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Apr 24

China-made Brixton 1200 cleared for production

By General Posts

by Pradeep Shah from https://www.financialexpress.com

China-made Brixton 1200 cleared for production: 1200cc modern classic has Bonneville T120 in its sights!

About the new 1200cc model, Brixton says that it “shows the way of Brixton Motorcycles into even higher capacity classes and proves the development competence of our brand.”

Brixton 1200 – a 1200cc modern classic has been cleared to enter production as per a report on Bennetts. The modern classic will lock horns against the likes of the Triumph Bonneville T120 in the segment. Showcased as a concept at 2019 EICMA motorcycle show, the said model will be made in China. However, Brixton comes under the KSR Group from Austria that is responsible for importing motorcycles from multiple Chinese manufacturers. The design and engineering part for the Brixton 1200 has been taken care of at KSR’s design center that is located in Krups, Austria. The Brixton will most likely draw power from a 1200cc, parallel-twin engine that will put itself very much in the Bonneville T120 territory. In terms of aesthetics, the Brixton 1200 looks like a proper modern classic with an all-LED rounded headlamp upfront, wired wheels, all-black theme and touches of chrome just at the right places.

About the new 1200cc model, Brixton says that it “shows the way of Brixton Motorcycles into even higher capacity classes and proves the development competence of our brand.” As of now, the exact timeline for the production of Brixton 1200 isn’t clear and the company says that it wants to create a technically mature vehicle without time pressure, a vehicle that meets more than just the high-quality requirements in these cubic capacity classes.

Apart from showcasing the Brixton 1200, the company launched Crossfire 500 and Crossfire 500X last year. The two get power from a 486 cc, parallel-twin motor good for churning out 47 bhp of power. The said models entered production soon after they were showcased as concepts and the same can be expected from the Brixton 1200 as well. More details on the Brixton 1200 expected soon, so stay tuned for all the updates!

Also, will the Brixton 1200 be able to give a tough fight to the Triumph Bonneville 120?

Apr 07

Riding Triumph’s Rocket 3

By General Posts

by Dries Van der Walt from https://www.wheels24.co.za

As promised during the local launch of the new Triumph Rocket 3, Triumph South Africa allowed me to ride the beast on Wednesday, March 25, beating the national coronavirus lockdown by just two days.

It was a bitter-sweet experience because while riding the open (and already noticeably quieter) roads in the Hekpoort area of Gauteng, I was keenly aware of the fact that this would be my last leisure ride on a bike for quite a while.

I was joined on the trip by Triumph South Africa CEO Bruce Allen and a colleague from another publication, and the conversation over brunch was predictably dominated by our shared concern about the effects that the looming lockdown, as undeniably necessary as it was, would have on the country’s already brittle economy.

But all of that did nothing to distract from the experience of riding the world’s biggest-capacity production bike. At 2500cm³, the Rocket 3’s engine capacity exceeds that of most cars – almost double that of the popular B-segment hatchbacks that are ubiquitous on South African roads. Housing an engine of that size dictates the design approach, and the Rocket 3 presents a squat motorcycle that is not likely to be mistaken for anything else.

Intimidating at first

Despite being not very tall, the sheer bulk of the bike is somewhat intimidating at first sight. This feeling is not dispelled once you swing a leg over, because that’s when you realise how wide the frame actually is. That said, as soon as the wheels start rolling and your feet are on the pegs, the intimidation factor dissipates with the realisation that, despite its bulk, the Rocket is really well-balanced.

It carries its weight low in the frame, and the size seems to melt away as speed picks up, so that by the time you reach the first traffic light, you’ve forgotten that you are sitting astride a machine of decidedly unusual proportions.

Sandton’s streets are not the place to explore the limits of the Rocket’s prodigious torque, but it did allow me to develop an appreciation for the remarkably smooth quick-shifter. Working both up and down, shifts are immediate and jerk-free, even at lower revs. With a bike that can be ridden in top gear most of the time, a quick-shifter may seem unnecessary, but this one worked so well that I found myself running up and down through the ratios for the sheer fun of it.

We soon hit the highway, and with the relative lack of traffic, I could start playing with the throttle. The torque was everything I expected, and then some. Twist the throttle wide open in any gear, and the Rocket takes off like the proverbial scalded cat leaving your body caught between the twin sensations of your arms being wrenched from their sockets and your hands strained to their utmost to maintain a grip on the handlebar.

Zooming past

On the other hand, if you give the twist grip the respect it demands, the torque is exhilarating but manageable. Overtaking becomes a non-event – you edge up to whatever is in front of you, wait for a brief gap in the oncoming traffic, twist the throttle and zoom past it in the blink of an eye.

Highway gave way to some twisty backroads, and I found that the Rocket is not averse to brisk cornering. At this point on the route, I was on the Rocket 3 R, the “sporty” naked version with footpegs almost directly underneath your hips. This gave me the opportunity to adopt the usual weight-forward riding position, and I could attack the curves with confidence.

While no sportbike, the Rocket remains stable through the twisties, making it once again easy to forget how big and heavy it actually is.

After brunch, I switched to the GT. On this version, you get a welcome windscreen, and footpegs set more forward for a relaxed riding position. I’m not a cruiser person, but to my great surprise I found that I preferred the GT to the R. The small screen was remarkably helpful in preventing my body from acting as a drag chute, and the footpegs weren’t so far forward that I was forced into the dreaded C-shaped riding position.

Ideal for long distance

Although these slight changes to the identical frame shared by the two variants made the GT feel like a different bike altogether, it retained the sure-footed handling of the R, leaving me to enjoy the twisties on the way back as much as on its sibling.

The new Rocket 3, aimed mostly at the US market where long, straight roads and low-speed limits are at the order of the day, is without a doubt a niche bike. As such it is unlikely to appeal to a broad audience locally, but one thing is for sure: if I were offered one for a trip down to Cape Town, I would grab it with nary a second thought.

SPECIFICATIONS:

ENGINE & TRANSMISSION 
Type: In-line three-cylinder, water-cooled, DOHC
Capacity: 2458 cm³
Max Power: 123kW @ 6000r/min
Max Torque: 221Nm @ 4000r/min
Final Drive: Shaft, bevel box
Clutch: Wet, multi-plate hydraulically operated, torque assist
Gearbox: six-speed

CHASSIS 

Frame: Full aluminium frame
Swingarm: Single-sided, cast aluminium
Front Wheel: 17 x 3.5in cast aluminium
Rear Wheel: 16 x 7.5in cast aluminium
Front Tyre: 150/80 R17 VRear Tyre: 240/50 R16 V
Front Suspension: Showa 47mm upside-down 1 1 cartridge front forks, compression and rebound adjuster. 120mm travel
Rear Suspension: Fully adjustable Showa piggyback reservoir RSU with remote hydraulic preload adjuster, 107mm rear wheel travel
Front Brakes: Dual 320mm discs, Brembo M4.30 Stylema 4-piston radial monobloc callipers, Cornering ABS
Rear Brakes: Single 300mm disc, Brembo M4.32 4-piston monobloc calliper, Cornering ABS
Instrument Display: TFT multi-functional

DIMENSIONS & WEIGHTS 

Width (handlebars): 889mm
(w/out mirror): 1065mm
Seat Height: 773mm
Wheelbase: 1677mm
Dry Weight: 291kg
Tank Capacity: 18L
Fuel Consumption: 6.82-l/100km (claimed)

Apr 02

Muscle Bikes: Triumph Rocket 3 vs Yamaha V-Max vs Ducati Diavel vs Indian FTR 1200

By General Posts

by Syed Shiraz from https://www.ibtimes.co.in/

Muscle bikes are the rebels of the motorcycle world. Let’s take a look at a few of them before the electrics finally take over.

What are muscle bikes? Well, the simple definition is: Muscle bikes are street legal drag bikes that can also cruise comfortably. In other words, these are bikes that can amble along easily with the laziest of cruisers but can also fluster the quickest sportbikes on dragstrips. Let’s take a look at some of the best muscle bikes in India.

Triumph Rocket 3

The Rocket 3, since 2004 when it was first launched, has held the record for being the motorcycle with the biggest engine in the world among series production motorcycles. It used to come with a monstrous 2.3-liter inline-three motor, but Triumph apparently thought that it was not big enough so they gave the all-new Rocket 3 launched last year a 2.5-liter mill.

It now makes a locomotive pulling 221 Nm of torque, which is again the highest figure in the world among all production motorcycles. While at it, they also brought the weight down of the motorcycle by 40 kilograms! It’s priced at Rs. 18 lakh.

Please note that all prices mentioned in this article are ex-showroom, PAN India prices.

Yamaha V-Max

This motorcycle has long been discontinued, but it earns a mention here as it’s the one that started it all, that too way back in 1985! In fact, it did something back then that no other motorcycle in this list (yes, not even the Rocket 3) does even right now—it made way more horsepower than the fastest sportbike of its time!

The 1985 Yamaha V-Max was pushing around 145 horsepower when the fastest motorcycle of the time, the Kawasaki GPZ900R, was making just around 115! The torque figures were not any less astounding either—the Yamaha produced more twisting force (112.7 Nm) than what Honda’s Gold Wing of the time (GL 1200) made (105 Nm).

Imagine any of the current muscle bikes making more than the Ducati Panigale V4 R’s 234 hp while still making more torque than the current Honda Gold Wing’s 170 Nm.

Well, the last V-Max was not far behind. It was producing close to 200 horsepower, which was more or less on a par with what the fastest motorcycles were making (Suzuki Hayabusa, Kawasaki Ninja ZX-14 R, BMW S1000 RR, Ducati Panigale 1299, etc.; the V4 R was nowhere in the picture back then). Torque output too, at 167 Nm, was not much less than the current Honda Gold Wing’s 170 Nm.

The V-Max was being sold for around Rs. 30 lakh by Yamana India. Used examples are hard to come by as owners don’t part with them easily.

John Abraham rides one.

Ducati Diavel and X Diavel

These are Ducati’s repeated unsuccessful attempts at making cruisers. They really wanted to make cruisers but ended up making drag bikes instead. The buyers aren’t complaining though.

The lightest motorcycles in this group are also the best handling of the lot. Prices start at Rs. 17,50,000 for the X Diavel and Rs. 17,70,000 for the Diavel.

Indian FTR 1200

The only muscle bike that will keep going even after the road ends, which makes it the best Indian for Indian conditions. It’s almost as light and as good a handler as the Ducatis, but cheaper than both of them. Prices start at Rs. 14.99 lakh.

Mar 29

BMW F900 R review: Nothing like a naked roadster on a freezing day

By General Posts

by Geoff Hill from https://www.mirror.co.uk

Starring in his own remake of Freezy Rider, our man Hill tackles the elements to see if the Beemer has what it takes in the tough middleweight sector and finds it’s close, but not quite a cigar

It was freezing, raining and blowing a gale – and I was on a bike with zero miles and new tyres.

Perfect conditions, then, for pushing the limits of the Bavarian firm’s naked roadster whose mission, should it choose to accept it, was to give a good spanking to Triumph’s new Tiger 900 and the established and very popular Yamaha MT-09.

“Mmmm. I’d start in Rain mode if I was you,” said Ian at the dealership, slapping me cheerily on the back and going back to his nice warm office, the swine.

Oh well, I was obviously being punished after getting home from back to back launches in southern Spain and Morocco, and at least first impressions of the Beemer were good – compact but comfortable riding position, tilting you forward in a mildly sporty fashion on to the bars to give you a view of decent mirrors and a fairly simple but informative TFT screen.

A quick toggle of the Mode button through Road, Dynamic and Dynamic Pro into Rain, another toggle of the Electronic Suspension Adjustment to solo rider with luggage to take account of the fact that I’m heavier than the average ride, three presses of the heated grips button to get them up to the maximum setting – and I was off.

The fuelling at low revs was slightly snatchy and acceleration in Rain mode was a stately affair, and was never going to set my pants on fire, particularly since they were now soggy anyway.

Why BMW designs very expensive suits with the waterproof lining on the inside is a mystery to me. I wore one for a round-the-world trip and, in heavy rain, everything in the outside pockets got soaked.

Anyway, where was I? Ah yes, on the F900 R in the rain.

Good points so far – the quickshifter on the SE model I was riding was perfect, snicking seamlessly through the six-speed box both up and down, and handling was light and neutral, although I was still taking it relatively gently on those shiny new tyres, even though with traction control, I was unlikely to come a serious cropper.

With Brembos and big twin discs up front, stopping was linear and progressive, with cornering ABS on the SE model to give me a nice warm feeling of safety.

Oh, wait, that nice warm feeling wasn’t the ABS – it was the heated grips, which were so good that even in the sub-zero temperatures, my pinkies were in danger of bursting into flames and I had to wind them back to the 2 setting.

Right, that was it – I was bored with Rain mode, and the roads were drying out a bit anyway, so it was toggle time again, to Road mode, and while I was at, changing the suspension mode from Road to Dynamic.

That was more like it – progress became satisfyingly swift, accompanied by a meaty rasp from the exhaust and, with the bike hunkered down and firmed up, it flung itself into corners with a nice combination of enthusiasm and precision.

Things got even better in Dynamic mode and I think once the tyres were scrubbed in, I’d leave it in that all the time and use Road if it was raining.

On the base model, you only get Rain and Road riding modes, sadly, and no Electronic Suspension Adjustment.

The verdict? The Yamaha MT-09 is more powerful and aggressive, but the BMW makes peak power and torque at lower revs. It’s also cheaper and has more tech, including the electronically adjustable suspension, which makes it more user-friendly and a slightly plusher ride, and with BMW luggage attached, more suitable for touring.

Mar 04

The Rocket 3 Is Apparently Faster Than Triumph Claims

By General Posts

The Rocket 3 gets from zero to sixty faster than most sport bikes.

The trend of heavyweight, high displacement motorcycles has seen a noticeable decline in the past years. Manufacturers seem to be shifting their attention towards lighter weight, low capacity, and even electric motorcycles. Not only does this make motorcycling friendlier to beginners, it also puts motorcycles as a more accessible means of transport.

Triumph Motorcycles, despite making moves to penetrate the aforementioned segment, have retained—and updated—a motorcycle that can be considered a dinosaur to some. Still the holder of the title of largest displacement motorcycle in the world, the outgoing Triumph Rocket 3 boasts an excessive 2,294cc in-line three engine. This machine is by no means a featherweight. Tipping the scales at nearly 800 lbs (that’s twice the weight of most naked bikes out there), the Rocket 3 is intimidating, and rightfully so.

As to why Triumph decided to increase the Rocket 3’s already gargantuan displacement to 2,500cc for the 2020 model year, is perhaps simply because they can. Churning out a whopping 147 ft/lbs of torque, and 145 horsepower, the Rocket 3 propels itself, well, like a rocket. It’s claimed to go from 0-60 miles per hour in around 3.2 seconds. Or does it?

Apparently, a Triumph test rider smashed Triumph’s internal 0-60 record during a track event in Spain in October of last year. The unnamed pilot was able to commandeer the Rocket 3 from 0-60 miles per hour in a blistering 2.73 seconds. 2.73 seconds on an 800 pound cruiser is definitely a performance to brag about.

However, the Rocket 3 isn’t impressive solely because of its 0-60 time. Triumph test riders and Rocket 3 owners alike have praised the bike’s cornering ability. Of course, it’s no sport bike, and it wasn’t designed to carve corners on the race track. Nonetheless, its riding characteristics have been likened to that of the Speed Triple, rather than that of a cruiser.

The Triumph Rocket 3 indeed punches above and beyond its class in terms of performance. But then again, isn’t the Rocket 3 in a class of its own?

Jan 24

Bajaj Triumph motorcycle launch in 2022

By General Posts

Bajaj and Triumph will introduce new affordable motorcycles in India and abroad under a new partnership.

Bajaj Auto and Triumph Motorcycles have formally announced their new partnership to produce a range of mid-size motorcycles and platforms for the Indian and global markets. The decision was initially announced back in 2017, but the formal agreement was signed only now. The partnership will see a positive impact in either brand’s future business in India as well as abroad.

The long-term partnership agreement follows a non-equity approach under which both brands retain their intellectual property rights. Beyond the operational side of the business, motorcycle enthusiasts have been eagerly looking forward to seeing what the partnership would introduce in our market in due course.

Apparently, Triumph will introduce ‘big bike experience’ while Bajaj continues its expertise at making smaller-capacity motorcycles. Both brands will collaborate on the R&D of each motorcycle and platform, but manufacturing will be done solely at Bajaj’s Chakan facility for all global markets. Eventually, Bajaj will take over Triumph India and introduce the iconic British motorcycle brand to newer markets.

This move will also make Triumph motorcycles much more accessible in the country and have an edge over other premium two-wheeler brands. The first-of-the-line products under the partnership will debut in the Indian market sometime in 2022. There is no news of a bigger-capacity multi-cylinder Bajaj motorcycle yet, but there’s no harm in expecting something of that sort.

With the help of Bajaj, Triumph aims to penetrate further into major Asian markets that are currently dominated by the likes of Japanese motorcycles. In markets where Bajaj does not operate, Triumph Motorcycles will sell the upcoming mid-size products alongside its regular portfolio.

Hence, Bajaj will open doors to a new market in major European nations where Triumph Motorcycles leads. On the other hand, the British motorcycle maker will reap an untapped potential present in the lower, affordable, mass-volume segment. More information regarding the upcoming Bajaj-Triumph products will be shared in the coming months and as the launch timelines close in. The products’ naming will be borrowed from the roots of Triumph’s strong heritage.

While it is too early to confirm the exact specifications and output of the upcoming Triumph-Bajaj motorcycles, the partnership aims to make them “aspirational and affordable” with a targeted ex-showroom price tag starting from under Rs 2 lakh. Currently, the Royal Enfield 650 Twins are the most desirable mid-size motorcycles available in foreign markets that offer superior value for money.

With the introduction of the new range of products under the alliance, major rival brands such as Royal Enfield, Harley-Davidson, etc., might have to worry a bit. Harley-Davidson has already anticipated such a scenario and is working on a 338cc motorcycle for the affordable segments in the Asian market.

Jan 13

London Motorcycle Show on the horizon

By General Posts

by Fraser Addecott from https://www.mirror.co.uk/

Check out all the latest machinery, plus a whole lot more, at the capital’s big bike fest

The post-Christmas winter months are probably not most bikers’ favourite time of the year – seeming cold, wet and miserable.

One bright spot on the horizon, however, is the ever-popular London Motorcycle Show.

This annual extravaganza continues to go from strength to strength and the 2020 edition looks like being no exception.

Alongside the latest machines from the world’s leading manufacturers, visitors will be able to see explosive live-action racing, rare classic machines, biking celebrities and a UK-exclusive celebration of iconic racer Barry Sheene.

All the new models from AJS, BMW, CCM, CF Moto, Ducati, Ecooter, Honda, Husqvarna, Indian, Kawasaki, KTM, Mutt Motorcycles, MV Agusta, Royal Enfield, Suzuki, Triumph, Yamaha and Zero will be on show.

Nine of Sheene’s legendary race machines (including his two title-winning bikes) are being flown in from Australia specially for the show.

And teammate Steve Parrish and Suzuki chief technician during Sheene’s winning years will be onstage sharing insight and anecdotes.

Race fans will be kept enthralled with a completely revamped Michelin Thunderdrome live-action event once again taking over the centre of the show.

The free races will see the world’s fastest road racer Peter Hickman going head-to-head with fellow Isle of Man TT competitors John McGuinness, Michael Rutter and James Hillier.

Visitors can purchase a VIP paddock pass, which allows them access to the racing stars and an unbeatable view of the action.

Alongside that, the Classic TT will officially be launched at the show, while, in between races, John McGuinness will be found propping up the bar at his own pub.

The 23-time Isle of Man TT winner will be pulling pints and sharing tales from his incredible career with punters throughout the weekend.

Statistics show 41% of riders are wearing helmets that are more than five years old and beyond the manufacturer’s service life.

Anyone who brings their old helmet to the show will receive a free gift and the opportunity to purchase a replacement at a bargain price.

Those wanting to take part should sign up beforehand at helmetamnesty.com.

Motorcyclists looking to escape on an adventure this year will find plenty of inspiration in the Adventure Zone and Bonhams will be bringing rare and exotic machines from the legendary Italian manufacturer Giancarlo Morbidelli collection.

The show is on February 14-16, at ExCel, East London.

For information and reduced-price early-bird tickets, visit mcnmotorcycleshow.com.

Dec 17

Motorcycles Tom Cruise rode as Captain Maverick and Ethan Hunt are now nothing short of icons

By General Posts

from https://www.financialexpress.com/

Top Gun 2 is set to release on 26 June next year. That is still a lot of months before Captain Maverick’s glory takes over our screens. So, until then, here’s a look back at the coolest Tom Cruise motorcycle moments that have been and well be.

Top Gun is about to relive on our screens soon and we can’t wait to see Maverick being nothing but magnificent behind the joystick of a fighter jet or behind the handlebar of a pretty iconic Kawasaki. Yes, Top Gun 2 movie trailers have confirmed that Kawasaki GPZ900 will be back on the silver screen. Tom Cruise is one of the most revered motorcycle people in Hollywood. The other hotshot motorcyclist would be Keanu Reeves but let’s just focus on the Cruise missiles for now.

Kawasaki GPZ900R – Top Gun

Tom Cruise has been doing it for decades – including motorcycles in his films. Years before a lot of us were even born, Cruise rode the Kawasaki GPZ900R for the big screen as Captain Maverick in Top Gun 1986. If you like motorcycles, this one is every bit of a celebrity as Mr Cruise is and we’ll also see it in the upcoming Top Gun 2.

Kawasaki H2 – Top Gun 2

Sticking with Top Gun 2. As the GPZ900R was the fastest production motorcycle back in 1986, Maverick had to ride the fastest production motorcycle in today’s day and age. Hence, the supercharged Kawasaki H2. The other good thing about seeing these motorcycles share the screen with Tom Cruise is that he does most of the riding himself.

BMW R nine T Scrambler – Mission Impossible Fallout

The chase scenes make up a huge of reasons why we love Mission Impossible films. MI: Fallout had Cruise riding a BMW R nine T Scrambler on the streets of Paris and around the Arc de Triomphe against the flow of the traffic. Fun fact: an electric bike was used to film the tracking shots of the chase scene.

BMW S1000RR – Mission Impossible Rogue Nation

This one was perhaps the coolest chase scene of all Mission Impossible films (if you’re not still swooning over 2000 Mission Impossible 2 Tom Cruise). Rogue Nation had a load of BMW Motorrads but we love the crooked-faced S1000RR doing high-speed corners with a Tom Cruise on it.

Triumph Speed Triple – Mission Impossible 2

We’re mentioning this one twice because we haven’t stopped swooning over it. This chase scene with Cruise on a Speed Triple and the baddie on a Daytona remains on the top of the list of MI film chase scenes. The dual ‘bug-eye’ headlamp design and polished frame gave the bike a strong streetfighter look that became the trademark of the series, especially the shot where Cruise emerges from a cloud of flames astride the Speed.

Dec 04

Triumph Tiger 900 makes global debut

By General Posts

by Pearl Daniels from https://www.rushlane.com

The new Triumph Tiger 900 is set to be introduced in place of the Tiger 800 with lighter weight, slimmer stance and more powerful engine.

Triumph Motorcycles has revealed the new Tiger 900. It is essentially a replacement to the Tiger 800, which will come in with an updated chassis, suspension, new design and engine which is now Euro 5 compliant.

The Tiger 800 in India has appealed to the adventure biking fraternity in the country. It is among the best ADV bikes in the segment. And with this Tiger 900, Triumph aims to set the bar even higher, given the fact that it also comes in with a more powerful engine.

Set for launch in India sometime later next year, the Triumph Tiger 900 gets a redesigned frame with a bolt-on sub frame, new aluminum swingarm, new LED head lamps, DRLs and a TFT screen. It also receives longer travel suspension from Showa and is expected to be lighter than the Tiger 800.

Tiger 900 is narrower with a tighter fuel tank making it easier for rider to grip the motorcycle. It also receives an updated front fender, windscreen and sump guard which is made of plastic as compared to the aluminum finish seen on the current generation model. Triumph Motorcycles has also replaced the XR and XC variants of the Tiger 800 with GT and Rally models on the Tiger 900.

Engine specifications on the Triumph Tiger 900 includes a new 888cc, inline, 3 cylinder engine which will comply to Euro 5 and BS6 emission standards. It could make the same 94 hp power and 64 lb/ft (86 Nm) of torque.

It will receive cornering ABS and a total of 6 rider models of Rain, Road, Sport, Off-Road, Rider and Off-Road Pro. Triumph Shift Assist and My Triumph connectivity will be offered as standard on the Pro variants.

Suspension and braking on the GT variant will be achieved via Marzocchi suspension units with 180mm front and 170mm rear adjustable monoshock. The Pro trim gets monoshock with electronically adjustable with 9 levels of damping and 4 prefix preload settings. Both bikes sit on 19/17” alloy wheels fitted with Metzeler Tourance Next tyres. Braking is via Stylema calipers.

The new Tiger will be positioned below the Tiger 1200, which is currently on sale in India at Rs 17 lakh and will be priced accordingly so as to allow for equitable competition with the likes of the BMW F 850 GS, new-gen Honda Africa Twin and the Ducati Multistrada 950.

Nov 06

2020 Triumph Bobber TFC unveiled at EICMA 2019

By General Posts

Limited Edition with more power, less weight

Triumph Bobber TFC is powered by an updated version of the liquid-cooled 1200cc parallel twin which now makes 87 hp at 6,250 rpm and 110 Nm of torque, which is a 13 percent increase in power compared to the standard Bobber.

by Express Drives Desk from https://www.financialexpress.com

Triumph Motorcycles custom bike wing called Triumph Factory Customs has rolled out yet another gorgeous-looking TFC edition after the Thruxton TFC and Rocket 3 TFC earlier this year. Unveiled at the ongoing 2019 EICMA motorcycle show in Milan, Italy, Triumph Bobber TFC boasts of more power, is lighter than the standard bike and will be limited to 750 units across the world.

Triumph Bobber TFC is powered by an updated version of the liquid-cooled 1200cc parallel twin which now makes 87 hp at 6,250 rpm and 110 Nm of torque. The TFC has received a 13 percent increase in power compared to the standard Bobber and Bobber Black which produce about 77 hp. The exhaust system has also been updated with Arrow titanium pipes and carbon fibre end caps.

The second most notable change is the styling of the Triumph Bobber TFC. While the design is largely the same, it gets a new paint scheme, carbon fibre bodywork, and a short mudguard. Frame and swingarm have been black powder-coated, it gets black anodised wheels, knurled handlebar grips and billet-machined aluminium oil filler cap. The black theme continues to the Öhlins RSU spring, Öhlins forks and engine covers.

The use of lighter components has led to a weight saving of about 5 kg on the 2020 Bobber TFC. It features fully adjustable Ohlins upside-down forks and rear suspension. Braking components include twin floating discs up front with Brembo four-piston M50 radial monobloc callipers. The Bobber TFC features three ride modes – Raid, Road and Sport.

The Bobber TFC is Euro V compliant and is priced at GBP 15,500 in the UK.