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 2023 Street Triple 765 R (shown) is your entry into the three-bike Street Triple lineup. (Triumph/)
More power from updated 765cc triple
Wider model range in 2023 includes sportier Moto2 Edition
Improved chassis and electronics
Styling changes are perhaps too subtle
Moto2 Edition is only available in limited numbers
Fuel tank is smaller than last year’s version
Still no fully faired version
Triumph combines its proven naked-bike recipe with recent race experience to build a bike that’s fun, comfortable, and capable at real-world speeds. If you like the performance and handling of a supersport machine but don’t want to pay for your chiropractor’s next Caribbean holiday, the Street Triple might be the bike for you.
The Street Triple 765 RS is a happy middle ground, with higher-spec Öhlins rear suspension and more power than the base model R. (Triumph/)
It’s been more than a decade and a half since the Street Triple appeared in Triumph’s lineup as a surprisingly affordable naked spinoff from the Daytona 675. Its success surprised even its makers, and while the Daytona is now merely a memory, the Street Triple is a mainstay of Triumph’s range.
For 2023, the changes are substantial but simultaneously subtle. Visually the latest Street Triple could be mistaken for its predecessor, and while the specs look similar, the engine, chassis, and electronics are all improved.
Perhaps the most notable news for the lineup is the addition of the limited-run Moto2 Edition, which sharpens the sporting edge of the Street Triple, adding Öhlins suspension, dropped bars, and steeper geometry to the mix. The lower-spec R and RS models remain in the range, also upgraded for 2023.
The Street Triple 765 lineup in full. Notice the lower, clip-on style handlebars on the Moto2 Edition. (Triumph/)
Updates for 2023
All versions of the 2023 Street Triple get a revised engine with higher compression and new internals, pushing peak power up to 118 hp for the R and 128 hp for the RS and Moto2 versions and fattening the torque curve.
On the chassis side, the rear is raised and the wheelbase is shortened on all three Street Triple models. The signature headlights are the same as before, but there’s a new tank, side panels, and exhaust, and even the base R model has IMU-assisted cornering ABS and traction control with multiple modes.
Some naked bikes are criticized for being overly dressed in bodywork. That isn’t the case here. (Triumph/)
Pricing and Variants
The Street Triple range starts with Street Triple 765 R, which is available in more muted color options including Silver Ice ($9,995) and Crystal White ($10,245). It features IMU-based rider aids, wider bars than before, and the same bodywork changes seen on the rest of the range. It uses a Showa SFF-BP fully adjustable USD fork and Showa shock, 23.7 degrees of rake, and a 55.2-inch wheelbase.
A step up to $12,595 brings the Street Triple 765 RS with the 128-hp engine, again making 59 lb.-ft. of torque. It gets improved suspension over the R, with an Öhlins shock at the back, plus full-color TFT instruments and a steeper 23.2-degree head angle and shorter 55.1-inch wheelbase. The Brembo M4.32 calipers of the R are swapped for Brembo Stylema Monoblocks.
At the top of the line comes the limited Moto2 Edition. With only 1,530 to be sold worldwide—that’s 765 in each of the two color options—it has the same engine spec as the RS, but gains a different stance thanks to an Öhlins fork to match the same shock as the RS, plus clip-on bars that are 3.1 inches lower and 2 inches farther forward. The bodywork is carbon and the wheelbase is shorter still at 55 inches exactly. There’s a hefty premium for all this, with a price tag of $15,395.
No shortage of options in the middleweight naked-bike category, with a variety of engine types to choose from. The other three-cylinder option is the Yamaha MT-09 ($9,799) and Öhlins-equipped MT-09 SP ($11,499). Multiple twin-cylinder options are available, including the new Suzuki GSX-8S ($8,849), Aprilia Tuono 660 ($10,499), plus KTM’s 790 Duke ($9,199) and 890 Duke R ($12,949). Options from Ducati include the Monster Plus ($12,995), up-spec Monster SP ($15,595), and the Streetfighter V2 ($17,995), the latter coming with a significantly higher cost of admission.
Triumph is quick to emphasize the close connection between its Moto2 powerplant and the inline-triple used in the Street Triple lineup, and has introduced Moto2-derived developments to make its point. (Triumph/)
Powertrain: Engine, Transmission, and Performance
The basics of the 765cc three-cylinder engine are familiar but the 2023 Street Triple 765 models all have updates learned from Triumph’s competition program, with the three-cylinder powerplant as the spec engine for the Moto2 championship.
Compression is up from 12.65:1 to 13.25:1, with revised combustion chambers and new pistons and rods. Updated cam profiles give more valve lift than before, acting on new valves, and the intake velocity stacks are shorter to improve airflow into the engine. At the exhaust side, a single, free-flowing catalytic converter helps the updated engine breathe. The crankshaft, balancer, and gearbox are also all uprated for 2023.
Despite all using essentially the same engine, the base Street Triple 765 R peaks at 118 hp and 11,500 rpm, while the RS and Moto2 Edition versions have 10 hp more at 128 hp, peaking 500 rpm higher at 12,000 rpm. All models have 59 lb.-ft. of torque, coming at 9,500 rpm.
The updated transmission has shorter ratios, promising an increase in acceleration that goes beyond the bare power and torque numbers, and an up/down quickshifter is standard on all versions of the bike.
Traditional Triumph styling remains, but the Street Triple’s bones are updated to keep the bike at the pointy end of the middleweight naked-bike category. (Triumph/)
While the basics of the frame are unchanged—with an identical cast aluminum main frame and essentially the same suspension components as in previous years—all versions of the Street Triple have a raised rear end for 2023 and a shorter wheelbase.
The R uses Showa suspension at both ends, with 41mm BPF fork and a piggyback shock, while the RS pairs an Öhlins STX 40 shock with the Showa fork. The range-topping Moto2 model goes full Öhlins by adding an NIX 30 fork to the mix, but all versions are fully adjustable for compression, rebound, and preload at both ends.
Despite its carbon bodywork, the Moto2 weighs the same as the RS at 414 pounds (wet), while the R is fractionally heavier at 417 pounds.
Triumph doesn’t skimp on the Street Triple’s brakes, with even the base R model using Brembo M4.32 four-piston radial calipers at the front, on dual 310mm rotors, and a single-piston Brembo on a 220mm disc at the back.
The RS and Moto2 versions swap the front calipers for four-pot Brembo Stylema Monoblocks, with a radial Brembo MCS master cylinder. All versions have IMU-controlled cornering ABS.
Fuel Economy and Real-World MPG
At the moment, Triumph hasn’t confirmed fuel consumption figures for the 2023 Street Triple, but it’s worth noting the fuel tank size is reduced from 4.6 gallons to 4.0 gallons, so range will inevitably be reduced compared to previous versions.
Ergonomics vary between models, but there’s no denying the Street Triple’s overall sporty layout. This is a bike that’s great for around-town riding, but isn’t afraid of showing its serious side. (Triumph/)
Ergonomics: Comfort and Utility
Both the R and RS models have bars 12mm wider than their predecessors, adding more leverage and comfort. On the base model, there’s essentially no change to the seat height at 32.5 inches, but the RS’s seat height is increased by 0.4 inch to 32.9 inches.
The Moto2 version is taller still at 33 inches, but there are kits to reduce seat height and lower the rear suspension, cutting up to 1.5 inches from the seat height. The Moto2′s clip-on bars, 80mm lower and 50mm farther forward than the other models’ one-piece design, sacrifice comfort for on-track performance and a sportier stance.
Different displays for R and RS/Moto2 Edition models. (Triumph/)
As well as IMU-operated cornering ABS, all versions of the Street Triple have a quickshifter and cornering traction control with four switchable levels of intervention. The R has a lower-spec monochrome instrument pack while the RS and Moto2 have a 5-inch full-color TFT display.
The riding modes include Rain, restricting power to 100 hp, as well as Road, Sport, and a rider-configurable setting, while the RS and Moto2 also have a Track mode with sharper throttle response and less intrusive traction control.
Warranty and Maintenance Coverage
All Triumphs have a 24-month, unlimited-mileage warranty.
Triumph’s moving toward a sustainable future by supporting sustainable fuels – and the bio-juice is being tested around the track as we speak.
According to the report from MCN, Hinckley’s engines will soon see compatibility with soup like the ethanol-rich E40 – the same kind of fuel that Dorna’s aiming for with their Moto2 class.
With Triumph being Moto2’s engine supplier since 2019, it stands to reason they’d be making tweaks now before the deadline hits – and Triumph’s Chief Product Officer, Steve Sargent, believes this is also a sign that we will see bio-fuel-compatible production bikes on our roads before long.
“Ultimately, our aim is always to take all the learnings we gain from racing to make our road bikes even better, which of course, encompasses not just performance but also their impact on the environment,” explains Sargent.
“I can tell you that everybody here at Triumph is very excited to be involved in such significant developments at such a pivotal moment in motorcycle history.”
All told, we’re looking at the switch to E40 installed by 2024, with the move to E100 made by the year 2027.
What do you think? Is the racing industry going to make the 2027 deadline in time? Let us know in the comments below, and as always – stay safe on the twisties.
According to Motorcycle.com’s blog, the auction was made in the spirit of the Bond series’ 60-year anniversary, with stunt riders Paul Edmondson and Martin Craven reminiscing on the memories made.
“Riding the Scrambler in No Time To Die was a privilege and certainly brought a smile to my face every time I rode it,”contributes Paul Edmonson.
“It’s an incredible beast, the Scrambler did everything we threw at it,” adds Martin Craven.
“We raced it to an inch of its life”.
The twin-cylinder machine was projected to sell for a much smaller amount, with experts estimating between £20,000 and £30,000. Obviously that projection was opposite end of the pond, seeing as I am reading the thing went for the tally-ho tag of £138,600 ($154,317 USD, for us colonies).
With all proceeds being donated to Severn Hospice (providing care across Shropshire and North Powys for those living with incurable illnesses), we look forward to further pursuits of our favorite (fictional) Royal Naval Reserve Commander.
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Drop a comment below letting us know what y’all think, and as always – stay safe on the twisties.
Well, now that the dust has settled and the movie’s archived as the highest-grossing film for 2021, she’s up for auction – and while she may not reap as high a figure as the neighboring podium’s Aston Martin DB5 stunt car, we still expect the bike to clock in between £20,000 and £30,000.
“The bike…joins seven other Bond vehicles from the film in a two-part event to celebrate 60 years of the secret agent on the silver screen,” states MCN.
“The bike is the actual Scrambler 1200 XE provided in partnership with Triumph and ridden first by assassin Primo (actor Dali Benssalah) and then Bond (Daniel Craig) in the Italian medieval city of Matera.”
“No Time to Die” was a record-breaking film; scenes like the movie’s climactic end won ‘most high explosives detonated in a single film take’ (via Guinness World Records), and contributed to the mind-boggling $774 million USD grossed, making the Bond film the fourth-highest-grossing for 2021.
We look forward to seeing which bikes Bond picks up next; for other related news, be sure to check back here at MBW, and as ever – stay safe on the twisties.
Triumph today signalled that their exciting TE-1 project, a collaboration between Williams Advanced Engineering, University of Warwick and Integral Powertrain, backed by the British Government investment via the UK Office for Zero Emission Vehicles, is one step closer to charging up British motorways.
Triumph recently completed Phase Three of the project with their development partners and were responsible for the production of the complete chassis and rolling stock.A Gates Carbon belt drive is utilised on the TE-1 prototype.The suspension and braking package look high end thanks to Ohlins, who made a unique prototype shock for the TE-1, and Brembo’s top notch M50 Monobloc’s grace the front end.
Williams Advanced Engineering were responsible for the battery pack, vehicle control unit, DC-DC converter, integrated cooling, charge port, and styled carbon covers.
Integral Powertrain: Final prototype powertrain with scalable integrated inverter and combined motor with silicon carbide switching technology and integrated cooling.
The motor is claimed to achieve peak and continuous power densities of 13 kW/kg and 9 kW/kg respectively which is 60% higher than new APC technology roadmap targets for 2025. All of this has been achieved using materials and processes compatible with volume automotive production and importantly using a length scalable motor platform. Integral claim the power unit will be capable of producing more than 500kW!
University of Warwick conducted the final pre-live trial simulation, with all results indicating that the project is on course to deliver the intended performance and durability outcomes
Key project achievements during this phase include test results that exceed current benchmarks and targets set by the UK Automotive Council for 2025, providing a platform with great potential for future development in electric motorcycle performance.
The overall objective of the TE-1 project has been focused on developing electric motorcycle capability, in order to provide an input into Triumph’s future electric motorcycle offering, driving innovation, capability, and new intellectual property, and enhancing the credibility and profile of British industry and design.
With Phase Three signed off now the project moves into Phase Four which is a six-month extensive live testing programme both with rolling road testing and track testing.
This is a huge task that will involve countless man hours invested to achieve the best throttle calibration, powertrain mapping and output tuning, the development of different Rider Modes and assessing the range and battery life in various scenarios. They must also ensure the bike is tuned in a manner that it keeps its cool via thermal optimisation.
The handling and braking regeneration strategies, along with the tuning of the traction and wheelie control functionality will take place on the racetrack.
At the completion of the live testing phase, somewhere are the middle of this year, the prototype demonstrator will be updated with its final body panels and paint scheme, in preparation for active track demonstration, and media engagement.
At this time, the full results of the project including the final specifications and testing outcomes will be published, as well as insights and key facts on how the TE-1 delivers on the project targets for innovation and sets new standards for the motorcycle sector overall, including final battery and range performance.
Nick Bloor – Triumph CEO
“It has been truly exciting to see the progress made during phase 3 of Project Triumph TE1 with the final prototype motorcycle now going into real life testing. Everyone involved at Triumph are proud to have been part of this innovative British collaboration. Personally, I am thrilled with the results we have already achieved with our partners, and the exciting preview of the potential electric future to come. We look forward to continuing the ambitious and innovative work on the TE-1 demonstrator prototype through the live testing phase and sharing the outcome with Triumph fans across the world.”
PROJECT TE-1 – PHASE 3 FINER DETAILS
The Triumph TE-1 team began phase 3 by successfully building an initial mule bike which incorporated the battery, inverter, motor, and chassis into one machine for the first time. Using this platform, all of the project partners worked collaboratively to optimise software integration across the complex systems, involving hundreds of hours of detailed testing to ensure the functionality of all the features and software aspects behave accurately and intuitively, as a customer would expect.
This was validated in real life simulation work carried out at WMG, involving detailed powertrain rig testing and simulations to assess safety critical items relating to motor function and vehicle control. Durability testing on the primary transmission has also been conducted to ensure a full understanding of the fundamental differences in electric motor load application for vehicle use cases, efficiency, and consequences to gear life.
Alongside this work, the Triumph-led design of the bespoke chassis has focused on delivering the phase 2 styling intent as closely as possible. Phase 3 of the project is now complete with the fully assembled TE-1 demonstrator prototype, the photographs of which are revealed for the first time today.
Steve Sargent – Triumph’s Chief Product Officer
“During phase 3 we have focused on building the physical foundation of Triumph’s first electric prototype motorcycle. I am pleased with the outcome of Triumph and the TE-1 partners’ efforts in creating a demonstrator bike that is not only visually so desirable with clear Triumph DNA, but also packaged with an exhilarating and thrilling brand-new electric powertrain that has such potential for the future.
“I look forward to continuing the development of this demonstrator vehicle through phase 4 and using our knowledge and capabilities to bring all of the partners’ cutting-edge technology together into a final result which will guide Triumph’s electric strategy for the future.
“Our experience tells us that at this stage of a project there is no substitute to genuinely riding a bike when developing driveability, handling and character, and we have ambitious targets focused on delivering a riding experience that is new and exciting, but ultimately intuitive and familiar. I am really looking forward to my first opportunity to ride the completed prototype.”
Williams Advanced Engineering (WAE)
Following completion of Phase 2 of the programme in March 2021, which delivered a fully bench tested battery, Williams Advanced Engineering have now concluded work on Phase 3 which contained some critical gateways for the project.
In addition to supporting a number of hardware and software solutions; specifically integrating Triumph’s motorcycle control software to work in harmony with WAE’s controller and battery management system, the team have enhanced the integration of the mechanical and electrical solutions; optimising battery layout to balance mass and positioning within the chassis.
The demonstrator bike is now undergoing final battery level validation and calibration to ensure the performance results meet best-in-class power and energy density targets and for the rider, ensuring there is no compromise in performance at low levels of charge.
Dyrr Ardash – Head of Strategic Partnerships – Williams Advanced Engineering
“Following an extended period of testing, we are thrilled to finally see the results of our work on a physical bike. By working with the team at Triumph, we have continued to push the boundaries of battery technology, keeping the rider in mind at all times. Because we have designed the battery from the ground-up, design has not been compromised and we have been able to push the boundaries of current technology, offering both performance and all important, range”.
Integral Powertrain Ltd.’s e-Drive Division
Andrew Cross – Chief Technical Officer at Integral Powertrain Ltd.
“We are absolutely delighted to complete our part in this project and deliver what we set out to achieve which is a scalable, ultra-highly integrated motor and inverter, with no phase cables, busbars, or separate cooling circuits.
“For the TE-1 application, the motor achieves peak and continuous power densities of 13 kW/kg and 9 kW/kg respectively which is 60% higher than new APC technology roadmap targets for 2025. All of this has been achieved using materials and processes compatible with volume automotive production and importantly using a length scalable motor platform.
“The inverter concept, which is also scalable by tuning the number of Silicon-Carbide power stages for different diameter motors, has really delivered on performance. The TE-1 unit is capable of >500kW! This gives us the opportunity to optimise this platform for production.
“The integrated motor and inverter unit is now on the bike and is delivering on the target performance and cycle efficiency we engineered, modelled and simulated to achieve. We’re very much looking forward the feedback from bike-level testing and the benefits of our high efficiency on range.
“We’re really proud to have been a key part of this exciting project which has been a landmark for electric motorcycles and British industry.”
WMG, University of Warwick
Truong Quang Dinh, Associate Professor of Energy System Management and Control at WMG, University of Warwick
“WMG have been working closely with Triumph to support the development of the motorcycle control unit via a comprehensive real-time evaluation process using two bespoke physical rigs.
“A 3D physical motorcycle model has been created and integrated with the first rig to allow the evaluation and refinement of the control unit under real-world driving scenarios, ensuring it behaves well before the integration into the initial prototype bike.
“The second rig has been utilised to support Triumph in evaluating the power and energy performance of the whole drivetrain as well as confirming its durability.
“We have also focused on control research and development at other levels, including advanced traction control and optimal brake blending strategies. The findings in energy system modelling, simulation and control, especially real-world case studies with electric motorcycles, gained through this TE-1 project have been utilised to develop teaching materials on energy systems, hybridisation and electrification technologies across education programmes at WMG.”
Jim Hooper, Principal Engineer of Electric Vehicle Projects at WMG, University of Warwick
“WMG have also been helping Triumph understand the opportunities and wider implications of electrification towards their business. This has included investigating the opportunities for electric two-wheeler charging networks, the need for domestic electric motorcycle recycling, the necessity to develop local battery supply chains and the direction that Triumph will need to take to ensure that they can design, develop, manufacture and distribute electric two-wheeled vehicles in the future.
“The findings from these studies are also providing direction to national and local governments, specifically around areas where policy intervention can support electric motorcycle adoption.In many studies undertaken by WMG, bespoke computer-based models developed at the university (such as the university’s own UniWarp software), have been instrumental in understanding the best possible direction or action required for different scenarios. This approach has enabled WMG to quantify the environmental impact of electric motorcycles and has defined methods by which this can be further improved through new vehicle features, vehicle system sizing or new external collaborations.”
They have also announced a new three-year/unlimited kilometre factory warranty for the bikes.
The adventure bikes start at $29,990 rideaway for the Tiger 1200 GT Pro and $32,600 for the GT Explorer, both featuring road-biased 19-inch front and 18-inch rear cast aluminium wheels and tyres.
The more off-road-capable Rally family with 21-inch front and 18-inch rear tubeless spoked wheels start at $31,800 for the Rally Pro with the flagship Rally Explorer from $33,950 rideaway.
Triumph says the new range is up to 25kg lighter, more powerful, with improved handling and specification.
They are powered by a new 1160cc T-plane triple engine with 112kW of power, up 7kW, and 130Nm of torque.
One of the standout features is the very handy long-range 30-litre fuel tank in the GT Explorer and Rally Explorer, while the other two models have a 20-litre tank.
Here are some of the other new features:
lightweight chassis and frame with bolt-on rear aluminium subframe and pillion hangers;
lighter and stronger ‘tri-link’ swingarm;
Brembo Stylema monobloc brakes plus optimised cornering ABS with IMU;
Showa semi-active suspension;
slimmer waist and more compact design;
rider ergonomics designed, including adjustable seat height, which can be lowered even further with an accessory low seat.
Technology abounds, including a Blind Spot Radar System, 7.0-inch TFT instruments with smartphone connectivity, up to six riding modes, keyless ignition and fuel cap lock, LED lighting with Adaptive Cornering Lights, Shift Assist on all models, hill hold and heated grips.
The Explorer models also get heated seats and tyre pressure monitors.
There is a dedicated Tiger 1200 accessory range including several luggage options, one of which was developed with Givi.
Triumph has also announced a new partnership with the communication brand Sena to produce a Bluetooth headset featuring a new Harman Kardon speakers.
Triumph have revealed an enormously revamped Tiger 1200 range for 2022, with far reaching changes that are set to transform the brand’s big adventure machines in more ways than one, while covering a broad variety of rider needs across the versions offered.
Furthermore, the Tiger 1200 family will be backed by the surety of a new three-year/unlimited kilometre factory warranty for extra peace of mind.
This isn’t one of those minor updates dressed as an all new-model situation either. The Tiger 1200 will arrive in GT versions with a road orientated loadout, while the Rally versions are more off-road orientated and there’ll be five specific models with varying level of specification and inclusions between the two.
Triumph also shared they’ve paid attention to the BMW 1250 GS as a point of comparison in this segment, promising the new Tiger 1200s now trump all the competition pretty resoundingly in various ways. They were pretty proud to mention that the new Tiger 1200s will out-spec and under price the competition in that comparison too, once you take into account the many packages and accessories needed for a fair comparison in some cases.
That’s not a case of copying what someone else offers either, but simply seeing what riders value and then aiming to do better across the range, without missing anything that people consider a must-have, like the shaft final drive in this segment. That inclusion in particular was seen as a must, offering low maintenance and peace of mind for distance touring.
Interestingly that’s seen some new additions like blind spot detection on some variants, where active cruise control didn’t make the cut based on the rider feedback Triumph gathered. No doubt internet pundits will have lot to say about that, but it’s fair to say when this research is done they concentrate on those who’d actually buy their machines, rather than just those who’ve got an opinion on what’s been done wrong with every bike release ever.
As far as the variants on offer there’s three in the road family, the Tiger 1200 GT, GT Pro and GT Explorer, with Explorer models being equipped with 30 litre fuel tanks as standard. The off-road orientated versions are the Tiger 1200 Rally Pro and the Rally Explorer.
All Tiger 1200s will now run a new 1160 cc triple-cylinder engine, with T-plane triple crank and new firing order, which Triumph promise offers greater character and tractability down low. That’s delivering 148 bhp, up nine over the outgoing model, while acceleration and responsiveness are apparently improved too. Firing order is 180-270-270, making for an un-even staccato.
In other words 110.4 kW at 9000 rpm, while the torque figures is 130 Nm (96 ft-lbs) at 7000 rpm, a bump of 8 Nm peaking a little lower in the rev range, while the overall capacity is down 55 cc, with a bore and stroke of 90 x 60.7 mm, despite the performance boost.
One particular point of note is that low down tractability is meant to be increased, with a feel more like a twin in this configuration and low-rpm scenario, alongside better off-road feel and connection for the rider according to Triumph. That’s also matched by a more twin-like sound down low too apparently, while about 90 Nm or torque is available from 3000 rpm, and that power curve looks very linear before flattening off around the 8500 rpm mark.
A new exhaust is also featured and was another area of weight loss despite having to meet Euro5, and mass centralisation and minimising the system was apparently a big focus here.
A new twin radiator design has also been adopted, allowing the engine to be mounted further forward, improving cooling, reducing heat directed at the rider and slimming down the front end visually.
That’ll be a powerplant that needs testing in real world conditions to ascertain its character, but certainly sounds interesting. The other massive change is shedding 25 kg over the outgoing models, which is an astonishing amount of weight, and now leaves the Tiger 1200 up to 17 kg lighter than it’s closest comparable-spec competitor according to the British manufacturer.
All models run new aluminium tanks to help keep weight to a minimum, with 20 L units on the GT, GT Pro and Rally Pro variants, which are good for up to 400 km. In comparison the 30 L tanks on the GT and Rally Explorer variants offer a 600 km potential range out of the box.
To achieve that overall weight saving figure there’s an all-new lightweight frame, with bolt on sub-frame and pillion hangers, alongside a new lighter and stronger Tri-Link swingarm. The new Tri-Link swingarm for instance saves 1.5 kg over the previous single-sided system, and runs a smaller and lighter bevel box.
The new frame design saves 5.4 kg, with the bolt-on aluminium sub-frame contributing to that reduction, with the frame also helping slim down the bike between the legs, aiding standing on the bike as well as generally getting a foot down.
Showa provide semi-active suspension across all models, with 49 mm USD forks and a monoshock with automatic electronic preload adjustment. On the GT versions that’s a system offering 200 mm of travel at the front and rear with semi-active damping, while the Rally variants boast 220 mm travel at both ends with settings to match.
Preload automatic to the load detected and the rider can pick a preferred damping setting, with nine possible levels, from 1 which is the comfort end of the spectrum through to 9 which is sporty, with the mid-point of five being for ‘normal’ riding. These parameters are further tailored to the riding modes, depending on whether a road or off-road mode is chosen.
We also see specific wheel setups between the Rally and GT versions, with the Rally Pro and Rally Explorer to run a 21 inch front and 18 inch rear tubeless spoked wheel setup designed specifically for off-road use. The GT, GT Pro and GT Explorer on the other hand run a 19 inch front and 18 inch rear with cast aluminium wheels.
Those wheel choices are joined by the Metzeler Karoo Street tyre on the Rallies, while the GTs will arrive with Metzeler Tourance rubber in comparison. Michelin Anakee Wild tyres are also handbook approved for off-road riding, for those looking for something a big more hard nosed in that area.
There’s a top-end brake system, with dual Brembo Stylema monobloc four-piston calipers up front on 320 mm floating rotors, matched to a Magura HC1 span-adjustable master-cylinder and lever combo, with separate reservoir. The 282 mm rear rotor is matched to a Brembo single-piston caliper meanwhile. Optimised Cornering (OC) ABS is also run thanks to the IMU unit.
That blind spot assist radar system was developed with Continental and will only be found on the Explorer versions to clarify, and activates a light on the mirror on the corresponding side when a car is located in the blind-spot, while lane change assist will flash that light if a rider changes lane with a vehicle approaching.
Triumph explained the inclusion of this technology, but no active cruise control in saying that the active (radar managed) cruise control is a controversial topic amongst the riders they talked to, where the blind spot assist was considered a must have.
A new 7 inch TFT is also found across all models with an integrated connectivity system and runs an optically bonded display, with new interface including GoPro control.
Traction control is also optimised, and has cornering functionality thanks to the IMU, as with the ABS, while up to six riding modes are offered, alongside a keyless system that includes the ignition, steering lock and fuel cap. The Triumph Shift Assist system is also tweaked and standard on everything but the base GT, offering clutchless up and down shifting.
The Tiger 1200 GT for instance gets Rain, Road and Sport modes, with the GT Pro and GT Explorer adding Off-Road and Rider (custom) modes. The Rally Pro and Rally Explorer meanwhile get all five modes plus Off-Road Pro, which allows full ABS and traction control deactivation. Regular Off-road mode in comparison turns ABS to off-road with the rear off, while traction control is also set to an off-road setting.
Traction control can also be independently turned off via the TFT display.
There’s also a new LED headlight with DRL, and integrated cornering light – although this isn’t available on the GT model, with it being the same story with the Hill Hold system which the base GT misses.
Both Rally Explorer and GT Explorer also get heated grips and seats as standard fitment, along with the TPMS or tyre pressure monitoring system.
Also new is the rider ergonomics, with seat heights varying between models, but Triumph explaining the new Tiger 1200s are particularly narrow across the front of the seat, which will pay dividends when it comes to easily reaching the ground, especially for shorter riders, with the figure on paper perhaps not being the best point of comparison if you can get onto one to see the difference in person.
On the GT, GT Pro and GT Explorer, that seat height is adjustable between 850 and 870 mm, while the rally Pro and Rally Explorer with the additional suspension travel can be adjusted between 875 and 895 mm, with a ‘Low Seat’ accessory reducing those figures by 20 mm.
An adjustable screen is also fitted, with an adjuster bar that allows one-hand adjustment, with handlebar positions also specific for each model, while also being 20 mm wider than the outgoing version. On both Explorer versions the ‘bars are also 16 mm taller, while footpegs are also repositioned.
Other updates which will probably be best appreciated in person are the promise of a higher standard of detailing and finish, accompanying the new bodywork, with a more ‘dominant adventure focused stance’ part of the tweaked ergonomics, and new colours for each family of bike.
The Triumph Tiger 1200 variants will also come with a three-year unlimited mileage warranty, while 16,000 km/12 month service intervals are aimed at keeping upkeep costs down.
Finally the Tiger 1200 range will have over 50 genuine accessories available, covering a host of needs, such as a full luggage system, various bike protection like engine and tank protection, heated seats for models which don’t have them standard, and a new Triumph Sena comms system that runs a bespoke software system for the TFT.
All models will feature the moulded handguards, with an aluminium skid guard on the GT Pro and GT Explorer and aluminium sump guard on both Rally versions. Engine protection bars are also standard on the GT Explorer, plus Rally Pro and Rally Explorer. Only the Tiger 1200 Rally Explorer runs the fuel tank protection bars.
The back-lit switch cubes are also standard across all models, as well as an underseat USB storage, and electronic cruise control, a centre stand and heated grips are found across all models except the GT, which can fit them as accessories.
The 2022 Triumph Tiger 1200 GT will be available in Snowdonia White, while the Tiger 1200 GT Pro and Tiger 1200 GT Explorer will be available in Lucerne Blue, Sapphire Black and the base Snowdonia White.
The 2022 Triumph Tiger 1200 Rally Pro and Tiger 1200 Rally Explorer are available in Matt Khaki, or Sapphire Black with the Snowdonia White the base option. The Rally variants also get the white frame, inspired by the Tiger Tramontana rally bike. All colour options except the base Snowdonia White as listed as chargeable colour options, so are likely to demand a premium.
The Tiger 1200 range, comprising the GT Pro and GT Explorer as well as the Rally Pro and Rally Explorer, is expected to arrive in Australian dealers in the second quarter of 2022. The base GT version won’t be coming to Australia.
Tiger 1200 GT family: Tailor made for the perfect road-focused adventure ride, with 19-inch front and 18-inch rear cast aluminium wheels
Tiger 1200 GT Pro From $29,990 rideaway
Tiger 1200 GT Explorer From $32,600 rideaway
Tiger 1200 Rally family: Tailor made for the perfect all-terrain adventure, with 21-inch front and 18-inch rear tubeless spoked wheels
Tiger 1200 Rally Pro From $31,800 rideaway
Tiger 1200 Rally Explorer From $33,950 rideaway
2022 Triumph Tiger 1200 Specifications
Liquid-cooled, 12 valve, DOHC, inline 3-cylinder
150 PS / 148 bhp (110.4 kW) @ 9,000 rpm
130 Nm (96 lbft) @ 7,000 rpm
Multipoint sequential electronic fuel injection with electronic throttle control
Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencer
Triumph has just introduced their newly refreshed Tiger 1200 line – and they’re gunning for the big competition with their all-new 30-liter Explorers.
Let’s get into it.
Triumph hasn’t updated their Tiger 1200 in a hot minute – and with big fish like the Ducati Multistrada 1260 Enduro and the BMW R1250GSA sporting hosts of goods like advanced electronics, ergonomics, and a fantastic fuel capacity, it’s natural for Triumph to want to stir their toes in the pool with the rest of the ADV blokes.
To that effect, Triumph’s all-new Explorer variants carry a very nice 30-liter fuel capacity, with both machines featuring six Ride Modes: Ride Modes: Road, Rain, Sport, Rider-configurable, Off-Road, and Off-Road Pro.
When it comes to power, Triumph did the Tiger 1200 range a solid with the new ‘T-plane’ crank design, installed to improve drive pulse better. The inline triple itself also has, according to the press release, undergone a bit of a change, dropping in power from 1215cc to 1160cc; despite that, the 1200 range sports a lovely increase in power from 139bhp to 148bhp, and an increase also in torque from 90lb-ft to 95lb-ft.
How, do you ask?
A dedicated diet, mostly.
The bike’s overall weight, depending on the variant, now registers between 240kg and 261kg, which puts the weight of the beasties around 25kg lighter.
“Paired with the new engine is a redesigned shaft drive that’s 1.5kg lighter than the old unit,” comments an article from MCN.
“The big chunks [of weight difference] have come from the swingarm and frame, which total 5.4kg lighter, in part thanks to a bolt-on aluminum subframe, but generally they’ve just trimmed the fat by ditching items that weren’t in huge demand such as the electrically adjusted screen.”
The new split radiator also helps to balance everything out, pushing the engine further forward in the chassis for better maneuverability.
The millionth Hinckley Triumph has just rolled off the production line, and now another historic model has made a reappearance with a long lost 1901 Prototype.
The historic find was discovered and restored by leading vintage Triumph collector Dick Shepherd, and the 1901 Prototype rewrites the history books, adding a whole new chapter prior to Triumph’s official sales starting in 1902.
Long rumoured to exist and referenced within advertising and reviews in 1901, this first Triumph prototype was developed from a standard Triumph bicycle, with an engine provided by Belgian manufacturer Minerva, in order to generate interest and gauge the public’s demand for a Triumph motorcycle.
“Having been approached by a friend of a collector, who had sadly recently passed away, to evaluate an old Triumph I was incredibly excited to discover that the bike they had featured unique details that were not present on the first production Triumphs. Along with the bike, the collector had also received a letter from Triumph, dated in 1937, that outlined the bike’s unique origins and provided key details.
With an engine number that is consistent with references in Minerva’s engine records of a 1901 first Triumph engagement, the historic significance of this motorcycle became incredibly clear. As a lifelong, passionate fan of the history and achievements of this incredible British brand, to have discovered this amazing survivor and restored it to the glorious condition it would have been in when it first went on display in 1901, has given me an immense amount of satisfaction.”
First unveiled at the UK’s Motorcycle Live show, the 1901 prototype will feature in a dedicated event at Triumph’s Factory Visitor Experience on December 14, where the machine will be ridden in public for the very first time in more than 100 years.
This incredible, historic motorcycle will then be on display, alongside the millionth Hinckley Triumph, in a new, specially created 120-year anniversary display, hosted within Triumph’s Factory Visitor Experience.
The Triumph Factory Visitor Experience is free to visit and is located at Triumph’s HQ in Hinckley, England, and is open daily Wednesday through Sunday, from 10am – 4.30pm.