Triumph motorbike reviews

Triumph tiger 1050

2011-09-14T08:34:00.000-07:00

With the all-new 2007 Triumph Tiger 1050, the Hinckley firm decided to put cross-country aptitudes to one side. Nobody in their right mind would go off-road on a stock 955 Tiger, so the fact that the Triumph Tiger 1050 is more road-biased (looks and handling) matters not a jot. It all adds up to a better road bike and for us a better motorcycle, which is what Triumph aimed at and has achieved.

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As used in Triumph’s Speed Triple and Sprint ST, the Triumph Tiger's 1050cc powerplant’s output has been reduced to 115 horses but it’s still better in every way. Not just in the way it out grunts the old bike, but the way the throttle responds to rider input. This makes the Triumph Tiger 1050 much easier to live with in slow traffic or attacking countryside bends. The taller top gear ratio also means the Triumph Tiger 1050 is considerably more relaxed at cruising speeds, helping reduce fuel consumption and rider fatigue.

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The 2007 Triumph Tiger 1050 is much less intimidating to get on with. Although the seat remains high it’s compensated by being narrower. And at greatly reduced weight of 198 kilos (old one was 215kg dry). It all adds up to feeling more at one with the motorcycle, more integrated. If it wasn’t for the broad handlebars and tall suspension it’d be easy to forget the Triumph Tiger 1050 is still a large trailster and not an everyday middleweight motorcycle.

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With its minimalist style, large upside down forks, radially-mounted brakes and enormous Daytona 675 look-a-like swingarm, the Triumph Tiger 1050's identity has shifted towards a stronger sporting capability. Even though the exhaust is side-mounted, there’s little usable space under the seat.

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Too early to say, but there’s nothing essentially wrong with any of the latest products of the Hinckley factory and this new Triumph Tiger 1050 is effectively an amalgam of a handful of them. From what we can tell so far, quality is good.

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Owners' rating

From once being in big trailie territory, the Triumph Tiger 1050 is now in a world populated by Multistradas, Tre-Ks and the like. Against them (£500 cheaper than the Duke, for example) the Triumph Tiger 1050 is good value.

Insurance group: 14

2006: Triumph Tiger 1050 launched in September.

None.

Specifications

Top speed	133mph
1/4-mile acceleration	11.3 secs
Power	115bhp
Torque	73.8ftlb
Weight	198kg
Seat height	835mm
Fuel capacity	20 litres
Average fuel consumption	40mpg
Tank range	144 miles
Insurance group	14

Engine size	1050cc
Engine specification	12v transverse triple, 6 gears
Frame	Aluminium perimeter
Front suspension adjustment	Preload, rebound, compression
Rear suspension adjustment	Preload, rebound, compression
Front brakes	2 x 320mm discs
Rear brake	255mm disc
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

Triumph adventurer

2011-09-14T08:32:00.000-07:00

The Triumph Adventurer, a cruiser style version of the Thunderbird, adds dollop of crass to already glittery, faux concoction. It’s an OK motorcycle, thanks mostly to the stupendous Triumph triple engine, but the Triumph Adventurer is about as cool and stylish as purple velvet loon pants. Oh, did someone say they’re back in?

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For our money, along with the T-bird, the Triumph Adventurer is one of the best incarnations of the original big Hinckley triple. 885cc three has been detuned from Trident and Trophy spec to give even more oomph. Wound open the Triumph Adventurer's engine sounds like a squadron of Lancasters and with restyle chromy and curvy engine cases it looks the business, too. A classic.

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The Triumph Adventurer is more laid back, quite literally, than the Thunderbird thanks to a 19/16-inch wheel combo, longer forks and higher bars. The Triumph Adventurer's handling can’t match the slice and dash of the T-bird but it’s reasonable, nevertheless and undoubtedly smooth.

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Nothing to write home about. The Triumph Adventurer has twin dial clocks in a retro style, decent enough mirrors, capable switchgear and that’s about it. Compared to the T-Bird the Triumph Adventurer has megaphone pipes, a ‘fat bob’ rear fender (mudguard) and different tank badge and knee pads.

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From around 1993 onwards, Triumph quality moved on apace – and it certainly shows with the T-Bird and Triumph Adventurer. Paint and chome is thick, fit and finish is generally good and those early triples are basically over-engineered so are solid as old nails, too…

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There aren’t that many Triumph Adventurers about (it was primarily built to break into the American market) but even so, in the UK at least they’ve depreciated faster than the more popular T-Bird making the Triumph Adventurer good value. Comparable Japanese bikes are generally cheaper, though…

Insurance group: 13

1995: Triumph Adventurer launched.
1997: Triumph Adventurer now with lower handlebars. Rear sissy bar now standard. New style seat.
1998: Triumph Adventurergets new sub frame. New wheels. Repositioned side panels. Lower seat.
2001: Triumph Adventurer discontinued.

None.

Specifications

Top speed	120mph
1/4-mile acceleration	13.4 secs
Power	70bhp
Torque	53.1ftlb
Weight	220kg
Seat height	750mm
Fuel capacity	15 litres
Average fuel consumption	44mpg
Tank range	165 miles
Insurance group	13

Engine size	885cc
Engine specification	12v transverse triple, 6 gears
Frame	Steel tube spine
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	2 x 320mm discs
Rear brake	285mm disc
Front tyre size	110/80 x 18
Rear tyre size	160/80 x 16

Triumph speed triple R

2011-09-14T08:30:00.000-07:00

Triumph’s standard Street Triple mixes Triumph Speed Triple style with the tech of a Triumph Daytona 675 engine. It's light, fast, fun, agile, stylish and cool... and it just got even better. The 'R' version comes with fully-adjustable suspension and fiercer radial four-pot Nissin front brakes, making it the perfect bike to tempt UK riders away from their sportsbikes. Triumph have been planning this uprated version since the launch of the standard Street Triple, so it's no after thought. If you're looking for a high-spec middleweight that blows the competition away, the Triumph Street Triple R is in a class of one.

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The 675cc, 12-valve three-cylinder motor is unchanged from the standard Triumph Street Triple, with peak output staying at a healthy 107bhp at 11,700rpm. This is 16 ponies less than theTriumph Daytona 675, but offers more than enough power to keep most riders entertained. Torque remains the same as the standard model also at 51ftlb, which it makes at 9100rpm. The 675cc lump is a gem and stands up to any task, from town riding to back road thrashing. The problem is that it sounds so good at full throttle it could get you into trouble!

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The standard Triumph Street Triple is a very nice handler, but the R version is even better. 41mm USD forks and piggy-back rear shock are from Kayaba and are both fully adjustable, so you can set the bike up to suit. Compared to the standard Triumph Street Triple the forks are shorter and the shock is longer and firmer, pitching you over the front more and giving a more aggressive riding position. It also results in a slightly taller seat height, up 5mm on the standard bike. Steering lock is slightly limited, but at only 167kg the bike is a lightweight and easy to manoeuver.

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The Triumph Street Triple R is a naked bike in the true sense of the word, so there's not a lot of unnecessary clutter. It comes with Magura handlebars like its big brother the Speed Triple (although the shape is the same as the standard Triumph Street Triple). The instrument panel features analogue tacho, digital speedo and clock, lap timer and gear indicator, plus a series of gearchange warning lights.

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Some recent Triumphs, including the Triumph Daytona 675 have had questionable reliability and durability, which is why we haven’t given it a 5/5 rating, but overall none of this should put you off if you’re considering a Triumph Street Triple R. It has some nice touches and good quality parts as standard.

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Owners' rating

At £6220 you're paying a premium for the 'R' tag, since the already good Standard Triumph Street Triple is only £5399 and represents very good value for money. For the extra dosh you get full adjustable suspension, magura handlebars and a new seat cover. It is better, but is it nearly a grand better? If you like to venture on track occasionally and push the limits, then you'll probably find it is. At nearly £1000 less than a Triumph Daytona 675 it sits neatly between the two bikes as a great compromise for those who want to have their cake and eat it.

Insurance group: 14
Model History

2007: Triumph Street Triple launched.
2008: Triumph Street Triple R launched.

Standard Triumph Street Triple, features more basic suspension and brakes, plus lacks Magura handlebars.

Specifications

Top speed	141mph
1/4-mile acceleration	11.93 secs
Power	107bhp
Torque	51ftlb
Weight	167kg
Seat height	805mm
Fuel capacity	17.4 litres
Average fuel consumption	38mpg
Tank range	145 miles
Insurance group	14

Engine size	675cc
Engine specification	liquid-cooled 675cc, DOHC, 12v, in-line triple. Fuel injection, 6 gears.
Frame	aluminium beam frame
Front suspension adjustment	preload, compression and rebound.
Rear suspension adjustment	preload, compression and rebound.
Front brakes	220mm disc with single piston caliper
Rear brake	Four-pot radial Nissin calipers with 308mm twin discs
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

triumph daytona 675

2011-09-14T08:27:00.000-07:00

You would be hard pushed to tell the difference from the successful but outgoing Triumph Daytona 675 model and the latest 2009 model. But stand closer and the differences jump out at you i.e. the new angular top fairing, Nissin monoblock calipers, revised suspension and so on. The engine and performance changes you can’t see, but combined with the great handling chassis the Triumph Daytona 675 is a very viable alternative to the Japanese supersport mass.

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Race team feedback has led to many internal changes to net an extra 3bhp, 1ftlb of torque and an extra 400rpm (now 13,900rpm rev range) to play with. Forget about peak power, though. It’s the legendary flat but fat torque curve coupled with a midrange horsepower increase that makes the Triumph Daytona 675 a breeze to ride day-in, day out without working up a sweat. If you want to rip it up then the Triumph 675 will easily pump your adrenaline – especially on a trackday – simply by working the throttle harder. Gearbox mods have banished the sticky-shift feel.

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Pure supersport seating stance of high seat and clip-ons but isn’t uncomfortable, more intimidating at first and the screen is typically low for hard speed riding. The ride is exemplary thanks to new suspension that features high and low speed compression damping front and rear, which makes the gap between road and track use easier to cross. Although quick steering the Triumph Daytona 675 is a stable beast but comes with a steering damper to keep back road scratchers out of trouble. Ground clearance is not an issue on the Daytona 675, which is good because it can carry big corner speed with ease.

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Although modern running gear features throughout, the Triumph Daytona 675 doesn’t wear anything majorly different to the rest of the supersport class. No, you will have to scan the list of official accessories to make the Triumph Daytona 675 stand out – and with the plug-in quick shifter, computer adjustable ECU, Arrow exhausts and rearsets you will stand out. And there’s more…

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Chassis components are no different to Japanese counterparts. This leaves the powertrain open to discussion, of which there are few web-based grumbles about the previous model. But like every other manufacturer Triumph is quick to remedy any complaints so this latest Daytona 675 should figure a thoroughly sorted mill.

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Owners' rating

Price aside, Triumph’s Daytona 675 is perfectly poised to run with the Japanese pack, if not up front because of the way the engine doesn’t need to be worked so hard on the road. Back to the price: at its present £7589 list price, it is extremely competitive e.g. £200 cheaper than the R6.

Insurance group: 16

2003-2004: Daytona 600 – 599cc 4-cylinder, 110bhp
2005-2006: Daytona 650 – 646cc, 4-cylinder, 112bhp
2006-2008: Daytona 675 – 675cc, 3-cylinder, 123bhp

none

Specifications

Top speed	156mph
1/4-mile acceleration	11.38 secs
Power	126bhp
Torque	54ftlb
Weight	162kg
Seat height	825mm
Fuel capacity	17.4 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	16

Engine size	675cc
Engine specification	Liquid-cooled, 12v, inline-triple, four-stroke. Six gears
Frame	Aluminium twin spar
Front suspension adjustment	Rebound and high/low compression damping, spring preload
Rear suspension adjustment	Rebound and high/low compression damping, spring preload
Front brakes	2 x 308 discs with 4-piston monoblock calipers
Rear brake	220mm disc with single-piston caliper
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

triumph rocket roadster

2011-09-14T08:25:00.000-07:00

Triumph’s decision to revamp the original Rocket III into a streetfighter is an interesting one. Why? Because it hardly fits the bill – stripped version of a sports bike with oddball looks – because of its custom-biased specs of long wheelbase and weight, but it works.
Big, no, no, really big engine meets menacing black styling meets awesome torque and horsepower to make life sane and mad at the twist of a wrist.

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The 2294cc triple-cylinder isn’t new (been around in various guises since 2004) but has a ruck of mods to up torque to a mighty 163ftlb, and power to 146bhp.
The new exhaust layout including bigger volume silencers is the reason for the power increase – and incredible noise at high rpm.
Gearbox shift mechanism is updated for sweeter shifts and the clutch and shaft drive are ramped up to cope with the extra output… and tomfoolery the Roadster eggs you into.

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Rear suspension units have been softened off for a more comfortable ride and the seat height is upped by 10mm to 750mm.
Best change is the moving of the footrests back by 100mm and down 20mm to make the seating position more natural, read comfortable, than the old custom feet forward style.
The Roadster does a good job of hiding its 367kg (wet) weight and is actually a very easy, nimble bike to ride. Ground clearance isn’t great, but the footpeg blobs are replaceable.
Good brakes, too. ABS is standard on the Roadster and is tuned nicely for big braking action before chiming in.

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Owners' rating

Shaft drive for reliability and low maintenance is good. ABS is also good. And heavy use of black coating throughout the bike is okay for the styling exercise.
Little details like the addition of digital readouts for fuel range, gear indicator and time of day are also nice touches.
To sum up: it’s all there and it works – this includes the biggest production motorcycle engine ever.

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There were a few reported niggles with the very first Rocket models e.g. rear shaft drive seal.
Five years down the line and the Rocket III engine is proving to be a superb high mileage special.
Component finish has never really been an issue so we don’t expect and different with the Roadster.

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Owners' rating

The original Rocket III first hit the streets at £11,999 and, surprisingly, years later it’s still on sale at this price – not for long, though, because Rocket III and Rocket III Classic are being deleted from the range.
With all the updates to the Roadster, its £10,949 price seems remarkably good value in our book.

Insurance group: 17

2004: Rocket III introduced.
2005: Mulberry Red Tribal special edition model
2006: Rocket III Classic introduced
2007: Rocket III Touring introduced
2009/2010: Rocket III Roadster introduced. Original Rocket III and Classic phased out.

Rocket III Touring

Specifications

Top speed	136mph
1/4-mile acceleration	secs
Power	146bhp
Torque	163ftlb
Weight	367kg
Seat height	750mm
Fuel capacity	24 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	17

Engine size	2294cc
Engine specification	Liquid-cooled, triple-cylinder four-stroke. Five gears
Frame	Tubular steel, twin spine
Front suspension adjustment	Non-adjustable
Rear suspension adjustment	Spring preload
Front brakes	2 x 320mm disc with 4-piston calipers
Rear brake	316mm disc, 2-piston caliper
Front tyre size	150/80 x 17
Rear tyre size	240/50 x 16

triumph trident 900

2011-09-14T08:22:00.000-07:00

Reborn Triumph’s 900 Trident was about as straightforward a bike as Hinckley could produce, and also happened to be one of the best of the early machines. The three-cylinder motor was distinctive, flexible and robust, the handling, though tall, better than the average roadster and it was comfortable, attractive enough and versatile, too. No wonder the Triumph Trident lived longer than most of the early bikes.

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Owners' rating

Like most of the early Hinckley Triumphs – which were all based around a modular construction system – the Trident was available in two capacities, in this case both triples. The short-stroke 750cc was cute enough, but it was the long stroke, 885cc 900 which was the one to go for and proved far more popular being grunty, fruity and versatile. It’s over-engineered, so is robust, too.

The Triumph Trident 900’s ride was plush enough, but it’s handling set it apart, being a notch above typical bikes of this type of the time such as Kawasaki’s Zephyr, the Trident boasts decent brakes and suspension and steers sweetly, even if it is a tad top-heavy due to the spine frame.

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The Triumph Trident 900 was conceived as a fairly basic, affordable machine and the basic specification reflects that. It’s not exactly lacking, but nor is there anything extra or flash about it either.

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Early Triumph Trident 900s suffered a little from thin paint, which was improved after the building of a new paint shop at Hinckley in 1993, but otherwise are fairly durable and reliable, especially if looked after which, being a Triumph, they tended to be.

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Owners' rating

Fairly decent value when new, a good Trident today can be had for around £2000 today. Most now however getting fairly long in the tooth so buy the latest, lowest mileage version you can affrord and be prepared to shop around. 750s are cheaper than 900s, despite being virtually identical.

Insurance group: 14

1991: 900 and 750 Tridents launched
1998: 900 and 750 Tridents deleted.

Specifications

Top speed	130mph
1/4-mile acceleration	secs
Power	100bhp
Torque	61ftlb
Weight	212kg
Seat height	mm
Fuel capacity	25 litres
Average fuel consumption	44mpg
Tank range	130 miles
Insurance group	14

Engine size	885cc
Engine specification	12v transverse triple, 6 gears
Frame	Tubular steel spine
Front suspension adjustment	43mm telescopic forks
Rear suspension adjustment	Monoshock, preload adjust
Front brakes	2 x 296mm discs, four piston calipers
Rear brake	255mm disc twin piston caliper
Front tyre size	120/70 x 17
Rear tyre size	160/60 x 18

triumph sprint GT

2011-09-13T12:08:00.000-07:00

Take Triumph’s superb Sprint ST (Sport Touring) and make it more adept at touring and also pillion friendly and what do you end up with? A Triumph Sprint GT (Grand Touring), that’s what. Sounds easy enough but in practice Triumph had to revise the Sprint’s chassis in a major way. So with a longer swingarm and steel subframe the GT becomes uber-stable when decked out with 117 litres of luggage, a pillion and 20 litres of juice. It goes further than that, though. Lower seat height, a wider, more comfortable pillion seat, built in grab rails on the topbox mounts and revised footpeg positions… and more. Does it all work, though? Yes, it does. It is comfy for pillion and rider – good enough for Triumph’s claimed 200 miles between fuel stops – the engine is flexible and grunty, steering is agile but stable and it can carry a week’s worth of clothing/toiletries with ease.

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Owners' rating

By knocking back the claimed peak torque of the Sprint ST derived 1050cc engine by 1200rpm to 6300rpm, and upping top gear ratio by 7%, the GT is so, so relaxed at cruising speed the pillion could well fall asleep. New fuel injection and ignition settings also make the bike very tractable and manageable when fully loaded. The extra claimed 5bhp from the new side-mounted exhaust isn’t noticeable as such.

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Comfort is up there with any major touring machine and this is with handlebars that aren’t exactly upright or sports bike drop-down-style. The pillion gets the same deal. The front forks are similar to the ST units but come with stiffer damping rates to cope with the bike’s extra weight. The rear shock isn’t the normal sorted suspension unit Triumph delivers. It is very softly damped and with a heavy rider onboard upsets the bike’s stance. It’s easy to dial in additional preload via a handwheel and this helps no end.

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Owners' rating

The pannier system is pure class. Lockable, sturdy, waterproof and easy to detach – you couldn’t want better. The ABS works perfectly when called upon – it doesn’t intrude at the slightest hint of dampness or fluttering leaf. While the revised cockpit is functional and modern, the analogue speedo is positioned off to the left and crammed with too many numbers to take in your actual speed in one glance. No fancy power mode settings. No traction control, either.

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Based on the proven Sprint ST, the GT should prove to be equally as good as the world paints them.

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Owners' rating

A bike that is capable of all-day riding comfort and taking on the twisties is something to be admired. Now give that same bike a set of decent-sized panniers and provision to mount a huge topbox with sub £10k price and admiration becomes lust.

Insurance group: 15

2010 – Sprint GT launched

Sprint ST – the bike the GT is based on. Now comes without ABS and panniers as standard to further push it into the sportier corner of motorcycling.

Specifications

Top speed	160mph
1/4-mile acceleration	secs
Power	128bhp
Torque	80ftlb
Weight	268kg
Seat height	815mm
Fuel capacity	20 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	15

Engine size	1050cc
Engine specification	Liquid-cooled, DOHC, 12v four-stroke triple. Six gears
Frame	Aluminium dual beam frame. Cast ally single-sided swingarm with chain drive
Front suspension adjustment	Preload only
Rear suspension adjustment	Preload and rebound
Front brakes	2 x 320mm discs with 4-piston calipers. ABS
Rear brake	255mm disc with 2-piston caliper. ABS
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

Triumph speed triple

2011-09-13T12:06:00.000-07:00

2005 was the last time Triumph updated the Speed Triple by giving it the new 1050cc engine. Five years on and Triumph saw fit to update, overhaul and completely transform its biggest selling bike – 65,000 models sold since 1994. For 2011 the Speed Triple has an all-new chassis package, frame and swingarm included, to turn MCN’s favourite big-bore naked bike into a thoroughly modern big-bore naked bike. Changing the round ‘bug-eyed’ glass and chrome twin headlights for modern plastic items could have gone so badly wrong for Triumph. After all, changing something so iconic can be likened to downgrading the M1 to 45mph maximum speed limit. Thankfully Triumph got the new version spot on and the new Speed Triple is the best yet and arguably the best super naked out there.

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Owners' rating

The only part of the 2011 Speed Triple to receive the least amount of attention. But who cares? When you’ve got a triple-cylinder 1050cc engine that can pull a castle down with sheer torque alone and yet still run with the sports bike boys, you know this engine just has to be pretty special. The claimed 5bhp increase in peak power doesn’t mean diddly as such. It is the extra 8-10bhp and greater spread of torque from 6-9000rpm that makes a big difference. Overtakes are completed quicker and with a greater safety margin, and the Speed triple will wheelie for ever. A revised ECU, exhaust and airbox are responsible for the power step and also the wonderful, low rpm manners – we like tractable. New gearbox components make shifting more positive.

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Owners' rating

The new frame allowed Triumph to shift the engine further forward and angled downward to shift the bike’s front weight bias in order to speed up the steering and make the Speed Triple as agile as the glorious 675 street Triple. Triumph also shifted the battery to behind the headstock, moved the rider closer to the steering head and changed the steering geometry. The upshot is a bike that is so easy to ride in any situation. Fast road riding, town work and track days are now all within the Speed Triple’s remit. The seat is narrower and ride height lower, making the bike accessible to short-legged riders – the slightly smaller turning circle makes life a lot easier,too.

The new dash layout features a service schedule indicator, programmable shift light and a pre-wired Tyre Pressure Monitor System that only needs the £120 accessory sensors fitted to the wheels. The ignition key now has an immobiliser as per the Japanese competition. Special star rating goes to the Brembo radial brakes that have been retained from the old model – these beauties work and work better still now a Brembo front master cylinder is used. An ABS version will be available early 2011.

It doesn’t take much of a look to see the new frame, swingarm and chassis components are finished perfectly. Triumph has placed greater emphasis on detail finish, which should allay previous comments on water ingress to switchgear. Even though the engine has been tweaked, Triumph claims the engine isn’t stressed even pushed to the max.

A new bike with three years of development behind it, which also includes upgraded components, would ordinarily worry our wallets. But Triumph has managed to peg the new Speed Triple to £8599, just £400 more than the outgoing model. But while the new Speed Triple’s price tops Honda’s CB1000R and Kawasaki Z1000 by around £100, it’s the Triumph that floats MCN’s boat.

Insurance group: 14

1994: UK introduction of 885cc steel framed café racer Speed Triple
1997: Streetfighter-styled (twin headlight) 885cc Speed Triple Speed Triples) with aluminium frame and fuel injection
1999: UK introduction of 955cc Speed Triple
2005: UK introduction of 1050cc Speed Triple
2011: UK introduction of all new Speed Triple

2004: Triumph Speed Triple Special Edition – all-black paintwork
2009: Triumph Speed Triple Special Edition 15th Anniversary – black paint with red detailing and John Bloor monicker on the fuel tank
2010: Triumph Speed Triple SE – first Speed Triple with two-tone (red/white) paint and uprated suspension.

Specifications

Top speed	mph
1/4-mile acceleration	secs
Power	133bhp
Torque	82ftlb
Weight	214kg
Seat height	825mm
Fuel capacity	17.5 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	14

Engine size	1050cc
Engine specification	liquid-cooled 12v DOHC four-stroke in-line triple. Six speed. Fuel injection
Frame	Aluminium twin spar
Front suspension adjustment	Fully adjustable
Rear suspension adjustment	Fully adjustable
Front brakes	2 x 320mm discs with four-piston radial calipers
Rear brake	255mm disc with two-piston caliper
Front tyre size	120/70 x 17
Rear tyre size	190/55 x 17

Triumph tiger 800

2011-09-13T12:03:00.000-07:00

Triumph’s new Tiger 800 is the slightly more basic, more road-orientated and novice-friendly (not to mention cheaper) version of its two, new, three cylinder dual-purpose machines.
The other is the Tiger 800XC. It’s a great bike, too – impressing immediately with excellent ergonomics, and a superbly linear and progressive power delivery.

Triumph’s middleweight triple was already a gem, both in 675 and Street Triple guise. But with the stroke lengthened to take it up to 799cc, primarily to fatten-up the low and middle stretches of the 10,000rpm rev band albeit at the expense of some top end, turns the Tiger 800’s powerplant into an easy, seamless, idiot-proof jewel.
And that, combined with the light clutch, perfectly slick gearbox and impeccable throttle response, makes the Tiger 800 a doddle to ride

Handling is always a priority with Triumph and on this evidence they’ve succeeded again. The road, 19inch-wheeled, lower, lighter 800, is inevitably the sharper, slightly easier of the two Tigers through the twisties – but not by much.
What’s most impressive is the handling quality given pretty basic components. Their set-up is such that, overall, on road, both are more than capable of mixing it with sports bikes and are a real blast to ride, while at the same time being decently stable, comfortable, distance machines, although I prefer the higher stature and more substantial size of the XC.

As the more entry-level, cheaper, road-biased option, the Triumph Tiger 800 is visually differentiated from the XC by its cast wheels (19-inch at the front in place of the XC’s 21), lack of ‘beak’ and less sophisticated, shorter travel suspension (although, just to confuse things, XC items like the beak and handguards can be fitted to the 800, too).

Too early to say on the reliability front, but neat touches abound, such as a little switch to lower the headlamp for pillion use, the clever seat height adjusters, plenty of bungee hooks and decent underseat storage.
The quality seems good, especially with the clocks, paint etc and, with a claimed 250-mile potential range and raft of accessories is immensely versatile.

You pays your money, you takes your choice… the cheaper 800 version of the two Tigers ticks virtually every box and is probably, unless you specifically NEED some off-road ability, the more logical choice, but both are decent value.

Insurance group: n/a

Model history
2010: Model introduced

Other versions
ABS version, £600 extra

Specifications

Top speed	130mph
1/4-mile acceleration	secs
Power	94bhp
Torque	58ftlb
Weight	210kg
Seat height	810mm
Fuel capacity	19 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group

Engine size	799cc
Engine specification	12v triple, 6 gears
Frame	Twin steel tube
Front suspension adjustment	43mm inverted forks, no adjust
Rear suspension adjustment	Monoshock, preload adjust
Front brakes	2 x 308mm discs, twin piston calipers
Rear brake	255mm disc
Front tyre size	110/80 x 19
Rear tyre size	150/70 x 17

Triumph daytona 675R

2011-09-13T12:00:00.000-07:00

Triumph has labeled the 675R as a track day weapon/fast road riding tool, and MCN can’t argue with this. The stiff Ohlins suspension and lithesome, agile nature of the 675R chassis gives the impression it is a sorted race bike. Couple this with impressive midrange from of the triple-cylinder engine and you have a bike that allows devastating corner speed at the track. Although for the road the suspension as standard is bloody hard and necessitates softening off. Simple touches of a red subframe, carbon front mudguard and fairing infill panels make the 675R special and instantly recognisable. Nice one, Triumph. Now can we have a 1000cc version, please.

It is the same powerplant as the standard Daytona 675. Forget about peak power – although 115bhp at the wheel is not to be sneezed at – it’s the legendary flat but fat torque curve coupled with a midrange horsepower that makes the Daytona a breeze to ride day-in, day out without working up a sweat.
If you want to rip it up then the 675R will easily pump your adrenaline – especially on a trackday – simply by working the throttle harder. Something done very easily because the fitment of a plug and play quickshifter means it’s a case of simply opening and closing the throttle and foot tapping the gear lever.

Again, exactly the same as the Daytona 675 and is pure supersport. The seat’s high and has low-set clip-on bars but isn’t uncomfortable, just intimidating at first. The ride is exemplary on track thanks to the Ohlins fully adjustable front forks and TTX36 rear shock. Both systems make the gap between road and track use easier to cross by being fully adjustable. Because of its track-bias, the firm set up can cause the bars to occasionally waggle. While this is not a problem for the steering damper to take control, it would have been good if Triumph had kitted the 675R with a fully adjustable unit to make the ‘R’ transformation complete.

It is the same powerplant as the standard Daytona 675. Forget about peak power – although 115bhp at the wheel is not to be sneezed at – it’s the legendary flat but fat torque curve coupled with a midrange horsepower that makes the Daytona a breeze to ride day-in, day out without working up a sweat. If you want to rip it up then the 675R will easily pump your adrenaline – especially on a trackday – simply by working the throttle harder. Something done very easily because the fitment of a plug and play quickshifter means it’s a case of simply opening and closing the throttle and foot tapping the gear lever.

Chassis components are no different to Japanese counterparts. This leaves the powertrain open to discussion, of which there are few web-based grumbles about the previous version (2006-2008), but nothing but good news has been said about this latest model. Racing has thrown up a few blown motors, but then this happens with Japanese and European bikes – it is the nature of the racing beast.

The 675 is a brilliant middleweight in standard guise and worth the money, no problem. Add up the cost of the race-spec goodies and you are getting a good deal when buying the 675R with them fitted as standard.

Insurance group: 16

2003-2004: Daytona 600 – 599cc 4-cylinder, 110bhp
2005-2006: Daytona 650 – 646cc, 4-cylinder, 112bhp
2006-2008: Daytona 675 – 675cc, 3-cylinder, 123bhp
2009- to date: Daytona 675 – 675cc 3-cylinder, 124bhp

Specifications

Top speed	mph
1/4-mile acceleration	secs
Power	126bhp
Torque	54ftlb
Weight	162kg
Seat height	825mm
Fuel capacity	17.4 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	16

Engine size	675cc
Engine specification	Liquid-cooled, 12v, inline-triple, four-stroke. Six gears
Frame	Aluminium twin spar
Front suspension adjustment	Rebound and high/low compression damping, spring preload
Rear suspension adjustment	Rebound and high/low compression damping, spring preload
Front brakes	2 x 308 discs with 4-piston monoblock calipers
Rear brake	220mm disc with single-piston caliper
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

Triumph thunderbird storm

2011-09-13T11:58:00.000-07:00

It would be easy to be cynical about Triumph’s new Thunderbird Storm. Its route of taking an existing cruiser model and spinning off a pared down, mean and moody, all-black, ‘hot rod’-styled variant is, after all, a well-trodden one. Riding it, however, reveals the new Storm to be pleasingly more than just AN Other fashion victim. Aside from predictable black paint and metal finishes, Triumph has gone the extra yard by giving it a completely different headlamp arrangement, more performance and a host of neat detail touches.

The Triumph Thunderbird Storm’s added performance, courtesy of using the Thunderbird’s optional 1700cc big bore kit which delivers 12 more bhp and a healthy wodge of added grunt means the Storm has the extra go to match its hot rod image, something that can’t be said of the Nightsters and Black Spirits of this world.

Like the stock version, the Triumph Thunderbird Storm’s a cut above the class convention. The suspension, like most Triumphs, is well set-up; the brakes excellent, the whole plot taut enough to pleasingly swing through a series of country bends. It’s no sports bike, of course, the slow steering and sheer bulk means corners have to be planned and steady, but it’s more fun than most cruisers when you want to hustle.

It’s the Triumph Thunderbird Storm’s twin beam headlamp which visually instantly distances it from the stock Thunderbird. In addition the Storm boasts more aggressive, flat bars and extended risers as well as chic clear glass indicators. Being ‘minimal’ it’s not exactly lavish, but it’s got all the right bits in all the right places.

All Triumph and slick, crisp and well-built these days and there have been no reported reliability issues with the Thunderbird so it’s fairly safe to assume the same will be true of the Thunderbird Storm.

Priced between the Thunderbird and Rocket III Roadster represents fair, if not startling value. There’s no extra goodies, per se, over the T-Bird – although the 1700cc big bore performance boost is welcome – but there’s plenty of extra style and it’s a great middleground between the two machines.

Insurance group: 14

2011: Model introduced

Triumph Thunderbird 1600 – standard version of Thunderbird

Specifications

Top speed	120mph
1/4-mile acceleration	secs
Power	97bhp
Torque	115ftlb
Weight	339kg
Seat height	700mm
Fuel capacity	22 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	14

Engine size	1699cc
Engine specification	Liquid-cooled, parallel twin, 6 gears
Frame	Tubular steel twin spine
Front suspension adjustment	47mm telescopic forks, no adjust
Rear suspension adjustment	Twin shocks, preload adjust
Front brakes	2 x 310mm discs, four-piston calipers
Rear brake	310mm disc, twin-piston caliper
Front tyre size	120/70 x 19
Rear tyre size	200/50 x 17

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