2000 Triumph TT600 - Custom Street Bike

Chassis-wise, the TT stays in the 600-class comfort zone, with a 54.9-inch wheelbase and aggressive geometry-24 degrees of rake (about the same as the other 600s) and just 82mm of trail (considerably less than most but 1mm more than the R6). As you would predict, Triumph emphasized chassis stiffness and low weight; the bare frame is claimed to weigh just 28 pounds. Fully adjustable Kayaba suspension components are fitted; the 43mm fork is noteworthy for using an aluminum cartridge.

Throw a leg over the TT and you'd swear you're on a restyled F4. Aluminum clip-ons mounted above the triple clamp greet you and there's even a comfortable seat. An R6-style gauge cluster peeks out of the slightly bulbous fairing. The metal fuel tank's humpback shape vaguely recalls Triumph's Daytona and Sprint models. In person, the TT comes off more polished and purposeful than photos suggest, but it's still staid compared with the vicious R6 and chunky Kawasaki ZX-6R; the red/silver paint scheme is by far the more attractive.

Our first ride on the bike came at Pau-Arnot, a tidy track in the shadows of the Pyrenees. Looking like a 51/48-scale Sears Point with a fussy, half-size Laguna Seca-like corkscrew thrown in, Pau's flowing curves and lack of long straights flattered the TT. Consistently stable and predictable, the TT nonetheless possesses quick responses and rapid roll rates; it changes direction with little effort. Riders expecting the TT's 82mm of trail to inflict headshake or instability will be pleasantly surprised. In general, the TT places between the stable F4 and the lightning-quick R6. Without the direct competition on hand, it's hard to precisely position the TT among its peers; first impressions suggest that while the TT may not set new standards for the class, it's most definitely in the hunt.

The same can be said of the engine. Although it's got a bit more mechanical noise than the F4's, the TT's powerplant is a significant achievement. Good torque in the midrange makes road riding pleasurable, but all the excitement waits until you get past 10,000 rpm. From there to the 14,000-rpm rev limiter, the TT positively howls, pulling strongly even at high velocities in the taller gears. A blast up to 130 mph is no trouble at all. Shift action is fine-perhaps not as good as the best Japanese middleweights, but no embarrassment, either.

On the fast but rough roads surrounding Pau, the TT pleased the scribblers and amazed the French. The engine is soft on the bottom of the rev range, but all the current, high-output 600s are, and there's a bit of vibration coming through the footpegs at near-legal cruising speeds. Triumph had the track bikes fitted with its "racing" silencer and remapped injection while the road bikes remained stock. The modded versions had noticeably better throttle response but even the standard bike follows Triumph's successes of installing friendly and lurch-free injection systems. Reduced emissions rank among fuel injection's big benefits; Triumph claims the TT engine is the cleanest it's ever built.

Among the TT's most noteworthy chassis accomplishments is its excellent suspension. Even for larger riders, the TT is adequately sprung and the damping rates feel ideally matched. Although the ride is taut, the TT was never harsh, even over some very sharp-edged breaks in the French pavement. All told, the TT proved both comfortable and thrilling on the road, with decent weather protection and a relaxed riding position.

How it will do in a straight fight against the other 600s remains to be seen. We can hardly wait to get a TT600 stateside and put it against the best of the 600 class. There's a strong chance the TT might unseat the CBR-F4 as the best middleweight all-arounder. Even if it doesn't, for Triumph to have come so far, to be so close to the heart of a very competitive class on its first try is a real, um, triumph.

Triumph TT600