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  • Triumph Motorcycles Malaysia organised a paddock walkabout to witness Moto2 operations during the 2019 Shell Malaysia Motorcycle Grand Prix.

  • It’s in conjunction with Triumph’s role as exclusive engine supplier.

  • Moto2 operations is hectic yet a little bit more laid back compared to MotoGP.

Triumph Motorcycles Malaysia organised a paddock walkabout to witness Moto2 operations during the 2019 Shell Malaysia Motorcycle Grand Prix.

As many are aware now, Triumph is the official engine supplier to the Moto2 championship. Unlike Moto3 and MotoGP classes, all Moto2 teams use the same engine, albeit different frames. This is why we see outfits such as Kalex and Speed Up — they build the frames around the engine. Similarly, manufacturers such as KTM and MV Agusta build their own frames around the Triumph engine.

Dorna Sports and the FIM wanted to build a series based on a single engine to emphasise rider skill, resulting in close racing.

The Engine

Triumph’s three-cylinder 765cc engine (based on the Street Triple RS) produces lots more torque and linear power band compared to the previous Honda CBR600RR-based inline-Four engine. Whereas the inline-Four needed to be kept within a narrow powerband, riders can utilise the triple’s power and torque almost anywhere in the powerband.

Having a narrow powerband forces riders to take one specific line around corners, making overtaking a risky affair. Besides that, a rider could not catch back up when he made a mistake. Consequently, racing was spread out.

Conversely, a linear powerband means that riders could choose different lines — especially when overtaking — and still have the grunt to accelerate. Consequently, riders aren’t afraid to overtake, resulting in close racing.

Having more grunt off the corners, especially the slow ones will results in higher speeds down the straights, contributing to faster lap times.

Lap Records

Alex Marquez in the 2019 Malaysian GP – Photo credit MotoGP.com

The Moto2 class has seen some phenomenal lap times and top speeds since the Triumph engine was introduced. Lap times and fastest top speed records tumbled all season long. 

Mugello saw a Moto2 bike hit 300 km/h for the first time the series was introduced in 2010. But by FP3 at the Sepang International Circuit, four riders went faster than 300 km/h.

The Moto2 teams had just completed FP3 when we visited the paddock. David Dew, Triumph’s PR guy showed us the lap time printouts. We were shocked. The top four riders were under the 2018 all time lap record of 2:05.629 set by Alex Marquez. Brad Binder smashed the old record with a time of 2:04.769 which was almost a whole second faster. And it’s not even qualifying yet!

Alex Marquez would go on to capture pole position with a time of 2:05.244. In the race, he put in the fastest lap of 2:05.860 on Lap 2, breaking Miguel Oliveira’s 2017 record of 2:06.952. That’s nearly 1.1 seconds faster.

1 second may not sound much of a big deal to the layman but consider this: Competitors from 1st to 15th were covered by 1 second in qualifying.

Speed Up Paddock Visit

Only five persons were allowed to visit the pit in each session. It may be a carnival to fans but each MotoGP round is work time for the teams.

I had picked the afternoon session after lunch and was joined by four others who were Triumph owners. Such a paddock walkabout programme is great them as it adds immeasurable value and experience to their ownership.

 

It was a new experience for me, as well, because this was the first time I’ve visited and seen Moto2 operations up close although I’ve covered MotoGP continuously for the past five years. Whereas MotoGP teams are stationed in the main paddock building, Moto2 and Moto3 teams are sequestered in either the South Paddock or tents. Besides that, no Moto2 team had ever provided passes to visit them, compared to those in MotoGP.

 

Our first stop was the Beta Tools Speed Up garage.

The team was readying the bikes for qualifying. One bike was all dressed up and ready to go and were allowed to shoot photographs of it. 

 

As Moto2 teams run only one bike per rider, there wasn’t many bike components lying about, except for a few pieces of bodywork placed on top of a shelf.

 

Instead there were rows of tyres wrapped in warmers. We could feel the heat from half a metre away, since they’re kept at around 90 degree Celsius. There were tags on the warmers showing the state of each tyre i.e. how laps it’s gone through or if it’s new, etc. The wet weather tyres at the bottom rack weren’t wrapped in warmers.

 

It was also apparent that all Moto2 bikes use steel brake discs rather than carbon. Dorna Sports wanted to keep racing costs down to allow more teams to join the series.

Dunlop Paddock

Dunlop is the exclusive tyre supplier to the Moto2 and Moto3 championships.

The first thing we saw were racks of tyres being cooled by industrial fans. The tyres were delivered in four shipping containers months before and were now being aired out.

There were multiple work benches here complete with hydraulic tyre removers.

David showed us a rear tyre. The largest size was 180 when the series began but it’s grown to 200/75-R17 now. The higher aspect ratio allows the crown of the tyre to wrap around in a smoother fashion, giving a wider contact patch.

Each new tyre was barcoded and earmarked for individual teams. The teams will push in the racks we saw in the Speed Up garage and the Dunlop crew will fill them up with tyres mounted on wheels and inflated to the correct tyre pressures.

Used tyres were stacked in a large pile before being shipped back to headquarters. There, each tyre’s bead (the part which attaches the tyre to the wheel) will be cut out, rendering it useless for vehicle use. They are then recycled for children’s playgrounds.

Track Side

A visit to Extern Pro was planned but was unfortunately cancelled as Q1 had begun by the time we finished our visit to Dunlop. Extern Pro is the party responsible in modifying the 765cc street engine to race spec, and maintaining them afterwards.

We were brought to the area just next to the main paddock building. Here, one can see bikes going past on their pit lane speed limiter, sounding like the pod racers from Star Wars: The Phantom Menace. They disengaged the limiter after crossing the pit lane exit and slammed open the throttle, serenading us with a warble and roar very much different to an inline-Four’s howl.

David then bade us goodbye after an eye-opening experience for everyone, this hack included. Prior to that, he said that he hopes such paddock walkabouts will continue in the future and might be expended to all tracks in the GP calendar.

So, get your Triumph and get ready for next year’s event!

  • The 2020 Triumph Thruxton RS was also launched at EICMA 2019.

  • Triumph reworked the engine to produce more power and character.

  • It’s also lightened by 10 kg.

The 2020 Triumph Thruxton RS was also launched at EICMA 2019.

Triumph had teased the bike just before the mega show, by showing the bike’s side panel with the Thruxton RS badge. We relished the prospect of a hotted-up Thruxton anytime.

You see, the Thruxton R was an experience to ride, not merely an enjoyable ride. Its handling, the throttle and engine response, the way the engine feels, everything makes for a ride like no other.

So, how do you make something already great greater?

You start with the engine, obviously. Triumph hotted up the “High Power” 1200cc, liquid-cooled, 270-degree crank, parallel-Twin with a low-inertia crankshaft, revised ports, high-compression pistons, plus other lightweight internals. The revisions bring maximum power to 104 bhp, while torque remains at 112 Nm. The manufacturer says that the new engine is more responsive and characterful (as if the old one wasn’t responsive and characterful enough already). There’s also a torque-assist clutch.

In combination with other lightening work, the Thruxton RS is almost 10 kg lighter than the base Thruxton, weighing in at 196 kg. That’s light for a bike that consists of mostly metal parts!

Chassis and running gear are retained from the previous Thruxton R. The forks are fully-adjustable Showa BPF, while the rear shocks are fully-adjustable Öhlins with piggyback reservoirs. The front brakes are the same radially-mounted Brembo 4-piston monobloc calipers. 

Electronics include Sport, Road, and Rain ride modes. ABS is standard.

Design remains the unmistakable Triumph silhouette. Colour schemes include an optional matte grey on black with red striping (pictured).

The bike’s American price is USD 16,200.

 

Fast Bikes selaku pengedar rasmi Triumph Motorcycle Malaysia melancarkan Triumph Street Triple RS 2020 di Litar Antarabangsa Sepang, sempena Shell Malaysia MotoGP 2019, hari ini.

Model yang julung kalinya dilancarkan pada 2007 itu kini menawarkan prestasi dan kuasa yang lebih tinggi dan agresif.

Ketua Pegawai Eksekutif Fast Bikes Sdn Bhd dan Triumph Motorcycles Malaysia, Dato Razak Al-Malique menyifatkan Street Triple RS 2020 sebagai streetbike berprestasi tinggi terbaik terutamanya dengan penggunaan enjin 765cc yang diinspirasikan daripada enjin Triumph di Moto2.

Menariknya, Triumph Street Triple RS 2020 ditawarkan untuk pasaran Malaysia dengan harga yang sama – RM67,900!

“Meskipun terdapat pelbagai penambahbaikan dan naik taraf namun kami teruja kerana dapat menawarkan jentera baharu ini tanpa sebarang kenaikan harga bermula Januari 2020 ini,” jelas Dato Razak.

Ciri terbaru pada Triumph Street Triple RS:

  • Enjin 765cc patuh piawaian Euro 5
  • 122hp pada 11,750rpm dan 79Nm pada 9,350rpm
  • gearbox serba baharu dengan klac slip & assist
  • lampu depan LED dengan Daytime Running Lights (DRL)
  • paparan TFT dengan MyTriumph Connectivity
  • Triumph Shift Assist
  • Lima mod tunggangan

Orang ramai yang berminat untuk melihat Triumph Street Triple RS 2020 dengan lebih dekat boleh singgah di booth Triumph di SIC atau kunjungi Triumph Malaysia!

  • Filings in CARB website shows 2020 Triumph lineup.

  • Some very interesting models are afoot.

  • Triumph have been busy with introducing 2020 models.

Triumph Motorcycles have announced a number of exciting bikes for 2020 lately but a recent filing with CARB shows that there are actually more in the pipeline.

In the space of just a few months, Triumph had unveiled the new 2500cc Rocket 3, Moto2-inspired Street Triple RS, plus the upcoming limited-edition Daytona Moto2 765 sportbike. Those are besides the Triumph Factory Custom (TFC) models. All new bikes, geared up for 2020 and Euro 5 compliant.

And those don’t include the models that were teased such as the Thruxton RS and Bobber TFC that will be unveiled at EICMA.

But you have to also wonder about other models such as the Tiger 800 and 1200, in addition to the Bonneville T100 and T120 lineup.

Thanks to CARB (California Air Resources Board) who always publishes filings by manufacturers, we can see that there are a number of interesting models being planned.

Let’s start with the Tiger 1200. The current generation was able to challenge the BMW R 1200 GS in terms of handling, comfort and equipment, before BMW moved the goal post by introducing the new R 1250 GS. But Triumph isn’t a company that sits still. So, for 2020 there will be the Tiger 1200 Alpine and Tiger 1200 Desert to complement the 1200 XCA, XCX, XR, XRT, XRX variants.

Over to the Bonneville T120 range. One name popped up like the colour red in a sea of black: Bonneville T120 Bud Ekins. This great man’s name has appeared plenty times along with his buddy Steve McQueen in BikesRepublic. Ekins was the stuntman double for McQueen who did all those incredible jumps on the Triumph TR6 in the movie The Great Escape. He also raced the Baja Rally together with McQueen and won a few along the way. We’d love to see how this bike will look like and wonder if it will be like the “regular” T120s or based on the Scrambler 1200 platform.

But bless you, Triumph, for there will also be a T100 Bud Ekins.

You want a café racer? Oh yes, Triumph’s got the perfect factory café racer in the Thruxton R. But for 2020 there will be the Thruxton RS which we saw the teaser video. But there will also be a Thruxton RS Showcase. If our imagination was running wild after the RS teaser, we’re now slack-jawed to learn of the RS Showcase!

There are a number of other models listed in the CARB website but are unfortunately password-protected — we guess at the manufacturer’s behest. We’re really curious to see what they are!

Anyway, the models listed above will be unveiled at EICMA 2019 next week.

  • Another teaser, but it’s for the 2020 Triumph Thruxton RS this time.

  • The Thruxton R was one of the best bikes we’ve tested.

  • But it was the best factory café racer of all.

Here comes another teaser video. But oh dear, it’s for the 2020 Triumph Thruxton RS.

It’s a very short video, showing the Thruxton RS badge on a side panel and telling us to that it’ll be launched on 5th November. That’s the second day of EICMA 2019. No other detail was presented.

If there’s any indication of what’s new, the previous bike was called the Thruxton and Thruxton R. But the “R” was so good, so entertaining, so satisfying to ride that we don’t know what to expect of the “RS.”

The previous model had super smooth fuelling, predictable and linear throttle, and a punchy 1200cc liquid-cooled, 270-degree crank, parallel-Twin engine. The power plant is marked as “HP” for “High Power,” instead of the Bonneville T120 and T100’s “HT” (High Torque) variety.

And as with all Triumph’s the handling was superb right out of the box. The “R” version we tested had Öhlins shocks at the back and Showa BPF forks up front.

We wrapped up our tests by pronouncing the Thruxton R as the best factory café racer, bar none.

Triumph then followed up with the limited edition Thruxton R TFC. Clad in carbon fibre, only 750 were made.

We can’t wait for the new RS!

  • The 2020 Triumph Street Triple RS breaks cover.

  • Its engine receives a power boost.

  • It also receives updated looks and lost some weight.

The 2020 Triumph Street Triple RS breaks cover after Triumph’s teases over the last couple of months.

The new bike retains the Street Triple’s classic silhouette, but it’s apparent that Triumph pared it down to look even more purposeful than ever. The headlamps were updated to look fiercer. There are new radiator flanks, exposing more of the frame. Triumph’s scalpel pared away excess weight, ending up with a bike which weighs only 166 kg dry. The manufacturer claims that it’s the lightest bike in its category.

Over to the engine. While the 2020 bike was revealed in preparation for Euro 5 emission, the engine gained power, courtesy of the lessons learned in Moto2 racing. (Triumph is the exclusive engine supplier to the championship.)

The three-cylinder architecture remains the same and includes two catalytic convertors. Despite that, it receives a 9-percent power boost. It now produces 121 bhp and 77.3 Nm of torque, compared to the previous 116 bhp and 76 Nm of torque. That doesn’t appear to be a lot on paper, of course, but you can look forward to a punchier midrange combined with a more responsive throttle (the previous bike’s throttle was already super responsive and smooth!). The gains and smoother powerband are the courtesy of a new exhaust cam, besides the high precision machining of the crankshaft, clutch and balancer.

The previous RS’s chassis and suspension are already in the ballpark, hence carried over to the new bike. The front forks remain the 41mm upside-down Showa BFF, while the rear mono shock is the Ohlins STX40.

Braking duties are handled by a pair of Brembo M50 monobloc 4-piston callipers gripping a pair of 310mm discs up front and a Brembo single-piston calliper out back.

And as we speculated, there is a new TFT screen armed with Bluetooth connectivity. Through the MyTriumph app, the rider can receive navigation prompts, manage music and calls and control his GoPro action camera. The five riding modes i.e. Track, Sport, Road, Rain and rider customisable are also enhanced.

The previous Triumph Street Triple RS remains the most fun bike we’ve tested to this point, so we can’t wait to test this new one!

PHOTO GALLERY

Jika sebut tentang motosikal adventure, model yang sering akan menjadi bualan orang ramai adalah BMW GS dan GS Adventure, Honda Africa Twin dan KTM Adventure 1050.

Tetapi dalam buku MotoMalaya, motosikal adventure pilihan kami adalah Triumph Tiger 800 XRX dan XCX 2018.

Tatkala kebanyakan pengeluar lain berlumba-lumba dalam mengejar saiz dan kuasa, Triumph memastikan mereka tidak terkesan dengan perlumbaan itu sebaliknya enjin 800cc tiga silinder dengan penyejuk cecair, 12 injap, DOHC – yang menjana 95hp – sudah memadai untuk memberikan pengalaman tunggangan jarak jauh yang terbaik.

Julai lalu, MotoMalaya bersama-sama Triumph Malaysia dijemput menyertai pengembaraan dari Kuala Lumpur (KL) ke Koh Samui dan kembali ke tanah air dalam perjalanan yang memakan masa lima hari.

MotoMalaya telah diberikan Triumph Tiger 800 XCX sebagai pasangan utama sepanjang tempoh pengembaraan tersebut dan ternyata kami tergaman dengan prestasi keseluruhan jentera.

Teringat kembali kata-kata daripada sahabat di BikesRepublic apabila dimaklumkan bahawa MotoMalaya akan diberikan Tiger 800, “Once you tried the Tiger, every other bikes will feel like crap”.

Hakikatnya, artikel ini boleh diakhiri dengan kenyataan pendek tapi kompak itu namun keterujaan Tiger 800 tiada penghujungnya.

Perlu diingatkan jentera yang dipinjamkan itu merupakan model 2018 yang telah dikemas kini sekaligus memiliki lampu depan LED dengan keupayaan Daytime Running Light (DRL) dan cermin depan boleh laras.

Tetapi kami cukup gemar dengan paparan TFT-LCD berwarna yang diguna pakai. Mudah dibaca di waktu panas terik dan tampak cukup jelas ketika waktu malam.

Bagaimanapun, faktor utama yang membuatkan keseluruhan tunggangan ketika menempuh perjalanan 1,800KM itu kekal selesa dan tidak memenatkan adalah sistem cruise control yang ditawarkan pada Tiger 800 XCX dan XRX.

Hanya setkan kelajuan diingini – 161km/j kelajuan maksima dibenarkan ketika cruise control – dan perjalanan berjam-jam dari KL ke sempadan tidak lagi dihujani keluhan sebaliknya kagum dengan enjin yang menawarkan kestabilan tinggi.

Jika hendak mematikan sistem tersebut, penunggang hanya perlu menekan brek tangan dengan perlahan dan kembali mengawal kelajuan dengan pendikit seperti biasa.

Perlu diingatkan, Tiger 800 XCX dan XRX menawarkan pengalaman tunggangan berbeza tatkala XCX lebih terarah kepada off-road manakala XRX direka khas bagi penunggang yang gemar dengan tunggangan jarak jauh.

Sejujurnya, sesiapa pun akan mengatakan bahwa Triumph Tiger 800 XCX kelihatan jauh lebih ‘jahat’ berbanding XRX terutamanya dengan penggunaan rim ‘wire-spoked’ di tambah dengan enjin guard dan sebagainya.

Namun, melihat dari aspek praktikal, Tiger XRX berjaya melaksanakan tugas dengan baik dengan penggunaan rim ‘cast aluminium’ 19 inci depan dan 17 inci belakang.

Fork 43mm WP di bahagian depan dan penyerap hentakan Showa 180 mm yang terdapat pada XRX serta sistem ABS turut memastikan pengalaman sepanjang tunggangan kekal selesa. Dalam erti kata mudah, “Setakat lubang-lubang kecil di Malaysia dan Thailand, apa ada hal!”.

Berbeza dengan XCX yang didatangkan dengan tempat duduk berketinggian 840mm hingga 860mm, XRX lebih memaafkan untuk penunggang yang gayat dengan ketinggian sekitar 810mm hingga 830mm. Pada pendapat kami, ketinggian tempat duduk ini sudah cukup memadai.

Bagi kami di MotoMalaya, tiada cara yang lebih baik untuk menguji kemampuan sebuah motosikal adventure selain daripada menempuh perjalanan daripada Kuala Lumpur ke Koh Samui dan kembali ke tanah air dalam perjalanan yang memakan lebih 1,800km dan tidak sekalipun Triumph Tiger 800 XRX ini mengecewakan.

 

  • A new 2020 Triumph Street Triple RS is one the way.

  • Triumph released a teaser video.

  • The new bike will be Euro 5 compliant and will feature new updates.

It’s confirmed: A new 2020 Triumph Street Triple RS is one the way.

As with the impending launch of new models, Triumph released a teaser video of the new Street Triple RS. Test mules had also been spotted a number of months earlier.

The video shows a heart-pounding run up to a corner while being accompanied by the triple’s distinctive and awesome soundtrack.

What we know is the new bike’s engine will be Euro 5 compliant but what we don’t know is what state of tune the engine will take on. As in our earlier report, the exhaust collector will house two catalytic converters.

There’s much speculation (hope, actually) that it’ll be fitted with some of the stuff from, or at least learned, from Triumph’s role as the sole engine supplier to the World Moto2 Championship. The current engine produces 121hp and 77.3Nm of torque. Will we see a hike to 135 horses? Please, please, please!

There will surely be updates in other areas, too.

The twin headlamps will take on a new look, there may be slight changes to the swingarm, and there’s a big chance that the instrument cluster will feature GoPro control a la the Scrambler 1200 XE.

The Street Triple RS remains this writer’s favourite all-time bike, so it’s interesting how the new bike will turn out on October 7th.

  • The Triumph Daytona Moto2 765 was unveiled at the British MotoGP over the weekend.

  • It is a tribute to Triumph’s role as the exclusive engine supplier in Moto2.

  • Only 1,530 will be built.

The Triumph Daytona Moto2 765 was unveiled at the British MotoGP over the weekend.

As the “Moto2” moniker suggests, the bike is reputed to carry some Moto2 components and technology. It is a tribute to Triumph’s role as the exclusive engine supplier to the championship.

The manufacturer will build only 765 units for the American market, while another 765 are allotted for the rest of the world; for a grand total of 1,530 units.

As we reported earlier, the Moto2 engine is based on the 765cc triple found in the Street Triple. It is then modified for racing, but most of the engine remains standard.

The Daytona Moto2 765 features new pistons, camshafts, titanium conrods, intake stacks and modified ports. Maximum revs go up by 600 RPM to 13,250 RPM. The pistons bump compression ratio to 12.9:1. Additionally, there are titanium intake valves and DLC-coated cylinders.

The revisions yield 128 hp at 12,250 RPM and 80 Nm torque. It may look like small gains over the stock Street Triple RS engine (121 hp, 77 Nm), but this Daytona should be much lower than the RS due to a carbon fibre bodywork.

It also features Ohlins NIX30 forks and TTX36 monoshock, Brembo Stylema brakes, race-style TFT screen.

The unveiling of the Daytona Moto2 765 is interesting because Triumph have been introducing limited-edition models then follow up with “regular” models thereafter. That could very well mean the volume production Daytona 765 is coming soon.

  • The Triumph Tiger 800 XR is the entry-level Tiger 800.

  • It shares everything with the Tiger family apart from one or two components.

  • It is currently priced from just RM 56,900 and buyers will receive complimentary Triumph aluminium panniers.

Sometimes you worked hard to do everything right, but somehow, misfortune has a way of tracking you down. But then you suddenly realize that it’s just a higher power telling you that you’re mortal, and things sort themselves out once you acknowledge that. So, what’s that got to do with this Triumph Tiger 800 XR 2500-km test? Plenty, as you’ll see in a while.

The Test

It started out with the invitation to the GIVI Malaysian Adventure 2019. It was my third GIVI Adventure and this was in our very own backyard! However, places were limited, so I offered to ride my own beaten up and rotting Kawasaki ER-6f.

As the days counted down to the start of the event, I discovered that the front forks were leaking (again) and some of that oil had snaked into the brake calipers. If that’s not bad enough, the voltmeter showed that the coil was undercharging the battery again (third coil, replaced less than a year ago). Worse, there was no time to repair it.

Oh dear. I prayed that the bike would last the trip.

Then one day, I received a call from Triumph Motorcycles Malaysia. “We’ve got a Triumph Tiger 800 XR for you for the ride. It’s a brand-new unit.”

Hoooo-wheee! I would be happy to ride even the second-generation Tiger 800, let alone the brand-new third-generation XR.

That my friends, is the power of prayers.

Riding the Triumph Tiger 800 XR

The XR is the entry level model in the Tiger 800 range. Everything on the bike including the engine, frame, suspension, brakes, bodywork is shared with the other Tigers. The main differences are the smaller windscreen and instrument cluster.

Its instrument cluster is the same unit used on the previous Tiger, Street Triple 675 and current Street Triple 765 S. As such, there is Triumph Traction Control (TTC) with the power set in the equivalent of “ROAD” mode in the XRx/XRa and XCx/XCa. ABS is standard.

As with the XRx, the forks are non-adjustable while the rear shock is adjustable for preload.

So, it’s a simple bike that doesn’t require the ride to spend 20 minutes to set up before rolling out. All you need to do is jump on and go.

I picked up the brand-new bike with just 4-km on the odometer and proceeded to break it in by riding to Ipoh to cover the build of Mizuki with Art of Speed organizers Asep and Dani.

Getting on the XR the first time felt like putting on a well-worn glove. Everything was in place where it should be. The controls, seat position, footpegs… I just reached out and they were there instead of having to adjust myself back and forth to find the right position.

The engine’s torque made sure that the bike never stumbled to get going and every gear clicked into position positively. I didn’t once catch a false neutral.

The bike already ran beautifully when it was brand new. Riding in the sun could sometimes induce sleepiness but not so with this bike. The engine made just the right amount of buzz and the exhaust had a nice booming note to it to keep you company.

I enjoyed the ride instead of spending so much energy thinking about how the bike feels and what it would do. I guess it embodies Triumph’s slogan, “For the Ride.”

I logged just over 560 km for the trip and sent the bike back to Triumph for servicing. At the same time, the crew fitted the GIVI accessories for the adventure.

It was equipped with GIVI’s Trekker Dolomiti aluminium top and side cases, Tankloc tank bag, screen and crash bars when I picked it up again. That would’ve added at least an extra 20 kg to the bike, most of it at the back.

The GIVI Malaysian Adventure 2019 took 10 days to complete and covered slightly more than 2000 km. (Please click here for the article.)

The first leg of the tour took us to Ipoh, Perak through Teluk Intan. Now with the cases on, there’s more aerodynamic drag at the back and it changed the bike’s balance, somewhat. But I got used to it within the first few kilometres. Cranking up the rear shock’s preload returned the bike’s chassis balance.

The next day was the longest leg of the ride which took us to Kuala Terengganu. Oh boy was I glad to be on the XR.

It had rained the night before and while the morning started out cooling, it soon got very hot and humid. Our Caucasian friends had faces as red as steamed lobsters by the time we reached the Belum Rainforest Resort, and we still had 300 km to go!

The XR’s ease of control consumed minimal energy, thankfully. The bike handled all my commands to the letter and not once decided to have a mind of its own. This meant that I could stay fresh and focused rather than feeling beat up, hence losing concentration.

But I wasn’t the only one who felt so. Most of the riders in the adventure rode Tigers and they were thankful for it. Manuel from Mexico particularly enjoyed it, standing on the footpegs of his XCx even through high-speed corners. Some of the participants, the Australians, in particular, commented that they loved their XCx because the bikes didn’t put up any fight and just went where they were pointed. One XR LRH was ridden by a Vietnamese participant along with his son as pillion. They smiled all the way.

By comparison, none of the marshals rode the Tiger and they soon felt the strain.

We reached Kuala Terengganu just before Maghrib. Those riding the Tigers were joking and laughing loudly to be heard across the hotel’s parking lot. Those who didn’t checked in quietly.

Myself, on the other hand, lingered for a few extra minutes just to look at the XR and admired at its ability to deliver me to my destination without turning me into jelly.

The days went by quickly from that point, but my workload increased. And this was when I grew to love the bike even more.

The traffic police had escorted the convoy but since I had to break away to shoot photos, I had to catch back up without escort. That meant that I had to fight through traffic and stop at intersections.

 

Picture this: I had to ride hard and fast to stay far ahead of the group. Finding my photography point, I stopped the bike sometimes with the engine running, get off and shoot. Once the convoy passes, I had to ride even harder and faster again to catch up.

Repeat at least three times per day for the remaining 6 days.

It got to a stage where I pitied the Tiger 800 XR, but it just kept going without once complaining i.e. hard to start or hard gear shift or rough sounding engine, etc. Apart from that, I truly appreciated the bike’s low seat height, so getting on and off was so much easier.

This leads back to why I love the Tiger 800 line-up. They instill so much confidence and keeps adding more surprises. No, not the kind of surprises that threaten to chuck you into the bushes. Instead, the bike lets you chuck it into corners anytime.

We arrived at Janda Baik on Day 8 of the adventure for GIVI Rimba Raid. There was a short ride on an off-road path strewn with large stones and mud into the Rimba Valley Motorcamp site.

As there were lots of traffic going back and forth, I decided to hand the bike to one of the marshals to ride it in. I asked him about the bike afterwards and he has impressed by the bike’s handling on the dirt. “Very easy to ride,” he replied. “The throttle was smooth, and the engine didn’t kick in suddenly.”

The bike had clocked more than 2000 km at that point. Nothing had come loose, the engine sounded sweet and the suspension performed like when they were at 4 km.

The last two days of the ride had us riding up Bukit Tinggi and Genting Highlands. This was when the ride’s organizer cut the group loose. Guess which riders ended up at the front when we climbed those mountains? That’s right, those on the Tiger 800 XR and XCx.

Why? Because confidence.

Verdict

The Triumph Tiger 800 XR may be simple and overlooked but it is still a Tiger 800 through and through. The lack of electronics was actually an advantage because everything is handled by your right wrist. It also means that you don’t have to be distracted when you “don’t feel right” and start rifling through all the options. Again, just jump on and go.

It handled beautifully and the throttle was characteristically smooth like on all Triumphs, hence accessible to all riders.

To sum it up, while other bikes are good or better at one or two aspects, the Triumph Tiger 800 XR is good everywhere.

Triumph Motorcycles Malaysia is currently having a promotion. From just RM 56,900, you will receive a complimentary set of Triumph aluminium panniers worth RM 5,800.

Please follow Triumph Motorcycle Malaysia’s Facebook page for more information.

  • The Triumph Street Triple will be updated for 2020.

  • A filing with the California Air Resources Board (CARB) shows updates to the exhaust system and emission levels.

  • The new bike looks to have new headlights and radiator shrouds.

Filings with the California Air Resources Board (CARB) suggests that the Triumph Street Triple will be updated for 2020.

With the spate of updates and new model testing carried out by Triumph, it’s perhaps of no surprise that the rip-roaring fun Triumph Street Triple will also be updated for next year. 2019 is a busy year for all motorcycle manufacturers as they prepare for the implementation of Euro5 emission standard in 2020.

However, updates to the Street Triple isn’t confined to just the engine or exhaust system. The bike will get a makeover, as well.

The headlights will be more streamlined, while retaining that praying mantis look. Robo mantis, anyone? The radiator shrouds are also new.

However, suspension and wheels look identical to the 2018/2019 model. The frame and subframe look somewhat different, though. The upper spar looks more streamlined and squarish, compared to the present one which is rounder.

According to the document, the exhaust collector hides two catalytic converters, one more than the present one.

The picture shows the bike undergoing road tests. The GIVI top case tacked on behind the rider contains the data logging equipment.

Interestingly, Triumph submitted two models in the CARB document, leading us to believe that only the S and RS versions will be available henceforth.

Source: Ride Apart, Motorcycle.com

Desas-desus mengenai kerjasama di antara Triumph dan Bajaj telah timbul sejak 2017 namun penggabungan itu dijangka akan direalisasikan seawal suku ketiga 2020.

Menurut Pengarah Eksekutif Bajaj, Rakesh Sharma – yang memaklumkan Money Control – kedua-dua syarikat tersebut akan menandatangani kontrak formal sekitar suku ketiga 2020.

Sharma menjelaskan segala perkara penting telah pun dimuktamadkan dan kini hanya menanti proses formal.

“Segala persefahaman di antara Bajaj Auto dan Triumph telah dicapai. Semua ini telah pun diserapkan ke dalam kontrak formal yang kini telah memasuki peringkat akhir.

“Bagaimanapun, kami telah pun berbincang mengenai proses pengeluaran dan R&D,” jelas Sharma.

Menurut Money Control, kerjasama ini akan menyaksikan kilang Bajaj di Chakan akan menghasilkan jentera KTM, Husqvarna, Bajaj dan Triumph dari 125cc ke atas.

Bajaj sebelum ini pernah menjalinkan kerjasama dengan Kawasaki namun hubungan itu terlerai apabila mereka beralih ke KTM. Tatkala kerjasama dengan Triumph telah disahkan, Bajaj bakal mampu menawarkan pelbagai pelbagai jenis jentera dengan saiz enjin berbeza.

(SUMBER: Money Control)

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