of the two models and features a 21-inch front wheel and 18-inch rear wheel with Dunlop dual-purpose tires. The bike has 10 inches of travel up front and 9.1 inches in the rear. From a style perspective, the KLX300 gets a newly designed front cowl and front fender, a new LED headlight, and an LED taillight tucked into the rear fender. Kawasaki also gave the KLX300 a two-toned seat cover for 2024.

The road-oriented KLX300SM differs from its stablemate in 17-inch front and rear wheels, a 300mm front brake disc, and a shorter seat height of 33.9 inches, among other features. Updates to the Kawasaki KLX300SM are similar to those of the KLX300, included updated fenders, the compact LED headlight, and a new taillight. The KLX300SM also receives the two-toned seat.

The 2024 Kawasaki KLX300 will be available in Lime Green and Battle Gray for $6,199, and the Cypher Camo Gray colorway will cost $6,399. The 2024 Kawasaki KLX300SM will be available in Battle Gray and Phantom Blue for $6,599.

Read our 2024 Kawasaki KLX300 and KLX300SM First Look Review

2024 Kawasaki Ninja ZX-6R

The 2024 Kawasaki Ninja ZX-6R supersport has a 636cc liquid-cooled inline 4-cylinder with DOHC with revised cam profiles for better low-rpm performance and cleaner emissions and a reshaped intake funnel for a claimed increase in low-to-mid rpm performance.

Kawasaki also upgraded the dual 310mm front discs and single 220mm rear disc, replacing the previous petal-style rotors with round discs. Also new are the Pirelli Diablo Rosso IV tires. The ABS unit has been updated for better control, and new ride modes have been added, including Sport, Road, and Rain, along with a customizable Rider mode in which each system can be set independently.

The bike also has a new 4.3-inch full-color TFT display with smartphone connectivity, as well as new styling inspired by the Ninja ZX-10R. The Ninja ZX-6R is available in three color schemes – Metallic Flat Spark Black/Ebony, Pearl Robotic White/Metallic Graphite Gray, and the KRT Edition in Lime Green/Ebony – for $11,299 ($12,299 with ABS).

Read our 2024 Kawasaki Ninja ZX-6R First Look Review

2024 Suzuki Hayabusa 25th Anniversary Model

The 2024 Suzuki Hayabusa returns with the liquid-cooled 1,340cc transverse inline-Four with DOHC and four valves per cylinder mated to a 6-speed gearbox, ride-by-wire, the Suzuki Intelligent Ride System with electronic rider aids, including cruise control and the three-mode bidirectional quickshifter system, and three preset and three customizable ride modes, among a host of other features. It has KYB suspension and Brembo Stylema and Nissin brake components, and ABS is standard.

Specific to the 25th Anniversary Model are 25th-anniversary emblems and logos and raised Suzuki logos, as well as other styling and design choices specific to this model. The 25th Anniversary Model Hayabusa comes in the Glass Blaze Orange & Glass Sparkle Black color combination reminiscent of one of the most popular Gen II model’s color palettes, also set off with special V-shaped red graphic. The 25th Anniversary Hayabusa will be arriving at dealerships late summer. Pricing has not yet been announced.

Read our 2024 Suzuki Hayabusa 25th Anniversary Model First Look Review

2024 Triumph Scrambler 400 X

The all-new 2024 Triumph Scrambler 400 X will feature Triumph’s new single-cylinder, 4-valve, liquid-cooled engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive. The Scrambler 400 X also has throttle-by-wire, switchable traction control, and switchable Bosch dual-channel ABS.

The Scrambler 400 X features a 55.8-inch wheelbase, 5.9 inches of travel suspension front and rear, a 19-inch front wheel, and a wide handlebar to provide greater stability and control when riding on loose surfaces, as well as scrambler-style protection for both the bike and the rider.

The Scrambler 400 X is available in three two-tone color schemes, each featuring Triumph’s distinctive Scrambler tank stripe and triangle badge: Matte Khaki Green and Fusion White, Carnival Red and Phantom Black, and Phantom Black and Silver Ice options. Pricing has not yet been announced.

Read our 2024 Triumph Speed 400 and Scrambler 400 X First Look Review

2024 Triumph Speed 400

Similar to its Scrambler 400 X stablemate (above), the 2024 Triumph Speed 400 features the new single-cylinder, 4-valve, liquid-cooled engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive. The Speed 400 also has throttle-by-wire, switchable traction control, and Bosch dual-channel ABS (which can be switched off on the Scrambler 400 X).

The Speed 400 has an accessible seat height of 31 inches, a 43mm inverted fork offering 5.5 inches of travel, a monoshock rear suspension unit giving 5.1 inches of travel, and lightweight 17-inch wheels. Stopping power comes from a 4-piston radial front brake caliper with a 300mm front disc and braided lines and a floating caliper and 230mm disc in the rear.

The 2024 Triumph Speed 400 will be offered with three two-tone paint schemes – Carnival Red, Caspian Blue, and Phantom Black – each featuring a prominent Triumph tank graphic. Pricing has not yet been announced.

Read our 2024 Triumph Speed 400 and Scrambler 400 X First Look Review

2024 Triumph Street Triple 765 Range

2024 Triumph Street Triple 765 RS — 2024 Triumph Street Triple RS (Photo by Kingdom Creative)

The 2024 Triumph Street Triple 765 range includes the Street Triple 765 R, Street Triple 765 RS, and limited-run Moto2 Edition, which Triumph says is “the closest you can get to a Moto2 race bike for the road.”

All three models will still feature a liquid-cooled 765cc inline-Triple, which was bumped up from 675cc with the 2017 Street Triple lineup, but Triumph says engine upgrades derived directly from the Moto2 race engine program have resulted in a significant step up in performance in the range. The engine on the Street Triple R now makes a claimed 118 hp and 59 lb-ft of torque at 9,500 rpm. The Street Triple RS and Moto2 take it up another notch, making 128 hp. Other updates include new technology, high specification components, an updated chassis, and more.

The Street Triple 765 R will start at $9,995 and be available in two colorways: Silver Ice with Storm Grey and Yellow graphics or Crystal White with Storm Grey and Lithium Flame graphics. The Street Triple 765 RS will start at $12,595 and have three schemes: Silver Ice with Baja Orange and Storm Grey graphics, Carnival Red with Carbon Black and Aluminum Silver graphics, or Cosmic Yellow with Carbon Black and Aluminum Silver graphics. Finally, the Moto2 Edition will start at $15,395 and comes in two race-derived liveries: Triumph Racing Yellow with an Aluminum Silver rear sub-frame or Crystal White with Triumph Racing Yellow rear subframe. The official Moto2 branding will appear on the tank, wheel, tail unit, and silencer.

Read our 2024 Triumph Street Triple 765 R/RS First Ride Review

The post 2024 Motorcycle Buyers Guide: New Street Models appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Triumph Speed 400 and Scrambler 400 X | First Look Review

June 27, 2023 mcnews Leave a comment

2024 Triumph Speed 400 Triumph Scrambler 400 X

Triumph has announced that two all-new models featuring a single-cylinder, 4-valve, liquid-cooled engine will join the company’s Modern Classics lineup for 2024. The 2024 Triumph Speed 400 joins the larger Speed Twin 900 and Speed Twin 1200, while the 2024 Triumph Scrambler 400 X takes its design cues from the Scrambler 900 and Scrambler 1200, with an off-road pedigree that goes back to the first factory scramblers of the 1950s.

Triumph says the new bikes are designed to deliver a “fun, agile, and confidence-inspiring ride for riders of all ages and experience levels.”

James Wood, Triumph’s global product marketing manager, said when unveiling the Speed 400 and Scrambler 400 X that the company’s ambition with creating the small-bore bikes was to give a “whole new generation of riders the opportunity to own a Triumph.”

“This means that the brief we stepped out to deliver on was all about creating a new 400cc capacity choice for our iconic Speed and Scrambler lineups,” he said. “These would, of course, need to be genuine Triumphs but even more accessible.”

The New TR-Series Engine

The new TR-Series engine is a fuel-injected, liquid-cooled 398cc single-cylinder engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive.

2024 Triumph Speed 400 Carnival Red — 2024 Triumph Speed 400 in Carnival Red

Wood said the “TR-Series” name was chosen to celebrate Triumph racing singles of the early 20th century: “Six Day Trial-winning machines that went on to inspire the TR-trophy racing bloodline of Singles and Twins that followed.”

Technical highlights include a 4-valve, DOHC cylinder head and a crankshaft that has been weighted and balanced to optimize inertia for low-speed rideability, as well as a finger-follower valvetrain with a low reciprocating mass and DLC coatings that reduce friction.

Triumph says the new engine delivers “responsive, fun, and characterful power delivery along with an evocative, rich, and distinctive exhaust note.”

2024 Triumph Speed 400 and Scrambler 400 X

Wood said a key part of the company’s planning with the new range was to “really understand what riders want and value in this world.”

“What riders have told us is that style matters a great deal to them, thereby it must be beautiful, but it also must be authentic,” he said. “They want something that’s very easy to maneuver, with a height that they feel comfortable on and in control of, and to have a ride that is unintimidating and fun but that also comes with a responsive, usable plan for power delivery, plus a great sound. On top of all that, they demand a very high level of quality and reliability, preferably from a brand with credibility and desirability, and of course, all for a price that represents genuine value for money.”

Beyond the new TR-Series engine, the Speed 400 and Scrambler 400 X share some of the latest rider-focused technology tailored to suit each model, including throttle-by-wire, switchable traction control, and Bosch dual-channel ABS, which can be deactivated on the Scrambler 400 X when riding off-road.

Dual format instruments feature a large analog speedometer and an integrated LCD screen that includes a digital tachometer, fuel range remaining, and a gear indicator. The display is also pre-enabled to show the status of accessory heated grips, if fitted, and there is a USB-C charging port.

Both the Triumph Speed 400 and Scrambler 400 X benefit from a slim standover with an accessible seat height of 31 inches on the Speed 400 and 32.9 inches on the Scrambler 400 X and low weights of 375 lb and 395 lb, respectively. Both models also have their own model-specific chassis, with a new frame, bolt-on rear subframe, and cast-aluminum swingarm paired with suspension set-ups tailored to each use.

The Speed 400 features a 43mm inverted fork offering 5.5 inches of travel, a monoshock rear suspension unit giving 5.1 inches of travel, lightweight 17-inch wheels, and roadster-specific geometry and wheelbase, all of which Triumph says offer “an engaging and intuitive ride along with a comfortable, neutral riding position that inspires confidence for riders of all sizes and skill levels.” Stopping power comes from a 4-piston radial front brake caliper with a 300mm front disc and braided lines and a floating caliper and 230mm disc in the rear.

The Scrambler 400 X features a longer wheelbase than the Speed 400 (55.8 inches vs. 54.2 inches), longer travel suspension (5.9 inches front and rear), and a larger 320mm front brake disc. A larger 19-inch front wheel and a wide handlebar provide greater stability and control when riding on loose surfaces. It also has a more upright riding position, and the larger cast steel brake pedal and high-grip footpegs are positioned lower and wider for a more natural standing riding position when riding off-road.

Triumph Design DNA with Contemporary Poise

Stuart Wood, Triumph’s chief engineer, said at the unveiling that it was more than just the specifications. “We’ve put our heart and soul into setting these bikes up to give you all the character and performance you expect from us,” he said. “So they’re really fun bikes, really great response, a little bit more power than the others as well. They really are fun to ride.”

However, Triumph says that both bikes are still “instantly recognizable.” Traditional touches, like the distinctive finned cylinder head and traditional exhaust header clamps, combine with contemporary details like the upswept silencer, graphics, and “sensitively incorporated technology,” such as concealed liquid-cooling and a flowing exhaust with a hidden primary silencer. They also feature the trademark black powder-coated engine casings, tough gold anodized forks, and high-quality paint and logo detailing.

The Scrambler 400 X’s all-road attitude is accentuated by protection for the headlight, radiator, and sump, as well as handguards, a handlebar brace with pad, and a longer front fender.

2024 Triumph Scrambler 400 X Matte Khaki Green Fusion White — 2024 Triumph Scrambler 400 X in Matte Khaki Green and Fusion White

The 2024 Triumph Speed 400 will be offered with three two-tone paint schemes – Carnival Red, Caspian Blue, and Phantom Black – each featuring a prominent Triumph tank graphic.

2024 Triumph Speed 400 Phantom Black — 2024 Triumph Speed 400 in Phantom Black

The Scrambler 400 X is also available in three color schemes, each featuring Triumph’s distinctive Scrambler tank stripe and triangle badge: Matte Khaki Green and Fusion White, Carnival Red and Phantom Black, and Phantom Black and Silver Ice options.

2024 Triumph Scrambler 400 X Phantom Black and Silver Ice — 2024 Triumph Scrambler 400 X in Phantom Black and Silver Ice

While pricing has not yet been announced, Triumph says both the 2024 Triumph Speed 400 and Scrambler 400 X will be attractively priced versus the key competitors in each market.

James Wood said the bikes are the result of a “major five-year collaboration” with Bajaj Auto in India.

“Based on Triumph’s concept and design, Bajaj has worked hand-in-hand with our engineering team here in Italy to add that expertise in large-scale efficient and cost-effective manufacturing to our leading engineering and design capabilities.”

Wood added that the bikes will be built by Triumph factories in Thailand and Brazil, as well as Bajaj Auto in India, where both models will launch starting in July 2023. They will be on sale in all other markets in early 2024, when prices for these markets will be announced.

For more information, visit the Triumph website.

See all of Rider‘s Triumph coverage here.

The post 2024 Triumph Speed 400 and Scrambler 400 X | First Look Review appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

Iván Cervantes Breaks Guinness World Record on Triumph Tiger 1200 GT Explorer

June 13, 2023 mcnews Leave a comment

Ivan Cervantes Triumph Tiger 1200 GT Guinness World Record — Iván Cervantes claims the Guinness World Records title for “the greatest distance on a motorcycle in 24 hours (individual).” Photos courtesy Triumph Motorcycles.

Iván Cervantes recently achieved a Guinness World Record for “the greatest distance on a motorcycle in 24 hours (individual).” Cervantes broke the previous record of 2,116.39 miles with a new record of 2,493.28 miles on a Triumph Tiger 1200 GT Explorer. Cervantes made this attempt on the 7.8-mile long High-Speed Ring at the Nardò Technical Center in Italy on April 29, 2023, and the attempt was witnessed by an official Guinness World Records adjudicator.

The previous record was set by American Carl Reese on February 26, 2017. Reese rode 2,116.39 miles in 24 hours with an average speed of 88.2 mph. Cervantes broke Reese’s record with five hours to spare, adding another 376.6 miles.

This Guinness World Record isn’t the first of Iván Cervantes’ achievements. He’s also a five-time Enduro World Champion, a 21-time Spanish Enduro Champion, and a five-time Spanish Motocross Champion. In 2021, Cervantes became an off-road ambassador for Triumph Motorcycles to help the company develop its range of motocross and dual-sport motorcycles.

The Tiger 1200 GT Explorer that Cervantes used during the attempt was straight from the production line of Triumph’s factory in the UK. The bike received no modifications or changes, except for a break-in run and first service before the attempt.

“Iván’s achievement in taking the Guinness World Records title on the Tiger 1200 is simply incredible,” said Nick Bloor, CEO of Triumph. “His determination and perseverance have led him not only to beat the existing record, but to add almost 20% to the distance traveled in 24 hours.”

The Tiger has a few features that helped Cervantes accomplish this record. The bike not only needs to be able to run for 24 straight hours without taking too many breaks, it also has to be able to keep the rider comfortable enough for riding for 24 hours. The 8.93-gallon fuel tank helped keep fuel breaks down (Cervantes stopped to refuel every 17-18 laps on the 7.8-mile long track). The windshield, heated grips and seat, and LED lights for nighttime riding helped keep Cervantes in the saddle for long stretches of time, and they were especially helpful when night fell and rain started. Throughout the attempt, the only service the bike received other than refueling was a planned tire change hallway through.

“For sure, the hardest part was the weather, because it started to rain,” said Cervantes, “but this bike has a very big screen and excellent protection, which helped me a lot. It is a very special bike for me. It’s not easy to ride for 24 hours in a row but, in the end, the record is mine with this amazing bike!”

In order to beat the record, Cervantes rode at speeds of over 124 mph with an average speed o 104 mph over the 24 hours. He beat the record with 5 hours to spare, but instead of getting some much-needed rest, he kept going to add 376.6 miles onto the record.

For a look at what the attempt was like, check out the 18-minute documentary below.

The post Iván Cervantes Breaks Guinness World Record on Triumph Tiger 1200 GT Explorer appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

Best Motorcycles for Smaller Riders: Seat Height 31-31.9 Inches

May 18, 2023 mcnews Leave a comment

2022 Kawasaki Z650RS review — The Kawasaki Z650RS has a 31.5-inch seat height. (Photo by Kevin Wing)

Choices for smaller, affordable motorcycles are growing, and that’s good news for riders looking for a fun bike that won’t break the bank. Whether you’re new to riding and want something easy to handle or an experienced rider looking for a lighter or shorter bike, you have more options now than ever when it comes to finding the best motorcycles for smaller riders!

Below is Rider’s 2023 list of best motorcycles for smaller riders, an update of the popular post from 2019. This list includes motorcycles with seat heights between 31.0 and 31.9 inches with an MSRP of $17,000 or less.

We’ve also curated lists of the best motorcycles with seat heights between 30.0 and 30.9 inches, as well as a list of the best motorcycles with seat heights below 30 inches.

When possible, we’ve included a link to our test ride reviews so you can get a sense of how each bike performs in action. We’ve also included the 2022-2023 model year’s U.S. base MSRP (as of publication), seat height, and claimed wet or dry weight. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.

The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.

CFMOTO 450SS

$5,499

31-inch seat

370 lb

Read our 2023 CFMOTO 450SS First Look Review

Honda CBR500R

$7,299

31.1-inch seat

423 lb

Read our 2013 Honda CBR500R First Ride Review

Honda CB500F

$6,799

31.1-inch seat

416 lb

Read our 2017 Honda CB500F First Ride Review

Kawasaki Ninja 650

$7,999

31.1-inch seat

419 lb

Read our 2020 Kawasaki Ninja 650 Road Test Review

Kawasaki Z650

$7,749

31.1-inch seat

410 lb

Read our 2017 Kawasaki Z650 First Ride Review

Kawasaki W800

$9,199

31.1-inch seat

496 lb

Read our 2020 Kawasaki W800 First Look Review

Royal Enfield Hunter 350

$3,999

31.1-inch seat

400 lb

Read our 2023 Royal Enfield Hunter 350 First Ride Review

Suzuki GSX250R

$4,999

31.1-inch seat

399 lb

Read our 2023 Suzuki GSX250R First Look Review

Triumph Bonneville T100

$10,995

31.1-inch seat

503 lb

Read our 2017 Triumph Bonneville T100 First Look Review

Triumph Bonneville T120

$12,695

31.1-inch seat

520 lb

Read our 2022 Triumph Bonneville T120 First Look Review

Triumph Scrambler 900

$11,495

31.1-inch seat

492 lb

Read our 2022 Triumph Scrambler 900 First Look Review

Yamaha TW200

$4,899

31.1-inch seat

278 lb

Read our 2017 Yamaha TW200 First Ride Review

CFMOTO 300NK

$4,199

31.2-inch seat

333 lb

Read our 2022 CFMOTO 300NK First Ride Review

Royal Enfield Scram 411

Royal Enfield Scram Best Motorcycles for Smaller Riders

Royal Enfield Scram 411

$5,099

31.3-inch seat

408 lb

Read our 2023 Royal Enfield Scram 411 First Ride Review

CFMOTO 700CL-X

$6,799

31.5-inch seat

432 lb

Read our 2022 CFMOTO 700CL-X Road Test Review

CFMOTO 700CL-X Sport

$7,199

31.5-inch seat

432 lb

Read our 2022 CFMOTO 700CL-X Sport First Ride Review

Kawasaki Ninja ZX-4RR KRT Edition

$9,699

31.5-inch seat

415 lb

Read our 2023 Kawasaki Ninja ZX-4RR KRT Edition First Look Review

Kawasaki Z900

$9,399

31.5-inch seat

468 lb

Read our 2017 Kawasaki Ninja Z900 ABS First Ride Review

Kawasaki Z650RS

$9,099

31.5-inch seat

412 lb

Read our 2022 Kawasaki Z650RS First Ride Review

Royal Enfield Himalayan

$5,449

31.5-inch seat

439 lb

Read our 2022 Royal Enfield Himalayan First Ride Review

Honda CB300R

$5,049

31.6-inch seat

316 lb

Read our 2019 Honda CB300R First Ride Review

Honda NC750X DCT

Honda NC750X Best Motorcycles for Smaller Riders

Honda NC750X DCT

$9,399

31.6-inch seat

493 lb

Read our 2018 Honda NC750X Road Test Review

BMW R nineT

$15,945

31.7-inch seat

487 lb

Read our 2021 BMW R nineT First Look Review

BMW R nineT Pure

$10,995

31.7-inch seat

483 lb

Read our 2017 BMW R nineT Pure Road Test Review

Kawasaki Z125 PRO

$3,399

31.7-inch seat

225 lb

Read our 2017 Kawasaki Z125 PRO First Ride Review

Royal Enfield Classic 350

$4,699

31.7-inch seat

430 lb

Read our 2022 Royal Enfield Classic 350 First Ride Review

Royal Enfield INT650

$6,149

31.7-inch seat

445 lb

Read our 2019 Royal Enfield INT650 Road Test Review

Royal Enfield Continental GT

$6,349

31.7-inch seat

445 lb

Read our 2019 Royal Enfield Continental GT Road Test Review

Triumph Trident 660

$8,595

31.7-inch seat

417 lb

Read our 2021 Triumph Trident 660 First Look Review

Yamaha MT-07

$8,199

31.7-inch seat

406 lb

Read our 2021 Yamaha MT-07 Road Test Review

Zero S

$12,995

31.8-inch seat

313 lb

Read our 2022 Zero S First Look Review

Ducati SuperSport 950

$14,595

31.9-inch seat

405 lb (dry)

Honda CBR650R

$9,899

31.9-inch seat

445 lb

Read our 2023 Honda CBR650R First Look Review

Honda CB650R

$9,399

31.9-inch seat

445 lb

Read our 2023 Honda CB650R First Look Review

Suzuki GSX-R750

$12,849

31.9-inch seat

419 lb

Read our 2023 Suzuki GSX-R750 First Look Review

Suzuki GSX-R600

$11,699

31.9-inch seat

412 lb

Read our 2023 Suzuki GSX-R600 First Look Review

Suzuki GSX-S1000

$11,499

31.9-inch seat

472 lb

Read our 2022 Suzuki GSX-S1000 Road Test Review

Suzuki GSX-S1000GT

$13,349

31.9-inch seat

498 lb

Read our 2022 Suzuki GSX-S1000GT Road Test Review

Suzuki GSX-S1000GT+

$14,099

31.9-inch seat

498 lb

Read our 2023 Suzuki GSX-S1000GT+ First Look Review

Suzuki GSX-8S

$8,849

31.9-inch seat

445 lb

Read our 2023 Suzuki GSX-8S First Ride Review

Triumph Speed Twin 1200

$12,895

31.9-inch seat

476 lb

Read our 2023 Triumph Speed Twin 1200 First Look Review

Yamaha XSR900

$10,199

31.9-inch seat

425 lb

Read our 2022 Yamaha XSR900 First Ride Review

Yamaha Tracer 9 GT

$14,999

32.5-inch seat (optional low seat of 31.9 inches)

485 lb

Read our 2021 Yamaha Tracer 9 GT Long-Term Review

The post Best Motorcycles for Smaller Riders: Seat Height 31-31.9 Inches appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Triumph Street Triple 765 R and RS | Video Review

April 7, 2023 mcnews Leave a comment

We review the updated and upgraded Triumph Street Triple 765 R and Street Triple 765 RS, which hit a sweet spot in the sporty motorcycle market. They’re comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995 for the R, the Street Triple 765 offers undeniable value for a sporting naked streetbike.

We traveled to Jerez, Spain, where we spent two days flogging the Street Triple 765 R and Street Triple 765 RS on the street and track. From their torquey midrange and soulful wailing Triple to their chassis, components, tech, and styling, there’s a lot to love about this pair of middleweight streetfighters. Watch the video below to see the Street Triple R and RS in action and get our impressions. For more details, you can also read our First Ride Review.

2024 Triumph Street Triple 765 R / RS Specs

Base Price: $9,995 / $12,595
Website: TriumphMotorcycles.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.
Displacement: 765cc
Bore x Stroke:  78.0 x 53.4mm
Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim)
Torque: 59 lb-ft @ 5,500 rpm (factory claim)
Transmission: 6-speed,
Final Drive: Chain
Wheelbase: 55.1 in.
Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in.
Seat Height: 32.5 in. / 32.9 in.
Wet Weight: 417 lb / 414 lb
Fuel Capacity: 4.0 gal.
Fuel Consumption: 38.8 mpg (EPA)

The post 2024 Triumph Street Triple 765 R and RS | Video Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

Triumph Unveils 2024 Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition

April 4, 2023 mcnews Leave a comment

2024 Triumph Bonneville T120 Black Distinguished Gentleman's Ride Limited Edition

For 10 years, Triumph Motorcycles has partnered with the Distinguished Gentleman’s Ride, an event that unites hundreds of thousands of classic and vintage style motorcycle fans all over the world to raise funds and awareness for men’s health. To celebrate this landmark anniversary, Triumph has created 250 new Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition motorcycles.

Founded in 2012 in Sydney, Australia, the DGR was created by Mark Hawwa as a way to bring together motorcycle enthusiasts focused on a common cause for good. Today the DGR spans the world with more than 90,000 riders taking to the streets in more than 800 cities. The event has raised more than $37 million for prostate cancer research and men’s mental health. Triumph became the official motorcycle partner of the DGR in 2014, bringing a commitment to increase awareness, grow participation, and ultimately increase fundraising in support of this worthy cause.

During the unveiling of the Bonneville T120 Black, Miles Perkins, Triumph’s head of brand management, called the DGR “the world’s largest road-riding charity event.”

“The numbers are important,” Perkins said, “but the impact is even greater than the money – phenomenal from the perspective of what this means to everyone involved and the joy of riding and the joy of being in the company of people united by passion for the motorcycling, for riding together, and contributing what they can to make lives better.”

One of Triumph’s most significant contributions has been in growing awareness and motivating fundraisers around the world by providing motorcycles from Triumph’s Modern Classic range as rewards for the top fundraisers.

“To me, this was a real match made in heaven,” Perkins said.

Triumph Chief Commercial Officer Paul Stroud called it “a perfect fit …. something that is much more than sponsorship.”

“Everyone involved over the last decade of the DGR, from the Triumph and DGR teams, to our dealers, the army of DGR organizers and ride hosts, and the legions of riders who passionately support this wonderful event and cause should be justifiably proud of the impact their efforts have had,” Stroud said.

In previous years, the motorcycles provided by Triumph have included a one-of-a-kind Triumph Thruxton RS DGR Edition and a custom ‘1959 Legends’ Triumph Bonneville T120 and matching Gibson Les Paul Standard guitar, awarded to the 2022 ride’s highest fundraiser as part of a collaboration between Triumph and Gibson.

This year’s bike, the Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition, features a custom DGR look. The monochrome metallic Phantom Black and Crystal White two-tone paint scheme follows a distinctive ‘dress suit’ inspired design, drawing inspiration from ‘dressing dapper’ for dinner—which is also how most riders dress for the DGR itself.

Gold fuel tank stripe detailing and hand-painted gold pinstriping on the side panels are also inspired by the DGR’s dapper clothing and accessory style, such as the classic gold pocket watch or tie-pin. The custom DGR 2023 gold script logo is featured on the fuel tank and side panels, and a brown stitched bench seat with pillion strap enhances the vintage custom look.

Each bike comes with a numbered certificate of authenticity featuring the motorcycle’s VIN and DGR edition number, hand-signed by the DGR’s Mark Hawwa and Triumph CEO Nick Bloor. There will be 250 bikes built, but only 249 will be available for purchase (for $13,495 in the U.S.), since edition number #001 will be presented to the highest fundraised for the 2023 DGR.

But of course, the DGR Limited Edition wouldn’t exist without the Triumph T120 Black. In 2022, the classically styled Bonneville T120 received a few updates to its 1,200cc liquid-cooled parallel-Twin, which makes a claimed 79 hp at 6,550 rpm and 77.4 lb-ft of torque. It has a 6-speed transmission with a slip/assist clutch and chain final drive. Other features include two ride modes (Road and Rain) and switchable traction control and cruise control.

The 2022 Bonneville T120 also shaved 15 lb off the previous generation and features new aluminum wheels (18-by-2.75 inches on the front and 17-by-4.25 inches on the rear). Stopping power comes from Brembo front brakes with a twin disc set-up and 2-piston calipers, and ABS is standard.

At the bike’s unveiling, Mark Hawwa, founder of the DGR, said that 10 years ago, they were “trying to find our feet and learn how to grow this event and really partner up with the brand that we felt had the same synergy as us.”

“I don’t think any of us ever realized that this would become such an important relationship, one that has touched even the guys that work at Triumph,” Hawwa said. “Obviously, times change, people move on, but each of those people that have been a part of the Triumph journey and DGR journey are still with us—riding motorcycles, taking part, getting dressed up and looking the part as well. It’s been an incredible 10 years, and I still pinch myself.”

Hawwa said the DGR is more than just the ride or the bike.

“For us, it’s the fact that we’ve been able to really create meaningful relationships. We’ve been able to connect a lot of people together. We’ve been able to really teach guys that it’s okay to be vulnerable and that it’s okay to talk about their health and also to educate them along the path as well.”

The Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition is considered a 2024 model year bike. There will be 50 units available in the U.S., and dealers will start taking deposits on April 14.

For more information, visit the Distinguished Gentleman’s Ride website or the Triumph Motorcycles website.

See all of Rider‘s Triumph coverage here.

The post Triumph Unveils 2024 Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2024 Triumph Street Triple 765 R/RS | First Ride Review

March 21, 2023 mcnews Leave a comment

The updated and upgraded Triumph Street Triple 765 hits a sweet spot in the sporty motorcycle market. It’s comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995, it offers undeniable value for a sporting naked streetbike.

The Street Triple has been one of our favorite sports roadsters since its 2007 inception as an offshoot of the 675cc Daytona. Surprisingly lively and always playful, it was like a more exotic and more stimulating Suzuki SV650, another longtime fave that punches above its weight.

2024 Triumph Street Triple 765 R RS — The Street Triple R (left) retails for $9,995, while the RS version (right) demands a $2,600 premium.

The Street Triple 765 arrived in 2017 with a power-to-weight ratio that would humble the original 885cc Speed Triple, the Street’s older brother and one of the godfathers of the naked sportbike genre.

The revised Street Triple was a bigger, more capable machine that came in three variants: S, R, and RS, with outputs ranging from 111 hp to 121 hp.

Triumph launched its first Street Triple 765 in southern Spain, so it was fitting that we were invited back to Spain to sample the new version on Andalusian roads and the famous Jerez racetrack.

Triumph Street Triple 765 Revamped

Categorized in the U.S. as a 2024 model, the Street Triple gets an extensive overhaul this year. It enjoys many welcome upgrades and is available in three versions.

Along with the R and RS we tested, Triumph is offering a special Moto2 Edition to celebrate its involvement as the engine supplier in MotoGP’s junior category since 2019. It’s basically an RS but with clip-on handlebars, carbon bodywork, and an Öhlins fork, and it’s limited to 765 units for each of its two colorways. Retailing for $15,395, as of press time it’s sold out in most global markets but is still available in America.

2024 Triumph Street Triple 765 Moto2 in Crystal White with Triumph Racing Yellow rear subframe

Triumph reps boasted about how they took lessons learned in the Moto2 program and applied them to the streetbike. The bore and stroke of the inline-Triple remain unchanged, but most internals have been changed, including pistons, con-rods, camshafts, and valves. The piston crowns and combustion chamber are now fully machined for optimal flow and combustion, combining for a higher 13.25:1 compression ratio. The intake uses trumpets that are 20mm shorter for a stronger pull up top, and the exhaust now has just one catalyzer instead of two.

The result, according to Triumph, is an increase in power from the midrange on up. The R version claims 118 hp that arrives at 11,500 rpm, 500 revs earlier than the previous motor’s 116 ponies. The higher-spec RS variant delivers 128 hp at 12,000 rpm, a jump of 7 hp from the previous model. Torque on all models is bumped by 4% to a creditable 59 lb-ft.

New to the Street Triple is the addition of an IMU that enables precise traction-control modulation and cornering ABS. Also coming standard and cued to the IMU is one of the most seamless up/down quickshifters we’ve sampled, which uses a pressure-sensitive actuator rather than a basic switch.

Styling remains similar but freshened, with a new, sharply creased fuel tank with integrated side panels and a stubby new stainless-steel muffler tucked in next to the gullwing aluminum swingarm. The distinctive dual headlights with LED eyebrows are topped with a mini wind deflector that’s more integrated than on previous models. Scrolling LED turnsignals are a nice upmarket touch.

The chassis remains the same but tweaks to ride heights have modestly sharpened the steering geometry to aid agility. A shuffling of transmission and final-drive ratios has slightly shortened up the overall gearing for snappier engine responses.

Is R Enough?

2024 Triumph Street Triple 765 R — Tall mirrors identify this Street Triple as an R version.

The R version of the Street Triple makes a good case for saving money over its pricier RS brother. It very well could be the most appealing sub-$10,000 sporty bike on the market.

It would be unfair to cast the R as a “budget bike,” as it includes a plethora of desirable features. An aluminum frame helps keep weight to a tidy 417 lb wet, fully adjustable Showa suspension can be dialed in to personal preferences, and a Brembo brake package with radial-mount monoblock calipers provides secure speed bleeding through braided steel lines. Tire valves directed to the sides are another pleasing accoutrement.

Ergonomics are pleasantly familiar, placing a rider in a modestly leaned-over forward cant and now with a half-inch wider handlebar to aid agility. Long-legged riders may feel a bit cramped because of the high footpeg position that supplies a generous amount of lean angle before they begin dragging. The seat is reasonably comfortable and roomy, but short riders will whine about the 32.5-inch seat height. A lower accessory seat reduces height by 1 inch.

GEAR UP

Helmet: Arai Regent-X
Suit: Aerostich Roadcrafter 
Gloves: Shift Torrent SS
Boots: Alpinestars Soho

While the RS gets a vivid 5-inch TFT instrument panel, the R gets a more basic LCD screen augmented by a diminutive TFT panel. It’s perfectly adequate if not visually brilliant. Both can be connected to phones via Bluetooth.

The star of the Street Triple show is its compact three-cylinder engine that emits some of the most pleasing sounds ever trumpeted by a motorcycle – a mix of inline-Four scream tempered by a hint of twin-cylinder thrum. In addition to being delightfully sonorous and pleasingly smooth, it’s blessed with a wide swell of power that can easily carry a higher gear than typically optimum yet lunges for horizons with a howling top-end climax. Torque peaks at 5,500 rpm, which is below the halfway point of its rev range.

New throttle maps for the three ride modes (Rain, Road, and Sport) are finely tuned to deliver precise and user-friendly throttle responses. Traction and wheelie control settings are tied into each ride mode. The “Rider” mode can be tailored to personal preferences. A slip-assist clutch eases lever effort and sloppy downshifts.

Handling is another Street Triple strong point, now with minimally less rake and trail. It quickly bends into corners and provides confidence-inspiring feedback. The suspensions of the bikes on our street ride were set up to be compliant on the damp and occasionally bumpy Spanish backroads, but preload and damping (both compression and rebound) can be dialed up to suit rider weights and inclinations.

The RS version has higher-end brake components, but there’s nothing wrong with the R’s for street usage. Brembo M4.32 calipers bite on 310mm rotors up front and provide strong power and the security of cornering ABS. The brake lever next to the Nissin axial master cylinder has a wide adjustment range to suit hands of all sizes. Application of the front brake subtly engages the rear brake to help settle the chassis during corner entries, but it’s entirely seamless and can be disabled in Rider mode settings.

Story continues below 2024 Triumph Street Triple 765 R photo gallery

2024 Triumph Street Triple 765 RS On the Track

The RS version of the Street Triple includes everything good about the R and dials it up to a more premium and slightly faster experience. Stylewise, you’ll notice the addition of a chin fairing, a cowl on the passenger seat, and a stitched seat. The RS also includes a deflector in front of the rear sprocket to prevent errant items or digits from entering, an item unappreciated until it’s needed. Ask me how I know.

The RS’s cockpit is graced by TFT instrumentation that includes a lap-timer function, along with more comprehensive switch cubes. Unlike the R, the RS can be fitted with cruise control as an option. Heated grips are another option, which were gratefully fitted to the bikes on our chilly street ride. Bar-end mirrors replace the ones mounted atop the handlebar on the R.

While engine internals are unchanged from the R, different ECU settings endow it with 10 extra ponies at its top end, to 128 hp at 12,000 rpm. A higher-end Showa fork damps bumps up front, while an Öhlins shock does duty out back. Sticky Pirelli SuperCorsas replace the R’s ContiRoad rubber.

Riding a naked sportbike on a MotoGP racetrack seemed incongruous before I arrived at Circuito de Jerez, but that proved not to be the case. The Street Triple RS was fully capable of cutting quick laps, suffering only a lack of wind protection while traveling at speeds reaching 140 mph at the end of the back straightaway.

The RS adds a Track setting to the R’s ride modes, which disables the linked brakes and cornering ABS for a purer riding experience. Track mode also ups the limits of traction control, wheelie control, and ABS interventions. Kudos to Triumph for enabling high limits for the electronic nannies on track. Unlike some systems that intervene too early when riding aggressively, I wasn’t tempted to disable any of the RS’s safety nets. The TC indicator lamp frequently flashed on the TFT, but intervention was so smooth that I mostly wouldn’t have otherwise noticed it.

The bike’s handling prowess is enhanced by sharper steering geometry due to a slightly taller rear ride height, tightening the rake angle to 23.2 degrees from the R’s 23.7 with a marginal decrease in trail. The bike proves to be agile but without any hint of instability, even when the front tire is dancing just above the tarmac during acceleration events out of lower-speed corners. It’s notable that no steering damper is fitted and isn’t needed.

GEAR UP

Helmet: Arai Regent-X
Suit: Spidi Track Wind Pro 
Gloves: Spidi CarboTrack
Boots: Sidi Mag-1

Although I have no complaints about the R’s brakes for street use, I was happy to have the RS’s higher-spec units at the racetrack. The front brakes begin with a radial-style Brembo master cylinder that includes an adjustable lever ratio as well as an adjustable span feeding Brembo’s class-leading Stylema monoblock calipers. They are nothing short of stellar. Oddly, the lovely black Brembo MCS lever’s adjustment range doesn’t bring it as close to the grip as the plain-looking silver lever on the R.

The RS proved to be far more worthy of racetrack exploration than I had imagined. Its versatile and punchy motor allowed a choice of gears in corners, so it could be tractored out smartly or revved out until it screamed. Throttle modulation is excellent, and its quickshifter is a wonderful aid on track. Cornering clearance is bountiful, so you’ll need to be a bit of a track hero to drag its pegs.

Story continues below 2024 Triumph Street Triple 765 R photo gallery

What’s Not to Like About the Triumph Street Triple 765?

A sign of motorcycle excellence is when a reviewer must search for things to complain about, and that’s the case here. Really tall or really short riders might complain about the rider triangle layout, but it fit me well – I’d be comfortable enough to use it for light-duty touring and tolerate the wind blast or find a fashionable windscreen.

We know it’s a superb bike when my biggest complaint is that I couldn’t clearly see the shift lights while revving the bike out at the track. Unless you’re cutting hot laps at a racetrack, this is a complete non-issue. A larger fuel tank would be nice, but a 150-mile range isn’t a deal-breaker.

See all of Rider‘s Triumph Motorcycle coverage here.

The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes. It’s more debonair than the 3-cylinder Yamahas (MT-09, XSR900) and will blow away a KTM 790 Duke. Just as thrilling and likely a bit more agile is the 890 Duke R, but the KTM retails up at $12,949 and lacks the Triumph’s soul-stirring soundtrack.

Which brings me back to the Street Triple R. It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K. At a $2,600 saving over the admittedly cooler RS, I’d say it’s one of the best values in motorcycling.

2024 Triumph Street Triple 765 R / RS Specs

Base Price: $9,995 / $12,595
Website: TriumphMotorcycles.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.
Displacement: 765cc
Bore x Stroke:  78.0 x 53.4mm
Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim)
Torque: 59 lb-ft @ 5,500 rpm (factory claim)
Transmission: 6-speed,
Final Drive: Chain
Wheelbase: 55.1 in.
Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in.
Seat Height: 32.5 in. / 32.9 in.
Wet Weight: 417 lb / 414 lb
Fuel Capacity: 4.0 gal.
Fuel Consumption: 38.8 mpg (EPA)

The post 2024 Triumph Street Triple 765 R/RS | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

Best Motorcycles for Smaller Riders: Seat Heights 30-30.9 Inches

March 13, 2023 mcnews Leave a comment

2022 Motorcycle of the Year Honda Navi — 2022 Honda Navi. Photo by Drew Ruiz.

Walking into a dealership as a shorter rider, or as someone who just wants a smaller ride, can feel a little limiting. You stroll by impressive and imposing machines that you might admire but don’t want to fight with as your main bike. You might find one or two models off in the back that are a comfortable fit, but you’re disappointed that there aren’t any more options to choose from. Luckily, options for smaller motorcycles are growing, and we’ve compiled those options into two Best Motorcycles for Smaller Riders list.

In our first Best Motorcycles for Smaller Riders post, we focused on bikes with seat heights under 30 inches. That seat height limit meant almost all the models on that list were cruisers, and while we certainly enjoy cruisin’, we like a little variety too. With this second Best Motorcycles for Smaller Riders post, we’re excited to include some sportbikes, minimotos, and an ADV. And while the seat heights may be taller than on the first list, many of the models on this list weigh and cost less than the shorter-seated cruisers.

This list consists of motorcycles with a seat height between 30.0 and 30.9 inches. When possible, we’ve included a link to our test ride review, so you can get a sense of how each bike performs in action. We’ve also included the 2022/23 model year’s U.S. base MSRP (as of publication), claimed wet weight, and seat height. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.

The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.

Honda Grom

$3,499

30.0-inch seat

223 lb

Read our 2022 Honda Grom First Ride Review

Honda Navi

$1,807

30.0-inch seat

234 lb

Read our 2022 Honda Navi First Ride Review

Royal Enfield Meteor 350

$4,899

30.1-inch seat

421 lb

Read our 2021 Royal Enfield Meteor 350 Road Test Review

Triumph Speed Twin 900

$9,895

30.1-inch seat

476 lb

Read our 2019 Triumph Street Twin (former name) First Ride Review

BMW G 310 R

$4,995

30.9-inch seat (optional lower seat to 30.3 inches)

362 lb

Read our 2018 BMW G 310 R First Ride Review

BMW F 900 R

$8,995

32-inch seat (optional lower seat to 31.1 inches and lower suspension to 30.3 inches)

465 lb

Read our 2020 BMW F 900 R and F 900 XR Road Test Review

BMW F 750 GS

$9,995

32.1-inch seat (optional lower seat to 31.1 inches and lower suspension to 30.3 inches)

493 lb

Read our 2019 BMW F 850 GS and F 750 GS Road Test Review

Ducati Monster Plus

$12,995

32.3-inch seat (optional lower seat to 31.5 inches and lower suspension to 30.5 inches)

366 lb dry

Read our 2021 Ducati Monster First Ride Review

Honda Monkey

$4,249

30.5-inch seat

231 lb

Read our 2019 Honda Monkey First Ride Review

Ducati Scrambler Icon

$10,995

31.3-inch seat (optional lower seat to 30.7 inches)

408 lb

Read our 2023 Ducati Scrambler Range First Look Review

Ducati Scrambler Full Throttle

$12,195

31.3-inch seat (optional lower seat to 30.7 inches)

408 lb

Read our 2023 Ducati Scrambler Range First Look Review

Ducati Scrambler Nightshift

$12,195

31.3-inch seat (optional lower seat to 30.7 inches)

421 lb

Read our 2023 Ducati Scrambler Range First Look Review

Honda CBR300R

$4,899

30.7-inch seat

354 lb

Read our 2023 Honda Returning Models First Look Review

Honda Super Cub C125

Honda Super Cub C125

$3,849

30.7-inch seat

238 lb

Read our 2019 Honda Super Cub 125 ABS First Ride Review

Indian FTR

$13,499

30.7-inch seat

514 lb

Read our 2022 Indian FTR S First Ride Review

Indian FTR Sport

$15,749

30.7-inch seat

522 lb

Read our 2023 FTR Sport First Look Review

Moto Guzzi V7 Stone

$9,190

30.7-inch seat

492 lb

Read our 2021 Moto Guzzi V7 Stone First Ride Review

Moto Guzzi V7 Special

$9,590

30.7-inch seat

492 lb

Read our 2021 Moto Guzzi V7 Special First look Review

Moto Guzzi V7 Special Edition

$9,990

30.7-inch seat

480 lb

Read our New and Updated 2023 Moto Guzzi First Look Review

Yamaha YZF-R3

$5,499

30.7-inch seat

375 lb

Read our 2019 Yamaha YZF-R3 First Ride Review

Yamaha MT-03

$4,999

30.7-inch seat

373 lb

Read our 2020 Yamaha MT-03 First Ride Review

Kawasaki Ninja 400

$5,299

30.9-inch seat

362 lb

Read our 2018 Kawasaki Ninja 400 ABS First Ride Review

Kawasaki Ninja 400 KRT Edition

$5,499

30.9-inch seat

362 lb

Read our 2023 Kawasaki Returning Models First Look Review

Kawasaki Z400 ABS

$5,399

30.9-inch seat

364 lb

Read our 2019 Kawasaki Z400 ABS First Ride Review

Moto Guzzi V9 Bobber

$10,490

30.9-inch seat

463 lb

Read our 2017 Moto Guzzi V9 Bobber First Ride Review

Suzuki SV650

$7,399

30.9-inch seat

432 lb

Watch our 2017 Suzuki SV50 Video Review

The post Best Motorcycles for Smaller Riders: Seat Heights 30-30.9 Inches first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 Triumph Rocket 3 R | Road Test Review

January 27, 2023 mcnews Leave a comment

The first thing you need to know about the Triumph Rocket 3 R is that its inline-Triple displaces 2,458cc (150ci), making it the largest motorcycle production engine by far. Nothing else even comes close.

The Rocket 3 R’s cylinders are like a hippopotamus’ teeth: It doesn’t have many, but the ones it does have are impressive. They have a bore of 4.33 inches – wider than the cylinders in a 707-hp Dodge Hellcat – and a stroke of 3.4 inches. Each one displaces 819.3cc, exceeding the engine capacity of Triumph’s Street Triple 765 sportbike.

Claimed output at the crank is 165 hp and 163 lb-ft of torque. You can buy a sportbike tuned to make more horsepower, but no production motorcycle churns out as much grunt. Again, nothing else comes close.

The second thing you need to know is that, despite having such an enormous engine, the Rocket 3 R is not an overweight, bloated machine. With a claimed dry weight of 641 lb and an estimated curb weight approaching 700 lb, it’s as light or lighter than many cruisers and open-class sport-tourers.

Even taking its engine size and output into account, the Rocket 3 R remains a rare breed: a muscle cruiser that handles well and has sportbike-caliber components and electronics. And its design, from its mix of brushed, matte, and gloss finishes to its single-sided swingarm, exhibits incredible attention to detail and top-notch fit and finish.

My, How You’ve Grown

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

The following year, Triumph came along and topped them all with the Rocket III, which got its thrust from a massive 2,294cc inline-Triple, albeit with an extra cylinder compared to the V-Twins listed above. The Rocket III was under development in the early 2000s, and with each new displacement benchmark, Triumph’s engineers ratcheted up the engine’s capacity because the company’s primary goal was to be the biggest.

The three-cylinder configuration made sense because the modern incarnation of Triumph, under the direction of John Bloor, had built its reputation and brand image around Triples in bikes like the Trophy, Sprint, and Speed Triple. But the origins of the Triple and the model name came from even further back in Triumph’s history: The 1968 Triumph Trident / BSA Rocket III (the same bike with different badging during a time when both brands were under the same umbrella) was the first three-cylinder motorcycle produced by the British manufacturer. Since the modern Rocket III’s engine would be so large, Triumph arranged its cylinders longitudinally rather than transverse to the direction of travel, as on its other Triples.

It’s been nearly a decade since we tested the Rocket III Touring, which was a conventionally styled cruiser with a single round headlight, driving lights, a buckhorn handlebar, top-loading saddlebags, a passenger backrest, and lots of chrome. At 105 hp and 150 lb-ft of torque, it also had a milder state of tune than the Rocket III Roadster, which made 146 hp and 163 lb-ft of torque at the crank. Both bikes were enormous, scaling in at 906 lb for the Touring and 806 lb for the Roadster.

For the 2020 model year, Triumph hit the reset button. It changed the platform’s name to Rocket 3, favoring the more common and contemporary Arabic numeral to its antiquated Roman counterpart. While that may seem like a quibbling distinction, it represented Triumph’s commitment to building a more modern machine. The engine not only grew from 2,294cc to 2,458cc, it was updated with a new crankcase assembly, balancer shafts, and lubrication system. The Rocket 3 was also equipped with throttle-by-wire, an IMU, ride modes, cornering-optimized ABS and traction control, cruise control, hill-hold control, and keyless ignition.

Compared to the previous platform, the Rocket 3 had gone on a crash diet, shaving off roughly 90 lb. Even though the new engine has more displacement, it is 40 lb lighter than its predecessor. More weight was saved by replacing the steel frame and swingarm with cast-aluminum units, lightening the exhaust system and wheels, and reducing fuel capacity from 6.3 gallons on the RIII Roadster and 5.9 gallons on the RIII Touring to 5 gallons on the Rocket 3.

There are two versions of the Rocket 3: the R roadster tested here, which starts at $23,895, and the GT tourer with a small windscreen, more handlebar pullback, forward foot controls, and a passenger backrest, which starts at $24,595. Triumph also produces some limited-edition versions with special paint, finishes, and details, including the Rocket 3 R 221 Special Edition (which celebrates its 221 Newton-meters of torque), the Rocket 3 R Chrome Edition, and the Rocket 3 GT Chrome Edition.

See all of Rider‘s Triumph coverage here.

Triumph Rocket 3 R: A Beauty and A Beast

Even though the old Rocket III made boatloads of torque, its styling was bland. Its mondo engine, enormous radiator, and 240mm rear tire gave it big-boy presence, but little about the Rocket III said, “Hey, look at me!” A cruiser should not only make generous low-end torque, it should also make a statement, and the Rocket 3 R certainly does that.

It’s a muscle bike with a muscular stance, sitting on fat tires – 150/80-17 up front, 240/50-16 out back – and covered in a wide array of metallic surfaces, as if the entire bike were carved from one big block of metal. The effect is even more pronounced with the Matte Silver Ice paint on our test bike (other color options are Sapphire Black, Phantom Black, Korosi Red, or Silver Ice/Cranberry Red). On the right side is a stunning hydroformed triple-exhaust header that ends in short, matte-black silencers with slash-cut chrome end caps – two on the right side and one on the left.

2023 Triumph Rocket 3 R in Sapphire Black

2023 Triumph Rocket 3 R in Silver Ice/Cranberry Red

There is nothing clunky or out of place – no unsightly hoses or wires, no half-baked compromises. The “Rocket 3 R” and “2500 cc” badges are engraved; the matching fuel, radiator, and oil filler caps are brushed aluminum; and even the bar-ends have custom detailing. The coolest styling element, and the one I bragged about to everyone that asked about the bike (it’s a lookie-loo magnet), are the double-hinged, fold-away passenger pegs.

If there’s one thing that looks a little off to me, it’s the dual round headlights. They’ve been a signature Triumph styling element since the ’90s, most notably on the Speed Triple, and they were on the Rocket III Roadster. But with the more modern look of the Rocket 3 R, just as Triumph did with the Speed Triple about a decade ago, evolving the headlights into a more aggressive shape would make the bike’s overall appearance more cohesive.

Hitting the starter button on the Rocket 3 R elicits an authoritative growl, and blipping the throttle at idle causes the entire bike to twist to the right due to its big, longitudinal crankshaft. Perhaps to make the bike more livable, throttle response is a tad dull below 2,000 rpm, but once the big pistons spin up more, the well of grunt feels bottomless. On Jett Tuning’s dyno, the 2.5-liter beast spun the drum to a peak of 148 lb-ft of rear-wheel torque at 3,900 rpm, with more than 140 lb-ft on tap between 2,500 rpm and 5,300 rpm (redline is 6,500). There’s hardly a ripple in either the torque or horsepower curves, with the latter climbing steadily from 47 hp at 2,000 rpm to a peak of 145 at 6,100 rpm. Power is sent to the rear wheel through an enormous driveshaft.

While the 6-speed transmission with torque-assist clutch shifts cleanly without any big cruiser clunkiness, this is not a bike that requires much rowing through the gearbox. Short shift your way up to top gear, and the big mill spins only about 3,200 rpm at 75 mph. On a twisty backroad, just put it in 3rd and forget about it – there’s always enough grunt to pull you out of corner and catapult you toward the next one. And when a long straight stretch opens up, grab a handful and hang on – it’s an experience you won’t soon forget and will be eager to repeat.

The Rocket 3 R is the physical embodiment of badassery. Until you beep the horn. Then it sounds like a Vespa. Even by motorcycle standards, the horn is wimpy.

The Triumph Rocket 3 Can Bend It Like Beckham

Motorcycles with ultra-wide 240mm rear tires aren’t typically known for their cornering prowess because it takes effort to get the bike over onto the side of the tire. But Triumph worked with Avon to develop the profile of the Rocket 3 R’s Cobra Chrome tires to ensure their profiles resulted in fairly neutral handling. For a big, long bike, the R3R goes around corners remarkably well, requiring less steering effort than one might expect.

Helpful in this respect is adjustable Showa suspension with damping that’s more sporting firm than touring soft. There’s enough suspension travel to absorb the worst of big hits, but ride quality generally favors smooth roads over bumpy ones. Slowing things down is a trio of top-shelf Brembo Stylema 4-piston radial monoblock calipers – two in front pinching 320mm discs and one out back pinching a 300mm disc – with hydraulic fluid pumped through steel-braided lines. They’re serious anchors that offer outstanding stopping power with precise feel at the lever.

Gear Up:

Deux Ex Machina

When the Rocket 3 R is keyed on, its color TFT display shows the Triumph logo and a message that says, “Welcome Rider.” Always puts a smile on my face.

I parked the Triumph in the garage at LAX airport during a short trip, and when I returned, I pulled the keyless fob out of my backpack and pressed the bike’s power button. A small red light came on, which means the fob isn’t within range or isn’t working. It was 11 p.m. and raining, and I still had an hour’s ride ahead of me. I held the fob close to the bike and pressed the power button again and again, but no luck.

As panic started to set in, I imagined the Rocket 3 R as HAL 9000 from 2001: A Space Odyssey: “I’m sorry, Greg, but I’m afraid I can’t do that.”

Turns out I’m a moron. What I didn’t know is that, to save its battery, the fob goes to sleep. And to wake it up, you must press a button on the fob. But there’s not an obvious button, just an embossed Triumph logo.

During my Uber ride home, I sent a grumpy email to Adam VanderVeen, Triumph America’s marketing director, asking for help. I’m sure he laughed to himself as he composed a diplomatic reply informing me that, in fact, the logo is the button, and when you press it, a green light comes on to let you know the fob is sending signals to the bike.

After bumming a ride back to LAX the next day, I pressed the logo-button-thingy, and the Rocket 3 R powered right up. I was relieved that the start-up message did not say, “Welcome Dum Dum.”

Like other Triumphs we’ve tested in recent years, the Rocket 3 R’s electronics package is comprehensive and easy to use, aided by a TFT display with intuitive graphics. Select from one of the three standard ride modes (Sport, Road, Rain) or customize your own (Rider – there it is again, if only they used the Rider logo!), and rest assured that the ABS and TC are lean-angle sensitive, just in case.

Rocket Man

As the saying goes, we buy on emotion and justify with logic. The Triumph Rocket 3 R is all about heart-pumping stimulation. It’s the sort of bike you lie awake at night and think about, triangulating a plan to get one into your garage. Just as Sméagol was corrupted by the Ring, the Rocket 3 will take over your thoughts and make you do naughty things. If you want to be King of the Road, there’s nothing else like it.

2023 Triumph Rocket 3 R Specs

Base Price: $23,895
Price as Tested: $24,425 (Matte Silver Ice)
Warranty: 3 yrs., unltd. miles
Website: TriumphMotorcycles.com

Engine

Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
Displacement: 2,458cc
Bore x Stroke: 110.2 x 85.9mm
Compression Ratio: 10.9:1
Valve Insp. Interval: 20,000 miles
Fuel Delivery: EFI w/ throttle-by-wire
Lubrication System: Dry sump, 5.5 qt. cap.
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: Shaft

Chassis

Frame: Cast aluminum main frame w/ cast aluminum single-sided swingarm
Wheelbase: 66 in.
Rake/Trail: 28 degrees/5.3 in.
Seat Height: 30.4 in.
Suspension, Front: 47mm inverted fork, adj. compression & rebound, 4.7 in. travel
Rear: Single shock, fully adj. w/ remote preload adjuster, 4.2 in. travel
Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers, ABS
Rear: Single 300mm disc w/ 4-piston radial monoblock caliper, ABS
Wheels, Front: Cast aluminum, 3.50 x 17
Rear: Cast aluminum, 7.50 x 16
Tires, Front: 150/80-R17
Rear: 240/50-R16
Dry Weight: 642 lb
Load Capacity: 458 lb
GVWR: 1,100 lb

Performance

Horsepower: 145 @ 6,100 rpm (rear-wheel dyno)
Torque: 148 lb-ft @ 3,900 rpm (rear-wheel dyno)
Fuel Capacity: 5.0 gal
Fuel Consumption: 30 mpg
Estimated Range: 150 miles

The post 2023 Triumph Rocket 3 R | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 Triumph Tiger 900 GT Low | Tour Test Review

January 19, 2023 mcnews Leave a comment

The following review of the 2023 Triumph Tiger 900 GT Low comes from Reg Kittrelle, founder and publisher of Thunder Press and Battle2win magazine and author of the Unrepentant Curmudgeon column at Rider‘s sibling publication, American Rider.

“She was tall, beautiful in her own way, and a little intimidating. I knew we’d do things I’d never done before.”

Unrequited love? Nope, not this time. “She” was a new 2007 Ducati Multistrada 1100 S and one of Bologna’s first entries into the growing adventure bike segment. I needed that Ducati.

BMW is credited with creating the adventure – or ADV – motorcycle with the introduction of the R 80 G/S in 1980. The bike’s success pushed other OEMs into offering their versions. What appealed to me then – and continues to do so today – is the versatility of ADVs. Their motors are usually large, quick, and fast. Their long-travel suspensions nicely gobble up less-than-perfect pavement. They’re entirely unafraid of dirt roads, yet they can deal competently with a track day. They are comfortable and can seemingly carry everything.

2023 Triumph Tiger 900 GT Low Deadwood South Dakota — Creekside Campground near Deadwood, South Dakota. The tepee had a cot and a heater.

Read all of Rider‘s Adventure & Dual-Sport Motorcycle coverage here.

By my count, I’ve owned four ADVs, each with a distinct personality. That Multistrada? A pur sang sportbike in an ugly suit. Next was a Buell Ulysses, a fun, torquey brute. Then there was a KTM 990 SM-T, a headstrong beast that did not understand the concept of slow. My current – and favorite – is a 2012 Triumph Tiger 800 XC. Bought new in 2011, it’s the motorcycle I’ve owned the longest. That’s also the year the street-oriented Tiger 800 and off-road-ready Tiger 800 XC shared Rider’s Motorcycle of the Year award.

History aside, what has brought me here is Rider’s offer of a 2023 Triumph Tiger 900 GT Low for a cross-country trip I had planned. Gee, I probably had to think about that for all of 10 seconds.

Too Short for an ADV?

As much as I favor ADVs, they have one significant drawback for us shorter riders. By design, ADVs have tall seats due to their long-travel suspension and 19- or 21-inch front wheels. This presents a problem for me since I’m 5-foot-7 with a 30-inch inseam.

2023 Triumph Tiger 900 GT Low Mount Rushmore — Mount Rushmore never fails to awe, no matter how many times you see it.

My 2012 Tiger had a 33-inch seat height, barely allowing me to put one toe on the ground. I needed a more confident feel than that, so I lowered it an inch in the rear via a “dog bone” link on the shock, and I lowered the front end by 1.5 inches by moving the fork tubes higher in the triple clamp. These changes allowed for the tips of both of my big toes to touch down. Additionally, I installed risers that moved the handlebar up and back to put me in a more upright, comfortable position.

The 2023 Tiger 900 GT Low

The “Low” version of the Tiger 900 GT puts both my feet flat on the ground. To achieve its lower seat height of 29.9 inches, suspension travel has been reduced 1.6 inches in front and 0.75 inches at the rear compared to the standard Tiger 900 GT, which has a seat height of 31.9 inches in its lowest position. Given that the GT Low is a street-oriented motorcycle, the reduction in travel and ground clearance has a negligible impact.

2023 Triumph Tiger 900 GT Low Flaming Gorge — Utah’s Flaming Gorge was just one of dozens of spectacular views my trip afforded me.

Additionally, the handlebar’s rise and pullback place me where I want to be. Further contributing to the comfort quotient are heated grips and a nicely padded and supportive seat that remained comfortable even after long hours on the road. The Tiger Low fits me as if I were that mythical average rider around which motorcycle ergonomics are designed.

The Tiger was fitted with Triumph’s accessory Expedition panniers: 37-liter top-loaders made from 1.5mm aluminum with polymer reinforcements. I particularly appreciated the six brackets on the lids that made it easy to strap on additional gear.

All of this means that the bike fits my simple definition of an ADV: a motorcycle that can comfortably take me to distant places carrying lots of stuff.

A Loose Plan

I picked up the Tiger in Southern California, loaded my gear, then headed east. As I would be camping most nights, my cargo included a sleeping bag, a tent, and an air mattress. I usually like to cook my own meals, but on this trip, I opted for restaurants and just a small stove for making coffee.

2023 Triumph Tiger 900 GT Low St. Joseph Missouri — AOK Campground in St. Joseph, Missouri. It rained that night, so the canopy over the picnic table was welcome. On the back of the bike is SW-Motech’s PRO Rackpack tailbag.

Shop for SW-Motech luggage

My trip followed a loose plan. There were people and things I wanted to see, but my route was more influenced by whim and weather than design.

With only 210 miles showing on the odo, I treated the first several hundred miles as a break-in ride. By the time I hit Las Vegas, the initial bit of engine roughness smoothed out, and I could begin to enjoy one of the sweetest motors found in a motorcycle frame.

From Vegas, I headed north to Interstate 70 in Utah, then east to Colorado. The interstate in Utah has an 80-mph speed limit, so 90-mph traffic flow is not unusual. At one point, I was passed by a semi-truck doing 90-plus. This velocity investigation on my part showed that the top speed on this ’23 model was noticeably higher than my 2012 Tiger 800 XC while having the same claimed 94 hp, perhaps as a result of the 900 GT weighing 50 lb less and featuring a redesigned Triple.

2023 Triumph Tiger 900 GT Low Monarch Pass Continental Divide Colorado — Colorado’s Monarch pass was the literal high point – 11,312 feet – of my trip. Secured on the Tiger’s tank is a SW-Motech tank ring and PRO City WP tankbag.

Mid- to upper-range acceleration was excellent, but initial grunt – as from a stop – was less than I expected. Not slow, just slower. At any speed, the Tiger was perfectly stable, and the adjustable windscreen eliminated nearly all buffeting. An exception to this was in parts of Kansas where the crosswinds tried their damnedest to unseat me.

Continuing east, the Tiger ate up Kansas and Missouri on the way to the Mississippi River, where I turned north to Dubuque, Iowa. Just east of there, I met up with a group of friends in Galena, Illinois, one of my planned stops for a weekend.

2023 Triumph Tiger 900 GT Low Mississippi River — Dam #7 (imaginative, that) on the upper Mississippi River, with Wisconsin on the right, Minnesota on the left.

Electronic Bits on the 2023 Tiger 900 GT Low

Monitoring almost every aspect of my trip was a 7-inch TFT display. Easy to read even in direct sunshine, the dash offers almost too many options and controls. After fiddling with various screens, I chose one that kept my speed and mpg numbers forefront.

I was particularly impressed with the fuel consumption. I consistently saw 54-55 mpg at steady interstate speeds, and mileage on backroads and around town was always above 40 mpg. With a 5.3-gallon tank, that translates to 285-290 miles of range on the freeway and 210-plus otherwise.

One feature I learned to love was the Tiger’s ride modes, including Street, Off-Road, Rain, and Sport. I used Rain more than I wanted to but appreciated its softened throttle response on wet and icy roads, reducing possible tire slippage (cornering-optimized ABS and traction control also help). Sport worked the opposite, giving a noticeably sharper throttle response.

Ambushed by the Weather

Leaving Illinois, I drifted up to Wisconsin and then headed west through Minnesota, South Dakota, and Wyoming. The weather turned from sunny to cloudy and stormy, but between the rain drops, I was able to get in some great riding in South Dakota’s Black Hills. The worst weather I hit was in Utah between Duchesne and Green River, where rain, hail, ice, and a bit of snow greeted me.

2023 Triumph Tiger 900 GT Low Utah — The lids of the Expedition panniers have useful lash points for securing bulky gear like my tent.

The hailstorm was the most vicious I’ve experienced, with the stones knocking my head around like a cueball. At nearly 10,000 feet elevation, the dash flashed red and displayed an ice alert. That had me questioning just what the hell I was doing! I slowed even slower than the slow I was going and finally made it to Green River only to find that a flash flood had inundated my campground. That night’s motel was a very welcome sight, but to add insult to injury, the restaurant next door had beer but no tequila, my preferred post-ride medicine.

2023 Triumph Tiger 900 GT Low Hoover Dam Lake Mead — Built in 1935, Hoover Dam holds back Lake Mead. Of the many times I’ve been here, this is the lowest water level I’ve seen.

From Green River, the weather improved, and I rode in sunshine south to Quartzite, Arizona, then west to Orange County, California, to return the Triumph. This variety of weather put the Metzeler Tourance Next tires to the test, and I rode confidently on both wet and dry roads. While I did minimal off-pavement riding on this trip, my experience shows they do a decent job on dirt and gravel surfaces.

By the trip’s end, I’d spent 23 days visiting 14 states and logged about 5,500 miles in a full menu of weather, including a couple of flash floods and those ferocious Kansas winds. Temperatures ranged from 31 degrees in Minnesota to a nasty stretch of 106 degrees in Kansas, with altitudes up to 11,312 feet over Colorado’s Monarch Pass.

2023 Triumph Tiger 900 GT Low South Dakota — Dignity of Earth and Sky, a 50-foot stainless-steel sculpture that represents the Native American culture of South Dakota, soars over the Missouri River near Chamberlain. A photograph does not begin to show just how stunning this work of art is.

It’s the Little Things

Not everything about the 2023 Triumph Tiger 900 GT Low was to my liking. The TFT dash screen is a marvel of electronics, but it’s about 2 inches too low, requiring you to look down farther than you should, and the tankbag I used obscured part of the screen. Also, the ignition switch is buried in a hole atop the triple clamp, making it difficult to access with heavy gloves and especially inconvenient with a loaded tankbag.

Triumph persists in fitting DIN-style power outlets. Not many commonly used devices, such as a GPS, heated gear, or phones, come with a DIN plug. One of these outlets is located beneath the dash screen and on the left side just below the saddle. There’s a USB outlet under the seat, but that’s hardly handy.

Tail of the Tape

It’s no surprise that this newest Tiger 900 is more than a worthy successor to my 2012 model. The changes have been evolutionary, taking the best of the original and honing it to a world-class level. It is narrower, lighter, and more capable and has a host of features unavailable on my bike. The highest compliment I can pay the 2023 Triumph 900 GT Low is that it would be more than welcome to again take my old self to distant places carrying lots of stuff.

See all of Rider‘s Triumph coverage here.

2023 Triumph Tiger 900 GT Low Specs

Base Price: $14,700

Price as Tested: $16,365 (Expedition panniers w/ mounts)

Website: TriumphMotorcycles.com

Warranty: 2 yrs., unltd. miles

Engine Type: Liquid-cooled, transverse in-line Triple, DOHC w/ 4 valves per cyl.

Displacement: 888cc

Bore x Stroke: 78.0 x 61.9mm

Horsepower: 94 hp @ 8,750 rpm (factory claim)

Torque: 64 lb-ft @ 7,250 rpm (factory claim)

Transmission: 6-speed, hydraulically actuated slip/assist wet clutch

Final Drive: Chain

Wheelbase: 60.8 in.

Rake/Trail: 24.1 degrees/5.1 in. (Low version)

Seat Height: 29.9/30.7 in. (Low version)

Dry Weight: 425 lb

Fuel Capacity: 5.3 gal.

Fuel Consumption: 46.4 mpg

Estimated Range: 246 miles

The post 2023 Triumph Tiger 900 GT Low | Tour Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com