European Motorcycle Dealers Take it to the Track [Video]

For many, buying a motorcycle, especially a European motorcycle, is a big purchase. The aura of motorcycles from across the Atlantic rather than the Pacific adds an element of accomplishment and exclusivity to the purchase as well. As such, the buying experience should be more than just a simple exchange of money.

That's where Balz Renggli and Paul Lima come in. The two friends are also owners of their own San Diego County-based motorcycle dealerships: Moto Forza andGP Motorcycles, respectively. Dealing exclusively with European motorcycles, the pair have earned a reputation in the Southern California area as one of the "go-to" dealerships if you're looking for a Ducati, KTM, Husqvarna, MV Agusta, Moto Guzzi, Aprilia, and, starting later this year, Norton. From the moment you walk in to their dealerships, their passion and enthusiasm for motorcycles and the products they sell is readily apparent.

To give thanks to their customers, allow them to get a taste of what their machines are really capable of, and to have a little fun, “We’ll throw on a few trackdays a year for our customers and anyone else to enjoy the track.” Renggli says, adding “We like to share the camaraderie and enthusiasm our shops provide.” They generally do two to four trackdays a year at different tracks all around Southern California and charge from $160 to $190.

This worked perfectly for us as late last year, when we were looking to book some track time to conduct our 2011 Aprilia RSV4 APRC vs. 2012 Yamaha YZF-R1 test, weather reports indicated sporadic rainfall in the longterm forecasts. Combine this with the fact that many of the trackday organizations in the area were wrapping up their seasons, and the track portion of our testing was under serious jeopardy.

This particular time Renggli and Lima secured Willow Springs International Raceway in Rosamond, California, and invited us along. Once the weather report came back with sunny skies, we quickly packed our things and accepted the invitation.
The trackday itself was well run – we were pleased to find a very relaxed atmosphere, responsible riders, attentive corner workers, and even a catered lunch. Turnout was rather slim, but that’s by design. “We keep the group small, no more than 50-60 riders as we are not looking to make a profit, but merely to break even,” Renggli says, adding that neither he or Lima are in the trackday business. All the better, as it gave us plenty of room on the track session after session.
What stuck out to me, however, were the men behind the operation. Renggli and Lima opened their dealerships in search of fulfilling their passion and enthusiasm for the sport. "We are enthusiast shops starting from desire rather than profit," says Lima.

The two actually met as a result of Renggli's racing efforts. In 1998, Renggli won the Battle of the Twins Heavyweight championship at Willow Springs on a Ducati. Two years later he followed that performance by earning third place overall in the Aprilia Cup Challenge National Series. His sponsor? None other than Paul Lima and GP Motorcycles. After his racing career was over, Renggli needed another outlet to express his enthusiasm for the sport. Thus, Moto Forza was born.
With the rise of European motorcycles, the desire both men share holds true now more than ever.
"In my opinion," Lima says, "motorcycling is a lot more interesting now than it was 20 or 30 years ago, and I believe you can thank the European brands for that. When I started with motorcycles, the big box shops would treat you poorly if you said you had a Ducati or a Triumph. Now things have changed and they can’t be ignored."

The rise of European motorcycles has only served to validate Lima and Renggli's decision to serve this niche market, but you'd never see them gloating this fact. These dyed-in-the-wool motorcyclists truly love the sport, and that's the atmosphere they want to project when you walk in their respective dealerships. Whether it's to purchase a new motorcycle, get work done on your current ride, or just talk shop, they (and their staff) want you to feel like friends, not dollar signs. They often host barbecues and street rides, as well, so there's plenty of customer interaction after the sale is made. It seems to be working, as much of the business for both shops comes from repeat customers.

In this age of big business, maximum profit and zero personality, it's nice to know shops like this still exist. And with the European brands increasing their market share in the years to come, there's little doubt that Paul and Balz will surely be hosting more trackdays in the future.

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2012 Piaggio Typhoon 125 Review

The latest trend among car manufacturers is reaching the coveted 40 mpg mark. It’s a nice, round number far exceeding what sedans — even the most miserly ones — were capable of only a few years ago. And with gas prices not getting any cheaper, it’s easy to see why fuel efficiency is so important. Of course, we motorcyclists have been touting the virtues of two-wheel fuel economy forever, and thePiaggio Typhoon 125 is the latest example why.

Piaggio claims the Typhoon can achieve an astonishing 90 mpg from its tiny 124cc single-cylinder, four-stroke engine. This assumes its rider is delicate with the controls and avoids continued high speeds in order to achieve maximum fuel economy. In our real-world testing, which involved twisting the throttle to the stop quite frequently to rid ourselves of four-wheel, intercity traffic, that number dropped considerably to 52 mpg. However, that’s still an impressive number considering how hard we thrashed the scoot – it would be nearly impossible to get worse mileage

Another notable figure is its price. At just $2699, the Typhoon is a natural choice for anyone looking for cheap, reliable transportation, and puts it well below competitors like the Honda PCX ($3399) andYamaha Zuma 125 ($3350). We’ll have a comparison of all three scooters soon.

From Italy, With Love

For those unfamiliar, the Italian brand Piaggio specializes in scooters. While the MP3 line of three-wheel scooters that lean like a conventional motorcycle may be their best-known model in the U.S., the company also produces more traditional models. Parent company, the Piaggio Group, also owns a variety of brands to draw knowledge from, including Vespa,Aprilia, Gilera and Moto Guzzi, to name a few.

In the case of the Typhoon 125, the steel trellis frame incorporates a step-through design simplifying ingress and egress. Despite the Typhoon’s malevolent name, it’s actually powered by a modest 124cc single-cylinder engine that Piaggio says churns out a (insert smirk) stump-pulling 6.0 ft.-lbs. of torque and 9.6 hp. It’s mated to a continuously variable transmission (CVT) for true “twist-n-go” usability.

I’ll admit some apprehension when first riding the Typhoon as I wasn’t sure if I would be a moving roadblock among the sea ofcars. Those fears were quickly overcome as the scoot had adequate power to blend among the traffic. It even has enough pull to holeshot stoplight-to-stoplight drag races against unsuspecting cage drivers, though the Typhoon does bog slightly leaving a stop; an indication of lean fueling. Piaggio claims a top speed of 60 mph, but its speedometer registered as high as 70 mph on level ground and can go faster with the help of a steep decline. It should be noted, however, that because its engine is under 150cc, the Typhoon is not legal for freeway use.

All the better, too, as the stability from the 120/80-12 front and 130/80-12 rear knobby-ish tires gets a little skittish at higher speeds. Suspension consists of a conventional, non-adjustable telescopic fork in front and a single rear shock, adjustable for spring preload. Considering the Typhoon is meant to live on bumpy city streets, damping is a touch on the soft side, though not excessively so, providing a fairly comfortable scootering experience.

Braking duties for the 258-pound (dry) Piaggio are courtesy a 220mm single front disc clamped by a two-piston caliper. Surprisingly, a steel-braided line feeds it fluid for a very positive-feeling brake lever. In the rear sits a 140mm drum. Lever feel is a little squishy, but there’s still enough power to lock the rear wheel when you want to play hooligan.
A Different Kind of Riding Experience


Having lately ridden sportbikes almost exclusively, hopping aboard the Typhoon couldn’t be any more different. Its comfortable, wedge-like seat sits 30 inches from the ground, meaning my 30-inch inseam could only manage placing the balls of my feet on the tarmac. Its light weight makes it feel like a toy, which equates to easy maneuvering through traffic. The downside to this small stature is fidgety handling when faced with strong crosswinds or poorly maintained roads, as more effort is required to maintain a line, even going straight.

Passenger accommodations haven’t been forgotten, as the Typhoon features a well padded pillion seat with grab rails and floorboards instead of footpegs. The grab rails also double as a handle to help place the scoot on the centerstand when parked. While it’s easy enough to lever onto the centerstand, not including a side stand is a minor inconvenience.

Storage area is confined to the single compartment under the saddle, large enough to accommodate a three-quarter helmet though not much else. A hook just underneath the bars is great for affixing grocery bags, but its fairing lacks convenient things like a water bottle holder or any sort of storage cubbyholes.

Those aren’t our only gripes. The carbureted engine can be a bit temperamental during cold starts, sometimes requiring more than one attempt at the button before coming to life. This, too, is another indicator that the Typhoon runs lean. Once on, the automatic choke will activate and raise engine speed while it reaches optimum operating temperature. We noticed on a few occasions the engine would stall when applying a heavy dose of throttle while still cold.

While not necessarily a gripe, the Typhoon’s constant-velocity transmission often exhibits a noticeable shudder when asked to select its equivalent to first gear (CVTs don’t have gears). This is most evident when coasting to a stop and quickly accelerating again.
The Cure For Road Rage
If you’re like us, numerous everyday errands are near your home. Jumping in the car or suiting up for your sport-tourer just to run to the bank seems like overkill. The Piaggio Typhoon 125 is a sensible, affordable alternative. More than just cheap, reliable transportation, the Typhoon is also a gateway scooter into the world of larger two-wheelers.
Yes, more storage compartments would be nice, but at just $2699, one’s willing to make a few concessions. It’s also available in black in case the yellow version seen here is not your style.
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2012 Honda NC700X Preview

American Honda has finally relented and decided to import its most recent all-new model, first seen at last fall’s EICMA show in Milan. Unveiled today at the New York International Motorcycle Show, the NC700X is a multi-purpose, versatile machine with a big emphasis on utility, perfectly timed for today’s tight economic climate.

Most impressive is the NC700X’s price, starting at an incredibly low $6999! For perspective, consider the NC-X’s most obvious competitor: Kawasaki’s Versys. It retails for an extra $900.

Like the Versys, NC700X wears an adventurish costume that hints at off-road capability but doesn’t quire fulfill it. Both share a similar powerplant, a parallel-Twin engine. In the case of the Honda, it’s an all-new mill displacing 670cc and slanted forward radically (62 degrees) to free up storage space under the NC’s faux gas tank.

The standard NC carries a conventional 6-speed manual transmission transmitting power via a chain final drive. However, Honda is offering a second-generation dual-clutch semi-automatic transmission as an optional upgrade. Like the DCT first seen on the ambitious 2010 VFR1200, the NC700 uses two hydraulically controlled clutches to automatically pull away from a stop and to seamlessly deliver gear shifts, but this one is lighter and more compact. A rider has a choice of three modes: D for regular use; S for sport riding; and MT for full manual gearshift control via bar-mounted toggles.
The NC’s powertrain is also the core for two other 2012 Hondas, the Integra scooter/motorcycle hybrid and the standard-styled NC700S, but neither of those will be making the trip from Japan to our shores. All share a 270-degree firing interval that mimics a V-Twin feel and use a biaxial counterbalancer to quell vibes inherent from a parallel-Twin. Four valves per cylinder are activated by a single camshaft, and fuel is delivered by EFI through just one 36mm downdraft throttle body.

The engine’s long-stroke, undersquare (73 x 80mm bore/stroke) design and mild tuning emphasize efficiency rather than high performance. Honda claims a peak of 51 hp at a modest 6250 rpm rated at the crankshaft, which will likely translate into about 45 horses at its 160/60-17 rear tire. The Versys cranks out a relatively whopping 60 fillies. The NC’s torque rating of 45.7 ft-lb. at a low 4750 rpm is more impressive, promising a broad and linear powerband. Honda claims the NC700X gets a remarkable 63.5 mpg, which may translate into a range of up to 235 miles from its 3.7-gallon fuel cell.

Along with slightly more power than the NC700S, the 700X also has more than 1 inch greater suspension travel, a generous 6.0 inches from the 41mm conventional fork and 5.9 inches from the preload-adjustable rear shock. The long-travel suspension vaults the seat height from 31.1 inches to 32.7.
The NC700X is purported to be quite agile despite moderate chassis geometry of a 27.0-degree rake, 4.3 inches of trail and a 60.6-inch wheelbase. Its nimbleness is credited to its low center of gravity and mass centralization created by its inclined engine, diamond-shaped steel frame and underseat fuel tank. Its full-up curb weight is a reasonable 472 pounds. Add another 33 pounds for the DCT version that includes antilock brakes. DCT and ABS come at a premium however, bumping up the price by two grand to $8999

Braking is supplied by a 320mm rotor up front and a 240mm disc in back. Ordering the DCT is the only way to get ABS in America, which upgrades the 2-piston front caliper with and extra piston for the Combined ABS setup that allows some front brake pressure applied by the rear brake pedal.
Honda has designed the NC700s to be easy to live with, especially for urban types who want a versatile commuter. Its lockable, 21-liter storage area under the ersatz fuel tank can carry lunch for 10 or a full-face helmet, and it can be augmented by optional saddlebags and a tail trunk.  Other optional equipment includes heated grips, wind-deflector kits, a 12-volt socket and centerstand.

The 700X’s ergonomics are described as “open and roomy,” comfortable for city strafing or mile-munching touring, and its small windscreen and beak-ish upper fairing should deliver a welcome respite from wind and weather. A compact digital gauge pack provides instrumentation. Honda describes the Multistrada-esque styling as having “the look of an urban-assault commuter as well as a country road explorer.” Passengers appear to be welcome, as the NC has a decently sized pillion pad and large grab rails.
“Whether you’re new to the sport, a longtime rider or just getting back into the riding scene,” says Honda, “the NC700X offers the comfort, ease of use and practicality of an everyday motorcycle that’s also surprisingly affordable.”
So, although Kawasaki’s Versys hasn’t sold in big numbers here in America, Honda is taking the chance on the similarly themed NC700X that brings a greater emphasis on utility along with Honda’s vaunted reputation for building great motorcycles. The Versys is sportier, lighter and more powerful, but its price is considerably higher. Anyone smell a shootout brewing…?

Related Reading
EICMA 2011: Honda NC700X Unveiled
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2013 Victory Judge Preview

With the introduction of the muscle-car-inspired Judge, Victory has taken a sharp and deliberate turn from its well-worn path of creating blingy cruisers, bagger/touring rigs, and bobber-themed rides like the High-Ball and the newHard-Ball that melds bobber with touring.

The Judge marks a change in Victory’s recent product offerings, but where the Minnesota-based company continues to stick to business-as-usual thinking is by placing its powerful Freedom 106/6 50-degree air/oil cooled, fuel-injected V-Twin with six-speed gearbox in yet another Victory motorcycle. This same engine that motivates many Victorys now also gives the Judge its go power. We’ve ridden the Freedom 106/6 many times over the years, and always come away impressed by how much bang for the buck it gives.

The Judge’s drag-style handlebar and bodywork are all new, as is the styling of the taillight, fender struts and new EFI covers between the cylinders. But it’s perhaps the new headlight that’s the biggest departure from Victory’s usual styling cues. The large, angular headlamp – a signature Victory styling element – seen on all other models, save for the touring models with full front fairings, is replaced by a more traditionally shaped, round headlight. A single instrument gauge sits just above the new headlight.

The Judge features new 16-inch 5-spoke cast wheels wearing Dunlop’s 491 Elite II tires (130/90 front, 140/90 rear) with raised white lettering. The rear fender is abbreviated and minimized, a styling cue likely intended to enhance the bike’s muscular stance, and just about everywhere you look on the bike it’s been given the black-out treatment.
Suspension is typical fare, with a traditional telescopic fork and single mono-tube shock. The good news here is that despite the Judge’s friendly 25.9-inch seat height Victory didn’t sacrifice suspension travel just to achieve such a low seat height. The plush 5.1 inches of fork travel found on many other Vic models carries over to the Judge. The 3.0 inches of travel out back isn’t quite as much as on some of Victory’s other models but is still better than what’s found on various competitor bikes. A single 300mm rotor with four-piston caliper in front and 300mm disc with two-piston caliper in the rear help keep the Judge’s speedy ways in check.
The Judge’s 4.5-gallon fuel tank is the same capacity as on the Victory Hammer S and Hammer 8-Ball, but the Judge’s claimed dry weight of 660 pounds is roughly 12 pounds lighter than its Hammer brothers’ dry weight.
The Judge has moderately less steering rake than the Hammers (31.7 degrees vs. 32.0 degrees), but its 6.7 inches of trail is quite a bit more than 5.5 inches on both Hammers. The presumption here is that Victory wanted to give the Judge snappier handling via its tighter rake and a wheelbase (64.7 inches) nearly a full inch shorter than the Hammers’, but employed longer trail to provide stability to complement quick steering action. What will also likely make the Judge steer quicker is its narrow 140mm rear tire. Both Hammers use a fat 250mm bun that slows their steering responses.

Color options for the Judge are Gloss Black at $13,999 and Suede Nuclear Sunset or Sunset Red, both for $14,399. The Judge offers a significant savings compared to the $18,499 Hammer S, but some of the Hammer’s extra cost is expected since it provides dual front brakes, along with upgraded wheels and suspension. However, more interesting is the proximity of the Judge’s price to the Hammer 8-Ball’s $14,499.

While Victory is proud of its selection of price-conscious models found in its sub-line of 8-Ball models, we can’t help but wonder if the new Judge might supplant the Hammer 8-Ball as Victory’s entry-level power cruiser. We’ll have a better idea of the Hammer 8-Ball’s status in the coming weeks after we get our first ride on the all-new Judge in early February, so stay tuned!
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Ontario's Motorcycle Trip Planner a Cut Above [Video]

This past summer I spent 40 days and 40 nights riding motorcycles around the great province of Ontario, analysing every paved surface from Thunder Bay to Ottawa, looking for the best rides. The product of this...ahem..."work" was a blog and two motorcycle routes now hosted on Ontario Tourism's brand new motorcycle trip planner athttp://www.gotourontario.ca/.

While there are dozens of motorcycle trip planners all over the internet, Ontario's taken plenty of steps to make sure they're doing it right.

First off, the Go Tour trip planner works by recommending a specific route rather than plotting a path from one point to another. Each route strings together the best roads in an area, avoiding major highways wherever possible.

Twists, turns, forests, mountains, lakes and rivers all make up the incredible scenery on these routes that have to go through a rigorous 10-point scorecard just to get approved.

Many motorcycle websites and apps focus only on where the good roads are, but don't give any indication of where to stop. Ontario has gone one step further. Each route comes with a recommended itinerary, telling riders exactly where to stop for fun, food, and rest. These stops also have to pass a scorecard to end up on the list, and only those who go the extra mile for riders are included.

Currently GoTourOntario.ca is home to three motorcycle routes; the North Shore of Lake Superior, the Lake Temiskaming Loop, and the Georgian Bay Coastal Route. Over the next six months we'll be adding a dozen more routes, just in time for the height of the riding season. The next big routes to be added will be the Lake Superior Circle Tour, Lennox and Addington Ridesand routes from Ride The North.

The trip planner incorporates two additional functions that can help enormously into the days leading up to the trip. First is a connection to the Ministry of Transportation's listing of all construction areas in the province. The second is a map of cell phone coverage throughout the province, so that riders can be sure they can reach friends and family while on the road.
The site is also mobile friendly. Riders can access their saved routes from the road atM.GoTourOntario.ca and track their progress. The mobile version also incorporates features that are of prime importance to the touring rider - namely the ability to instantly find the closest gas station, restaurant or washroom.

Check out the video for a walkthrough of exactly how Go Tour works, and see first-hand how simple planning your next motorcycle adventure can be. Throughout the riding season I'll be making regular reports on new routes, great roads, and where motorcycle riders can go for the best time ever. It's all part of a travelling road show we call The Ultimate Northern Ontario Road Trip - be sure to check out our blog this summer, as we'll be on the road for sixty days. Tough life, I know.
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2012 Triumph America Review

Think of cruisers, and the usual suspects come to mind: Harley-Davidson, various offerings from Japan’s Big Four, Victory – in fact, nearly every OEM builds a bike to tap into the lucrative cruiser market.

Triumph, better known for its hooligan-making naked roadster Speed Triple or its GS-inspired big trailie Tiger, wasn’t a name that surfaced much in cruiser circles. But that changed in 2004 with the introduction of the Rocket III, powered by a monstrous 2,294 cc (140.0 cu in) inline-Triple. The big, rear-tire-roasting power cruiser had cruiser fans’ heads spinning. Then in 2009 the British bike maker again caught the attention of cruiser lovers with the introduction of the Thunderbird and its large-displacement (1597cc) vertical-Twin, a bike that impressed us so much that we named it our Cruiser of the Year in 2009.
However, before these bruisers burst onto the scene, Triumph already had a model entered in the cruiser genre.

The likeable Triumph America has sat quietly in the lineup since 2002.

The humble Triumph America is but a blip on the radar when cruiser riders gather to talk shop. Even within Triumph’s world the America sits quietly in the background while the sales-dominatingStreet Triple 675 (and R model) and other sports bikes steal the limelight. Admittedly, even we haven’t given the America much attention in the past 10 years. But a recent ride on a current model year America revealed that shoppers in the cruiser market shouldn’t overlook this cruiser-ish Brit bike.

Despite being a humble middleweight, the America has many features that make it feel and look like a bigger cruiser. Part of that bigger bike appeal is a very roomy, comfortable ergonomic layout.

Triumph America: Not Your Daddy’s Cruiser
In a world of tha-thump-tha-thump-tha-thump V-Twins, the America’s smooth-running, fuel-injected, 865cc vertical-Twin is a unique break with cruiser engine tradition. If you’re looking for a rumbling, raucous ride – one that causes the entire bike to shudder – take note that the America’s 270-degree firing interval has endowed the engine with a quiet-as-a-mouse character when compared to most Harleys and many Japanese cruisers. But if you’re more concerned with enjoying the scenery than about how many passersby are noticing your thundering exhaust, then the gentle Triumph Twin deserves your attention.

The America’s 865cc vertical-Twin is the same basic mill found in the Triumph Bonneville, but with a 270-degree firing order rather than 360-degree order used in the Bonnie. The idea behind the 270-degree was to give the engine a little more cruiser-typical character, and yet the engine is remarkably smooth.

Despite the humility of the America’s engine it is by no means ill-suited to motivating the bike’s 550-pound ready-to-ride weight. The America’s as-tested 50 hp at 6500 rpm and respectable 47 ft-lbs at 3400 rpm accelerate the English-made cruiser briskly, with smooth, predictable fueling across the rev range. And while I suspect the engine could easily handle an additional cog in its gearbox, the 5-speed trans nevertheless shifts slickly and is complemented by a light-action clutch.
The first-gen America rolled on cruiser-classic wire wheels, but the most current issue wears 12-spoke cast-aluminum wheels that project a more muscular appearance. Attached to the front wheel is a single 310mm brake disc clamped by a Nissin two-piston caliper, while a 285mm disc and Nissin two-piston caliper slow things from the back. The front caliper handily slows the bike from speed with crisp, authoritative braking action. Applying both calipers simultaneously to retard the America’s forward progress left me wishing that more cruisers in the market offered the same degree of feel and power as what the America provides.
With a chubby-looking front tire (130/90 x 16) the America doesn’t strike the impression of a light-steering cruiser. And the 33.0-degree rake, 5.62 inches of trail and rangy 63.6-inch wheelbase don’t exactly scream “Snappy steering!” Despite these lazy figures the America is anything but sluggish between turns – though the long wheelbase does make tight-radius U-turns challenging at times.
A notably wide, pull-back handlebar allows plenty of steering leverage, and once set into a corner the America is wonderfully stable and tracks accurately throughout the arc of a turn. While the America is a cruiser, it doesn’t suffer from ultra-restrictive lean angle clearance; it will drag a peg, but not as soon as you might expect.

Carbs on a modern production-level cruiser? Nope. These Keihin carburetor look-a-likes are actually throttle bodies and an EFI system.

The America’s 41mm Kayaba fork has nearly 5 inches of road-imperfection-gobbling suspension travel. A set of dual coil-over-spring, preload adjustable shocks have 3.77 inches of travel (considerably more than almost any Harley) but provide a slightly firm ride over larger freeway expansion joints and bumps. Generally, though, ride quality is better than average, whether on surface streets or peeling off the miles on the interstate.
In his 2002 review of the America, John Burns said that he thought the America wasn’t “trying desperately hard to look like a Harley-Davidson.” Ten years later that insightful statement is still valid, but for reasons I can’t quite nail down, the America’s styling (with the exception of its engine) strikes me as similar to a Japanese cruiser.
Perhaps the America’s easily seen and inexpensive-looking stamped-steel mount holding the speedo, or the poorly routed clutch cable that brushes against the inside of the left header pipe, are what remind of similar budget-saving tactics I’ve seen time and again on other brands. On the other hand, the judicious use of rich chrome in all the right places offsets some of the less attractive bits.

The America has generous lean angle for a cruiser, and its chassis performance allows for spirited rides on canyon roads.

The America’s ample engine power, more than adequate stopping force and friendly handling make a compelling package. But it’s perhaps the roomy and relaxed ergonomics and large-bike feel and look that stand out as this cruiser’s two most prominent qualities.
 You’ll sit mostly upright in the large, wide saddle (the passenger seat is also roomy), and the sweeping-arced handlebar makes for a natural, easy reach. The footpegs are mounted forward just enough to complete the relaxed rider triangle, yet you never feel like you’re slouching in the seat that’s a scant 27.1 inches off the ground.
The analog speedo’s prominent placement is handy, mirrors provide a clear, useful field of view, and the clutch and brake lever have a 4-position reach adjustment. The layout of the rider environment is such that freeway jaunts of 50-plus miles click off with minimal effort. A small windscreen from the aftermarket would optimize comfort during time on the SuperSlab.
Finally, the large headlight, wide seat, wide handlebar and voluminous 5.1-gallon fuel tank all work to create the sensation you’re aboard a much larger motorcycle without making the America feel overly big or cumbersome.
With a base MSRP of $8299 ($8599 for two-tone colors) the Triumph America is comparably priced to Kawasaki’s Vulcan 900 Classic ($8299 – $8499) or Harley’s Sportster SuperLow ($7999 – $8499) and the V Star 950 ($8490) from Star.

The America hits most of the right cruiser notes but also offers something a little different from the usual crowd of Harleys and Harley clones.

But each of those middleweight cruisers fit roughly within the same mold. The America hits most of the right cruiser notes, but its distinct vertical-Twin power source is refreshingly atypical in this class.
If you’re looking for something a little different without straying too far from the well-worn cruiser path, make sure to give the America a first, and then second look.
Related Reading
2009 Triumph Bonneville Review
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