2011 Honda CBR 250R Review

Yesterday was our first opportunity to test the single-cylinder CBR250R on American soil. After the whipping on the road around the city and along some of the best twisty roads in the country - in the canyons above Malibu, California - which went very impressed but not surprised.

Living up to its forward-sheet have recently analyzed in our control tech-injected bike starts and heats evenly, without a stutter to a stop on a cold restart.

Shock of torque at 7,000 rpm and maximum power arrives at 8500 rpm soon. The CBR250R is offline Grunty, friendly and comfortable for passengers on short and medium size.

 

Sitting on his 30.5-inch seat height, and a neutral position slightly rearset footpegs and small forward to get to the bar, windshield and fairing offer a typical road bike shelter. At 6 feet tall, and long legs, I could sit a little 'too easily for travel for passengers. And when I crouched down in cycling, long legs bent so that the former editor Gabe Motorcycle.com ETS-Hokin - who was along for the ride - said it seemed too big for the bike, seemed manageable, and if you start out, I would still be considered.

The bike accelerates acceptably fast speed of the road. After a peak of maximum power, especially in the fifth and sixth gears, the extra speed comes in silence. Specifically, a monitoring team riders can reach 185 pounds 65 years without any problems. Reaching 75 is a little more effort. And after that, the next 10 mph is considerably slower. Once in the 80's superior range, provided it takes to push past the speed indicated that the big 9-0, perhaps the bit 90 - Japan and the speedometers are optimistic of a small percentage.

 

We give in detail, because many people want to know how to survive a two-cylinder Kawasaki Ninja 250R. We saw that the bike hit a reported 101 mph, and the stock in the form of Gabe tells me it's been clocked at 93 mph or better true.

Redline 13000-Kawi is faster, but you have to shout. Honda 10500-Tours offers better targeting low-end without drama. It's that simple. Choose your preference, and remember, a good bike, not only measured by its speed.

As for handling, Honda Twisties inspires confidence at all speeds. Geometry balances stability and maneuverability. As the straps of Kawasaki is the lightest Honda non-adjustable fork and preload adjustable shock is relatively flexible, while providing a good balance between respect and control. When cashed more, it can be unsettling to suddenly cross the rough spots, but it's true for many bikes.

 

Our group is for experienced riders pushed a little 'lively, spirited, and during this stint, I found myself lifting off the seat to compensate for the budget-minded suspension inability to fully absorb the jab, right hook, and reduce the number of serial points, especially the hard floor. My knees, but without external changes also do not offer decent rebound and compression compliance. It 'a trick for those who knows the terrain ridden. If necessary, instead of braces sophisticated Do It Like they do in the dust.

Check the Honda CBR250R Forum.

The total stopping power CBR250R is acceptable. And if my seat-of-the-pants decelerometer are correct, I will evaluate the braking close to the Ninja 250R.

The new CBR250R a UPS Kawasaki Ninjette optional ABS.

Honda's Combined ABS (ABS-C) connects the rear brake caliper one of the main advantages of the three pistons, and if pushed beyond the limit, a linear decrease in cycle times up to the throbbing usually mild. ABS front brakes are the same, but to connect the front brake only when a strong chirping made not-so-soft tires IRC Road Winner.

 

These rubber-S, while one of the ways Honda is still the low cost, however, do the job. We have supported in the dry and wet. When grown naturally, only the tires out early in the wet. No scary slippery, but even on dry pavement right person was willing to drag a knee.

The CBR250R runs quiet. This is obviously swallowed to meet Uncle Sam, and union leaders from the EPA. The parameters that the federal Conservatives extorted Honda ECU, along with the catalytic converter and exhaust pipe near the simple power of the sap.

I think it's an engine that begs to be opened. If you are a member of the Sierra Club, and take note, without goals.

And if you're new, or simply on a budget, do not worry: The stock bike is fast enough for most uses. I want a good bike when I was a beginner.

Instrumentation is clear and achievable. Official EPA numbers are not yet available, but the neighborhood is 60 mpg. Fuel stops were necessary after several hours of driving lively and fuel gauges, press a bicycle reported a series of bars on the left. A full tank would reach 200 miles, more or less than estimated by Honda.

 

CBR250R is a murderer Ninja 250R? No. Is it a real competition? You bet. The fuel injected CBR - but only as an individual, not a twin - is itself a value. And for some runners, ABS optional add enough value to Littlest CBR and justify the additional $ 500 is required beyond the $ 3999 MSRP. Honda CBR250R said will be available later this spring.

Overall fit and finish for both Red / Metallic Silver and Black was good on the bikes we went. There is a little Cubby with room for a couple of notables in the passenger seat passenger.

 

We look forward to the full review as soon as Honda CBR250R gives us more time. At this point, we can say that you can not win an endurance contest with some other 250S, but it is a winner in its own right.

2011 Honda CB Twister Review

Honda fingers are firmly located in the heart rate Indian bikers. He knows he can not resist a beautiful bike. And we have a solid quality, reliable engine and unprecedented that all have become home to an attractive price.

Anna, CB 109cc Twister, a bike commuter who looks like any other Indian bike commuters-to-date, and has launched a Honda announced that it has completed all the new bikes. Read and give us the opportunity to bring to you the opinion of the new Honda CB Twister.

 

His eyes did not believe they are passengers on a bike while watching Honda CB Twister. Strongly with European style indices designed CB1000R, Honda new suburban-style bike is really no need to carry multiple labels.

Much of its mass is concentrated near its front and center of gravity. Six part in a 'V' alloy wheels CB-ray attractive black, with the layer of the same color as the bike, including its forks, handlebars, side covers and rear, the engine and muffler truncated . Honda offers five shades of metallic paint with his new bike.

 

A niche in the bright lights of Twister ¹ s angular front fascia, below the crest of intelligent life instruments placed in an attractive format and readable. The Twister offers a speed of fat, and fuel level indicator. Has a pair of angled mirrors, functional equipment, which is smooth to operate, but unfortunately lacks a flash light to pass. Soft handle with palm trees and beautifully shaped levers add the feel-good factor when you ride the bike.

The fuel tank Twister is muscular and attractive, providing an adequate thigh support, which only lacks a hinge-filler cap. It is just behind a perfectly into the front covers, which can sometimes interfere with a rider's knees premium. CB Twister side panels and seat to merge seamlessly into the rear, with an engineering design evident in the brilliant manner in which the rear support bar, integrated in the fairing. The tail is beautiful, with a wing on the back and elegant tapered red absorbing springs.

Easily the most beautiful model in its class, the tip CB Twister of excellent quality, fit and finish, as well as an enviable attention to detail.

Honda claims four-stroke single cylinder CB Twister 109cc engine produces 9 bhp at 8000 rpm. Its double-valve actuated by a camshaft with a high-lift air bag to double-jacket part of the effective air cooling system.

A highlight of the new Honda is its length intake funnel leading from the carburetor to the combustion cavity. The crankshaft is offset by the interest of the proper use of the combustion energy and reduces friction as the methods of rocker arms fitted with roller bearings are standard. CB Twister installation of a viscous type air filter for proper respiration while the silencer Wash catalyst emissions.

This new Honda has light clutch feel, and quality of speeds well balanced and positive feeling. Ride the universal, one down, three up pattern on the shifter. The Twister has perfectly spaced gear ratios and a sweet note exhaust sound that lets you enjoy hearing.

 

Response is immediate, and in this light the benefits (238 pounds) Motorcycles Peppy, excited to think that belies its small capacity. Power range is wide, no atmosphere and silky smooth ride at high speeds, such as Twister puffing away from the top gear (4) the rates to as low as 15 mph. The performances are first rate, and 0-36 mph achieved a commendable dash-7.13 seconds. Top speed is sufficient, true 60 mph on a flat surface.

The Twister comes with a second frame, as seen so far on your bike with Honda in India. As with a single diagonal frame, also CB sends his engine as a stressed member, but sends a pair of arms to the bottom of the steering head to maintain the engine. The suspension is a telescopic fork in front and a pair of hydraulic shock absorbers in the rear swing arm with a square section.

Honda took place this bike is ergonomics, with the horse standing and fully padded easy chair. The CB Twister comes with 17-inch wheels at both ends, and our test bike was shod with a pair of MRF tubeless tires, which offers excellent traction. Ride quality on this bike is key to the company, firm and precise handling at all times. Ideal for quick maneuvers in traffic congestion, CB Twister runs with a neutral feeling and light. Ways of turning and straight-line stability is commendable.

Our test bike was a choice of brake disc 240 mm, which has proved capable of stopping from 36 mph in 17.33 meters (56.8 feet). Brake Levers feel has always been progressive and reassuring.

Honda does not have the reputation as a world leader in motorcycle technology for no reason. CB Twister managed to run 57.2 kilometers with a liter of fuel (135 mpg!) Under conditions of the city, despite its admirable performance. He finished ahead this to 61.3/kpl (141 mpg!) At the stroke highway.

 

Honda is clearly stamped his authority on the market two-wheelers. The CB Twister adds a new dimension to the bicycle passengers in India. These beautiful style unparalleled in this class so far is good enough for your neighbors have the same 150cc turn a deep shade of green. The overall quality is first rate in the Twister.

Honda engine meets the new soft and feels surprisingly better than its rivals. The latest Honda is very comfortable, enjoying a well-designed chassis that offers maneuverability and light. The sum of what it means that India, the crystal ball predicts that this trainer bike to a competitive price is a winner on all fronts.

 

Our grouse is already struggling to feed the waiting list for Honda to build its motorcycle dealers. Urgent needs, such as CB Twister is certain to extend to the waiting lists, while on his way to becoming a maker of blockbuster.

2011 Honda CBR 125R Review

 The industry needed a blood newer, younger, low-cost, easily approachable CBR125R able to pay people not otherwise be considered a motorcycle. It 'also introduced a new generation of young drivers racing through the streets CBR125R Challenge Series spec open to riders aged 13 and upwards.

In addition to the different color variations between model years, the bike performed relatively well in the showroom without modification. But with sales flattening CBR125R, it was time to rejuvenate the small sport bike, so in 2011 he received a facelift important.

The most obvious change is in the body, which now closely resembles the new CBR250R (himself, taking styling cues from the VFR1200F). Although his body is identical to the 250, which applies only to 125. This is mainly because the plastic is in a double steel beam section pentagonal, compared with double-tube steel beam in the 250.

Also new is a bit edgy with exhaust, CBR1000RR-replica muffler comprising a catalytic converter. As the CBR250R, the 125 is the muffler is equipped with a protective cover that is much cheaper to replace in a reversal of the entire system.

Although the framework has not changed, a number of other important adjustments have been made in the chassis. These include a wider swingarm that extends the wheelbase of 50.9 to 51.7 inches, and a shift to greater than 17 inches, an increase of 1.85 inches and 2.15 before and again to 2.5 and 3.5 inches respectively. Wide wheels get wider tires, moving forward and 80/90-17 100/80-17 100/80-17 130/70-17 and a rear and rubber. Travel has also increased from 4.3 to 4.7 inches front and rear 4.7-inch and 5, respectively.

The changes mentioned above have become a new CBR little boy toy, like a real instrument, such as bicycle riding. The longer wheelbase allows for greater ease of use broad, wide tires tend to remove the bike to fall earlier in the curves, while increasing stability and traction.

We had the opportunity to drive a motorcycle Roebling Road Raceway in Georgia, and it really feels more like a real bike than its predecessor. Management was more neutral, and to plant, and it was easier to move around the wheel improved ergos. Wheel appears to remain relatively small, even compared to the CBR250R, but it breathes a lot of significant presence than in the past.

Part of the bike feel more complete weight has increased. In a way, he earned 21 pounds, now switch the weight to 302 pounds wet, but about 5 pounds can be attributed to additional fuel for the 2011 model means its gas tank has increased from 2.6 to 3 , 4 liters. Another change that may appeal to those who perform maintenance is the fuel filter has been moved from inside the fuel tank outside.

Its 125cc liquid-cooled two-valve single is the same, even if the EFI mapping was revised to improve the bottom-end response. Two tooth crown is also added to reduce the overall acceleration of the better transmission, but 21 mm shorter than combat gear longer than the rear wheel.

Despite these changes, a CBR125R rider ever to hit the throttle-stop in most cases, when the alleged 13 horsepower at 10,000 revolutions per minute is just enough to keep the machine running with the traffic of the city. Do my best to put every inch of my winter Dumped out of the body windblast, I do 74 mph at Roebling front right.

The changes to the bike was considered CBR125R Challenge organizers to give an unfair advantage at the track in the previous model, and it will not be eligible to compete in the series of the season to come.

On the bright side for riders of the road, fuel consumption is claimed to be improved by seven to eight percent, which when combined with the largest fuel tank gives a theoretical range of cruise about 335 miles.

The good news for our northern neighbors is that despite all the changes, the Honda CBR125R 2011 lists $ 3.499 (CDN), $ 100 less than the previous model. The bad news is probably going to compete with Honda CBR250R own, which lists $ 4499 without ABS and a motorcycle is much more versatile.

Of course, when you consider that most runners who are interested in CBR125R is probably right out of high school and a summer job to pay for additional studies CAN $ 1,000 U.S. dollars go a long way, not mention the money savings of the insurance cycle, which falls in the range less than premiums.

A curious observation made by the employees of Honda Canada during a special presentation, they welcomed the introduction CBR250R 125R to the current owners was that they were more interested in day 125R 250R. This was attributed to the 125R achieve a kind of cult status with owners who had a passing interest in bikes, before entering, and was nudged to make the jump in two-wheel bike simplicity, low cost , ease of use and readily accessible presence. It is assumed that these riders are not likely to trade for something bigger or faster, but they can exchange up to a flashy 125R.

How well the new CBR125R is not yet visible, but one thing is certain, has carved a niche in the motorcycle world, or at least north of the border.

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.

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.

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.

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.