2011 Triumph Daytona 675R Review

Triumph is also guilty of not updating its supersport machine, Daytona 675, for a while. Introduced in 2006, five years later and the bike is basically the same. Yes, she had some minor improvements in 2009, but hardly enough to call it a great renewal. Honestly, we do not complain too much. The era of constant updates kept us on our heels trying to keep up to date on any changes. And really, the Daytona 675 is a damn good bike.

But there is always room for improvement. Enter the 2011 Triumph Daytona 675R. Take a page from the book of Ducati when they decide to upgrade the base 675 by adding the letter "R" at the end, the boys in Hinckley added a touch of exclusivity, turning to Ohlins for some components of the suspension plateau.

Instead of 41 mm Kayaba motor units in the standard 43mm fork NIX30 his way in the investigation - the same unit used by many teams in the AMA. Ohlins sit "top-of-the-line TTX36 shock, itself a unit similar to that used by a large number of WADA and international teams of career. Until now this was a level of suspension technology was beginning to flow literbikes Italian exotic.

 

To go further, the win also has beaten Brembo to ensure that the new bike stops as well as it looks. Four pots of society monoblock calipers, which are becoming the gold standard in technology to stop, are mounted radially and bite on 308 mm discs. A Brembo radial-mount Nissin master cylinder replaces the standard unit and has a diameter of 18 mm (less than 1 mm Nissin) for a better idea of ​​the high brackets.

In addition to the 675R does not vary too much of the standard model. The same 675cc, liquid-cooled, DOHC 12-valve three-cylinder engine remains, even if small changes to improve the supply EFI. And 'combined in the same six-speed gearbox close relationship, but now the R is equipped with a factory shifter (The alternative to the basic model).

Other changes are purely cosmetic. Carbon fiber adorn the front fenders, the rear frame is powder red wheels with red stripes, and the body gets a paint kit and a new dynamic graphics card. We always thought that the standard 675 was one of the most aesthetically pleasing medium, and the R is eye candy to another level.

 

Manners Street

If you were paying attention to lately, you'll remember that next Triumph Speed ​​Triple introduced new Daytona 675R in the hills of Idyllwild, California, as part of a two-day journey to see us spend another day at the Chuckwalla Valley Raceway. We used equal amounts of time on both bikes in the street and on track.

There really is no point beating around the bush here: the 675R is really stressful on the street unless the front door opens on a road in the canyon. This bike is hard to track, and ergonomics will punish you for something else. The tail is at the top, while the clip-ons are small. The seat height is on the large side for a sport of 32.7 inches, and to make matters worse, there is no padding to find much, either. Head straight for any length of time and dolls to curse the day you were born.

 

That's not to say that riding on the road was useless to try, anyway. As in past years, we enjoyed the class-leading torque motor 675. Triumph claims 124 hp and 53 Nm of torque is a crank, and use that power is so perfect as ever. Fuel delivery is strong, especially when you apply the gas is the tail, and now e-shifter, which manages more than 2400 revolutions per minute, slamming through the gears is made by a simple flick of a finger of his left foot. Up to speed on the road. There is no need to touch the clutch or throttle blip. Notchy broadcasts are one of the few complaints we had with the Triumph in the past. Not anymore.

A track-oriented suspension is best suited for the smoothness of the track, which is created by Triumph, straddling SoCal terrible roads maintained is another challenge for the health of my joints. Attenuation rates were on the steep side, causing the buttons in the street to be felt through the bars. We wished we had time and tools to soften the suspension fully adjustable for improved bump absorption. That said, the 675R is eager to bend over and do it with just a simple thought.

We toured the streets has never given the opportunity to really test the brakes. Our initial reaction is that strong, but not a big step above the stock units Nissin. A proper evaluation would have to wait for the race track.

 

Going right to

Chuckwalla Valley Raceway turned out to be the perfect place to put the 675R with its speed. Tight and technical course suited to the forces of cycling, which is never completely upright for very long.

From the beginning, aggressive ergos that were claimed in the winding street in his element on the track. The pilot sits in a position to attack, get ready for total knee in a moment.

The sweet symphony 675R from the exhaust when the throttle is twisted is really exciting, and the advantage over the competition 600cc torque is an advantage when leaving the low-speed corners, of which there is more to this track . The rapid change was impressive even on the street was on the track. No change up or lost accidentally.

 

A slipper clutch is not included on the 675R as a test pilot Triumph did not feel it is necessary, but it is optional. Personally, I do not feel the need either. Although there were no other 600s on hand to make a direct comparison, relatively speaking, makes the trumpet seems out of breath near the red zone. It's something we noticed before, and it is particularly noteworthy because of its Japanese counterparts to come off that.

But the real test would 675R Ohlins how its belts and caps Brembo perform their intended environment. Most did not disappoint. We had the opportunity to try a standard 675 back-to-back with the 675R, and both are 98% identical. Overall, the depreciation rate of the basic model is softer than the Ohlins bits of the enhanced version. What is shocking to say, since the standard bike is a very capable performer.

 

The advantage of the Ohlins fork NIX30 compared to conventional forks is that a leg is dedicated to the compression damping, while the rebound is in charge, each with one leg only 30 mm cartridge. At the rear, the TTX Technology (Twin Tube) discharge completely isolated from the compression and rebound circuits for fine adjustments. Piston Shim-designs - which are visible in almost any other OEM suspension - a joint bleeding in the rebound circuit, which means that changes in one may affect another.

On the track the difference is minimal, but noticeable. Suddenly, the small imperfection on the track that there was no standard on the bike were felt in the model of R. A tour with the agility greedy, and thanks to the Ohlins bits that can control the bike with razor sharp precision. Obviously, they are a notch above stock units already impressive in the standard 675.

 

The only complaint I had, which was shared by a number of newspapers on the intro, it was a problem from the front end chatter under hard braking. Ohlins has sent two of their master technicians to help us adjust the setup and initial preload called back two turns. All this has helped the tribe has never completely disappeared. Of course, your experience may vary depending on a variety of conditions.

But this brings us to chat in September First of all: the brakes. So far, Brembo monoblocks are synonymous to stop a penny. We were impressed with the Nissin standard wheel, but there is no doubt Brembos offer more bite and power. Lever feel and modulation are also great as you might expect.

 

The big question is whether he deserves it. And I would say ... Not. Perhaps a national caliber runner could feel the difference and use it to shave fractions of a second, but my pace is a non-issue. That said, the victory would have been ridiculous, not to get high plateau of the brakes in order to complete the suspension of exclusivity.

A track-mind

To be honest, if you plan to buy a 675 and plans to keep it on the street or do the occasional trackday, we could make the case for a standard model and save some $ 1500 - it is still an excellent package. But if you're a track junkie looking for the best three-cylinder middleweight, look no further than the 675R (at least until the MV Agusta F3 comes out, anyway).

 

For further beautify the 675R, the accessories include a Triumph Arrow exhaust, race kit factory adjustable rear-sets of billet, anodized billet machined components (red or black), and a gel seat. All come with a two-year warranty with unlimited mileage.

As news Speed ​​Triple, Daytona 675R will be in dealerships this summer. The price is $ 11 999.

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2011 Triumph Tiger 800 & 800XC Review

Once again, Tiger 1050 is more sport-touring rig a rival long suspension of the likes of Ducati Multi Strada 1200, the new Tiger 800 are built to attack and conquer the elements dirt. To illustrate the measure of last Tiger off-road intentions of the Triumph motorcycle-called group of journalists to go to the Tigers two days discussion on the street and dirt.

On the morning of the event Triumph attachment means, Reg Kittrell, surprised reporters by announcing attend the next breakfast spend the night under the stars in a tent (insert sigh here). "This is a part of the experience and adventure tourism," he said, trying to appease our discomfort with the idea of ​​the project for a night in the deserts of San Diego County.

Of course, the presence of North Triumph America CEO, Greg Heichelbech held spoiled group of moto-journalists pooh-poohing the inhuman conditions, but still worries. Kittrell journalistic avoid a mutiny by announcing that there was arranged a barbecue, accompanied by our selection of beers campfire.

 

Before beginning our exploration of SoCal outback, Chris Langlois concentrated Triumph Group on the work ahead of us in explaining the differences between the Tigris a little more profitable 800 and 800XC dirt-oriented components. The various properties include rays, 21/17-inch front / rear combo XC vs 19/17-inch standard configuration is 800 mags, XC fork, which is greater than 2 mm in diameter and 1 , offers more than 6 inches of travel, and other differences, including the rear suspension, seat height, width controlled, wet weight, etc. (see feature comparison).

The data sheet also shows the technical differences between Tiger and the F800GS 10mm travel front suspension for more than GS against Tiger cross, a weight advantage of 18 pounds for BMW (7 pounds compared to the standard Tiger) a 9-HP Triumph couple, but four pound-feet more for GS.

That transmits information about the best choice of the bike between two competing brands, not sure, because even though thunk is a good idea not to share my wisdom Triumph when they roll F800GS provide. We hope that our request for a BMW F800GS will soon be answered, and we can end this destination.

 

However, two models of Tiger, after several days and hundreds of miles on both, I am now an authority on the complexities of handling any of the models and performance. The idea I have is so great this story could become the Dianetics adventure touring articles. But before all L. Ron Hubbard, allows me to shorten my knowledge with this condensed version details: XC is higher and is best handled on the ground.

Short and sweet, but the truth. This gives a head taller than XC (suspension travel more and more front wheel) is also what gives a better XC off-road manners. On top of that dirt specific components, XC receives an improved rear shock, which boasts 1.8 inches of travel more than the standard Tiger, a remote reservoir and adjustable rebound. XC is controlled is also 2.7 inches wider, which goes a long way in providing better use during the off-road.

In this sense, it's no surprise XC is able to withstand more than the standard off-road obstacles to Tiger, but if it travels fast through the mountain road to a more serious fire, the tiger is probably enough to Standard your off-road point of view. Since the person has ridden across Terra Firma sportbikes like the one we met in San Diego County (though more slowly), can not be the best indicator, but I was also happy to standard Tiger was parallel to the border with Mexico is a dirt road paved bends wavy or carving out of Julian, CA.

 

Although the movement of profits XC suspension was diving over in aggressive highway driving, it was not as difficult as I feared. In fact, exposed to both standard and Tiger XC balanced suspension package that held the balance of the bike back during braking and acceleration.

Significant lack of emphasis and expensive during our trip was not the bike, but its accessories. Stark visually saddlebags ($ 800) are apparently built to withstand the Dakar-esque out, and I liked lockable, easy, easy off design that will appeal to commuters. But some are only as strong as its weakest part, and these bags that mount point. Twice I saw the bags out of the journalist colleague at low speeds of the wheels, the front washes in the dirt. Off-road warriors want more solid mount.

 

Kudos are deserved for new Tiger 799cc engine, based on 675cc Triumph Triple adorable. Many exhibitors from low-end grunt and mid-range line three-cylinder engine is even more impressive for its lack of vibration. Not once during my two hours of driving to the highway from San Diego and I felt the need to remove my throttlehand from the bar to shake the tingling and restore blood flow. Yes, it's so smooth.

Another subtlety is the adjustable seat and the Tigers in the model. By increasing or decreasing the height of the seat can be a simple process to remove the seat and adjust the seat height and a bar with the return of the bike. Because the bike more places do not offer a simple adjustment of the seat, this is a mystery.

 

What I did not appreciate was the spittoon unendearing echoes resonating from the catalytic converter. Jiffy Pop pinging sound that was present at each headed Tiger, but in some acceleration of the wheels came to a sound ceramic ring that pierced my ear plugs for about 7000 rpm. Only some of the wheels to get this sound, while others do not, and some of the journos did not even hear voices, so it seems that the presence of noise can be vagary.

So, to repeat the attention of two tigers, I would say dirtbiker looking for something a street-legal, Tiger XC is a flag, a motorcycle racing boy longing for some off-road operation is likely to feel more at home on Tiger Standard . Tiger Standard retail price is $ 1,000 to $ 10,999 less than XC. Throw in the optional ABS, and $ 800 is still well below the XC MSRP $ 200.

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2011 Triumph Speed Triple 1050 Review

What has the Speed ​​Triple, except for all these years is its design - or rather, lack thereof. The attitude is a disadvantage for this naked bike from the start, because the naked motorcycle and not a lot of features stand out in nature, the Speed ​​Triple has distinguished himself as a feature easily identified: the round headlights.

Well, those lights are gone, replaced by a more angular units. But the lights are just a small part of an overall package, which is radically different, but still largely based on the same motorcycle. Let us explain.

 

A new take on an old classic

Triumph engineers left no stone unturned when redesigning the Speed ​​Triple. To keep things simple, there were three goals to stay: it would be easier, it would have more usable power (not that he lacked in that department), and the last is a bit strange: it was to feel more like his younger brother. the Street Triple

Getting the first goal, the entire platform was revised package of vital components of the wheel to one another and the injury more weight forward. The new chassis is slightly lighter than it replaces, even if great weight saving is a whole new cleaner and washer assemblies that combined, more than six pounds lighter than last year. This is despite the new rear tire model is extended to six inches (5.5 inches), to better manage the 190-series tires, and one-sided swingarm, which is 18.5 mm plus an additional 2.2 kg lighter than first.

 

This chassis was also revised the measure to be more and more weight towards the front. The engine is positioned in front of 3 mm and tilted seven degrees to move forward adds weight to the front.

Apart from prolonging measures tilting back to include the relocation of the battery in the front of the fuel tank and the tilt angle of the steering column. The win also moved the coolest parts of the puzzle and more - the corridor. But I will later. In total, the site of the 2011 Speed ​​Triple 50.9% of the weight of the vehicle in front, compared with 48.6% for the 2010 model.

Speed ​​Triple 1050cc three-cylinder engine remains the same from last year, but a couple of little changes that allow you to breathe 'easier by bike. Revised without the airbox is now 10% more filter surface area, the revised injection system software is claimed to improve fuel economy by 6%. A new oil pan allows for more packing of exhaust pipes, and offers more ground clearance as well.

 

Diameter of the pipe header is reduced to 38mm (42mm of) and secondary exhaust pipe is extended to 50.8 (from 44.5mm), all for "more usable power." Inside the engine, transfer roller inner holes were opened in order to reduce pumping losses in the Pistons' race to the bottom. All in all, the claims of five horses Triumph increase (to 133 hp) and torque over 8% (82 ft-lb) compared to its predecessor. A new high efficiency radiator keeps engine temperatures under control.

Triumph has shown an engine dyno chart comparing this year on top of the previous version. It is interesting that in 4800 the old engine rpm is actually more power and torque. It is not until this threshold is exceeded, the new company drag out the rest of the rev range. A clear demonstration of the power used more.

I found it strange that focuses on the implementation of the new Triumph Speed ​​Triple Street Triple looks pretty. The size of the pilot or the location of the old model I was never struck me as something that can be revised, if necessary, but the machine in motion in 2011, in-store Hinckley combed every detail.

 

The steering geometry has been changed and, again focusing on the frontend. Rake has been tightened to 22.8 degrees (23.5) for a faster response, while the track is increased to 3.6 inches (against 3.3). The wheelbase has also increased slightly to 56.5 inches (against 56.1), in an effort to help the stability of the aid.

 

Beyond that, the bike feels more compact overall than before, thanks to some small changes, but noticeable. The forward of the engine and moved the battery allowed the engineers to come to the bars of the pilot. The seat height is now 32.5 inches, 0.2 inches lower than before. The axis of the front wheel to the front of the seat has been reduced over last year by about two inches (1.7 to be exact), and the bars are repositioned within an inch of the rider. Stool, also increased by more than an inch (1.14 centimeters) to complete the revised pilot triangle.

 

Time to act like a thug

Okay, maybe not. But just sitting in the new Triple-speed as soon as I have said everything was regular. I call it a region close to the Street Triple, but you can not hide the bigger engine is physically well, bigger. In addition, the inclination of the engine slightly forward, the rider is positioned on the point of view, but barely. And 'certainly a nice car ergonomics is a long journey.

This is convenient because it is exactly what Triumph was put on hold during the introduction in North America to both him and the new 675R (discussed in another story). Our two-day trip was to get started in Idyllwild, California, and wind through the roads less traveled, eventually led to our decision in Indio at the end of our first day. The second day will be dedicated to the art racetrack Southern California, Chuckwalla Valley Raceway, where we said, and 675R with their speed.

 

Although the Speed ​​Triple is a completely new this year, there is familiarity with the race as soon as it is, there will be plenty of time I spent at home the previous model. Although the new ergonomics, I immediately felt at home.

The power has never been something I complained to the previous model, but we are very happy that more of it this time. As promised, it was not long to the tune of three cylinders to steal the show. On the street there is a power seemingly instantaneous, thanks to the wide flat torque curve throughout the rev range.

Supply, particularly at low speeds, is a bit 'cutting edge of hesitation. Unfortunately, our ride street was full of four-wheeled traffic, which has prevented a thorough whipping of the bike, but this was an opportunity to show the torque, 40 mph, and drag along in sixth gear, the simple condition that the accelerator had met with the leachate before unleashing the raw power that I can easily carry triple-digit mark. There was still a lot to lose, but self-preservation instinct (and the desire to preserve their own license) forced me to get out soon.

 

This does not mean they were not able to take advantage of the new chassis, however. Anyone familiar with these roads know that there are a diverse mix of slow turns and wide turns, sweeping along the road, the Speed ​​Triple has been impressive in both areas. The handlebars provide a lot of pressure to the bike at a stretch, but it was not really necessary because the sharp cutoff angular gyrus, quick and easy anyway. According to Triumph, the lighter wheels help reduce steering inertia than 5%.

 

Once on its side, the S3 is quite a pleasant stay there. Here, a longer wheelbase, and the path will participate. And 'dead easy to keep with the maintenance of gas, but small changes in trajectory are possible. Triumph has not hastened to speak, but the 43 mm inverted Showa fork and Showa shock absorber with damping rates this year tuned, more to the bumps and many imperfections along the way on horseback. Both units are fully adjustable for preload, compression and rebound and the suspension of a good balance between shock absorption while providing the company to run.

 

The ruling also was never a problem in earlier models, but again, the new S3 sees some minor changes in the braking system. Basically, the rotors of 320 mm are now thinner than 0.5 mm, prior to dissipate heat quickly. Brembo four-piston (not piece variety) to provide the press, while a Brembo master cylinder feeds the fluid. If you've seen the videos about the stunt pilots doing maneuvers in the endo-crazy old Speed ​​Triple, understand how strong they are. This is no different. The braking power is always ridiculous, with much feeling at the lever.

The Speed ​​Triple is also available with optional ABS, which is the first time. Then I had the opportunity to ride the model equipped with such, was not aware and had no opportunity to test their functionality due to traffic conditions. We must save our thinking about the system for a future-proof.

Because of traffic we have experienced in the last stages of our trip, I was pleasantly surprised at the Speed ​​Triple is a comfortable seat when lollygagging around the city (or stuck behind a train of cars). There is padding in the right places and it is just firm enough to support without feeling like a board.

 

Although it has a minimal body, side panels and radiator shrouds are quite impressive in the channel heat away from the rider. Speaking of style, it is hard to mistake the new model as other than a Speed ​​Triple, but the iconic two round headlights give way to angular shaped candles. Why the change? Because Triumph felt the need to change over time, and that included changing the projection beam headlights style units, over the objections of traditionalists.

New lights made me think: What if Triumph wrapped them in a full fairing, the right wheel on the suspension and, above all, he collided with an engine capacity is 1100cc. Then there would be real-liter class bike ride from Hinckley. In the world of Superbike regulations that allow 1000cc and 1200cc four-legged Twins, Triple 1100cc would be a perfect fit. Who knows if it will really happen, but it's a great idea, right?

What are you doing on the ground?

Taking the Speed ​​Triple for a ride on the track to show its performance to the limit. It was surprising how much fun it was fun to walk in the Chuckwalla closely monitored. With all the torque on tap, it is entirely possible to keep the bike in third gear the entire length of the track and not worry about the change. He complains that much. The six-speed transmission is smooth, both on and off the track, and fast driving, we noticed the street also transferred over.

Street-plush partial suspension of the race, and still manages to follow the task surprisingly well. But make no mistake suspension, race, certainly not. Braking was equally strong on the track, as it was in the street and showed no signs of fading. The only limitation is the ground clearance, such as footrests asphalt used to scrape the knee dragging lean angles.

During all day circling Chuckwalla mobile use my imagination, dreaming literbike Triumph. The bike is so fun to drive around the track as it is. The correct variant to handle such abuse would only be the icing on the cake.

 

 

Willing to lose your license?

For it was not clear already, the Speed ​​Triple is a success. Always has been. With a powerful engine, capable chassis, brakes firm and comfortable driving position, which is not love? The new design will make some people angry - I admit I prefer the round headlights - but even the flagship models need a makeover from time to time.

This does not mean Speed ​​Triple is not without flaws, even if the list is small, however. We did not include a ride on a little 'highway, but judging from past experience, the windshield is the desired object is something over 75 mph. Fortunately, this is a Triumph available as an option, in particular, Speed ​​Triple, Triumph, and that is the best-selling accessory in the list.

Other accessories include a tire pressure monitoring, Low Boy and sliding the arrow in the exhaust (which Triumph says cutting up to 50% by weight of the standard exhaust system), seat cover, keel, a bar-end mirrors, anodized aluminum tanks, a lower seat, pre-formed networks and luggage up, all of which come with a warranty of two years. (Maybe I should come with a choice of round headlights-...- Ed)

I think it's safe to say, the king of hooligan bikes are back and better than ever. But again, it's not like he went everywhere. Triple Speed ​​should be at dealers before the summer and will be available for $ 11,799. Add $ 800 for the ABS option.

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2011 Triumph Thunderbird Storm Review

Refuse to copy the developments in virtually every cruiser in the market today, the boys decided to Hinckley Thunderbird with an engine power in parallel-Twin instead of the venerable V-Twin. Not only that, but Triumph had its expertise in parallel Twins and produced the largest production version ever made - one that left quite a positive impression on our own Kevin Duke, leaving him more impressed that he thought that it would be the global launch of cycling in Spain.

New Year, Triumph take a page from the book America and efforts to raise with the new Thunderbird Storm. In short, while T-Bird is an elegant, friendly cruiser Storm is a certifiable badass.

 

The first thing you probably notice is the dark interior. The storm about the attitude, and nothing defines the position of a cruiser ditching the chrome and go black. Start with the front fork stanchions, stirrups, the Speed ​​Triple style dual headlights, turn signals, bar risers, gauge bezel, hood, chain guard, shock springs, gears and two wheels together to get the treatment in black.

But as they say, not to replace the transition, and an optional 1700 cc Big Bore kits available for the Thunderbird is now installed as the Storm series. This set includes the most obvious pistons, cams reviewed, the largest segments, new cylinder liners, piston pins, and seals. Upgraded clutch springs have also dealt a blow to power. Consider the T-Bird still need to be warned: it is still involved in a smaller engine.

 

What does it mean? Try the demanding 12-horsepower bump (85 vs. 97) and another 7 Nm of torque (108 vs. 115) than the standard T-Bird. Representatives were quick to emphasize the triumph Dyno chart overlay that shows a clear advantage of the power of Storm and torque throughout the rev range than you might expect.

The rest of the engine characteristics remain the same: it is still a liquid-cooled, dual overhead cam head and a range of 270 degrees of fire that especially the accessory exhaust system Triumph sounds strangely like a certain American-twin V exhaust note of Milwaukee. 9.7:1 compression ratio, and fed into the cylinders through the gas fuel injection. In fact, the rest of the Storm is pretty much black-out T-Bird as well.

 

 

Triumph has chosen to introduce the storm North American release near Scottsdale, Arizona, where the tracks provide an excellent opportunity to stretch their legs.

Before you ever throw a leg over the bike, I took a step back and just admire its beauty. Styling is a subjective topic, but my first reaction is that Triumph has done its homework on how to style a cruiser which still retains its aggressive character. To validate my point, sitting outside the hotel, there were some storms draw the attention of hotel guests, which covers almost the entire spectrum of ages, men and women. Curiously, the storm draws attention for its lack of chromium in the same way that T-Bird does for its abundance of it.

 

When all the gawking of the way, I finally had the opportunity to throw the leg over the storm. It is not surprising that the cruise ship to enter the country was not very far 27.5 inches to be exact. Usually at this point I realized that someone in my honor, 5'8 ", 30-inch inseam, not the typical cruise ship built so long bars are typically try in my arms and gear shift lever is a tract too much. Do not like Storm.

Since the cylinders are side by side, rather than the V-angle, the seat can be closer to the bar with the fuel tank, which does not need to be stretched to cover the front of the cylinder as a V-Twin . Storm is also very useful to confirm raised bar, which does not change the distance of the bar, but the status bar tweaks just a smidge. This puts the pilot in my size in a comfortable and natural.

 

But I realized that I was too quick to judge my weight. Both brake and clutch levers have been to pursue my own hands, which I find a cruise down the line. Unfortunately, these units are not adjustable.

Thumb-starter, and is as impressive as it is made up of 1699cc parallel twin engine. Counterbalancers twin engine that naturally suppress feelings Buzzy. My focus is shifting from just the engine moving again. 1700 cc mill is a key part of the bike has everything and needs attention. Each touch of the accelerator to produce a sense of immediacy and strap the rear wheel, it felt like the whole body. No matter which one you have six gears, a wide spread of torque is not accelerating in storm quickly. Enough to pave the way for a short gear teeth are used in the top five quickly, but the high level of indebtedness of the sixth makes it ideal for overdrive.

 

When the engine on, the rest of the storm makes itself heard. The transmission can be notchy at times, but never lost in the change. There are some interesting details, like the instrument panel is located (black, of course) to the fuel tank and the speedometer, which dominates. The interesting thing is the tachometer, which can easily be mistaken as an indicator of the fuel as it is much smaller and is located just below the speedometer. Needless to say, that it was difficult to read, but I appreciate his presence. Excursion would then lead us in Canyon Lake, where the streets, when the coil, could use a little 'maintenance.

In the tight stuff, it was impressive storm (for a cruiser anyway). It balanced turn-in and have a good line, with its track 151mm. Suspension, which consists of a 47mm Showa fork and dual front shocks in the rear, providing 4.7 and 3.7 inches of travel, respectively. The units are not adjustable save up adjusting the preload on the rear.

 

Performance of the suspension was a bit of an anomaly. His manners were perfect highway and provides a comfortable and luxurious. Bits of bumps around Canyon Lake transformed the ways of the bike, however. Both sides are recovered quickly in the movement of the road, but was only given to mount on the worst. Add to that a saddle that is filled with foam firm enough, and it is best to find the road paved with the best preserved.

While the storm is building the momentum forward, occasionally comes to rest is also important, and the Storm offers a worry-free performance and impressive, which is something not normally associated with bikes this category. Dual 310 mm floating disc at the front are coupled to each Nissin four-piston, while the 310 mm rear disc is attached to a fixed twin-piston Brembo. The binding energy compared to only provide decent stop, but press the rear brake lever and also has the power braking feel the sport.

 

Overall, the Triumph is on a roll from the end, with its diversity plan to reach a wide range of riders. Take the fight directly to the Harley-Davidson and the cruiser market by storm (and Thunderbird) is a bold move, but it is, I'm sure will be much closer than people think.

Storm is available in any color as long as it's black, but at least you get to choose Matt Black and Jet Black. One of them will cost you $ 13,899.

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2011 Triumph Daytona 675R Review

 

Yamaha YZF-R6 and Honda CBR600RR (and CBR1000RR) was virtually the same for at least four years. Suzuki and Kawasaki have recently updated their sportbikes, Ducati and even 1198 (and 1098 before it) is practically the same.

The win is also guilty of not updating its supersport machine, the Daytona 675, for a while. Introduced in 2006, five years later and the bike is basically the same. Yes, he received some minor improvements in 2009, but not enough to call it a major reorganization. Honestly, we do not complain too much. The era of constant change that keeps us on the heels trying to keep abreast of all changes. And really, the Daytona 675 is a very good bike.

But there is always room for improvement. Enter the 2011 Triumph Daytona 675R. When a page from the book Ducati when it was decided to update the base of 675 by adding the letter "R" at the end of the children of Hinckley, adding a touch of the exclusive right by turning to some top-shelf Öhlins suspension components.

Instead, 41 mm Kayaba wheel drive standard, 43 mm fork NIX30 makes its way in the R model - the same unit used by many teams in the AMA. Outside sits a new Öhlins' top-of-the-line TTX36 shocks, the same device used in many of the AMA and the teams of international competition. Until now, this was the level of suspension technology, which was only starting to trickle literbikes Italian exotic.

To take a step further, Triumph has also struck up Brembo to ensure the new bike stops as well as it seems. Four pots of society monobloc calipers that are becoming the gold standard in the decision of the technology, mounted radially and biting on 308mm wafers. A Brembo radial-mount Nissin master cylinder replaces the standard unit and has a diameter of 18 mm (1 mm less than Nissin) for improved feeling stronger calipers.

Other than the 675R does not vary too much from the standard model. The same 675cc, liquid-cooled, DOHC 12-valve three-cylinder engine is still there, though with less EFI tweaks to improve the fuel filler. It is paired with the same six-speed gearbox, close ratio, only now the R is equipped with a factory Quickshifter (This is an option on the base model).

Other changes are purely cosmetic. Carbon fiber adorns the front wing, rear frame is powder coated red wheels to get the red pinstripes, and the car becomes a dynamic new painting, and graphic kit. We always thought the 675 series was one of the most eye pleasing middleweights, and model R that takes the eye to another level.

Street Ways

If you were paying attention to lately, you'll remember that next Triumph Speed ​​Triple introduced new Daytona 675R in the hills of Idyllwild, California, as part of a two-day journey to see us spend another day at the Chuckwalla Valley Raceway. We used equal amounts of time on both bikes in the street and on track.

There's really no point in beating around the bush here: 675R is nothing short of exhausting the street unless the street canyon, the door opens. This track bike has been polished, and ergonomics will punish you for doing anything else. He was sitting on a high when the handlebars are low. Seat height is the longest side of the steering wheel to 32.7 inches, and on top there is not much padding can be found. Go straight for a long time and I curse the day you were born wrists.

That's not to say that riding on the road was useless to try, anyway. As in past years, we enjoyed the class-leading torque motor 675. Triumph claims 124 hp and 53 Nm of torque is a crank, and use that power is so perfect as ever. Fuel delivery is strong, especially when you apply the gas is the tail, and now e-shifter, which manages more than 2400 revolutions per minute, slamming through the gears is made by a simple flick of a finger of his left foot. Up to speed on the road. There is no need to touch the clutch or throttle blip. Notchy broadcasts are one of the few complaints we had with the Triumph in the past. Not anymore.

A post-oriented suspension system is more suitable for the uniformity of the track, and founded the Triumph, walks along the streets of Southern California kept terribly caused by the second challenge for the health of joints. Damping rates were stiff side, causing a pimple on a daily basis is the way to be heard at the bar. We wanted, we had time to tools to soften and fully adjustable suspension improves shock absorption. That said, the 675R is eager to bend over and just do a simple thought.

Our ride on the street has never given an opportunity to really test the brakes. Our first reaction is that they are strong, but not a big step above the stock Nissin units. A proper evaluation must wait for the racetrack.

Going right to

Chuckwalla Valley Raceway proved to be the perfect place to test the 675R. The current suits tight and technical capabilities of the bike, as it is never completely upright for long.

As soon as an aggressive ergos were tortured were on the right track in his element on the road. Rider is to sit in an attack position, ready to go full knee bend down for the moment.

Exhaust Pipe Sweet Symphony 675R future, when the gas is twisted is really intoxicating, and the couple has the advantage over the competition 600cc is useful for when you come out of slow corners, which is a number on this road. Electronic gear that was impressive for the way the track was even more so. It is never a gear, or inadvertently included.

A slipper clutch is not included on the 675R as a test pilot Triumph did not feel it is necessary, but it is optional. Personally, I do not feel the need either. Although there were no other 600s on hand to make a direct comparison, relatively speaking, makes the trumpet seems out of breath near the red zone. It's something we noticed before, and it is particularly noteworthy because of its Japanese counterparts to come off that.

But the real test of the 675R is the way to their Ohlins suspenders and Brembo stoppers make your work environment. Did not disappoint most of the time. We had the opportunity to try a new standard of 675-to-back with the 675R, and both are 98% identical. In general, the rate of depreciation of the basic model is softer than the Ohlins bits of the upgrade. What is surprising to say because the standard bike is quite a competent interpreter.

Öhlins forks NIX30 advantage over conventional is that one leg is dedicated to the compression damping while the other handles the rebound, 30 mm, each with only one cartridge per foot. On the back, TTX (Twin Tube Technology) to completely isolate the compression shock and rebound damping circuits, precise adjustment. Shim-piston designs - which appear in almost any other OEM interruptions - a joint bleeding may rebound in the circuit, which means that the changes could affect the other.

Plots the difference was small, but noticeable. Suddenly, the slightest imperfection in the track, did not notice that a motion of the model series had heard R. R is transformed with enthusiasm agility, and thanks for your tips Öhlins wheel driver sharp precision. It 'clear that these are already one step ahead of an impressive fleet units of the standard 675

The only complaint I had, which was shared by a number of newspapers on the intro, it was a problem from the front end chatter under hard braking. Ohlins has sent two of their master technicians to help us adjust the setup and initial preload called back two turns. All this has helped the tribe has never completely disappeared. Of course, your experience may vary depending on a variety of conditions.

But this brings us to the cause of chatter in the first place: the brakes. Now, Brembo monobloc is equivalent to stopping on a dime. We were impressed by the Nissin calipers standard bike, but there is no doubt Brembo give more bite and power. Lever feel and modulation are excellent as you would expect.

The big question is, are worth it. And I'd say ... I do not know. Perhaps a national caliber racer could feel the difference and use it to shave fractions of a second, but my pace is simply a non-issue. Despite this, the Triumph had been foolish not to get into a top-shelf suspension brakes complete the equally exclusive.

One track mind

To be honest, if you are thinking of buying a 675 and a plan to keep the streets or the racetrack once in a while, we could make the case just get the standard model and save $ 1,500 - still a great package . But if you're addicted to track looking for the absolute best three-cylinder middleweight, look no further than the 675R (at least until the MV Agusta F3 comes out, anyway).

If you want to clean 675R still, the Triumph accessories are factory exhaust Arrow race kit, adjustable pedals billet, anodized billet-machined parts (red or black), and the gel seat. All those who are a two-year unlimited mileage warranty.

As the new Speed ​​Triple, Daytona 675R will be in showrooms by summer. The price is $ 11.999.

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