Triumph Speed Triple With Ian Falloon After celebrating a highly successful initial phase with their first generation spine-frame models, Triumph embarked on their next era with the unveiling of the new Daytona T595 and Speed Triple T509 at the Cologne show in October 1996. These much more modern designs marked a milestone for Triumph, and […]
The post Triumph Speed Triple – The earlier generations appeared first on MCNews.
Source: MCNews.com.au
In response to customer request for brighter, more distinctive, and more elegant color options and building on the success of the 2022 Gold Line Editions, Triumph has announced a new range of color options for most of its 2023 lineup.
RELATED: 2023 Triumph Tiger 1200 First Ride Review
Additionally, the company has renamed two of its 900cc models: the Street Twin is now called the Speed Twin 900, and the Street Scrambler becomes the Scrambler 900. According to a press release from Triumph, the new names were chosen to “better represent the family connections across Triumph’s iconic Bonneville lineup, and their specific engine capacities.”
While the name may have changed, the newly renamed Speed Twin 900 still features the updated “high torque” 900cc liquid-cooled parallel-Twin that claimed an additional 10 hp for 2022, with a total 64.1 hp at 7,500 rpm and 59 lb-ft of torque. Other updates last year included new 10-spoke cast-aluminum wheels and stylistic changes. The 5-speed gearbox, slip/assist clutch, and chain final drive remain the same, as do the Road and Rain ride modes, ABS, and switchable traction control.
For model year 2023, the Speed Twin 900 starts at $9,695 and comes in three colors, including classic Triumph Jet Black, Matte Ironstone, and a sophisticated new Matte Silver Ice option, with silver and yellow accents. This new paint scheme includes a Matte Silver Ice fuel tank with silver and yellow graphics, Jet Black side panels with the new Speed Twin 900 logo, and Jet Black front and rear mudguards.
Triumph’s performance classic Speed Twin 1200 was also updated in 2022, boasting a 1,200cc liquid-cooled parallel-Twin that offers a claimed 98.6 hp at 7,250 rpm, 84 lb-ft of torque, and 17% less inertia for better response. Power is sent to the rear wheel through a 6-speed transmission, slip/assist clutch, and chain final drive. The three ride modes (Sport, Road, and Rain) were also revised for 2022, as well as some style updates, and it still offers switchable ABS and traction control.
The Speed Twin 1200 starts at $12,595 and comes in three colors: the classic Jet Black and Red Hopper and now a new Matte Baja Orange scheme with Storm Grey and Aluminum Silver tank graphics. The new scheme also features Matte Storm Grey side panels and headlight bowl, matched with Matte Silver Ice fork protectors.
Similar to the Speed Twin 900, the newly renamed Scrambler 900 features a 900cc liquid-cooled parallel-Twin that claims 64 hp at 7,250 rpm and 59 lb-ft of torque, as well as some styling updates added in 2022. Otherwise, it still has a 5-speed gearbox, slip/assist clutch, and chain final drive. It also comes with three ride modes (Road, Rain, and Off-road) and switchable traction control and ABS.
The Scrambler 900 starts at $11,295 and comes in three colors: classic Jet Black, a new Carnival Red and Jet Black scheme with striking and contemporary new graphics, and a new Matte Khaki scheme that celebrates the Scrambler’s iconic off-road heritage.
The new Carnival Red and Jet Black paint scheme includes a Carnival Red fuel tank with contemporary Jet Black stripe detailing and Jet Black side panel, frame cowl, and mudguards.
The iconic new Matte Khaki color scheme features a Matte Khaki fuel tank with Matte Jet Black side panel, frame cowl, and mudguards.
Riders must be pretty excited about the new Triumph Scrambler 1200 lineup because as of the July 6 press release announcing the new colors, both the XE and XC were sold out (and subsequently, no pricing information was available).
The Scrambler 1200 received an update for 2022 that included a revised exhaust system offering improved heat distribution. The 1,200cc liquid-cooled parallel-Twin makes a claimed 89 hp at 7,250 rpm and 81.1 lb-ft of torque. It has a 6-speed gearbox, slip/assist clutch, and X-ring chain final drive. The XC come with five riding modes – Road, Rain, Sport, Rider Configurable, Off-Road – and the XE tacks on an additional Off-Road Pro mode.
Both bikes have throttle-by-wire, with the XC using switchable ABS and traction control, while the XE optimizes both features for cornering. Additional features include a full-color TFT display, keyless ignition, cruise control, and all-LED lighting.
The Scrambler 1200 XC and XE come in three colors: Sapphire Black, the classic Matte Khaki Green and Matte Jet Black scheme, and a new Carnival Red and Jet Black scheme that features a Carnival Red fuel tank with Jet Black tank stripe design, as well as Jet Black side panel and headlight bowl.
A favorite for both new and returning riders, the “high torque” 900cc liquid-cooled parallel-Twin Bonneville T100 claimed an additional 10hp for 2022 for a total 64 hp at 7,400 rpm and 59 lb-ft of torque. Other upgrades included a low inertia crankshaft and lightened clutch and counterbalancers, which contributed to an 8-lb total weight reduction when combined with other features. The T100 has a 5-speed gearbox, slip/assist clutch, and chain final drive, as well as standard ABS and switchable traction control.
The Bonneville T100 now comes in three colors: classic Jet Black, a Carnival Red and Fusion White scheme, and a stylish interpretation of the original 1959 design with a new Meriden Blue and Tangerine option and hand-painted silver coach line detailing on the tank.
The new Meriden Blue and Tangerine color scheme also features Meriden Blue side panels and mudguards.
Last year, the classically styled Triumph Bonneville T120 received a few updates to its “high torque” 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) as well as standard ABS and switchable traction control.
For model year 2023, the Bonneville T120 comes in three colors, including Jet Black, a Cordovan Red and Silver Ice scheme, and a new Aegean Blue and Fusion White option, with hand-painted gold line detailing on the tank. The new heritage-inspired color scheme also features Aegean Blue mudguards and Jet Black side panels and headlight bowl.
The Bonneville T120 Black comes in two colors for 2023, with the classic Jet Black and a new Sapphire Black and Matte Sapphire Black split scheme across the tank, accentuated with hand-painted silver coach-line detailing.
The new Sapphire Black and Matte Sapphire Black scheme also features Sapphire Black mudguards, side panels, and headlight bowl.
Triumph’s original custom icon, the Bonneville Bobber, has a “high torque” 1,200cc liquid-cooled parallel-Twin, which makes a claimed 76.9 hp at 6,100 rpm and 78.2 lb-ft of torque. It has a 6-speed transmission with a slip/assist clutch and chain final drive. The Bobber received several updates to the 2022 model, including (but not limited to) a larger fuel tank; upgrades to brakes, suspension, wheels; and standard cruise control. It still offers Road and Rain ride modes, standard ABS, and switchable traction control.
The Bonneville Bobber starts at $13,495 and comes in three colors for model year 2023, with the classic Jet Black, Matte Storm Grey and Matte Ironstone scheme, and a new Red Hopper option, which includes a Red Hopper fuel tank and Jet Black side panels and mudguards.
The British custom classic Bonneville Speedmaster shares the T120’s “high-torque” 1,200cc liquid-cooled parallel-twin, claiming 76.9 hp at 6,100 rpm and 78.2 lb-ft of torque. It has a 6-speed transmission with a slip/assist clutch and chain final drive. The Speedmaster’s two ride modes (Road and Rain) were refined for 2022, as well as receiving an upgraded Showa fork. The bike has ABS and switchable traction control, cruise control, a multifunction LCD display, and all-LED lighting.
The Speedmaster starts at $13,995 and comes in three colors for model year 2023: Jet Black, a Sapphire Black and Fusion White scheme, and a new Cordovan Red option that features a Cordovan Red fuel tank with Jet Black side panels, mudguards, and headlight bowl.
The Thruxton RS café racer has a 1,200cc liquid-cooled parallel-Twin, which makes a claimed 104 hp at 7,500 rpm and 83 lb-ft of torque. It has a 6-speed transmission with a slip/assist clutch and chain final drive. The Thruxton RS has three ride modes – Road, Rain, and Sport – and comes with ABS, traction control, and a multifunction LCD display.
For model year 2023, the Thruxton RS starts at $16,645 and comes in two colors: Jet Black and a new Competition Green and Silver Ice scheme, which features a Competition Green and Silver Ice fuel tank and seat cowl with gold graphic detailing on both. This is matched with Jet Black mudguards, headlight bowl, and side panels and Matte Silver Ice fork protectors.
The Speed Triple 1200 RS naked sportbike has a liquid-cooled 1160cc inline-Triple, making a claimed 177.5 hp at 10,750 rpm and 92 lb-ft of torque. It has a 6-speed transmission with a quickshifter, slip/assist clutch, and chain final drive. It features five ride modes – Rain, Road, Sport, Track, and Rider (customizable) – and both ABS and traction control are optimized for cornering. It has 5-inch TFT instrumentation and all-LED lighting.
The Speed Triple 1200 RS starts at $18,500 and comes in three colors, including the Matte Silver Ice and Sapphire Black options, plus an all-new Matte Baja Orange complemented by distinctive Silver Ice and Graphite ‘RS’ graphics.
The new Matte Baja Orange color is featured on the tank, side panels, headlight finisher, rear bodywork, seat cowl, and belly pan.
The Triumph Street Triple RS has a liquid-cooled 765cc inline-Triple, making a claimed 121 hp at 11,750 rpm and 58 lb-ft of torque. It has a 6-speed transmission with a quickshifter, slip/assist clutch, and chain final drive. The Street Triple RS features five ride modes – Rain, Road, Sport, Track, and Rider (customizable) – a full-color, 5-inch TFT instrument pack with four display styles and high/low contrast options, and switchable traction control and ABS.
The Street Triple RS is now available starting at $12,995 in a new Carbon Black scheme across the tank, front mudguard, fly screen, side panels, rear bodywork, seat cowl, belly pan, and radiator guard. The scheme also features Bronze wheels and a Bronze and Jet Black graphics design.
Inspired by Triumph’s original triple-cylinder model, launched in 1968, the Trident 660 features a liquid-cooled 660cc inline-Triple, making a claimed 80 hp at 10,250 rpm and 47 lb-ft of torque. It has a 6-speed gearbox, quickshifter, slip/assist clutch, and chain final drive. Riders can take advantage of throttle-by-wire with two ride modes (Road and Rain), ABS, and switchable traction control.
Triumph’s Trident 660 starts at $8,395 and comes in four color options: Sapphire Black, the Silver Ice and the Matte Jet Black schemes (both of which feature the contemporary Triumph logo tank graphics), and new for 2023, a Matte Baja Orange scheme.
The new scheme features a Matte Baja Orange tank and front mudguard, Storm Grey Triumph logo tank graphics, Matte Storm Grey radiator cowl and rear bodywork, and a Jet Black headlight bezel.
Equipped with the world’s largest production motorcycle engine capacity of 2,458cc, the Triumph Rocket 3 has an inline-Triple that makes a claimed 165 hp at 6,000 rpm and 163 lb-ft of torque. It has a 6-speed gearbox, quickshifter, slip/assist clutch, and shaft final drive. The Rocket 3 features four ride modes – Road, Rain, Sport and Rider-Configurable – as well as cornering ABS and traction control, hill-hold control, cruise control, keyless ignition, and all-around LED lighting.
For 2023, Triumph’s Rocket 3 R starts at $23,400 and comes in three colors, including Sapphire Black, a Silver Ice and Cranberry Red scheme, and a new Matte Silver Ice option, which features Matte Silver Ice fuel tank, front mudguard, and rear bodywork together with Jet Black side panels, headlight bowls, fly screen, and radiator cowls.
Triumph’s Rocket 3 GT starts at $24,100 and now comes in two new color schemes: Sapphire Black and a Carnival Red and Sapphire Black scheme.
The new scheme features a Carnival Red tank, front mudguard, and rear bodywork; premium hand-painted silver coach lining; and Sapphire Black side panels, fuel tank infill, headlight bowls, fly screen, and radiator cowls
Offering options for wherever you want to go, all bikes in the Tiger 900 adventure lineup – GT, GT Pro, Rally, and Rally Pro – have a liquid-cooled 888cc inline-Triple making a claimed 93.9 hp at 8,750 rpm and 64 lb-ft of torque, as well as a 6-speed gearbox, slip/assist clutch, and chain final drive. The GT Pro and Rally Pro models include a quickshifter.
Also universal to the lineup is optimized cornering ABS and traction control, 7-inch full-color TFT instrumentation, all-LED lighting, and four ride modes: Road, Rain, Sport, and Off-Road. The GT Pro adds a fifth Rider Programmable mode, and the Rally Pro adds Off-Road Pro and Rider Programmable modes.
For 2023, the Tiger 900 GT and Tiger 900 GT Pro start at $14,700 and $16,600, respectively. Both come in three colors, including the current Sapphire Black and Pure White options, plus a new Caspian Blue and Matte Graphite scheme. The new scheme features a Caspian Blue tank, seat panel, beak, tank end panel, and front mudguard matched with Matte Graphite radiator cowls.
The Tiger 900 Rally and Rally Pro start at $15,400 and $17,100, respectively. Both come in three colors: Pure White, a signature Matte Khaki Green with white frame, and a new Sandstorm scheme, featuring a Sandstorm fuel tank, beak, and seat panel with a Matte Jet Black tank end panel and radiator cowls.
Triumph’s adventure all-rounder, the Tiger 850 Sport, has the same liquid-cooled 888cc inline-Triple as the 900 lineup but with slightly less power: 84 hp at 8,500 rpm and 60 lb-ft of torque (claimed). Power is sent to the rear wheel via a 6-speed gearbox, slip/assist clutch, and chain final drive. The Tiger 850 Sport has standard ABS, switchable traction control, and throttle-by-wire with two ride modes(Rain and Road).
The Tiger 850 sport starts at $11,995 and now comes in three distinctive colors, including a contemporary Graphite and Caspian Blue scheme, the Graphite and Diablo Red scheme, and a new Graphite and Baja Orange option featuring Graphite fuel tank and seat panel and striking Baja Orange front mudguard, beak, tank end panel, and radiator cowls.
For more information or to find a Triumph dealer near you, visit TriumphMotorcycles.com.
Rider Motorcycle Buying Program. Get up front prices on local inventory. View Inventory
The post Triumph Announces New Colors, Names for Select 2023 Models first appeared on Rider Magazine.
Source: RiderMagazine.com
Motorcycle tested by Wayne Vickers – Images RbMotoLens
There’s a whole lot to like about the latest incarnation of the original, stripped back Hinckley street fighter. Not much to dislike actually. It’s not perfect, but it’s very, very close.
It’s actually been a while since I sampled a Speed Triple. I threw the leg over a mate’s ride several years back for a run across Mt Beauty on our annual trip to the high country. And even back then it did everything well.
The recipe remains pretty much the same, although the execution has continued to improve with time. Take one naked bike with a trademark torquey triple that has plenty of bark. Add distinctive bug eyes, give it a comfortable yet sporty riding position that suits for both around town and out on the open road, without being too ‘attack’ mode oriented, and wrap it in a signature ‘pipe’ style frame with a single-sided swinger. Add lashings of good quality suspenders and brakes, then garnish with soft rubber to taste.
I’ve always had a bit of a thing for them even though I make no bones about the fact that my favourite sports naked is currently KTM’s terrific 1290 Superduke R. How do they compare? Well.. after spending some time on the new 1200RS, the orange corner has some genuine competition. Because the new Speed Trip absolutely rips.
Let’s start with the styling. Bug eye treatment aside – as you’ll either love that or not, the rest of the bike is beautiful. I spent quite an amount of time just walking around the bike admiring it. They’ve done a great job throughout. The build quality is outstanding and from almost every angle it just looks ‘right’. Good proportions, simple elegant details, with enough ‘tough’ to make it work. Even the stock muffler looks (and sounds!) pretty good!
And then you throw the leg over it expecting it to be a bit of a rack, but it isn’t. It’s bloody comfy. The seat is well shaped and plush, the reach to the bars is easy, ride position is good, controls feel natural and make sense, feet touch the deck easily. It just gets better and better. Keyless fob means it can stay in your pocket – you prod the on button and wait as the dash comes to life. ‘Hi Wayne’ it says, which is probably a nice distraction as you wait (and wait) for it to get itself organised before you can prod again and fire it into life. That dash does take too long, but the wait is worth it every time. It barks into life and you can’t help but smile. After a minute or so to warm up, a couple of blips and you smile even more. This is a fast revving engine. It feels and sounds high-compression-racey kinda tough. Sound’s intense.
I can only imagine what one with an open slip on would sound like – it’d be mental. Ladies would faint, small children would stand with their mouths agape, non-believing heathens would be converted to the church of the triple. All the while knobs like me would make that wide-eyed, giggly face like we used to when stood in the lolly shop as a kid.
Just back on the dash, they’ve done a nice job on this one. Removing all unnecessary size, clutter and graphical nonsense (unlike the Tiger 900 dash). By default it will even remove the odometer and range numbers as shown in the pics, but you can turn them back on – which I preferred. Nice design, nice font, pretty good controls. It was a bit annoying that I couldn’t flick through to the rider custom map (which i prefer) while on the move – you CAN flick through the other maps, just not the custom one. But I did like the fact that on start up you were prompted to confirm if you wanted the previously selected map to be used again before it defaulted back to standard map. One step closer to just leaving the map as the rider wants it I guess.
On the go it gels even further. First impressions are that the bike is light, well balanced and agile underneath you. It feels short wheelbase. By comparison it is indeed a little shorter than the 1290 SDR and although its been a while since I rode the KTM, the Triumph probably feels more alive, or less composed depending on your way of thinking. I like to think more alive. Be nice to ride them back to back though. That wouldn’t be a bad day…
At first the rear end of the bike was too harsh. Now as a rule I try not to adjust the clickers for a few hours as I get used to it, but it turned out that when I looked, someone had wound the comp all the way to max for some reason and I couldn’t even budge the clicker by hand. Any wonder it was harsh! I spent some time freeing it up and ended up with a pretty good setting in the end, just on the sporty side of normal. I settled with rebound set to 15 and comp to 19 for what it’s worth. It was still quite firm, but the harshness had been mostly eliminated and I didn’t need to touch the front.
Tip it into a corner or three and it’s more than happy to carve – and will change line in a heartbeat. At first the harsh suspension made typical Aussie road corners a bit of a sketchy affair, but with that settled back down it was far more confident. It’s still lively, don’t get me wrong. But the more I rode it the better it felt. Once you really got dialled into this bike I reckon it would be proper rapid. Even more so on smooth roads. And I spent a few hours in the saddle without any soreness at all.
One thing I did notice – and it could be just me, but I felt that the contact point inside your knee could have been nicer. Much like the Panigale V2 I tested, that point for me was right on a surface change, this time between frame and tank. I found it a bit distracting at times. Grip was still ok though and overall shape was fine.
Hard to go past the engine though. It’s a right monster. A caged banshee ready to let loose. It growls down low and howls once up in the rev range and makes you want to do bad things. It dishes out just on 180 horses and they’re full size beasties. The way it spools up – it’s so bloody eager and the delivery is impossibly linear even for a triple.
Oh – And it’s fast. As in, really fast when you want it to be. It doesn’t tail off at all, nor does it seem to peak. It’s just more, more, more. How strong is it? Fifth gear wheelies strong. This thing is more than happy to wave at the clouds. Repeatedly. No clutch or hesitation required, just a little body position initiation. Possibly the most wheelie keen bike I’ve ridden – gid.dee.up. Unfortunately the planets didn’t align so that Snapper Rob and I could get some wheelie pics (sorry Trev and Nige!) so you just have to take my word for it. Maybe I’ll have to have it back again for just that purpose 😉 Yet even though it can be an animal if you want, it’s a complete pussy cat to dawdle around town on if you want.
Back to modes and stuff. Without boring you, there’s the standard wet, road, sport, track and custom ‘rider’ mode. Each one is individually customisable, but only the rider mode allows for TC to be fully off. Which allows wheelies. So obviously that’s where I mostly stayed. You can pick from a few different maps and ABS settings in each mode – I found myself torn between the two more aggressive maps for a preference. Sometimes I preferred it a little calmer – others I preferred the more instant response.
The quick-shifter was the only thing that I didn’t grow to love. It works. It works well actually. The shift itself works wonderfully. I just didn’t like the feel of the short throw lever on my foot. It very much feels like the ‘switch’ that it is and is devoid of any mechanical linkage feel. There’s no snick. I like to feel something. I like stirring a good gearbox, but I didn’t get the same joy from this – I couldn’t ever get the feeling that I was totally at one with it – just the feeling of being slightly removed. And it’s a very, very short throw. The tiniest nudge will pull in a gear-change. That and finding neutral was painful. It got better at it as I got used to it. But it was still annoying at times.
Range wise – 250 is or thereabouts is about it. Even when really getting up it the economy was pretty good actually. I was in the 5 litres per hundred kay range pretty much all of the time. Fuel warning comes on with around 70 kms to go (which freaks you out when you have the odometer hidden as it tells you to fill immediately). But that range is okay on a bike like this. You’re probably rarely going to do massive kays on a full naked bike with the wind effect. I reckon a 5-600 km day would be enough for most people and you could easily do that on this.
Brakes were lovely, as you’d expect. Brembo Stylema Monoblocs. That’s all you need to know. All the power and feel you’ll ever need. On the rear I did have a noisy pad that was gradually getting better. Probably just wasn’t bedded in properly from new but it was still functioning perfectly well.
Wind-wise, yep. You get a fair bit of it as expected. The little genuine screen that’s available could be worth a look, not just for a little wind deflection help, but I reckon it’d also help integrate the bug eye lights in a bit more too. Oh – and if you’re wondering, those mirrors actually work pretty well. Possibly the world’s first small funky looking mirrors that are actually functional!
So. Is it the new king of the sports naked class for me? Well… it deserves the accolades it’s getting that’s for sure. It’s seriously capable, seriously quick and has character to burn. That engine is addictive. Comparing it to my memories of the 1290SDR – I suspect the Kato is probably a whisker roomier, naturally easier to balance at the wheelie point and more settled while on its side. Conversely, the Speed Triple RS probably feels a little more urgent, exciting and overall more rewarding compared to the effortlessness of the big twin. I reckon the Triumph feels faster… I’m genuinely intrigued to find out how they’d compare at a track.
They’re so close. This is not me sitting on the fence, but I’d have to ride them back to back to split them and like most riders it would probably come down to some very subjective elements to decide, the new Speed Triple 1200 RS really is that good. Either way, they’re both outstanding, class leading options if you’re looking in that segment – rule them both in for a test ride.
| Engine & Transmission | |
| Type | Liquid-cooled, 12 valve, DOHC, inline 3-cylinder |
| Capacity | 1160 cc |
| Bore | 90.0 mm |
| Stroke | 60.8 mm |
| Compression | 13.2:1 |
| Maximum Power | 180 PS / 177.5 hp (132.4 kW) @ 10,750 rpm |
| Maximum Torque | 125 Nm (92 lbft) @ 9,000 rpm |
| Fuel System | Multipoint sequential electronic fuel injection with electronic throttle control |
| Exhaust | Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencer |
| Final Drive | X-ring chain |
| Clutch | Wet, multi-plate, slip & assist |
| Gearbox | 6 speed |
| Chassis | |
| Frame | Aluminium twin spar frame, bolt-on aluminium rear subframe |
| Swingarm | Aluminium, single-sided |
| Front Wheel/Tyre | Cast aluminium, 17 x 3.50 in Metzeler Racetec RR K3 120/70 ZR17 |
| Rear Wheel/Tyre | Cast aluminium, 17 x 6.00 in Metzeler Racetec RR K3 190/55 ZR17 |
| Front Suspension travel. | Öhlins 43 mm NIX30 upside down forks with adjustable preload, rebound and compression damping, 120 mm |
| Rear Suspension | Öhlins TTX36 twin tube monoshock with preload, rebound and compression damping, 120 mm rear wheel travel. |
| Front Brakes | Twin 320mm floating discs. Brembo Stylema monobloc calipers, OC-ABS, radial master cylinder with separate reservoir, span & ratio adjustable. |
| Rear Brakes | Single 220mm disc. Brembo twin piston caliper, OC-ABS. Rear master cylinder with separate reservoir. |
| Instruments | Full-colour 5″ TFT instruments |
| Dimensions & Weights | |
| Length | 2090 mm (82.3 in) |
| Width (Handlebars) | 792 mm (31.2 in) |
| Height Without Mirrors | 1089 mm (42.9 in) |
| Seat Height | 830 mm (32.7 in) |
| Wheelbase | 1445 mm (56.9 in) |
| Rake | 23.9 ° |
| Trail | 104.7 mm (4.1 in) |
| Wet weight | 198kg (437 lb) |
| Fuel Tank Capacity | 15.5 litres (4.1 US gal) |
| Servicing | |
| Service interval | 10,000 miles (16,000km) / 12 months |
| Available | March 2021 |
| Pricing | $27,900 Ride Away |
Source: MCNews.com.au