Triumph Speed Triple With Ian Falloon After celebrating a highly successful initial phase with their first generation spine-frame models, Triumph embarked on their next era with the unveiling of the new Daytona T595 and Speed Triple T509 at the Cologne show in October 1996. These much more modern designs marked a milestone for Triumph, and […]
The post Triumph Speed Triple – The earlier generations appeared first on MCNews.
Source: MCNews.com.au
Triumph today signalled that their exciting TE-1 project, a collaboration between Williams Advanced Engineering, University of Warwick and Integral Powertrain, backed by the British Government investment via the UK Office for Zero Emission Vehicles, is one step closer to charging up British motorways.
Triumph recently completed Phase Three of the project with their development partners and were responsible for the production of the complete chassis and rolling stock. A Gates Carbon belt drive is utilised on the TE-1 prototype. The suspension and braking package look high end thanks to Ohlins, who made a unique prototype shock for the TE-1, and Brembo’s top notch M50 Monobloc’s grace the front end.
Williams Advanced Engineering were responsible for the battery pack, vehicle control unit, DC-DC converter, integrated cooling, charge port, and styled carbon covers.
Integral Powertrain: Final prototype powertrain with scalable integrated inverter and combined motor with silicon carbide switching technology and integrated cooling.
The motor is claimed to achieve peak and continuous power densities of 13 kW/kg and 9 kW/kg respectively which is 60% higher than new APC technology roadmap targets for 2025. All of this has been achieved using materials and processes compatible with volume automotive production and importantly using a length scalable motor platform. Integral claim the power unit will be capable of producing more than 500kW!
University of Warwick conducted the final pre-live trial simulation, with all results indicating that the project is on course to deliver the intended performance and durability outcomes
Key project achievements during this phase include test results that exceed current benchmarks and targets set by the UK Automotive Council for 2025, providing a platform with great potential for future development in electric motorcycle performance.
The overall objective of the TE-1 project has been focused on developing electric motorcycle capability, in order to provide an input into Triumph’s future electric motorcycle offering, driving innovation, capability, and new intellectual property, and enhancing the credibility and profile of British industry and design.
With Phase Three signed off now the project moves into Phase Four which is a six-month extensive live testing programme both with rolling road testing and track testing.
This is a huge task that will involve countless man hours invested to achieve the best throttle calibration, powertrain mapping and output tuning, the development of different Rider Modes and assessing the range and battery life in various scenarios. They must also ensure the bike is tuned in a manner that it keeps its cool via thermal optimisation.
The handling and braking regeneration strategies, along with the tuning of the traction and wheelie control functionality will take place on the racetrack.
At the completion of the live testing phase, somewhere are the middle of this year, the prototype demonstrator will be updated with its final body panels and paint scheme, in preparation for active track demonstration, and media engagement.
At this time, the full results of the project including the final specifications and testing outcomes will be published, as well as insights and key facts on how the TE-1 delivers on the project targets for innovation and sets new standards for the motorcycle sector overall, including final battery and range performance.
“It has been truly exciting to see the progress made during phase 3 of Project Triumph TE1 with the final prototype motorcycle now going into real life testing. Everyone involved at Triumph are proud to have been part of this innovative British collaboration. Personally, I am thrilled with the results we have already achieved with our partners, and the exciting preview of the potential electric future to come. We look forward to continuing the ambitious and innovative work on the TE-1 demonstrator prototype through the live testing phase and sharing the outcome with Triumph fans across the world.”
The Triumph TE-1 team began phase 3 by successfully building an initial mule bike which incorporated the battery, inverter, motor, and chassis into one machine for the first time. Using this platform, all of the project partners worked collaboratively to optimise software integration across the complex systems, involving hundreds of hours of detailed testing to ensure the functionality of all the features and software aspects behave accurately and intuitively, as a customer would expect.
This was validated in real life simulation work carried out at WMG, involving detailed powertrain rig testing and simulations to assess safety critical items relating to motor function and vehicle control. Durability testing on the primary transmission has also been conducted to ensure a full understanding of the fundamental differences in electric motor load application for vehicle use cases, efficiency, and consequences to gear life.
Alongside this work, the Triumph-led design of the bespoke chassis has focused on delivering the phase 2 styling intent as closely as possible. Phase 3 of the project is now complete with the fully assembled TE-1 demonstrator prototype, the photographs of which are revealed for the first time today.
“During phase 3 we have focused on building the physical foundation of Triumph’s first electric prototype motorcycle. I am pleased with the outcome of Triumph and the TE-1 partners’ efforts in creating a demonstrator bike that is not only visually so desirable with clear Triumph DNA, but also packaged with an exhilarating and thrilling brand-new electric powertrain that has such potential for the future.
“I look forward to continuing the development of this demonstrator vehicle through phase 4 and using our knowledge and capabilities to bring all of the partners’ cutting-edge technology together into a final result which will guide Triumph’s electric strategy for the future.
“Our experience tells us that at this stage of a project there is no substitute to genuinely riding a bike when developing driveability, handling and character, and we have ambitious targets focused on delivering a riding experience that is new and exciting, but ultimately intuitive and familiar. I am really looking forward to my first opportunity to ride the completed prototype.”
Following completion of Phase 2 of the programme in March 2021, which delivered a fully bench tested battery, Williams Advanced Engineering have now concluded work on Phase 3 which contained some critical gateways for the project.
In addition to supporting a number of hardware and software solutions; specifically integrating Triumph’s motorcycle control software to work in harmony with WAE’s controller and battery management system, the team have enhanced the integration of the mechanical and electrical solutions; optimising battery layout to balance mass and positioning within the chassis.
The demonstrator bike is now undergoing final battery level validation and calibration to ensure the performance results meet best-in-class power and energy density targets and for the rider, ensuring there is no compromise in performance at low levels of charge.
“Following an extended period of testing, we are thrilled to finally see the results of our work on a physical bike. By working with the team at Triumph, we have continued to push the boundaries of battery technology, keeping the rider in mind at all times. Because we have designed the battery from the ground-up, design has not been compromised and we have been able to push the boundaries of current technology, offering both performance and all important, range”.
“We are absolutely delighted to complete our part in this project and deliver what we set out to achieve which is a scalable, ultra-highly integrated motor and inverter, with no phase cables, busbars, or separate cooling circuits.
“For the TE-1 application, the motor achieves peak and continuous power densities of 13 kW/kg and 9 kW/kg respectively which is 60% higher than new APC technology roadmap targets for 2025. All of this has been achieved using materials and processes compatible with volume automotive production and importantly using a length scalable motor platform.
“The inverter concept, which is also scalable by tuning the number of Silicon-Carbide power stages for different diameter motors, has really delivered on performance. The TE-1 unit is capable of >500kW! This gives us the opportunity to optimise this platform for production.
“The integrated motor and inverter unit is now on the bike and is delivering on the target performance and cycle efficiency we engineered, modelled and simulated to achieve. We’re very much looking forward the feedback from bike-level testing and the benefits of our high efficiency on range.
“We’re really proud to have been a key part of this exciting project which has been a landmark for electric motorcycles and British industry.”
“WMG have been working closely with Triumph to support the development of the motorcycle control unit via a comprehensive real-time evaluation process using two bespoke physical rigs.
“A 3D physical motorcycle model has been created and integrated with the first rig to allow the evaluation and refinement of the control unit under real-world driving scenarios, ensuring it behaves well before the integration into the initial prototype bike.
“The second rig has been utilised to support Triumph in evaluating the power and energy performance of the whole drivetrain as well as confirming its durability.
“We have also focused on control research and development at other levels, including advanced traction control and optimal brake blending strategies. The findings in energy system modelling, simulation and control, especially real-world case studies with electric motorcycles, gained through this TE-1 project have been utilised to develop teaching materials on energy systems, hybridisation and electrification technologies across education programmes at WMG.”
“WMG have also been helping Triumph understand the opportunities and wider implications of electrification towards their business. This has included investigating the opportunities for electric two-wheeler charging networks, the need for domestic electric motorcycle recycling, the necessity to develop local battery supply chains and the direction that Triumph will need to take to ensure that they can design, develop, manufacture and distribute electric two-wheeled vehicles in the future.
“The findings from these studies are also providing direction to national and local governments, specifically around areas where policy intervention can support electric motorcycle adoption. In many studies undertaken by WMG, bespoke computer-based models developed at the university (such as the university’s own UniWarp software), have been instrumental in understanding the best possible direction or action required for different scenarios. This approach has enabled WMG to quantify the environmental impact of electric motorcycles and has defined methods by which this can be further improved through new vehicle features, vehicle system sizing or new external collaborations.”
Source: MCNews.com.au
Triumph have revealed an enormously revamped Tiger 1200 range for 2022, with far reaching changes that are set to transform the brand’s big adventure machines in more ways than one, while covering a broad variety of rider needs across the versions offered.
Furthermore, the Tiger 1200 family will be backed by the surety of a new three-year/unlimited kilometre factory warranty for extra peace of mind.
This isn’t one of those minor updates dressed as an all new-model situation either. The Tiger 1200 will arrive in GT versions with a road orientated loadout, while the Rally versions are more off-road orientated and there’ll be five specific models with varying level of specification and inclusions between the two.
Triumph also shared they’ve paid attention to the BMW 1250 GS as a point of comparison in this segment, promising the new Tiger 1200s now trump all the competition pretty resoundingly in various ways. They were pretty proud to mention that the new Tiger 1200s will out-spec and under price the competition in that comparison too, once you take into account the many packages and accessories needed for a fair comparison in some cases.
That’s not a case of copying what someone else offers either, but simply seeing what riders value and then aiming to do better across the range, without missing anything that people consider a must-have, like the shaft final drive in this segment. That inclusion in particular was seen as a must, offering low maintenance and peace of mind for distance touring.
Interestingly that’s seen some new additions like blind spot detection on some variants, where active cruise control didn’t make the cut based on the rider feedback Triumph gathered. No doubt internet pundits will have lot to say about that, but it’s fair to say when this research is done they concentrate on those who’d actually buy their machines, rather than just those who’ve got an opinion on what’s been done wrong with every bike release ever.
As far as the variants on offer there’s three in the road family, the Tiger 1200 GT, GT Pro and GT Explorer, with Explorer models being equipped with 30 litre fuel tanks as standard. The off-road orientated versions are the Tiger 1200 Rally Pro and the Rally Explorer.
All Tiger 1200s will now run a new 1160 cc triple-cylinder engine, with T-plane triple crank and new firing order, which Triumph promise offers greater character and tractability down low. That’s delivering 148 bhp, up nine over the outgoing model, while acceleration and responsiveness are apparently improved too. Firing order is 180-270-270, making for an un-even staccato.
In other words 110.4 kW at 9000 rpm, while the torque figures is 130 Nm (96 ft-lbs) at 7000 rpm, a bump of 8 Nm peaking a little lower in the rev range, while the overall capacity is down 55 cc, with a bore and stroke of 90 x 60.7 mm, despite the performance boost.
One particular point of note is that low down tractability is meant to be increased, with a feel more like a twin in this configuration and low-rpm scenario, alongside better off-road feel and connection for the rider according to Triumph. That’s also matched by a more twin-like sound down low too apparently, while about 90 Nm or torque is available from 3000 rpm, and that power curve looks very linear before flattening off around the 8500 rpm mark.
A new exhaust is also featured and was another area of weight loss despite having to meet Euro5, and mass centralisation and minimising the system was apparently a big focus here.
A new twin radiator design has also been adopted, allowing the engine to be mounted further forward, improving cooling, reducing heat directed at the rider and slimming down the front end visually.
That’ll be a powerplant that needs testing in real world conditions to ascertain its character, but certainly sounds interesting. The other massive change is shedding 25 kg over the outgoing models, which is an astonishing amount of weight, and now leaves the Tiger 1200 up to 17 kg lighter than it’s closest comparable-spec competitor according to the British manufacturer.
All models run new aluminium tanks to help keep weight to a minimum, with 20 L units on the GT, GT Pro and Rally Pro variants, which are good for up to 400 km. In comparison the 30 L tanks on the GT and Rally Explorer variants offer a 600 km potential range out of the box.
To achieve that overall weight saving figure there’s an all-new lightweight frame, with bolt on sub-frame and pillion hangers, alongside a new lighter and stronger Tri-Link swingarm. The new Tri-Link swingarm for instance saves 1.5 kg over the previous single-sided system, and runs a smaller and lighter bevel box.
The new frame design saves 5.4 kg, with the bolt-on aluminium sub-frame contributing to that reduction, with the frame also helping slim down the bike between the legs, aiding standing on the bike as well as generally getting a foot down.
Showa provide semi-active suspension across all models, with 49 mm USD forks and a monoshock with automatic electronic preload adjustment. On the GT versions that’s a system offering 200 mm of travel at the front and rear with semi-active damping, while the Rally variants boast 220 mm travel at both ends with settings to match.
Preload automatic to the load detected and the rider can pick a preferred damping setting, with nine possible levels, from 1 which is the comfort end of the spectrum through to 9 which is sporty, with the mid-point of five being for ‘normal’ riding. These parameters are further tailored to the riding modes, depending on whether a road or off-road mode is chosen.
We also see specific wheel setups between the Rally and GT versions, with the Rally Pro and Rally Explorer to run a 21 inch front and 18 inch rear tubeless spoked wheel setup designed specifically for off-road use. The GT, GT Pro and GT Explorer on the other hand run a 19 inch front and 18 inch rear with cast aluminium wheels.
Those wheel choices are joined by the Metzeler Karoo Street tyre on the Rallies, while the GTs will arrive with Metzeler Tourance rubber in comparison. Michelin Anakee Wild tyres are also handbook approved for off-road riding, for those looking for something a big more hard nosed in that area.
There’s a top-end brake system, with dual Brembo Stylema monobloc four-piston calipers up front on 320 mm floating rotors, matched to a Magura HC1 span-adjustable master-cylinder and lever combo, with separate reservoir. The 282 mm rear rotor is matched to a Brembo single-piston caliper meanwhile. Optimised Cornering (OC) ABS is also run thanks to the IMU unit.
That blind spot assist radar system was developed with Continental and will only be found on the Explorer versions to clarify, and activates a light on the mirror on the corresponding side when a car is located in the blind-spot, while lane change assist will flash that light if a rider changes lane with a vehicle approaching.
Triumph explained the inclusion of this technology, but no active cruise control in saying that the active (radar managed) cruise control is a controversial topic amongst the riders they talked to, where the blind spot assist was considered a must have.
A new 7 inch TFT is also found across all models with an integrated connectivity system and runs an optically bonded display, with new interface including GoPro control.
Traction control is also optimised, and has cornering functionality thanks to the IMU, as with the ABS, while up to six riding modes are offered, alongside a keyless system that includes the ignition, steering lock and fuel cap. The Triumph Shift Assist system is also tweaked and standard on everything but the base GT, offering clutchless up and down shifting.
The Tiger 1200 GT for instance gets Rain, Road and Sport modes, with the GT Pro and GT Explorer adding Off-Road and Rider (custom) modes. The Rally Pro and Rally Explorer meanwhile get all five modes plus Off-Road Pro, which allows full ABS and traction control deactivation. Regular Off-road mode in comparison turns ABS to off-road with the rear off, while traction control is also set to an off-road setting.
Traction control can also be independently turned off via the TFT display.
There’s also a new LED headlight with DRL, and integrated cornering light – although this isn’t available on the GT model, with it being the same story with the Hill Hold system which the base GT misses.
Both Rally Explorer and GT Explorer also get heated grips and seats as standard fitment, along with the TPMS or tyre pressure monitoring system.
Also new is the rider ergonomics, with seat heights varying between models, but Triumph explaining the new Tiger 1200s are particularly narrow across the front of the seat, which will pay dividends when it comes to easily reaching the ground, especially for shorter riders, with the figure on paper perhaps not being the best point of comparison if you can get onto one to see the difference in person.
On the GT, GT Pro and GT Explorer, that seat height is adjustable between 850 and 870 mm, while the rally Pro and Rally Explorer with the additional suspension travel can be adjusted between 875 and 895 mm, with a ‘Low Seat’ accessory reducing those figures by 20 mm.
An adjustable screen is also fitted, with an adjuster bar that allows one-hand adjustment, with handlebar positions also specific for each model, while also being 20 mm wider than the outgoing version. On both Explorer versions the ‘bars are also 16 mm taller, while footpegs are also repositioned.
Other updates which will probably be best appreciated in person are the promise of a higher standard of detailing and finish, accompanying the new bodywork, with a more ‘dominant adventure focused stance’ part of the tweaked ergonomics, and new colours for each family of bike.
The Triumph Tiger 1200 variants will also come with a three-year unlimited mileage warranty, while 16,000 km/12 month service intervals are aimed at keeping upkeep costs down.
Finally the Tiger 1200 range will have over 50 genuine accessories available, covering a host of needs, such as a full luggage system, various bike protection like engine and tank protection, heated seats for models which don’t have them standard, and a new Triumph Sena comms system that runs a bespoke software system for the TFT.
All models will feature the moulded handguards, with an aluminium skid guard on the GT Pro and GT Explorer and aluminium sump guard on both Rally versions. Engine protection bars are also standard on the GT Explorer, plus Rally Pro and Rally Explorer. Only the Tiger 1200 Rally Explorer runs the fuel tank protection bars.
The back-lit switch cubes are also standard across all models, as well as an underseat USB storage, and electronic cruise control, a centre stand and heated grips are found across all models except the GT, which can fit them as accessories.
The 2022 Triumph Tiger 1200 GT will be available in Snowdonia White, while the Tiger 1200 GT Pro and Tiger 1200 GT Explorer will be available in Lucerne Blue, Sapphire Black and the base Snowdonia White.
The 2022 Triumph Tiger 1200 Rally Pro and Tiger 1200 Rally Explorer are available in Matt Khaki, or Sapphire Black with the Snowdonia White the base option. The Rally variants also get the white frame, inspired by the Tiger Tramontana rally bike. All colour options except the base Snowdonia White as listed as chargeable colour options, so are likely to demand a premium.
The Tiger 1200 range, comprising the GT Pro and GT Explorer as well as the Rally Pro and Rally Explorer, is expected to arrive in Australian dealers in the second quarter of 2022. The base GT version won’t be coming to Australia.
Tiger 1200 GT family: Tailor made for the perfect road-focused adventure ride, with 19-inch front and 18-inch rear cast aluminium wheels
Tiger 1200 Rally family: Tailor made for the perfect all-terrain adventure, with 21-inch front and 18-inch rear tubeless spoked wheels
| Specifications | |||||
| Model | GT | GT Pro | GT Explorer | Rally Pro | Rally Explorer |
| Type | Liquid-cooled, 12 valve, DOHC, inline 3-cylinder | ||||
| Capacity | 1160 cc | ||||
| Bore | 90.0 mm | ||||
| Stroke | 60.7 mm | ||||
| Compression | 13.2:1 | ||||
| Maximum Power | 150 PS / 148 bhp (110.4 kW) @ 9,000 rpm | ||||
| Maximum Torque | 130 Nm (96 lbft) @ 7,000 rpm | ||||
| Fuel System | Multipoint sequential electronic fuel injection with electronic throttle control | ||||
| Exhaust | Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencer | ||||
| Final Drive | Shaft drive | ||||
| Clutch | Hydraulic, wet, multi-plate, slip & assist | ||||
| Gearbox | 6 speed | ||||
| Chassis | |||||
| Model | GT | GT Pro | GT Explorer | Rally Pro | Rally Explorer |
| Frame | Tubular steel frame, with forged aluminium outriggers. Fabricated, bolt-on aluminium rear subframe. | ||||
| Swingarm | Twin sided “Tri-Link” aluminium swingarm with twin aluminium torque arms. | ||||
| Wheels | F – Cast aluminium, 19 x 3.0in. R- Cast aluminium, 18 x 4.25in | F- Spoked (tubeless), 21 x 2.15in. R – Spoked (tubeless), 18 x 4.25in. | |||
| Front Tyre | Metzeler Tourance F – 120/70R19 (M/C 60V TL). R – 150/70R18 (M/C 70V TL) | Metzeler Karoo Street F – 90/90-21 (M/C 54V TL). R – 150/70R18 (M/C 70V TL) | |||
| Front Suspension | Showa 49mm USD forks with semi-active damping. 200mm travel. | Showa 49mm USD forks with semi-active damping. 220mm travel. | |||
| Rear Suspension | Showa monoshock with semi-active damping and automatic electronic preload adjustment. 200mm wheel travel. | Showa monoshock with semi-active damping and automatic electronic preload adjustment. 220mm wheel travel. | |||
| Front Brakes | Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir. | ||||
| Rear Brakes | Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir. | ||||
| Instruments | Full-colour 7” TFT instrument pack with My Triumph Connectivity System | ||||
| Dimensions & Weights | |||||
| Model | GT | GT Pro | GT Explorer | Rally Pro | Rally Explorer |
| Length | 2245 mm | 2245 mm | 2256 mm | 2270 mm | 2296 mm |
| Width | 849 mm (handlebars), 982 mm (handguards) | ||||
| Height Without Mirrors | 1436 – 1497 mm (adjustable screen) | 1487 – 1547 mm (adjustable screen) | |||
| Seat Height | 850 – 870 mm (adjustable) | 875-895 mm (adjustable) | |||
| Wheelbase | 1560 mm | ||||
| Rake / Trail | 24.1° / 120 mm | 23.7° / 112 mm | |||
| Wet weight* | 240 kg | 245 kg | 255 kg | 249 kg | 261 kg |
| Fuel Tank Capacity | 20 litres | 20 litres | 30 litres | 20 litres | 30 litres |
Source: MCNews.com.au
Motorcycle tested by Wayne Vickers – Images RbMotoLens
There’s a whole lot to like about the latest incarnation of the original, stripped back Hinckley street fighter. Not much to dislike actually. It’s not perfect, but it’s very, very close.
It’s actually been a while since I sampled a Speed Triple. I threw the leg over a mate’s ride several years back for a run across Mt Beauty on our annual trip to the high country. And even back then it did everything well.
The recipe remains pretty much the same, although the execution has continued to improve with time. Take one naked bike with a trademark torquey triple that has plenty of bark. Add distinctive bug eyes, give it a comfortable yet sporty riding position that suits for both around town and out on the open road, without being too ‘attack’ mode oriented, and wrap it in a signature ‘pipe’ style frame with a single-sided swinger. Add lashings of good quality suspenders and brakes, then garnish with soft rubber to taste.
I’ve always had a bit of a thing for them even though I make no bones about the fact that my favourite sports naked is currently KTM’s terrific 1290 Superduke R. How do they compare? Well.. after spending some time on the new 1200RS, the orange corner has some genuine competition. Because the new Speed Trip absolutely rips.
Let’s start with the styling. Bug eye treatment aside – as you’ll either love that or not, the rest of the bike is beautiful. I spent quite an amount of time just walking around the bike admiring it. They’ve done a great job throughout. The build quality is outstanding and from almost every angle it just looks ‘right’. Good proportions, simple elegant details, with enough ‘tough’ to make it work. Even the stock muffler looks (and sounds!) pretty good!
And then you throw the leg over it expecting it to be a bit of a rack, but it isn’t. It’s bloody comfy. The seat is well shaped and plush, the reach to the bars is easy, ride position is good, controls feel natural and make sense, feet touch the deck easily. It just gets better and better. Keyless fob means it can stay in your pocket – you prod the on button and wait as the dash comes to life. ‘Hi Wayne’ it says, which is probably a nice distraction as you wait (and wait) for it to get itself organised before you can prod again and fire it into life. That dash does take too long, but the wait is worth it every time. It barks into life and you can’t help but smile. After a minute or so to warm up, a couple of blips and you smile even more. This is a fast revving engine. It feels and sounds high-compression-racey kinda tough. Sound’s intense.
I can only imagine what one with an open slip on would sound like – it’d be mental. Ladies would faint, small children would stand with their mouths agape, non-believing heathens would be converted to the church of the triple. All the while knobs like me would make that wide-eyed, giggly face like we used to when stood in the lolly shop as a kid.
Just back on the dash, they’ve done a nice job on this one. Removing all unnecessary size, clutter and graphical nonsense (unlike the Tiger 900 dash). By default it will even remove the odometer and range numbers as shown in the pics, but you can turn them back on – which I preferred. Nice design, nice font, pretty good controls. It was a bit annoying that I couldn’t flick through to the rider custom map (which i prefer) while on the move – you CAN flick through the other maps, just not the custom one. But I did like the fact that on start up you were prompted to confirm if you wanted the previously selected map to be used again before it defaulted back to standard map. One step closer to just leaving the map as the rider wants it I guess.
On the go it gels even further. First impressions are that the bike is light, well balanced and agile underneath you. It feels short wheelbase. By comparison it is indeed a little shorter than the 1290 SDR and although its been a while since I rode the KTM, the Triumph probably feels more alive, or less composed depending on your way of thinking. I like to think more alive. Be nice to ride them back to back though. That wouldn’t be a bad day…
At first the rear end of the bike was too harsh. Now as a rule I try not to adjust the clickers for a few hours as I get used to it, but it turned out that when I looked, someone had wound the comp all the way to max for some reason and I couldn’t even budge the clicker by hand. Any wonder it was harsh! I spent some time freeing it up and ended up with a pretty good setting in the end, just on the sporty side of normal. I settled with rebound set to 15 and comp to 19 for what it’s worth. It was still quite firm, but the harshness had been mostly eliminated and I didn’t need to touch the front.
Tip it into a corner or three and it’s more than happy to carve – and will change line in a heartbeat. At first the harsh suspension made typical Aussie road corners a bit of a sketchy affair, but with that settled back down it was far more confident. It’s still lively, don’t get me wrong. But the more I rode it the better it felt. Once you really got dialled into this bike I reckon it would be proper rapid. Even more so on smooth roads. And I spent a few hours in the saddle without any soreness at all.
One thing I did notice – and it could be just me, but I felt that the contact point inside your knee could have been nicer. Much like the Panigale V2 I tested, that point for me was right on a surface change, this time between frame and tank. I found it a bit distracting at times. Grip was still ok though and overall shape was fine.
Hard to go past the engine though. It’s a right monster. A caged banshee ready to let loose. It growls down low and howls once up in the rev range and makes you want to do bad things. It dishes out just on 180 horses and they’re full size beasties. The way it spools up – it’s so bloody eager and the delivery is impossibly linear even for a triple.
Oh – And it’s fast. As in, really fast when you want it to be. It doesn’t tail off at all, nor does it seem to peak. It’s just more, more, more. How strong is it? Fifth gear wheelies strong. This thing is more than happy to wave at the clouds. Repeatedly. No clutch or hesitation required, just a little body position initiation. Possibly the most wheelie keen bike I’ve ridden – gid.dee.up. Unfortunately the planets didn’t align so that Snapper Rob and I could get some wheelie pics (sorry Trev and Nige!) so you just have to take my word for it. Maybe I’ll have to have it back again for just that purpose 😉 Yet even though it can be an animal if you want, it’s a complete pussy cat to dawdle around town on if you want.
Back to modes and stuff. Without boring you, there’s the standard wet, road, sport, track and custom ‘rider’ mode. Each one is individually customisable, but only the rider mode allows for TC to be fully off. Which allows wheelies. So obviously that’s where I mostly stayed. You can pick from a few different maps and ABS settings in each mode – I found myself torn between the two more aggressive maps for a preference. Sometimes I preferred it a little calmer – others I preferred the more instant response.
The quick-shifter was the only thing that I didn’t grow to love. It works. It works well actually. The shift itself works wonderfully. I just didn’t like the feel of the short throw lever on my foot. It very much feels like the ‘switch’ that it is and is devoid of any mechanical linkage feel. There’s no snick. I like to feel something. I like stirring a good gearbox, but I didn’t get the same joy from this – I couldn’t ever get the feeling that I was totally at one with it – just the feeling of being slightly removed. And it’s a very, very short throw. The tiniest nudge will pull in a gear-change. That and finding neutral was painful. It got better at it as I got used to it. But it was still annoying at times.
Range wise – 250 is or thereabouts is about it. Even when really getting up it the economy was pretty good actually. I was in the 5 litres per hundred kay range pretty much all of the time. Fuel warning comes on with around 70 kms to go (which freaks you out when you have the odometer hidden as it tells you to fill immediately). But that range is okay on a bike like this. You’re probably rarely going to do massive kays on a full naked bike with the wind effect. I reckon a 5-600 km day would be enough for most people and you could easily do that on this.
Brakes were lovely, as you’d expect. Brembo Stylema Monoblocs. That’s all you need to know. All the power and feel you’ll ever need. On the rear I did have a noisy pad that was gradually getting better. Probably just wasn’t bedded in properly from new but it was still functioning perfectly well.
Wind-wise, yep. You get a fair bit of it as expected. The little genuine screen that’s available could be worth a look, not just for a little wind deflection help, but I reckon it’d also help integrate the bug eye lights in a bit more too. Oh – and if you’re wondering, those mirrors actually work pretty well. Possibly the world’s first small funky looking mirrors that are actually functional!
So. Is it the new king of the sports naked class for me? Well… it deserves the accolades it’s getting that’s for sure. It’s seriously capable, seriously quick and has character to burn. That engine is addictive. Comparing it to my memories of the 1290SDR – I suspect the Kato is probably a whisker roomier, naturally easier to balance at the wheelie point and more settled while on its side. Conversely, the Speed Triple RS probably feels a little more urgent, exciting and overall more rewarding compared to the effortlessness of the big twin. I reckon the Triumph feels faster… I’m genuinely intrigued to find out how they’d compare at a track.
They’re so close. This is not me sitting on the fence, but I’d have to ride them back to back to split them and like most riders it would probably come down to some very subjective elements to decide, the new Speed Triple 1200 RS really is that good. Either way, they’re both outstanding, class leading options if you’re looking in that segment – rule them both in for a test ride.
| Engine & Transmission | |
| Type | Liquid-cooled, 12 valve, DOHC, inline 3-cylinder |
| Capacity | 1160 cc |
| Bore | 90.0 mm |
| Stroke | 60.8 mm |
| Compression | 13.2:1 |
| Maximum Power | 180 PS / 177.5 hp (132.4 kW) @ 10,750 rpm |
| Maximum Torque | 125 Nm (92 lbft) @ 9,000 rpm |
| Fuel System | Multipoint sequential electronic fuel injection with electronic throttle control |
| Exhaust | Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencer |
| Final Drive | X-ring chain |
| Clutch | Wet, multi-plate, slip & assist |
| Gearbox | 6 speed |
| Chassis | |
| Frame | Aluminium twin spar frame, bolt-on aluminium rear subframe |
| Swingarm | Aluminium, single-sided |
| Front Wheel/Tyre | Cast aluminium, 17 x 3.50 in Metzeler Racetec RR K3 120/70 ZR17 |
| Rear Wheel/Tyre | Cast aluminium, 17 x 6.00 in Metzeler Racetec RR K3 190/55 ZR17 |
| Front Suspension travel. | Öhlins 43 mm NIX30 upside down forks with adjustable preload, rebound and compression damping, 120 mm |
| Rear Suspension | Öhlins TTX36 twin tube monoshock with preload, rebound and compression damping, 120 mm rear wheel travel. |
| Front Brakes | Twin 320mm floating discs. Brembo Stylema monobloc calipers, OC-ABS, radial master cylinder with separate reservoir, span & ratio adjustable. |
| Rear Brakes | Single 220mm disc. Brembo twin piston caliper, OC-ABS. Rear master cylinder with separate reservoir. |
| Instruments | Full-colour 5″ TFT instruments |
| Dimensions & Weights | |
| Length | 2090 mm (82.3 in) |
| Width (Handlebars) | 792 mm (31.2 in) |
| Height Without Mirrors | 1089 mm (42.9 in) |
| Seat Height | 830 mm (32.7 in) |
| Wheelbase | 1445 mm (56.9 in) |
| Rake | 23.9 ° |
| Trail | 104.7 mm (4.1 in) |
| Wet weight | 198kg (437 lb) |
| Fuel Tank Capacity | 15.5 litres (4.1 US gal) |
| Servicing | |
| Service interval | 10,000 miles (16,000km) / 12 months |
| Available | March 2021 |
| Pricing | $27,900 Ride Away |
Source: MCNews.com.au
Triumph have revealed an enormously revamped Tiger 1200 range for 2022, with far reaching changes that are set to transform the brand’s big adventure machines in more ways than one, while covering a broad variety of rider needs across the versions offered.
This isn’t one of those minor updates dressed as an all new-model situation either. The Tiger 1200 will arrive in GT versions with a road orientated loadout, while the Rally versions are more off-road orientated and there’ll be five specific models with varying level of specification and inclusions between the two.
Triumph also shared they’ve paid attention to the BMW 1250 GS as a point of comparison in this segment, promising the new Tiger 1200s now trump all the competition pretty resoundingly in various ways. They were pretty proud to mention that the new Tiger 1200s will out-spec and under price the competition in that comparison too, once you take into account the many packages and accessories needed for a fair comparison in some cases.
That’s not a case of copying what someone else offers either, but simply seeing what riders value and then aiming to do better across the range, without missing anything that people consider a must-have, like the shaft final drive in this segment. That inclusion in particular was seen as a must, offering low maintenance and peace of mind for distance touring.
Interestingly that’s seen some new additions like blind spot detection on some variants, where active cruise control didn’t make the cut based on the rider feedback Triumph gathered. No doubt internet pundits will have lot to say about that, but it’s fair to say when this research is done they concentrate on those who’d actually buy their machines, rather than just those who’ve got an opinion on what’s been done wrong with every bike release ever.
As far as the variants on offer there’s three in the road family, the Tiger 1200 GT, GT Pro and GT Explorer, with Explorer models being equipped with 30 litre fuel tanks as standard. The off-road orientated versions are the Tiger 1200 Rally Pro and the Rally Explorer.
All Tiger 1200s will now run a new 1160 cc triple-cylinder engine, with T-plane triple crank and new firing order, which Triumph promise offers greater character and tractability down low. That’s delivering 148 bhp, up nine over the outgoing model, while acceleration and responsiveness are apparently improved too. Firing order is 180-270-270, making for an un-even staccato.
In other words 110.4 kW at 9000 rpm, while the torque figures is 130 Nm (96 ft-lbs) at 7000 rpm, a bump of 8 Nm peaking a little lower in the rev range, while the overall capacity is down 55 cc, with a bore and stroke of 90 x 60.7 mm, despite the performance boost.
One particular point of note is that low down tractability is meant to be increased, with a feel more like a twin in this configuration and low-rpm scenario, alongside better off-road feel and connection for the rider according to Triumph. That’s also matched by a more twin-like sound down low too apparently, while about 90 Nm or torque is available from 3000 rpm, and that power curve looks very linear before flattening off around the 8500 rpm mark.
A new exhaust is also featured and was another area of weight loss despite having to meet Euro5, and mass centralisation and minimising the system was apparently a big focus here.
A new twin radiator design has also been adopted, allowing the engine to be mounted further forward, improving cooling, reducing heat directed at the rider and slimming down the front end visually.
That’ll be a powerplant that needs testing in real world conditions to ascertain its character, but certainly sounds interesting. The other massive change is shedding 25 kg over the outgoing models, which is an astonishing amount of weight, and now leaves the Tiger 1200 up to 17 kg lighter than it’s closest comparable-spec competitor according to the British manufacturer.
All models run new aluminium tanks to help keep weight to a minimum, with 20 L units on the GT, GT Pro and Rally Pro variants, which are good for up to 400 km. In comparison the 30 L tanks on the GT and Rally Explorer variants offer a 600 km potential range out of the box.
To achieve that overall weight saving figure there’s an all-new lightweight frame, with bolt on sub-frame and pillion hangers, alongside a new lighter and stronger Tri-Link swingarm. The new Tri-Link swingarm for instance saves 1.5 kg over the previous single-sided system, and runs a smaller and lighter bevel box.
The new frame design saves 5.4 kg, with the bolt-on aluminium sub-frame contributing to that reduction, with the frame also helping slim down the bike between the legs, aiding standing on the bike as well as generally getting a foot down.
Showa provide semi-active suspension across all models, with 49 mm USD forks and a monoshock with automatic electronic preload adjustment. On the GT versions that’s a system offering 200 mm of travel at the front and rear with semi-active damping, while the Rally variants boast 220 mm travel at both ends with settings to match.
Preload automatic to the load detected and the rider can pick a preferred damping setting, with nine possible levels, from 1 which is the comfort end of the spectrum through to 9 which is sporty, with the mid-point of five being for ‘normal’ riding. These parameters are further tailored to the riding modes, depending on whether a road or off-road mode is chosen.
We also see specific wheel setups between the Rally and GT versions, with the Rally Pro and Rally Explorer to run a 21 inch front and 18 inch rear tubeless spoked wheel setup designed specifically for off-road use. The GT, GT Pro and GT Explorer on the other hand run a 19 inch front and 18 inch rear with cast aluminium wheels.
Those wheel choices are joined by the Metzeler Karoo Street tyre on the Rallies, while the GTs will arrive with Metzeler Tourance rubber in comparison. Michelin Anakee Wild tyres are also handbook approved for off-road riding, for those looking for something a big more hard nosed in that area.
There’s a top-end brake system, with dual Brembo Stylema monobloc four-piston calipers up front on 320 mm floating rotors, matched to a Magura HC1 span-adjustable master-cylinder and lever combo, with separate reservoir. The 282 mm rear rotor is matched to a Brembo single-piston caliper meanwhile. Optimised Cornering (OC) ABS is also run thanks to the IMU unit.
That blind spot assist radar system was developed with Continental and will only be found on the Explorer versions to clarify, and activates a light on the mirror on the corresponding side when a car is located in the blind-spot, while lane change assist will flash that light if a rider changes lane with a vehicle approaching.
Triumph explained the inclusion of this technology, but no active cruise control in saying that the active (radar managed) cruise control is a controversial topic amongst the riders they talked to, where the blind spot assist was considered a must have.
A new 7 inch TFT is also found across all models with an integrated connectivity system and runs an optically bonded display, with new interface including GoPro control.
Traction control is also optimised, and has cornering functionality thanks to the IMU, as with the ABS, while up to six riding modes are offered, alongside a keyless system that includes the ignition, steering lock and fuel cap. The Triumph Shift Assist system is also tweaked and standard on everything but the base GT, offering clutchless up and down shifting.
The Tiger 1200 GT for instance gets Rain, Road and Sport modes, with the GT Pro and GT Explorer adding Off-Road and Rider (custom) modes. The Rally Pro and Rally Explorer meanwhile get all five modes plus Off-Road Pro, which allows full ABS and traction control deactivation. Regular Off-road mode in comparison turns ABS to off-road with the rear off, while traction control is also set to an off-road setting.
Traction control can also be independently turned off via the TFT display.
There’s also a new LED headlight with DRL, and integrated cornering light – although this isn’t available on the GT model, with it being the same story with the Hill Hold system which the base GT misses.
Both Rally Explorer and GT Explorer also get heated grips and seats as standard fitment, along with the TPMS or tyre pressure monitoring system.
Also new is the rider ergonomics, with seat heights varying between models, but Triumph explaining the new Tiger 1200s are particularly narrow across the front of the seat, which will pay dividends when it comes to easily reaching the ground, especially for shorter riders, with the figure on paper perhaps not being the best point of comparison if you can get onto one to see the difference in person.
On the GT, GT Pro and GT Explorer, that seat height is adjustable between 850 and 870 mm, while the rally Pro and Rally Explorer with the additional suspension travel can be adjusted between 875 and 895 mm, with a ‘Low Seat’ accessory reducing those figures by 20 mm.
An adjustable screen is also fitted, with an adjuster bar that allows one-hand adjustment, with handlebar positions also specific for each model, while also being 20 mm wider than the outgoing version. On both Explorer versions the ‘bars are also 16 mm taller, while footpegs are also repositioned.
Other updates which will probably be best appreciated in person are the promise of a higher standard of detailing and finish, accompanying the new bodywork, with a more ‘dominant adventure focused stance’ part of the tweaked ergonomics, and new colours for each family of bike.
The Triumph Tiger 1200 variants will also come with a three-year unlimited mileage warranty, while 16,000 km/12 month service intervals are aimed at keeping upkeep costs down.
Finally the Tiger 1200 range will have over 50 genuine accessories available, covering a host of needs, such as a full luggage system, various bike protection like engine and tank protection, heated seats for models which don’t have them standard, and a new Triumph Sena comms system that runs a bespoke software system for the TFT.
All models will feature the moulded handguards, with an aluminium skid guard on the GT Pro and GT Explorer and aluminium sump guard on both Rally versions. Engine protection bars are also standard on the GT Explorer, plus Rally Pro and Rally Explorer. Only the Tiger 1200 Rally Explorer runs the fuel tank protection bars.
The back-lit switch cubes are also standard across all models, as well as an underseat USB storage, and electronic cruise control, a centre stand and heated grips are found across all models except the GT, which can fit them as accessories.
The 2022 Triumph Tiger 1200 GT will be available in Snowdonia White, while the Tiger 1200 GT Pro and Tiger 1200 GT Explorer will be available in Lucerne Blue, Sapphire Black and the base Snowdonia White.
The 2022 Triumph Tiger 1200 Rally Pro and Tiger 1200 Rally Explorer are available in Matt Khaki, or Sapphire Black with the Snowdonia White the base option. The Rally variants also get the white frame, inspired by the Tiger Tramontana rally bike. All colour options except the base Snowdonia White as listed as chargeable colour options, so are likely to demand a premium.
The Tiger 1200 range, comprising the GT Pro and GT Explorer as well as the Rally Pro and Rally Explorer, is expected to arrive in Australian dealers in the second quarter of 2022. Australian pricing has yet to be confirmed and the base GT version won’t be coming to Australia.
| Specifications | |||||
| Model | GT | GT Pro | GT Explorer | Rally Pro | Rally Explorer |
| Type | Liquid-cooled, 12 valve, DOHC, inline 3-cylinder | ||||
| Capacity | 1160 cc | ||||
| Bore | 90.0 mm | ||||
| Stroke | 60.7 mm | ||||
| Compression | 13.2:1 | ||||
| Maximum Power | 150 PS / 148 bhp (110.4 kW) @ 9,000 rpm | ||||
| Maximum Torque | 130 Nm (96 lbft) @ 7,000 rpm | ||||
| Fuel System | Multipoint sequential electronic fuel injection with electronic throttle control | ||||
| Exhaust | Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencer | ||||
| Final Drive | Shaft drive | ||||
| Clutch | Hydraulic, wet, multi-plate, slip & assist | ||||
| Gearbox | 6 speed | ||||
| Chassis | |||||
| Model | GT | GT Pro | GT Explorer | Rally Pro | Rally Explorer |
| Frame | Tubular steel frame, with forged aluminium outriggers. Fabricated, bolt-on aluminium rear subframe. | ||||
| Swingarm | Twin sided “Tri-Link” aluminium swingarm with twin aluminium torque arms. | ||||
| Wheels | F – Cast aluminium, 19 x 3.0in. R- Cast aluminium, 18 x 4.25in | F- Spoked (tubeless), 21 x 2.15in. R – Spoked (tubeless), 18 x 4.25in. | |||
| Front Tyre | Metzeler Tourance F – 120/70R19 (M/C 60V TL). R – 150/70R18 (M/C 70V TL) | Metzeler Karoo Street F – 90/90-21 (M/C 54V TL). R – 150/70R18 (M/C 70V TL) | |||
| Front Suspension | Showa 49mm USD forks with semi-active damping. 200mm travel. | Showa 49mm USD forks with semi-active damping. 220mm travel. | |||
| Rear Suspension | Showa monoshock with semi-active damping and automatic electronic preload adjustment. 200mm wheel travel. | Showa monoshock with semi-active damping and automatic electronic preload adjustment. 220mm wheel travel. | |||
| Front Brakes | Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir. | ||||
| Rear Brakes | Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir. | ||||
| Instruments | Full-colour 7” TFT instrument pack with My Triumph Connectivity System | ||||
| Dimensions & Weights | |||||
| Model | GT | GT Pro | GT Explorer | Rally Pro | Rally Explorer |
| Length | 2245 mm | 2245 mm | 2256 mm | 2270 mm | 2296 mm |
| Width | 849 mm (handlebars), 982 mm (handguards) | ||||
| Height Without Mirrors | 1436 – 1497 mm (adjustable screen) | 1487 – 1547 mm (adjustable screen) | |||
| Seat Height | 850 – 870 mm (adjustable) | 875-895 mm (adjustable) | |||
| Wheelbase | 1560 mm | ||||
| Rake / Trail | 24.1° / 120 mm | 23.7° / 112 mm | |||
| Wet weight* | 240 kg | 245 kg | 255 kg | 249 kg | 261 kg |
| Fuel Tank Capacity | 20 litres | 20 litres | 30 litres | 20 litres | 30 litres |
Source: MCNews.com.au
The millionth Hinckley Triumph has just rolled off the production line, and now another historic model has made a reappearance with a long lost 1901 Prototype.
The historic find was discovered and restored by leading vintage Triumph collector Dick Shepherd, and the 1901 Prototype rewrites the history books, adding a whole new chapter prior to Triumph’s official sales starting in 1902.
Long rumoured to exist and referenced within advertising and reviews in 1901, this first Triumph prototype was developed from a standard Triumph bicycle, with an engine provided by Belgian manufacturer Minerva, in order to generate interest and gauge the public’s demand for a Triumph motorcycle.
Dick Shepherd
“Having been approached by a friend of a collector, who had sadly recently passed away, to evaluate an old Triumph I was incredibly excited to discover that the bike they had featured unique details that were not present on the first production Triumphs. Along with the bike, the collector had also received a letter from Triumph, dated in 1937, that outlined the bike’s unique origins and provided key details.
With an engine number that is consistent with references in Minerva’s engine records of a 1901 first Triumph engagement, the historic significance of this motorcycle became incredibly clear. As a lifelong, passionate fan of the history and achievements of this incredible British brand, to have discovered this amazing survivor and restored it to the glorious condition it would have been in when it first went on display in 1901, has given me an immense amount of satisfaction.”
First unveiled at the UK’s Motorcycle Live show, the 1901 prototype will feature in a dedicated event at Triumph’s Factory Visitor Experience on December 14, where the machine will be ridden in public for the very first time in more than 100 years.
This incredible, historic motorcycle will then be on display, alongside the millionth Hinckley Triumph, in a new, specially created 120-year anniversary display, hosted within Triumph’s Factory Visitor Experience.
The Triumph Factory Visitor Experience is free to visit and is located at Triumph’s HQ in Hinckley, England, and is open daily Wednesday through Sunday, from 10am – 4.30pm.
Source: MCNews.com.au
Triumph have hit a historic milestone with the millionth motorcycle built since the brands return in 1990, with the bike in question being a Tiger 900 Rally Pro which has received a one-off custom paintjob.
Launched in 2019 the Tiger 900 Rally Pro provides a demonstration of Triumph’s design, engineering and production capability, courtesy of its defining character, capability, quality and attention to detail – attributes shared by Triumph’s modern line-up.
With its custom silver paint scheme and one millionth graphics, this very special milestone motorcycle will be displayed on Triumph’s stand at this year’s Motorcycle Live show at the NEC and then on show in Triumph’s Factory Visitor Experience* in a new, specially created 120-year anniversary display.
Nick Bloor – Triumph CEO
“Everyone at Triumph is incredibly proud to have played a part in achieving such a momentous moment in the modern history of this iconic brand. Over the 31 years since we re-launched Triumph with a new line of British designed motorcycles in Cologne in 1990, we have shared so many great moments with our fans across the world.
“From returning to the TT champions arena, to entering the MotoGP paddock with our Moto2 Engine partnership to supporting the biggest global riding event and its great cause for health and wellbeing with the Distinguished Gentleman’s Ride, to mention only a few. Triumph’s success has always stemmed from the passion and commitment we share with our riders.
“Whilst the last year has been challenging for all of us, this passion and commitment has driven Triumph to even greater heights, including the successful entry into new categories with the Trident 660 and Tiger Sport 660.
“Over the last three decades Triumph has maintained sustained and significant investment in our people, our partners and our in-house design, engineering and manufacturing capabilities, in order to grow the reach and reputation of this iconic British brand. This investment in home grown talent, both in the UK and around the world, matched by the passion we share with our riders for delivering the complete and perfect motorcycle, has seen the brand go from strength to strength, achieving the most successful year in the brand’s entire 120-year history.
“Furthermore, we are committed to taking the brand to even greater heights, and with the forthcoming launch of our brand-new Tiger 1200, new competition MX and Enduro motorcycles, plus our strategic partnership with Bajaj to create smaller capacity bikes, I am delighted to say that the future for Triumph and its fans across the world will be just as exciting and rich as the last 30 years has been.”
The very first production Triumph motorcycle went on sale to the public in April 1902, starting one of the world’s richest and most exciting brand stories; a story that has gone on to encompass countless legendary motorcycles, and playing a significant role in shaping the motorcycle world we enjoy today.
Triumph’s modern era began in 1990 with a completely original range of motorcycles designed and built in a brand new, state-of-the-art factory at Hinckley.
In the three decades since, Triumph has built and sold more motorcycles than at any previous time in its history through an international network of more than 700 dealers in 57 countries.
And despite recent challenges, the passion for Triumph shared around the world by owners, riders, fans and dealers has made the last 12 months the most successful ever, with more than 75,000 bikes registered globally and a turnover of £650 million.
Triumph represents the pinnacle of Great British design and engineering, with a line-up of world-beating bikes spanning multiple genres from adventure to roadsters to modern classics, each delivering Triumph’s renowned reputation for handling, finish and detailing and original, authentic design.
Today Triumph operates across five manufacturing facilities, all managed and led by the global headquarters in Hinckley, Leicestershire, where every Triumph is conceived, prototyped and tested in Triumph’s centre of design by the in-house team. The most recent addition to Hinckley’s infrastructure is an all-new UK assembly plant, built to enhance Triumph’s global manufacturing flexibility and complement the existing multi-million-pound paint shop and rapid prototyping facilities.
A global operation, Triumph has 13 sales and marketing offices around the world, manufacturing and production facilities located in Thailand, where the company has its own casting, injection-moulding, machining and assembly facilities, and plants in India and Brazil, which assemble bikes destined for local markets.
Triumph’s Factory Visitor Experience* at Hinckley, opened in 2018, invites visitors to get a taste of Triumph’s manufacturing expertise as well as showcasing the most important collection of motorcycles from the iconic British firm’s past and present.
From January 2022 Triumph will invite fans from all over the world to join the factory in celebrating the spirit of motorcycling, in a series of stories, meet-ups and special events throughout the year. Keep an eye out for more details to come in the new year.
Source: MCNews.com.au
By Rennie Scaysbrook
It almost seems Triumph has a birth right to the modern retro market. That oxymoron of a term has been thrown around by the world’s manufacturers for about 20 years now, ever since Ducati bought out the legendary Paul Smart replicas in the mid-2000s.
However, Triumph has been more consistent in looking backwards to go forwards with bikes like the various Bonnevilles, Scramblers and Thruxtons, not to mention the bike we have on test now in the $20,890 (ride-away) Speed Twin.
The Speed Twin in 1200 form is only two years old, seeing its release back in 2019 as part of Triumph’s 80th anniversary of the first twin-cylinder Bonneville. For a bike aimed more at the café riding crowd, you could forgive Triumph for calling it done and coming back for a revisit in five years, but Triumph’s seen fit to give the 2021 edition a proper makeover.
No doubt the addition of Euro5 compliance was a contributing factor, but there’s still plenty to get excited about. The pulsating British twin pumps out a claimed 73 kW at 7250 rpm and 112 Nm of torque, with the peak torque measured 500 rpm less than in 2020.
This is achieved via a lighter crank, new pistons and cylinder head, revised camshafts and a new exhaust that deftly hides the catalytic convertor and looks like an old-school straight-through system—a look that’s somewhat spoiled by having fugly black end caps fitted.
Despite this minor fashion faux pas, the Speed Twin is indeed a looker. Mixing a modern look and performance via the new 43 mm inverted Marzocchi forks and Metzeler Racetec RR rubber with little retro touches like dual analogue clocks (albeit with small digital faces for trips, fuel, etc) and a flat bench-style seat, Triumph’s styling department has done rather well with the Speed Twin’s aesthetic.
This fact was confirmed when an old bloke who was walking around our photo location took a bit of time to be convinced this was indeed a 2021 edition and not something from the 1960’s. It’s always nice when that happens.
The Speed Twin is more than just a doff of the cap to bikes of yesteryear, it also mimics them in overall size. With a seat height of just 809 mm compared to the 820/830 mm seat heights more commonly found on modern nakedbikes, the Speed Twin feels small.
I’m 183 cm tall and for me the ride position is just too cramped to get anything more than a 45 minute ride before I start to get all bothered, although being a neutral riding stance it’s easy for me to stand and stretch out on the Speed Twin if needed.
That fact alone makes the Speed Twin a frustrating prospect to me, because everything else about the motorcycle is just lovely.
Let’s start with the engine. At 1200 cc, one might think this little donk would be a bit too much unless you’ve got decent miles under your belt but the reality is somewhat different. The Speed Twin has a delightfully smooth power delivery, matched to three engine maps of Sport, Road and Rain.
Although you could probably just run Sport and not worry about the rest as Triumph has done a brilliant job with the throttle mapping so you don’t get a massive hit of torque when you open the throttle while cruising slowly around town.
Having said that, there’s more than enough to get up and boogie. This is a 1200 cc twin, after all, and it’ll be more than capable of hustling up the side of a mountain or when you need to rip through traffic.
The motor spins up surprisingly quickly for a 1200 twin, and the silky smooth throttle response somewhat hides the amount of go clenched in your right hand. It’s geared rather tall, but there’s plenty of performance on offer in third and fourth gears as you zip from corner to corner.
There’s no quick-shifter so gearshifts are done the old fashion way with a clutch, but there’s nothing wrong with that and, again, Triumph’s done well to give you a gearbox that’s as smooth as the engine is punchy.
One of the best parts of the motor is what happens after you crack the throttle. Regardless of my dislike of the black end cap on the pipe, man, that pipe sounds good. It’s got that oh-so-British thump to the exhaust note, making this – along with the company’s three-cylinder nakedbikes like the Street and Speed Triple range – one of the best sounding motors (in my opinion) around. It’s certainly one of the most recognisable.
Triumph claims a wet weight of 216 kg (thanks Triumph, because claimed dry weights are useless) for the Speed Twin with a full 14.5 litres of fuel, so it’s not exactly a featherweight, but what’s there is carried rather well.
It pays dividends not to ride the bike like a lunatic despite the upgrade from skinny, conventional 41 mm forks, to the chunkier 43 mm inverted Marzocchi legs now fitted giving plenty of feel at the handlebars and excellent road holding.
Being a relatively slim motorcycle, the Speed Twin has excellent agility when switching direction, helped in no small part by the upright stance than the wide (ish) handlebars. You’re sitting in a very neutral stance on the Speed Twin, which is fine for the most part but wind protection is next to zero for freeway rides, and the flat bench seat does get pretty hard and uncomfortable after about 45 minutes.
The Speed Twin doesn’t love a rough rider, but instead responds well to the wide corner arches and gentle braking character the aesthetic would suggest.
If you do want to pretend you’re Remy Gardner on a Triumph-engined racer, at least you have decent stopping power in your right hand in the form of Brembo’s radially-mounted M50 calipers and 320 mm discs (up from 305 mm on the 2019 bike).
These are the same stoppers used on the last generation Kawasaki ZX-10R, and although the Italian brake masters have gone up a few grades since with models like the Stylema and Stylema R calipers, they are a damn sight better than the very old school conventionally-mounted calipers from the 2019 bike.
A nice touch from Triumph was to include decent rubber when you pick up a Speed Twin. Metzeler’s Racetec range is indeed very good and to have them fitted to a modern retro gives this bike more grip than it could conceivably need, which is a good thing. Too many times, manufacturers will skimp on fitting good sporty rubber, leaving the choice up to the customer but at least the Hinckley crew has taken this headache away from you.
My time with the Triumph Speed Twin was nice but I have to be honest and say this bike wasn’t for me, simply because it’s too damn small. At my height, I felt everything needed to be stretched out 10 per cent or so, just to give me a bit of extra room in the cockpit, a bit more room for when I do try and turn up the wick in the twisties, a bit more room to make general cruising a little more comfortable. See what I’m getting at here?
My findings are the most subjective thing of this test (I guess that’s why Trev pays me to write them for him), so if you’re shorter than me, perhaps you won’t have as many gripes.
The size factor is annoying because, as I’ve said, everything else on this bike is really nice. The fit and finish is superb, the chassis a willing and compliant partner – especially given the beefier forks and brakes – and the motor has such a tough, British character to it. Couple these facts with the LED lights, built in immobiliser, underseat USB charging port and traction control and the Speed Twin is very difficult not to like.
If Triumph makes a 1300 cc version that’s a touch bigger everywhere, I’m sold, but I don’t think that’ll be happening any time soon.
| 2021 Triumph Speed Twin Specifications | |
| Engine | Liquid cooled, 8 valve, SOHC, 270° crank angle parallel twin |
| Capacity | 1200 cc |
| Bore | 97.6 mm |
| Stroke | 80 mm |
| Compression | 12.1:1 |
| Max Power EC | 100 PS / 98.6 bhp (73.6 kW) @ 7250 rpm |
| Max Torque EC | 112 Nm @ 4250 rpm |
| System | Multipoint sequential electronic fuel injection |
| Exhaust | Brushed stainless steel 2 into 2 exhaust system with twin silencers |
| Final Drive | O ring chain |
| Clutch | Wet, multi-plate torque assist clutch |
| Gearbox | 6-speed |
| Frame | Tubular steel, with steel cradles |
| Swingarm | Twin sided aluminium |
| Front Wheel | Cast aluminium alloy 17” x 3.5” |
| Rear Wheel | Cast aluminium alloy 17” x 5.0” |
| Front Tyre | 120/70 ZR17 |
| Rear Tyre | 160/60 ZR17 |
| Front Suspension | Ø 43mm USD Marzocchi forks, 120mm travel |
| Rear Suspension | Twin RSUs with adjustable preload, 120mm rear wheel travel |
| Front Brakes | Twin Ø 320mm discs, Brembo M50 4-piston radial monobloc calipers, ABS |
| Rear Brakes | Single Ø 220mm disc, Nissin 2-piston floating caliper, ABS |
| Display | Twin dial analogue speedometer and tachometer with LCD multi-functional displays |
| Width Handlebars | 778 mm |
| Height Without Mirror | 1097 mm |
| Seat Height | 809 mm |
| Wheelbase | 1413 mm |
| Rake | 22.3 º |
| Trail | 91.5 mm |
| Tank Capacity | 14.5 L |
| Wet Weight | 216 kg |
Source: MCNews.com.au
Joining the slew of new Triumph special edition models for 2022 will be a Rocket 3 R ‘221’ and Rocket 3 GT ‘221’ Special Edition, boasting a unique paint scheme to set them apart, and naturally only available for a single year.
Expected to arrive in Australia from January 2022, the Triumph Rocket 3 R 221 will start from $35,850, while the Rocket 3 GT 221 will start from $36,850 – both ride-away prices.
The new paint scheme features Red Hopper across the tank and front mudguard, with special ‘221’ knee pad graphics. The tank will include stickers under the clear coat, listing capacity, torque, power and bore by stroke figures, alongside the manufacturer and its country of origin.
In contrast, the mudguard brackets, headlight bowls, flyscreen, side panels, rear bodywork and radiator cowls are all in Sapphire Black.
221 represents the bikes torque figures, delivered at 4000 rpm and boasting the most offered in a production motorcycle from the 2458 cc triple-cylinder.
Horsepower certainly isn’t lacking either, with 167 hp at 6000 rpm, with a torque assist clutch fitted, alongside helical-cut six-speed gearbox.
Electronics include cornering ABS and cornering traction control thanks to an IMU, with a colour TFT display, My Triumph connectivity and an optional Bluetooth module which allows GoPro interaction, turn by turn navigation and more. Four ride modes adjust throttle response and traction control.
Showa provides suspensders front and rear with a monoshock mated to the single-sided swingarm, including a piggyback reservoir and joined by a set of 47 mm USD cartridge forks boasting compression and rebound adjustment.
Top-spec Brembo Stylema calipers are also fitted, on 320 mm floating rotors, while a Brembo M4.32 four-piston unit is mounted to the rear 300 mm rotor – something you’d more commonly see adorning the front of a motorcycle.
Wheels are cast aluminium 20-spoke lightweight units, with Avon Cobra Chrome tyres standard fitment.
A sculpted seat is designed for comfort and support, while the Rocket 3 R offers two settings of vertical adjustment for the foot controls, while the Rocket 3 GT in comparison adds three horizontal adjustments as well.
Seat height is an inviting 773 mm on the R, while the GT bumps that up to 750 mm, with both running an 18 L fuel tank. LED lighting is fitted all-round, with DRLs found in the headlights.
Standard features on both models include Hill Hold Control, cruise control, keyless ignition, keyless steering lock, an under-seat USB and on the Rocket 3 GT, heated grips.
Source: MCNews.com.au
To commemorate and celebrate the 1969 achievement of Malcom Uphill’s first ever production 100 mph lap of the Isle of Man TT, Triumph will release a Thruxton RS Ton Up edition for 2022. Like many of these new special edition Triumphs they will only be available for a single year.
Australian pricing has been confirmed to start at $27,150 ride-away, with arrival expected from January, 2022.
A host of special features are found on the Ton Up edition, starting with an Aegean Blue fuel tank complete with Jet Black knee pad graphics and hand painted silver coach lining.
A seat cowl in Fusion White is also fitted and runs Carnival Red infill, with hand-painted black coach lining, as well as the new ‘100 Special Edition’ graphic to further set the bike apart. A front mudguard with the same colours will also be run, while side panels will be in Jet Black with the Thruxton RS Ton Up logo, which also appears on the headlight bowl and rear mudguard.
Other cosmetic features include matt aluminium silver fork protectors, blacked out wheels and engine covers, as well as shock unit springs.
For those craving an even greater cafe racer fix, a matching Aegean Blue cockpit fairing will be available, but as an accessory, so you’ll have to cough up for that one separately.
The basis for the Ton Up Special Edition is the Thruxton RS, build around the Bonneville 1200 cc engine, producing 105 horsepower and 112 Nm or torque at 4250 rpm, with dual up-swept silencers.
That powerplant is backed up by a switchable traction control system and three riding modes, as well as ABS, torque assist clutch, ride-by-wire throttle, an immobiliser and underseat USB.
An impressive level of specification is also on display, with dual Brembo four-piston M50 radial calipers, 310 mm rotors, and high performance Metzeler Racetec RR tyres.
Öhlins provide the rear shock units, with piggyback reservoirs and full adjustability, while forks are likewise fully adjustable and Showa 43 mm USD big-piston units. Seat height remains a manageable 810 mm.
Other features include the Monza-style fuel cap, single bullet seat, bar-end mirrors, DRL/LED headlight and there’s a host of genuine accessories available, from clip-ons through to luggage.
Source: MCNews.com.au