2nd gen tft display triumph factory

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.

These breathtaking creations are totally unique, truly special, and carefully crafted to be the most beautiful, exclusive, and desirable Triumphs ever made.

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.)

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.

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.

Gauge cluster design is a dying art. Speedometers and tachometers used to sit at the front of motorcycles like single-handed mechanical watches, projecting only the most pertinent information to the rider: vehicle speed, engine speed and the odometer. Then, like most analog things, digital became the preference and, for the most part, still is the preferred way to display even more information to riders like time, temperature, ride modes, traction control and any other minute pieces data the manufacturer deems necessary.

No one is saying having access to all that data is unnecessary or overbearing — quite the opposite. The more you can know about what’s going on with your bike the better, but, on a modern bike, all that information is more than an analog gauge can handle. So digital displays are a necessary evil, but their principal downside is they lack style, character and they all seem to look the same. However, it seems like the motorcycle industry is at a crossroads and the opportunity for unique, yet modern design is on its way back.

Thin-film-transistor liquid-crystal — or full-color TFT displays — are gaining popularity in the motorcycle industry. TFT is merely a more refined version of the well-known liquid crystal display (LCD), whose potential is already on display in the Lexus LFAand Audi’s Virtual Cockpit. And now, motorcycle manufacturers like Ducati are bringing that technology to the two-wheeled universe to exploit the benefits of a TFT display even further.

Ducati Monster Line Product Manager Stephano Trabusi explained, “TFT is more visible during the day, even in direct sunlight, the resolution is much higher than normal LCD so that you can have much more information on a display.” Given that the cockpit of a motorcycle doesn’t have the benefit of shade from a roof, more common digital and LCDs fall victim to severe glare. The Bosch system Ducati runs even goes one step further with a night mode that can tell if it’s night time, if you’re in a tunnel or a low light environment and flips the display background to black and the font white, so it’s easier to read.

Night vision is just the tip of the TFT iceberg, though. The complex levels of traction control and ride modes that come along with the Bosch system mean the screen has to be able to cycle through numerous menus and pages and display the traction control, engine modes and ABS settings once programmed. “Given that the bikes are so much more complex nowadays, they have more and more functions and more electronics; we need that higher resolution to display all that information.” And not only that but Trabusi justifies Ducati’s use of the display in the most modern way possible, “you always see the display when you’re riding, and it has to have a premium feel for a premium ride. Today, we are so used to our smartphones with color displays — it has become just so familiar. And to have this level of resolution and color on our bikes — it was common sense.”

Therein lies the problem with the Bosch system. Because it’s from a third party electronics and software company, and because it’s so close to a complete plug-and-play package, a handful of other manufacturers — BMW, KTM, Aprilia — use similar if not identical systems. So we wind up with cookie cutter displays no better than the uninspired digital systems they replaced. But thumbing through, pages, levels, toggling ride modes and taking calls via Bluetooth, it’s undoubtedly intuitive, but there’s an overwhelming sense that no one is exploiting the display for all it can do. It’s the same as getting an iPhone X and only using it for dim-lit selfies and tri-color wallpaper.

There’s no reason Ducati couldn’t create its own version of Audi’s Virtual Cockpit — between the maps, different gauge cluster layouts and creative displays, it would be like nothing else on two wheels. The creative potential is there, but until someone unlocks it, we’re stuck in this dull purgatory of right angles and primary colors.

The first generation came in 2 models, 800 and 800XC. Both bikes share the same frame and 799 cubic centimetres (48.8 cu in) inline-three engine, which is derived from the smaller Triumph Daytona 675.

For the 2015 model year, the Tiger 800 used a second generation 800 cc engine with drive-by-wire throttle which Triumph claimed improved fuel economy by 17%. Traction control was also added. Optional versions of the Tiger 800 included various combinations of cruise control, auto-cancel indicators, an advanced trip computer, multiple driving modes. Hardware in some versions included engine-protection bars, an aluminum sump guard, a center stand, and WP suspension, which included adjustable front forks.

All version have switchable ABS, twin 305 mm front brake discs and single 255 mm disc, LCD screens with digital instruments. The top version add features like led lights, more ride modes, Brembo front brakes, color TFT screen and heated grips and seat. The weight of the base XR version is 199 kg dry, while the top range XCA version is 208 kg.

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.

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The new My Triumph app is built with Google and works in conjunction with the My Triumph Connectivity System to provide live navigation on your motorcycle via the TFT instruments. Facilitated by an accessory fitted My Triumph Connectivity Module, the app allows you to access the following great features:

Additional features available from the My Triumph Connectivity System. These are facilitated by the Accessory fitted My Triumph Connectivity Module, and do not require the My Triumph app.

Additionally, riders who do not have a My Triumph Connectivity Module fitted can add their motorcycles and use the app to record and share their rides.

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