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2024 Triumph Daytona 660 Review | First Ride

April 16, 2024 mcnews Leave a comment

In the mid-1990s, when I cut my teeth as a motorcyclist, the Big Four Japanese manufacturers were engaged in a middleweight sportbike arms race. Every other year, each brand unveiled an updated platform, squeezing a few more ponies out of their 599cc inline-Four engine and tweaking frame geometry, suspension systems, and brakes.

As a result of this one-upmanship, middleweight sportbikes went from entry-level all-arounders to racebikes with lights and license plates. Which is great, except for the fact that only a small percentage of riders spend weekends wearing down knee pucks at the track. Add to this that a tricked-out middleweight now costs nearly what a liter-class machine does, and we arrive at something of an evolutionary dead end.

And yet here we are with a new Triumph Daytona 660. The storied British manufacturer enters the highly competitive middleweight class by hitting the reset button, aiming to produce an affordable, attractive sportbike that can handle commuting and light touring, as well as footpeg-scraping backroads and the occasional trackday. To see if they pulled it off, Triumph invited us to Alicante, Spain, for a full day of riding in everything from city traffic to mountain passes.

Inline-Triple | Triumph Daytona 660

The Daytona 660 is powered by an updated version of the engine that powers Triumph’s Trident 660 and Tiger Sport 660, and it’s a callback to the Daytona 675 that Triumph produced from 2006-2018, which was the first inline-Triple in the middleweight sportbike class. The Triple provides the best of both worlds: torque in the lower rev ranges like a Twin and ample mid- and top-end power like a Four.

The Daytona 660’s 3-cylinder mill gets a trio of new 44mm throttle bodies and larger exhaust valves, and its airflow was increased with a front-mounted intake and a larger airbox. A new crankshaft with increased gear width provides smoother revving, the pistons now feature a low-friction coating, and the radiator and fan are both larger and have been repositioned for more efficient cooling. Exhaust gasses flow through a 3-into-1 header and into an underslung silencer that produces a satisfying growl that becomes a bark with a twist of the throttle.

These upgrades result in a claimed 95 hp at 11,250 rpm, a 17% increase over the Trident 660, and the Daytona’s 12,650-rpm redline is 20% higher than the Trident’s too. The engine cranks out 51 lb-ft of torque at 8,250 rpm (9% more than the Trident), with 80% of that power on tap at only 3,125 rpm. Triumph says the Daytona 660 will get you from 0-60 in just 3.6 seconds.

GEAR UP | Triumph Daytona 660

Helmet: Arai Corsair-X
Jacket: Alpinestars T-GP Plus R V3 Air
Airbag Vest: Alpinestars Tech-Air 5
Gloves: Alpinestars SP-8 v3 Air
Pants: Alpinestars Argon Tech
Boots: Fly Racing M21

Bespoke details | Triumph Daytona 660

At the tech briefing the night before our test ride, I got my first close look at the Daytona 660 in Satin Granite/Satin Jet Black, a color scheme that, combined with the “660” in neon green on the lower fairing, says “badass” without rubbing your nose in it. (Other colorways include Snowdonia White/Sapphire Black and Carnival Red/Sapphire Black.) The bike’s fit and finish make it look pricier than its $9,195 base price, and its styling is aggressive but exudes a bespoke elegance that stands out from its competition. Take a close look at how the fairing flows into the distinctive molding of the gas tank, or how the silencer nestles near the rear tire, and you’ll see that Triumph’s design team sweated the details. With minimal bodywork highlighting the powerplant and frame, the Daytona 660 looks impressive just leaning on its kickstand. I couldn’t wait to put some miles on it.

Capable commuter? | Triumph Daytona 660

We started our ride in morning traffic, threading through congested urban roundabouts – the first test of Triumph’s middleweight reset. Is the Daytona 660 a comfortable, capable, and intuitive commuter? It only took a few minutes on Spanish city streets to make me appreciate the availability of useful torque from low revs. Urban stop-and-go traffic is easier to navigate on a machine with a wide powerband, so you can squirt between vehicles without fiddling with the gearbox.

At low city speeds, even after shifting into a higher gear than necessary, the Daytona’s engine delivered smooth, confidence-inspiring power without the need to wind up to high rpm. The 6-speed gearbox, which has updated input/output shafts and revised gear ratios, is well-sorted. There are no annoying searches for neutral, each shift accompanied by a satisfying “snick,” and the slip/assist clutch feels light at the lever (Triumph offers an optional quickshifter for those who want to bypass the clutch).

The cockpit design is well-suited for city riding. The instrument panel, which is a hybrid LCD/TFT display, was easy to see through my tinted visor, even in bright light, and the tachometer, fuel gauge, gear indicator, and digital speedometer are clustered thoughtfully, giving me a lot of information with a quick glance down. The clip-on bars were easy on my wrists and didn’t force me to reach or crouch. Footpeg positioning was comfortable for my 6-foot frame. Likewise, the stock seat height of 31.9 inches was in the Goldilocks zone (Triumph offers a lower seat option that drops the saddle about an inch).

The Daytona 660’s engine, drivetrain, and ergonomics come together in an impressively intuitive commuter that I felt confident flinging around unfamiliar city streets on our way to the mountains to see if Triumph kept the “sport” in their new sportbike.

Into the mountains | Triumph Daytona 660

It was no accident that we were invited to ride the Daytona 660 through the mountains outside of Alicante. As we gained elevation, the beautifully engineered Spanish roads became downright exciting, with hairpins, sweepers, and significant elevation changes that put the bike’s chassis to the test. The radial 4-piston calipers, twin 310mm discs, and braided lines provided progressive, powerful braking without fading, even after miles of serpentine road.

Response from the throttle-by-wire throttle was precise and predictable. The three riding modes – Sport, Road, and Rain – each offer a different throttle response and level of traction control. Traction control can also be shut off, and a few of my fellow riders who did so had their rear tires step out on them under hard acceleration out of turns on dusty sections of road. I kept it engaged and didn’t have any such issues. In addition to traction control, the Daytona 660 is equipped with ABS, which adds to peace of mind when pushing the bike hard in the bends.

The Daytona 660’s steering geometry and stock Michelin Power 6 tires made it easy to flick through chicane-like mountain sections, and the Showa suspension – a nonadjustable 41mm inverted fork and a single rear shock with preload adjustability – kept things composed on hard braking into turns and over less-than-perfect bits of tarmac. The suspension package is not top-shelf, but it is up to the task for what most riders will ask the Daytona 660 to do: keep a big grin plastered on your face as you carve up your favorite backroads.

A great first impression | Triumph Daytona 660

The Daytona 660 won me over almost immediately. The folks at Triumph clearly spent a lot of time refining this machine, as it felt sorted out in a way that not all first-generation models do. And, as I spent more time on the bike and got a chance to uncork it on beautiful mountain roads, things just got better.

This is a powerful, agile, attractive motorcycle that ticks most of the important boxes for less than $10,000. Although our test ride kept me in the saddle for nearly eight hours, I was comfortable enough on the Daytona that I would readily sign up for touring duty, especially considering optional upgrades such as a tankbag and tailbag, heated grips, tire pressure monitoring, and the My Triumph Connectivity System that adds navigation as well as phone and music interactivity.

The Daytona 660 accomplishes what Triumph set out to do: reset the middleweight sportbike segment by offering a versatile, exciting motorcycle that is affordable enough for entry-level riders but capable enough for those with more experience and buying power. And, regardless of your moto skillset, this is a beautiful machine that outclasses the competition with design details usually reserved for pricier bikes. While this may not be the bike for riders who spend lots of time at their local track, that isn’t Triumph’s target audience. I hope Rider gets a Daytona 660 for a longer-term test, because the taste of this bike that I got in Spain left me wanting more.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

2024 Triumph Daytona 660 Specs

Base Price: $9,195
Website: TriumphMotorcycles.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
Displacement: 660cc
Bore x Stroke: 74.0 x 51.1mm
Horsepower: 94 hp @ 11,250 rpm (factory claim)
Torque: 51 lb-ft @ 8,250 rpm (factory claim)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 56.1 in.
Rake/Trail: 23.8 degrees/3.2 in.
Seat Height: 31.9 in.
Wet Weight: 443 lb (factory claim, 90% fuel)
Fuel Capacity: 3.7 gal.
Fuel Consumption: 57.6 mph (factory claim)

The post 2024 Triumph Daytona 660 Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 BMW M 1000 XR Review | First Ride

April 2, 2024 mcnews Leave a comment

2024 BMW M 1000 XR action — The BMW M 1000 XR blends elite levels of sportbike performance with a relatively comfortable riding position suitable for sport-touring duties.

BMW’s lineup of streetbikes is amazingly diverse, from single-cylinder roadsters all the way up to the supersized R 18 series, so there’s a Beemer for almost anyone. BMW’s all-conquering GS series attracts most of the headlines, but there’s another gem often hidden in the shadows.

2024 BMW M 1000 XR — BMW has packed 201 hp into this sub-500-lb package.

The S 1000 XR was one of the first sporty adventure-tourers on the market, eschewing off-road capability for street performance but with a longer-travel suspension than typical sportbikes. Introduced in 2015, the partially faired XR was based on the S 1000 R roadster using the mighty 999cc inline-Four from the S 1000 RR superbike.

BMW described the XR as an “Adventure Sport Bike,” while we see it as a high-performance sport-touring bike. Whatever term you prefer, the XR has been an outrageously fast way to carve up interstate maps with squiggly lines.

2024 BMW M 1000 XR front wheel — Monoblock brake calipers from Nissin provide impeccable braking feedback and power. Lightweight carbon fiber is used throughout the M 1000 XR when equipped with the M Competition package, including its fenders and wheels.

But when it comes to performance, there’s always a slice of the market that desires the utmost in speed, which is where this new M 1000 XR comes in. Boasting a seriously stout 201 hp, the M version of the XR takes the adventure sportbike theme to a stratospheric level.

2024 BMW M 1000 XR dash — A 6.5-inch TFT instrument panel supplies a variety of displays, including this Race view that shows traction control interventions and real-time lean angles.

“It’s like a racebike with benefits of a crossover,” BMW proclaimed at the M 1000 XR’s recent launch in Spain. Motorrad reps say it’s the lightest and most powerful crossover bike on the market, intended to rule the roost of bikes designed for long-distance high-performance.

2024 BMW M 1000 XR left controls — Instruments are easily navigated by BMW’s Multi-Controller wheel next to the handgrip. Cruise control is standard equipment.

The S 1000 XR was also updated for 2024, gaining 5 hp to 170 ponies and now retailing for $18,190. But our focus was on the M version, the third M model from BMW Motorrad following the M 1000 RR superbike and the M 1000 R roadster. The S 1000 XR has a curb weight of 500 lb, 8 lb more than the M-XR.

2024 BMW M 1000 XR tank — The XR has this handy storage compartment built into its fuel tank, perfect for carrying the keyless-ignition fob and other small items while out on a ride.

Design | BMW M 1000 XR

The XR still has a vestigial beak at its nose like ADVs do, but that’s as close to an adventure bike as the XR gets. Instead of a big schnoz masquerading as a front fender, the M 1000 XR has MotoGP-like winglets along the sides of its fairing.

BMW says the wings generate 41 lb of downforce at the M-XR’s 171-mph top speed, dropping to 25 lb at 137 mph. Probably a negligible amount at highway speeds, but the wings could be helpful at trackdays, which are part of the XR’s design brief.

2024 BMW M 1000 XR footpeg — A trick set of billet aluminum foot controls is part of the M Competition package, which are adjustable for angles and toe lengths.

The bike’s twin-beam aluminum frame remains unchanged, but the powerplant bolted to it has undergone serious hot-rodding based on the M 1000 RR’s mill. BMW’s ShiftCam technology accomplishes the magical feat of maintaining optimal power at lower engine speeds while significantly boosting top-end output.

Below 9,000 rpm, the motor is directed by camshaft lobes optimized for operating at lower revs. At higher revs, two electromechanical actuators switch the intake valves over to a hotter cam lobe (more lift and different timing) in just 10 milliseconds. The result is favorable torque in low- and medium-speed ranges along with significant gains in peak power.

Further aiding engine output are a set of variable-length intake ducts stolen from the M 1000 RR and M 1000 R, which switch to shorter ducts above 11,000 rpm. The redline takes a leap from the S 1000 XR’s 12,000 rpm to 14,600 rpm, a seriously high engine speed that is aided by lightweight titanium valves.

Of course, there is no such thing as an inexpensive 200-hp motorcycle. The M 1000 XR has a base price of $24,295, but it doesn’t have to stop there. Preface: Carbon-fiber wheels for a Ferrari 296GTB are a $33,748 option.

Ordering the M Competition package amps up the bike’s racy nature with a slathering of carbon-fiber trim, from a carbon ignition lock cover and cockpit trim to fenders, bodywork, and even a chain guard. The most expensive bits are the M Carbon wheels, which trim unsprung and inertial mass from the place where it makes the most difference on a motorcycle.

If you love carbon fiber (or buy Ferraris), the package’s $5,495 price might seem reasonable, and it also includes special billet footpegs, axle protectors, and a lap-timing GPS trigger. Curb weight gets shaved from 492 lb to 485.

2024 BMW M 1000 XR Akrapovic — The exhaust system ends in a titanium Akrapovic muffler, but most of the silencing is accomplished in chambers below the engine.

Comfortably Fast | BMW M 1000 XR

In front of our hotel in Spain was a lineup of M 1000 XRs in M Competition livery, a sinister black base peppered with blue and black accents. The overall look is visually arresting, even if it falls short of achieving pure aesthetic beauty.

Throwing over a leg, I was greeted by a relaxed riding position considering this bike’s performance potential. Despite its race-bred DNA, the M 1000 XR doesn’t compromise on rider comfort. The handlebar is within easy reach, and the M-branded seat feels plush. Front and center is a clearly readable 6.5-inch TFT display that can be connected to smartphones. The system’s complex capabilities are navigated by BMW’s innovative Multi-Controller wheel inboard of the left handgrip.

GEAR UP

Helmet: HJC DS-X1
Jacket: Alpinestars Hoxton V2
Pants: Alpinestars Copper V2
Gloves: Alpinestars GPX V2
Boots: Alpinestars Soho

Firing up the XR, ears are greeted with a snarling exhaust note emitted by the tidy titanium Akrapovic muffler with a carbon cap. Most of the muffling takes place in a convoluted system of pipework placed under the engine. A quick blip of the throttle immediately sends revs soaring, a portent of fun times to follow.

Clutch pull is modest, and it barely needs to be bothered with thanks to a highly effective quickshifter that swaps cogs seamlessly. Despite the XR’s high-strung potential, it does a fine job of wading through city streets on the way out of town. Power is omnipresent no matter the engine speed, and the bike is easy to manage in tight spaces.

Next up was a highway stint that highlighted the XR’s comfort. The two-position windscreen is adjustable on the fly, and there’s a generous amount of space between the seat and the bars. The seat is fairly tall at 33.5 inches, which allows adequate legroom despite the high-set footpegs that enable dizzying lean angles without touching down. The M Competition foot controls also allow adjustments to fine-tune their fit for different riders.

In this environment, the “Road” ride mode delivers smooth throttle responses and a smooth ride from the semi-active suspension that has 5.4 inches of travel at both ends. Engine vibration is present but isn’t aggravating. Cruise control is standard equipment, and it operates flawlessly and can be set in 1-mph increments.

Ultimate Streetbike Performance | BMW M 1000 XR

After arriving in a rural area, the hilly, twisty roads ahead called for a different ride mode. I toggled to Dynamic, which sharpens the throttle responses and firms up suspension damping. Other modes available are Rain, Race, and three levels of Race Pro. I sampled the Race mode but eventually switched back to Dynamic, which suited me perfectly.

It was finally time to experience the power on tap from the M 1000 XR. Holy crap, this thing is fast! BMW says it can accelerate to 124 mph in just 7.4 seconds – that’s 1.3 seconds quicker than the S 1000 XR, partly due to the M’s shorter gearing. And if you’re brave enough to keep the throttle twisted past that speed, the acceleration forces barely diminish.

Fully up to the task of shedding big speeds are the M-XR’s brakes. I was initially disappointed to not see Brembo’s Stylema calipers, which are often found on premium bikes and are the best clampers I’ve tested. However, the XR’s monoblock Nissin calipers developed with BMW feel just as good as the vaunted Stylemas, with a firm lever and precise feedback. Very impressive!

The Dynamic Damping Control system transforms the suspension from touring-plush to sportbike-firm at the touch of a button. It takes cues from a 6-axis IMU to keep the bike settled regardless of how aggressively it’s ridden.

And the M 1000 XR thrives when ridden aggressively. Its relatively high and wide handlebar encourages quick steering transitions, which are certainly aided by the ultra-lightweight carbon wheels. Its agility is exceptional, and once levered over, the sportbike-derived chassis remains steadfast while the suspension’s DDC continually adjusts and adapts to every situation.

Indelible | BMW M 1000 XR

On the way back to the hotel, I reflected on a particular section of our ride. We were untangling a seemingly endless series of twists and turns interjected with occasional straight sections that enabled room to rev out the engine and seamlessly bang a few shifts. I was having so much fun that I was literally grinning and giggling in my helmet.

The M 1000 XR’s extreme performance and unflappable composure made me think I was on one of the best bikes in the world for twisty roads. Its glorious motor provides acceleration that will take your breath away, and you’d think it was terrific even if you never revved it above 9,000 rpm. The M-XR has agility that will shame many sportbikes, and it has race-level braking power backed by cornering ABS.

And when it’s time to leave the canyons, the M-XR transforms into a relatively comfy touring bike. Riders are coddled with decent wind protection, a plush suspension, and amenities like heated grips and cruise control.

Whether unraveling twisty mountain roads or devouring miles on the open highway, the M 1000 XR offers an unrivaled combination of performance, luxury, technological sophistication, and immaculate attention to detail. Now I just gotta remember where I stashed that $30K wad I was setting aside for something special…

2024 BMW M 1000 XR Specs

Base Price:  $24,295
Price As Tested: $30,485 (M Competition package)
Warranty: 2 yrs., unltd. miles 
Website: BMWmotorcycles.com

ENGINE 

Type: Liquid-cooled, transverse inline-Four, DOHC w/ variable valve timing, 4 valves per cyl. 
Displacement: 999cc 
Bore x Stroke: 80.0 x 49.7.0mm 
Horsepower: 201 @ 12,750 rpm (factory claim)
Torque: 83 lb-ft @ 11,000 rpm (factory claim)
Compression Ratio: 13.3:1 
Valve Insp. Interval: 18,000 miles 
Fuel Delivery: EFI w/ throttle-by-wire, 48mm throttle bodies 
Transmission: 6-speed, cable-actuated slip/assist wet clutch 
Final Drive: Chain

CHASSIS

Frame: Twin-beam aluminum, cast aluminum swingarm 
Wheelbase: 60.9 in.
Rake/Trail: 25.1 degrees/4.6 in.
Seat Height: 33.5 in.
Suspension, Front: 45mm inverted fork, semi-active, 5.4 in. travel
Rear: Single linkage shock, ~~adj.~~ semi-active, 5.4 in. travel
Brakes, Front: Dual 320mm discs w/ 4-piston radial calipers & cornering ABS 
Rear: Single 265mm disc w/ 1-piston caliper & cornering ABS 
Wheels, Front: Carbon fiber, 3.5 x 17 (as tested)
Rear: Carbon fiber, 6.0 x 17 (as tested)
Tires, Front: 120/70-ZR17
Rear: 200/55-ZR17  
Wet Weight: 492 lb (as tested, factory claim)
Fuel Capacity: 5.3 gal.

The post 2024 BMW M 1000 XR Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2025 Triumph Rocket 3 Storm R/GT Review | First Look

March 19, 2024 mcnews Leave a comment

2025 Triumph Rocket 3 Storm R Carnival Red — 2025 Triumph Rocket 3 Storm R in Carnival Red with Sapphire Black

To celebrate 20 years of the Rocket 3, a muscle bike with the largest engine in a production motorcycle, Triumph has unveiled the 2025 Triumph Rocket 3 Storm R and Rocket 3 Storm GT. Their 2,458cc in-line Triple cranks out even more power – up 15 ponies to a massive 180 hp and 166 lb-ft of torque (up 3). They also feature lighter wheels, blacked-out styling, and dark color schemes.

When we tested a 2023 Triumph Rocket 3 R, we said it is “all about heart-pumping stimulation. It’s the sort of bike you lie awake at night and think about, triangulating a plan to get one into your garage. Just as Sméagol was corrupted by the Ring, the Rocket 3 will take over your thoughts and make you do naughty things. If you want to be King of the Road, there’s nothing else like it.”

2025 Triumph Rocket 3 Storm GT Pacific Blue — 2025 Triumph Rocket 3 Storm GT in Satin Pacific Blue with Matte Sapphire Black

The two versions of the Rocket 3 Storm, R and GT, share many similarities, with most differences between the two lying in the ergonomics and paint. The R is the roadster option with a seat height of 30.4 inches and mid-position foot controls with two settings that offer 0.6 inch of vertical adjustment.

The GT version is more touring-focused with the handlebar grips 5 inches back compared to the R, a more upright riding position, a sculpted touring rider seat set at 29.5 inches and a more generously padded passenger seat compared to the R’s, with an adjustable passenger backrest. The GT also features forward foot controls with 2 inches of adjustment over three horizontal settings.

2025 Triumph Rocket 3 Storm GT Passenger Seat

The Rocket 3’s 16-inch rear and 17-inch front wheels have been updated with a 10-spoke cast-aluminum design to reduce unsprung mass for better steering response. These two models keep their lightweight aluminum frame that uses cast and forged elements. The bikes have 4.75-gallon fuel tanks (now with the Storm name on it), and they weigh in at 705 lb for the Rocket 3 Storm R and 699 lb for the Rocket 3 Storm GT.

2025 Triumph Rocket 3 Storm R Granite — 2025 Triumph Rocket 3 Storm R in Sapphire Black with Granite

Slowing down these massively powered motorcycles are Brembo Stylema calipers biting two 320mm discs up front and a Brembo M4.32 4-piston radial monoblock rear caliper pinching a 300mm disc in the rear. Suspension comes from a Showa monoshock with piggyback reservoir that’s fully adjustable and 47mm Showa forks that are adjustable for rebound and compression damping.

2025 Triumph Rocket 3 Storm GT Carnival Red — 2025 Triumph Rocket 3 Storm GT in Carnival Red with Sapphire Black

Completing the package is a suite of rider aids and technology as standard. The Rocket 3 Storm R and GT come with lean-sensitive cornering ABS, traction control, Ride-by-Wire, a Torque Assist clutch, Hill Hold, four ride modes (Road, Rain, Sport, Rider-configurable), cruise control, a keyless ignition and steering lock, and a USB charging socket. Instrumentation comes in the form of a color TFT operated by a five-way back-lit joystick and with two information layout design themes.

Riders can choose to outfit their Rocket 3 Storm R or GT with the optional Quickshifter or any of the 50 Genuine Triumph Accessories, including foot controls, seats, plug-and-play tech, styling parts, and others.

The 2025 Rocket 3 Storm R will be available in Carnival Red with Sapphire Black, Satin Pacific Blue with Matte Sapphire Black, or Sapphire Black with Granite for $24,995. The 2025 Rocket 3 Storm GT will be available in the same colors but with the color split of the tank reversed, retailing for $29,795.

Visit the Triumph website for more information.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

The post 2025 Triumph Rocket 3 Storm R/GT Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

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2024 Indian Roadmaster Elite Review | First Look

February 6, 2024 mcnews Leave a comment

Indian Motorcycle has added to its high-end Elite lineup with the 2024 Roadmaster Elite. Like other models in this Elite program, the Indian Roadmaster Elite includes premium features and a custom paint scheme, and it’s limited to only 350 units worldwide.

The Indian Roadmaster Elite first draws the eye with its dazzling tri-tone Indian Motorcycle Red paint scheme. This paint scheme honors the Indian Motorcycle Red paint first seen in 1904. For 2024, Indian Motorcycle partnered with paint shops Gunslinger Custom Paint in Colorado and Custom Painted Vehicles in Wisconsin to ensure the highest-quality finishes. Each motorcycle will also include an exclusive Elite badging with an individually numbered center console and a silhouette of a 1904 Indian Camelback, the bike that first received the Indian Motorcycle Red paint.

“Our Elite models take the incredibly high bar we set for all of our products, and raise it even higher, offering something more exclusive for the rider who wants to make sure their bike is a cut above anything else on the road,” said Aaron Jax, vice president for Indian Motorcycle. “What I love about the new Roadmaster Elite is how we’ve taken the historic Indian Motorcycle Red and given it a tougher, meaner attitude with blacked-out styling.”

The tri-tone paint includes Indian Motorcycle Red Candy, Dark Indian Motorcycle Red Candy, and Black Candy, along with handpainted Championship Gold pinstripes, and each bike takes more than 24 hours to complete.

“Our design team is always thrilled to work on the Elite models, because we’re essentially given the keys to design our very own custom bike, but instead of just one, hundreds will be available around the world,” said Ola Stenegard, director of product design for Indian Motorcycle. “With each new Elite model, we pull through custom bike trends to create something that’s not only current and relevant, but authentically aligns with the Indian Motorcycle brand and complements each model’s inherent DNA.”

See all of Rider‘s Indian coverage here.

Aside from top-notch paint jobs, Indian’s Elite collection also includes premium features and components from the brand. The 2024 Indian Roadmaster Elite will include PowerBand Audio with Bass Boost & UnderGlow, which was introduced in 2023 and delivers 50% louder audio through 12 speakers in the front fairing, saddlebags, and touring trunk. Also included is the Pathfinder Adaptive LED Headlight, which improves visibility by adjusting illumination based on the bike’s lean angle. Pathfinder LED lights can also be found in the bike’s saddlebags to provide better visibility of the bike to other motorists.

Other premium details on the 2024 Indian Roadmaster Elite include a gloss black painted dash, polished driver and passenger Indian headdress floorboards, a color-matched stitched heated and cooled seat, a tinted flare windshield, passenger arm rests, backlit switch cubes, and 10-spoke precision machined wheels.

The 2024 Indian Roadmaster Elite will have an MSRP of $41,999 and will begin arriving in dealerships this spring. Find more information at the Indian Motorcycle website.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

The post 2024 Indian Roadmaster Elite Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Triumph Tiger 900 Review | First Ride

December 22, 2023 mcnews Leave a comment

2024 Triumph GT Pro cornering — Triumph’s Tiger 900 lineup has been revamped for 2024, now with a more potent three-cylinder engine. (Photos courtesy Triumph Motorcycles)

Middleweight adventure bikes are perhaps the hottest segment in motorcycling – even if the definition of “middleweight” keeps creeping upward. It’s why Triumph has given its lauded Tiger 900 a revamp just four years after its introduction, gaining a 13% boost in power from its inline-Triple, plus new TFT instrumentation, sharper styling, and updated electronics. The pursuit of perfection at Triumph continues.

The Tiger 900 slots into a market full of a highly diverse crop of ADVs, and Triumph is cleverly aiming for two types of customers with the Tiger 900s. The GT and GT Pro versions skew toward the sport-touring market – let’s call it the sport-adventure category. Bikes in this class typically use cast-aluminum wheels with 19-inch fronts. Unchanged for 2024 but still in the lineup is the road-biased Tiger 850 Sport.

The Tiger 900 Rally Pro is intended for tackling off-road terrain, using a 21-inch front tire and riding on wire-spoke wheels. It will do battle with bikes like the Ducati Desert-X and the Austrian stablemates of KTMs and Husqvarnas in their various middleweight guises.

All Tiger 900s come equipped with cruise control, heated grips, machined adventure footpegs cushioned by removable rubber inserts, and four ride modes: Rain, Road, Sport, and Off-Road, the latter switching off rear ABS. Pro models get a customizable Rider mode and enjoy clutchless up- and downshifts with a quickshifter, as well as a centerstand and tire-pressure monitoring. Triumph no longer offers the Rally in a non-Pro variant nor the GT Low.

2024 Triumph Tiger 900 GT Pro and Rally Pro — Triumph offers two appealing forms middleweight ADVs. The Tiger 900 GT Pro (left) is road-biased, while the Rally Pro (right) is fully equipped for off-roading. Note the substantial aluminum skidplate and protective bars over the engine.

The existing Tiger 900s were already admirable machines that are capable, versatile, and stylish – more than 45,000 have been sold. At the new bikes’ presentation, Triumph boiled down the new Tigers’ key points: more performance, capability, comfort, and attitude.

To give us a chance to put the Tigers through their paces, Triumph invited us to southern Spain for two days of riding. The first day would be entirely on asphalt in the hills north of Málaga, while the second day was spent almost entirely off-road on some amazingly twisty and scenic trails in El Torcal de Antequera nature preserve.

Warm-Up | Triumph Tiger 900

Triumph treats its 900 Pro buyers to heated seats and grips as standard equipment, both godsends when it’s chilly like it was when we set off shortly after dawn. Fingers were kept cozy on heating elements behind the standard handguards, while my buns got so toasty I shut down the seat heat after only an hour. Surely I would’ve survived without the extra heat, but a comfy rider is a happy rider.

Another aspect that makes a happy rider is more power – I’ve never met an engine that wouldn’t be better with a bump in ponies, assuming low-end grunt isn’t marginalized. Kudos to Triumph for redesigning its 888cc engine just four years after it debuted, giving it 13 extra horsies for a peak of 107 hp – two higher than KTM’s venerable 890. This will surely please my friend Glenn, who bought a GT Pro on my recommendation a few years ago. His only complaint is that he wished it had more oomph when he was two-up with his wife.

Engineers made several major tweaks to unleash more power, including a new cylinder head with larger inlet ports and optimized oval exhaust ports working in partnership with higher-lift camshafts. New pistons bump the compression ratio to 13:1. Harvesting additional low-end power are 15mm longer intake trumpets. Peak torque is up 2.2 lb-ft to 66.4 at 6,850 rpm.

From behind the bars and if you’re not in much of a hurry, Triumph’s unique T-plane Triple doesn’t feel much different. A dyno chart reveals the old engine has an imperceptible edge in grunt until 4,500 rpm before the new engine boasts clear superiority the rest of the way to redline, especially around 7,500 rpm when the previous motor begins to peter out and the new one continues surging to its 9,500-rpm peak. There was nothing wrong with the previous powerplant, but this new one is clearly superior and adds a compelling upper-rev swell the old mill lacked.

Adding to the impression of speed is the pleasantly authoritative bark from a lighter and freer-flowing exhaust system, which somehow gets by with the loss of its second catalyzer near the rider’s foot, helping to lighten the system. Incredibly, Triumph claims the more powerful motor has 9% better emissions and fuel economy, netting a 264-mile range from the 5.3-gallon fuel tank.

More good engine news: Valve inspection intervals have been extended from 12,000 miles to 18,000, which will reduce long-term maintenance costs.

Meanwhile, the cockpit has been upgraded to include the Tiger 1200’s 7-inch TFT with Bluetooth connectivity, along with its more user-friendly interface. The My Triumph Connectivity System enables liaising with navigation, phone calls, and music. Device charging is handled by a USB-C cockpit charger, a 12V socket next to the seat-release keyhole, and a USB-A charger under the seat.

2024 Triumph Tiger 900 TFT instruments — New for 2024 is this attractive 7-inch TFT instrument panel borrowed from the Tiger 1200.

GT vs. Rally | Triumph Tiger 900

Wind protection from the hand-adjustable windscreen was quite good despite its narrow profile. It has a 2-inch range over five settings. The lowest position allowed my short body to clearly look over the screen and provided smooth airflow over my helmet. When riding the GT Pro, I preferred the seat in its higher position, adding 0.8 inch extra legroom and placing the seat at a still-reasonable 33.1 inches.

Both GT models use a fully adjustable Marzocchi 45mm fork with 7.1 inches of travel. The Marzocchi shock yields 6.7 inches and has adjustable preload and rebound damping, but the Pro model features an electronically adjustable shock that can be toggled to four load positions with their damping settings automatically adjusted as appropriate for the set preload.

2024 Triumph Tiger 900 GT Pro scenic — The Tiger 900 GT Pro reigns in Spain.

The dirt-ready Rally Pro goes up a level with 9.4 inches of travel from its fully adjustable Showa fork, while the Showa shock has 9.1 inches of travel and a full range of manual adjustability. The seat height of the Rally begins at 33.9 inches and can be extended to 34.6. Both the GT and Rally models can be fitted with an accessory seat that brings down heights by 0.8 inch.

The seats are “enhanced” with thicker and flatter foam. Tellingly, I didn’t think about seat comfort even once during my days on the new 900s. Further comfort enhancement is provided by a new rubber-mounting system for the handlebar to quell vibration, said to be carefully tuned to avoid a rubbery steering feel. No complaints from me.

When our cadre of test riders were faced with endless twisty sections of pavement, the GT Pro displayed a more direct connection with the road surfaces, especially at the front end where its 100/90-19 Metzeler Tourance Next tire provided clearer feedback when leaned over in corners.

The Rally Pro feels more gangly when unwinding twisty roads, but it performs better than expected for a bike with an adventure-ready 90/90-21 front tire, a Bridgestone Battlax Adventure, backed up by a 150/70-17 rear. Happily, the wheel design allows the use of tubeless rubber that is easier to fix while on the road than tubes.

2024 Triumph Tiger 900 Rally Pro cornering — The Rally Pro is surprisingly adept on twisty roads for a bike that does so well off-road.

All Tiger 900s continue to employ Brembo’s stellar Stylema brake calipers on the front end, and the radial-mount 4-piston monoblock pinchers are generally regarded as the best in the business. Allied with a radial-pump master cylinder and 320mm rotors, they are potent and faultless.

Braking upgrades come in the form of Continental’s new MIB Evo controller, which sriumph says optimizes the cornering ABS function allied with the six-axis IMU.

Also new is the “Emergency Declaration Warning,” which flashes the taillight and rear turnsignals when the bike decelerates at a rapid rate, alerting any following riders/drivers of potential danger. There were a few times during our rides when a rider in front of me overcooked their speed into a corner and had to jam on the brakes, and the warning lights that flashed before me were impossible to ignore. Rear-end collisions are on the rise and can be lethal to riders, so this is truly a safety advancement.

Dipping too aggressively into the front brake lever causes the Tiger’s front end to dive, especially on the taller Rally. This reveals the one modern motorcycle feature not available on this bike: semi-active suspension. Such electronically controlled suspensions dramatically limit chassis pitching, particularly during braking. Triumph uses it on its Tiger 1200 but not here. The GT Pro’s electronic shock isn’t active – its settings are fixed.

Getting Dirty

The GT is capable of mild off-roading on fire roads and the like, but it’s the Rally Pro that you’ll want for tackling rough terrain. Its long-travel suspension and higher ground clearance enable traversing topography you might not think possible on an adventure-tourer of this size.

2024 Triumph Tiger 900 Rally Pro trail — Trails like this are an ideal playground for the Tiger 900 Rally Pro.

In addition to its longer legs, the Rally Pro adds compression adjustment to its shock and an Off-Road Pro ride mode that disables traction control and ABS at both ends for maximal rider control. The Rally also gets a handlebar positioned 0.6 inch closer to the rider to provide better ergonomics when riding in a standing position. The rear brake lever’s foot nub can be rotated to supply a lower position that works well when standing.

More grip is always welcome in the dirt, so we were grateful to see Michelin Anakee Wild 50/50 on/off-road rubber spooned on for our off-road day. They have full-knobby tread blocks and provided excellent traction on the trails. Just as impressive, they also performed suprisingly well on the few bits of twisty tarmac on our route, exhibiting a neutral steering feel. They didn’t have as much grip on asphalt, of course, but that enabled some thrilling powerslides on the pavement!

2024 Triumph Tiger 900 Rally Pro left side — ADVs are excellent sport-tourers that give riders confidence to head for interesting unpaved roads.

As some of us are painfully aware, riding on tenuous grip situations off-road can result in the dreaded fall-down-go-boom. One journo suffered a 35-mph lowside when the front end of his Tiger lost traction, but the bike was ridden away from the crash thanks to the Rally’s stainless-steel crash bars surrounding the engine. Protective bars for the fuel tank can be sourced from Triumph’s accessory catalog.

My talents off-road are mediocre, but I felt mildly heroic blasting around some fairly technical terrain on this substantial but manageable 503-lb Triumph. The motor is amazingly flexible, causing me to reevaluate using 1st gear in most conditions, which resulted in excessive chassis pitching from too much engine braking. Instead, I plopped it into 2nd to let the willing engine tractor away from as low as just 2,000 rpm. Perhaps not notable from a 1,200cc Twin, but very impressive for an 888cc Triple.

Our ride culminated at Spain’s Triumph Adventure Riding Experience site where we were able to play around on natural obstacles and hills. It was there that I first heard the ugly scraping sound of metal on rocks under the bike, and I was glad Triumph has fitted a more substantial aluminum sump guard to the Rally Pro. It looks to be a nicely engineered piece that will slide over rocks and protect vital engine parts.

2024 Triumph Tiger 900 Rally Pro slide — The Rally Pro is equipped with an Off-Road Pro mode that switches off ABS and traction control, giving riders supreme authority over the bike.

Perhaps the only caveat to lauding the Rally Pro is that it might not be as agile in technical terrain as the KTM 890 Adventure, Husqvarna Norden 901, or some smaller-displacement bikes like Yamaha’s Ténéré 700 or Suzuki’s V-Strom 800DE. But the Tiger has an edge as a streetbike, especially with its comfort and convenience features.

We were also treated to a performance by Triumph’s factory racer Iván Cervantes. The Spaniard’s brilliance on a large ADV was mind-blowing, riding it around as if it was just a big dirtbike. This shouldn’t be a surprise, as Cervantes has ridden Tiger 900s to victories in the 2022 Baja Aragón Rally Trail Class, the Hard-Trail class in the 1000 Dunas Raid, and the Maxi-Trail class in the Bassella Enduro. His talent on a motorbike is exceptional and inspiring – and humbling.

Ivan Cervantes action roost — Factory racer Ivan Cervantes demonstrating his championship-winning skills on a Tiger 900 Rally Pro.

Dusting Off

It’s a little anticlimatic to review a bike I already liked after it’s been improved, but that’s the case with the Tiger 900 family. It was previously a platform worth parking in your garage, and now it’s even better.

The new TFT instrumentation pleases eyes and is easy to navigate, the ergonomic triangle with comfier seats allows for long days on the road, and heated touchpoints keep riders warm even if ambient temperatures would indicate otherwise.

2024 Triumph Tiger 900 Rally Pro right side — The revamped Tiger 900 motor retains its ability to tractor out of corners at low revs.

Most impressive is the invigorated character of the Tiger’s T-plane engine. It growls with a guttural bark rather than singing like its Triple-powered stablemates, and its newfound top-end lunge is delightful. A smoothly operating up/down quickshifter keeps the motor on the boil and ready for action.

The only caveat to a full-throated endorsement of the Triumph Tiger 900 is the bounty of appealing competitors in the class. Along with the aforementioned KTMs and Huskys are Ducati’s Desert-X and Suzuki’s V-Strom 1050, plus Honda’s amiable Africa Twin and the new Transalp. In terms of value, it’s tough to beat Yamaha’s recently upgraded T7, and BMW will soon give us a ride on its overhauled F 900 GS.

Riders looking for a soft-roader ADV can get the base GT for a reasonable $14,995 or take a jump to $16,895 for the fully featured GT Pro. The Rally Pro has an MSRP of $17,395. Shoppers for middleweight adventure bikes are truly spoiled for choice these days.

2024 Triumph Tiger 900 Rally Pro hill climb — Some say 500-lb ADVs aren’t any fun to ride off-road. We disagree.

2024 Triumph Tiger 900 GT Specs (Rally Pro)

Base Price: $14,995 ($17,395)
Warranty: 2 yrs., unltd. miles
Website: TriumphMotorcycles.com

ENGINE

Type: Liquid-cooled, transverse in-line Triple, DOHC w/ 4 valves per cyl.
Displacement: 888cc
Bore x Stroke: 78.0 x 61.9mm
Compression Ratio: 13.0:1
Valve Insp. Interval: 18,000 miles
Fuel Delivery: EFI w/ throttle-by-wire, 44mm throttle bodies x 4
Lubrication System: Wet sump, 3.9 qt. cap.
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain

CHASSIS

Frame: Tubular-steel trellis frame, aluminum subframe & swingarm
Wheelbase: 61.3 in. (61.1)
Rake/Trail: 24.6 degrees/4.0 in. (24.4/4.6)
Seat Height: 32.3-33.1 in. (33.9-34.6)
Suspension, Front: 45mm inverted fork, fully adj., 7.1 in. travel (9.4)
Rear: Single linkage shock, w/ spring preload and reb. adj., 6.7 in. travel (fully adj., 9.1)
Brakes, Front: Dual 320mm floating discs w/ 4-piston radial monoblock calipers & cornering ABS
Rear: Single 255mm disc w/ 1-piston caliper & cornering ABS
Wheels, Front: Cast, 2.5 x 19 in. (Spoked, 2.15 x 21)
Rear: Cast, 4.25 x 17 in. (Spoked, 4.25 x 17)
Tires, Front: 100/90-19 (90/90-21)
Rear: 150/70-17
Wet Weight: 483-489 lb (503)

PERFORMANCE

Horsepower: 106.5 hp @ 9,500 rpm (factory claim)
Torque: 66.4 lb-ft @ 6,850 rpm (factory claim)
Fuel Capacity: 5.3 gals.

The post 2024 Triumph Tiger 900 Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 KTM 990 Duke Review | First Look

November 7, 2023 mcnews Leave a comment

KTM has significantly upgraded its popular middleweight naked bike for 2024. Replacing the 2023 890 Duke R is the 2024 KTM 990 Duke, with sharper styling, a new frame and swingarm, a new engine with increased horsepower and torque figures, new WP suspension components, a redesigned exhaust, and an all-new LED headlight design.

The 2017 KTM 790 Duke, nicknamed the “Scalpel,” saw immediate success. In 2020, the model was upgraded to the 890 Duke R, followed by the 890 Duke in 2021, which returned to KTM’s lineup in 2023. The 2024 KTM 990 Duke drops the Scalpel moniker in exchange for the “Sniper,” representing the upgraded model’s focus on precision, agility, and performance. The 2024 model also comes 30 years after the first Duke, the 1994 620 Duke Single, marking 30 years of KTM Dukes.

Engine

The 2024 KTM 990 Duke is powered by a new liquid-cooled 947cc parallel-Twin LC8c engine, which will have increased horsepower and torque figures, making a claimed 123 hp and 76 lb-ft of torque. The engine features more aggressive camshaft profiles and longer valve openings. The 990 Duke 2also gets an updated knock control system and a wider radiator with optimized airflow.

The new exhaust system is complete stainless steel and has been redesigned to better suit the higher displacement. The lambda sensors have been upgraded to be more accurate at getting exact data from the exhaust for optimal tuning on the fly.

Chassis

The higher-powered engine is fitted into a completely new steel tube frame designed for “sporty feel and positive feedback.” The new frame design includes a revised swingarm pivot point where the frame goes down the outside of the swingarm bolt for greater stiffness. The new gravity die-cast swingarm is lighter than the previous construction by 4.8 lb and has reduced swingarm stiffness. Overall, the KTM 990 Duke has a ready-to-ride weight of 395 lb.

The 990 Duke gets a new seat design for 2024. Compared to the 890 Duke, the 990 Duke’s seat is angled 2 degrees upward in the front section to prevent the rider sliding forward, and the overall seat height is 32.4 inches. The passenger seat is moved up by 0.8 inch to give the passenger a better view and more comfort.

The footpegs feature an aluminum construction with a rubber insert and are positioned for a sporty riding experience. For 2024, the shift lever has been moved closer to the footpeg for an easier reach.

Wheels, Tires, and Brakes

The 2024 KTM 990 Duke also gets new wheels and tires, with 17-inch front and rear wheels shod with Bridgestone S22 tires.

Stopping power on the 990 Duke comes from dual 300mm discs up front paired with 4-piston radially mounted calipers and a 240mm disc in the rear. A new disc mount saves about 1.1 lb of weight on either side of the front wheel. The new disc mount together with lighter brake discs allow for a lower rotating mass for easier change of direction. KTM’s Supermoto ABS comes standard.

Suspension

The 990 Duke is equipped with a 43mm WP Apex inverted fork that provides 5.5 inches of travel and uses a split function technology that allows compression and rebound damping to take place in separate fork legs. Compression and rebound are adjustable through five clicks. Rear suspension comes in the form of a WP Apex Monotube shock. Rebound can be adjusted through five clicks, and preload can be adjusted manually.

Technology

The Scalpel has always benefitted from plenty of tech, and that trend continues with the Sniper, including all-LED lighting, a color 5-inch TFT display, ride modes, and more.

The 5-inch TFT dash includes scratch and glare resistance, new graphics, and a redesigned menu structure. A USB-C connection is included, and a favorites area at the bottom of the display allows riders to preset four preferences.

The KTM 990 Duke includes three ride modes as standard (Rain, Street, and Sport), as well as two optional ride modes (Performance and Track). Rain mode offers the smoothest throttle response and reduces max power, along with the highest traction-control setting. Street mode is the default for normal riding with full power, default throttle control, and traction control suitable for street riding. Sport mode gives the rider full power, more direct throttle control, and less traction-control intervention to allow moderate wheelspin.

The optional Performance mode allows the rider to customize traction control intervention and throttle control, and anti-wheelie control can be switched off. Additionally, launch control can be toggled, and cruise control is available. Track mode, also optional, allows the same customization options along with two display settings with a focus on lap times. Track mode disables cruise control.

Additionally, the 990 Duke comes with a Demo ride mode, which allows the rider access to all optional software for the first 1,500 kilometers free of change. Demo mode gives the rider the chance to try out the Performance and Track modes, Quickshifter+, and other software options before deciding to buy them.

Styling

The 990 Duke’s styling also receives an upgrade that pushes it closer to the look of the 1290 Super Duke. In celebration of 30 years of the Duke, the 990 Duke will get two all-new colorways. A new 3.8-gallon steel fuel tank design adds to the new and aggressive appearance.

Another styling upgrade comes in the form of the new angular LED headlight design. Auto-adjusting position and daytime running lights are located along the edges of the headlight, and low beam is located in the central part of the headlight.

The 2024 KTM 990 Duke will be available in orange or black color options with an MSRP of $12,500. For more information, visit the KTM website.

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

The post 2024 KTM 990 Duke Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Triumph Tiger 900 Review | First Look

October 31, 2023 mcnews Leave a comment

2024 Triumph Tiger 900 GT Pro Rally Pro — 2024 Triumph Tiger 900 GT Pro and Tiger 900 Rally Pro

Triumph has announced the 2024 Triumph Tiger 900 range, which includes the Tiger 900 GT, Tiger 900 GT Pro, and Tiger 900 Rally Pro, with each bike providing more of what the company says its customers have grown to love about the Tiger 900.

“Just like our latest generation Street Triple, while the Tiger 900 has had a big impact, we’re never happy here at Triumph to rest on our laurels,” James Wood, Triumph’s global product marketing manager, said at the unveiling of the new Tiger 900 lineup. “As a team, we’re always pushing forward on every key dimension, always looking to make it better.”

Triumph Chief Product Officer Steve Sargent also sang the bike’s praises.

“The Tiger 900 already has an excellent reputation as an award-winner and rally competitor, enjoying success against production motorcycles as well as purpose-built off-road machines,” he said. “In fact, the Tiger 900 Rally Pro was used by World Enduro Champion Iván Cervantes, securing champion titles at the Baja Aragón Rally, 1000 Dunas Raid, and Bassela Enduro in 2022. With such an impressive pedigree, we needed to set ourselves a high target to improve the new Tiger 900. We were focused on raising the game in the middleweight category all over again.”

Wood said the new Triumph Tiger 900 range will deliver “more performance, more capability, more all-day comfort, and more attitude.”

“Basically, a significant step up, all while maintaining and delivering that unique Tiger triple character and easy agile dynamic ride.”

Some of the changes to the range include a significant engine upgrade, higher peak torque, better fuel economy, new safety features, new instrumentation, a new rider seat, and a damped handlebar mounting system to provide more long-distance comfort.

2023 Triumph Tiger 900 GT Low | Tour Test Review

2024 Triumph Tiger 900: More Performance

Unique to Triumph, the T-plane crank engine with its 1-3-2 firing order and distinctive, raspy triple exhaust bark, has been further developed for the new Tiger 900 range.

2024 Triumph Tiger 900 GT Pro Carnival Red Sapphire Black — 2024 Triumph Tiger 900 GT Pro in Carnival Red and Sapphire Black

Revisions to the liquid-cooled 888cc inline-Triple with DOHC and 4 valves per cylinder have resulted in a claimed power increase of 13%, taking the Tiger 900 from 93.7 hp to 106.5 hp. Triumph says this has been achieved while gaining more torque and tractability at low rpms. The increased power can be felt throughout the rev-range.

However, for this increase in power, the bikes have also seen a claimed 9% increase in fuel economy, which means less emissions. Wood said the Triumph Tiger 900 line is now above 60 mpg. With a 5.3-gal fuel tank, that gives an estimated 317-mile range.

“What’s really great about our Moto2 activity, and what we learned from the Moto2 racing, is that it doesn’t just benefit the roadsters and the super sports bikes,” he said. “We take that learning and we apply it across everything we do as a company, all the engines we design, and we’ve managed to take a lot of that learning to feed into the big changes we’ve made to the engine here and deliver this extra power but also the extra efficiency.”

2020 Triumph Tiger 900 Rally Pro | Tour Test Review

Each new Tiger 900 model also benefits from a specific suspension setup, designed to meet the needs of the rider for each model. The GT is fitted with Marzocchi suspension with adjustable compression and rebound damping. The GT Pro also uses Marzocchi suspension. A fully adjustable fork is matched to an electronically adjustable rear suspension unit, which allows for easy preload adjustments at the touch of a button to suit riders traveling solo, with a pillion, or fully loaded. Both bikes feature 7.1/6.7 inches of travel front/rear. The Rally Pro uses Showa suspension, offering riders full adjustability and 9.5/9.1 inches of travel front/rear.

For stopping power, Brembo Stylema brake calipers are fitted to all three new Triumph Tiger 900 models, with 4-piston monoblock calipers grabbing twin 320mm discs up front and a single-piston sliding caliper and 255mm disc in the back.

The braking system automatically balances front and rear braking effort, working in harmony with the standard optimized cornering ABS system, to improve stability under hard braking while significantly reducing stopping distances.

2024 Triumph Tiger 900 GT Pro Snowdonia White — 2024 Triumph Tiger 900 GT Pro in Snowdonia White

2024 Triumph Tiger 900 GT Pro Graphite Sapphire Black — 2024 Triumph Tiger 900 GT Pro in Graphite and Sapphire Black

The road-focused GT and GT Pro have cast aluminum alloy wheels (19/17 inches, front/rear), both shod with Metzeler Tourance Next tires, and the Rally Pro uses tubeless spoked wheels with a 21-inch front wrapped in Bridgestone Battlax Adventure tires.

See all of Rider‘s Triumph coverage here.

2024 Triumph Tiger 900: More Capability

The 2024 Tiger 900 features new active safety features to improve visibility on the road, including a new emergency deceleration warning system, which activates the hazard lights when braking rapidly and automatically deactivates when you pull away. In addition, new marker lights provide a prominent silhouette especially at night and in poor visibility.

In addition to ABS, optimized cornering traction control comes as standard across all three Tiger 900 models. Together with the throttle-by-wire, the level of assistance can be altered with four different standard ride modes: Road, Rain, Sport, and Off-Road. The GT Pro has an additional Rider Programable mode allowing fine tuning, and the Rally Pro has six modes total, with the extra Off-Road Pro mode disabling ABS and traction control completely.

All three Tiger 900 models have a slip/assist clutch, and the GT Pro and Rally Pro are also equipped with the Triumph Shift Assist system.

2024 Triumph Tiger 900 Rally Pro Matte Khaki Green Matte Phantom Black — 2024 Triumph Tiger 900 Rally Pro in Matte Khaki Green and Matte Phantom Black

The My Triumph Connectivity System is now standard on all Tiger 900 models. Music, phone, and turn-by-turn navigation can all be accessed via the new 7-inch TFT display which is bonded to the glass for a crisp, nonreflective image. A tire-pressure monitoring system is also standard on both Pro models.

2024 Triumph Tiger 900: More All-Day Comfort

The Tiger 900 range has seats that redesigned for enhanced long-distance comfort while retaining the ease of movement for the rider to find their perfect ergonomic position. All models feature 0.88 inch of adjustability, for a seat height range of 32.3-33.1 inches on the GT and GT Pro, with a range 33.9-34.6 inches on the Rally Pro. An additional accessory option drops the lower end of those ranges by an additional 0.8 inch.

“When you combine that with that really nice narrow profile, it means that the distance of your legs actually have to travel to the floor is a lot smaller,” Wood said, “making this bike really nice and accessible to a wide range of people.”

A new damped handlebar mounting system creates a more comfortable ride, and the handlebar position on the Rally Pro has been moved back by 0.6 inch for improved seated comfort as well as rider control and bike agility in the standing position when riding off-road.

The windscreen has five settings spanning 2 inches, and heated seats and grips are standard for both Pro models.

2024 Triumph Tiger 900 Rally Pro Carbon Black Sapphire Black — 2024 Triumph Tiger 900 Rally Pro in Carbon Black abd Sapphire Black

2024 Triumph Tiger 900 Rally Pro Ash Grey Intense Orange — 2024 Triumph Tiger 900 Rally Pro in Ash Grey and Intense Orange

2024 Triumph Tiger 900: More Attitude

Triumph says the Tiger’s styling and adventure-focused stance has been revised and sharpened. The new bodywork now has a cleaner, more integrated design that flows from the beak through the cockpit and into the side panels.

Three new paint schemes and graphics are available for each model. The GT and GT Pro are available in Snowdonia White as standard, with two premium paint options: Graphite and Sapphire Black and Carnival Red and Sapphire Black. The 2024 Triumph Tiger 900 GT starts at $14,995, and the Tiger 900 GT Pro starts at $16,895.

The Rally Pro is available in Carbon Black and Sapphire Black, with the option to upgrade to Ash Grey and Intense Orange or Matte Khaki Green and Matte Phantom Black. The 2024 Triumph Tiger 900 Rally Pro starts at $17,395.

Orders can be placed now at Triumph dealers, with bikes available from early 2024.

Accessories

Over 50 accessories and four accessory kits are available for the new Tiger 900 range. The fully loaded Performance accessory pack includes a brand new Akrapovič silencer, the first of several new exhaust systems developed in partnership with the company. With a lightweight titanium design with carbon end caps, the new silencer delivers a 2.2-lb weight saving and an even better sound. The pack also includes front and rear scrolling indicators with new marker light feature and billet machined adventure foot pegs.

The Protection Pack showcases key practical accessories, lower and upper engine bar kits, tank pad, sump guard, fork protectors, radiator guard, and for off-road, a headlight guard kit. The Trekker and Expedition packs provide two distinct, tailored luggage options for extended touring or off-road adventures.

For more information, visit the Triumph Motorcycles website.

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

The post 2024 Triumph Tiger 900 Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2023 BMW R 1250 RT Review | Road Test

October 23, 2023 mcnews Leave a comment

I love riding and testing motorcycles. However, to do the latter, I have to make a 900-mile roundtrip from my home in southern Utah across the Mojave Desert to L.A. to swap test bikes. The most direct route is on Interstate 15, which is dull for long stretches, and weather can be a challenge. In January, there’s usually snow on the ground where I live; in July, temperatures soar well above 100 degrees in the desert. Another consideration is the type of bike. Doing the trip on a naked sportbike makes for a long, achy day. But I recently returned from Southern California on a 2023 BMW R 1250 RT, and the ride home gave me a good taste of the sport-tourer’s capabilities. It’s a bike I would gladly – and comfortably – ride 500 miles a day in any season.

Where Sport Meets Touring

Sport-touring bikes must serve two masters – they must deliver sport performance but they must also be comfortable enough to ride for long periods of time. The RT does both in spades.

The bike is powered by a liquid‑cooled 1,254cc boxer Twin with throttle‑by‑wire, a 6‑speed gearbox, and a slip/assist clutch. The engine makes a claimed 136 hp at 7,750 rpm and 105 lb‑ft of torque at 6,250. Adding ShiftCam, which varies valve timing and intake valve lift, to the mix meant that the R 1250 RT gave me the power I needed whenever I needed it.

With the frequent pace changes while navigating L.A. freeways, I could easily adapt to the flow of traffic without constant gear changes. There were several occasions when I accelerated quickly, got up to a comfortable speed, and was zipping along before realizing I was still in 4th or 5th gear without any complaint from the engine. Whenever I needed to overtake on a two‑lane, a quick twist of the throttle in 4th brought immediate response, turning 60 mph into 80‑plus before I knew it and leaving the other vehicle fading in my mirrors with plenty of passing time to spare.

And all this was in Road mode. The R 1250 RT, which has a base price of $19,695, comes standard with three ride modes – Road, Rain, and Eco – as well as Hill Start Control, Dynamic Traction Control (DTC), and full integral ABS Pro. Our test bike was equipped with the optional Premium, Comfort, and Dynamic packages, for an as‑tested price of $26,570. Among the equipment included in these packages is Ride Modes Pro, which adds Dynamic mode along with engine drag torque control (reduces slip at the rear wheel), Hill Start Control Pro (automatically engages the hill‑holding function), and Dynamic Brake Control (activates in the event of emergency braking).

In Dynamic mode, DTC kicks in later than the other ride modes, and throttle response is more direct. Road mode was sufficient for most riding, but Dynamic mode added to the enjoyment of riding through twisty sections of road like I-15 through the Virgin River Gorge and, closer to home, Utah State Route 14 through Cedar Canyon.

GEAR UP

Helmet: SMK Titan Carbon
Jacket: BMW Motorrad 100 Years Roadcrafted Denim
Gloves: Joe Rocket Super Moto
Pants: Joe Rocket Anthem Jeans
Boots: Joe Rocket Sonic X

When it came time to reign in that power, twin 4-piston calipers and 310mm discs up front and a 2-piston caliper and 277mm disc in the back provided immediate response. The Telelever architecture of the front suspension, combined with the linked cornering ABS, means that when you need to shed speed fast, the bike remains composed and doesn’t suffer from excessive front end dive. Rather, it feels like the whole bike lowers, which is especially handy when cornering.

Our bike was equipped with Gear Shift Assist Pro, but from 1st to 3rd gear, I found the quickshifter a bit clunky. I experimented with a variety of rpms but could never quite find the sweet spot. However, it was seamless from 4th to 6th.

The R 1250 RT has a 10.25-inch color TFT panel offering anything you’d need – and then some – including connectivity and integrated navigation. When I was going through the owner’s manual before picking up the bike, I thought I’d have difficulty figuring out all the functions and settings, between the menu rocker button, Multi-Controller wheel (which goes up and down and side to side), and various menu hierarchies. However, once I was on the bike, it was surprisingly intuitive. I usually kept it on Pure Ride view, which fills most of the screen with the tach but also shows the gear indicator and speed in a nice big font (for us old guys), and in the top right corner, you can use the rocker button to switch through info functions such as tripmeter, range, odometer, and fuel gauge. A push of the Multi-Controller wheel allows for a customizable split‑screen view.

All lighting is LED, the turnsignals are self‑canceling, and the standard headlight adjusts for optimal lighting on straight stretches based on ride height sensors. Our bike was outfitted with the Adaptive Headlight feature, which also optimizes lighting in corners.

The BMW R 1250 RT Party of Two

For all that sport performance, the R 1250 RT is also a touring bike, and since my favorite person to tour with is my wife, I took her out for a spin to get her impressions.

When she climbed aboard, the optional Dynamic Electronic Chassis and Suspension Adjustment automatically adjusted the rear shock’s preload. It will also account for the added weight of gear in the saddlebags. The semi-active suspension has two modes – Road and Dynamic – for general-purpose or sporty riding, and in both modes, the system adjusts damping in real time to keep the chassis stable under acceleration, braking, and other conditions.

With a curb weight of 615 lb, the RT is not a light bike, and the whole package gets heavier when you add a rider, passenger, and gear, so Hill Start Control Pro came in handy when stopped on inclines. I’m pretty used to my heavy cruiser, so I didn’t have any problems pushing the BMW around, but a reverse feature would be useful.

Whether slaloming through the Virgin River Gorge or overtaking cars on the freeway, the RT runs so smooth – a quality my wife appreciated – that you can quickly find yourself going…well, too quickly. Cruise control is a good way to self-impose a speed limit. In addition to the standard Dynamic Cruise Control, which holds a set speed on descents, our bike had the optional Adaptive Cruise Control that uses a radar sensor to detect vehicles in front and adjust speed accordingly. It can be set to three distance ranges – short, medium, or long – that determine the distance behind other vehicles before the bike decelerates. The system has two settings – Comfortable or Dynamic – that affect deceleration and subsequent acceleration when the path is clear again.

The electric windscreen is another feature my wife and I appreciated. She said it provided a good bit of protection for her. I’m just shy of 6-feet, and if I sat very upright, the wind caught the top of my helmet. In a more relaxed riding position, it was quiet enough that I could clearly hear the music from the bike’s dual speakers while wearing my full-face helmet, even at 85 mph, although I needed to have the volume turned up all the way. However, with the windscreen down, I might as well not have been playing music at all. Connecting a headset would be the ideal solution.

The seat is something else that got high marks from both of us. She appreciated the width and cushiness, and I appreciated the ride duration it provided. When returning the bike, I rode for almost three hours before stopping – an easy feat for the bike’s 6.6-gallon fuel tank – and I felt just fine. The only thing my wife didn’t like was the lack of something behind her. Most of her riding has been on my cruiser with a backrest. BMW has an accessory top case that would provide some reassuring support.

You’ve Come a Long Way

In 1978, BMW Motorrad introduced its first Reise‑Tourer, or “travel tourer,” the R 100 RT. It was powered by the 980cc /7 “Airhead” boxer Twin, had a full fairing adapted from the R 100 RS, and had Krauser-made saddlebags that looked like black suitcases.

In the 45 years since, the RT has come a long way. Engine displacement has grown by 274cc, power has increased from 70 hp to 136, liquid cooling has been adopted, and innovations such as the Telelever, Paralever, and ShiftCam have been added along with a full suite of electronic rider aids.

The RT has always been a solid, comfortable, reliable touring machine, but over the years it has evolved into a sophisticated, exciting sport-tourer. Solo or two‑up, with a light or heavy load, the R 1250 RT is a highly capable and thoroughly enjoyable motorcycle. When the time came, it wasn’t easy to part with.

2023 BMW R 1250 RT Specs

Base Price: $19,695
Price as Tested: $26,570 (Premium, Comfort, and Dynamic packages)
Website: BMWMotorcycles.com
Warranty: 3 yr., 36,000 miles
Engine Type: Air/liquid-cooled, longitudinal opposed flat-Twin, DOHC w/ 4 valves per cyl. & ShiftCam variable valve timing
Displacement: 1,254cc
Bore x Stroke: 101.6 x 76.2mm
Horsepower: 136 hp @ 7,750 rpm (factory claim, at the crank)
Torque: 105 lb-ft @ 6,250 rpm (factory claim, at the crank)
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: Shaft
Wheelbase: 58.5 in.
Rake/Trail: 25.9 degrees/4.6 in.
Seat Height: 31.7 in.
Wet Weight: 615 lb
Fuel Capacity: 6.6 gal.
Fuel Consumption: 44.8 mpg
Estimated Range: 296 miles

See all of Rider‘s BMW coverage here.

The post 2023 BMW R 1250 RT Review | Road Test appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Triumph Scrambler 1200 X and XE Review | First Look

October 3, 2023 mcnews Leave a comment

Triumph recently unveiled two models in its 2024 Scrambler lineup: the new Triumph Scrambler 1200 X, which will replace the outgoing 1200 XC and is a bike the company is touting as more accessible in terms of both functionality and cost, and an updated Scrambler 1200 XE.

Both Scramblers feature the same liquid-cooled 1,200cc parallel-Twin with SOHC and a 270-degree crankshaft. Triumph says peak power and torque now arrive slightly earlier in the rev range than previous models, with a claimed 89 hp at 7,000 rpm and a peak torque of 81 lb-ft at 4,250 rpm. A new single 50mm throttle body and revised exhaust headers deliver improved flow and a broader spread of torque through the upper rev range, from 5,000 rpm through to the redline. At the unveiling of the bikes, Alastair Fairgrieve, Triumph’s global product marketing manager, said the revisions to the header also reduce heat to the rider, “in addition to the significant improvements already introduced in that area in 2021.”

Both bikes have throttle-by-wire, a 6-speed gearbox, and a slip/assist clutch. Riders can choose between five ride modes – Sport, Road, Rain, Off-Road, and Rider Configurable – with the XE offering an additional Off-Road Pro mode.

For suspension, Triumph has moved away from the Showa and Öhlins suspension and is now using Marzocchi components on both bikes. The Triumph Scrambler 1200 X features a road-biased 45mm inverted fork and preload-adjustable twin rear shocks with piggy-back reservoirs. Travel is 6.7 inches front and back, down from 7.9 inches on the outgoing XC. The 1200 XE has a more off-road focused setup, with fully adjustable components front and back, including more compression and rebound increments, and offering 9.8 inches of travel.

Triumph’s Tiger 900 models also use Marzocchi, and Fairgrieve called the company “the go-to guys,” adding that Triumph was “really confident that they could deliver a great setup.”

Stuart Wood, Triumph’s chief engineer, echoed this sentiment later during the unveiling. “We had a really good experience working with Marzocchi on the Tiger 900s,” he said, adding that Triumph was similarly pleased with the outcome on the Scrambler 1200s. “The benefit is 100% for the rider and the owner in terms of value. It’s helping us maintain that price point.”

See all of Rider‘s Triumph coverage here.

Beyond making the bikes accessible from a pricing standpoint – the Triumph Scrambler 1200 X is priced $1,150 less than the outgoing XC – another area where Triumph representatives said they received considerable customer feedback is in the area of seat height. While the XC had a 33.1-inch seat height, the new Scrambler 1200 X drops it almost an inch to 32.3 inches – or 31.3 inches with the accessory low seat.

Wood said this is a tradeoff for suspension travel on the X, but when combined with the XE, which has a 34.3-inch seat height, it actually creates more options.

“Somewhere between the ground, the footpegs, and the love of suspension travel, you get the seat height,” he said. “So now we’ve got choice, and that’s what it’s all about. It broadens that choice, and more people can choose to get involved [in riding].”

Fairgrieve added that it creates a “really nice walk across the range.”

“We start down at the 400 X in the scramble range, move up to the 900, and then we’ve got a really nice ladder up to the full 1200 low seat height [on the X] and then the XE if you really want to go off-road have fun.”

When it comes to stopping power, the XE boasts twin Brembo Stylema radial monoblock 4-piston front calipers clamping down on 320mm floating discs. The X has two 310mm discs and 2-piston axial calipers. Both bikes have a single-piston rear caliper and 255mm disc, as well as cornering ABS (switchable on the XE) and switchable cornering traction control.

Both bikes share the same tubular steel frame, as well as side-laced stainless steel wire-spoked wheels (21 inches in front, 17 in the rear) with aluminum rims shod with tubeless Metzeler tires: road-focused, dual-purpose Karoo Street on the X and Metzeler Tourance on the XE.

Some key ergonomic differences include different handlebar designs, with the XE measuring 2.56 inches wider than the X. The XE also has reversible risers as well a removable spacer for a 0.39-inch height adjustment. The XE also boasts adjustable foot controls to suit a variety of riding styles and footwear.

Both bikes feature a twin-sided, cast aluminum swingarm, with the XE’s swingarm coming in 1.26 inches longer than the X for more control and confidence on difficult off-road terrain. And for improved touring capability, Triumph offers an accessory high “Dakar” screen and rugged luggage system with tailbag accessory options offering 102 liters of total capacity.

The Scrambler 1200 X features a hybrid multifunction LCD/TFT display incorporated in an circular instrument dial, and the XE has an integrated and customizable full-color TFT display with two design layout themes, each with a further three options to change the level of information displayed.

From an aesthetics standpoint, both models feature a classic one-piece ribbed bench seat – black for the XE and brown for the X – and a variety of finishes and details, including sculpted side panels with a brushed aluminum Scrambler 1200 badge, the iconic Triumph triangle tank badge, a brushed aluminum Monza-style filler cap, and a brushed stainless tank strap. The XE is finished with brushed aluminum fenders, while the X features high quality painted fenders.

The 2024 Triumph Scrambler 1200 X will be available in Carnival Red, Ash Grey, or Sapphire Black starting at $13,595. The Scrambler 1200 XE will be available in Phantom Black & Storm Grey, which features red accents, the new Baja Orange & Phantom Black, or the popular Sapphire Black starting at $15,295. Orders can be placed now at Triumph dealers, with bikes expected to arrive in February 2024.

For more information, visit the Triumph website.

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

The post 2024 Triumph Scrambler 1200 X and XE Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Honda XL750 Transalp Review | First Look

September 19, 2023 mcnews Leave a comment

American Honda has announced that the highly anticipated Honda XL750 Transalp is coming to the U.S. market for the 2024 model year.

The Transalp was originally introduced in Europe in 1986, first showing up in the U.S. for the 1989 model year with a liquid-cooled, 600cc 52-degree V-Twin with 3 valves per cylinder bolted into a full-cradle frame with a box section swingarm. A 41mm fork provided almost 8 inches of travel up front, and Pro-Link suspension offered 7.5 inches of rear-wheel travel.

Unfortunately, timing and American attitudes about motorcycles, combined with the on-road/off-road orientation of the bike, meant the Transalp only lasted two years in U.S. market.

However, fast forward three decades, and not only have times changed, but so has the Transalp, and after seeing considerable success in the European market, U.S. buyers are clamoring to give this new-generation middleweight adventure bike another spin.

“As the adventure category continues to thrive and evolve, customers are more eager than ever to get out and explore,” said Brandon Wilson, American Honda manager of Racing & Experiential Marketing. “The all-new, midsize XL750 Transalp joins Honda’s iconic Africa Twin and pocket-adventurer CB500X to complete our popular True Adventure lineup, ready to deliver unforgettable outdoor experiences to U.S. ADV enthusiasts from coast to coast.”

In the company’s announcement, Honda called the XL750 Transalp, “friendly but tough—perfect for extended touring trips, as well as the urban cut and thrust, and all points in between.”

See all of Rider‘s Honda coverage here.

The 2024 Honda XL750 Transalp features a liquid-cooled 755cc parallel-Twin with Honda’s Unicam design, 4 valves per cylinder, and 270-degree crank. It has a 6-speed gearbox, throttle-by-wire, a slip/assist clutch, and a standard quickshifter. The bike now comes with five ride modes – Sport, Standard, Rain, Gravel, and rider-customizable – that regulate power delivery, engine braking, and ABS intervention. It also has Honda Selectable Torque Control (HSTC) for increased or decreased rear-wheel spin.

Speaking of wheels, the 2024 Honda XL750 Transalp rides on 21/18-inch front/rear spoked wheels. For stopping power, gone is the rear drum brake, replaced by a 256mm disc, and the front now has dual discs (310mm) instead of the previous single. ABS is standard and can be turned off for the rear wheel. Suspension travel is still comparable, with a 43mm Showa SFF-CA inverted fork offering 7.9 inches of travel and Showa Pro-Link rear shock providing 7.5 inches.

The seat height is 33.7 inches, and Honda offers an available 32.6-inch accessory seat. It has 8.3 inches of clearance, a 4.5-gallon fuel tank, and a curb weight of 459 lb.

The Transalp has a 5.0-inch full-color LCD display with four display options, self-canceling turnsignals, and a USB-C port under the passenger seat. The 2024 Honda XL750 Transalp will be available in October in Matte Black Metallic starting at $9,999.

For more information, visit the Honda Powersports website.

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

The post 2024 Honda XL750 Transalp Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

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Suspension

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