Forget what you’re thinking about the Trophy’s weight and length. Start down the road and it loses 50 lbs. by 15 mph and another 50 by city speeds. At first, the steering feels almost too light, but after a few minutes in the saddle the turning effort becomes familiar and, in time, delightfully confidence inspiring. Low effort is one thing, but feedback is what experienced riders appreciate most. On the Trophy, steering response is linear right to toe-dragging lean angles, with the very slightest of force buildup near the edges of the Pirelli Angel ST sport-touring tires. You won’t get a Daytona 675’s level of feedback, but for a large bike the Trophy impresses, and, critically, is way more involving than the dead-feeling BMW front ends. As an aid to your hooliganistic tendencies, the Trophy is perfectly happy turning in on the strong, Nissin-supplied brakes, and shows no tendency to dive in toward the apex when you release the binders and start feeding in the power. In medium-speed corners the bike feels much lighter and more agile than it has a right to; the only indicator of its physical size is the rate at which the windscreen sweeps into and out of view. Shaft jacking is never in evidence, even with heavy throttle input.