2nd gen tft display triumph quotation

Triumph’s signature agile and confidence inspiring ride comes courtesy of chassis setup and high-specification equipment, including Showa upside down forks, Showa RSU and Nissin brakes.

The Trident’s distinctive style incorporates clean lines, a minimalist rear end and sculpted fuel tank. Add Triumph’s reputation for quality and you have the perfect combination of style and substance in one thrilling package.

Cruise control, ride-by-wire, Scrambler-specific riding modes, ABS and easy-to-read TFT instruments bring class-leading technology to this modern classic.

The old Triumph 1200 was considered an overweight, smooth-motored street bike more suited to sport touring. It had the will and looks to go off-road, but without the ability to do it well. Enter the new 2023 Triumph Tiger 1200 series, a machine Triumph has touted as “the most agile and maneuverable large adventure bike you can buy.” Does it stand up to this claim, and how does it compare to BMW’s venerable R1250 GS series?

What growls and snarls and rules the backcountry trails? Certainly not a three-cylinder adventure motorcycle? At least not historically speaking. At the press launch in March 2022, chief Triumph engineer Stuart Wood stood in front of our group in southern Portugal, touting his team’s latest iteration to a dozen journalists from the United States and Canada. Skepticism lurked among the group, as most of us had heard it all before.

Others have stepped up with premium suspension packages, decent handling and a racing heritage, but reliability issues, excess engine heat, or seat heights requiring the inseam of an NBA basketball player stopped them short. What new tricks has Triumph conjured to take down the competition? Make no bones about it, Triumph is going after the most popular big-bore adventure motorcycle in the world, the mighty BMW R1250 GS and GS Adventure.

GT and Rally Explorers also come with rear facing Blind Spot Radar, heated seats and a tire pressure monitoring system. The Blind Spot Radar functions as a small, yellow light under each mirror and can be switched off if it becomes too annoying in heavy traffic. Triumph has partnered with Sena for their standard, proprietary “My Triumph” connectivity system which is presented through a crystal clear, 7” optically bonded display and enables phone, music, turn-by-turn navigation and Go Procontrols.

A growing list of accessories is available to adorn the new Tiger lineup including two luggage options available through Triumph’s partnership with Givi. Their Trekker, molded, side/corner opening panniers and 52-liter twin helmet top box with upholstered passenger backrest pair nicely with the GT models and Expedition alloy top opening panniers with 42-liter top box and two-piece passenger backrest are nice touches for road and mild off-road use on the Rally models. All panniers come with waterproof liners.

Riding the Tiger is a joy, on or off pavement. Plenty of power is on tap from the T-Plane motor, making brisk riding, passing and general thrill factor a common theme when throwing a leg over the narrow fuel tank/saddle juncture. I found the seat a bit soft for my liking, a shame really since they have gone to the trouble of offering heated versions as standard equipment on the Explorer models and accessory options on the rest. No doubt the aftermarket will soon have suitable options.

Triumph has done a fabulous job of lowering the center of mass and overall weight on this machine with the stressed engine assembly sitting as low as possible in the frame while still providing good ground clearance. The result is a quick handling machine that no longer has the top-heavy feeling of the previous 1200 Explorer, not to mention several others in its class. They have also managed to reduce the force required to lift the bike off its side stand, claiming a 25% reduction in effort from their BMW counterpart.

The bike felt light and easy to maneuver at low speeds with the exception of being slightly sensitive to stalling if I let down my guard even a little. It is nothing like the older Tiger 800’s maddening whip stall tendency, but some diligence was required to keep from killing the motor inadvertently.

All in all, Triumph has checked nearly every box before stepping into the ring with the more experienced players in the big-bore adventure bike market.

So have they done it? Has Triumph dethroned the reigning champion, the mighty BMW GS? I would like to do a head-to-head comparison before picking an overall winner, but what I have determined is that the mountain has two peaks.

One peak is graded on pedigree. Here, the GShas no peer. It is the original Swiss Army Knife of big adventure bikes. It has the heritage, the sound, the look and the feel of a champion. It gives up 14 horses at peak power but torque is higher at 105.5 foot pounds at 6250 rpm vs. 95.5 at 7000 rpm for the Triumph. A sixth gear roll-on challenge from 30 mph would be an interesting contest.

• 2023 Triumph Tiger 1200 Specifications MSRP by Model:GT - $19,100 / GT Pro - $21,400 / GT Explorer - $23,100 / Rally Pro - $22,500 / Rally Explorer - $24,200

There’s a lot that’s tempting about the 2021+ Triumph Trident 660. It’s an affordable, good-looking, modestly powered motorcycle with a cracker of a three-cylinder engine — a “triple”.

But Triumph has a bit of a reputation for creating lively triples that have a gentle chortle at idle but a wailing howl on song. This has been true of the naked bikes (Speed / Street Triple) and sport bikes (the Daytonas), and it’s also true of the Trident — to a degree.

I also always find it interesting to look a bit into motorcycles and see what inspired them. This isn’t the first Trident ever. In fact, it’s the third (roughly, if you do a bit of generous grouping).

But a lot has changed about the Trident. In fact, a lot has changed about the manufacturer Triumph in general! No less than an entire change of hands, new factory, and fundamentally new strategy under the new Triumph.

In brief, there have been three generations of Triumph Trident — the first original(s), the second one produced at Hinckley, and now… the 2021 Triumph Trident 660

The first Triumph Trident was also known as the BSA Rocket III… not to be confused with the current and previous Triumph Rocket 3 / III, which are cruisers.

BSA owned Triumph at the time (they merged in 1951), so they were allowed to sell the same thing under two brands — although BSA used a forty-pound heavier frame for some reason.

The first Triumph Trident was available to the US market from 1969. It was a three-cylinder 740 cc upright standard that produced 43 kW (58 hp) at 7 250 rpm, and could reach a top speed of 185 km/h (115 mph), though I’m sure only the bravest would take it that far.

Triumph produced the T160 for over a year, ending manufacturing in 1976. But still, they were very well loved — the T160 was (and is) a favourite for racing.

Triumph folded due to difficulty in competitive pricing for various reasons I’ll go into another day. John Bloor bought the rights to the brand in 1983, and in the late eighties started making motorcycles under the Triumph name again.

Triumph launched the second generation Triumph Trident motorcycles in 1990. Triumph made these from 1991 to 1998 and marketed them as relatively affordable naked bikes, an emerging trend.

Triumph made the second-gen Trident as both 749 cc and 885 cc, called the Trident 750 and the Triumph 900 respectively. Both these engines have liquid-cooled DOHC engines and very similar frames and specs.

The Triumph Trident 900 produces a pretty compelling 73 kW* (100hp) for an upright standard, with a decent (for the time) 235 kg wet weight. The engine produced peak torque of 83 Nm (61 ft-lb).

But affordable bikes are always popular. So by keeping the Triumph naked, offering uncomplicated non-adjustable suspension, using a basic frame, and having the relatively distinguishing feature of a triple kept, Triumph kept the Trident interesting for many as an entry-level bike.

Note: By entry-level I don’t necessarily mean learner-approved. Europe gets an A2-version one and Australia gets a LAMS-approved one, but there is a full-power version for most markets. In a nutshell, the 2021 Triumph Trident is meant to compete with the Yamaha MT-07 and Suzuki SV650 — affordable, modestly powered and specified bikes that can do a bit of everything.

But pretty much everything else has changed in the new Trident. Needless to say, after over two decades, the modern 2021+ Triumph Trident is an all-new motorcycle.

It’s different from other Triumph 660 engines they’ve produced, like in the Street Triple 660 (a 659 cc engine based on the 675 engine) and the Street Triple S (a 660 cc engine based on the 765 engine). Though it does share some components and general specifications with the 675-derived engine.

Restricted: 59 Nm @ 5250 rpm55 Nm / 40 ft-lb @ 5155 rpm66 Nm / 49 ft-lb @ 9250 rpmComparing the 660 engines for the Triumph range. *: The quoted compression ratio on Triumph’s website is 12.85:1, but this is the same as the full-power version. Some other specs were incorrectly quoted as being for the low-power 660 when they were also for the full-power version, so I’m not confident in this one being correct.

Based on this, you can see that the Triumph Trident 660 shares the same engine layout as the original Street Triple 660, which itself was a shorter-stroke version of the Street Triple 675.

Relatively few bikes in this class bother with a TFT — most brands have been dawdling in implementing one. The Kawasaki Z650 in recent years has one, though, but it has unique in the “budget” middleweight class in that regard.

What’s really interesting is that you can even use the TFT display to control a GoPro to change camera mode, take photos, and start and stop recording. Features for moto vloggers!

Once you get to the Triumph Trident 660 and fire it up (with a key!) you’re greeted by the attractive TFT display, and a steady idle from the three-cylinder engine. And you’re off.

On the face of it, riding the Triumph Trident 660 is much like riding many other middleweight standards. It’s easy to ride at all speeds and never feels fussed.

Sure, it’s just a 660cc triple, which is smaller than the last generation of Street Triple, already the smaller of the Triumph triple line-up. Power specs are lower than any generation of non-restricted Street Triple, too. But still, it’s not to be sneezed at.

You can talk specs and features all you like, but there’s one thing that’s absolutely magical about the Triumph Trident 660 and that’s the way the engine delivers power. There’s a magical, almost mythical plateau of near peak torque for most of the (quite wide) rev range.

Triumph isn’t the only one who does this. It may be the secret sauce of three-cylinder engines. Triumph gets similar results from the way they’ve tuned the Street and Speed Triples, and Yamaha achieves something very similar in their (slightly bigger) middleweight MT-09 and Tracer 900.

Anyway, even though the headline figure of claimed torque is that it peaks at 6250 rpm, dyno runs show that the Triumph makes basically that peak amount of torque from as low as 3000. And it holds it up to 9000.

The Triumph Trident 660 is happiest in the middle zone of riding, anywhere from 30-130 km/h (or above, if you’re on a private road). I’ve seen videos of people taking them to 200 km/h. Not something I’d do on a test ride!

When riding the bike every day, the Trident feels very balanced — it’s super confidence inspiring. It’s an excellent choice as a first bike. The combination of a bike that’s hard to stall, easy to lean, and light enough to not drop willy-nilly means that new riders would feel pretty at ease. You can flat foot the Triumph Trident 660 even if you’re of moderate stature of ~165 cm (~5’6) according to many riders, meaning this has a very accessible height.

ModelTriumph Trident 660Suzuki SV650 (3rd gen)Yamaha MT-07 (2021+)Kawasaki Z650Aprilia Tuono 660Honda CB650REngine type660cc inline three-cylinder645cc 90-degree V-twin689cc parallel twin, 270-degree offset649cc parallel twin, 180-degree offset659 cc parallel twin, 270-degree offset649cc inline four

The modern SV650, now in its third generation, has simple but capable equipment, including preload-adjustable suspension on both ends and twin front brake discs with 4-piston calipers.

What distinguishes the Tuono 660 from the Triumph Trident 660 is that Aprilia manages to squeeze more power out of a similar sized engine. The Aprilia’s engine is also a twin, so has quite a different character.

All of these bikes share a general style/demeanour, and a general configuration that’s the same — an inline four-cylinder engine that’s transversely mounted and drives a chain. They mostly had mid-range suspension that lacked most adjustability. But not all of them are based on sport bikes. For example, there was never a CBR1300F or R superbike (other than the bikini-fairing version of the same bike).

Like the “Big One” before it, the 919, or “Somewhat Big One”, was based on a superbike, the 918 cc motor in the nearly third gen Honda CBR900RR FireBlade, but with fuel injection on the 919’s motor. It’s good fuel injection, too — all the benefits of no carburettors to clean, and none of the downsides of a snappy throttle response (some disagree with me on this).

Part of the reason for the change, apart from the implacable onslaught of the passage of time, is that in the late 2000s / early 2010s, the “futuristic” (which it was at the time) style of the CB1000R was the trend. Streetfighters were starting to emerge — the Ducati Streetfighter won the “best bike” award at the EICMA, Kawasaki was making its Z1000 in “Sugomi” style (but doing so a lot better), and Triumph was soon to transition away from twin round headlights to the “tiger eyes” style that now dominates.

But all isn’t golden with the CB1000R’s design. It’s a little… off. I liked the round headlight of the 919, and I think the new projector headlight on the 1st gen CB1000R looks like an aftermarket afterthought. I liked the simple rear wheel, and the new exposed rear wheel looks really visually heavy.

In some ways, the first gen CB1000R is good looking, in a streetfighter-y kind of way. If it were a custom build I might give it a “huh” and acknowledge that it looks clean and interesting. But in other, less generous ways, and having seen how motorcycle designs evolved… it was a bit of a miss.

Anyway, aside from subjective impressions of looks, the first-gen CB1000R is a great bike. Honda used the engine from the 2007 CBR1000RR Fireblade (same block as the original 2004 Fireblade, but improved in 2006-2007), keeping the capacity at 998 cc but tuning it for more mid-range.

The suspension and brakes are pretty good on the first gen CB1000R, too. Not superbike spec, but not bad. And it’s a little heavy but not catastrophically so. In general, the first gen CB1000R is the kind of bike that doesn’t sing off the spec sheets but performs decently once you throw a leg over.

But then Honda decided to fix things properly with the second-gen Honda CB1000R, the 2018+ “Neo Sports Café” version. Let’s ignore that name for a little while… just look at it. It looks good!

A lot changed between the two generations of Honda CB1000R. It’s not just aesthetics — Honda updated the engine, letting it rev higher, added a lot more electronics, and oh, they made the bike look a lot nicer!

The engine in the Honda CB1000R is derived from the Honda CBR1000RR Fireblade of the 2006 generation. This was actually the same as the 2004 CBR1000RR in terms of bore and stroke.

The thing is, those changes didn’t make their way over to the CB1000R in a meaningful way. For example, the 2004 CBR1000RR has a redline of 11250 rpm, and the 2006 model’s internal changes give it a redline of 12200 rpm. The first-gen CB1000R has a hard rev limiter lower than both those numbers.

But Honda made internal changes to the Gen 2 CB1000R’s engine to let it rev higher and thus make its power up higher. And they also neutered the mid-range torque, leaving it to you to recover it — more on that below.

Finally, Honda got rid of a restriction on the 1st gen CB that limited the top speed (limiting peak RPMs a bit earlier when in top gear). So you can now take your naked bike to even higher ludicrous top speeds for a naked bike, should the need arise, perhaps down the straight on a larger track.

The result of the engine changes is a free-er flowing engine with lightweight components that makes its power higher up. Here’s a dyno chart comparison showing the torque curves of the 1st and 2nd gen CB1000R engines. You can see that the second gen (blue) revs higher.

… Good lord, what happened? There’s a giant hole in the Gen 2’s torque curve between 4500 and 7500 rpm! And on top of that, the earlier gen CB1000R makes more peak torque, and at lower RPMs.

“The engine has also been tuned to deliver its torque with strong character especially in the 6-8,000 rpm range, where it bulges significantly, generating an exciting and engaging riding experience.”

Woolich Racing offers a tune, for example. I’ve seen quite a few examples of tuning the new gen CB on the CB1000R forums. You don’t even need an exhaust, though people do often do it with a full exhaust system. In for a penny, in for a pound… or in for a cent, in for a Euro, or a kilogram, I suppose.

In every case I’ve seen, owners have — aside from increasing peak everything, everywhere — massaged away the hole in the 2nd gen CB1000R’s torque curve. Here’s one example of results with the Woolich tune.

It looks nice with the back-lit blue. But it’s actually not easy to read, even at night time. The display is pretty low-contrast. I mean, even in this press image, I’m struggling to read the information.

In the daytime, the first gen CB1000R’s information cluster is almost unusable. This isn’t just my experience — many riders on forums say the same thing. They’ve tried using anti-reflection material (like you can buy for an iPad), but that doesn’t work. So you don’t know your RPMs, or your speed, which is a liability if you have hyper-vigilant speed cameras in the area and no GPS.

This setup is more reminiscent of the style of Honda instrument panel I’ve seen since the early 2010s, like in the last generation of Honda VFR800, which Honda has made since 2014. So it’s a little surprising it took Honda this long to bring the display up to standard. I really like this 2018-2020 instrument panel in particular — it’s clear, legible, and familiar.

In 2021, Honda made some more updates to the CB1000R’s info cluster, introducing a TFT display, alongside Bluetooth connectivity (in some markets) so you can use your phone via the panel.

I’m not the biggest fan of TFT screens on phones, but I do like it when they a) have a touch-screen system that means I don’t need to mount my phone on the handlebars, and b) when they have a voice control system.

Unfortunately, the CB1000R’s display isn’t touch-enabled, either, so if you’re in North America, you’ll just have to make do with the control joystick on the handlebar to change the settings. This, to me, reduces most of the value of the TFT display on the Honda CB1000R in North America.

Another thing that improved between the 1st and 2nd gen Honda CB1000R is the level of tech. In fact, there were also some changes in ride gear and tech between the 2019 and 2021 versions.

The other important ride aids that come only on the 2nd gen 2019+ Honda CB1000R are a slipper clutch and a quickshifter (in Europe an option in 2019, and globally standard on 2021+).

The reason for which this is important to note is that the 2nd gen Honda CB1000R has a higher quoted peak power, but a big dip in the torque curve in the midrange.

Some people on the CB1000R forums gear it up (either gen). The rationale for gearing up is usually to extend top speed, but that’s not the goal here… it’s just to get more usability out of each gear. The Honda CB1000R has enough torque where it’s just possible some people don’t want that much.

At low RPMs, the Honda CB1000R of either generation is predictable and smooth. Despite the aggressive tune of the 2nd gen 2018+ Neo Sports CB1000R, it’s still smooth at low RPMs — just a little down on thrust.

Both generations of the Honda CB1000R have a relatively comfortable seat, but it’s not one that’s designed for all-day riding. I’m probably the wrong person to ask as a) I haven’t tried all-day riding on any CB1000R, and b) I generally forget about seats when I really like a bike. Anyway, fuel breaks solve everything.

But I have to admit, naked sport bikes do even better. And the Honda CB1000R actually has fairly narrow handlebars for a naked bike — this isn’t like a Harley-Davidson or even a Triumph “Modern Classic” roadster, though nor is it a streetfighter.

In general, the Yamaha XSR900 has always been the lighter, livelier one of the retro bikes. Even the 847 cc version has less of the bouncy suspension problem than the MT-09, but it still has a bit of a twitchy throttle — it could benefit from a remap.

The inline three-cylinder engine. These days, only Yamaha, Triumph, and MV Agusta do them. And in neo-retro bikes, just Yamaha. The three-cylinder engine has a unique sound and feel… revvy like a four, but with a torque curve like a twin.

The lightness. If you’re after overall lightness, then you won’t find a bike in this category lighter than the XSR900 (or its sibling the MT-09). Even the Triumph Street Triple RS (not a retro, and with a smaller motor) weighs about the same.

If there’s one reason I can come up with to buy a Honda CB1000R — aside from its general virtues — it’s that this may be the last bike we’ll see in a long history of inline four-cylinder sportbikes that started with the CB750 and which shaped motorcycling history.

And that’s if we just look at retro sport bikes. There’s the other standards, too, like the BMW S 1000 R (ok, you’ll have to get one a few years old to be the same price… but they’re still awesome from a few years ago!), or the bikes with other engine formats like the KTM 1290 Super Duke R, the Triumph Speed Triple, and so on. I mean, it’s just a very tough market in which to shine.

RIDER-FOCUSED TECHNOLOGY: For advanced safety and control, the Tiger Sport 660’s state-of-the-art technology includes the latest generation ABS and switchable traction control. A capable yet unintimidating bike for road adventures.

MULTI-FUNCTIONAL INSTRUMENTS: The class-leading color TFT display provides the information you need at a glance, and is ready for the accessory-fit My Triumph Connectivity system, enabling navigation, phone and GoPro control.

READY TO MAKE IT YOURS: From color-coded touring luggage, to additional protection, capability, style and security, all genuine accessories are designed hand-in-hand with the bike and come with a 2-year unlimited mileage warranty.

UNBEATABLE LOW COST OF OWNERSHIP: 2-year unlimited mileage warranty, class-leading 10,000-mile service intervals, a lower workshop time requirement than its competition and a very competitive price make owning a Triumph even more accessible.

MAJOR ENGINE UPDATE: The Street Triple’s characterful 765cc triple engine is Euro 5 compliant with a more performance-focused feel, having been precision-upgraded by the same expert team who developed Triumph’s Moto2™ engine.

EURO 5 ENGINE UPDATES: The Street Triple RS has exhilarating power and low-down performance from an updated 765cc engine, developed by Triumph’s Moto2™ engine team. Now Euro 5 ready with higher precision machining on the crankshaft, clutch and balancer for less rotational inertia, the result is a more responsive and refined ride.

MORE TORQUE: Peak torque of 58 LB-FT @ 9,350 rpm on the RS model is higher than the previous generation, with an impressive 9% stronger spread of torque across the mid-range. The bike’s new balance pipe smooths the torque curve for even more addictive Street Triple power delivery.

MORE POWER: With a high peak power figure of 121 HP @ 11,750 rpm, the new generation RS also delivers 9% more horsepower in the mid-range for an even more thrilling and dynamic ride.

REFINED GEARBOX: A smoother more refined gearbox has short 1st and 2nd gear ratios for exceptional acceleration and slick gear changes. The higher precision machining enabled the removal of the anti-backlash gears, which reduces overall mass and adds a higher level of riding refinement.

The next generation of Scrambler Nightshift is here: digitally creative, technologically enjoyable, with the sharpest look in the city. Meet the elegant and sophisticated one of the Next-Gen family.

CORNERING ABS: The Cornering ABS reduces the risk of crashing under emergency braking when the bike is leaning, increasing safety in critical conditions.

FUTURE SLEEK: The most elegant soul of the Next-Gen covers the new fresh design of the family with an elegant road racing taste, completed by the flat handlebar and the sophisticated bar-end mirrors.

[{"breadcrumb_text":"TRIUMPH RANGE","breadcrumb_url":"\/triumph-motorcycles"},{"breadcrumb_text":"ROCKET-3","breadcrumb_url":"\/triumph-motorcycles\/rocket-3"}]

Combining imposing muscular stance and magnificent style, the highest levels of technology, Triumph’s class-leading handling, all of the Rocket’s world-renowned presence and all-day easy riding capability, the new Rockets are in a class of their own.

Combining imposing muscular stance and magnificent style, the highest levels of technology, Triumph’s class-leading handling, all of the Rocket’s world-renowned presence and all-day easy riding capability, the new Rockets are in a class of their own.

With beautifully distinctive details, such as the new signature twin LED headlight, including Triumph maker’s mark triangle branding and the sculpted 3-header exhaust run, the new Rocket 3 line-up has an incredibly imposing poise and stance. Rocket 3 GT model goes one step further with exposed machining on rim and spokes.

Using Triumph’s latest generation full-colour TFT instruments, which is more sophisticated, more personalisable and offers much more functionality than the instruments on the previous generation. The TFT unit is angle-adjustable for optimum visibility and has a stylish design and two information layout themes that can be personalised.

InstrumentsTFT multi-functional instrument pack with digital speedometer, trip computer, digital tachometer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock and rider modes (Rain/Road/Sport/Rider-configurable) – Triumph TFT Connectivity System can be added with accessory fitted Bluetooth module

The result of one of the most ambitious projects in Triumph’s history, the all-new Tiger 1200 line-up represents a transformation in weight, performance and capability, all focused on delivering every advantage a rider is looking for in their adventure motorcycle.

Building on the previous generation’s strengths, including its practical shaft drive set-up and its great long-distance comfort, plus the triple engine platform which suits touring so well, the new Tiger line-up introduces a new generation of T-plane triple engine, lightweight chassis and advanced technology - all focused on delivering the most agile and capable large capacity adventure

Significantly lighter and much more powerful, with class leading handling and specification, plus all of Triumph’s new T-plane triple performance advantage, the all-new Tiger 1200 has been designed to be the world’s most capable, agile and manoeuvrable large capacity adventure motorcycle.

220mm of tough, long travel suspension for genuine off-road capability. With rider selectable damping, the semi-active system continuously adjusts to suit the load and terrain, for no compromise all-roads handling.

Bonded for greater clarity in all light conditions, the user-friendly 7” multi-function TFT display comes with the My Triumph Connectivity System fitted as standard for phone, music and navigation.

RIDER-FOCUSED TECHNOLOGY: For advanced safety and control, the Tiger Sport 660’s state-of-the-art technology includes the latest generation ABS and switchable traction control. A capable yet unintimidating bike for road adventures.

MULTI-FUNCTIONAL INSTRUMENTS: The class-leading color TFT display provides the information you need at a glance, and is ready for the accessory-fit My Triumph Connectivity system, enabling navigation, phone and GoPro control.

READY TO MAKE IT YOURS: From color-coded touring luggage, to additional protection, capability, style and security, all genuine accessories are designed hand-in-hand with the bike and come with a 2-year unlimited mileage warranty.

UNBEATABLE LOW COST OF OWNERSHIP: 2-year unlimited mileage warranty, class-leading 10,000-mile service intervals, a lower workshop time requirement than its competition and a very competitive price make owning a Triumph even more accessible.

The next generation of Scrambler Ducati is here for you. More enjoyable than ever, evolved to take you into a new Scrambler mode: digitally creative, technologically enjoyable, and radically future-feeling.

NEXT-GEN CONNECTIVITY: The next generation Scrambler is Ducati multimedia system ready. Connect your phone to the bike to manage different apps via the handlebar controls.

CORNERING ABS: The Cornering ABS reduces the risk of crashing under emergency braking when the bike is leaning, increasing safety in critical conditions.