Triumph tiger 1050

With the all-new 2007 Triumph Tiger 1050, the Hinckley firm decided to put cross-country aptitudes to one side. Nobody in their right mind would go off-road on a stock 955 Tiger, so the fact that the Triumph Tiger 1050 is more road-biased (looks and handling) matters not a jot. It all adds up to a better road bike and for us a better motorcycle, which is what Triumph aimed at and has achieved.

Engine

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As used in Triumph’s Speed Triple and Sprint ST, the Triumph Tiger's 1050cc powerplant’s output has been reduced to 115 horses but it’s still better in every way. Not just in the way it out grunts the old bike, but the way the throttle responds to rider input. This makes the Triumph Tiger 1050 much easier to live with in slow traffic or attacking countryside bends. The taller top gear ratio also means the Triumph Tiger 1050 is considerably more relaxed at cruising speeds, helping reduce fuel consumption and rider fatigue.

Ride and Handling

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The 2007 Triumph Tiger 1050 is much less intimidating to get on with. Although the seat remains high it’s compensated by being narrower. And at greatly reduced weight of 198 kilos (old one was 215kg dry). It all adds up to feeling more at one with the motorcycle, more integrated. If it wasn’t for the broad handlebars and tall suspension it’d be easy to forget the Triumph Tiger 1050 is still a large trailster and not an everyday middleweight motorcycle.

Equipment

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With its minimalist style, large upside down forks, radially-mounted brakes and enormous Daytona 675 look-a-like swingarm, the Triumph Tiger 1050's identity has shifted towards a stronger sporting capability. Even though the exhaust is side-mounted, there’s little usable space under the seat.

Quality and Reliability

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Too early to say, but there’s nothing essentially wrong with any of the latest products of the Hinckley factory and this new Triumph Tiger 1050 is effectively an amalgam of a handful of them. From what we can tell so far, quality is good.

Value

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From once being in big trailie territory, the Triumph Tiger 1050 is now in a world populated by Multistradas, Tre-Ks and the like. Against them (£500 cheaper than  the Duke, for example) the Triumph Tiger 1050 is good value.

Insurance

Insurance group: 14

Model History

2006: Triumph Tiger 1050 launched in September.

Other Versions

None.

Specifications

Top speed	133mph
1/4-mile acceleration	11.3 secs
Power	115bhp
Torque	73.8ftlb
Weight	198kg
Seat height	835mm
Fuel capacity	20 litres
Average fuel consumption	40mpg
Tank range	144 miles
Insurance group	14

Engine size	1050cc
Engine specification	12v transverse triple, 6 gears
Frame	Aluminium perimeter
Front suspension adjustment	Preload, rebound, compression
Rear suspension adjustment	Preload, rebound, compression
Front brakes	2 x 320mm discs
Rear brake	255mm disc
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

Triumph adventurer

The Triumph Adventurer, a cruiser style version of the Thunderbird, adds dollop of crass to already glittery, faux concoction. It’s an OK motorcycle, thanks mostly to the stupendous Triumph triple engine, but the Triumph Adventurer is about as cool and stylish as purple velvet loon pants. Oh, did someone say they’re back in?

Engine

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For our money, along with the T-bird, the Triumph Adventurer is one of the best incarnations of the original big Hinckley triple. 885cc three has been detuned from Trident and Trophy spec to give even more oomph. Wound open the Triumph Adventurer's engine sounds like a squadron of Lancasters and with restyle chromy and curvy engine cases it looks the business, too. A classic.

Ride and Handling

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The Triumph Adventurer is more laid back, quite literally, than the Thunderbird thanks to a 19/16-inch wheel combo, longer forks and higher bars. The Triumph Adventurer's handling can’t match the slice and dash of the T-bird but it’s reasonable, nevertheless and undoubtedly smooth.

Equipment

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Nothing to write home about. The Triumph Adventurer has twin dial clocks in a retro style, decent enough mirrors, capable switchgear and that’s about it. Compared to the T-Bird the Triumph Adventurer has megaphone pipes, a ‘fat bob’ rear fender (mudguard) and different tank badge and knee pads.

Quality and Reliability

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From around 1993 onwards, Triumph quality moved on apace – and it certainly shows with the T-Bird and Triumph Adventurer. Paint and chome is thick, fit and finish is generally good and those early triples are basically over-engineered so are solid as old nails, too…

Value

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There aren’t that many Triumph Adventurers about (it was primarily built to break into the American market) but even so, in the UK at least they’ve depreciated faster than the more popular T-Bird making the Triumph Adventurer good value. Comparable Japanese bikes are generally cheaper, though…

Insurance

Insurance group: 13

Model History

1995: Triumph Adventurer launched.
1997: Triumph Adventurer now with lower handlebars. Rear sissy bar now standard. New style seat.
1998: Triumph Adventurergets new sub frame. New wheels. Repositioned side panels. Lower seat.
2001: Triumph Adventurer discontinued.

Other Versions

None.

Specifications

Top speed	120mph
1/4-mile acceleration	13.4 secs
Power	70bhp
Torque	53.1ftlb
Weight	220kg
Seat height	750mm
Fuel capacity	15 litres
Average fuel consumption	44mpg
Tank range	165 miles
Insurance group	13

Engine size	885cc
Engine specification	12v transverse triple, 6 gears
Frame	Steel tube spine
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	2 x 320mm discs
Rear brake	285mm disc
Front tyre size	110/80 x 18
Rear tyre size	160/80 x 16

Triumph speed triple R

Triumph’s standard Street Triple mixes Triumph Speed Triple style with the tech of a Triumph Daytona 675 engine. It's light, fast, fun, agile, stylish and cool... and it just got even better. The 'R' version comes with fully-adjustable suspension and fiercer radial four-pot Nissin front brakes, making it the perfect bike to tempt UK riders away from their sportsbikes. Triumph have been planning this uprated version since the launch of the standard Street Triple, so it's no after thought. If you're looking for a high-spec middleweight that blows the competition away, the Triumph Street Triple R is in a class of one.

Engine

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The 675cc, 12-valve three-cylinder motor is unchanged from the standard Triumph Street Triple, with peak output staying at a healthy 107bhp at 11,700rpm. This is 16 ponies less than theTriumph Daytona 675, but offers more than enough power to keep most riders entertained. Torque remains the same as the standard model also at 51ftlb, which it makes at 9100rpm. The 675cc lump is a gem and stands up to any task, from town riding to back road thrashing. The problem is that it sounds so good at full throttle it could get you into trouble!

Ride and Handling

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The standard Triumph Street Triple is a very nice handler, but the R version is even better. 41mm USD forks and piggy-back rear shock are from Kayaba and are both fully adjustable, so you can set the bike up to suit. Compared to the standard Triumph Street Triple the forks are shorter and the shock is longer and firmer, pitching you over the front more and giving a more aggressive riding position. It also results in a slightly taller seat height, up 5mm on the standard bike. Steering lock is slightly limited, but at only 167kg the bike is a lightweight and easy to manoeuver.

Equipment

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The Triumph Street Triple R is a naked bike in the true sense of the word, so there's not a lot of unnecessary clutter. It comes with Magura handlebars like its big brother the Speed Triple (although the shape is the same as the standard Triumph Street Triple). The instrument panel features analogue tacho, digital speedo and clock, lap timer and gear indicator, plus a series of gearchange warning lights.

Quality and Reliability

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Some recent Triumphs, including the Triumph Daytona 675 have had questionable reliability and durability, which is why we haven’t given it a 5/5 rating, but overall none of this should put you off if you’re considering a Triumph Street Triple R. It has some nice touches and good quality parts as standard.

Value

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At £6220 you're paying a premium for the 'R' tag, since the already good Standard Triumph Street Triple is only £5399 and represents very good value for money. For the extra dosh you get full adjustable suspension, magura handlebars and a new seat cover. It is better, but is it nearly a grand better? If you like to venture on track occasionally and push the limits, then you'll probably find it is. At nearly £1000 less than a Triumph Daytona 675 it sits neatly between the two bikes as a great compromise for those who want to have their cake and eat it.

Insurance

Insurance group: 14
Model History

2007: Triumph Street Triple launched.
2008: Triumph Street Triple R launched.

Other Versions

Standard Triumph Street Triple, features more basic suspension and brakes, plus lacks Magura handlebars.

Specifications

Top speed	141mph
1/4-mile acceleration	11.93 secs
Power	107bhp
Torque	51ftlb
Weight	167kg
Seat height	805mm
Fuel capacity	17.4 litres
Average fuel consumption	38mpg
Tank range	145 miles
Insurance group	14

Engine size	675cc
Engine specification	liquid-cooled 675cc, DOHC, 12v, in-line triple. Fuel injection, 6 gears.
Frame	aluminium beam frame
Front suspension adjustment	preload, compression and rebound.
Rear suspension adjustment	preload, compression and rebound.
Front brakes	220mm disc with single piston caliper
Rear brake	Four-pot radial Nissin calipers with 308mm twin discs
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

triumph daytona 675

You would be hard pushed to tell the difference from the successful but outgoing Triumph Daytona 675 model and the latest 2009 model. But stand closer and the differences jump out at you i.e. the new angular top fairing, Nissin monoblock calipers, revised suspension and so on. The engine and performance changes you can’t see, but combined with the great handling chassis the Triumph Daytona 675 is a very viable alternative to the Japanese supersport mass.

Engine

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Race team feedback has led to many internal changes to net an extra 3bhp, 1ftlb of torque and an extra 400rpm (now 13,900rpm rev range) to play with. Forget about peak power, though. It’s the legendary flat but fat torque curve coupled with a midrange horsepower increase that makes the Triumph Daytona 675 a breeze to ride day-in, day out without working up a sweat. If you want to rip it up then the Triumph 675 will easily pump your adrenaline – especially on a trackday – simply by working the throttle harder. Gearbox mods have banished the sticky-shift feel.

Ride and Handling

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Pure supersport seating stance of high seat and clip-ons but isn’t uncomfortable, more intimidating at first and the screen is typically low for hard speed riding. The ride is exemplary thanks to new suspension that features high and low speed compression damping front and rear, which makes the gap between road and track use easier to cross. Although quick steering the Triumph Daytona 675 is a stable beast but comes with a steering damper to keep back road scratchers out of trouble. Ground clearance is not an issue on the Daytona 675, which is good because it can carry big corner speed with ease.

Equipment

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Although modern running gear features throughout, the Triumph Daytona 675 doesn’t wear anything majorly different to the rest of the supersport class. No, you will have to scan the list of official accessories to make the Triumph Daytona 675 stand out – and with the plug-in quick shifter, computer adjustable ECU, Arrow exhausts and rearsets you will stand out. And there’s more…

Quality and Reliability

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Chassis components are no different to Japanese counterparts. This leaves the powertrain open to discussion, of which there are few web-based grumbles about the previous model. But like every other manufacturer Triumph is quick to remedy any complaints so this latest Daytona 675 should figure a thoroughly sorted mill.

Value

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Price aside, Triumph’s Daytona 675 is perfectly poised to run with the Japanese pack, if not up front because of the way the engine doesn’t need to be worked so hard on the road. Back to the price: at its present £7589 list price, it is extremely competitive e.g. £200 cheaper than the R6.

Insurance

Insurance group: 16

Model History

2003-2004: Daytona 600 – 599cc 4-cylinder, 110bhp
2005-2006: Daytona 650 – 646cc, 4-cylinder, 112bhp
2006-2008: Daytona 675 – 675cc, 3-cylinder, 123bhp

Other Versions

none

Specifications

Top speed	156mph
1/4-mile acceleration	11.38 secs
Power	126bhp
Torque	54ftlb
Weight	162kg
Seat height	825mm
Fuel capacity	17.4 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	16

Engine size	675cc
Engine specification	Liquid-cooled, 12v, inline-triple, four-stroke. Six gears
Frame	Aluminium twin spar
Front suspension adjustment	Rebound and high/low compression damping, spring preload
Rear suspension adjustment	Rebound and high/low compression damping, spring preload
Front brakes	2 x 308 discs with 4-piston monoblock calipers
Rear brake	220mm disc with single-piston caliper
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

triumph rocket roadster

Triumph’s decision to revamp the original Rocket III into a streetfighter is an interesting one. Why? Because it hardly fits the bill – stripped version of a sports bike with oddball looks – because of its custom-biased specs of long wheelbase and weight, but it works.
Big, no, no, really big engine meets menacing black styling meets awesome torque and horsepower to make life sane and mad at the twist of a wrist.

Engine

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The 2294cc triple-cylinder isn’t new (been around in various guises since 2004) but has a ruck of mods to up torque to a mighty 163ftlb, and power to 146bhp.
The new exhaust layout including bigger volume silencers is the reason for the power increase – and incredible noise at high rpm.
Gearbox shift mechanism is updated for sweeter shifts and the clutch and shaft drive are ramped up to cope with the extra output… and tomfoolery the Roadster eggs you into.

Ride and Handling

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Rear suspension units have been softened off for a more comfortable ride and the seat height is upped by 10mm to 750mm.
Best change is the moving of the footrests back by 100mm and down 20mm to make the seating position more natural, read comfortable, than the old custom feet forward style.
The Roadster does a good job of hiding its 367kg (wet) weight and is actually a very easy, nimble bike to ride. Ground clearance isn’t great, but the footpeg blobs are replaceable.
Good brakes, too. ABS is standard on the Roadster and is tuned nicely for big braking action before chiming in.

Equipment

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Shaft drive for reliability and low maintenance is good. ABS is also good. And heavy use of black coating throughout the bike is okay for the styling exercise.
Little details like the addition of digital readouts for fuel range, gear indicator and time of day are also nice touches.
To sum up: it’s all there and it works – this includes the biggest production motorcycle engine ever.

Quality and Reliability

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There were a few reported niggles with the very first Rocket models e.g. rear shaft drive seal.
Five years down the line and the Rocket III engine is proving to be a superb high mileage special.
Component finish has never really been an issue so we don’t expect and different with the Roadster.

Value

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The original Rocket III first hit the streets at £11,999 and, surprisingly, years later it’s still on sale at this price – not for long, though, because Rocket III and Rocket III Classic are being deleted from the range.
With all the updates to the Roadster, its £10,949 price seems remarkably good value in our book.

Insurance

Insurance group: 17

Model History

2004: Rocket III introduced.
2005: Mulberry Red Tribal special edition model
2006: Rocket III Classic introduced
2007: Rocket III Touring introduced
2009/2010: Rocket III Roadster introduced. Original Rocket III and Classic phased out.

Other Versions

Rocket III Touring

Specifications

Top speed	136mph
1/4-mile acceleration	secs
Power	146bhp
Torque	163ftlb
Weight	367kg
Seat height	750mm
Fuel capacity	24 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	17

Engine size	2294cc
Engine specification	Liquid-cooled, triple-cylinder four-stroke. Five gears
Frame	Tubular steel, twin spine
Front suspension adjustment	Non-adjustable
Rear suspension adjustment	Spring preload
Front brakes	2 x 320mm disc with 4-piston calipers
Rear brake	316mm disc, 2-piston caliper
Front tyre size	150/80 x 17
Rear tyre size	240/50 x 16