One of the perils of this job is falling in love with a motorcycle which, luckily, doesn’t happen all that often (at least to me). “They” say that love conquers everything but, since my love for the 2013 Triumph Tiger 800XC doesn’t seem to be able to conquer the lack of funds in my checking account, I am forced to conclude that “they” are lying through their teeth.
After about a week of riding the Tiger 800XC my friends started commenting on the permagrin etched on my face whenever I rode the bike. After two weeks they grumbled about the exuberant way I’d talk about the bike every chance I got. I can’t tell you how they felt after week three because, by that point, they had stopped talking or hanging around me. I didn’t care though because I had my little Tiger 800XC, my best mate, my (to steal a line from Ted) “Thunder Buddy” and I didn’t need anyone else.
So what about the Tiger 800XC made Cupid want to smite me with his arrow of love? To be quite honest I’m not entirely sure. I’m not an off-road kind of guy as my last off-road adventure ended with me having a concussion, nerve damage and a broken engine case on a borrowed Husqvarna. I’ll go off-road onto some gravel or hard packed dirt roads but I don’t live for those excursions and I’m never truly comfortable when I’m on them. I’m much more of a on-road hooligan kinda guy which it the polar opposite of what this bike is made for.
So why did I fall for the Tiger 800XC?
When I first picked-up the Tiger 800XC I was let down by the seeming lack of power. To be fair I had, literally, just stepped off the Triumph Trophy which, even though it weighs as much as a Freightliner, has the grunty 1215cc triple giving it some mojo when you twist the throttle. The 800cc triple in the Tiger 800XC seemed anemic and woefully underpowered by comparison; even though Triumph claims 94bhp and 59 lb.ft. of torque. Of course I soon realized it was my expectations and the way I was riding the bike that was the issue and not any real lack of power.
Riding the Tiger 800XC like one of Triumph’s liter class triples and you’ll be disappointed. You’ll also be disappointed if you ride it like its smaller cousins, the 675cc triples. The bigger triples produce plenty of torque at low rpm; the smaller triples produce lots of hooligan-inspiring hp at the top of the rpm range; but the 799cc triple in the Tiger XC likes to be right in the middle – it’s the perfect Goldilocks motor. Once I started riding the bike with that powerband in mind I immediately started to enjoy myself.
Whether you are on a back road or the interstate (80mph in 6th gear = 6000 rpm)keeping the bike right in the mid-range will reward you with plenty of power for just about any situation you may find yourself in. That lack of top or bottom end, combined with the Tiger 800XC’s gearing, meant that I, being somewhat wheelie-challenged, was unable to loft the front wheel. My inner child threw a temper tantrum every time I tried and failed.
Connecting the motor to the rubbery round things is a 6 speed transmission that is, quite honestly, the best transmission I’ve ever used. People always talk about “snicking” into gear but until I rode the 800XC I’d never truly experienced a “snickable” transmission. Up and down shifts are accomplished with so little effort that they almost seem to happen before you physically move your foot to make them happen. Every other manufacturer needs to buy a Tiger 800XC just to take the transmission apart and copy the magic.
The last participant in the “putting the power to the wheel” menage-a-trois is the clutch. The Tiger 800XC clutch is light but with good feedback and progressive take-up and a friction zone that is easily modulated.
Sometimes a bike whose suspension is made to tackle the humps and bumps of off-road travel wallows through paved corners like a fat hippo in a puddle of mud. Somehow the Triumph engineers have figured out how to create a suspension that is both forgiving off-road and confidence inspiring on road. Yes the tall 21” rim means that handling is a bit deliberate and slower than you’d ideally like if you were tackling a road like Deal’s Gap. And yes if you decide that you are going to muscle the bike through some tight left-right (or vice versa) transitions you will slide the skinny 90/90 series front tire. But slow your brain down a bit, relax your grip on the bars, act like the bike is just an extension of your body, ride smoothly and you will be amazed at the fun you’ll have.
Not being an off-road kinda guy I decided to test the bump absorption abilities of the Showa 45mm upside down forks and rear Showa mono-shock the best way I knew how; speed humps. I figured that with 220mm of travel in the front and 215mm in the rear, taking those annoying speed humps at speed should be no problem for the Tiger 800XC. So I went over at 25mph, then 35mph, then 45mph, then 55mph. At that point I figured that I should probably wait until a later hour to try higher speeds since I was in a residential area with a speed limit of 25mph.
Once darkness set in I took the Tiger out on the prowl for some speed humps to ingest. I won’t bore you with the details but suffice it to say that the Tiger 800XC can handle speed humps at speeds at least up to 80mph; which is where my welcome ran out and I had to vacate the area. One downside I found is that the bike exhibits the same ultra-light throttle spring that I’ve found on other Triumph’s I’ve tested this year. That light spring makes it difficult to maintain a steady throttle over bumps and results in some jerkiness when bumps are encountered.
I was quite impressed that the bike would handle hitting those big speed humps (not the little bumps but those “tables” they like to use in residential areas) at speeds around 80mph and not exhibit any form of shake or wobble or nastiness. I was really impressed that it could do this and be smooth and controllable in the corners without any sort of adjustability to the front suspension.
As with any motorcycle, the first thing that catches your attention is the looks. You can create the best bike in the world but if you style it like Grandma’s bedroom few people will want to buy it; unless your target market is motorcycle riding Grandmothers. Some liked the styling of the Tiger 800XC, with it’s angular bodywork, black rims with silver spokes, and strong “Roman nose”; others disliked it because of it’s angular bodywork and woodpecker beak (some called it “Woody”…which is ironic as that what the bike gave……oh forget it). I personally like the styling a lot and wouldn’t change a thing.
Another nice feature of an adventure bike is comfort. While the seat on the Tiger 800XC could be better, the seat to pegs to bar relationship is perfect. Triumph helps make those dimensions fit you perfectly by making both the rider’s portion of the seat and the bars adjustable. I left the bars alone in the position they were in when I got the bike and raised the seat to it’s higher position and was perfectly happy with the bike. Slap a slightly bigger/better shaped windshield on there as well as a better seat and you could ride this bike on the interstate across the USA with no problems.
Of course you’ll have to buy a throttle lock since Triumph doesn’t put cruise control on the Tiger 800XC. I know that sounds like a minor complaint but after riding the Trophy, Tiger Explorer, and Victory Cory Ness Cross Country Tour within a few months of the Tiger 800XC I’ve become accustomed to cruise control; go ahead, call me spoiled. Of course with a 5 gallon fuel tank and the fact that I was averaging 39mpg from the bike, you’d be stopping every couple of hours to get gas so maybe cruise control isn’t that important. And since Triumph puts these little nubs in the fuel filler neck to keep you from sticking the end of the fuel pump nozzle into the gas tank, your fuel stops will take longer and your right wrist will have time to recuperate.
Triumph does equip the Tiger 800XC with switchable ABS but, just like on Tiger Explorer, it’s a real bear to turn on and off. Please take note Triumph; going through a half-dozen steps to switch off (or on) the ABS system is both ridiculous and silly. One button is all that is needed. Paved road suddenly turn unpaved? Hold the button down for 3 seconds (or so) and the ABS is off. Back on a paved surface? Press the button one time quickly and the ABS is back on. And no need for a bright yellow light on the dash to light up when the ABS is off as having ABS OFF light up in red on the speedo or tach would suffice; and not be so bright as to distract you at night.
As you can see, the Tiger 800XC is a fine motorcycle but hardly the fastest, or best handling, or most comfortable, or best looking bike out there. So why did it tug at my heart strings so strongly? I honestly don’t know but I can tell you that the Triumph Tiger 800XC is one of those rare bikes that is far greater than the sum of its parts. Don’t believe me? Go to a dealer demo day and take one for a spin; just don’t blame me afterwards when your wallet becomes a little bit lighter.
|Engine and Transmission|
|Type||Liquid-cooled, 12 valve, DOHC, in-line three-cylinder|
|Bore/Stroke||74.0 x 61.9mm|
|Fuel System||Multipoint sequential electronic fuel injection|
|Exhaust||Stainless steel 3 into 1, high level stainless steel silencer|
|Final Drive||O ring chain|
|Oil Capacity||3.7 liters (1.0 US gals)|
|Chassis, Running Gear and Displays|
|Frame||Tubular steel trellis frame|
|Swingarm||Twin-sided, cast aluminum alloy|
|Wheel||Front||36-spoke 21 x 2.5in, aluminum rim|
|Rear||32-spoke 17 x 4.25in, aluminum rim|
|Tire||Front||90/90 ZR 21|
|Rear||150/70 ZR 17|
|Suspension||Front||Showa 45mm upside down forks, 220mm travel|
|Rear||Showa monoshock with remote oil reservoir, hydraulically adjustable preload, rebound damping adjustment, 215mm rear wheel travel|
|Brakes||Front||Twin 308mm floating discs, Nissin 2-piston sliding calipers, Switchable ABS|
|Rear||Single 255mm disc, Nissin single piston sliding caliper, Switchable ABS|
|Instrument Display/Functions||LCD multi-functional instrument pack with digital speedometer, trip computer, analogue tachometer, gear position indicator, fuel gauge, service indicator, switchable ABS and clock|
|Dimensions and Capacities|
|Width (handlebars)||865mm (34.0in)|
|Height without mirrors||1390mm (54.7in)|
|Seat Height||845mm (33.2in) – 865mm (34.0in)|
|Fuel Tank Capacity / Efficiency||19.0 litres (5.0 US gals)|
|Wet Weight (ready to ride)||215 kg (473 lbs)|
|Performance (measured at crankshaft to 95/1/EC)|
|Maximum Power||95PS / 94bhp / 70 kW @ 9300rpm|
|Maximum Torque||79Nm / 58 ft.lbs @ 7850rpm|
|Fuel Efficiency||41 MPG City / 63 MPG Highway *Estimated from fuel economy tests on a sample motorcycle conducted under ideal laboratory conditions. Actual mileage may vary based upon personal riding habits, weather, vehicle condition, and other factors.|
|MSRP||$11,999 (with ABS) *Price is MSRP, and excludes tax, title, license, options, handling, pre-delivery, and destination charges. Specifications and MSRP are subject to change without notice. Actual price determined by dealer.|
Let’s be honest; the Bell Rogue is not a helmet that appeals to everyone. When it showed-up in our office our Managing Editor, Bryan Group, took one look at it and started screaming and flailing his arms about. He claims it wasn’t caused by the helmet but because a bee had apparently gotten into his shirt during his morning ride into work; we’re not sure we believe him. I, on the other hand, kind of like the helmet.
It’s not just people in our office that had that type of response either as most people I met who saw the Bell Rogue either liked it or hated it; and there weren’t many who fell in between those two extremes.
Bell seems to make two helmet shapes; their full face helmets are built for a long-oval head shape while their Custom 500, half helmets and the Rogue all lean more towards a mid-oval head shape. This becomes important if you own a Bell Star/RS-1/Vortex and decide that you like it so much you’ll buy a Bell Rogue to wear while riding your new cruiser; may not fit you as well as your Bell full face.
The Bell Rogue looks like a ½ helmet but offers a comfort level more in line with a ¾ helmet due to a foam pad that extends out below the rear and sides of the composite shell. That shell comes in 4 colors, btw; Solid Matte Black, Solid Black (gloss), Solid Army Green and Solid Gunny (a tan/khaki-ish color). I wouldn’t say that the Rogue offers the same levels of protection that a 3/4 helmet will because those foam extensions are softer and don’t have a “hard candy shell” protecting their soft innards.
All this is interesting of course but the calling card of the Rogue is the detachable muzzle. Why a detachable muzzle, you ask? Looks? Protection against flying debris? Protection from inclement weather? Looks? Wait, did I say looks twice? Yeah my guess is that, for all their talk about protection from the elements the Rogue muzzle was mostly a designer’s wet dream that went into production. And that’s not a bad thing. I wish more companies would let their designer’s have free reign to design and build what they want….the world would be a more interesting place.
The muzzle attaches to the helmet by something called the “Fidlock Magnetic Connection”. What the hell is a “Fidlock”, you ask? Don’t feel bad as I had to Google it myself. Turns out that Fidlock is actually the name of a company that makes some unique fastening systems for different companies. In the case of the Rogue the connector is magnetic and holds the muzzle firmly in place. As a matter of fact the magnets are strong enough that if you get the male end close enough to the female end the magnets attract strongly enough that the two ends just click together.
To remove the muzzle all you need to do is slide it up and the magnetic connection is broken. Since the muzzle isn’t intended to provide any protection at all if you dismount and bash your face into the ground, having it only held on by magnets isn’t a negative. Also the muzzle straps are adjustable for both length and angle so you should be able to find a fit that works for you.
The first time I put the Bell Rogue on and tried to fit the muzzle into place I looked like I was trying out for a sequel to Aliens; lots of grabbing and twisting and pulling and tugging on this thing that looked attached to my face – just like the Alien eggs/cocoons/whateverthehelltheywere attached to the peoples faces. Eventually I figured out how everything went together and from that point forward it was pretty easy to get the muzzle attached to the helmet while wearing it. Here’s a hint: One side at a time makes the process much easier. Just click in and go.
After getting it on my face and doing the obligatory 5 minutes of “Luke, I am your father” (yes I know that is not exactly what Vader says….it’s poetic license so give me a break) until someone threw a stapler at my head (I think it was Mr. “There’s a bee in my shirt!”) , I headed outside to get a feel for what it was going to like wearing the Rogue while riding. Actually I’m a bit ahead of myself as right before I went for a ride (but after the “Luke, I am your…..HEY NO THROWING STAPLERS IN THE OFFICE!!! incident) I realized that the muzzle was very uncomfortable. I tried adjusting it a bit more, then a bit more, then bit more before realizing that the part that was pressing into the bridge of my nose was removable. Yes the muzzle has a removable inner liner that would be great on colder rides but which I could never get to stop touching the bridge of my nose and driving me insane. Since it is held in with Velcro it’s easy to remove; which I did. Problem solved and off to ride I went.
I’m not sure what I expected the Bell Rogue to feel like when riding but I’m happy to report that it was pretty uneventful. There is no buffeting caused by the muzzle nor does it funnel air directly into your eyes. If anything I found less air hitting my eyes with the muzzle attached than I did when I rode with it off. I enjoyed the fact that with a simple slide up I could remove the muzzle and get some more air on my face whenever I chose. I ride with a full face helmet so often that I forget how enjoyable it is to feel the air on your face that comes with wearing ½ and ¾ helmets.
I think the only thing that would make the Bell Rogue even better would be a slide-down visor; preferably in dark smoke. Not only would that look insanely awesome it would also provide wind, rain and sun protection for your eyes. And did I mention how cool it would look?
The Bell Rogue has an MSRP of $249.95 which may seem high for a 1/2 helmet, or even a 3/4 helmet but you are paying a premium to look cool. And to be able to walk around saying “Luke, I am your father”. Which, when you really think about it, is the exact opposite of cool.
To purchase your own Bell Rogue and support 2WF.com please click here: http://www.motorcycle-superstore.com/3/11/98/56287/ITEM/Bell-Rogue-Helmet.aspx?
For more information on the Bell Rogue click here: http://www.bellhelmets.com/powersports/helmets/street/rogue
Please sit back and enjoy the photos taken at the 2013 AMA Races at Mid-Ohio. Once again our hardworking and talented friend, Darin Smith of Mile High Photo Studio, has captured images that are sure to delight your ocular nerves. Please note that excessive drool can damage your keyboard.
Prose and descriptive terms by Mike Pham
Eye candy provided by Larry Rivera
Not being able to ride can really put a dark cloud over one’s outlook on life. I don’t mean having a bike in your garage and being too busy to ride, I’m talking about being injured seriously enough that your doctor won’t allow you to ride. However, my spirits were lifted when the doctor mandated motorcycle abstinence period was over and I was finally cleared to start riding again. Especially when my partner-in-crime for the next few weeks was going to be the 2012 Kawasaki Z1000.
Do you know how some bikes are instantly recognizable? I’ve felt this way about the Kawasaki “Z” machines for many years. The Z1000’s have always had very aggressive styling with sharp angular lines that create the look of a fast machine even when it’s parked. The 2013 Z1000 continues that styling trend but takes it to an even higher level of sharpness and design.
Starting with the front forks, which are shrouded in plastic, the bike appears to be taken straight from some futuristic sci-fi movie. Someone in Hollywood must feel the same way because the Z1000 will be used in the upcoming RoboCop film; although only the fork shrouds will be recognizable. I’m pretty excited to see what they do, style-wise and action-wise, with the Z1000 in the film.
As I’m rolling the bike out my garage the paint begins to shimmer in the sun and I can’t help but stop moving the bike, take a step back from it and allow my eyes to take in all the details. I get chills down my back looking at the Z1000 knowing that this orange bike is going to bring me my “high”. I wasn’t too fond of the orange color when I first saw it but after spending some quality time riding around and looking at it I grew to like it. The color changes from burnt orange in the shade to loud, bright orange in the sunlight. The orange color looks great coupled with the aggressive styling and it makes me wonder why they didn’t offer it again in 2013.
The five spoke wheels look fantastically stylish and similar in design to OZ’s Piega rims. Sure they weigh a little more than the OZ’s, but if the cost of saving that weight isn’t in your budget you won’t be disappointed by the stock wheels; every time I glance at the Z1000 the wheels grab my attention – they’re that good looking.
The shortened exhaust stacks on either side of the Z1000 blend well with the styling and are made possible by a pre-chamber underneath the bike. Those exhaust stacks are different than the “quad” exhaust cans on the first “Z” but still serve as a reminder that style is always first and foremost with the Z1000’s. This latest “Z”, like its ancestors, relies on its aggressive styling, and not stickers and badges, to be its calling card.
Once you are sitting on the bike you’ll notice it’s quite narrow and, with the low slung 32.1 seat height, shorter riders (like myself) will have no problem feeling secure when at a stop. Many manufacturers have been raising the seat heights on their sportbikes for better ground clearance at the track but the Z1000, with its more relaxed ergonomics, is a willing steed for everyday use. No matter if you are short or tall, fat or thin, the Z1000 inspires confidence as soon as you throw a leg over the seat.
Looking down while sitting on the bike you’ll see the bulge of the metal tank (a metal tank means no issue with ethanol swelling) and not much else – it’s as if your legs have disappeared. The lower part of the tank is slim enough to allowed my knees to clench firmly and securely to it for those spirited rides through the twisties. Other than the wide upper part of the tank the rest of the Z1000 looks and feels slim.
The chassis of the Z1000 displays quite a bit of Kawasaki’s technological advancements. Taking design and engineering cues from the near-winning WSBK ZX-10R, the aluminum chassis cradles the engine from above and uses it as a stressed member of the frame. This design keeps the area beneath the tank narrow and contributes to a secure feeling while riding. Seeing advancements like this on a street bike makes me want to pay more attention to WSBK; you never know what’s going to trickle down to us mere mortals next!
I really have to give kudos to Kawasaki for the LED display and the gauge cluster in general. Even in the middle of a bright Southern California day, I had no problem seeing all of the information on display. The orange-tinted LED display gives you all the information you need at a glance and once you get used to the layout you are set. One nice thing to see on the Z1000 display is a fuel gauge – which by now should be standard on all motorcycles. Kawasaki designed the Z1000 gauge cluster to be neat with everything nicely tucked away; you won’t see any wires sticking up here and there – its all very tidy. It’s little touches like this that make the gauge cluster, and the all of the Z1000, such a pleasure to look at.
The reach to the bars, for most riders,will be natural feeling and not aggressive at all. What makes a naked bike like the Z1000 so enjoyable is that there is the possibility of real comfort to go with the serious power; you can play in the twisties all day and not feel completely wrung out.
Starting up the Z1000 fills the air with a faint burble as the bike is very quiet at idle. My personal bike is an Italian V-twin and I kept thinking about how quiet the Z1000 was at stop lights in neutral – something I’m not used to obviously.
Another area where I couldn’t help but compare the Z1000 against my bike was power delivery. Even though I’m used to a V-twin I was impressed by the low-end and mid-range pull from the 1043cc engine in the “Z”. The throttle response was a bit abrupt, most noticeable when shifting gears, but the power delivery was almost instantaneous. The Z1000 is certainly no slouch and pulls hard, making good power, throughout the rpm range.
I had to constantly check the digital speedometer because I’d find that I was going much faster than the sound, or lack of sound, from the engine would imply. The smooth engine is another contributor to the “it’s faster than it feels” deception. What this engine may lack in character though it makes up for with function. You can sedately commute and cruise all day long on the Z1000 or grab some throttle and let the engine scream; it’s Dr. Jekyll and Mr Hyde in modern day motorcycle form.
The Z1000 is a joy to ride around town not only due to the ergonomics but also because the transmission shifts so smoothly. I never had a problem with a missed shift or finding neutral when going from 1st to 2nd.
Take the Z1000 out on the freeway however and it exhibits the same shortcoming that all naked bikes have – a lack of wind protection. This was the only area of riding that I felt any fatigue throughout my time with the bike. For some of you the lack of wind protection is something that you are already, or will quickly become, used to – the rest of us would probably be looking at aftermarket windscreens.
To be honest, once I got cleared from my doctor, I felt that being back on any bike was a small victory in itself. After riding the Z1000 though I starting thinking that “victory” may not be the correct word. The bike started waking my inner hooligan and the last thing I wanted was another quick ride back to “Recoveryville”. Luckily the brakes fitted to the Z1000 were always up to the task of slowing me down and keeping me out of the doctors office. Equipped with 300mm front rotors and 4 piston radial mounted calipers, the brakes on the Z1000 deliver the goods. A few times I noticed the front brakes weren’t as progressive as I would have liked, but a lever adjustment or more time on the bike may solve that.
When I picked-up the Z1000 the suspension was set-up to be very stiff; I felt everything from the road and experienced some harshness. Since the stock suspension has a fully adjustable 41mm front fork and a rebound/preload adjustable rear shock, I’m sure I could have tinkered with it and found a nicer plush commuter setting had I wanted to.
Compared to some other naked bikes in the segment, the Kawasaki Z1000 is a bargain at $10,599. You get near superbike levels of power but with practical, everyday comfort and aggressive styling; a combination that never failed to put a smile on my face. Daily commuter, track day weapon or canyon carver – the Z1000 gives you all three in one package and is a good choice in today’s motorcycle market.
I’m pretty sure my doctor wouldn’t have prescribed spending the time I did on the Z1000 but, honestly…….screw him!
For more information please visit: www.kawasaki.com
Thanks to BikeBandit.com for the Biker Badass infographic.
Munich. The BMW Group is realigning its BMW Motorrad business. In the context of changing motorcycle markets, demographic trends and increasing environmental demands, BMW Motorrad will expand its product offering to exploit future growth potential. The focus of the realignment will be on urban mobility and e-mobility. By restructuring the segment, the BMW Group will concentrate on expanding and utilising the resources of the BMW Motorrad brand. Therefore the BMW Group signed a purchase agreement with Pierer Industrie AG (Austria) for the acquisition of Husqvarna Motorcycles. The acquisition will proceed subject to approval by anti-trust authorities. Both companies have agreed not to disclose the purchase price.
Expanded offering for urban mobility and e-mobility
BMW Motorrad achieved a new sales record in 2012. With the realignment of its motorcycle business, BMW Motorrad aims to maintain profitable and sustainable growth over the coming years. Its current core business consists exclusively of premium vehicles in the categories “Tourer”, “Enduro”, “Sport”, “Roadster” and “Maxi-Scooter” from 650 to 1600 cc. BMW Motorrad entered the urban mobility segment for the first time in 2012 with the C 650 GT and C 600 Sport maxi-scooters. The next step in the expansion of the product line-up in this segment will be the series launch of the “C evolution” electric scooter in 2014. Further innovative vehicle concepts are also under consideration. Drive trains will include both environmentally-friendly combustion engines and pure electric drives. This move by BMW Motorrad reflects the BMW Group’s overall focus on early identification of trends, such as megacities and traffic density, as well as environmental issues. Corresponding products and services are already available for the Automobile segment.
Continuation of product offensive
In addition to the expansion in the field of urban mobility, core segments from the 650 single-cylinder entry-level bike to the 6-cylinder luxury tourer will also be selectively expande
INDIAN MOTORCYCLE UNVEILS THE 2013 INDIAN CHIEF VINTAGE FINAL EDITION
Limited Units Available of Special Highly Collectible Model Designed to Commemorate the End of One Era in Motorcycling History, and the Beginning of Another
International Motorcycle Show, Long Beach, Calif. — December 8, 2012 — Indian Motorcycle, the original American motorcycle company, today announced the 2013 Indian Chief Vintage Final Edition, the final version of the Kings Mountain era of Indian Motorcycle, which is available in very limited quantity. The new model year 2013 Indian Chief Vintage Final Edition was unveiled before a gathering of the motorcycle industry press from the floor of the International Motorcycle Show in Long Beach, California, which takes place December 7th through December 9th at the Long Beach Convention Center.
This announcement marks the end of the Kings Mountain era of the Indian Chief, and signifies an important milestone in the 111-year storied history of the Indian Motorcycle brand. With a paint scheme emulating the iconic Indian Chief on display at the 1939 World’s Fair in New York, the stunning new collectible 2013 Indian Chief Vintage Final Edition is a fully accessorized motorcycle that befits its place in the history of motorcycling. The extremely limited number of these bikes available is sure to excite collectors and pave the way for the new era in Indian Motorcycle under the leadership of Polaris Industries.
The 2013 Indian Chief Final Edition comes fully loaded with the World’s Fair-inspired paint scheme of Indian Red, Thunder Black, and Gold Pinstripe; auxiliary driving lamps; black leather solo seat with included detachable passenger seat; windshield; black leather saddlebags; chrome grab rail; leather fringe; engine guards; and chrome fender tips. Powered by the PowerPlus 105ci engine, this historic 2013 model will be manufactured in an extremely limited run and wears a custom-designed, numbered emblem on the frame to commemorate the brand’s historic achievements.
“We are working hard designing and building the new Indian Motorcycle, but we knew it was important to honor and celebrate the long and proud heritage of Indian Motorcycle, and the Kings Mountain era played a key role in that continuing history,” said Steve Menneto, Vice President of Motorcycles at parent company Polaris Industries. “When we acquired the Indian Motorcycle brand in 2011, our strategy was to retain the existing design, quality and high level of detail for which Indian Motorcycle has always been known, while making significant detail improvements in order to satisfy the continued demand from Indian Motorcycle dealers. The Final Edition is an acknowledgement of our gratitude to the team at Kings Mountain for sustaining the Indian Motorcycle story and its heritage as America’s original motorcycle brand.”
The Kings Mountain, North Carolina assembly line was transitioned to Polaris’ Spirit Lake, Iowa production facility in 2011. The line was transported and returned to full operation in an astounding eight weeks, and continued to produce new units for the Indian Motorcycle dealer base. The state-of-the-art Spirit Lake plant also manufactures Polaris Rangers and Victory Motorcycles, though each brand is built on its own dedicated assembly line.
Pricing and Availability
The 2013 Indian Chief Vintage Final Edition is exclusively available for purchase in North America with a MSRP of $37,599 and $39,599 in Canada. Interested parties are encouraged to contact their local Indian Motorcycle dealer as soon as possible due to limited availability. Log on to www.indianmotorcycle.com for dealer and model information.
TRIUMPH ENTERS TOURING SEGMENT WITH THE NEW 1215cc TROPHY
Triumph Motorcycles is entering the touring market with the launch of the all-new shaft-drive Trophy. The Trophy is the third all-new model to be launched by the Hinckley manufacturer over the past 18 months, confirming Triumph’s continued investment in design, technology and engineering. The all-new Trophy is packed with a host of technology features, most of which are standard equipment.
At the heart of the Trophy is the same powerful, three-cylinder engine developed for the award-winning Tiger Explorer. The shaft driven, 1215cc triple delivers an impressive 132bhp at 8,900 revs and 89ft.lbs of torque at 6,450rpm, providing smooth, effortless power whenever it’s needed. To ensure the optimum levels of refinement, the engine features a counter-rotating balancer shaft to smooth out crankshaft vibrations.
A torsional damping system is used to transfer power from the gearbox to the shaft drive through a sprung bevel gear. In addition to this, a metalastic shaft drive is used which allows a certain amount of compliance in the shaft assembly. These combined features help to provide a refined drivetrain and overall chassis performance which ensures power is delivered in a smooth and controllable manner.
An extensive testing and development program has honed the chassis to provide true touring comfort while still connecting the rider with the road. Ride-by-wire technology provides both traction control and cruise control functionality, as well as optimizing engine efficiency and fuel economy. Great effort has been made to optimize weather and wind protection with aerodynamically enhanced fairings. The electrically-adjustable screen can raise nearly 6.5” and comes with a memory function that automatically adjusts to your last pre-set position when you restart the bike. Rider and pillion passenger comfort is further enhanced with a range of seat options including heated front and rear seats. The rider seat height can additionally be adjusted between 30.3” and 31.1”.
Two models are available: the Trophy (not available in the US) and the Trophy SE. Either model can be selected in Pacific Blue or Lunar Silver paint schemes. Both models feature headlight positional adjustment, center stand, rider seat height adjustment, lockable cockpit storage box with 12v power socket, a 6.6 gallon fuel tank and Triumph’s unique Dynamic Luggage System (TDLS), all as standard.
The Triumph Dynamic Luggage System helps maintain chassis balance by decoupling the mass from the chassis allowing each pannier to move up to a 5 degree arc therefore optimizing stability and refinement. With 31 liters of storage capacity per pannier, additional storage can be gained with the optional 55 liter, powered “Plug and Play” top box. The “Plug and Play” feature allows easy fitting and removal without the need to connect and disconnect cables or wires. It features a 12v socket on the inside to charge a camera, phone or any other electrical device while on the move.
The range-topping Trophy SE, the only Trophy available to the US market, features a powerful integrated audio system, with Bluetooth technology, USB input and iPod/MP3 player compatibility. The SE also features adjustable electronic suspension from WP, which is operated via an ergonomically-designed switch cube. Riders select their preferred damping setting – Sport, Normal or Comfort – then combine it with the bike’s loading – Solo, Solo plus luggage or 2-up – and select and review their settings via a dot matrix LCD screen. The ease of use and functionality means that personalized settings can be easily adjusted at the press of a button. The SE also benefits from Triumph’s Tire Pressure Monitoring System, which adds a further layer of rider security while an integrated passenger 12V power supply allows additional accessories to be added.
The Trophy enjoys extended 10,000-mile service intervals, with major services only needed every 20,000 miles.
The new Trophy will get its first public unveiling at Triumph Tridays in Neukirchen, Austria on June 22-24, 2012, and will make a further appearance at the Triumph Live event at Mallory Park, Leicestershire, U.K., which takes place August 31 – September 2, 2012.
First established in 1902, Triumph Motorcycles in 2012 celebrates 110 years of motorcycle manufacture. For the past two decades, Triumph Motorcycles has been based in in Hinckley, Leicestershire, U.K., and has produced iconic bikes which perfectly blend design, character, charisma and performance. Building around 50,000 bikes per year, Triumph is the largest British motorcycle manufacturer and has over 750 dealers across the world.
At the heart of Triumph’s philosophy is a commitment to developing truly unique motorcycles that offer a blend of distinctive design, intuitive handling and performance. The innovation and engineering passion that gave birth to the iconic Bonneville of the 60’s has today created a broad range of bikes suited to all motorcycle riders, including the striking 2.3 litre Rocket III, the unmistakable Speed Triple and the Supersport Daytona 675. With an impressive 2012 product portfolio in place, including three brand new models, plus a strong future model development program, Triumph is set to continue to enhance its status in the marketplace. Triumph currently employs around sixteen hundred personnel worldwide and has subsidiary operations in the UK, America, France, Germany, Italy, Japan, Sweden, Benelux and most recently Brazil as well as a network of independent distributors. Triumph has manufacturing facilities in Hinckley, Leicestershire and Thailand and a CKD facility in Brazil.