2nd gen tft display triumph manufacturer

I"m sure you"ve all seen the impressive Scrambler 1200 TFT screen and heard about all the connectivity that is now built in. Well that functionality is not only being rolled out to all new TFT screen models, but it will also be available as an upgrade for any existing models with TFT screens. Read on for details.

The new TFT Connectivity System is going to be rolled out from late Spring 2019. It will be available on all new TFT Screen Triumphs (that is those with the multi-colour screens), but will also be able to be fitted to any existing Triumph with a TFT Screen by your local Triumph dealer.

The system features the first Integrated GoPro control system on a motorcycle. GoPro has been going through a bit of a lull in sales recently so this partnership may help a bit with camera sales, but I"m not sure how useful it will be in general riding. There are other cameras that are cheaper and better of course, but they won"t be able to be controlled by the TFT Screen.

Another feature is turn-by-turn navigation powered by Google. This is the first time Google have partnered with a premium motorcycle manufacturer. The navigation will need you to have the new (free) MyTriumph app installed on your phone - which will be available for Android™ and iOS™.

If you have a TFT Triumph and want to upgrade then you will need to visit your dealer to have the Bluetooth module fitted and the Software update applied.

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.

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.)

To top off three consecutive weeks of riding big (or should I say GIANT?) bikes I was offered the opportunity to test the 2021 Triumph Rocket 3R for a full seven days.

I am happy to ride nearly any bike but there are those that give you extra pleasure. The BMW and the Indian are sort of similar bikes in spite of the totally different styles. I try to adopt myself and my riding style as much as I can to fit to the bike I am testing. On most occasions I managed to keep my inner demons and the hooligan safely locked away in the panniers of those bikes, but the Triumph is a naked bike without such storage options.

When Triumph launched (pun intend) the Rocket back in 2004 the whole world thought the engineers had gone completely bonkers. How much fun these guys must have had when they were designing that machine though.

Both Rocket 3 ‘R’ and ‘GT’ trims share the same powertrain. Triumph are in a league of their own, fitting the largest production motorcycle engine in any motorcycle: 2500 cc’s over the previous 2300 cc’s.

Triumph gave the Rocket 3 the limited edition treatment with only 1000 examples of each of the R & GT variants globally. Upping the exclusivity game, each Black edition Triumph will receive a Certificate of Authenticity and a customizable motorcycle VIN for each bike.

Moreover, for an already incredible-looking motorcycle in the flesh, the attention to detail has been taken to the upper echelons, giving it an even more menacing appearance. Common between both variants is carbon fibre front mudguard, completely blacked out exhaust fenders, heat shields, end caps, and an exquisite crinkle back powder coating on the engine’s intake covers. Besides, Triumph further enhanced the bike with the front mudguard holders, headlight bezels, fly-screen, radiator cowl, and so on.

The list doesn’t stop there as Triumph’s designers gave a black anodized finish to the bike’s handlebar clamps, yokes, riders, fork lowers, brake and clutch pedals, rider footrests, heel guards, and the innovative folding pillion footrests

Triumph really attended to even the smallest of details and managed to put the icing on the cake with the black anodized paint job and a magnificent aluminium finish on the bar-end mirrors.

All the similarities aside, the main differences between the R & GT variants include a slightly sportier stance for R with the mid-positioned footpegs, wide handlebars, and a matte black livery with a blacked-out Triumph logos and a glossy white stripe running down the centre of the fuel tank.

I mentioned before this is an imposing bike. Definitely not fit for novice riders. Still, once you are on the seat, is less scary instantly. The seat is mounted low, and the weight is buried low in the chassis, so although it takes an effort to get it off the side stand, it feels nicely balanced. The engine fires up and wobbles the bike gently to the left-hand side

As I set off on my first flight on the Rocket, it immediately felt like home. It is a gentle giant when you treat it as such. It is an amazingly easy bike to ride. It really handles like a Street Triple. The engineers have done an incredibly good job there as well. Everything about it is impressive as you’d expect with this much torque, pulling away is simply a case of easing the clutch lever out. My brain told me to short-shift up into second gear before giving it the spurs, but my inner demon was hitting the adrenaline pump switch. It was not before long that my hooligan persona was the pillion passenger, whispering sweet nothings in my ear…

The Indian Roadmaster Heritage and the BMW Transcontinental are ‘luxury liners’. You can have miles for breakfast and be home for dinner still after a full day of riding, still feeling quite relaxed. Answering the ‘why’ question with the Triumph Rocket 3 was much harder. It is not a bike you take out to commute on a daily basis, nor is it a machine built to go on long roadtrips (I’d do it still, just for the fun of it). So who is this meant for?

Even my contacts at Triumph had some trouble coming up with a defining response. However we all seem to agree that is a fun machine for those who are in it ‘for the ride’ as Triumph puts it in their corporate slogan. If you are lucky enough to sit on a lot of ‘disposable income’ and want to stand out from the crowd, this is the definite motorcycle to go for.

He is an amazing mechanic who managed to create a monster supercharged Triumph Thruxton Ra few years ago. This bike packs an impressive 175 Nm and 171 Bhp.

The Rocket gets the same TFT dashboard as mounted on the Triumph Scrambler 1200, and it has an 18-litre fuel tank which will get you just over 200 km’s. Unless you are like me of course. I needed a pit stop at around 180 km.

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 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.

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.

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.