MoreBikes - June 2020

THE WORLD’S

BIGGEST BIKING MONTHLY!

On Two Wheels

LAUNCH

TRIUMPH TIGER 900 RIDDEN: GT PRO + RALLY PRO

IT’S OFFICIAL! BMW’s R18 is coming. YOU can order one NOW.

TRAINING and TESTING SWM RS300R: during the FIRST lockdown DVSA guidelines to keep key workers on the road.

RIDE

TVS buys Norton Motorcycles A £16 million deal has been done.

This is what YOU need to know.

NEWS 3

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Bike Shed launches volunteer rider group. And YOU can get involved Bike Shed is mobilising its community to provide free courier-style services to aid the fight against coronavirus.

Following the Bike Shed Motorcycle Club closing the doors at its Shoreditch HQ as a result of the lockdown, it’s announced the launch of the Bike Shed Community Volunteer Riders to offer delivery and community services to people in need during the coronavirus outbreak. And you can help.

Volunteers are collecting PPE parts for assembly, delivering, food, medicine and assembled PPE gear to front-line healthcare workers – and will soon be distributing NHS lung-capacity testing kits.

To manage its volunteers the Bike Shed has joined forces with Gophr, who has re-purposed its commercial courier app – while Team Rubicon UK is working with the Government and the British Red Cross to coordinate the

DVSA confirms motorcycle training and testing is STILL happening. Sort of. tasks. Indian Motorcycles has also offered to cover the cost of services Bike Shed couldn’t get for free; throwing in a couple of bikes with full luggage for anyone who could make good use of them.

Of course, there’s a bit of a process to go through to get involved and join the Bike Shed Community Volunteer Riders, so if you’re interested in offering a hand, the best thing to do is visit www.thebikeshed.cc

Norton SOLD to TVS Motor in £16 million deal

Indian manufacturing giant TVS Motor has bought the Norton Motorcycles brand in a £16 million deal.

Following Norton going into administration in January, there have been rumours of interest from major players around the world – but now, TVS has announced its purchase of the historic British brand.

MoreBikes, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Acting Editor Ross Mowbray

In a statement, TVS’s joint managing director Sudarshan Venu said: “This is a momentous time for us.

“Norton is an iconic British brand celebrated across the world, and presents us with an immense opportunity to scale globally. We will extend our full support for Norton to regain its full glory in the international motorcycle y landscape.”

He also added that TV VS would “work cllosely” with Norton’s exxisting employees aand customers, while w working to expand into n new markets.

Administrators of N Norton Motorcyles, BDO, rreleased a statement aabout the news. It cconfirms that TVS will b be running Norton out o of Donington Hall, with its existing staff, for the next six months.

Editorial design Fran Lovely Publishing Director Dan Savage Publisher Tim Hartley Email editorial@morebikes.co.uk Production Editor Mike Cowton

Here’s what YOU need to know.

The DVSA’s Chief Executive has penned an open letter to motorcycle schools to help clear up some confusion around training and testing during the lockdown.

They key message is that if you need to pass your test to allow you to carry out essential work, it’s still possible.

DVSA Chief Executive Gareth Llewellyn said: “As you know, we have suspended motorcycle tests to help prevent the spread of the coronavirus.

We are continuing to provide emergency tests for those whose work is critical to the coronavirus response.”

He added: “We will continue to prioritise these and match them against 50 volunteer motorcycle examiners across Great Britain.

Not all driving examiners are able to provide this service because those particularly vulnerable from

coronavirus need to stay at home.

However, those staying at home are helping to process requests for emergency tests.”

In the letter, Llwellyn also explains that training is taking place for key workers who need it, to allow them to pass the motorcycle test and carry out essential work.

He said: “I’m incredibly aware that some workers including our NHS staff and those on the frontline will have an urgent need to finish their motorcycle training. I’m very grateful to those of you who are able to continue providing training – including compulsory basic training (CBT) – for those people who need it.”

As the training and testing is only for key workers, the advice is that pupils bring appropriate ID to demonstrate their need. That’d be an ID badge, payslip or letter from their employer.

TVS appoints interim CEO at Norton Motorcycles And he’s a former BOSS at Harley-Davidson and Land Rover.

Following TVS snapping up the Norton brand in a £16 million deal, the Indian automotive giant has announced that its new interim CEO is John Russell, formerly of Harley-Davidson and Land Rover.

Russell has previously served as both Vice President and Managing Director for HarleyDavidson Europe, and before that he was Managing Director

Group advertising manager Sue Keily Advertising Mirela Vulaj 01507 529409 Advertising deadline for July issue June 4, 2020 Distribution 01507 529529 Marketing manager Charlotte Park Commercial director Nigel Hole Customer services number 01507 529529

of Land Rover’s commercial division. The appointment is a positive first step from TVS, as it looks to regain the motorcycling public’s trust after the iconic British marque’s bankruptcy at the hands of ex-boss Stuart Garner.

Of course, Russell is ‘just’ the interim CEO for now, which might suggest he’s not going to be in it for the long haul, but

Telephone lines are open Monday-Friday 8.30am-5pm Call 01507 529529 or visit classicmagazines.co.uk/MB10 or email subscriptions@mortons.co.uk MoreBikes is published monthly on the third Friday of the month by Mortons Media Group Ltd and printed by Mortons Print.

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with TVS announcing that they’re planning to keep production in the UK, utilising the existing design and assembly teams, he’s clearly a good man to have on the ground.

MB recommends bikesafe.co.uk

Independently proven pick up: 67,717 copies

4 NEWS

A nod from the Editor* "I don't give a damn 'bout my reputation..."

BSB: No racing until May 31. At least.

Ross Mowbray

Sticking to the rules...

B

ikers get a bit of a bad rap.

Sometimes it’s justified – sometimes it’s not.

Nevertheless, if there is one thing the ongoing coronavirus crisis has proved, it’s that motorcycles and scooters can be a tool for good.

Up and down the country, twowheelers are being used to deliver essential medical equipment, supply vulnerable people with food, and they’re also helping key workers to self-isolate while commuting.

It’s also great to see that the vast majority of riders are abiding by the Government’s lockdown restrictions and are avoiding all but essential travel. But over the last couple of weeks, I’ve started to notice a bit of an increase in the amount of bikes I’m seeing on the road. I know it’s tempting; the sun’s out and the roads are near on empty, but that’s not a reason to break the rules and go for a backroad blast on your race replica.

The wider public already think we’re rule-breaking, anti-social hooligans.

Don’t reinforce that view.

For the good of motorcycling, let’s try our best to be sensible for just a little bit longer. After all, if we follow the rules and avoid negative attention, we should all be back out on our bikes in no time. Oh man. I’m excited just thinking about it. *Acting Editor

Dorna has announced that there will be no racing at Sachsenring, Assen and KymiRing in 2020, as a result of the coronavirus outbreak.

The Grand Prix Deutschland was set to take place at the Sachsenring across June 19-21; the TT Assen at the TT Circuit Assen was scheduled for June 26-28; and the Grand Prix of Finland at the new KymiRing circuit was set to make its MotoGP debut from July 10-12. But as a result of the ongoing coronavirus crisis, Dorna Sports has taken the tough decision to cancel the three races for the 2020 MotoGP race season.

In a statement, Carmelo Ezpeleta, CEO of Dorna Sports said: ‘It is with great sadness that we announce the cancellation of these three important Grands Prix on the MotoGP calendar. The German GP is raced on a truly unique track with an incredible history, and

the KymiRing is an exciting new venue set to welcome Grand Prix motorcycle racing back to Finland for the first time since 1982. And the iconic TT Circuit Assen had the unique honour of being the only venue to have held a round of the motorcycle racing Grand Prix World Championship every year, uninterrupted, since the Championship began in 1949.

‘On behalf of Dorna I would like to thank all the fans for their understanding and patience as we wait for the situation to improve. We very much look forward to returning to the Sachsenring and the TT Circuit Assen in 2021, and eagerly await the Grand Prix debut of the new KymiRing next season.’

That means the next race on the MotoGP schedule is the Czech GP at the Brno circuit, which is currently set to kick off on August 9.

SPY SHOT of Aprilia’s new mini-adventurer

MotoGP: Valentino Rossi wants to RACE in 2021 Nine-time World Champion Valentino Rossi has hinted that he wants to continue racing next year.

In an interview with commentator Matt Birt, Rossi spoke about his plan to use the start of this season to gauge whether or not he’d be up for racing in 2021, but as a result of the coronavirus outbreak putting a halt to MotoGP action, he’s not had the chance. That means he’s probably going to have to make the decision without getting any racing under his belt this year.

He said: “I am in a difficult situation because, like I said, my first option is to try to continue. I have enough motivation and I want to continue. It’s very important to understand the level of competition because especially in the second part of last year we suffered very

much and too many times I was too slow and I had to fight outside of the top five. In my mind, I had another year with the factory team and I needed time to decide and for me, I need like five or six races, with the new chief mechanic, and some modifications in the team to understand if I can be strong.

“The problem is that there’s no racing. So with the virus, we cannot race. So I will have to decide before racing because in the most optimistic situation we can race in the second half of the season, so August or September we hope. But I have to make my decision before.

But anyway I want to continue, but I’ve had to make this decision without any races.

“It’s not the best way to stop because the situation is that maybe

A leaked image captured in China confirms that Aprilia is getting ready to launch its new Terra 250.

There are also rumours that alongside the standard Terra 250, Aprilia’s also working on a more hardcore ‘adventure’ version with even more serious suspension and a 21-inch front wheel.

The big question is whether or not we’re going to see this bike in Europe, as the Terra 150 was released exclusively in Asia. we don’t race in 2020. So it’s fairer for me to do another championship and stop at the end of the next, so I hope to continue in 2021.”

Interestingly, there’s isn’t a factory Yamaha ride waiting for The Doctor in 2021 – with Fabio Quartararo already confirmed as Maverick Viñales. That means there’s a good chance we’ll see Rossi on the satellite Petronas Yamaha.

Brixton Motorcycles 1200 concept WILL go into production PATENT: Honda’s TELESCOPIC side stand

Honda’s thinking outside the box again, filing patents for a new telescopic side stand system, which is made up of three sections that fit into each other.

Designs filed with the Japanese patent application office show Honda’s new telescopic system, which consists of three individual sections which fit into one another.

It’s operated using the peg on the side of the stand, which is then pushed down with your foot and rotated to lock it into place. To retract the stand, it’s a case of twisting it back to its original position. Pretty clever, don’t you think?

Bonneville lookalike coming for 2021?

It’s been confirmed that Brixton Motorcycles is gearing up to mass-produce its 1200cc Triumph Bonneville lookalike that was shown at last year’s EICMA show.

It’s a big move from the Austrian brand, which has focused its attentions on a steady supply of smaller capacity machines up to this point. But now, it’s been confirmed that there’s a retrostyled 1200cc bike in the works.

The brainchild of the Brixton Design Center in Krups, Austria, it’s fairly likely the bike will actually be produced in China. But that is not unusual. Brixton is owned by the Austrian KSR Group, which has built a solid reputation importing bikes from Asia over the last few years. It’s also the company behind the resurgent Lambretta brand.

Information about the big Brixton is still

British Superbikes organisers MSVR has released a statement confirming its current plans for racing in 2020, following the start of the season being postponed as a result of the coronavirus outbreak.

Following on from the Government’s latest announcement, the MCRCB and the ACU have currently suspended all motorcycle circuit racing events until May 31. At least. As a result, MSVR has confirmed that in addition to the postponement of the opening round of the season at Silverstone, both the Oulton Park and Donington Park rounds have now also been postponed.

a little sparse at this stage, with no official confirmation about when we’ll see the bike for sale. But looking at the timelines of Brixton concepts in the past, it’s not too much of a stretch to expect the bike to be ready to go for 2021.

VIDEO: You too can ride like a Second World War despatch rider

A film has been unearthed which explains everything Second World War despatch riders needed to know about the Norton 16H – from how to ride to maintenance in the field.

Created to take riders from complete novice to experienced rider, there are detailed sections on safe riding, cornering and signalling, as well as some useful information on how to ride off-road.

It also gets into the nitty gritty of how a motorcycle works, and there’s a whole section on maintenance, too.

It offers a fascinating insight on how the British Army prepared its despatch riders for the war.

If you’ve got an hour-and-a-half spare, visit MoreBikes.co.uk and give it a watch.

NEWS 5

BMW R18. The Bigg Boxer is HERE We knew the BMW R18 big boxer was coming, but we didn’t know it was going to look this good.

BMW has been teasing us with concepts, custom house specials, and even the new engine itself, but the Bavarians have finally pulled the covers off the new R18 – the 1800cc big twin created to secure BMW a place in the cruiser market.

Visually, the new bike borrows from BMW’s past, and the R5 model in particular. As such, this looks like a back-to-basics, no-nonsense, purist bike with that humongous boxer twin impossible to miss.

The centrepiece of the BMW R18 is a newly developed 2-cylinder boxer engine – the ‘Big Boxer’. It’s a clear nod to the traditional air-cooled boxer engines that have become synonymous with the marque since BMW Motorrad began production in 1923.

This is the most powerful 2-cylinder boxer engine ever used in motorcycle series production, and has a displacement of 1802cc. The claimed peak power figure is not sky-high at 67kW (91hp) at 4750rpm, but from 2000 to 4000rpm, over 150Nm of torque is available at all times. To put that into perspective, the current R1250 GS with a 1254cc boxer engine boasts figures of 100kW/143Nm. The new double-loop steel tube frame and the swingarm are both retro-styled to longstanding BMW tradition. The frame has both cast and forged parts welded together, and the swingarm surrounds the rear axle transmission by means of bolted connections. Suspension duties are

looked after by 49mm telescopic forks and a directly-mounted central suspension strut with traveldependent damping and adjustable spring preload. The suspension travel is 120mm at the front and 90mm at the rear.

The braking system consists of a twin disc brake at the front and a single disc brake at the rear, in conjunction with four-piston fixed callipers. The wheels are wire-spoked (19in front, 16in rear).

There are three standard riding modes: ‘Rain’, ‘Roll’ and ‘Rock’.

ASC (Automatic Stability Control, disengageable) and engine drag torque control (MSR) are also standard equipment. Optional extras include a reverse assist and Hill Start Control.

Prices start from £18,995 and you can place a deposit through the BMW website now.

FIRST LOOK

Honda files PATENT for rear spoiler

Design drawings have emerged which confirm Honda’s working on a new rear unit for its sportbikes.

The patents show the single seat and tail unit, and most importantly, its massive rear spoiler. It incorporates a central channel which air can flow through directly, which should help encourage more linear air flow behind the rider. Only time will tell if the design makes it on to a production machine from Honda.

There will be an exclusive R18 First Edition right from launch, with pinstriped paintwork, chrome surfaces, a seat badge and a ‘First Edition’ chrome clasp on the side covers. But the R18 has been designed for easy customisation with features such as an easily removable rear frame and painted part set, attachment points for the hydraulic lines, and the cylinder head covers and the engine housing cover, which are located outside the oil chamber, making them very easy to change.

For the accessories and customising programme of the R18, BMW Motorrad is collaborating with Roland Sands Design, Mustang Seat and Vance & Hines, among others.

Arai’s Honda Fireblade-inspired helmet

Are you a Fireblade rider? After a new lid to keep you safe out on the road or track? Arai’s just released a new version of its top-of-the-line RX-7V for you. It’ll set you back £789.99, so it’s not cheap, but it’s a serious bit of kit that’ll help protect your noggin should the worst happen and you end up trading blows with the Tarmac.

6 WHITE DALTON Th he MB legal co olumn is co ompiled by m managing pa artner Andrew ‘Chef’ P Prendergast and his bike-riding barristers and ssolicitors at W White Dalton M Motorcycle S Solicitors.

The firm deals w with personal injury claims and its sister a company, Motor Defenc Defence Solicitors, company deals with all the motoring offences.

White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question, there probably isn’t one. Don’t rely on the advice from your insuranceappointed solicitor, get proper independent advice.

For road traffic offences, call the Motor Defence solicitors on 0800 280 0912.

For non-offence cases, call White Dalton motorcycle solicitors on 0800 783 6191.

Need advice

If you need advice on a biking-related legal question or query, email mail@whitedalton.co.uk. The best Q&A will be published in MB, in confidence, of course.

Q&A

Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles

Q

When my kids arrived into the world, I had to give up biking for a while because we needed the cash (plus my leathers did not fit for a while post pregnancy – haha!). Anyway, after a break from biking of about five years and a new job, I FINALLY had enough cash to get back in the saddle, so I went to do a test ride on a second-hand Fireblade (this was pre lockdown). It was mint. Anyway, I was only 10 minutes into the test ride sitting in a queue of traffic when some dozy bloke hit the rear of me at about 25mph. He sent me flying up in the air and when I landed I broke my ankle, resulting in six weeks off work. The bike had about three grand’s worth of damage and the dealer has recently been in contact saying I have to pay the first £1,500. Is that right? The accident wasn’t my fault, so I do not see why I have to pay as it will take a big chunk of the compensation I was hoping to claim for as a result of the broken ankle.

A

My leathers don’t fit either, but I don’t have pregnancy to blame, just too many pies. Post

For more info, go to:

SOLICITORS

www.whitedalton.co.uk

lockdown may be a struggle on the belly front… As for the £1,500, I suspect you will have signed some paperwork with the dealer, but you should check. Often a dealer will take a copy of the customer’s licence and get them to sign a document declaring they are liable for the first ‘x’ amount of the damage.

If you have signed that I am afraid you will be liable for the £1,500. However, all is not loss because this ‘uninsured loss’ can be claimed back from the dozy bloke’s insurer in addition to the compensation for your ankle. On the basis you are liable to pay the £1,500 and you do pay, make sure you keep a copy of the receipt, etcetera, and put it forward as part of your claim. It is a recoverable ‘head of loss’ in its own right. If you haven’t done so already, get a qualified solicitor to take this case on for you.

They should advise you and put forward all the applicable ‘heads of loss’, i.e., compensation for your injuries, your loss of earning and the £1,500, etcetera.

Q

Am I up the proverbial creek without a paddle regarding my case? I was about 300m from my house on my daily to commute to work, when some lad didn’t stop at the crossroads and drove straight into my righthand side. To be clear, I had right of way as I was on the main road. How he didn’t see me I will never know as I was on a bright green ZZR1400. The result was a broken tibia and fibular, some metal work and currently very sore wrists from two months on crutches. I have a witness in my favour who blames the lad. However, I have subsequently realised my bike’s insurance ran out three days before the accident. The Police offered and I accepted six

points and a fine for that (what an idiot!).

The knock-on of that is the lad’s insurer reckons that as I was riding illegally, I am automatically at fault for the whole thing. My solicitor tells me they are talking a load of old tosh and has issued Court proceedings. What do you think?

I am super worried and struggling to sleep at the moment.

A

Whilst it is easier said than done, try not to worry. The accident didn’t happen because you didn’t have insurance. It happened because some dipstick didn’t see you on a bright green Kawasaki with FOUR headlights and drove into the side of you, whilst you were established on the main road. Your solicitor has called it right and gone on the offensive. Go to Court and fight this. I suspect that once this gets into the hands of a solicitor for the defendant (rather than the insurer), liability will be admitted. If not, I don’t think the Judge will be too impressed if the defendant tries to argue this at trial.

OUR TOP PRODUCTS

Each month MoreBikes features a range of new gear to help YOU find the best value kit on the market.

Shoei Glamster Helmet

RRP: From £399.99 / www.shoeiassured.co.uk

Optimate Solar Modular Charge Kits

RRP: From £114.99 / www.optimate.com

OptiMate Solar Modular Charge Kits convvert power of the sun to the high current pulsees needed for effective charging and mainten nance of 12V batteries. They come in five versions: the 10W (the most portable at 29x32.5cm), 20W, 40W, 60W and 80W, and come with smart-charge monitors.

Want an authentic retro helmet, but want proper quality and safety, too? Then you need one of these – a Shoei Glamster.

Made using Shoei’s years of producing topclass helmets, it’s a multi-composite/multi-layer lid with a high quality interior, an optically clear visor (with Pinlock), double D-ring fastening, multiple vents, and a proper retro-look that wouldn’t be out of place in the 70s.

They’re available in three different shell sizes (XS-M, L, and XL-XXL), and in a range of suitably plain or era-correct graphics.

Furygan Start Spand Jacket

TCX ST-Fighter Gore-Tex boots

RRP: £249.99 / www.nevis.uk.com

The brand new ST-Fighter Gore-Tex boot has a soft microfibre upper with micro-injected inserts and padded front and rear areas for comfort.

They have a Gore-Tex liner and Ortholite footbed guaranteeing optimal breathability and comfort.

For protection, they have TCX’s T.C.S. (Torsion Control System), a polyurethane heel guard and shin plate. The boots have fully replaceable polyurethane toe sliders and fasten using a zip and Velcro band.

Richa Ghent Gore-Tex Gloves

RRP: £229.99 / www.nevis.uk.com

RRP: £119.99 / www.nevis.uk.com

The Ghent Gore-Tex gloves provide riders with a multitude of features, which make them a great mid-season and cold weather glove. There’s strategically placed 3M reflective piping for active rider safety, D3O knuckle protectors, Primaloft insulation and a soft-touch lining. There’s a handy integrated screen wiper, a ribbed cuff and wrist fastener for a comfortable and secure fit. They’re available in sizes S-XL.

Garmin zūmo XT GPS £425 / www.neviss.uk.com The new Start Spand jacket is made from an innovative four-way stretch outer material with high abrasion resistance. It features D3O protection on the shoulders and elbows and has a back pocket ready for a compatible Furygan D3O back protector.

There is a waterproof and breathable liner, Furygan’s Air Flow System (AFS),as well as a removable thermal lining. Reflective inserts help with rider visibility and there are four pockets – three outside and one inside.

The rugged z mo XT all-terrain motorcycle navigator’s ultra-bright 5.5in display is glovefriendly and rainresistant. In addition to turn-by-turn directions for on-road navigation, you get topographic or ‘bird’s eye’ satellite imagery for off-road guidance — no subscription needed.

You can manage and review routes, tracks and waypoints across your navigator, smartphone and computer by using the Garmin Explore software. Pair with a compatible inReach satellite communicator (sold separately) for interactive SOS, two-way messaging and location sharing.

Wolf Titanium jacket £300 / www.wolf-moto.com

The Titanium Outlast jacket is the most popular Wolf garment ever, and d has now been re-thought for the new decade. NASA-developed Outlastt thermal technology returns to the jacket for comfort and temperature regulation. Outlast was developed by NASA to protect astronauts from the constantly fluctuating temperatures of space, and is used in the Titanium jacket to regulate temperature on long tours in variable conditions. Two large zip vents allow for improved airflow, and the jacket also provides protection, courtesy of CE-certified D3O armour.

Oxford Microofibre Towels

RRP: £3.99 / www.oxfordproducts.com Ideal for general cleaning, polishing, detailing, or wiping up water, oil or chemicals, or mopping spillages. Simple as that.

PRODUCTS 7

8 WORLD LAUNCH: TRIUMPH TIGER 900

Triumph’s new pair of top-spec Tiger 900s combine more power and smarter electronics with subtly revised three-cylinder character. We ride the Tiger 900 GT Pro and Rally Pro in Morocco to discover whether they earn their stripes

WORDS: Roland Brown PHOTOGRAPHY: Kingdom Creative (Chippy Wood and Gareth Harford) The dashboard clock is reading 10.30am, the low sun is shining brightly, but without much warmth from my right, and there’s a familiar view of desert sand and rocks reaching out towards distant High Atlas mountains. But my situation aboard Triumph’s new Tiger 900 is very different to the one I experienced at this time yesterday.

I’m sitting on a red-tanked GT Pro, following Triumph’s lead rider on a lightly populated highway towards Marrakesh. I’m occasionally fine-tuning the cruise control to maintain my distance, glad that I’ve got heated grips and seat to offset the chilly February wind. It’s a typical tyy touring scenario and the road-biased flagship of the firm’s new Tiger 900 family is proving fast and stable, quiet and comfortable, thanks to its respectably generous wind protection and host of electronic features.

This time yesterday morning I was riding a Tiger 900 in similar sunshine, but very

different circumstances – standing up on the pegs of a white-framed Rally Pro model, flicking between second and third through the quick-shift enabled box, occasionally feeling the knobbly rear Pirelli slide controllably out of tight, sandy turns as I followed Dakar-veteran lead rider Alex on a narrow trail. The speeds weren’t high, but the pace was brisk and it was a stern test that the top dirt-oriented model of the new Tiger family was coping with very well.

Those two tw w very ryy different scenarios highlight the range of ability tyy required by a mid-capacity tyy adventure bike, and explain why Triumph has had two tw w distinct family lines since entering the class with wii the Tiger 800 and 800XC in 2011.

Since then the tall triple has had two tw w updates, but the Tiger 900 designation confirms that this is the big one – comprising a larger-capacity ty, y 888cc engine and re-designed chassis, plus a level of features and electronic sophistication that is arguably unmatched in the class.

Days One and Three: Tiger 900 GT Pro

Before leaving our Marrakesh base I’m introduced to one piece of new Tiger technology gy, y when opening the My Triumph phone app and plotting a route towards our overnight stop at Essaouira on the coast (using the innovative What3words location software, which Triumph is the first motorcycle manufacturer to adopt). This can then be followed via an arrow on the Bluetooth-connected instrument console, while the phone stays in my pocket, or recharges in the under-seat compartment.

For this first day of road riding I’m starting on the GT Pro, the poshest of the three street-biased Tigers. This gives a choice from five riding modes, selected via the familiar joystick on the left bar.

I start in Road, softer of the two main street settings (between Rain and Sport; alongside Enduro and a custom Rider). This has its

own settings for throttle response, ABS and traction control, and for the Marzocchi rear shock’s damping, which can also be electronically fine-tuned on the move.

It’s complex compared to the outgoing Tiger 800, let alone the 500cc Tiger 100 parallel twin that Ted Simon rode round the world before penning Jupiter’s Travels in the Seventies.

And by the time I’ve fired up the engine, trodden into gear and ridden a few blocks up the road it’s clear that this Tiger differs from its predecessor in a more fundamental way due to its engine’s new, irregular firing order, which subtly alters the triple’s character.

The note from the single, right-sided silencer is raspier and more aggressive; and the feel is somehow more engaging. It’s not quite like a twin, but not as silky kyy smooth as the old 120-degree crankshaft triple either.

Most of the time this was positive. I enjoyed the 900’s slightly more involving feel, and didn’t miss the 800 engine’s whiney sound.

WORLD LAUNCH: TRIUMPH TIGER 900 9 Five-model family Triumph has renamed the five-bike Tiger family to make it easier to understand. All models have the same engine and frame. The base-model Tiger 900 has cast wheels with 19in front, two riding modes (Road and Rain), and relatively simple ABS and traction control. It comes only in white and costs £9500.

Above it are the road-biased 900 GT and dirt-oriented 900 Rally, with its longer travel suspension and wire wheels.

Both add a larger, 7in TFT instrument panel, plus Sport and Off-road riding modes, hand-guards, heated grips, cruise control, and under-seat

Throttle response was crisp, making the Triumph easy to manoeuvre through the colourful and frequently chaotic roads as we headed out through Marrakesh, watching out for stray dogs and cats, jay-walking pedestrians, donkey carts and scooters, many of which had three passengers, at least one a child.

As an urban bike the GT Pro was excellent. Its suspension was reasonably soft and gave a useful 180mm of travel at the front and 170mm at the rear, along with a seat height of 810-830mm (quickly adjustable via Triumph’s traditional switchable metal rods). Combined with the slightly slimmer tank, this allows a slightly reduced standover height that will allow most riders to get both feet on the ground. (There’s also a low ride height version of the GT model, which drops 50mm via seat and suspension.)

The Triumph’s reasonably light weight (at 198kg dry it’s a few kilos lighter than the equivalent 800) and

The Tiger’s reasonably light weight aids manoeuvrability

USB charger. They also have IMU-enabled cornering ABS and traction control. The GT comes in white, black or red and costs £11,100; the Rally in white, black or khaki for £11,700.

The top-spec GT Pro and Rally Pro, as tested, come in the same three colours. They add the shifter, LED fog lights, centre-stand, tyre pressure warning, heated seats and connectivity system. The GT Pro, with its extra Rider mode and electronically adjustable shock, costs £12,800. The Rally Pro, with its further Off-road Pro mode plus an aluminium bashplate, is £13,100.

revised chassis geometry combined to make it an impressively agile base from which to plot a course towards the highway. The fairly wide bars allowed easy steering despite the cast front wheel’s 19in diameter.

The suspension soaked up cobbles and potholes efficiently, and the superbike-style Brembo Stylema fourpiston monobloc front calipers gave kasbah-wall effect stopping power when needed, with the reassurance of cornering ABS. Out of the city on the near-straight P2009 to Oumbass, the Tiger felt equally at home. I was relieved to find that its re-shaped screen did a better job of diverting the wind than its size might suggest. It’s manually adjustable through five positions and 50mm, which can just about be done on the move by pushing a springloaded metal bar. Despite being very tall (6’4”) I found the screen didn’t generate much noisy turbulence, and was quieter still if I crouched slightly to a more typical rider’s height.

It’s a while since I’ve ridden a Tiger 800, but I was in no doubt that the bigger-bored triple generates more stomp when you open the throttle.

Its maximum power output of 94bhp at 8750rpm is almost unchanged, but midrange torque is increased by roughly 10 per cent through most of the range, before the advantage tails off towards 8500rpm. It makes for a subtly quicker, more entertaining roadster that would be happy to sit at 90mph all day long.

Perhaps the only mild negative for touring riders is that the new engine generates more vibration at higher revs. At a leisurely 75-80mph the Tiger was smooth, at just under 5000rpm in top gear. But above that speed there was a slight buzz through bars, seat and pegs. It wasn’t enough to annoy me, and the mirrors remained clear, but on the faster ride back to Marrakesh two days later I could feel a touch of tingling in my

The GT’s wide bars allow easy steering despite the cast front wheel’s 19in diameter

hands by the time we stopped for a break and a mint tea.

In most other respects the GT Pro was outstandingly refined, mostly matching, and in places exceeding open-class adventure bikes with its level of equipment. This bike and the Rally Pro come with heated rider’s and pillion’s seats, as well as the hot grips that the mid-ranking models also get. The Pros also have LED accessory lights, backlit switches and tyre pressure warning.

The GT Pro’s electronic rear shock adjustment is worthwhile too, allowing on-the-move tuning of damping and preload with a few clicks of the joystick. The difference wasn’t huge, and personally I’d prefer a semi-active system that adapts to the road and pace without requiring so much tweaking, but the electronic system is worth having, especially for those who regularly carry a pillion or luggage. (Triumph says semi-active is expensive, and that most Tiger 800 owners said they didn’t want it.)

It certainly came in handy when we reached some twisty roads near Lake Takerkoust, and I could firm the Tiger into attack mode without having to stop.

Plastic knobs on the top of each fork leg (compression left, rebound right) allow easy tweaking too, so I added a couple of clicks of each. For an adventure bike the 900 cornered very well, steering with nonchalant ease and feeling sufficiently poised to encourage an occasional footrest scrape with the help of its grippy Metzeler Tourance Nexts.

The GT Pro cornered with a notably firmer feel than the longer legged Rally Pro, and is the more logical choice for riders who will ride offroad rarely if at all.

It’s sufficiently quick and sweethandling to be useful as a do-it-all

TECH SPEC Triumph Tiger 900 GT Pro [Rally Pro]

Price: £12,800 [£13,100] Engine: 888cc, liquid-cooled, dohc 12-valve triple Power: 94bhp (70kW) @ 8750rpm Torque: 65lb-ft (87Nm) @ 7250rpm Transmission: 6-speed, chain Frame: Tubular steel, aluminium rear subframe Swing-arm: Twin-sided, aluminium Wheels: Cast aluminium alloy, (F) 19 x 2.5in, (R) 17 x 4.25in [Wire spoked, (F) 21 x 2.15in, (R) 17 x 4.25in] Tyres: Metzeler Tourance Next, (F) 100/90 R19 (R) 150/70 R17 [Bridgestone Battlax Adventure, (F) 90/90 R21 (R) 150/70 R17] Suspension: (F) 45mm Marzocchi [Showa] telescopic with adjustable compression and rebound damping, 180mm [240mm] travel (R) Marzocchi [Showa] shock with adjustable preload and rebound damping, 170mm [230mm] travel Brakes: (F) 2 320mm discs, four-piston Brembo Stylema monobloc calipers (R) Single 255mm disc, twin-piston Brembo caliper, with cornering ABS Seat height: 810/830mm [850/870mm] Wheelbase: 1556mm [1551mm] Fuel capacity: 20 litres Dry weight: 198kg [201kg] Contact: www.triumphmotorcycles.co.uk

roadster, and seems practical, too.

Fuel consumption averaged almost 50mpg despite enthusiastic throttle use, combining with the larger, 20-litre tank to give a 200-plus mile range that the reasonably roomy, near-upright riding position and generously padded seat seemed well capable of matching.

Pillions get solid grab-handles as well as their own seat-heating button, and it’s that long list of useful touches, combined with its basic engine and chassis ability, that make this Tiger so impressive. If you don’t need big-bike power for two-up touring or the dirt-friendliness of more off-road oriented alternatives, the 900 GT Pro is not just a fine adventure middleweight, but an outstanding all-round motorbike.

10 WORLD LAUNCH: TRIUMPH TIGER 900

1. REAR SUSPENSION

All three road-biased models have a Marzocchi shock giving 170mm of travel, but only the GT Pro has electronic adjustment of preload and rebound damping.

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2. FRAME

The redesigned main frame keeps the Tiger 800’s tubular steel construction; the subframe is now a bolt-on aluminium item that can be replaced if damaged.

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3. ENGINE

Increasing the Tiger 800’s bore size by 4mm to 78mm raised capacity from 799 to 888cc, and helped increase mid-range torque output by roughly 10 per cent.

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4. INSTRUMENTS

All the Tigers except the base model get a new 7in TFT display, which gives a choice of four viewing options and can show navigation and music via the My Triumph app.

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5. FRONT SUSPENSION

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Marzocchi provides suspension for the streetoriented Tigers, the GT Pro’s 45mm forks giving 180mm of travel with adjustment for compression and rebound damping.

6. FRONT WHEEL

The Tiger 900 GT Pro follows the basic and GT models in having a road-oriented front end set up, with 19in cast wheel wearing Metzeler’s Tourance Next rubber.

Marzocchi rear shock’s damping can be electronically fine-tuned on the move

Day Two: Tiger 900 Rally Pro

“Who wants to take the road straight back for lunch and who wants to take the slower off-road route?” the Triumph guide rider had asked, and I wasn’t surprised to see all our group immediately opting for the softersurfaced, but longer and tougher option. We’d had a brilliant morning on the sandy, boulder-strewn trails of western Morocco, and weren’t ready to stop just yet.

We’d doubtless have voted for maximum riding time on its predecessor too, but the Tiger 900 Rally Pro’s competence on the morning’s dirt-trail route had made our decision easier. The triple’s strong, flexible power delivery had been hugely entertaining, and its rugged and sweet-handling chassis had made the Triumph enjoyably easy to ride.

As the better equipped of the two dirt-focused Tiger 900 models, the Rally Pro combines its longer travel suspension and wire wheels (the front 21in instead of 19in diameter) with almost all the GT Pro’s fancy features.

The new triple engine with its revised firing order is arguably even more important in the Rally, because it’s on loose surfaces that the irregular power pulses do most to boost traction and control.

Our day began with a short road ride to a wide, empty beach where, with the Triumph in its Off-road riding mode, it was huge fun to take