Triumph Demo Ride Report

Any sunny Saturday spent riding motorcycles is a good day. But the day gains a special glow when you can ride a lot of different motorcycles and you're not even paying for the gas.

I've toyed with the idea of owning a Triumph for years and so I'm on the email list for the local dealer, Triumph Indianapolis. The people there are all enthusiasts and it shows. The dealership is a wonderland with tons of inventory and character and they're model moto-citizens, with regular events like model introductions and Vintage Bike Nights.

But this time it was something special ... the Triumph mothership's demo truck stuffed full of new bikes. Would I care to stop in and sample the wares? Oh, yes indeedy I would.

Triumph Demo = Smooth Sailing

Triumph Indianapolis sits in a cool, funky, post-industrial neighborhood, sharing a parking lot with Sun King, a beloved micro-brewery. There's a winery across the street and the neighborhood is crawling with architects, interior designers and exciting world-changing tech startups.

The neighborhoods just to the east are, well, different. But we'll get back to that.

I showed up bright and early for a smooth, high-tech check-in. My license was scanned, a database declared me worthy, I signed a waiver and was issued a classy little Triumph Demo Ride card. The process from there was simple: stand next to an available motorcycle in the demo fleet and look anticipatory. Soon, one of Triumph's merry little elves would appear, scan my demo card, scan a sticker on the bike, issue any needed instructions and I was free to go.

The Mean Streets of a Triumph Demo

The approved demo route was about 15 ~ 20 minutes of mixed city streets, marked by TRIUMPH DEMO RIDE signs with arrows. However, the route was very unclear on the first lap. We're pretty sure mischievous locals moved or stole a few of the signs. Many of us wandered around a bit but soon had it figured out. No highway, alas but the route included a few mildly sweeping curves and the, er, "varied" surfaces certainly allowed thorough suspension testing. There were also some spots open enough to sample acceleration.

I didn't ask what would happen if we strayed from the route. If someone's kind enough to hand you a shiny new bike to abuse, it's best not to ask fishy questions. Overall, we had plenty of space and time so we didn't bunch up and we could get a pretty accurate impression of each motorcycle.

Let's just say the route was mostly through some pretty, well, "decayed" neighborhoods. The east side of Indy ain't exactly Skid Row but it ain't pretty either and it's a profound contrast to the gentrified edge of downtown. I was alert but on a chilly, sunny Saturday, it didn't feel too stabby.

Still, we noted at least two swarms of police cars making arrests, a protest and quite a few folks living al fresco. And graffiti. Lots of graffiti.

Triumph Demo General Impressions

1. I was somewhat shocked that at least 1/3 to 1/2 the folks taking demo rides showed up in cars. Then again, I suppose not everyone in the market for a motorcycle already owns one.
2. A few riders were wobblers and paddlers but most of us seemed to be experienced, handling the bikes smoothly.
3. Overall, I was impressed by Triumph's ability to deliberately engineer a unique experience for each model and sub-model. You could tell that every touch point and every sensory input (like sound, engine vibration and torque curve) had been refined to deliver a specific goal.
4. The sub-model variations matter a lot more than I thought they would. The same engine in different models delivers a very different experience and the suspension and frame variations create surprisingly different motorcycles.
5. Even on base models, Triumph seems to deliver suspension and calibrations a large slice above the overly squishy, basic stuff too often found on many Japanese brands.
6. I'm absolutely not a fan of some of Triumph's rider aids, mainly the supremely annoying rev matching and throttle bump whatsit found on many models. This gadget feeds in throttle you didn't ask for when you start to release the clutch. I'll make the control inputs around here, thank you very much. Perhaps longer acquaintance would make these seem more familiar. Many models come with quick shifters, which aren't my favorite but a lot of riders seem to like them and at least they don't actively interfere with us traditionalists.
7. Triumph's styling and up-close fit and finish are stellar, truly a cut above.
8. I didn't ride the sport models, mostly due to sporty ergos being incompatible with my multiply damaged skeleton.
9. Overall, Triumph really has a broad and compelling mix of bikes and each offers a distinct and unique experience.

Tiger Sport 660

I had strict orders from TRO Founder Robin Dean to sample the new Tiger Sport 660 at all costs so I first made a beeline for the bright green example.

Overall, the package is just plain impressive. The 660cc triple is dripping with character and makes thrilling noises. Power (79 hp) and torque (47 lb-ft) are impressive for an engine this size and fueling is somewhere beyond flawless, with instant, predictable power anywhere you want it.

It's very light for a "tall-rounder", with high quality suspension, a sturdy but easily adjustable windscreen and very comfy ergos. I'm 6'1" with a 32" inseam and damaged knees yet this bike also seems like it would work well for shorter folks.

But that engine ... chef's kiss. This bike punches well above its displacement. It's a study in contrast (small engine with big power, compact yet roomy). Very appealing, especially at its sub-$10K price point ($9,695 MSRP) and plenty of available accessories including hard bags.

I also like how Triumph has dropped the off-road pretensions for these Tigers. This is 100% a streetbike, edging into sport touring status.

Tiger Sport 800

I'll keep this simple. Same sublime chassis, ergos and everything as the 660 sport above but with a huge bump in power to 113 hp delivering that "holy SH*T!" edge to tickle your adrenal glands, with only a small bump in weight.

It's a fantastic package but unfortunately, the added power also comes with a hefty bump in MSRP to $12,620. Still, not bad for what you get.

Scrambler 900

This was the first I sampled of several high-pipe Scrambler models on display. The 900cc parallel twin is a sweetheart of an engine, delivering buckets of character and delicious fistfuls of perfectly chosen vibration and feel, along with plentiful grunt.

The high pipes are gorgeous but they do push your right leg out a bit. They never get hot but you do feel a bit of warmth on your inner thigh and you ride along just a little lopsided. I suppose "character" often means the motorcycle makes you adapt, just so you know who's boss.

But just ... look at this thing. Every inch is a treat for the eyes and every inch you ride is a treat for the senses. The single instrument pod is low and forward, well out of your view of the world rushing at you. You're in the experience and piffling matters such as velocity and RPM are trivial. You ride by feel.

Suspension is only a little taller than standard and not actually what I'd call off-road worthy. It's compact yet meaty. Everything you see is metal and rubber and it's not exactly flickable.

For what it's worth, there was a young woman at the demo ride who arrived on a Royal Enfield and rode this Scrambler at least three times. She was frantically working on rearranging her finances in between doses to squeeze in the $11,495 fare. Yeah, it's that kind of bike.

Triumph Demo Favorite! The Scrambler 1200 XE

Next up was my turn to fall in lust. I'll just admit it: this was my absolute favorite of the day and it wasn't even close. Obviously, the 1200cc twin is a beast, laden with character, grunt, yada yada. Reams have been written about this engine already.

But look closer at this particular example. See that zooty suspension? "Brembo" on the caliper? Spoked wheels and dual-sport rubber? That's what "XE" means. This is the sub-model with the high-end off-road running gear and that makes all the difference.

What you have here is superb suspension with authentic no-kidding off-pavement chops, coupled with ridiculous power and grunt. It is silly, stupid, hooligan, insane fun. You've got off-road pegs and ergos perfect for standing on rough terrain. The side pipes look cool but they get a bit warmer than the 900 and intrude a bit more.

I absolutely canNOT own this bike. I would spoon on decent knobbies, explode my adrenal glands and get in serious legal trouble on the first day of ownership. Also, MSRP is $15,295, which brings a cold, hard, fishslap of reality. But trust me ... if you're thinking of a 1200, the Scrambler XE is the one.

Some Sort Of Feet-Forward Cruiser Thing

With several riders standing around waiting for bikes to come back, this unloved Bonneville (?) was the only available bike for a few minutes. A few old dudes took it for a spin. 'Nuff said.

Rocket 3 R Evel Knievel Limited Edition

I can't believe they make this thing and I can't believe they let people ride it. What you've got here are some motorcycle bits with an Evel Knievel paint job bolted to a 180 hp 2,458cc three cylinder engine. With shaft drive and a single-sided swingarm.

At 700 pounds, handling is ... well, it's a thing you can ride and that alone is a serious engineering feat considering there's that chonky weird monster of an engine in the way. The R model places the pegs somewhat amidships. I think the GT variation with forward pegs in the standard cruiser gyno chair position would be damn near unrideable.

Obviously, it's, er, stout. I may have timidly, delicately touched perhaps 1/4 throttle once, briefly and with a snort of disdain from the massive engine, I was instantly transported to an embarrassing velocity.

It's a ridiculous and frankly stupid motorcycle. But I'm thrilled that it exists and that I got to ride it. I would never want to own one unless I'm just that rich ($27,495 MSRP) and bored. But if anyone ever tosses you the key, do NOT turn it down. It's ... an experience.

Tiger 1200 GT Pro

I was a little surprised by the Tiger's flagship road-going variant. This is the "honest" one, with cast wheels and no off-road pretensions. (Seriously, the spoked wheel models wearing off-road drag are just silly.)

What I found instead of the adventurey tall-rounder I expected was a plush mega-tourer with long-distance ergos, shaft drive, a willing 147 hp triple to dispose of any piffling highway, hill or mountain in your way, competent handling despite the 540 pound weight and gewgaws, bells, whistles and widgets galore. If the Gold Wing has too much old fart stigma, this might be your bike. It looks "adventure" but feels "luxury", if that makes sense.

As noted earlier, the rider aids mostly just pissed me off. I know how to operate a clutch, thankyouverymuch. I suppose I'd have to turn those off if possible. I honestly would have preferred a bit more character from the engine but Triumph chose to make the peanut butter smooth instead of chunky here.

Buicks and luxo-barges aren't my personal thing but if that sort of thing is the sort of thing that's your sort of thing, the $21,895 MSRP starts looking pretty competitive.

Tiger 900 GT

This is the "roadie" version of the hallowed Tiger 900 (more often found in dual-sport guise). Yeah, it's a damn fine tall-rounder but against its brilliant (and lighter) 660 and especially the 800 Sport cousins, it left me a bit cold. On the plus side, it's a little roomier and the platform has robust OEM and aftermarket accessory resources to make it your own. At $14,995 MSRP and only 106.5 hp, I'm not sure the roadie makes sense.

Never thought I'd say "meh" about a Tiger. The old version was the bike that got me interested in Triumphs in the first place. In any case, I think the vast majority of sales are going to be the "Adventure" versions and people looking for a road-going bike are going to gravitate to the Tiger Sports.

Speed 400

First, let's soak in the sheer gorgeousity of this motorcycle and wonder at the $5,195 MSRP. And up close, it holds up. Finishes are great. Once underway, you can detect some cost-cutting. The switchgear is different than other Triumph models and obviously lower-end, shifting is a bit crude and the suspension and brakes are built to a budget.

But fueling is immaculate, power and character are fantastic for the displacement and handling and braking are perfectly ... fine. It's a great "blank slate" for updating and customizing.

Overall this bike is a ridiculous value, it's downright beautiful, it's a "beginner" bike anyone could be proud to own and it's not hard to see why they're selling by the truckload.

Speed Twin 1200

Here we have that brilliant, grunty 103 hp twin with all the right vibes, in a somewhat sporty, compact chassis. Seat-to-peg distance was a little short for my damaged knees but overall for $13,595, it's a raw, unfiltered, almost vintage experience in gorgeous, classic style with oodles of character. The suspension is serviceable, better than most OEMs but upgrading those twin shocks and a bit of fork massaging would be first on the menu. And I think that's the appeal here. This is another fantastic blank slate sort of bike.

Scrambler 1200 X

This was a shocker. I loved the Scrambler 1200XE so I expected to at least fall in "like" with the base model 1200 X, at a less budget-busting $13,595.

The engine is the same old 1200 twin gigglefest so 'nuff said there but this proves that the extra $1,800 for the XE's up-market off-road suspension is worth every penny and then some.

Sure, the plain-jane X is set up somewhat lower and is easier to handle, with less pitching under braking and acceleration but this suspension has no business venturing into rough terrain. And frankly, it's not great on the street either. It's somehow both harsh and underdamped. The brakes are ... fine but the XE also gives you Brembo stoppers, toothy off-road pegs and stand-up ergos.

Oh, the difference one little letter can make. Spend the extra pennies for the XE, trust me.

Scrambler 400 X

Another slight surprise here. This is, of course, the high-pipe, Scrambler-ized version of the beloved 400cc single.

I don't think anyone would be surprised to note that this is mostly a styling exercise, not any sort of real-world off-road capability. And like its road-going base model, it is indeed a gorgeous bike, punching far above its $5,795 MSRP in sheer "look-back" factor.

What did surprise me is that the taller, longer travel suspension ended up a fair bit harsher, not plusher and overall didn't do handling any favors. The larger, chonky tires slowed handling, braking and acceleration just a tiny bit as well.

Still, if you're in love with the Scrambler style and the high pipe, it's a pretty decent choice. Personally, I'd lean toward the base model and spend the extra $600 on gas.

Triumph Demo Conclusions

First off, big thanks to the Triumph mother ship and to Triumph Indianapolis for this experience. It was honestly everything I could have hoped for with a demo day. The format was perfect and while the route wasn't ideal, it was nice to just be turned loose to form our own impressions.

After nearly six solid hours of riding OPM (Other People's Motorcycles), I was worn out and addled by bliss. I feel like I got a very good look at the Triumph lineup and at the overall high quality, range, character and uniqueness of most Triumph models.

Plus, I can't believe you people are crazy enough to turn a gaggle of strangers loose on a $28K Rocket 3.

What's Your Favorite Modern Triumph?

They've made a long list of great bikes available over the past few years. Which ones have you ridden? What did you like (or dislike) about each and why? Your input is invited. Leave a comment and/or write an article!