We review the updated and upgraded Triumph Street Triple 765 R and Street Triple 765 RS, which hit a sweet spot in the sporty motorcycle market. They’re comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995 for the R, the Street Triple 765 offers undeniable value for a sporting naked streetbike.

We traveled to Jerez, Spain, where we spent two days flogging the Street Triple 765 R and Street Triple 765 RS on the street and track. From their torquey midrange and soulful wailing Triple to their chassis, components, tech, and styling, there’s a lot to love about this pair of middleweight streetfighters. Watch the video below to see the Street Triple R and RS in action and get our impressions. For more details, you can also read our First Ride Review.

2024 Triumph Street Triple 765 R / RS Specs

• Base Price: $9,995 / $12,595 
• Website: TriumphMotorcycles.com 
• Warranty: 2 yrs., unltd. miles 
• Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.  
• Displacement: 765cc 
• Bore x Stroke:  78.0 x 53.4mm 
• Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim) 
• Torque: 59 lb-ft @ 5,500 rpm (factory claim) 
• Transmission: 6-speed,  
• Final Drive: Chain 
• Wheelbase: 55.1 in. 
• Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in. 
• Seat Height: 32.5 in. / 32.9 in. 
• Wet Weight: 417 lb / 414 lb 
• Fuel Capacity: 4.0 gal. 
• Fuel Consumption: 38.8 mpg (EPA) 

For 10 years, Triumph Motorcycles has partnered with the Distinguished Gentleman’s Ride, an event that unites hundreds of thousands of classic and vintage style motorcycle fans all over the world to raise funds and awareness for men’s health. To celebrate this landmark anniversary, Triumph has created 250 new Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition motorcycles.

Founded in 2012 in Sydney, Australia, the DGR was created by Mark Hawwa as a way to bring together motorcycle enthusiasts focused on a common cause for good. Today the DGR spans the world with more than 90,000 riders taking to the streets in more than 800 cities. The event has raised more than $37 million for prostate cancer research and men’s mental health. Triumph became the official motorcycle partner of the DGR in 2014, bringing a commitment to increase awareness, grow participation, and ultimately increase fundraising in support of this worthy cause.

Related: 2023 Triumph Rocket 3 R | Road Test Review

During the unveiling of the Bonneville T120 Black, Miles Perkins, Triumph’s head of brand management, called the DGR “the world’s largest road-riding charity event.”

“The numbers are important,” Perkins said, “but the impact is even greater than the money – phenomenal from the perspective of what this means to everyone involved and the joy of riding and the joy of being in the company of people united by passion for the motorcycling, for riding together, and contributing what they can to make lives better.”

One of Triumph’s most significant contributions has been in growing awareness and motivating fundraisers around the world by providing motorcycles from Triumph’s Modern Classic range as rewards for the top fundraisers.

“To me, this was a real match made in heaven,” Perkins said.

Triumph Chief Commercial Officer Paul Stroud called it “a perfect fit …. something that is much more than sponsorship.”

“Everyone involved over the last decade of the DGR, from the Triumph and DGR teams, to our dealers, the army of DGR organizers and ride hosts, and the legions of riders who passionately support this wonderful event and cause should be justifiably proud of the impact their efforts have had,” Stroud said.

In previous years, the motorcycles provided by Triumph have included a one-of-a-kind Triumph Thruxton RS DGR Edition and a custom ‘1959 Legends’ Triumph Bonneville T120 and matching Gibson Les Paul Standard guitar, awarded to the 2022 ride’s highest fundraiser as part of a collaboration between Triumph and Gibson.

Related: Triumph Announces New Colors, Names for Select 2023 Models

This year’s bike, the Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition, features a custom DGR look. The monochrome metallic Phantom Black and Crystal White two-tone paint scheme follows a distinctive ‘dress suit’ inspired design, drawing inspiration from ‘dressing dapper’ for dinner—which is also how most riders dress for the DGR itself.

Gold fuel tank stripe detailing and hand-painted gold pinstriping on the side panels are also inspired by the DGR’s dapper clothing and accessory style, such as the classic gold pocket watch or tie-pin. The custom DGR 2023 gold script logo is featured on the fuel tank and side panels, and a brown stitched bench seat with pillion strap enhances the vintage custom look.

Each bike comes with a numbered certificate of authenticity featuring the motorcycle’s VIN and DGR edition number, hand-signed by the DGR’s Mark Hawwa and Triumph CEO Nick Bloor. There will be 250 bikes built, but only 249 will be available for purchase (for $13,495 in the U.S.), since edition number #001 will be presented to the highest fundraised for the 2023 DGR.

Related: Triumph Unveils Speed Triple 1200 RR Bond Edition

But of course, the DGR Limited Edition wouldn’t exist without the Triumph T120 Black. In 2022, the classically styled Bonneville T120 received a few updates to its 1,200cc liquid-cooled parallel-Twin, which makes a claimed 79 hp at 6,550 rpm and 77.4 lb-ft of torque. It has a 6-speed transmission with a slip/assist clutch and chain final drive. Other features include two ride modes (Road and Rain) and switchable traction control and cruise control.

The 2022 Bonneville T120 also shaved 15 lb off the previous generation and features new aluminum wheels (18-by-2.75 inches on the front and 17-by-4.25 inches on the rear). Stopping power comes from Brembo front brakes with a twin disc set-up and 2-piston calipers, and ABS is standard.

At the bike’s unveiling, Mark Hawwa, founder of the DGR, said that 10 years ago, they were “trying to find our feet and learn how to grow this event and really partner up with the brand that we felt had the same synergy as us.”

“I don’t think any of us ever realized that this would become such an important relationship, one that has touched even the guys that work at Triumph,” Hawwa said. “Obviously, times change, people move on, but each of those people that have been a part of the Triumph journey and DGR journey are still with us—riding motorcycles, taking part, getting dressed up and looking the part as well. It’s been an incredible 10 years, and I still pinch myself.”

Hawwa said the DGR is more than just the ride or the bike.

“For us, it’s the fact that we’ve been able to really create meaningful relationships. We’ve been able to connect a lot of people together. We’ve been able to really teach guys that it’s okay to be vulnerable and that it’s okay to talk about their health and also to educate them along the path as well.”

The Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition is considered a 2024 model year bike. There will be 50 units available in the U.S., and dealers will start taking deposits on April 14.

For more information, visit the Distinguished Gentleman’s Ride website or the Triumph Motorcycles website.

See all of Rider‘s Triumph coverage here.

The updated and upgraded Triumph Street Triple 765 hits a sweet spot in the sporty motorcycle market. It’s comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995, it offers undeniable value for a sporting naked streetbike.  

The Street Triple has been one of our favorite sports roadsters since its 2007 inception as an offshoot of the 675cc Daytona. Surprisingly lively and always playful, it was like a more exotic and more stimulating Suzuki SV650, another longtime fave that punches above its weight.  

The Street Triple 765 arrived in 2017 with a power-to-weight ratio that would humble the original 885cc Speed Triple, the Street’s older brother and one of the godfathers of the naked sportbike genre.

The revised Street Triple was a bigger, more capable machine that came in three variants: S, R, and RS, with outputs ranging from 111 hp to 121 hp.  

Related: 2017 Triumph Street Triple RS | First Ride Review

Triumph launched its first Street Triple 765 in southern Spain, so it was fitting that we were invited back to Spain to sample the new version on Andalusian roads and the famous Jerez racetrack.  

Triumph Street Triple 765 Revamped 

Categorized in the U.S. as a 2024 model, the Street Triple gets an extensive overhaul this year. It enjoys many welcome upgrades and is available in three versions.  

Along with the R and RS we tested, Triumph is offering a special Moto2 Edition to celebrate its involvement as the engine supplier in MotoGP’s junior category since 2019. It’s basically an RS but with clip-on handlebars, carbon bodywork, and an Öhlins fork, and it’s limited to 765 units for each of its two colorways. Retailing for $15,395, as of press time it’s sold out in most global markets but is still available in America.  

Related: 2024 Triumph Street Triple 765 Range | First Look Review

Triumph reps boasted about how they took lessons learned in the Moto2 program and applied them to the streetbike. The bore and stroke of the inline-Triple remain unchanged, but most internals have been changed, including pistons, con-rods, camshafts, and valves. The piston crowns and combustion chamber are now fully machined for optimal flow and combustion, combining for a higher 13.25:1 compression ratio. The intake uses trumpets that are 20mm shorter for a stronger pull up top, and the exhaust now has just one catalyzer instead of two.  

The result, according to Triumph, is an increase in power from the midrange on up. The R version claims 118 hp that arrives at 11,500 rpm, 500 revs earlier than the previous motor’s 116 ponies. The higher-spec RS variant delivers 128 hp at 12,000 rpm, a jump of 7 hp from the previous model. Torque on all models is bumped by 4% to a creditable 59 lb-ft.  

New to the Street Triple is the addition of an IMU that enables precise traction-control modulation and cornering ABS. Also coming standard and cued to the IMU is one of the most seamless up/down quickshifters we’ve sampled, which uses a pressure-sensitive actuator rather than a basic switch.  

Styling remains similar but freshened, with a new, sharply creased fuel tank with integrated side panels and a stubby new stainless-steel muffler tucked in next to the gullwing aluminum swingarm. The distinctive dual headlights with LED eyebrows are topped with a mini wind deflector that’s more integrated than on previous models. Scrolling LED turnsignals are a nice upmarket touch.  

The chassis remains the same but tweaks to ride heights have modestly sharpened the steering geometry to aid agility. A shuffling of transmission and final-drive ratios has slightly shortened up the overall gearing for snappier engine responses. 

Related: Triumph Announces New Colors, Names for Select 2023 Models 

Is R Enough? 

The R version of the Street Triple makes a good case for saving money over its pricier RS brother. It very well could be the most appealing sub-$10,000 sporty bike on the market.  

It would be unfair to cast the R as a “budget bike,” as it includes a plethora of desirable features. An aluminum frame helps keep weight to a tidy 417 lb wet, fully adjustable Showa suspension can be dialed in to personal preferences, and a Brembo brake package with radial-mount monoblock calipers provides secure speed bleeding through braided steel lines. Tire valves directed to the sides are another pleasing accoutrement. 

Ergonomics are pleasantly familiar, placing a rider in a modestly leaned-over forward cant and now with a half-inch wider handlebar to aid agility. Long-legged riders may feel a bit cramped because of the high footpeg position that supplies a generous amount of lean angle before they begin dragging. The seat is reasonably comfortable and roomy, but short riders will whine about the 32.5-inch seat height. A lower accessory seat reduces height by 1 inch.  

GEAR UP

• Helmet: Arai Regent-X 
• Suit: Aerostich Roadcrafter  
• Gloves: Shift Torrent SS 
• Boots: Alpinestars Soho 

While the RS gets a vivid 5-inch TFT instrument panel, the R gets a more basic LCD screen augmented by a diminutive TFT panel. It’s perfectly adequate if not visually brilliant. Both can be connected to phones via Bluetooth.  

The star of the Street Triple show is its compact three-cylinder engine that emits some of the most pleasing sounds ever trumpeted by a motorcycle – a mix of inline-Four scream tempered by a hint of twin-cylinder thrum. In addition to being delightfully sonorous and pleasingly smooth, it’s blessed with a wide swell of power that can easily carry a higher gear than typically optimum yet lunges for horizons with a howling top-end climax. Torque peaks at 5,500 rpm, which is below the halfway point of its rev range.  

New throttle maps for the three ride modes (Rain, Road, and Sport) are finely tuned to deliver precise and user-friendly throttle responses. Traction and wheelie control settings are tied into each ride mode. The “Rider” mode can be tailored to personal preferences. A slip-assist clutch eases lever effort and sloppy downshifts.  

Related: 2023 Triumph Rocket 3 R | Road Test Review

Handling is another Street Triple strong point, now with minimally less rake and trail. It quickly bends into corners and provides confidence-inspiring feedback. The suspensions of the bikes on our street ride were set up to be compliant on the damp and occasionally bumpy Spanish backroads, but preload and damping (both compression and rebound) can be dialed up to suit rider weights and inclinations.  

The RS version has higher-end brake components, but there’s nothing wrong with the R’s for street usage. Brembo M4.32 calipers bite on 310mm rotors up front and provide strong power and the security of cornering ABS. The brake lever next to the Nissin axial master cylinder has a wide adjustment range to suit hands of all sizes. Application of the front brake subtly engages the rear brake to help settle the chassis during corner entries, but it’s entirely seamless and can be disabled in Rider mode settings.  

Story continues below 2024 Triumph Street Triple 765 R photo gallery

2024 Triumph Street Triple 765 RS On the Track 

The RS version of the Street Triple includes everything good about the R and dials it up to a more premium and slightly faster experience. Stylewise, you’ll notice the addition of a chin fairing, a cowl on the passenger seat, and a stitched seat. The RS also includes a deflector in front of the rear sprocket to prevent errant items or digits from entering, an item unappreciated until it’s needed. Ask me how I know.  

The RS’s cockpit is graced by TFT instrumentation that includes a lap-timer function, along with more comprehensive switch cubes. Unlike the R, the RS can be fitted with cruise control as an option. Heated grips are another option, which were gratefully fitted to the bikes on our chilly street ride. Bar-end mirrors replace the ones mounted atop the handlebar on the R. 

While engine internals are unchanged from the R, different ECU settings endow it with 10 extra ponies at its top end, to 128 hp at 12,000 rpm. A higher-end Showa fork damps bumps up front, while an Öhlins shock does duty out back. Sticky Pirelli SuperCorsas replace the R’s ContiRoad rubber.  

Riding a naked sportbike on a MotoGP racetrack seemed incongruous before I arrived at Circuito de Jerez, but that proved not to be the case. The Street Triple RS was fully capable of cutting quick laps, suffering only a lack of wind protection while traveling at speeds reaching 140 mph at the end of the back straightaway.  

The RS adds a Track setting to the R’s ride modes, which disables the linked brakes and cornering ABS for a purer riding experience. Track mode also ups the limits of traction control, wheelie control, and ABS interventions. Kudos to Triumph for enabling high limits for the electronic nannies on track. Unlike some systems that intervene too early when riding aggressively, I wasn’t tempted to disable any of the RS’s safety nets. The TC indicator lamp frequently flashed on the TFT, but intervention was so smooth that I mostly wouldn’t have otherwise noticed it.  

The bike’s handling prowess is enhanced by sharper steering geometry due to a slightly taller rear ride height, tightening the rake angle to 23.2 degrees from the R’s 23.7 with a marginal decrease in trail. The bike proves to be agile but without any hint of instability, even when the front tire is dancing just above the tarmac during acceleration events out of lower-speed corners. It’s notable that no steering damper is fitted and isn’t needed.  

GEAR UP

• Helmet: Arai Regent-X 
• Suit: Spidi Track Wind Pro  
• Gloves: Spidi CarboTrack 
• Boots: Sidi Mag-1  

Although I have no complaints about the R’s brakes for street use, I was happy to have the RS’s higher-spec units at the racetrack. The front brakes begin with a radial-style Brembo master cylinder that includes an adjustable lever ratio as well as an adjustable span feeding Brembo’s class-leading Stylema monoblock calipers. They are nothing short of stellar. Oddly, the lovely black Brembo MCS lever’s adjustment range doesn’t bring it as close to the grip as the plain-looking silver lever on the R.  

The RS proved to be far more worthy of racetrack exploration than I had imagined. Its versatile and punchy motor allowed a choice of gears in corners, so it could be tractored out smartly or revved out until it screamed. Throttle modulation is excellent, and its quickshifter is a wonderful aid on track. Cornering clearance is bountiful, so you’ll need to be a bit of a track hero to drag its pegs.

Story continues below 2024 Triumph Street Triple 765 R photo gallery

What’s Not to Like About the Triumph Street Triple 765? 

A sign of motorcycle excellence is when a reviewer must search for things to complain about, and that’s the case here. Really tall or really short riders might complain about the rider triangle layout, but it fit me well – I’d be comfortable enough to use it for light-duty touring and tolerate the wind blast or find a fashionable windscreen.  

We know it’s a superb bike when my biggest complaint is that I couldn’t clearly see the shift lights while revving the bike out at the track. Unless you’re cutting hot laps at a racetrack, this is a complete non-issue. A larger fuel tank would be nice, but a 150-mile range isn’t a deal-breaker.  

See all of Rider‘s Triumph Motorcycle coverage here.

The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes. It’s more debonair than the 3-cylinder Yamahas (MT-09, XSR900) and will blow away a KTM 790 Duke. Just as thrilling and likely a bit more agile is the 890 Duke R, but the KTM retails up at $12,949 and lacks the Triumph’s soul-stirring soundtrack.  

Which brings me back to the Street Triple R. It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K. At a $2,600 saving over the admittedly cooler RS, I’d say it’s one of the best values in motorcycling.  

2024 Triumph Street Triple 765 R / RS Specs

• Base Price: $9,995 / $12,595 
• Website: TriumphMotorcycles.com 
• Warranty: 2 yrs., unltd. miles 
• Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.  
• Displacement: 765cc 
• Bore x Stroke:  78.0 x 53.4mm 
• Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim) 
• Torque: 59 lb-ft @ 5,500 rpm (factory claim) 
• Transmission: 6-speed,  
• Final Drive: Chain 
• Wheelbase: 55.1 in. 
• Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in. 
• Seat Height: 32.5 in. / 32.9 in. 
• Wet Weight: 417 lb / 414 lb 
• Fuel Capacity: 4.0 gal. 
• Fuel Consumption: 38.8 mpg (EPA) 

Walking into a dealership as a shorter rider, or as someone who just wants a smaller ride, can feel a little limiting. You stroll by impressive and imposing machines that you might admire but don’t want to fight with as your main bike. You might find one or two models off in the back that are a comfortable fit, but you’re disappointed that there aren’t any more options to choose from. Luckily, options for smaller motorcycles are growing, and we’ve compiled those options into two Best Motorcycles for Smaller Riders list.  

In our first Best Motorcycles for Smaller Riders post, we focused on bikes with seat heights under 30 inches. That seat height limit meant almost all the models on that list were cruisers, and while we certainly enjoy cruisin’, we like a little variety too. With this second Best Motorcycles for Smaller Riders post, we’re excited to include some sportbikes, minimotos, and an ADV. And while the seat heights may be taller than on the first list, many of the models on this list weigh and cost less than the shorter-seated cruisers. 

This list consists of motorcycles with a seat height between 30.0 and 30.9 inches. When possible, we’ve included a link to our test ride review, so you can get a sense of how each bike performs in action. We’ve also included the 2022/23 model year’s U.S. base MSRP (as of publication), claimed wet weight, and seat height. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.   

The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list. 

Honda Grom 

Honda Grom 

$3,499  

30.0-inch seat  

223 lb 

Read our 2022 Honda Grom First Ride Review 

Honda Navi 

Honda Navi 

$1,807  

30.0-inch seat  

234 lb 

Read our 2022 Honda Navi First Ride Review 

Royal Enfield Meteor 350 

Royal Enfield Meteor 350 

$4,899 

30.1-inch seat  

421 lb 

Read our 2021 Royal Enfield Meteor 350 Road Test Review 

Triumph Speed Twin 900 

Triumph Speed Twin 900 

$9,895 

30.1-inch seat  

476 lb

Read our 2019 Triumph Street Twin (former name) First Ride Review

BMW G 310 R 

BMW G 310 R 

$4,995 

30.9-inch seat (optional lower seat to 30.3 inches) 

362 lb  

Read our 2018 BMW G 310 R First Ride Review 

BMW F 900 R 

BMW F 900 R 

$8,995 

32-inch seat (optional lower seat to 31.1 inches and lower suspension to 30.3 inches) 

465 lb  

Read our 2020 BMW F 900 R and F 900 XR Road Test Review 

BMW F 750 GS 

BMW F 750 GS 

$9,995 

32.1-inch seat (optional lower seat to 31.1 inches and lower suspension to 30.3 inches) 

493 lb  

Read our 2019 BMW F 850 GS and F 750 GS Road Test Review 

CFMOTO Papio

CFMOTO Papio

$2,999

30.5-inch seat

251 lb

Read our 2022 CFMOTO Lineup First Ride Review

Ducati Monster Plus 

Ducati Monster Plus 

$12,995 

32.3-inch seat (optional lower seat to 31.5 inches and lower suspension to 30.5 inches) 

366 lb dry  

Read our 2021 Ducati Monster First Ride Review

Honda Monkey 

Honda Monkey 

$4,249 

30.5-inch seat 

231 lb 

Read our 2019 Honda Monkey First Ride Review 

Benelli TNT 135

Benelli TNT 135

$2,699

30.7-inch seat height

266 lb

CFMOTO 300SS

CFMOTO 300SS

$4,499

30.7-inch seat

364 lb

Read our 2022 CFMOTO Lineup First Ride Review

CFMOTO 650NK

CFMOTO 650NK

$6,499

30.7-inch seat

454 lb

Read our 2022 CFMOTO Lineup First Ride Review

Ducati Scrambler Icon 

Ducati Scrambler Icon 

$10,995 

31.3-inch seat (optional lower seat to 30.7 inches) 

408 lb 

Read our 2023 Ducati Scrambler Range First Look Review

Ducati Scrambler Full Throttle 

Ducati Scrambler Full Throttle 

$12,195 

31.3-inch seat (optional lower seat to 30.7 inches) 

408 lb 

Read our 2023 Ducati Scrambler Range First Look Review

Ducati Scrambler Nightshift 

Ducati Scrambler Nightshift 

$12,195 

31.3-inch seat (optional lower seat to 30.7 inches) 

421 lb 

Read our 2023 Ducati Scrambler Range First Look Review

Honda CBR300R 

Honda CBR300R 

$4,899 

30.7-inch seat 

354 lb

Read our 2023 Honda Returning Models First Look Review 

Honda Super Cub C125 

Honda Super Cub C125 

$3,849 

30.7-inch seat 

238 lb 

Read our 2019 Honda Super Cub 125 ABS First Ride Review 

Indian FTR 

Indian FTR 

$13,499 

30.7-inch seat 

514 lb 

Read our 2022 Indian FTR S First Ride Review

Indian FTR Sport 

Indian FTR Sport 

$15,749 

30.7-inch seat 

522 lb 

Read our 2023 FTR Sport First Look Review 

Moto Guzzi V7 Stone 

Moto Guzzi V7 Stone 

$9,190 

30.7-inch seat 

492 lb 

Read our 2021 Moto Guzzi V7 Stone First Ride Review 

Moto Guzzi V7 Special 

Moto Guzzi V7 Special 

$9,590 

30.7-inch seat 

492 lb 

Read our 2021 Moto Guzzi V7 Special First look Review

Moto Guzzi V7 Special Edition 

Moto Guzzi V7 Special Edition 

$9,990 

30.7-inch seat 

480 lb

Read our New and Updated 2023 Moto Guzzi First Look Review 

Yamaha YZF-R3 

Yamaha YZF-R3 

$5,499 

30.7-inch seat 

375 lb 

Read our 2019 Yamaha YZF-R3 First Ride Review 

Yamaha MT-03 

Yamaha MT-03 

$4,999 

30.7-inch seat 

373 lb 

Read our 2020 Yamaha MT-03 First Ride Review 

Kawasaki Ninja 400 

Kawasaki Ninja 400 

$5,299 

30.9-inch seat 

362 lb 

Read our 2018 Kawasaki Ninja 400 ABS First Ride Review 

Kawasaki Ninja 400 KRT Edition 

Kawasaki Ninja 400 KRT Edition 

$5,499 

30.9-inch seat 

362 lb 

Read our 2023 Kawasaki Returning Models First Look Review

Kawasaki Z400 ABS 

Kawasaki Z400 ABS 

$5,399 

30.9-inch seat 

364 lb 

Read our 2019 Kawasaki Z400 ABS First Ride Review 

Moto Guzzi V9 Bobber 

Moto Guzzi V9 Bobber 

$10,490 

30.9-inch seat 

463 lb 

Read our 2017 Moto Guzzi V9 Bobber First Ride Review 

Suzuki SV650 

Suzuki SV650 

$7,399 

30.9-inch seat 

432 lb 

Watch our 2017 Suzuki SV50 Video Review 

The first thing you need to know about the Triumph Rocket 3 R is that its inline-Triple displaces 2,458cc (150ci), making it the largest motorcycle production engine by far. Nothing else even comes close. 

The Rocket 3 R’s cylinders are like a hippopotamus’ teeth: It doesn’t have many, but the ones it does have are impressive. They have a bore of 4.33 inches – wider than the cylinders in a 707-hp Dodge Hellcat – and a stroke of 3.4 inches. Each one displaces 819.3cc, exceeding the engine capacity of Triumph’s Street Triple 765 sportbike.

Related: 2024 Triumph Street Triple 765 Range | First Look Review

Claimed output at the crank is 165 hp and 163 lb-ft of torque. You can buy a sportbike tuned to make more horsepower, but no production motorcycle churns out as much grunt. Again, nothing else comes close.

The second thing you need to know is that, despite having such an enormous engine, the Rocket 3 R is not an overweight, bloated machine. With a claimed dry weight of 641 lb and an estimated curb weight approaching 700 lb, it’s as light or lighter than many cruisers and open-class sport-tourers.

Even taking its engine size and output into account, the Rocket 3 R remains a rare breed: a muscle cruiser that handles well and has sportbike-caliber components and electronics. And its design, from its mix of brushed, matte, and gloss finishes to its single-sided swingarm, exhibits incredible attention to detail and top-notch fit and finish.

My, How You’ve Grown 

In the late ’90s and early 2000s, there was a displacement war going on among cruisers, with engine sizes growing from 1,449cc on the Harley-Davidson Twin Cam 88 to 1,510cc on the Victory 92C. Then the Japanese OEMs joined the fray, starting with 1,670cc on the Yamaha Road Star, then 1,795cc on the Honda VTX1800, and finally, breaking the two-liter barrier, 2,053cc on the Kawasaki Vulcan 2000, which debuted for 2004. 

The following year, Triumph came along and topped them all with the Rocket III, which got its thrust from a massive 2,294cc inline-Triple, albeit with an extra cylinder compared to the V-Twins listed above. The Rocket III was under development in the early 2000s, and with each new displacement benchmark, Triumph’s engineers ratcheted up the engine’s capacity because the company’s primary goal was to be the biggest.

Related: 2014 Triumph Rocket III Touring | Road Test Review

The three-cylinder configuration made sense because the modern incarnation of Triumph, under the direction of John Bloor, had built its reputation and brand image around Triples in bikes like the Trophy, Sprint, and Speed Triple. But the origins of the Triple and the model name came from even further back in Triumph’s history: The 1968 Triumph Trident / BSA Rocket III (the same bike with different badging during a time when both brands were under the same umbrella) was the first three-cylinder motorcycle produced by the British manufacturer. Since the modern Rocket III’s engine would be so large, Triumph arranged its cylinders longitudinally rather than transverse to the direction of travel, as on its other Triples.

It’s been nearly a decade since we tested the Rocket III Touring, which was a conventionally styled cruiser with a single round headlight, driving lights, a buckhorn handlebar, top-loading saddlebags, a passenger backrest, and lots of chrome. At 105 hp and 150 lb-ft of torque, it also had a milder state of tune than the Rocket III Roadster, which made 146 hp and 163 lb-ft of torque at the crank. Both bikes were enormous, scaling in at 906 lb for the Touring and 806 lb for the Roadster.

For the 2020 model year, Triumph hit the reset button. It changed the platform’s name to Rocket 3, favoring the more common and contemporary Arabic numeral to its antiquated Roman counterpart. While that may seem like a quibbling distinction, it represented Triumph’s commitment to building a more modern machine. The engine not only grew from 2,294cc to 2,458cc, it was updated with a new crankcase assembly, balancer shafts, and lubrication system. The Rocket 3 was also equipped with throttle-by-wire, an IMU, ride modes, cornering-optimized ABS and traction control, cruise control, hill-hold control, and keyless ignition.

Compared to the previous platform, the Rocket 3 had gone on a crash diet, shaving off roughly 90 lb. Even though the new engine has more displacement, it is 40 lb lighter than its predecessor. More weight was saved by replacing the steel frame and swingarm with cast-aluminum units, lightening the exhaust system and wheels, and reducing fuel capacity from 6.3 gallons on the RIII Roadster and 5.9 gallons on the RIII Touring to 5 gallons on the Rocket 3.

There are two versions of the Rocket 3: the R roadster tested here, which starts at $23,895, and the GT tourer with a small windscreen, more handlebar pullback, forward foot controls, and a passenger backrest, which starts at $24,595. Triumph also produces some limited-edition versions with special paint, finishes, and details, including the Rocket 3 R 221 Special Edition (which celebrates its 221 Newton-meters of torque), the Rocket 3 R Chrome Edition, and the Rocket 3 GT Chrome Edition.

See all of Rider‘s Triumph coverage here.

Triumph Rocket 3 R: A Beauty and A Beast 

Even though the old Rocket III made boatloads of torque, its styling was bland. Its mondo engine, enormous radiator, and 240mm rear tire gave it big-boy presence, but little about the Rocket III said, “Hey, look at me!” A cruiser should not only make generous low-end torque, it should also make a statement, and the Rocket 3 R certainly does that. 

It’s a muscle bike with a muscular stance, sitting on fat tires – 150/80-17 up front, 240/50-16 out back – and covered in a wide array of metallic surfaces, as if the entire bike were carved from one big block of metal. The effect is even more pronounced with the Matte Silver Ice paint on our test bike (other color options are Sapphire Black, Phantom Black, Korosi Red, or Silver Ice/Cranberry Red). On the right side is a stunning hydroformed triple-exhaust header that ends in short, matte-black silencers with slash-cut chrome end caps – two on the right side and one on the left.

There is nothing clunky or out of place – no unsightly hoses or wires, no half-baked compromises. The “Rocket 3 R” and “2500 cc” badges are engraved; the matching fuel, radiator, and oil filler caps are brushed aluminum; and even the bar-ends have custom detailing. The coolest styling element, and the one I bragged about to everyone that asked about the bike (it’s a lookie-loo magnet), are the double-hinged, fold-away passenger pegs. 

If there’s one thing that looks a little off to me, it’s the dual round headlights. They’ve been a signature Triumph styling element since the ’90s, most notably on the Speed Triple, and they were on the Rocket III Roadster. But with the more modern look of the Rocket 3 R, just as Triumph did with the Speed Triple about a decade ago, evolving the headlights into a more aggressive shape would make the bike’s overall appearance more cohesive. 

Hitting the starter button on the Rocket 3 R elicits an authoritative growl, and blipping the throttle at idle causes the entire bike to twist to the right due to its big, longitudinal crankshaft. Perhaps to make the bike more livable, throttle response is a tad dull below 2,000 rpm, but once the big pistons spin up more, the well of grunt feels bottomless. On Jett Tuning’s dyno, the 2.5-liter beast spun the drum to a peak of 148 lb-ft of rear-wheel torque at 3,900 rpm, with more than 140 lb-ft on tap between 2,500 rpm and 5,300 rpm (redline is 6,500). There’s hardly a ripple in either the torque or horsepower curves, with the latter climbing steadily from 47 hp at 2,000 rpm to a peak of 145 at 6,100 rpm. Power is sent to the rear wheel through an enormous driveshaft.

While the 6-speed transmission with torque-assist clutch shifts cleanly without any big cruiser clunkiness, this is not a bike that requires much rowing through the gearbox. Short shift your way up to top gear, and the big mill spins only about 3,200 rpm at 75 mph. On a twisty backroad, just put it in 3rd and forget about it – there’s always enough grunt to pull you out of corner and catapult you toward the next one. And when a long straight stretch opens up, grab a handful and hang on – it’s an experience you won’t soon forget and will be eager to repeat. 

The Rocket 3 R is the physical embodiment of badassery. Until you beep the horn. Then it sounds like a Vespa. Even by motorcycle standards, the horn is wimpy. 

The Triumph Rocket 3 Can Bend It Like Beckham 

Motorcycles with ultra-wide 240mm rear tires aren’t typically known for their cornering prowess because it takes effort to get the bike over onto the side of the tire. But Triumph worked with Avon to develop the profile of the Rocket 3 R’s Cobra Chrome tires to ensure their profiles resulted in fairly neutral handling. For a big, long bike, the R3R goes around corners remarkably well, requiring less steering effort than one might expect. 

Helpful in this respect is adjustable Showa suspension with damping that’s more sporting firm than touring soft. There’s enough suspension travel to absorb the worst of big hits, but ride quality generally favors smooth roads over bumpy ones. Slowing things down is a trio of top-shelf Brembo Stylema 4-piston radial monoblock calipers – two in front pinching 320mm discs and one out back pinching a 300mm disc – with hydraulic fluid pumped through steel-braided lines. They’re serious anchors that offer outstanding stopping power with precise feel at the lever. 

Gear Up:

• Helmet: Arai Defiant-X 
• Jacket: Joe Rocket Classic ’92 
• Gloves: Joe Rocket Cafe Racer 
• Pants: Scorpion Covert Ultra Jeans 
• Boots: Fly Racing Tradesman 

Deux Ex Machina 

When the Rocket 3 R is keyed on, its color TFT display shows the Triumph logo and a message that says, “Welcome Rider.” Always puts a smile on my face. 

I parked the Triumph in the garage at LAX airport during a short trip, and when I returned, I pulled the keyless fob out of my backpack and pressed the bike’s power button. A small red light came on, which means the fob isn’t within range or isn’t working. It was 11 p.m. and raining, and I still had an hour’s ride ahead of me. I held the fob close to the bike and pressed the power button again and again, but no luck. 

As panic started to set in, I imagined the Rocket 3 R as HAL 9000 from 2001: A Space Odyssey: “I’m sorry, Greg, but I’m afraid I can’t do that.”

Turns out I’m a moron. What I didn’t know is that, to save its battery, the fob goes to sleep. And to wake it up, you must press a button on the fob. But there’s not an obvious button, just an embossed Triumph logo.

During my Uber ride home, I sent a grumpy email to Adam VanderVeen, Triumph America’s marketing director, asking for help. I’m sure he laughed to himself as he composed a diplomatic reply informing me that, in fact, the logo is the button, and when you press it, a green light comes on to let you know the fob is sending signals to the bike.

After bumming a ride back to LAX the next day, I pressed the logo-button-thingy, and the Rocket 3 R powered right up. I was relieved that the start-up message did not say, “Welcome Dum Dum.”

Like other Triumphs we’ve tested in recent years, the Rocket 3 R’s electronics package is comprehensive and easy to use, aided by a TFT display with intuitive graphics. Select from one of the three standard ride modes (Sport, Road, Rain) or customize your own (Rider – there it is again, if only they used the Rider logo!), and rest assured that the ABS and TC are lean-angle sensitive, just in case. 

Rocket Man

As the saying goes, we buy on emotion and justify with logic. The Triumph Rocket 3 R is all about heart-pumping stimulation. It’s the sort of bike you lie awake at night and think about, triangulating a plan to get one into your garage. Just as Sméagol was corrupted by the Ring, the Rocket 3 will take over your thoughts and make you do naughty things. If you want to be King of the Road, there’s nothing else like it.

2023 Triumph Rocket 3 R Specs

• Base Price: $23,895 
• Price as Tested: $24,425 (Matte Silver Ice) 
• Warranty: 3 yrs., unltd. miles 
• Website: TriumphMotorcycles.com 

Engine 

• Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl. 
• Displacement: 2,458cc 
• Bore x Stroke: 110.2 x 85.9mm 
• Compression Ratio: 10.9:1 
• Valve Insp. Interval: 20,000 miles 
• Fuel Delivery: EFI w/ throttle-by-wire 
• Lubrication System: Dry sump, 5.5 qt. cap. 
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch 
• Final Drive: Shaft  

Chassis 

• Frame: Cast aluminum main frame w/ cast aluminum single-sided swingarm 
• Wheelbase: 66 in. 
• Rake/Trail: 28 degrees/5.3 in. 
• Seat Height: 30.4 in. 
• Suspension, Front: 47mm inverted fork, adj. compression & rebound, 4.7 in. travel 
• Rear: Single shock, fully adj. w/ remote preload adjuster, 4.2 in. travel 
• Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers, ABS 
• Rear: Single 300mm disc w/ 4-piston radial monoblock caliper, ABS 
• Wheels, Front: Cast aluminum, 3.50 x 17 
• Rear: Cast aluminum, 7.50 x 16 
• Tires, Front: 150/80-R17 
• Rear: 240/50-R16 
• Dry Weight: 642 lb 
• Load Capacity: 458 lb 
• GVWR: 1,100 lb 

Performance 

• Horsepower: 145 @ 6,100 rpm (rear-wheel dyno) 
• Torque: 148 lb-ft @ 3,900 rpm (rear-wheel dyno) 
• Fuel Capacity: 5.0 gal 
• Fuel Consumption: 30 mpg 
• Estimated Range: 150 miles 

“She was tall, beautiful in her own way, and a little intimidating. I knew we’d do things I’d never done before.”

Unrequited love? Nope, not this time. “She” was a new 2007 Ducati Multistrada 1100 S and one of Bologna’s first entries into the growing adventure bike segment. I needed that Ducati. 

BMW is credited with creating the adventure – or ADV – motorcycle with the introduction of the R 80 G/S in 1980. The bike’s success pushed other OEMs into offering their versions. What appealed to me then – and continues to do so today – is the versatility of ADVs. Their motors are usually large, quick, and fast. Their long-travel suspensions nicely gobble up less-than-perfect pavement. They’re entirely unafraid of dirt roads, yet they can deal competently with a track day. They are comfortable and can seemingly carry everything.

Read all of Rider‘s Adventure & Dual-Sport Motorcycle coverage here.

By my count, I’ve owned four ADVs, each with a distinct personality. That Multistrada? A pur sang sportbike in an ugly suit. Next was a Buell Ulysses, a fun, torquey brute. Then there was a KTM 990 SM-T, a headstrong beast that did not understand the concept of slow. My current – and favorite – is a 2012 Triumph Tiger 800 XC. Bought new in 2011, it’s the motorcycle I’ve owned the longest. That’s also the year the street-oriented Tiger 800 and off-road-ready Tiger 800 XC shared Rider’s Motorcycle of the Year award.

History aside, what has brought me here is Rider’s offer of a 2023 Triumph Tiger 900 GT Low for a cross-country trip I had planned. Gee, I probably had to think about that for all of 10 seconds.

Too Short for an ADV?

As much as I favor ADVs, they have one significant drawback for us shorter riders. By design, ADVs have tall seats due to their long-travel suspension and 19- or 21-inch front wheels. This presents a problem for me since I’m 5-foot-7 with a 30-inch inseam.

My 2012 Tiger had a 33-inch seat height, barely allowing me to put one toe on the ground. I needed a more confident feel than that, so I lowered it an inch in the rear via a “dog bone” link on the shock, and I lowered the front end by 1.5 inches by moving the fork tubes higher in the triple clamp. These changes allowed for the tips of both of my big toes to touch down. Additionally, I installed risers that moved the handlebar up and back to put me in a more upright, comfortable position. 

Related: 2023 Triumph Tiger 1200 GT Pro | Road Test Review

The 2023 Tiger 900 GT Low

The “Low” version of the Tiger 900 GT puts both my feet flat on the ground. To achieve its lower seat height of 29.9 inches, suspension travel has been reduced 1.6 inches in front and 0.75 inches at the rear compared to the standard Tiger 900 GT, which has a seat height of 31.9 inches in its lowest position. Given that the GT Low is a street-oriented motorcycle, the reduction in travel and ground clearance has a negligible impact.

Additionally, the handlebar’s rise and pullback place me where I want to be. Further contributing to the comfort quotient are heated grips and a nicely padded and supportive seat that remained comfortable even after long hours on the road. The Tiger Low fits me as if I were that mythical average rider around which motorcycle ergonomics are designed.

The Tiger was fitted with Triumph’s accessory Expedition panniers: 37-liter top-loaders made from 1.5mm aluminum with polymer reinforcements. I particularly appreciated the six brackets on the lids that made it easy to strap on additional gear. 

All of this means that the bike fits my simple definition of an ADV: a motorcycle that can comfortably take me to distant places carrying lots of stuff. 

Related: 2022 Triumph Tiger Sport 660 | Video Review

A Loose Plan

I picked up the Tiger in Southern California, loaded my gear, then headed east. As I would be camping most nights, my cargo included a sleeping bag, a tent, and an air mattress. I usually like to cook my own meals, but on this trip, I opted for restaurants and just a small stove for making coffee.

My trip followed a loose plan. There were people and things I wanted to see, but my route was more influenced by whim and weather than design.

With only 210 miles showing on the odo, I treated the first several hundred miles as a break-in ride. By the time I hit Las Vegas, the initial bit of engine roughness smoothed out, and I could begin to enjoy one of the sweetest motors found in a motorcycle frame.

From Vegas, I headed north to Interstate 70 in Utah, then east to Colorado. The interstate in Utah has an 80-mph speed limit, so 90-mph traffic flow is not unusual. At one point, I was passed by a semi-truck doing 90-plus. This velocity investigation on my part showed that the top speed on this ’23 model was noticeably higher than my 2012 Tiger 800 XC while having the same claimed 94 hp, perhaps as a result of the 900 GT weighing 50 lb less and featuring a redesigned Triple.

Mid- to upper-range acceleration was excellent, but initial grunt – as from a stop – was less than I expected. Not slow, just slower. At any speed, the Tiger was perfectly stable, and the adjustable windscreen eliminated nearly all buffeting. An exception to this was in parts of Kansas where the crosswinds tried their damnedest to unseat me.

Continuing east, the Tiger ate up Kansas and Missouri on the way to the Mississippi River, where I turned north to Dubuque, Iowa. Just east of there, I met up with a group of friends in Galena, Illinois, one of my planned stops for a weekend.

Electronic Bits on the 2023 Tiger 900 GT Low  

Monitoring almost every aspect of my trip was a 7-inch TFT display. Easy to read even in direct sunshine, the dash offers almost too many options and controls. After fiddling with various screens, I chose one that kept my speed and mpg numbers forefront.

I was particularly impressed with the fuel consumption. I consistently saw 54-55 mpg at steady interstate speeds, and mileage on backroads and around town was always above 40 mpg. With a 5.3-gallon tank, that translates to 285-290 miles of range on the freeway and 210-plus otherwise.

One feature I learned to love was the Tiger’s ride modes, including Street, Off-Road, Rain, and Sport. I used Rain more than I wanted to but appreciated its softened throttle response on wet and icy roads, reducing possible tire slippage (cornering-optimized ABS and traction control also help). Sport worked the opposite, giving a noticeably sharper throttle response. 

Ambushed by the Weather

Leaving Illinois, I drifted up to Wisconsin and then headed west through Minnesota, South Dakota, and Wyoming. The weather turned from sunny to cloudy and stormy, but between the rain drops, I was able to get in some great riding in South Dakota’s Black Hills. The worst weather I hit was in Utah between Duchesne and Green River, where rain, hail, ice, and a bit of snow greeted me.

The hailstorm was the most vicious I’ve experienced, with the stones knocking my head around like a cueball. At nearly 10,000 feet elevation, the dash flashed red and displayed an ice alert. That had me questioning just what the hell I was doing! I slowed even slower than the slow I was going and finally made it to Green River only to find that a flash flood had inundated my campground. That night’s motel was a very welcome sight, but to add insult to injury, the restaurant next door had beer but no tequila, my preferred post-ride medicine.

From Green River, the weather improved, and I rode in sunshine south to Quartzite, Arizona, then west to Orange County, California, to return the Triumph. This variety of weather put the Metzeler Tourance Next tires to the test, and I rode confidently on both wet and dry roads. While I did minimal off-pavement riding on this trip, my experience shows they do a decent job on dirt and gravel surfaces.

By the trip’s end, I’d spent 23 days visiting 14 states and logged about 5,500 miles in a full menu of weather, including a couple of flash floods and those ferocious Kansas winds. Temperatures ranged from 31 degrees in Minnesota to a nasty stretch of 106 degrees in Kansas, with altitudes up to 11,312 feet over Colorado’s Monarch Pass. 

It’s the Little Things

Not everything about the 2023 Triumph Tiger 900 GT Low was to my liking. The TFT dash screen is a marvel of electronics, but it’s about 2 inches too low, requiring you to look down farther than you should, and the tankbag I used obscured part of the screen. Also, the ignition switch is buried in a hole atop the triple clamp, making it difficult to access with heavy gloves and especially inconvenient with a loaded tankbag.

Triumph persists in fitting DIN-style power outlets. Not many commonly used devices, such as a GPS, heated gear, or phones, come with a DIN plug. One of these outlets is located beneath the dash screen and on the left side just below the saddle. There’s a USB outlet under the seat, but that’s hardly handy.

Tail of the Tape

It’s no surprise that this newest Tiger 900 is more than a worthy successor to my 2012 model. The changes have been evolutionary, taking the best of the original and honing it to a world-class level. It is narrower, lighter, and more capable and has a host of features unavailable on my bike. The highest compliment I can pay the 2023 Triumph 900 GT Low is that it would be more than welcome to again take my old self to distant places carrying lots of stuff.

See all of Rider‘s Triumph coverage here.

2023 Triumph Tiger 900 GT Low Specs

• Base Price: $14,700
• Price as Tested: $16,365 (Expedition panniers w/ mounts)
• Website: TriumphMotorcycles.com
• Warranty: 2 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse in-line Triple, DOHC w/ 4 valves per cyl.
• Displacement: 888cc
• Bore x Stroke: 78.0 x 61.9mm
• Horsepower: 94 hp @ 8,750 rpm (factory claim)
• Torque: 64 lb-ft @ 7,250 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 60.8 in.
• Rake/Trail: 24.1 degrees/5.1 in. (Low version)
• Seat Height: 29.9/30.7 in. (Low version)
• Dry Weight: 425 lb
• Fuel Capacity: 5.3 gal.
• Fuel Consumption: 46.4 mpg
• Estimated Range: 246 miles

Octogenarian (he loves that word) Reg Kittrelle got a late start on his riding career but has managed to stay up on two wheels for the past 57 years. He was the founder and publisher of Thunder Press and Battle2win magazine, and he writes the Unrepentant Curmudgeon column at American Rider.

Choices for smaller, affordable motorcycles are growing, and that’s good news for riders looking for a fun bike that won’t break the bank. Whether you’re new to riding and want something easy to handle or an experienced rider looking for a lighter or shorter bike, you have more options now than ever when it comes to finding the best motorcycles for smaller riders! 

Below is Rider’s 2022-2023 list of best motorcycles for smaller riders, an update of the popular post from 2019. This new list includes motorcycles with seat heights up to 30 inches with an MSRP of $17,000 or less. 

We’ve also curated lists of the best motorcycles with seat heights between 30.0 and 30.9 inches, as well as a list of bikes with seat heights between 31.0 and 31.9 inches. We’ll include links to those lists soon. 

When possible, we’ve included a link to our test ride reviews so you can get a sense of how each bike performs in action. We’ve also included the 2022-2023 model year’s U.S. base MSRP (as of publication), seat height, and claimed wet or dry weight. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.  

The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list. 

Can-Am Ryker 

Can-Am Ryker 

$8,999 

23.6-inch seat height

594 lb dry 

Read our 2019 Can-Am Ryker First Ride Review

Indian Scout Bobber Sixty 

Indian Scout Bobber Sixty 

$10,749 

25.6-inch seat height 

548 lb 

Indian Scout Rogue Sixty 

Indian Scout Rogue Sixty 

$11,249 

25.6-inch seat height 

540 lb 

Read our 2022 Indian Scout Rogue First Ride Review 

Indian Scout Sixty 

Indian Scout Sixty 

$11,749 

25.6-inch seat height 

543 lb 

Read our 2016 Indian Scout Sixty Road Test Review 

Indian Scout Bobber 

Indian Scout Bobber 

$12,249 

25.6-inch seat height 

553 lb 

Read our 2018 Indian Scout Bobber First Ride Review 

Indian Scout 

Indian Scout 

$13,249 

25.6-inch seat height 

561 lb 

Read our 2019 Indian Scout Tour Test Review 

Indian Scout Bobber Twenty 

Indian Scout Bobber Twenty 

$13,249 

25.6-inch seat height 

563 lb 

Harley-Davidson Iron 883 

Harley-Davidson Iron 883 

(2022 is the final year for this model) 

$11,249 

25.7-inch seat height 

564 lb 

Harley-Davidson Softail Standard 

Harley-Davidson Softail Standard 

$14,399 

25.8-inch seat height 

655 lb 

Harley-Davidson Street Bob 114 

Harley-Davidson Street Bob 114 

$16,599 

25.8-inch seat height 

631 lb 

Honda Shadow Phantom 

Honda Shadow Phantom 

$7,999 

25.8-inch seat height 

549 lb 

Read our 2010 Honda Shadow Phantom 750 Road Test Review 

Honda Shadow Aero 

Honda Shadow Aero 

$7,799 

25.9-inch seat height 

560 lb 

Read our 2013 Honda Shadow Aero Review 

Indian Chief 

Indian Chief 

$14,999 

26-inch seat height 

670 lb 

Harley-Davidson Forty-Eight 

Harley-Davidson Forty-Eight 

(2022 is the final year for this model) 

$12,299 

26.2-inch seat height 

556 lb 

Kawasaki Vulcan 900 Classic

Kawasaki Vulcan 900 Classic 

$8,999 

26.8-inch seat height 

620 lb 

Read our 2013 Kawasaki Vulcan 900 Classic Review

Honda Fury 

Honda Fury 

$11,449 

26.9-inch seat height 

663 lb 

Read our 2010 Honda VT13VX Fury Road Test Review 

Kawasaki Vulcan 900 Custom 

Kawasaki Vulcan 900 Custom 

$9,499 

27-inch seat height 

611 lb 

Yamaha V Star 250 

Yamaha V Star 250 

$4,699 

27-inch seat height 

324 lb 

Read more about the V Star 250 in our 2008 Motorcycle Fuel Economy Comparison Review

Harley-Davidson Nightster 

Harley-Davidson Nightster 

$13,499 

27.1-inch seat height 

481 lb 

Read our 2022 Harley-Davidson Nightster First Ride Review 

BMW R 18 

BMW R 18 

$14,995 

27.2-inch seat height 

761 lb 

Read our 2021 BMW R 18 First Edition Road Test Review

Honda Rebel 500 

Honda Rebel 500 

$6,449 

27.2-inch seat height 

408 lb 

Read our 2020 Honda Rebel 500 ABS Road Test Review 

Honda Rebel 300

Honda Rebel 300 

$4,749 

27.2-inch seat height 

364 lb 

Triumph Bonneville Bobber 

Triumph Bonneville Bobber 

$13,495 

27.6-inch seat height (optional lower seat of 27.2 inches) 

553 lb 

Read our 2017 Triumph Bonneville Bobber First Ride Review 

Yamaha Bolt R-Spec 

Yamaha Bolt R-Spec 

$8,899 

27.2-inch seat height 

542 lb 

 Honda Rebel 1100T DCT 

Honda Rebel 1100T DCT 

$11,299 

27.5-inch seat height 

524 lb 

Read our 2023 Honda Rebel 1100T DCT First Look Review 

Honda Rebel 1100 

Honda Rebel 1100 

$9,499 

27.5-inch seat height 

487 lb 

Read our 2021 Honda Rebel 1100 First Ride Review 

Suzuki Boulevard C50 

Suzuki Boulevard C50 

$8,609 

27.6-inch seat height 

611 lb 

Suzuki Boulevard C50T 

Suzuki Boulevard C50T 

$10,059 

27.6-inch seat height 

644 lb 

Read our 2007 Suzuki Boulevard C50T Road Test Review 

Kawasaki Vulcan S 

Kawasaki Vulcan S 

$7,349 

27.8-inch seat height 

492 lb 

Read our 2015 Kawasaki Vulcan S Road Test Review 

Kawasaki Vulcan S Cafe

Kawasaki Vulcan S Cafe 

$8,099 

27.8-inch seat height 

496 lb 

Read our 2016 Kawasaki Vulcan S Cafe Road Test Review 

Triumph Bonneville Speedmaster 

Triumph Bonneville Speedmaster 

$13,495 

27.8-inch seat height 

580 lb 

Read our 2018 Triumph Bonneville Speedmaster First Ride Review

Harley-Davidson Sportster S 

Harley-Davidson Sportster S 

$16,399 

28.9-inch seat height 

502 lb 

Read our 2021 Harley-Davidson Sportster S First Ride Review 

Royal Enfield Super Meteor 650

Royal Enfield Super Meteor 650

$7,269 (estimated)

29.1-inch seat height

531.3 lb

Read our 2023 Royal Enfield Super Meteor 650 First Ride Review

Triumph Tiger 900 GT Low

Triumph Tiger 900 GT Low

$14,995

29.9-30.7-inch seat height (dual-height seat)

425 lb dry

Read our 2023 Triumph Tiger 900 GT Low Road Test Review

Triumph Motorcycles has announced the new 2024 Triumph Street Triple 765 range, featuring a significantly updated Street Triple R, a new Street Triple RS, and an exclusive limited-run Street Triple 765 Moto2 Edition, which Triumph says is “the closest you can get to a Moto2 race bike for the road.” Only 765 of the Moto2 Edition bikes will be made.

At the Oct. 18 virtual press conference unveiling the new bikes, Triumph’s head of brand management, Miles Perkins, said the Street Triple, which was originally developed from the company’s race-winning Daytona 675, has had distinctive character ever since its introduction in 2007.

“From the start, the bike played a part in redefining what a middleweight sports bike should be about,” Perkins said. “Over the years, there have been a number of significant updates from Triumph, all of which have been about making the bike better, faster, more powerful, and lighter. And I think I wouldn’t be too demonstrative to say there are not many bikes in the world of motorcycling that have gotten better, lighter, more powerful – particularly names as well-regarded as the Street Triple.”

All three models in the new 2024 Street Triple 765 range will still feature a liquid-cooled 765cc inline-Triple, which was bumped up from 675cc with the 2017 Street Triple lineup, but Triumph says engine upgrades derived directly from the Moto2 race engine program have resulted in a significant step up in performance on the range.

Related Story: 2017 Triumph Street Triple RS | First Ride Review

Triumph’s most powerful Street Triple range to date, the 2024 Street Triple R engine makes a claimed 118 hp (up from 116 hp) and 59 lb-ft of torque at 9,500 rpm (up from 57 lb-ft at 9,400 rpm). The Street Triple RS and Moto2 take it up another notch, making 128 hp.

Other lessons from the Moto2 race engine program that have been applied to the 2024 Street Triple range include a compression ratio that has been raised from 12.65:1 to 13.25:1 – an increase of 4.7%. Additionally, new pistons, con-rods and gudgeon pins are matched to new, optimized combustion chambers for an increased cylinder pressure limit and ultimately, more power, and the new valves and camshafts are said to give increased valve lift for improved intake, combustion, and exhaust efficiency. The gearbox has also been revised to include shorter gear ratios for faster acceleration.

2024 Triumph Street Triple 765 Range: ‘The Perfect Performance Naked Bike Set-up’

In the media statement announcing the new Street Triple range, Triumph said that new technology and high-specification components, combined with an updated chassis, make the range “the best handling ever and the perfect performance naked bike set-up.”

At the press conference, Triumph’s global product marketing manager, James Wood, said the specifications of the chassis and suspension have “always been about agility, precision, and having a bike that you really connect with intuitively … and give the best possible ride for each of these three models, with the R being more road focused, the RS adding even more advanced performance and track-focused capability, and the Moto2 Edition, which has the most track-focused capability ever for a Street Triple.”

The 2024 Street Triple 765 R and RS both benefit from the new generation’s more focused and commanding riding position, the result of a new handlebar that is 0.47 inch wider. The race-inspired Moto2 Edition goes one step further with clip-on handlebars that are 3.15 inches lower and 1.97 inches farther forward than the R and RS. This change, combined with the bike’s unique high-specification Öhlins fork, is said to deliver even more race bike poise and front end feel. Both the RS and the Moto2 Edition also feature revised geometry with a steeper rake and a raised back end for nimble, faster turning.

Seat height is 32.52 inches on the Street Triple R, 32.91 inches on the Street Triple RS, and 33.03 inches for the Moto2 Edition, and a new accessory low seat option with 3D net technology for enhanced comfort can be fitted to further reduce the height by 1.1 inches on all models. For the Street Triple RS and Moto2 Edition, Triumph dealers can additionally lower the seat by 0.39 inch if required through the implementation of a dedicated rear suspension linkage adaption, which when delivered in combination with the accessory low seat provides a very accessible height of 31.42 inches on the RS and 31.54 inches on the Moto2 Edition. 

Check out more of Rider‘s Triumph coverage here

Braking is linked on the new Street Triples, with the Street Triple R featuring Brembo M4.32 4-piston radial monoblock calipers at the front and a Brembo single piston sliding caliper at the rear. The Street Triple 765 RS and Moto2 Edition are fitted with Brembo Stylema 4-piston radial monobloc front calipers with twin 310mm floating discs. A matching Brembo MCS span and ratio adjustable lever reportedly gives even more control and finesse, and a Brembo single piston sliding caliper keeps things in check at the rear.  

As far as suspension, components from Showa and Öhlins are fully adjustable for preload, compression, and rebound.

The Street Triple 765 R comes fitted with a Showa 41mm inverted, separate-function Big Piston fork and a Showa piggyback reservoir rear monoshock. The Street Triple RS is equipped with a Showa 41mm inverted Big Piston fork and an Öhlins piggyback reservoir rear shock, and the Moto2 Edition reflects its track-ready capability with a 43mm inverted Öhlins front fork and an Öhlins piggyback reservoir rear shock. Front wheel travel on all models is 4.53 inches, with 5.17-in rear wheel travel on the RS and Moto2 Edition, and 5.26 inches on the Street Triple R.

The Street Triple R is shod with Continental ContiRoad tires, and the RS and Moto2 Edition get Pirelli Diablo Supercorsa SP V3 tires.

Triumph said the Street Triple’s gullwing swingarm has been developed for “excellent torsional stiffness with lateral flexibility, maximizing stability at higher speeds for enhanced rider confidence while the pivot position provides natural resistance to compressing the rear shock absorber under hard acceleration.”

The company said this translates into tight corner exits and precise, predictable chassis behavior, and results in class-defining performance when combined with the bike’s lightweight chassis and incredible power-to-weight ratio.

The Street Triple R has a wet weight of 417 lb, with the RS and Moto2 Edition coming in at 414 lb. Wood said the power-to-weight ratio has “always been key.”

“The attributes that make this such a great, precise bike for the track also make it an easy and intuitive bike to ride on the road, for any rider and any skill level.”

Read the 2015 Rider interview with Stuart Wood here.

2024 Triumph Street Triple 765 Technology 

The new Street Triple 765 range features the latest generation of optimized cornering ABS on all three new models. The system features a new ABS modulator with an integrated IMU for more refined ABS control. Tailored settings integrated into each of the riding modes alter the level of ABS intervention, while a track-focused tune is also present for riders seeking minimal ABS intervention.

Optimized cornering traction control supported by an IMU that continuously calculates the lean angle to ensure the optimum slip rate and torque control is also now standard on all three Street Triple 765 models. Four independently adjustable levels of intervention can be selected to suit riding styles and road conditions, including a track-focused tune with minimal intervention as well as the ability to turn it off altogether for experienced riders in high-grip racetrack situations.

The new Street Triple 765 R features four ride modes – Road, Rain, Sport and Rider-configurable – while the RS and Moto2 Edition have an additional Track mode designed to be as unintrusive as possible while still providing the reassurance that the electronic systems are there to help in unexpected situations.

The Road, Sport, and Track modes have new, more dynamic throttle maps that Triumph says provide an even more responsive feel. Rain mode restricts the engine power to 98.6 hp while increasing the level of ABS and traction control intervention for better feel and control in wet conditions. 

The new Street Triple 756 RS and Moto2 Edition feature 5-inch full-color TFT instrumentation with ergonomically optimized switch cubes and a five-way joystick. The MyTriumph connectivity system is pre-enabled and provides turn-by-turn navigation, phone control, and music operation via the accessory-fit Bluetooth module and free My Triumph app. A lap timer is included on the RS and Moto2 Edition for track use.

The 2024 Street Triple 765 range also features the latest generation of Triumph Shift Assist. Upshifts can be made without closing the throttle, and downshifts can be made without the use of the clutch or the need to blip the throttle to match the gear and engine speeds. A slip/assist clutch and front wheel lift control are also standard on all three models.  

2024 Triumph Street Triple 765 Styling

The 2024 Street Triple generation features new racing-derived ‘765’ sporty graphics and all new bodywork.

The new 3.96-gal. fuel tank has integrated side panels with an angular design that aligns with the sharper radiator cowls, further complemented by a new headlight finisher that also incorporates the air intake. Additionally, there’s a new color-coded belly pan for the RS, which is available as an accessory option for the R.

The rear end of the new Street Triple has a sporty, upswept design lending to a focused, nose-down attitude. The RS features a color-coded seat cowl with an interchangeable passenger seat. The new silencer shape adds to the Street Triple’s aggressive stance.  

The Moto2 Edition features lightweight carbon fiber bodywork, including the front fender, side panels, headlight finisher, and belly pan, and each of these limited-edition motorcycles has a machined top yoke with its number etched onto it.

The Street Triple 765 R will be available in two colorways: Silver Ice with Storm Grey and Yellow graphics or Crystal White with Storm Grey and Lithium Flame graphics. The Street Triple 765 RS will have three schemes: Silver Ice with Baja Orange and Storm Grey graphics, Carnival Red with Carbon Black and Aluminum Silver graphics, or Cosmic Yellow with Carbon Black and Aluminum Silver graphics.

Finally, the Moto2 Edition comes in two race-derived liveries: Triumph Racing Yellow with an Aluminum Silver rear sub-frame or Crystal White with Triumph Racing Yellow rear subframe. The official Moto2 branding will appear on the tank, wheel, tail unit, and silencer.

The 2024 Street Triple 765 R and RS are expected to arrive in U.S. dealerships in April 2023 and will be priced starting at $9,995 and $12,595, respectively. The Moto2 Edition is expected to arrive in June 2023 starting at $15,395.

For more information, visit the Triumph Motorcycles website.

The 2023 Triumph Tiger 1200 lineup, which includes five variants – three aimed at street riders and two at those who like to get dirty – represents the high-water mark of Triumph’s 30 years of experience building adventure bikes. When John Bloor, the deep-pocketed real estate developer who bought Triumph after it went bankrupt in 1983, resurrected the iconic British brand, he wanted to compete on the world stage. That meant a broad range of contemporary models, not just rehashed Bonnevilles.

Back to the Future

In the early ’90s, modern-era Triumphs that rolled out of the new factory in Hinckley, England, included Trophy sport-tourers, Daytona sportbikes, Trident roadsters, and Adventurer cruisers powered by inline three- and four-cylinder engines rather than the parallel-Twins Triumph had been known for. In 1993, Triumph introduced the Tiger 900, an adventure bike powered by an 84-hp 885cc inline-Triple designed to compete with the BMW R 100 GS, Honda Africa Twin, and Yamaha Super Ténéré.

The “Tiger” name first showed up on Triumphs in 1936 when company director and chief engineer Edward Turner renamed the 250cc, 350cc, and 500cc OHV Singles the Tiger 70, Tiger 80, and Tiger 90, respectively. Three years later, the Tiger T100 was introduced as a high-performance version of the 5T Speed Twin 500.

Other roadgoing Tigers came and went over the years, but it wasn’t until the early ’80s that the name was used on dual-sport models like the TR65T Tiger Trail and TR7T Tiger Trail.

By the turn of the millennium, the adventure segment had grown in popularity. Manufacturers were broadening their lineups of big “dualies” to make them even better at long-distance touring. In 2001, Triumph introduced the Tiger 955i, which had a 955cc Triple boasting 104 hp, a small fairing with a windscreen, a 6.25-gallon tank, and hardshell saddlebags.

Other models followed, including the Tiger 1050 sport-tourer in 2007, the middleweight Tiger 800 and Tiger 800XC in 2011 (co-winners of Rider’s Motorcycle of the Year), and the big daddy: the 571-lb 1,215cc Tiger Explorer in 2012.

Over the past decade, Triumph’s Tiger lineup has evolved and expanded, and the company now offers 11 different models: the Tiger Sport 660, the Tiger Sport 850, the Tiger 900 range (GT, GT Pro, Rally, and Rally Pro), and the Tiger 1200 range (GT, GT Pro, GT Explorer, Rally Pro, and Rally Explorer).

See all of Rider‘s Triumph coverage here.

Triumph Tiger 1200 2.0

Triumph gave its range-topping Tiger a major reboot for the 2023 model year, starting with the engine. Replacing the 1,215cc Triple on the previous-gen Tiger Explorer is the 1,160cc Triple from the 2022 Speed Triple 1200 RS. Despite losing 55cc of displacement, the Tiger gained grunt. On Jett Tuning’s dyno, the 2023 Tiger 1200 GT Pro sent 130.2 hp at 9,100 rpm and 81.8 lb-ft of torque at 7,000 rpm to the rear wheel through its shaft final drive – an increase of 12.4 hp and 7.4 lb-ft over the last Tiger Explorer we dyno’d in 2016.

Engine character is also decidedly different thanks to the Triple’s “T-Plane” crankshaft with a 1-3-2 firing order. After cylinder 1 fires, the crank turns 180 degrees, and cylinder 3 fires. It turns another 270 degrees, and cylinder 2 fires. It turns another 270 degrees, cylinder 1 fires again, and so on. The irregular firing sequence gives the engine the feel and tractable response of a Twin down low and the sporty character of a Triple from the midrange to redline.

Not only is the Tiger 1200 more powerful than its predecessor, it’s also significantly lighter. Its tubular steel main frame with forged aluminum lower sections saves 12 lb, and it’s connected to a lightweight bolt-on aluminum subframe with removeable passenger peg brackets. A new “Tri-Link” cast aluminum conventional swingarm saves another 3.3 lb over the previous single-sided unit. Overall, at 540 lb ready to ride, the Tiger 1200 is 55 lb lighter than the previous model.

Triumph hosted a global launch for the 2023 Tiger 1200 in Portugal earlier this year, and our First Ride review includes details about the five variants. Like other road-oriented GT models, the Pro model tested here has a 5.3-gallon tank, cast aluminum wheels in 19-/18-inch sizes with Metzeler Tourance tires, and 7.9 inches of suspension travel front and rear. It also has an adjustable rider’s seat (33.5/34.3 inches), handguards, a small skid plate, LED auxiliary lights, a centerstand, heated grips, a 12-volt socket in the cockpit, a USB charger under the seat, and keyless ignition, steering lock, and fuel filler lock.

As expected for a top-of-the-line adventure-touring machine, the GT Pro is equipped with throttle-by-wire, an IMU, and a full menu of electronic rider aids. It has five ride modes (Sport, Road, Rain, Off-Road, and a customizable Rider mode) that adjust throttle response, cornering ABS, cornering traction control, and suspension damping. The Showa semi-active suspension system has On-Road and Off-Road damping modes, with nine settings ranging from Sport to Comfort within each mode, as well as automatic rear preload adjustment. The GT Pro also has cornering lights, a quickshifter, cruise control, hill-hold brake control, and a 7-inch color TFT display with Bluetooth connectivity that includes multimedia, navigation, and GoPro control.

A Tiger – in Africa?

No, no, we didn’t test the Tiger 1200 GT Pro in Africa. We wish. That’s just one of my favorite lines from Monty Python’s Meaning of Life, a British comedy from 1983, which happens to be the same year the old “Meridien” Triumph went belly up. But I digress. Let’s start again…

A Tiger in California

There’s something about testing a motorcycle on familiar soil, on roads we’ve ridden so many times that we know exactly where a particularly nasty pavement crack is around a blind corner or where to expect rockfall from dynamited road cuts towering above the pavement. It’s not quite the same as turning dozens of laps on a track, but you know where you can get on the gas, where to proceed with caution, and where certain bikes seem to unlock a hidden “hero” mode.

One of those roads is East Camino Cielo (“Road of the Sky” in Spanish), which follows a high ridgeline in the Santa Ynez Mountains above Santa Barbara, California. Running roughly parallel to the Pacific Coast, on a clear day it provides incomparable views of the ocean and the Channel Islands on one side and the Santa Ynez Valley and San Rafael Mountains on the other. After climbing the steep, twisting grade of Gibraltar Road, East Camino Cielo unfurls an obstacle course of undulating gradients, convoluted corners, and pavement of varying quality with plenty of dirt and debris to keep riders on their toes. In other words, an ideal road for an adventure bike.

Having tested several variations of the Tiger Explorer in the past, some of which weighed more than 600 lb, the Tiger 1200’s newfound lightness is immediately apparent. It looks svelte when perched on its centerstand, and it feels slender between the knees, especially when standing up on the footpegs. The Tiger 1200 employs a new twin-radiator design that allows the engine to be mounted farther forward for better weight distribution while also reducing the amount of engine heat felt by the rider. Just ahead of the rider’s knees are vents with plastic shrouds that pull heat out and away from the cockpit.

The Tiger’s seat is narrow in front to make it easier to get feet on the ground and wide at the back to provide a broad base of support. Except for full-dress touring bikes, the Tiger’s seat is one of the most comfortable stock seats we’ve tested in a long time. Being long of arm and leg, the seating position is nearly ideal for me – not too much bend in my achy knees and a just-right reach to the wide handlebar that allows me to sit up straight.

Like most adventure bikes, wind protection is sufficient but leaves the rider’s lower legs and upper body partially exposed. Handguards keep wind off the mitts, and the adjustable windscreen does a decent job of deflecting wind blast around the rider. For maximum visibility and airflow into the cockpit, I preferred the lowest position and wasn’t bothered by buffeting, even with an ADV helmet with a peak visor. A light pull on the bar above the TFT display ratchets the windscreen up in small increments over a 2.4-inch range.

The Tiger 1200 exhibited poise and balance on East Camino Cielo, responding quickly to steering inputs and maintaining confident contact with the road. The Skyhook algorithm for the semi-active suspension minimizes unwanted chassis pitch under hard braking or acceleration, and the various damping modes delivered a softer or firmer ride as desired. When taking sharp corners at speed, however, the pegs dragged earlier than expected, especially for such a tall bike. Rear preload is adjusted automatically based on the weight of the rider and, if applicable, that of a passenger and luggage. I would have liked to crank up the rear preload a bit to increase cornering clearance, but there is no provision for doing so.

Attacking technical backroads and rowing through the gearbox is made easier with Triumph’s Shift Assist up/down quickshifter. And scrubbing off speed is handled by strong and precise brakes that are top of the line – a pair of Brembo Stylema monoblock radial front calipers pinching 320mm discs, a Magura HC-1 radial front master cylinder (a second one is used on the hydraulic slip/assist clutch), a Brembo rear caliper, and cornering ABS.

Equally impressive is the rumbling character and right-now response from the T-Plane Triple. As the dyno chart on the previous page shows, power builds linearly with no dips or hiccups, and more than 60 lb-ft of torque is available from 2,600 rpm to redline. The tuned exhaust emits a delightful growl, but as we noted in our First Ride review, engine vibration creeps in above 6,000 rpm and can be felt through the pegs and grips. At 70 mph in 6th gear, the engine spins smoothly at 4,000 rpm, which makes for relaxed highway riding. The only glitch is some driveline lash in the lower gears that makes it difficult to smoothly transition on and off the throttle.

The Tiger’s 7-inch TFT display has bright, vivid graphics. The mode button and small joystick on the left switchgear, along with the home button on the right switchgear, make it easy – with a little practice – to navigate modes, menus, and settings. There are a few idiosyncrasies, however. When the tripmeter is displayed, it is shown in a large, easy-to-read font, but it also shows average speed and trip duration – two pieces of info that I don’t find important.

And in the tripmeter mode, the digital tach/speedo is cocked to the side, which irks my desire for symmetry. The joystick must be toggled and pushed three times to bring up the fuel status display, and in that mode, the tach/speedo is displayed normally. Where’s the odometer? It’s buried in the service menu. While I certainly appreciate the desire to create a clean, uncluttered display, offering some customization options would satisfy riders with different preferences.

GEAR UP:

• Helmet: Sedici Viaggio Mappa
• Jacket: Sedici Garda Waterproof
• Glove: Aerostich Elkskin Roper
• Pants: Sedici Garda Waterproof
• Boots: TCX Infinity 3

Modern Times

Years ago, the sportbike segment was the competitive equivalent of Fight Club. Model updates rolled out every two to three years, and because they duked it out on racetracks, differences in power, weight, and handling were parsed to the most minute degree. Nowadays, the adventure bike segment is the main event. The market is crowded, and bikes are specialized to fill specific niches. The Tiger 1200 alone is available in five different configurations to meet different price points and needs. But the sophistication of today’s open-class adventure bikes means that even the base GT model rings in at $19,100.

Next up the ladder at $21,400, the GT Pro we tested has most of the features that road-biased adventure riders want. For those who want to go all-in, the GT Explorer ($23,100) adds blind-spot radar, tire-pressure monitoring, engine-protection bars, and heated rider and passenger seats. Triumph also makes more than 50 dedicated accessories for the Tiger 1200 range, including luggage, lower seats, and much more.

The lighter, more powerful, and more advanced 2023 Tiger 1200 lineup shows how committed Triumph is to refining its motorcycles and making them as exciting, capable, and well-appointed as they can be.

2023 Triumph Tiger 1200 GT Pro Specs

• Base Price: $21,400 (Snowdonia White)
• Price as Tested: $21,600 (Lucerne Blue)
• Warranty: 3 yrs., unltd. miles
• Website: TriumphMotorcycles.com

ENGINE

• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 1,160cc 
• Bore x Stroke: 90.0 x 60.8mm
• Compression Ratio: 13.2:1
• Valve Insp. Interval: 20,000 miles 
• Fuel Delivery: Multipoint sequential EFI w/ throttle-by-wire
• Lubrication System: Wet sump, 3.5 qt. cap.
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch w/ quickshifter
• Final Drive: Shaft

CHASSIS

• Frame: Tubular steel mainframe w/ forged aluminum lower sections, bolt-on cast aluminum subframe, & Tri-Link cast aluminum swingarm
• Wheelbase: 61.4 in.
• Rake/Trail: 24.1 degrees/4.7 in.
• Seat Height: 33.5/34.3 in.
• Suspension, Front: 49mm inverted fork, electronic adj. w/ 7.9 in. travel
• Rear: Single shock, electronic adj. w/ automatic preload adj. & 7.9 in. travel
• Brakes, Front: Dual 320mm floating discs w/ 4-piston monoblock radial calipers & ABS
• Rear: Single 282mm disc w/ 1-piston caliper & ABS
• Wheels, Front: Cast aluminum, 3.00 x 19 in.
• Rear: Cast aluminum, 4.25 x 18 in.
• Tires, Front: Tubeless, 120/70-R19
• Rear: Tubeless, 150/70-R18
• Wet Weight: 540 lb
• Load Capacity: 489 lb
• GVWR: 1,029 lb

PERFORMANCE

• Horsepower: 130.2 @ 9,100 rpm (rear-wheel dyno)
• Torque: 81.8 lb-ft @ 7,000 rpm (rear-wheel dyno)
• Fuel Capacity: 5.3 gals. 
• Fuel Consumption: 38 mpg
• Estimated Range: 203 miles

For more information, visit the Triumph Motorcycles website.

Last year, Triumph launched the exclusive Bonneville Gold Line collection: eight limited-edition models available for one year only and showcasing the hand-painted gold lining skills of Triumph’s paint shop. Following the success of the Gold Line editions, Triumph announced it is launching a Chrome Line collection, featuring 10 limited-edition models that will also be available for one year only. Triumph says the Chrome Line brings a “unique, bold, and beautiful new take” on the latest generation of Triumph’s modern classic Bonneville lineup and the Rocket 3.

Related Story: Triumph Announces New Colors, Names for Select 2023 Models

The Chrome Line collection is inspired by the classic custom look that has been a significant part of Triumph’s iconic history, from the original chromed tank of the 1937 Speed Twin to the 1960s Tritons and up to the birth of the custom classic generation.

Whereas the Gold Line collection was recognizing the skills of the paint shop, Triumph says the Chrome Collection celebrates the company’s state-of-the-art chrome-detailing facility and the “expert teams of specialist design and manufacturing engineers who have perfected the process over many years, across hundreds of accessories, beautiful badges, and detailing.”

Each of the ten new limited editions feature a unique Chrome Edition scheme, chosen specifically to reflect each model’s rich heritage and accompanied by new Chrome Edition accessory kits. Available to order now, these exclusive limited editions will be coming into dealerships worldwide in early 2023.

2023 Triumph Rocket 3 R Chrome Edition

The new Rocket 3 R Chrome Edition features a full chrome fuel tank with a Jet Black accent complemented by Jet Black fenders, headlight bowls, fly screen, radiator cowls, side panels, and rear bodywork. The Matte Aluminum upper radiator cowl and fork guards contrast the black engine and bodywork.

A dedicated Rocket 3 R Chrome Edition Accessory Kit features a specially selected set of custom accessories including bar-end mirrors. Pricing starts at $24,300.

2023 Triumph Rocket 3 GT Chrome Edition

The Rocket 3 GT Chrome Edition shares the same full chrome tank with a distinctive Diablo Red as the stock Rocket 3 R.

Jet Black headlight bowls, fly screen, fenders, radiator cowls, side panels, and rear bodywork complement the lustrous red and chrome, while Matte Aluminum Silver fork guards and upper radiator cowls highlight the lines and tie-in with the matching exhausts and intakes. Pricing starts at $25,000.

2023 Triumph Bonneville T120 Chrome Edition

The Bonneville T120 features a chromed fuel tank with the iconic Meriden Blue painted surround offset by the contrasting Jet Black fenders, headlight bowl, and side panels. A matching Meriden Blue fly screen is also available as an accessory to complete the look. Pricing starts at $13,195.

2023 Triumph Bonneville Bobber Chrome Edition

In contrast to its blacked-out style, the new Bonneville Bobber Chrome Edition features a chrome fuel tank finished with a Jet Black overlay and detailed Triumph triangle badges. This monochrome makeover is complemented by Jet Black fenders and side panels featuring the distinctive Bobber logo. A matching Jet Black short front fender is available as an accessory option. Pricing starts at $14,295.

2023 Triumph Scrambler 1200 XE Chrome Edition

The Scrambler 1200 XE Chrome Edition offers a full chrome fuel tank featuring a Brooklands Green painted stripe that incorporates the Triumph triangle tank badges. Brushed aluminum fenders and silencer heat shields complement the tank, and the headlight bowl and side panels are finished in deep Jet Black. A hand-picked set of accessories form the Scrambler 1200 XE Chrome Edition Accessory Kit, all of which are available to view on the Triumph configurator. Pricing starts at $16,645.

2023 Triumph Bonneville Speedmaster Chrome Edition

Triumph called the new Bonneville Speedmaster Chrome Edition “beautifully bold.” The limited-edition chrome tank has a Diablo Red surround. Jet Black fenders, side panels and headlight bowl frame the bike and offer a rich contrast to the chrome. A short front mudguard, in matching Jet Black, is also available as an accessory for added custom style, as well as a dedicated Bonneville Speedmaster Chrome Edition Accessory Kit featuring a hand-selected set of chrome accessories. Pricing starts at $14,295.

2023 Triumph Thruxton RS Chrome Edition

The Thruxton RS Chrome Edition features a full chrome tank in the timeless signature shape, finished and highlighted with a Jet Black painted seam.

In addition to the Chrome Edition’s two-tone style, Jet Black fenders, side panels, seat cowl, and headlight bowl contrast the bright chrome while Matte Silver Ice fork protectors add shape and form to the bike’s front end. A matching Jet Black accessory cockpit fairing is available in the dedicated Thruxton RS Chrome Edition Accessory Kit. Pricing starts at $17,445.

2023 Triumph Bonneville T100 Chrome Edition

The Bonneville T100 Chrome Edition features a contemporary Cobalt Blue fuel tank with unique Chrome Edition metal stripe detailing. The fenders, side panels, and headlamp bowl are all finished in Jet Black, and a matching Cobalt Blue fly screen is available as an accessory option. Pricing starts at $11,295.

2023 Triumph Speed Twin 900 Chrome Edition

For 2023, two Triumph models were rebranded – including the Street Twin – in a move that Triumph stated was to “better represent the family connections across Triumph’s iconic Bonneville lineup and their specific engine capacities.” Now known as the Speed Twin, the new 2023 Speed Twin 900 Chrome Edition is set apart by its Red Hopper scheme across the tank with Jet Black stripe and Chrome Edition metal knee pad infills, matching its new Triumph triangle tank badges with metal detailing.

The Speed Twin 900 Chrome Edition also features Jet Black side panels with new red and silver graphics and Jet Black fenders. A matching Red Hopper accessory fly screen is available to complete the custom classic look, which also features in the dedicated Speed Twin 900 Chrome Edition Accessory Kit. Pricing starts at $10,195.

2023 Triumph Scrambler 900 Chrome Edition

Formerly the “Street Scrambler,” the Scrambler 900 is another Triumph motorcycle that got a new moniker for 2023. The Scrambler 900 Chrome Edition offers a Brooklands Green fuel tank with a classic Jet Black tank stripe and Chrome Edition metal knee pad infills. Triumph triangle badges with metal detailing provide the tank’s finishing touch, while the fenders, side panels, and frame cowl are finished in Jet Black. A Jet Black high fender and a Brooklands Green fly screen are both available as matching accessories, as well as a dedicated Scrambler 900 Chrome Edition Accessory Kit. Pricing starts at $11,795.

For more information, visit the Triumph Motorcycles website.