2nd gen tft display triumph price

We have been made aware that customers of the New Speed Triple 1200 RS with Apple iPhone handsets will initially have limited functionality using the My Triumph Connectivity System. This is to be rectified soon in a future instrument software update for this model expected in late July/early August.

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.

Interested in becoming a motorcycle rider? Learn the basics through the Motorcycle Safety Foundation (MSF) Basic eCourse, courtesy of Triumph Motorcycles!

Triumph Motorcycles has introduced a new generation of motorcycle connectivity for 2019, which can be added to all TFT-equipped Triumph motorcycles. The new Triumph TFT Connectivity System includes the world"s first motorcycle integrated GoPro control system. Using the TFT display, riders can start and stop filming from the GoPro camera mounted on the motorcycle or on the rider, and take photos, all from the handlebar. The new system will be compatible with all GoPros from Hero 5 and Session 5 onwards, allowing riders a completely new experience of taking photos and videos from their GoPro cameras.

Triumph has also partnered with Google to offer a "turn-by-turn" navigation system, which can be accessed through the new My Triumph app. The app will be available for Android and iOS compatible mobile phones. The "turn-by-turn" navigation system can be accessed through an accessory fitted Bluetooth module. The new connectivity system will be first available on the new Triumph Scrambler 1200 and then possibly the upcoming Triumph Speed Twin as well.

The new TFT Connectivity System can be applied to all Triumph motorcycles that feature the Triumph TFT instruments. These include both new bikes and current models such as the Triumph Street Triple RS and the 2018 Triumph Tiger 800 and Triumph Tiger 1200 range models which are sold in India. The new TFT Connectivity System will take some time to be available in India, and will debut once the new Triumph Scrambler 1200 is launched in India.

I am very excited about this too. When it was first announced, I was afraid it will only be available for future bikes, so I"m positively surprised. My only complaint is that they should allocate a lot more space on the screen for this, especially navigation. It looks very small, not too good to read when riding. By law (at least where I"m from) you only really need the speed to be clearly visible, so Triumph could easily use half of the screen for navigation, if not more, with an option to manually remove/minimise navigation from the screen if needed.

The next-gen Tiger 1200 is divided into 2 families: ‘GT’ models with a more touring-oriented focus and the ‘Rally’ line-up with a dirt-focus. Since this is ADV Pulse, we’ll focus on the most-dirt-worthy machine in the line, the Rally Pro, and share a few details about the Rally Explorer as well.

What I found most impressive was when Triumph compared the motors of Tiger 1200 to the Tiger 900. The numbers are staggering, just like the firing order (see what I did there). While 33% larger than the 900 powerplant, the 1200 makes 58% more horsepower and 49% more torque! All while weighing only 10% more! Yes, my eyebrows raised reading that too.

Adjusting itself at a rate of 20-milliseconds, the electronic Showa suspension is anything but “Semi-Active,” but that’s what Triumph calls it. I’m calling it “Active Suspension” because you can feel it working and changing Compression, Rebound, and Preload as you ride it.

Suspension travel on most dirt-focused adventure bikes has settled around 8.6 inches (220mm) as an industry standard and the Tiger 1200 has been built to that spec as well. On the fly (while moving), the overall damping is adjustable with settings ranging from 1 to 9 (comfort to sport). These settings also fall under the overall rider mode format, which can be rain, road, sport, and off-road, with the optimized levels predetermined by Triumph.

By moving the engine forward in the frame, Triumph was able to lengthen the swingarm for increased stability. The rider triangle is also moved forward for a more commanding riding position and better weight distribution. Bringing the overall size down was also a major goal for Triumph, which contributes to the claimed 55-pound drop in weight vs the old model.

Triumph has also done an impressive job of keeping the front end visually narrow even after splitting the radiator into two and mounting them behind the upper gas tank shrouds. This allows the radiators to act as a double bypass type cooling system, allowing lower volumes of liquid to spend more time in the cooling areas. More surface area equals more efficient cooling, and the proof is in the lack of complaints about the heat. NONE!

Triumph murmured that the new Tiger 1200 results from 5 years of development and testing. I can say that the Tiger 1200 Rally Pro is an impressive leap forward for all top-tier Adventure Bikes, no matter how many years ago they started developing them. Unfortunately, based on my Sherlock Holmes levels of deduction, they must have started on the menu interface first and never updated it.

The beginner to even advanced level off-road rider probably won’t want/need more control than what the 1200 dashboard and software offers, but I do. I want to tell the “off-road” suspension damping that I want to control compression and rebound independently. I want to dial in front vs. rear preload depending on if I’m in rocks or sand. Understandably though, I represent such a small fraction of actual customers that the simplicity of the 7-inch TFT display is just right.

I reference the Tiger 800’s because they’re larger than the Tiger 900s and the 800s feel similar to the size of the Tiger 1200 Rally Pro when you’re on it. That should paint the picture of how hard Triumph worked to get the size of the Tiger 1200 under control.

The handlebars on the Tiger Rally Pro are tall with an interesting bar bend that is swept back but take to being rolled forward for off-road riding really well. The reach to them is nothing to note, and that’s because Triumph moved the footpegs forward when they moved just about everything else forward.

So the motor is fantastic, the clutch couldn’t be better, and the transmission’s action, feel, and spacing are infallible. Where is the negative? Well, believe it or not, it comes from the fueling. The Tiger 1200 exhibits a snatchy on/off and off/on throttle response, in Street Mode and especially in Sport Mode, that feels like a fuel-injected bike from the early 2000s (that was 20 years ago.) To be fair, I haven’t ridden a Triumph that exhibits this kind of behavior in 15 years.

The snatchy-ness is not terrible, but it also isn’t good. Remember what I said early about doing everything right? Everyone in the American Press group noticed the throttle response being a little off for Triumph standards. However, there are some things you can adjust to make it better.

Ultimately, I’d love to see Triumph address this with a software update but fear Euro 5 emissions standards may be the cause. Some motorcycles from other manufacturers are reported to be suffering similar issues. Another solution, in states that allow it, is an after-market exhaust system, power plugs, tune, piggyback ECU, and “track only” de-cat exhaust systems. Fingers crossed for a software update, but this is also just me nitpicking on a primarily flawless drive train.

Even with “85% on-road” tires, the Tiger 1200 still breaks the rear end loose on perfectly paved and clean roads with the traction control off. Leaving the traction control on is highly recommended. Rather than offering multiple levels of tunable Traction Control, Triumph opted to keep it simple. Rain, Road, and Sport Traction Control are all monitored by the IMU (Internal Measuring Unit) and are lean angle sensitive, just like the ABS.

With the active Showa suspension and the “off-road” parameters that Triumph developed for the Tiger 1200, the front end of the Tiger 1200 Rally Pro tracks wherever you point it. We were on Michelin Anakee Wilds for the off-road test day, and lean angles that would be sketchy on any other stock Adventure bike felt neutral. Even front-end traction “fall off” was predictable on long fast gravel sweepers.

Value for money?… Look, we’re all talking about top-tier ADV Bikes here, and Triumph has a way of dividing accessories up to look like their bike is a better value than the BMW or the Ducati. That may be true, but all of these motorcycles are above $22,000 when equipped with the same accessories, and a couple of thousand dollars shouldn’t make your decision for you at that point.

The Tiger 1200 delivers power, suspension, brakes, features, value, and quality. After five years of development, Triumph has managed to embody what a Liter Plus Adventure Bike should be from the factory, and that’s the big takeaway.

Naked bikes are generally a sports or performance motorcycle that has had the bodywork removed. The footrests are moved forward and the bars are either straight or slightly raised to produce an aggressive sitting up position.

It was the Italians that led the charge of the factory naked bike with the release of the Ducati Monster in 1993 closely followed by the original 1994 Triumph Speed Triple. After that the gloves were off and all manufacturers scrambled to create their own version.

The Brutale is stripped of everything except the basic necessities, displaying to the world in a ruthless fashion the inner workings of the Brutale motor.

The KTM 1290 Super Duke R is another bike that has implemented semi-active suspension technology, and every detail of the bike has been looked at and revised with each generation of the model.

The inline 3 cylinder engine provides plenty of power and the performance is definitely up there with the best naked motorcycles available. The triple cylinder harks back to the days of the original Triumph Trident.

It comes with fully adjustable Ohlins suspension front and back; Brembo brake calipers; Metzeler RACETEC RR tires and 5 riding modes controlled by the TFT instruments.

Triumph states the bike to be street focused but track ready and boasting performance figures like it does, I’m sure the 1200 RS would be more than at home on the track in first position.

The Yamaha MT-10 is the first production motorcycle to be fitted with Ohlins next generation electronically controlled suspension, which means riders can choose between three semi-active damping modes and three manual modes.

A host of electronics are equipped on the model including: 6 IMU rider aids; Advanced Quick Shift; Four mode Yamaha Ride Control; TFT display; Electronic cruise control.

Other tech features include lean-angle stability control, ABS with cornering pre-control and Wheelie control. All of which are controlled by the Ride Command display, which also pairs via bluetooth to your smartphone.

The original Triumph Trident was the fastest thing on two wheels, the latest release bearing the Trident name may be a triple-cylinder but it isn’t intended to be the fastest thing on two wheels, it is just meant to be a really great middleweight roadster.

Just because the Trident is a middleweight doesn’t mean that Triumph have slacked on it. The bike is full of useful rider features, like multiple ride modes, traction control, ABS, and ride by throttle.

Powered by a 765cc triple cylinder engine, which has been developed by Triumph’s Moto2 team, the Street Triple RS is performance focused Street Triple.

No expense has been spared, the RS comes with: Showa front forks and Ohlins rear suspension; Brembo brake calipers; aluminium alloy wheels; aluminium frame and swingarm; 6 speed transmission with Triumph Quick Shift.

There are no cutbacks taken either. The LCD display is customisable for your rider info, Nissin radial mount calipers and Showa suspension are used, and the styling gives a big bike feel with sharp angular lines and impressive detailing.

The first gen S 1000 R is already an excellent bike. It’s lightweight, weighing 207 kg / 456 lb with a full tank. Yes, the later bike is lighter, but the difference between the weight of various riders is usually more significant.

And even though the later gen S 1000 Rs came with more tech, the first gen already has a lot: Race ABS (but not cornering ABS), traction control, electronically controlled damping, ride modes, and optional “pro” riding modes.

Pretty much the only criticism anyone could level at the 1st gen is that its handlebars tend to “buzz” at certain RPMs. I experienced this, but not everyone did, and people tried many things and were unable to resolve it (in forums). (More discussion on this below, too.)

I really like the 2nd gen S 1000 R. It’s an excellent bike that does everything you could possibly want from a street sports bike — awesome power, handling, and comfort. What more could you want? They resolved the buzzing issue, too.

Also, this is in the generation of motorcycles at that sweet spot of technological moments where you get a bunch of ride aids (like cornering ABS and cruise control) but you don’t have a TFT display. I don’t hate TFT displays — they are great when they help you avoid having to use a phone mount — but in general I just have a thing for analogue gauges + LCDs.

I really liked the BMW S 1000 XR in particular. It was very nice to look at, and well-priced. But in the end I didn’t buy it because a) the position was a little too gentlemanly, and b) I just had to admit that those handlebars were too buzzy.

BMW added in the TFT display that was on the earlier S 1000 RR. I do acknowledge the old-looking LCD looks old. I prefer old, but not everyone does! Here’s how the new TFT display looks.

So what is the M 1000 R? In a nutshell, it’s an S 1000 R streetfighter-style superbike with the same generation S 1000 RR ShiftCam engine in it, with many up-spec and M components on it, including

Of course, beware of people who’ve sourced the spoiler or forks, and not fit other parts of the sport package. Due your due diligence. Watch for that ABS Pro on startup (pre-2021. From 2021 it’s standard.)

On the S 1000 R, you’re more upright. The posture is definitely still forward-leaning — you’re not stock upright like on an adventure bike, nor are you even mostly upright like you are on a Triumph Bonneville. The position is aggressive, like on a Ducati Monster or Triumph Speed Triple. When you hunker down onto the tank at high speeds, it doesn’t feel ridiculous like it does on an adventure bike (where I suddenly feel like I have ape hangers).

Dynamic Pro mode on the S 1000 R is designed for “situations in which the rider has an open view of the road ahead and the surroundings, and is for riding on dry surfaces with the high level of grip generally encountered only on race tracks” (p126).

But in short, I picked the S 1000 R because I perceived that it could do anything. Riding it was always joyful and never annoying. The S 1000 R has this curious twin personality that let it (and me) be both a gentleman and a beast at different times in the same ride.

Triumph Speed Triple — You’d pick the 2016+ Speed Triple if you wanted a howling triple that pushes 100 kW (140 hp) and a really attractive design, including a single-sided swing-arm. You’d have ABS and traction control, and cornering ABS/cruise from 2018 onward.

Honda CB1000R — The Honda lacks a lot of tech, and isn’t that powerful at “only” 122 hp (91 kW) for the 2019 model. No cornering ABS, no cruise control… there are few reasons to pick the CB. The only reason I would is that you get Honda’s reputation for reliability. On top of that, you’d get a platform that has been producing easy-to-ride, nice-looking bikes of this generation for decades. But otherwise, it’s the least exciting bike on this list, but that said, it’s still a great bike, just in awesome company. (Note — 2020 sees throttle by wire including traction control, so maybe it’ll get more tech soon.)

As one who bought a Gen 2 XRT for 2 up touring here are a few points to add to Paul’s apparent solo review.Like Paul, my bike has covered over 10k of almost trouble free miles in 3 years of ownership.

– The Gen 2 bike is heavier its successor because it cam as standard with engine bars & Givi manufactured, Triumph pattern pannier rails which are a complete disaster for “petite pillions”. Givi’s own rails resolve this problem. When launching the Gen3 model, Triumph removed the previously price inclusive bars & rails, claimed an 11kg weight saving, & then charged £600 to refit them as accessories!

– Much is written about the “no speed” maneuverability which must haunt salesmen in showroom demos but, once on the move, the TSAS suspension is a complete revelation (imo far superior to BMW’s standard weedy springs) which adjusts to self level with all loads, resulting in excellently predictable handling. Potential owners should note however, that the self adjusting ride height does not “settle”, & can be a problem for anyone who is “vertically challenged”. Like Paul, I am 5’11”, so there is no problem. Triumph must have realised this in developing the “low” models, but then removed the very important centre stand (my opinion) in order to increase the reduced ground clearance.

– As for Triumph dealers, the quality of service & value for money can be variable but as “a rule of thumb”, the independents are more reliable than their (car based) multi-outlets.

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.

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 2023 Triumph Tiger 1200 lineup, which includes five variants – three aimed at street riders and two at those who like to get dirty – represents the high-water mark of Triumph’s 30 years of experience building adventure bikes. When John Bloor, the deep-pocketed real estate developer who bought Triumph after it went bankrupt in 1983, resurrected the iconic British brand, he wanted to compete on the world stage. That meant a broad range of contemporary models, not just rehashed Bonnevilles.

In the early ’90s, modern-era Triumphs that rolled out of the new factory in Hinckley, England, included Trophy sport-tourers, Daytona sportbikes, Trident roadsters, and Adventurer cruisers powered by inline three- and four-cylinder engines rather than the parallel-Twins Triumph had been known for. In 1993, Triumph introduced the Tiger 900, an adventure bike powered by an 84-hp 885cc inline-Triple designed to compete with the BMW R 100 GS, Honda Africa Twin, and Yamaha Super Ténéré.

The “Tiger” name first showed up on Triumphs in 1936 when company director and chief engineer Edward Turner renamed the 250cc, 350cc, and 500cc OHV Singles the Tiger 70, Tiger 80, and Tiger 90, respectively. Three years later, the Tiger T100 was introduced as a high-performance version of the 5T Speed Twin 500.

By the turn of the millennium, the adventure segment had grown in popularity. Manufacturers were broadening their lineups of big “dualies” to make them even better at long-distance touring. In 2001, Triumph introduced the Tiger 955i, which had a 955cc Triple boasting 104 hp, a small fairing with a windscreen, a 6.25-gallon tank, and hardshell saddlebags.

Over the past decade, Triumph’s Tiger lineup has evolved and expanded, and the company now offers 11 different models: the Tiger Sport 660, the Tiger Sport 850, the Tiger 900 range (GT, GT Pro, Rally, and Rally Pro), and the Tiger 1200 range (GT, GT Pro, GT Explorer, Rally Pro, and Rally Explorer).

Triumph gave its range-topping Tiger a major reboot for the 2023 model year, starting with the engine. Replacing the 1,215cc Triple on the previous-gen Tiger Explorer is the 1,160cc Triple from the 2022 Speed Triple 1200 RS. Despite losing 55cc of displacement, the Tiger gained grunt. On Jett Tuning’s dyno, the 2023 Tiger 1200 GT Pro sent 130.2 hp at 9,100 rpm and 81.8 lb-ft of torque at 7,000 rpm to the rear wheel through its shaft final drive – an increase of 12.4 hp and 7.4 lb-ft over the last Tiger Explorer we dyno’d in 2016.

Triumph hosted a global launch for the 2023 Tiger 1200 in Portugal earlier this year, and our First Ride review includes details about the five variants. Like other road-oriented GT models, the Pro model tested here has a 5.3-gallon tank, cast aluminum wheels in 19-/18-inch sizes with Metzeler Tourance tires, and 7.9 inches of suspension travel front and rear. It also has an adjustable rider’s seat (33.5/34.3 inches), handguards, a small skid plate, LED auxiliary lights, a centerstand, heated grips, a 12-volt socket in the cockpit, a USB charger under the seat, and keyless ignition, steering lock, and fuel filler lock.

As expected for a top-of-the-line adventure-touring machine, the GT Pro is equipped with throttle-by-wire, an IMU, and a full menu of electronic rider aids. It has five ride modes (Sport, Road, Rain, Off-Road, and a customizable Rider mode) that adjust throttle response, cornering ABS, cornering traction control, and suspension damping. The Showa semi-active suspension system has On-Road and Off-Road damping modes, with nine settings ranging from Sport to Comfort within each mode, as well as automatic rear preload adjustment. The GT Pro also has cornering lights, a quickshifter, cruise control, hill-hold brake control, and a 7-inch color TFT display with Bluetooth connectivity that includes multimedia, navigation, and GoPro control.

No, no, we didn’t test the Tiger 1200 GT Pro in Africa. We wish. That’s just one of my favorite lines from Monty Python’s Meaning of Life, a British comedy from 1983, which happens to be the same year the old “Meridien” Triumph went belly up. But I digress. Let’s start again…

Like most adventure bikes, wind protection is sufficient but leaves the rider’s lower legs and upper body partially exposed. Handguards keep wind off the mitts, and the adjustable windscreen does a decent job of deflecting wind blast around the rider. For maximum visibility and airflow into the cockpit, I preferred the lowest position and wasn’t bothered by buffeting, even with an ADV helmet with a peak visor. A light pull on the bar above the TFT display ratchets the windscreen up in small increments over a 2.4-inch range.

Attacking technical backroads and rowing through the gearbox is made easier with Triumph’s Shift Assist up/down quickshifter. And scrubbing off speed is handled by strong and precise brakes that are top of the line – a pair of Brembo Stylema monoblock radial front calipers pinching 320mm discs, a Magura HC-1 radial front master cylinder (a second one is used on the hydraulic slip/assist clutch), a Brembo rear caliper, and cornering ABS.

The Tiger’s 7-inch TFT display has bright, vivid graphics. The mode button and small joystick on the left switchgear, along with the home button on the right switchgear, make it easy – with a little practice – to navigate modes, menus, and settings. There are a few idiosyncrasies, however. When the tripmeter is displayed, it is shown in a large, easy-to-read font, but it also shows average speed and trip duration – two pieces of info that I don’t find important.

And in the tripmeter mode, the digital tach/speedo is cocked to the side, which irks my desire for symmetry. The joystick must be toggled and pushed three times to bring up the fuel status display, and in that mode, the tach/speedo is displayed normally. Where’s the odometer? It’s buried in the service menu. While I certainly appreciate the desire to create a clean, uncluttered display, offering some customization options would satisfy riders with different preferences.

Next up the ladder at $21,400, the GT Pro we tested has most of the features that road-biased adventure riders want. For those who want to go all-in, the GT Explorer ($23,100) adds blind-spot radar, tire-pressure monitoring, engine-protection bars, and heated rider and passenger seats. Triumph also makes more than 50 dedicated accessories for the Tiger 1200 range, including luggage, lower seats, and much more.

The lighter, more powerful, and more advanced 2023 Tiger 1200 lineup shows how committed Triumph is to refining its motorcycles and making them as exciting, capable, and well-appointed as they can be.

Remember when middleweight motorcycles had middleweight price tags? Sadly, that isn’t the case anymore for quite a few models, including Triumph’s very own Street Triple range. In international markets, the affordable mid-capacity naked bike segment is still as alive as ever though, and Triumph has re-entered that competitive space with what you see in the pictures. It wears the iconic nameplate of a bike from half a century ago, but shares its DNA with the latest Street Triple and has potential to become one of the company’s most successful models.

The rounded tank, simple radiator shrouds and front fender are pleasing to look at, but not noteworthy in any way. Triumph’s commitment to the retro theme for this bike is evident from the circular headlight and instrument cluster. The only special and unique element is the minimalist tail with its integrated tail-light and coloured underside, which results in a striking rear end.

While some will wish it was larger many will admire how unintimidating it is. It’s the smallest bike Triumph makes right now and it’ll feel right at home to people upgrading from the 300-400cc segment. This is just one of the many things that remind you that it’s targeting less experienced riders. The 805mm seat height and 189kg kerb weight will also be manageable for riders of most sizes. As for the riding position, it’s friendly as well, with slightly rear-set foot pegs highlighting its sporty intentions. That said, riders taller than six feet will not be the most comfortable, as their knees will extend to the edge of the knee recesses. Large boots also end up coming in contact with the pillion foot peg holders.

While I did take on what felt like a cloud burst during the shoot, I did manage to spend some time with it in more favourable conditions. What you quickly realise is that the Trident does in fact have a unique engine. Its 660cc inline-three has a different bore and stroke than all of the Street Triples, including the 660cc Street Triple S sold abroad. It also runs a lower compression ratio, resulting in a power delivery that is quite different. This engine has a very linear flow of power and it’s completely missing the manic top end that is associated with the Street Triples. Unlike those bikes with their 12,000-plus rpm redlines, the Trident tops out at just over 10,000rpm. That being said, it still puts out a healthy amount of power and torque, and 81hp means it’s plenty fast, but without becoming too much of a handful. This is what Triumph was going for – along with great tractability and its shorter gearing, you can easily hold high gears at low speeds without having to frequently downshift. That makes the Trident a pleasure to ride around calmly at slow speeds. It’s also got the refinement and iconic exhaust note of Triumph’s inline threes. Another positive is that the service intervals are at an impressive 16,000km. However, it’s worth noting that you still have to get the bike serviced once a year and a regular service costs around Rs 9,000, which is about the same as the Street Triple.

Another hint at this Triumph’s intentions is that there is no Sport mode – only Road and Rain. Road mode does make all the power available, but the traction control system feels a little too protective and it cuts power unnecessarily at times. Luckily, it has the option to be completely switched off.

Despite the simple Showa suspension components and steel frame, the Trident can take on a set of corners at impressive speeds. It feels quite light and sure-footed and the Michelin Road 5 tyres offer ample grip. However, the riding position and general character of the motorcycle tend to keep you settled in the seat rather than putting you in an aggressive stance. There’s also enough stopping power on offer from the brakes, but the feedback from the lever is quite dull, with the first half inch or so of lever pull not really doing anything.

With a starting ex-showroom price of Rs 6.95 lakh, the Trident costs around Rs 1 lakh less than the Street Twin and around Rs 2 lakh less than the Street Triple R. This fact alone brings a lot of attention to the Trident as it’s the company’s most attainable offering while also being a compelling overall package. As far as rivals are concerned, its competitive price positions it above the Kawasaki Z650, but significantly below the Honda CB650R. Our time with the Trident has revealed that it’s not all perfect, but it is a beginner-friendly, easy-to-live-with and fun machine, all with Triumph quality and at a reasonable price.