Indian Motorcycle has one of the best audio and infotainment systems on a motorcycle and it has just got better with a free software upgrade and phone app.
The new software will allow riders to plan their trip on their desktop computer with up to 100 waypoints then send it remotely to their bike’s infotainment system.
It will also allow riders to share their planned or completed rides on Facebook.
The app can be downloaded for free in the Apple Store and Google Play.
New models will come with the software upgrade already installed.
Software upgrade
Owners can update their current system at their local dealership or by downloading the software to a USB drive at the Ride Command Page then plugging into their bike’s system.
The page also acts as a platform for riders to plan and share rides. Currently it is an American page, but Indian Motorcycle Australia spokesman Chris Gale says they are working on developing the app and website for Aussie riders.
“The new app has been developed in North America and some of the website/app information and functionality is only available in that region,” web says.
“We are working to localise the app for the Australian market.”
Meanwhile, Australian riders can still use the app to download software updates, plan and track rides then download them onto their Indian Motorcycle.
Owners can also upgrade their Ride Command system by downloading the free 2018 map updates on the Ride Command Page or at their dealer.
Ride Command system
Indian’s Ride Command system has a 7-inch touchscreen that is glove sensitive. We’ve tested it with thick winter gloves and it works perfectly, including the pinch-and-pull motion to zoom in and out like on a smartphone.
2017 Indian Roadmaster Ride Command infotainment system
The system has a split screen so you can display a host of different information art the same time, or you can toggle through screens that show navigation, vehicle data, audio entertainment and phone call information.
Vehicle data includes fuel, oil, tyre pressure, battery charge and service reminders. American riders using the app can also now log their maintenance. The app has not yet been adapted for Australianuse.
A while back, I dedicated a Riding Well column to the topic of preparing ourselves for every ride. We have T-CLOCS to assess the condition of our motorcycles, but what about a way to gauge the condition of the human at the controls? That’s when I developed the acronym, “READY.”
Before you ride, ask yourself, “Am I READY?”…
Relaxed and in the right mindset for riding. Is your head in a good place? If you’re angry, stressed or distracted, it may not be the best time to get on the bike. Tired? Don’t press on. Honestly assess your mental and emotional state before you straddle your bike.
Equipped with proper riding gear. If you’re reading this, you’re likely inclined to wear ATGATT. But is that chinstrap fastened? Do you have gear that’s right when that temperature plummets after the rain storm (you have rain gear, right?). Don’t forget the clear face shield in addition to the dark one that’s on your helmet.
Anticipating the ride ahead. Before you roll on the throttle, roll through in your mind the things you can expect to encounter out there. Consider how the season, the day of the week and time of day can present different challenges and threats. The more you think through, the less chance you’ll be taken by surprise.
Drug and alcohol free. The best bet is to save drinking for ride’s end. If you do have a drink at that bike-friendly pub, be sure to give it at least an hour (per drink) before riding again. And, if you’re on medications, be aware of any side effects that may impair your riding acuity.
Yielding to more aggressive drivers. Maintaining control of a situation sometimes means giving in to aggressive drivers. Engaging with them puts them in control. Decide before you ride how you will respond to antagonistic drivers.
I keep a laminated, wallet-sized copy of this card with me and refer to it before every ride and after every stop along the way. Want a copy of your own? Here’s a PDF of the card that you can download and print out. Then you’ll always have it at the READY!
Suzuki to continue production of iconic model despite cease of sale in Europe.
Image: Supplied.
Following news this week that Suzuki’s European distributors will not continue to sell the Hayabusa model, Suzuki Motorcycles Australia has now clarified the iconic sportsbike will remain in dealerships throughout the country, with 2019 colourways due to be introduced in the new year.
The decision to not sell the current generation Haybusa in Europe comes due to the motorcycle not currently meeting emission controls, however Suzuki Motor Corporation will maintain manufacturing of the bike.
The 2018 iteration of the Suzuki Hayabusa is currently available in Australian dealerships in two colours at a special run out price of $19,450 ride away with 12 months registration and is backed by Suzuki’s 24-month unlimited kilometre warranty.
For further information, interested customers should visit their nearest authorised Suzuki motorcycle dealer, or visit www.suzukimotorcycles.com.au.
Ficeda Accessories have announced the arrival of the Dunlop Sportmax Q4 tyre, offering a purpose built track day tyre capable of lean angles of up to 62 degrees, more than any other street legal tyre Dunlop have made.
Dunlop Sportmax Q4
The Sportmax Q4 features technology used to develop racing tyres in Dunlop’s Buffalo, New York, plant to accommodate track-day-level riding like no other Dunlop DOT street tyre has before.
Features on the Q4 include on-tread branding that’s remarkably detailed, while a new tread pattern with low groove density puts down a massive footprint, especially during maximum lean angles.
Dunlop Sportmax Q4
Street-friendly performance ensures the Q4 does not require tire warmers, and minimises the need for chassis adjustments, while the tyre is designed in new sizes such as 180/60ZR17 and 200/55ZR17 to work on sport bikes with sophisticated electronics packages.
Dunlop Sportmax Q4 footprint graph
The new Q4 also offers a more aggressive profile option for track use for many sport bikes, and the rear tyre features Dunlop’s Jointless Tread (JLT) technology, applying a continuously wound tread strip over the carcass to achieve the ideal stability, flex, and grip across the tyre’s tread profile maintaining consistency.
Dunlop Sportmax Q4
Dunlop’s proprietary Carbon Fiber Technology (CFT) in the sidewalls ensures even greater stability and cornering performance, alongside the brand’s proprietary Intuitive Response Profile (IRP) for ultra-linear and responsive steering.
The Dunlop Sportmax Q4 is available in all good motorcycle stores now, see below for sizing and pricing details.
Florida woman Jennifer St Clair, 33, was killed when she was run over by several cars after she fell off a motorcycle pillion seat on her first date with the rider.
Florida Highway Patrol are not sure of the details of the incident last weekend and are calling for witnesses.
The rider has been identified and the matter is being treated as a traffic homicide.
Witnesses say the rider sped off and left the woman for dead on the highway.
This is terribly sad news and we can only speculate on what might have happened.
The general rule is that the more comfortable the passenger is, the safer you both are.
But that doesn’t mean you can only carry a pillion if you own a Gold Wing or Ultra Classic.
Perhaps the most enjoyable pillioning my wife and I have ever done was on a Triumph Bonneville T100.
Mr and Mrs MBW
She prefers light bikes because she feels I’ll be able to hold it up. She also prefers they aren’t too powerful and intimidating. The Bonne is also low enough for to just throw a leg over, rather than having to step on the footpeg and hoist over.
But there is no use buying a bike your regular passenger will hate, so ask their opinion. They may actually prefer the budgie perch of a sportsbike because it satisfies their desire for sportiness over comfort.
That means lots and lots of test rides together.
2 Mounting and dismounting.
Advise your pillion to ask permission before hopping on so you have a good hold of the bars and both feet on the ground. Don’t try to do this on the side stand as you may bend it, nor the centre stand as you may not be able to rock the bike to get it back down.
Request your passenger to alight as soon as you stop, then park your bike without them. Don’t be a hero and try to do it with them on board unless you are certain of your abilities and the ground surface. If you drop it, you will quickly go from hero to zero.
Mrs MotorbikeWriter in her pillion position aboard an Indian Roadmaster
3 Exhaust warning.
Warn your pillion about putting their foot or leg on the hot exhaust. Nothing spoils a two-up trip more than a quick visit to the emergency ward to treat a leg burn.
4 Don’t scare your pillion.
They won’t have any trust in you if the first time you take them for a ride you hoist it up on one wheel or whittle down your knee sliders in the corners.
As their level of trust rises, you may add these to your repertoire, but always give them a tap on the leg first to broadcast that you are about to do a wheelie (easier with a pillion) or go for a radical lean angle.
5 Communicate.
Rider and pillion communication used to consist of hand signals or, more likely, a vice-like thigh grip from your pillion when they are scared or a whack on the back of the helmet when they want you to stop and let them off.
Agree on a set of signals before you even put on your helmets and mount the bike. You’ll need signals for when you can mount, hazard coming up (bump, sharp turn etc), slow down, speed up, stop, and when to get off.
If it all sounds too complicated, get a Bluetooth communications system. It not only clears up any confusing hand signals, but also means you can enjoy a chat with your pillion.
6 Be smooth.
Anyone who has ever carried a pillion will be aware of “helmet bump”.
As you accelerate, your pillion tenses their stomach muscles and pulls themselves forward. Your pillion doesn’t know when you are going to change gears, so they stay tense. As soon you dip the clutch, momentum slightly lags and they naturally rock forward, banging their helmet into yours.
There are two ways you can prevent this.
First is to be smooth with your gear changes. The second is to move your head and shoulders forward as you pull the clutch in, leaving the lower part of your back as a buffer to soak up your pillion’s forward movement.
After a while, most pillions learn to listen to the engine revs and brace themselves for the coming gear change.
The “pillion in a million”
7 To lean or not to lean.
Of course, pillions shouldn’t lean opposite to the rider.
But some riders tell their pillion to lean into the corner with them.
I don’t agree as you never know how much they will lean and therefore how tightly the bike will corner.
It’s best to tell them to remain fairly still throughout your journey. In fact, advise your pillion that any fidgeting can cause instability and a possible topple, especially at slow speeds and when stopped at the traffic lights.
8 Suspension adjustment.
Most bikes have their suspension set at the factory for the “standard rider” weight of about 80kg. If you weigh substantially more or less, you should make suitable adjustments to the suspension.
However, a pillion changes the load even more significantly. A rider might vary several kilograms above or below the standard rider weight, but a pillion can more than double that difference.
Also, the centre of gravity is now much higher and further back, which will upset the handling and make the steering light.
If your bike has suspension adjustment, make sure you use it. Usually pumping up the preload on the rear spring is enough.
If there is no adjustment and you are going to be doing a lot of two-up riding, it is wise to fit an adjustable rear shock.
Other areas that may need adjustment include the tyres, chain and headlights. Consult your manual for ideal tyre pressures for two-up and how to adjust the chain and headlight beam.
You can reduce handling and steering anomalies by asking your pillion to sit as close as possible to you. Then you will move together in harmony with the bike and better focus the bike’s centre of gravity. But be aware this will prevent you moving around in your seat and you will have to adjust your riding style to suit.
9 Braking.
A pillion’s weight will also reduce braking efficiency.
Not only will the bike take longer to stop, but in a panic situation, your pillion may be flung on to your back. You not only have to support all your weight on your wrists, but also the weight of your pillion. This can cause riders to lose grip on the bars with inevitable consequences.
Also, the rearward weight bias will make the rear brake more effective and less likely to lock up, so use it more. But that does not mean you should use the front brake any less.
10 Gear up.
Just as riders should always wear the right gear, so should pillions.
Your pillion deserves the same level of equipment protection as you.
That also means warm gear when it’s cold, hot weather gear for summer and wets for when it rains.
Riders should also be aware that they block much of the breeze from their pillion, so in summer your pillion is going to need even better ventilated gear.
In winter, riders get some comfort from the heat that comes off the engine, but their pillion may not, so it’s advisable they rug up even more than you.
Bike accessories are also important to a pillion. Luggage will allow them to bring an extra pair of high heels and cocktail dress with them and a sissy bar will provide extra confidence.
However, a loud aftermarket pipe might just be too annoying. Remember, they are a lot closer to it than you. At least put the baffle plug in when carrying a pillion.
Do you have any other pillion safety tips? Leave your comments below.
The Hayabusa may be dead in Europe, but it’s still coming to the US for 2019.
Begin press release:
Suzuki Motor of America, Inc. (SMAI) has confirmed that U.S. market production of the Hayabusa sport motorcycle continues uninterrupted. Production of European specification Hayabusa models has been discontinued due to Euro 4 emission regulations. This situation, and resulting media reports, may have caused confusion and misunderstand among U.S. consumers, media, and dealers.
Commenting on the status of the iconic sports motorcycle, Kerry Graeber, Suzuki’s Vice President, MC/ATV Sales and Marketing, said the following, “From its inception 20 years ago, the iconic Hayabusa motorcycle has been a visually- and technologically-stunning representation of Suzuki’s commitment to motorcycle performance. Literally tens of thousands of riders have owned this beloved model and it continues to be sought after even today. GT riders, drag racers, and customizers worldwide are obsessively devoted to the Hayabusa and we are looking forward to continuing its legacy. Suzuki Motor Corporation’s commitment to this model means a new generation of motorcyclists can experience the unmatched performance and style that the Hayabusa is known for globally.”
The lion’s share of the Street Scrambler’s power bump is in the mid-to-high-end, making highway passes easier and reducing the need to downshift in corners. Photos by Kingdom Creative.
Triumph’s 2017 Street Scrambler, powered by the 900cc “High-Torque” parallel twin used in the Street Twin, rolled into the gap left by the departure of the previous generation Scrambler two years ago. With less weight, more power and a slightly modernized look, it has proven to be a popular choice in Triumph’s modern classic line, and for 2019 it has received a refresh that includes a bump in mid-range power, a new cartridge-style fork and a Brembo front brake.
As its name suggests, the Street Scrambler is primarily a road-going machine (those looking for more than just light off-roading adventures should give the all-new Scrambler 1200 a hard look), and after riding it and its Street Twin sibling (which received similar changes this year) back-to-back at the press launch in Portugal, the Street Scrambler’s upright, commanding riding position proved to be well-suited to navigating the urban jungle.
With its wide handlebar and footpegs mounted below and a bit forward of the 31.1-inch seat to aid in standing, I found the Street Scrambler fit my 5-foot, 9-inch frame well. Although its new 41mm KYB cartridge fork has the same 120mm (4.7 inches) of travel as before, it has a wider stance and feels just a tad beefier, though not intrusively so. Rear suspension, with 4.7 inches of travel and adjustable for preload only, is unchanged.
At 135 pounds, I weigh less than the “average” rider for whom most bikes this size are sprung, but I could still detect an improvement in rebound damping up front that made for a slightly more plush ride. The rear is still rather harsh, so if it were mine, I’d invest in lighter springs up front and a set of Triumph’s accessory Fox shocks for the back.
A 4-piston fixed Brembo caliper improves upon the old 2-piston Nissin, offering better performance as well as lever feel and feedback.
Performance from the single 310mm-disc front brake has been improved, with an opposed 4-piston Brembo caliper replacing the old 2-piston Nissin unit; a floating 2-piston Nissin still squeezes the 255mm rear disc. The difference is noticeable, with more bite up front and better lever feel, increasing confidence when riding aggressively or in the rain.
The big news, though, is the increase in power, a claimed 18 percent more peak horsepower to be exact, plus a flatter torque curve that delivers in the “real-world” range of 3,500 to 5,500 rpm, achieved via a minor retune and a few lighter bits in the engine–a magnesium cam cover, a lighter crankshaft, dead shafts and the balance shafts that ride on them, a mass-optimized clutch cover and a lighter clutch.
Our first ride aboard the new Street Scrambler took place in beautiful Portugal…where it promptly rained, allowing us a chance to test the new Rain ride mode. Fortunately, the sun came out and we enjoyed this beautiful sunset.
Based on the Jett Tuning dyno results in our Rider Test of the identically-powered 2016 Street Twin, the increase should translate to 62 peak horsepower arriving close to the higher 7,500-rpm redline, with peak torque unchanged at 56.7 lb-ft at 3,200 rpm. The seat-of-the-pants result is a new sense of urgency and more get up and go in the mid- to high-end; on our first ride in the mountains near Lisbon, Portugal, I felt it most noticeably during 40-mph roll-ons and when accelerating out of corners, reducing the need to downshift.
The dual-counterbalanced engine has a bit of a V-twin character infusion thanks to a 270-degree firing interval, with a feather-light assist clutch (with adjustable lever, thank you Triumph!) operating the five-speed gearbox. Despite its dirty overtures, the Street Scrambler is geared fairly tall, and I didn’t find myself missing a sixth gear even cruising at 70 mph on the freeway; I’m guessing most Scrambler buyers aren’t looking to cruise at triple digits anyway. The soundtrack is classic Triumph, surprisingly throaty and with a pleasant amount of burble on deceleration.
It looks the same from the outside, but lighter components in the engine as well as a retune boost peak horsepower by a claimed 18 percent.
Harnessing all this is a smooth throttle-by-wire system with standard 2-channel ABS and switchable traction control, but new this year is the addition of Road, Rain and Off-Road ride modes. Road is the default setting; while Rain softens throttle response and increases traction control intervention, power output is unchanged. Off-Road leaves the throttle map in snappy Road mode and turns ABS and traction control completely off. Rain and Road modes are easily selectable on the fly using a large button on the left switchgear; the bike must be stationary to select Off-Road mode.
Our riding day in Portugal was blessedly sunny, but it had rained for several days prior so we were warned to use caution (and Rain mode) on the shady, twisty mountain roads. It was a double-duty press launch, with Triumph giving us first rides on both the Street Twin and Street Scrambler. We were assigned one model for the morning and one for the afternoon, swapping at lunch as well as the four photo stops, giving us the unique experience of getting to ride these similar yet oh-so-different bikes back-to-back. It quickly became apparent that they are indeed two distinct motorcycles that will likely appeal to different riders, and not just because of their aesthetics.
New instrument features more indicator lights. ABS can be switched off using the Off-Road ride mode.
I started the day on a Street Scrambler, and as I already noted it felt immediately comfortable. Though suspension travel is identical to the Street Twin, the Street Scrambler is fitted with longer springs front and rear that, along with the 19-inch front wheel, contribute to its feel as a larger machine. It’s not my imagination–though it has shed a few pounds since last year the Scrambler is still about 10 pounds heavier than the Twin, and a glance at the spec sheet shows it’s also longer, taller and wider at the bars.
In the morning, when the roads were still quite damp, I kept my Scrambler in Rain mode; because it maintains full engine power, I found the slightly softer throttle response to be easier to modulate as we negotiated the unfamiliar–and often quite bumpy–twists and turns, without feeling too heavily reined-in. As the roads dried out and I swapped back and forth on each bike in Road mode, I found myself appreciating their unique experiences.
Despite its heft (compared to the diminutive Street Twin), I felt quicker and more comfortable on the Street Scrambler.
The Street Twin felt smaller, lighter and surprisingly sporty. Its tubeless Pirelli Phantom Sportscomp tires (rolling on cast aluminum wheels, 18 inches up front and 17 at the rear) were working better on the dry pavement than they had in the morning, and despite the narrow bar I was able to flick the Twin through corners easily.
Yet despite its expanded dimensions and heavy spoked steel wheels (with that larger 19 up front), I felt quicker on the Street Scrambler. Maybe it was the added leverage from the wider bar, and the Metzeler Tourance ADV-style tires were performing very well regardless of road conditions…but it could just be that I was more comfortable. A quick poll of my fellow journalists seemed to support that theory; smaller folks liked the Twin, taller ones the Scrambler.
Giddyup! I like the LED cat’s eye taillight and high-piped attitude of the Street Scrambler.
I really liked the first generation, but as a fun, stylish, accessible scrambler-style ride this new Street Scrambler is even better than before–better enough, in fact, to seriously tempt me into making one my own.
2019 Triumph Street Scrambler in Fusion White.
2019 Triumph Street Scrambler
Base Price: $11,000 (Fusion White) Website:triumphmotorcycles.com Engine Type: Liquid-cooled, transverse parallel twin, SOHC, 4 valves per cyl. Displacement: 900cc Bore x Stroke: 84.6 x 80.0mm Transmission: 5-speed, torque assist wet multi-plate clutch Final Drive: O-ring chain Wheelbase: 56.9 in. Rake/Trail: 25.6 degrees/4.3 in. Seat Height: 31.1 in. Claimed Dry Weight: 448 lbs. Fuel Capacity: 3.2 gals. MPG: NA
For 2019, the Street Twin gets more power, better suspension, ride modes and a light style refresh. Photos by Kingdom Creative.
Triumph’s Bonnie business is booming, but the top seller isn’t the sporty Thruxton, the distinguished T120 or the stripped-bare Bobber. Nope, the best-selling Bonneville of them all is the affordable, accessible, ripe-for-customization Street Twin. The Street Twin is everything you need and nothing you don’t: it looks like a motorcycle should without trying too hard, with enough modern performance and technology to remain relevant and fun.
It’s the rare bike that transcends age and gender; according to Triumph, Street Twin buyers represent the widest age range of any of its Bonneville models and many are new riders, plus more than twice the “normal” number are women–no doubt attracted to the Twin’s sub-30-inch seat height.
Cruising the Portuguese coast on the new Street Twin, I was grateful for the accessory heated grips that Triumph had fitted to our test bikes.
The year after its 2016 launch, the Street Twin spawned two derivatives powered by the same liquid-cooled 900cc SOHC parallel twin, the Street Cup café racer and the Street Scrambler, each with its own purpose-built chassis and distinct personality. For 2019, the original Street Twin as well as its Street Scrambler sibling are getting some notable updates, including a bump in power, revised front suspension and brakes, new ride modes and a light style refresh. Street Twin version 2.0, here we go!
First let’s talk power, a claimed 18 percent more peak horsepower to be exact, plus a flatter torque curve that delivers in the “real-world” range of 3,500 to 5,500 rpm, achieved via a minor retune and a few lighter bits in the engine–a magnesium cam cover, a lighter crankshaft, dead shafts and the balance shafts that ride on them, a mass-optimized clutch cover and a lighter clutch. Based on the Jett Tuning dyno results in our Rider Test of the 2016 Street Twin, the increase should translate to 62 peak horsepower arriving close to the higher 7,500-rpm redline, with peak torque unchanged at 56.7 lb-ft at 3,200 rpm. The seat-of-the-pants result is a new sense of urgency and more get up and go in the mid- to high-end; on our first ride in the mountains near Lisbon, Portugal, I felt it most noticeably during 40-mph roll-ons and when accelerating out of corners, reducing the need to downshift.
It looks the same from the outside, but lighter components in the engine as well as a retune boost peak horsepower by a claimed 18 percent.
The dual-counterbalanced engine has a bit of a V-twin character infusion thanks to a 270-degree firing interval, with a feather-light assist clutch (with adjustable lever, thank you Triumph!) operating the five-speed gearbox. The Street Twin is geared fairly tall, and I didn’t find myself missing a sixth gear even cruising at 70 mph on the freeway; I’m guessing most Twin buyers aren’t looking to do much more than tickle the “ton” anyway. The soundtrack is classic Triumph, surprisingly throaty and with a pleasant amount of burble on deceleration.
Harnessing all this is a smooth throttle-by-wire system with standard 2-channel ABS and switchable traction control, but new this year is the addition of Road and Rain ride modes, easily switchable on the fly via a large button on the left switchgear. Road is the default setting; while Rain softens throttle response and increases traction control intervention, power output is unchanged.
A slightly dished bench seat and narrow handlebar create compact, comfortable ergos that are attractive to smaller riders.
Performance from the single 310mm-disc front brake has been improved, with an opposed 4-piston Brembo caliper replacing the old 2-piston Nissin unit; a floating 2-piston Nissin still squeezes the 255mm rear disc. The difference is noticeable, with more bite up front and better lever feel, increasing confidence when riding aggressively or in the rain.
The Street Twin also boasts a new 41mm non-adjustable KYB cartridge fork, and although it has the same 120mm (4.7 inches) of travel as before, it has a wider stance and feels just a tad beefier. Rear suspension, with 4.7 inches of travel and adjustable for preload only, is unchanged. At 135 pounds, I weight less than the “average” rider for whom most bikes this size are sprung, but I could still detect an improvement in rebound damping up front that made for a slightly more plush ride. The rear is still rather harsh, so if it were mine, I’d invest in lighter springs up front and a set of Triumph’s accessory Fox shocks for the back.
New cast aluminum wheels with contrasting silver details are part of the style refresh for 2019.
Our riding day in Portugal was blessedly sunny, but it had rained for several days prior so we were warned to use caution (and Rain mode) on the shady, twisty mountain roads. In a unique twist, Triumph was letting us ride both the Twin and the Scrambler; we were assigned one model for the morning and one for the afternoon, swapping at lunch as well as the four photo stops, giving us the unique experience of getting to ride these similar yet oh-so-different bikes back-to-back. It quickly became apparent that they are indeed two distinct motorcycles that will likely appeal to different riders, and not just because of their aesthetics.
I started the day on a Street Scrambler, and with its wide handlebar and footpegs mounted below and a bit forward of the 31.1-inch seat, it fit my 5-foot, 9-inch frame well. Settling onto its lower 29.9-inch seat the Street Twin, by contrast, felt much more compact–almost too much so for my 34-inch inseam. As it turns out, Triumph actually added 10mm (0.4-inch) of seat foam to improve rider and passenger comfort, increasing the seat height correspondingly and placing the rider in a slightly sportier position over the handlebar. On the brief photo shoot passes and even during the longer stints on the afternoon ride, the compact riding position never bothered me–in fact I was grinning madly inside my helmet as we chased the curves down to the crashing waves of the Portuguese coast–but if I were to choose one I’d say the Scrambler fit me better.
New instrument features more indicator lights, plus info like fuel level, gear indicator, ride mode, tripmeter/odometer and traction control information.
In the morning, when the roads were still quite damp, I kept my Scrambler in Rain mode; because it maintains full engine power, I found the slightly softer throttle response to be easier to modulate as we negotiated the unfamiliar–and often quite bumpy–twists and turns, without feeling too heavily reined-in. As the roads dried out and I swapped back and forth on each bike in Road mode, I found myself appreciating their unique experiences. The Street Twin felt smaller, lighter and surprisingly sporty. Its tubeless Pirelli Phantom Sportscomp tires (rolling on cast aluminum wheels, 18 inches up front and 17 at the rear) were working better on the dry pavement than they had in the morning, and despite the narrow bar I was able to flick the Twin through corners easily.
Comfortable, accessible, affordable, fun and good looking: the Street Twin likely has a bright future ahead of it.
At the end of the day, the Street Twin is designed to be fun, stylish and accessible to a wide range of riders. With thoughtful touches like the easy-pull torque-assist clutch, low seat height, adjustable brake and clutch levers, enough tech to have your back without requiring a small supercomputer, 10,000-mile service intervals (20,000 miles for valve inspections) and a reasonable price tag, the Street Twin is easy to ride, easy to own and easy on the eyes.
2019 Triumph Street Twin in Matt Ironstone.
2019 Triumph Street Twin
Base Price: $9,300 (Jet Black) Price as Tested: $9,550 (Matt Ironstone) Website:triumphmotorcycles.com Engine Type: Liquid-cooled, transverse parallel twin, SOHC, 4 valves per cyl. Displacement: 900cc Bore x Stroke: 84.6 x 80.0mm Transmission: 5-speed, torque assist wet multi-plate clutch Final Drive: O-ring chain Wheelbase: 55.7 in. Rake/Trail: 25.1 degrees/4.0 in. Seat Height: 29.9 in. Claimed Dry Weight: 437 lbs. Fuel Capacity: 3.2 gals. MPG: NA
Franco Morbidelli is feeling satisfied and optimistic about his first experience with the PETRONAS Yamaha SRT
The Italian rider Franco Morbidelli, riding for Petronas Yamaha Sepang Racing Team –the first Malaysian team in the MotoGP World Championship– was one of the standout riders in the first 2019 preseason tests, which took place last month at Valencia and Jerez. Now enjoying a hard-earned winter break, Morbidelli discusses his role in this new project and in particular how the first few days have gone with his new team and his first laps on the Yamaha YZR-M1.
2018: Franco Morbidelli’s best year yet 03/12/2018
From Moto2™ World Champion in 2017, Rookie of the Year in 2018, to joining the new Petronas Yamaha SRT. What’s next for Franco Morbidelli?
What did you think when you were first offered the opportunity to join this new project?
“I felt very happy when I received the call from my manager and he told me about this possibility. He told me about a new, ambitious project with good opportunities that could be a great challenge for me. From that moment I was interested in the structure of the new team and I spoke with the people at Yamaha”.
Do you feel like an important part of this new PETRONAS Yamaha SRT adventure?
“I feel like I am one of the people that has to make this a great project. I don’t feel like I have more or less responsibility than anybody else, we are all equally important. Each person has to do their job to the best of their ability to make PETRONAS, Yamaha, the partners and the fans proud of us”.
After your rookie season in MotoGP, do you feel more pressure for the season ahead?
“There is always pressure in this game, so yes I feel it but it’s not a problem – it is how this sport works”.
You recently spent two weeks testing with the team. How did you find the first few days together with them?
“Really good. I felt comfortable from the first day mainly because I have worked with the majority of staff already in other teams, so there were no big surprises for me. Also, the ones I haven’t worked with before I knew, and we have been speaking for a while”.
One of the team members that you haven’t worked with before is your crew chief Ramon Forcada. What is it like to work with such an experienced professional as him?
“It is going really well. So far we have only done four days of testing but the feeling is very positive. He is very experienced as a man and as a crew chief, so I am very curious to see how we can translate our work onto the track”.
What were your first impressions of the Yamaha YZR-M1?
“It is a very easy bike to take to the limit and this surprised me a lot. When you reach that extreme point it is the moment to work on how you push it further. That is when the real work starts”.
“I am excited to meet the fans in Malaysia because I know that the love they have for MotoGP is huge and I want to experience it first-hand alongside the team”
Do you think you will have to change your riding style to adapt to this new bike?
“We still need more laps to understand perfectly how and what I need to change about my riding style. I think it will be a natural process, which we will take step by step, to see what I need to go faster”.
We could see at the test that you have good support from Yamaha Motor Co. This must be something very important for the team.
“Both at Valencia and Jerez, we had a lot of Yamaha staff on hand, working and helping us out in the garage. That’s a good thing because it means we can give them our feedback and all the information we have so that they can work in the right direction for next season”.
What are your expectations for the 2019 season?
“I think it is still too early to set our objectives, we have to wait and see how the next tests go in February and March. We are expecting new material for the next tests so we’ll have to try them out and see how we get on. Once preseason is over we will have a good idea where we can expect to be in the Grands Prix”.
Now you have two months until you next ride the bike. What is your plan for the time off?
“The idea is to rest, a lot and to spend time with my family and my people. I am also looking forward to going skiing for a few days with my friends”.
In a couple of months it will be time to head to Malaysia for the first time, which will be a very important moment for the whole team.
“The team presentation is planned for Malaysia, just before the test at the Sepang International Circuit, so I am really looking forward to seeing what kind of reception we get. I am excited to meet the fans in this country because I know that the love they have for MotoGP is huge and I want to experience it first-hand alongside the team”.
Keep calm and carry this stuff to keep you and your bike moving
An off doesn’t have to mean the end of your ride. After a few unscheduled ballistic re-entries of our own, we’ve gathered up the perfect kit to keep going…
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