So here's the response from Triumph India:

Appreciate your thoughts on the Tiger 800XC and its pricing. The bike at
exactly 800cc qualifies for CBU import and that is the route being taken
as of now.

Off road motorcycles are a bit of an unknown in the Indian market and
hence the call that we have taken to initially import it as CBU. We will
gauge the market and revise our call at an appropriate time if needed.

Best regards,
Ashish

Note the Bolded text. According to Triumph's own website (and no doubt the casting on the side of the crankcase), the Tiger displaces 799cc, not 800. Does anyone have the exact wording of the import regulations regarding engine displacement? If customs gets a good look at the engine on this bike, and it says 799cc, is Triumph going to be facing problems?

Edit: I think I found the relevant section of Customs Tariff. Section 87-11 40 10 covers motorcycles with engine capacities not exceeding 800cc. So if it's 800 or less, it's within that "category". Still looking for requirements for when a new bike has to be brought in as CKD and/or subject to India homologation.

Second edit: Found something in the import regulations as follows: (9) Import of new motorcycles with engine capacity of 800 cc or more, by all categories of importers, including: (a) Individuals; (b) Companies and firm; or (c) OEMs (Original Equipment Manufacturers- who have manufacturing and service network in India) will be exempt from the conditions at Sl.No. (2) (II) (c) above. However, at the time of Customs clearance, an EC Type Approval Certificate / Certificate of COP, of an accredited agency from any member state of EU, including a notarized English translation thereof, shall be furnished. This Type Approval shall stipulate that the vehicle to be imported meets the technical requirements of all relevant separate directives, as last amended and as listed in EU Directive 2002/24/EC. Such imported motorcycles shall meet the EURO III emission norms as defined in EU Directive 2003/77/EC.

So that's 800cc or more falling into the exemption category for needing various testing certificates. Looks like 800cc is an overlap point. Still searching for the specifics of a requirement that bikes of 800cc or less than 800cc can only be brought in as CKD. It's not looking good for Triumph though.

Nope. That's the 2013 model, ugly lights and all. Dual exhausts are unneeded extra weight on a bike that small, not to mention since the street and speed triples are essentially factory streetfighters, they're all about minimalistic looks and function over form. A low-slung single exhaust like that saves an easy 10kg over a high-mount dual exhaust, and puts the weight in a much more useful location.

Other than the big Ducatis and a couple of other "big-twin" makes, you won't see many dual pipes on bikes anymore when they need to be functional. Even the Hayabusa has dual mufflers more from a sense of style than any performance benefit (and many aftermarket exhausts have only one muffler). The R1 and GSXR still have them, but both systems are heavy and ugly, and are one of the first things anyone changes on those bikes. Even the CBR1000RR has a single-pipe exhaust (and it's an under-frame one like the Street Triple).

7 year old
weren't the street triples first launched towards the end of 2007 & later refurbished in 2011 & 2012 as well

The 2013 street triple doesnt look too good eh!..i hope the pics are of a test model rather than the final structural/design config...twin exhausts looked much more aggressive in my opinion

Email to Triumph India

Sent the following email to Ashish Joshi yesterday:

Dear Mr. Joshi,

I am one of many riders here in India eagerly awaiting the arrival of
Triumph. I have been following the news of Triumph's entry on the
xBHP.com website for several months now. I was particularly excited
because Triumph intended to bring many of the models it would sell
here in as "Complete Knock-Down" kits, thus enabling it to bypass the
ruinous customs tariffs and therefore to sell at a reasonable price.
In the wake of the Auto Expo in Delhi, the preliminary pricing for the
models Triumph will be bringing was released, and then was confirmed
in an email you sent to another xBHPian, Arun, a couple of days ago,
to wit:

Bonneville INR 5.50 L
Street Triple INR 5.75 L
Daytona 675 INR 7.00 L
Speed Triple INR 8.00 L
Tiger 800XC INR 11.40 L
Storm INR 17.00 L
Rocket III INR 22.00 L

I was dismayed to discover that the Tiger (the bike I intend to
purchase, preferably in orange) was going to be priced like an import
bike, rather than the CKD. In every other market, the Tiger sells for
the equivalent of about 6-7lakh rupees ($13000 USD according to
ADVrider.com and 7700GBP according to your website). Yet here, we're
going to be charged nearly double that. This despite the fact that the
Tiger, at 799cc, falls under the homologation limit for motorcycles
brought into India, and therefore must be brought in as a Complete
Knock-Down and assembled here. I am writing to seek an explanation for
the enormous premium that Indian riders are going to be required to
pay for this bike, seeing as how there is no customs duty to cover. I
look forward to your reply.

Sincerely etc


Hoping I'll get a reply, and not a form letter, soon.

Just like what BAL did with N650. I think Triumph will sell 2012 models till end of 2013.

There are pictures of the new Daytona floating around too. It is logical, since the Street Triple is more or less a naked version of the Daytona.

I sincerely hope that Triumph in India is working on getting the 2013 models and the not the outdated Daytona and Street triple. Otherwise it will be quite a thing to see people in India buy the 7 year old models and viola! Two months later they are discontinued...

it says 2013 triumph

Ah these Triumph bike, they are sexily ugly!

2013 Triumph Street Triple: Spy Pics













Source : http://www.infomotori.com/moto/2011/...te-i-collaudi/

Thank you sir for explaining it.

And to the question of why will i want an R model, it is simply because there is one. And like i say when you are making a wish, make the one that makes least bit of sense. That is why i want street triple R but i wish for RSV V4.

yeah am complicated like that.

First of all, unless you're riding right at the limit, you're probably not going to be able to mis-adjust the suspension on any bike badly enough that it becomes dangerous to ride, and if by some chance you do, the owners manual will have the default settings in it so you can get back to "normal".

Second, setting up a bike's suspension is something every rider should know how to do. I've had four bikes that had fully adjustable suspensions, and have set all of them just fine using nothing more than the owner's manual. There are only three potential adjustments that can be made to any suspension: compression, rebound, and preload. Even a basic understanding of how these interact is sufficient to adjust them properly for anything short of outright track riding.

Compression, or more properly compression damping, controls how difficult it is to compress (duh) the suspension. Turn the compression way up, and the ride becomes bone-shaking. Too little, and all you'll have the tire leaving the ground at every pebble.

Rebound controls the other direction of suspension travel, i.e. how fast or slow the suspension returns to its original position after compressing. Too much rebound damping and the suspension can "pack down", where successive bumps push the suspension further and further in before it can recover, eventually bottoming it out. Too little rebound damping, and the springs in the suspension will jam the wheel back against the road too firmly, and can potentially upset the bike under hard riding.

(N.B. As you may have already deduced, rebound is probably the most critical one to get right).

Preload controls how much pressure the springs are exerting on the suspension. This is the one that is weight-dependent. It is basically used to ensure that there is enough suspension travel available for everything to work properly. Too much preload can make the bike feel a bit jumpy, and has some bearing on how much compression and rebound damping are needed.

The proper way to set the suspension is to get the preload right first. There are plenty of articles out there on getting the proper "sag" i.e. how much the suspension compresses under just the weight of the bike and how much with a rider onboard.

Once the sag is set properly, front and rear, then you can set compression and rebound. The best way to do this is to adjust both settings to their factory default setting from the manual, or lacking that just to the "middle" position. These two adjustments are usually measured in "clicks", since the adjusters usually click every quarter-turn or so. If they are clicker-type, count the total amount of clicks from fully-in to fully-out, and then get to a midpoint. If there's an even number of clicks, choose the softer setting i.e. if there are 16 clicks total, set them to 9 clicks out. If they don't click, just turn them fully from "all the way in" to "all the way out", count the number of total turns, and divide by two. Just as with adjusting a carburetor, start at the "all-the-way-in" position, and come out from there.

Once you have a baseline setting (and make sure both sides of the fork are adjusted to the same settings or the bike *will* ride weird), go for a ride. Do some curves and hit some bumpy stretches. Then, adjust one setting at a time i.e. compression only or rebound only, and only by one or two clicks in or out depending on whether you felt the suspension was too soft or too stiff, then go ride again. See what the difference is. You shouldn't need to go more than a few clicks in either direction for your final setting anyway. For in-town and highway riding, most people prefer to set compression damping a bit soft, and rebound a bit firmer (to keep the bike feeling plush and settled). Here in India, you might want the rebound a bit softer, just because so many roads are rough, and you don't want the suspension to pack down too far. You can compensate for the looser rebound by softening the preload just a bit.

Here's a pretty decent article detailing all of this with some nifty diagrams: http://www.gostar-racing.com/informa...ion_set-up.htm

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Triumph Street Triple is coming at a price which is an absolute steal.
Triumph Bonneville would be a treat for many people who believes in simple living and high thinking.


But I have a request for Triumph,
For engines with high compression ratio, Triumph should source some high quality petrol additives from local suppliers so that these two bikes can be used for long, interstate rides without the thought of "low quality fuel souring the engine" (even then what will do away with the impurities and dirt particles mixed in fuel- nothing)

Playing around with shocks would not be a good idea. Any error in setting up the shocks by yourself, that too on something as fast as the 675 will hamper the bike and you. AFAIK a track bike shock is setup according to the rider's weight.

This is something I got from few folks I know. So, no experience at a personal level. May be its just their point of view.

Even I would love to see the R coming in to the market but again why do you want an R coming in when most of the bike's life will be in streets and on highways.