2nd gen tft display triumph brands

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 Tire Pressure Monitoring System (TPMS) has been lauded by owners of every genre of Triumph for some time now. Added safety with the convenience of one less pre-ride check, you’ll never get caught out by a slow puncture making itself known at the next corner or suffer the fumbling aggravation of a sub-zero tire pressure check with frozen digits.

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

But sadly, Triumph has gone and made it very confusing in recent years, constantly rearranging their model codes, changing what it means to have a Street Triple R or S, and making it different by where you live — what you get is slightly different if you’re in Europe, the US, or Australia/New Zealand.

I’ve been looking at Street Triples of all generations, looking for an older one (found one but it got away before I pulled the trigger… story of my life / this website), and thought I’d share everything I’ve learned from test rides, research, speaking to people, and bothering netizens on forums about what their favourite tyre is (kidding. Also, don’t tell me. Obviously it’s the Pirelli Ultra Doppio Diablo Rosso Oscuro VII.)

That was a different Triumph. I know because one of our family’s early cars was a Triumph, and it was quite different to anything else from Triumph I’ve ever seen. In fact, a neighbour gave it to my father for free (because, it turned out, it was cursed), and my dad later sold it for $150 and was surprised anyone paid anything for it. (The new owners were pretty drunk and crashed it a couple of blocks away and left it there.)

The original Triumph made a bunch of iconic bikes but eventually went bankrupt. Not because the bikes were bad, but just that the changing global economy made them uncompetitive. They went bankrupt in 1983.

John Bloor, a now-famous British billionaire businessman, was shopping for factory property, and along with the property bought the rights to the brand that same year, in 1983. For a while, he let others build motorcycles under the Triumph brand, but eventually made the now historically smart move to rebuild the Triumph motorcycles brand up from scratch. This generation is also known as the “Hinckley” generation.

The original Triumph brand coined a lot of model names that the new Triumph has reproduced in later days: the Daytona, the Speed Twin, the Trident, the Bonneville of course, and others.

But even though the original Triumph did make three-cylinder engines (like the Trident), they never had any bike called the “Street Triple” (nor “Speed Triple”).

Triumph announced the first Triumph Street Triple in 2007 for the 2008 model year. They conceived it as a smaller sibling to the Speed Triple (then with a 1050 engine), and heavily borrowed from the Triumph Daytona 675 of the time, taking its engine, and much of its frame.

Sadly, Triumph decided to abort the dual round headlights by the 2012 model year and never really brought them back. The latest Triumph Street Triple RS looks fantastic by other measures, but it lost that original look. In the early 2010s there were many threads on forums about how to convert back to the original round headlight look.

The first Triumph Street Triple weighs only 182 kg / 401 lb wet (fully fuelled). Later generations keep this spirit — the mid-spec 2017 Triumph Street Triple R weighs under 180 kg / 397 lb, even though it has a lot more rider aids and a bigger engine!

2020+: Street Triple R and Street Triple S repositioned slightly. In the UK, the S became the 660 cc low-power A2 / LAMS bike. The R lost the TFT display and some dollars.

Generation (Key characteristics)YearsEnginePeak powerSuspensionBrakesGen 1 (round lights, upswept exhaust)2007-2011675cc79 kW (106 hp) @ 11750 rpm* Non-adjustable KYB 41mm fork

Gen 1 2012 base and R models (New lights, but still upswept exhaust)2012675cc79 kW (106 bhp) @ 11,750 rpmSame as base model / R respectivelySame as base model / R respectively

This is the Street Triple that started it all. It was just called the “Street Triple”, not the “Street Triple 675” or whatever we use to distinguish it from later generations.

At its core, the first Triumph Street Triple is a pared-down Daytona 675 with a street tune and different road-going equipment — different lights, handlebars, and exhaust.

The base model first-gen Striple has no adjustability in suspension, but has a preload-adjustable rear shock (though they don’t supply you with the spanner to do it).

The 2009-2012 Triumph Street Triple R still has short gearing, round headlights, and exhaust pipes under the seat. This combination makes the original 2009-2012 Triumph Street Triple R an iconic hooligan machine.

Triumph just replaced the headlights, but kept everything else in the motorcycle the same. Same exhaust, no ABS, etc. In the R version they also kept everything else the same (better brakes, suspension).

If you find a 2013-2016 Triumph Street Triple R with ABS for a decent price and low miles — particularly if it was fixed with the ex-works Arrow exhaust — pick it up.

In Australia and New Zealand — maybe elsewhere, not sure — Triumph released a first generation of the Street Triple 660, based on the 2013-2016 Street Triple. It’s carefully designed to meet the Australia/New Zealand LAMS requirements of making a maximum of 150 kW per (metric) tonne and being under 660 cc in capacity.

The 2014-2019 version of the Street Triple 660 is based on the 675 motor with a slightly shorter stroke, trimmed from 52.3mm to 51.1mm. Triumph also altered the cam timing and of course re-programmed the fuel injection to dramatically reduce the peak power by around 50% to the legal maximum in Australia and New Zealand, but also to maximise torque. You can spin the wheel up pretty easily on the 660.

In this field, the Street Triple 660 is very popular. It’s a Triumph, and it looks and sounds cool. It has a lot of torque from down low and really doesn’t feel like a learner bike, just a learner-legal bike. It’s more expensive than the usual competitors, too.

In 2017, the Triumph Street Triple 660 got a visual makeover in line with the other 2017 bikes. I’m not sure if the engine was changed. The 2017-2019 Street Triple lost the 660 decal and otherwise looks like the 2017 base model.

I haven’t found official Triumph photos for this era (I did, but they’re the wrong photos on the Triumph website… smh), but know that in 2017-2019 they’re different from scouring for sale ads!

Triumph in 2017 updated the Street Triple to 765 cc. This really surprised me when they did this! I actually thought it was a typo (675 / 765). Five years later, I’ve mostly gotten used to it.

The banner update is that Triumph increased engine capacity to 765cc. That much is obvious. The engine is still a three-cylinder 12-valve liquid-cooled motor with the same personality — a lot of torque across the whole midrange.

Oh yeah, Triumph took the unusual step of tuning the different spec Street Triple engines with the 675 engine for different power levels. There’s a difference of roughly 5% power between the Triumph Street Triple S and R, and the same between the R and RS.

I’ve never seen another brand do this. In fact, Triumph doesn’t do it anywhere else in their range. E.g. all of the Triumph Scrambler 1200 variants make the same amount of power.

Other than changing the engine, the bikes look and function pretty much the same. But Triumph did go and change the model line-up slightly with some different letters.

At its base, the 2020 Triumph Street Triple S has a 660 cc (actually 660, not 659 like the previous) engine with a reduced bore AND stroke vis-a-vis the 765 motor.

I’ve seen some reports that the 2017+ Street Triple 660 continues to make 40 kW / 54 bhp (55 PS) in Australia/NZ, but I’m not sure. They just might be incorrect carry-overs from the previous generation. It doesn’t matter too much. It behaves like the former bike — fast at normal speeds, but if you wind it out past 10000 rpm you might be disappointed.

You can pick a new gen Street Triple 660 by the calipers — they look a bit different to the original Street Triple 660 (black, vs the original gold ones on the S).

Triumph’s 2017-2019 Street Triple S is the entry-level 765 cc “full-power” motorcycle. It’s conceptually the same as the earlier base model Street Triple (non-R) — it has street-level lower-spec brakes and suspension.

Not great enough it seems, though, as Triumph discontinued this concept of bike from 2020. They actually kept making a bike called the Street Triple S, but changed the engine. (*Shakes fist at sky*)

The Street Triple R comes with an adjustable KYB Separate Function-Big Piston fork (SF-BPF), with preload adjustable on the left fork leg, and rebound and compression damping adjustable on the right. The R has Brembo M4.32 calipers. And the 2017-2019 version of the Street Triple R comes with a TFT display, the same as on the RS.

From 2020, Triumph decided to rename the artist formerly known as the Triumph Street Triple 660 or Triumph Street Triple A2 as the Triumph Street Triple S.

To avoid too much confusion, Triumph stopped selling any S variant in the States (it was previously a 765 cc, slightly lower-power and lower-spec version than the R and RS, but higher-power than a de-restricted 660… are you still with me?). The S worldwide is now the 660 (well, 659) cc Street Triple.

Finally, the 2020-2022 Street Triple R comes with an analogue / digital instrument cluster, just like on your favourite retro Casio watch. This is a cost-cutting and price-saving step back from the 2017-2019 TFT.

I’ve read some potential owners are really turned off by the 2020-2022 R lacking a TFT, considering some direct competitors have it (e.g. the BMW F 900 R, Kawasaki Z900, and later the 2021 Yamaha MT-07). I do think it’s weird to take a feature off an existing model. It makes the 2017-2019 Street Triple R look like a good used buy.

Triumph continues to distinguish the modern RS with its higher-spec suspension and brakes. It has the same front suspension as the R, though at the bottom of the forks you’ll find Brembo M50 calipers, the same that you find on superbikes of a few years ago.

Other than that, one interesting thing is that the 2020-2022 RS is the only Street Triple in the generation with a 5-inch TFT. The R model makes do with an analogue/digital unit (which I prefer!).

Ride modesRoad, Rain, Sport, Rider-configurableRoad, Rain, Sport, Rider-configurable, TrackRoad, Rain, Sport, Rider-configurable, Track2023+ Triumph Street Triple R, RS, and Moto2™ model spec differences

One question you might have is: Where’s the Street Triple S? Where’s the A2/LAMS version? Well, my guess is that it’s going to continue as it was for the 2020-2022 edition. It won’t get higher-spec brakes, suspension, or of course power. Triumph MAY improve the instruments, or update it aesthetically, but I’m not sure yet.

With the 2023 RS, Triumph has given the motor a slight power bump (7 kW / 10 bhp or PS), an Öhlins rear shock, a TFT panel, and an improved Brembo front brake. There’s also a less obvious difference in the fork — the fork is a Showa BPF, but not “Separate Function” (in which each fork leg does something different; in this case they both do the same thing).

When I first published this guide, I had noted that there was a lot of stiff competition. The Yamaha MT-09 had been nipping at the heels of the Street Triple for years, and the Yamaha 2021 MT-09 SP, with its 6-axis IMU, cruise control, and a bunch of rideability improvements, lead Motorcyclist to lead with the headline “Yamaha Builds a Better Triumph”. Not pulling any punches! They’re still a strong competitor, even though Triumph has the horsepower edge.

And finally, Triumph upped the ante on itself by releasing its Speed Triple 1200 RR (one of 2022’s best-looking motorcycles, in my subjective opinion), which is like a Speed Triple 1200R but with clip-ons, a cowl, and semi-active suspension.

But Triumph has responded to the market by adding an IMU to their Street Triple for the 2023 model year, at last. But they still don’t have cruise control — not really necessary unless you live in a place with lots of speed cameras around school zones. If you’ve experienced what it’s like to get one of those speeding tickets, you’ll understand!

This doesn’t mean I want any of that, of course — just that it’s the direction in which I see it going. My personal pick — if you want a bike that’s the sweet spot of everything, then get a 2020-2022 Triumph Street Triple R. It’s enough bike to keep you entertained for a lifetime. But I could say that about any of the Striples.

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The Rocket 3, Triumph’s flagship cruiser, has been around for nearly two decades. Previously dubbed the Rocket III, Triumph Motorcycles updated the machine significantly in 2019, and it continues to be an essential part of the 2022 Triumph Motorcycle lineup. The Rocket 3 is available in two variants, the Rocket 3 R and the Rocket 3 GT. The former is the base, street-oriented option, while the latter adds cruising-related features.

Both variants are equipped with a 47mm USD fork with compression and rebound adjustability and a fully adjustable Showa monoshock. Top-spec Brembo Stylema calipers handle braking at the front, and the bike comes with cornering ABS as standard. Other features include a TFT display that lets you toggle between four rider modes — Rain, Road, Sport, and a Rider-configurable mode — and check critical ride and motorcycle information.

Just one look at the motorcycle, and it’s apparent that it’s meant for cruising and long-distance touring. The Rocket 3 R features a sportier riding triangle with a flat handlebar. Meanwhile, the Rocket 3 GT comes with a height-adjustable pillion backrest, flyscreen, heated grips, and adjustable footpegs as standard. Additionally, Triumph has over 50 accessories that you can choose from to better improve the Rocket 3 GT’s touring credentials.

For 2022, the British manufacturer introduced a special edition of the motorcycle called the 221 Edition Triumph Rocket 3 R and Rocket 3 GT. The bikes are mechanically identical to their standard offerings but feature some styling tweaks to celebrate the power-cruiser’s peak torque output — 221 Nm. These cosmetic changes include a ‘Red Hopper’ color scheme, 221 branding on the knee pads, blacked-out fender brackets, headlight bowl, windscreen, and side panels.

On this page: we’ve curated specs, features, news, photos/videos, etc. so you can read up on the new 2022 Triumph Rocket 3 R and Rocket 3 GT in one place.

The previous generation Rocket already held the distinction of having the world’s largest production motorcycle engine (previously 2,300cc), but this next generation Rocket 3 lineup raised the bar even higher with an all-new 2,500cc Triumph triple which delivers an even higher capacity and performance. Incredible design innovations have found 39.68 lb engine weight savings over its predecessor with new mass-optimized crankcase assembly, a new lubrication system comprising dry sump and integral oil tank, and new balancer shafts. What’s more, this powerplant masterpiece is exquisitely engineered, with beautiful finish and detailing throughout including stunning machined fins on both the upper and lower crankcases.

The new Rocket 3’s performance figures have elevated this incredible motorcycle range up to a whole new level. The new Rocket’s peak power (165 HP @ 6,000 rpm) is 11% up on the predecessor Rocket and the new engine generates an increase in power from 3,500 rpm and all the way up to the new higher red line of 7,000 rpm. Peak torque – 163 LB-FT at 4,000 rpm – is a world best and a figure that’s a breathtaking 71% higher than the Rocket’s closest competitor and higher than the previous generation across almost the entire rev range. In practical riding terms, this translates to an acceleration figure of 0-60 mph in 2.8 seconds.

There’s no denying that the new Rocket 3 range delivers arguably the most powerful and distinctive silhouettes in motorcycling, guaranteeing a dominating presence wherever you ride. It conveys magnificent style to your riding with a host of signature design features, and the bike’s beautiful details bring an unparalleled level of finish and quality. Packed with motorcycling design innovations that create clean flowing lines, and adjustable ergonomics that deliver maximum comfort for all rider sizes, the new Rocket 3s have a genuine muscular presence to go with their all-day riding comfort.

The Rocket 3 enjoys state-of-the-art technology enhancements that transform the functionality and riding experience of your Rocket 3 ride. Higher functionality 2nd generation TFT instruments incorporate a stylish minimal design with two dynamic information layout design themes that can be tailored to suit preference, including a feature that allows the rider to personalize the startup screen message with their name.

The all-new My Triumph Connectivity System allows for motorcycle-integrated GoPro functionality with the camera operation displayed on TFT instrument screen and being easily controlled via the switchgear. There is also an all-new ‘MY TRIUMPH’ app delivering connected technology functions including route planner with turn-by-turn navigation. And you can also benefit from an integrated phone and music operation as well.

Chief Engineer Stuart Wood gives you an exclusive insight into the development process behind the Rocket 3 handling set-up at the Triumph Factory Visitor Experience.

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 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.

You did mention that even though Triumph does mention that they will give a Pannier Kit worth INR 1.5 lakhs free, a portion of the value has to be borne by Keerthi Triumph. That is your business model and I have nothing to do with it. As against giving me a pannier kit worth INR 1.5 lakhs free (as per assurances) you have given me a cash discount of INR 25000.

As part of the initial discussions that we had prior to me making the booking amount for the bike under reference, I was assured a complete aluminum adventure pannier kit with my motorcycle at no cost to me. As we progressed in the discussions and got closer to me making the full payment for the motorcycle, Triumph India confirmed to yourself (as a representative of Keerthi Triumph) that an aluminum adventure pannier kit compatible with the Tiger 800 would be given at no cost to the undersigned.

Given the above, since giving me the aluminum panniers is pending from your end, as part of the sale agreement, I suppose I do not really have to pay for the panniers. Please ask Triumph India to compensate Keerthi Triumph to the extent of the panniers.

PS: With regard to the issue of the stock OEM mirrors supplied with the motorcycle, I have spoken at length at Keerthi’s service center and also a few times with Puran of Triumph India on 9599196301, I am not receiving any approach to a solution. I have now installed Double Take mirrors at a considerable cost to myself and the mirror vibration as in my email below is non-existent. This is a severe safety issue and is alarming that none of you even bother to address the problem.

In confirmation of our discussions of date, basis Triumph India’s instructions, Vinod from Keerthi Triumph has communicated that the panniers would be replaced as a warranty replacement, along with new lock barrels.

I accepted the silver panniers to accommodate the errors at Triumph India’s manufacturing end as well as errors at Keerthi Triumph’s installation end.

As you are aware, as on 12th May, 2019 I have just completed three full years of my Triumph ownership experience. Two years and eight months on the Tiger 800 XCX and now five months on the Tiger 1200 XCX.

Triumph India later clarified that the free pannier kit that was being offered to me was compatible with the Tiger 800 family of motorcycles and not with the Tiger 1200 family of motorcycles

Since the pannier kit being offered was not compatible with the Tiger 1200 motorcycle I intended to purchase, I did not pursue this further. Keerthi Triumph offered me a small cash discount (not comparable with the value of a pannier kit)

Wednesday, 8th May, 2019 On confirmation that the panniers were available, I carried the lock barrels for installation with the Triumph Expedition Panniers

i. After three hours of waiting, I was told that the lock barrels were not compatible with the anodized black (my preferred color) Triumph Expedition Panniers, and that Keerthi Triumph would approach for a solution

v. Tuesday, 14th May, 2019 No lock barrels received. Keerthi Triumph asks me if I would be willing to accept a pair of silver Triumph Expedition Panniers. With no choice, I agreed.

In all these exercises, I realize that the Triumph Expedition Panniers that have been provided to me are in fact the same panniers that are a common pannier for both the Tiger 800 family and the Tiger 1200 family of motorcycles. It may please be noted that I was offered a pannier kit at no cost as part of the discussions during purchase of the cited motorcycle

Thursday, January 3, 2019 On a third visit to Keerthi Triumph in Bangalore’s treacherous traffic the TFT display showed Critical Engine Temperature alarm. I allowed the bike to cool for a few minutes and proceeded to Keerthi Triumph Service Centre

iii. The complete coolant was replaced afresh with Triumph’s Hybrid Oat Coolant with no explanation whatsoever as to what could be the reason. Please note that I had to bear cost of labor and coolant.

v. 22nd January, 2019 I embarked on a long ride of 1550 kms with two overnight stops. The upward journey was completed with no issue. And I was under the notion that my coolant issue / engine temperature issue has been sorted.

vii. I reached Rebel Triumph Hyderabad by 10am. By about 7PM the same day, Rebel Triumph concluded that the radiator cap was faulty and needed replacement. Fortunately, this was available in stock and was promptly replaced

On further explanation and Keerthi discussing with Triumph India a key fob with a pre-cut key has been ordered and this is expected to be delivered by the end of May, 2019 or first week of June, 2019

The overall after sales service experience has been nightmarish to say the least. I intend charging Keerthi Triumph / Triumph India for the time I’ve wasted at your service stations, so also the cost of running and maintenance, as attached. Please take conscious note that due to the inefficient service you have put my motorcycle at risk of extreme wear and tear and so also put me in a gravely unsafe situation.

For the past 30 years, ever since John Bloor relaunched Britain’s legendary Triumph marque in 1991 with a range of three- and four-cylinder motorcycles that dared to target Japan Inc. head on, Triumph has always done things differently.

This included dropping its four-cylinder 1000/1200cc models in 1998 because, despite being the first to feature twin balance shafts in their engines to counter vibration, Bloor determined that these bikes were “too Japanese.” He wanted Triumph’s models to stand alone—hence the focus ever since on various triples of different capacities, and, since the return of the Bonneville in 2000, parallel-twins. The latest manifestation of that is the new-for-’22 Triumph Speed Triple 1200 RR—the British brand’s long-awaited first large-cube sportbike for a very long time, only done very differently.

Of course, after Triumph made such a success out of going its own way with bikes that were unique in the marketplace, it was inevitable that these would end up being copied, hence Yamaha’s range of MT-09 triples, ditto MV Agusta’s 675/800 models, and Royal Enfield’s retro-style 650 parallel-twins. But John Bloor, his son Nick, and the man they’ve charged with enacting their game plan, Triumph’s Chief Product Officer, Steve Sargent, have continued to forge the company’s distinctly individual model strategies together with Triumph’s head of engineering Stuart Wood, 57, a 35-year company veteran who joined Bloor’s R&D team in 1987, three years before the debut of the first bikes bearing the revived British brand’s historic badge.

“We wanted to build on the basis of the Speed Triple 1200 RS we launched earlier this year, which has been an immediate success with 3900 examples purchased in just the first six months,” says Wood. “So, we’ve aimed at combining the engagement and agility plus the pinpoint handling of a 765 Street Triple, with the performance and attitude of the latest generation Speed Triple 1200 RS, clothed in the styling of a traditional-type British café racer, expressed in a modern context.”

It has indeed been quite a while since Triumph last featured an outright sportbike in its range, not since the 2006 demise of the much-loved Daytona 955i launched in 1997, in fact. This was a good bike with heaps of personality thanks to its then unique-sounding three-cylinder motor, albeit not quite up to its Japanese rivals in terms of outright performance. The Daytona 675 was a middleweight contender, not a 1000cc-plus beast, and Sargent & Co. have focused on expanding their offerings in the Adventure bike market, while seemingly ignoring the go-faster customer. Not anymore, though.

But rather than tackle the superbike market head-on by trying to compete directly with Fireblades, Panigales, R1s and the like, Triumph has decided once again to go its own way. Whereas when they originally created the Speed Triple back in 1994, Triumph’s R&D team simply deleted the bodywork from the three-cylinder Daytona 900 sportbike and changed the handlebars to produce a stripped-out sportbike, this time around they’ve done the opposite, and added a frame-mounted café-racer-style half-fairing and fitted clip-ons to make a semi-streamlined ultra-bike out of a naked hotrod.

But as I discovered in an action-packed day comprising the press launch in southern Spain, during which, in a short but challenging 75-mile morning ride along the legendary A-397 Ronda Road down to the coast and back, I rode the Triumph in almost every single possible road condition ranging from drizzle and damp roads to sunshine and super grip, ending with three sessions on the glorious Ascari Race Resort’s full 3.37-mile circuit, this is a bike that’s much more than simply the sum of its parts.

For the changes that Triumph has made in creating the RR version have delivered a motorcycle with the same hugely impressive level of performance as the RS, but its own distinct personality. The result is not only the most powerful Triumph motorcycle ever built, but also arguably the most fun, and surely the most capable, to ride.

While still meeting Euro 5 compliance, the 2021 Triumph Speed Triple 1200 RR is the most potent and most torquey member of that family yet built, thanks to its completely new clean-screen larger-capacity transverse inline three-cylinder motor shared with the RS, measuring 90 x 60.8mm for an 1160cc displacement.

But while you’re more conscious of that on the naked RS, it’s not something you worry about too much on the RR, for the simple reason that you can’t really help riding Triumph’s new modern-era café racer like the half-faired Superbike it really is.

Those horsepower numbers are all present and correct, but to really max out the brutally strong real-world performance available from the Gen 3.0 Speed Triple, you need to rev it quite a bit higher than before, while still surfing that midrange torque curve which crests at 9000 revs. Doing this delivers monstrous acceleration that’s very well controlled by Triumph’s electronic package linked to a Continental six-axis IMU, which features five riding modes – Rain, Road, Sport, Rider-configurable, plus a Track mode with minimal ABS and TC intervention, which are both anyway switchable.

Settings are finely tunable via the backlit switch cubes and full-color five-inch TFT dash, and the My Triumph connectivity system is also fitted as standard. Both Android and iOS compatible, this enables phone call and music operation, Google Maps-linked turn-by-turn navigation, and GoPro control.

Four-way adjustable lean-sensitive TC with integrated anti-wheelie control, both switchable, are also fitted, plus two-stage Cornering ABS. There’s also cruise control, a lithium battery, keyless ignition and a two-way clutchless powershifter on which, unlike on the RS, I found it was hard to get consistently clean upshifts, maybe because the ignition/fuel cutout is too short in certain circumstances. But revving the Triumph motor out to five-digit engine speeds in the gears to the muted but still thrilling tenor tone produced by the Euro 5 compliant 3-1 exhaust, is two-wheeled utopia. The pickup from a closed throttle is smooth and controlled, even in Sport mode—it’s no less insistent, just without the snatchy pickup of some other sportbikes whose mapping displays excessive eagerness to get going.

Triumph has included an updated version of its so-called “slip-assist” clutch on the new Speed Triples, but it’s a ramp-style slipper clutch by any other name, which retains enough engine braking still dialed in to help the excellent Brembo Stylema radial brakes stop you hard and late when you squeeze the adjustable lever, while ensuring good stability in stopping hard from high speed. The cable-operated clutch has a pretty light action, which was a welcome surprise considering how much torque it has to deal with. This new version of Triumph’s streetfighter holds a line very well on the brakes, and it won’t sit up on you if you stroke the front brake lever to lose a bit more speed, so that you miss the apex and head for the hedges, and the pickup when you get back on the throttle again is always measured and controlled. It also holds a line well around fast 75-mph sweepers such as abound on the Ronda Road, too.

But even without that added bonus, the Triumph RR’s semi-active Öhlins Smart EC 2.0 OBTi electronic suspension provides a higher level of response and compliance from the 43mm upside-down fork and RSU monoshock with progressive rate link compared to the RS model’s mechanically adjustable hardware from the same Swedish company.

But there’s a very good chance that the Öhlins EC system is that long-awaited best of both worlds between conventional front-suspension technology, and an alternative front end like a Britten/Saxtrak or Fior or Tesi system. Kudos to Triumph for bringing it to the highway in this three-cylinder ultra-sports café racer that’s very much unlike anything else you can buy—for the time being at least!CN

British motorcycle brand, Triumph has finished with the homologation process of their Triumph Rocket 3 TFC (Triumph Factory Custom) and the brand has revealed the full specifications of the power cruiser. The model was spied testing around the brand’s headquarters in Hinckley, Leicestershire, England.

The bike also features twin LED headlights, a single-sided swingarm, carbon bodywork, 2nd Gen colour TFT instruments display, traction control, four riding modes, Triumph Shift Assist (quickshifter), Brembo MCS levers and more.

The brand is likely to build only 750 examples of the TFC which boasts to have the highest torque of any production motorcycle and the most powerful Triumph to date.

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

Triumph Motorcycles has announced that it will launch the Scrambler 1200 in India on May 23. The new model will rival the Ducati Scrambler 1100 range and the BMW R NineT Scrambler in our market.

Unlike other global markets, India will get the Triumph Scrambler 1200 in only the XC variant. The Triumph Scrambler 1200 is available in two variants – XC (base) and XE (top) – in the international markets. India will get only the XC variant. The XE variant may be brought here if there"s enough demand, at later date.

The Scrambler 1200 XC features five riding modes – Rain, Road, Sport, Off­road, and Rider-Customizable. Engine specifications include a 1,200 cc liquid-cooled, 8-valve, SOHC, 270° crank angle parallel-twin motor that generates 89 hp of max power at 7,400 rpm and 110 Nm of peak torque at 3,950 rpm. This engine comes mated with a six-speed gearbox.

Triumph’s 2nd generation TFT screen, full-LED lighting, keyless ignition system, cruise control and USB charging socket will be among other standard features of the Scrambler 1200 XC. Customers will be able to customise their motorcycle with accessories such as ‘turn-by-turn’ navigation, controls for phone and music operation, Bluetooth connectivity module with an integrated GoPro control system, Tyre Pressure Monitoring System (TPMS) and heated grips.

In more updates, Shoeb Farooq, General Manager, Triumph Motorcycles India, has confirmed that the BS-VI compliant Triumph models would start arriving in India around the end of 2019. Farooq said that the Indian arm of the British motorcycle brand is working backwards from 31 March to see what kinds of stocks are required for a smoother transition into BS-VI.

Powering Triumph into a class leading position, with the only triple engine in the category, giving thrilling torque delivery, a hair-raising triple soundtrack and class-leading handling, the Trident 660 is the perfect entry point into the Triumph motorcycle range, offering a high specification ride at incredible value.

Central to the Trident 660’s power, agility and thrilling performance is its 660cc engine; a Triumph triple-cylinder that delivers the perfect balance of strong torque (that is evident from low-down and right up through the range) which peaks at 59Nm @ 5,000 rpm and exhilarating high-end power which peaks at 54PS @ 8,750 rpm.

The Trident 660’s multi-functional instruments with colour TFT display provide all key information in a compact and uncluttered design for easy at-a-glance interaction while riding.

The display has been designed specifically for the optional accessory-fit connectivity system that enables turn-by-turn navigation, GoPro control, plus phone and music interaction via the switchgear – all clearly displayed on the TFT screen.

The new Trident 660 benefits from category-leading rider electronics, including Road and Rain riding modes, which adjust the bike’s throttle and traction control maps for maximum rider control (with Rain mode bringing a softer map for improved safety), ride-by-wire throttle for crisp, precise throttle response, switchable traction control which manages power and torque when traction is compromised and Triumph’s latest generation ABS for additional rider safety.

Being a Triumph motorcycle, the Trident delivers a confidence-inspiring ride that’s easy to control with incredibly reassuring handling, thrilling performance and fantastic reliability. With its light steering weight you get a sure-footed bike that’s manoeuvrable, agile and fun to ride, and its high specification suspension and braking combine perfectly with the lightweight 17” sporty cast aluminium wheels for maximum agility.

The Trident 660’s class-leading level of standard technology, high specification suspension, brakes and tyres, agile confidence-inspiring ride, thrilling triple engine performance, unique styling and very competitive price, together make this the perfect middleweight motorcycle choice - and the perfect entry point into the Triumph range.

Incorporating Triumph’s design DNA with clean dynamic lines, this is a truly stunning motorcycle with a distinctive sporty and muscular stance and attitude. The Trident 660 is available in four different colour schemes: Crystal White or Sapphire Black, both with contrasting decals, or twin colour options of Matt Jet Black & Matt Silver Ice or Silver Ice & Diablo Red.

Premium Triumph branding adds outstanding finishing touches. An inset aluminium Trident 660 badge with diamond-machined detail lettering is complemented by a machined Triumph badge on the fuel filler cap, a Triumph badge on the headlight and tail-light, Triumph-branded handlebar clamp and Triumph branding on the bike’s TFT instrument display face.(market restrictions may apply).

You can personalise your new Trident 660 by choosing from a whole range of genuine Triumph accessories, developed alongside the bike itself and subjected to the same rigorous quality and testing processes. With over 45 on offer, including new Trident 660 luggage, the My Triumph Connectivity System (for navigation, GoPro control, phone and music operation), and accessories that bring even more comfort, protection and style, you can enhance your Trident 660 in a multitude of ways.