The Triumph is undoubtedly another story, similar, from the same family, but on the part of mother instead of father. It is a docile, small, manageable, simple motorcycle that does not require a wide handlebar or an engine of almost 1000cc … but that hides a knife under those three cylinders, and is capable of being very effective. Even more so, in the hands of a good pilot. The suspensions have no drawbacks or buts, just like the chassis. Also, unlike the Kawa, the faster you go, the better they work, the better they feel, the more they transmit, and the more effective they are. It is a motorcycle with which you can go for a ride, and with which you can enter the apex in Dry Sack braking hard with the front. It is a motorcycle with which you can go on a route through the mountains … or you can put some high-performance tires on it and … turn the mountains into your particular circuit.
The engine, undoubtedly somewhat capped by the inevitable limitation of the A2, runs like a Swiss watch … despite being English. You can open him to any regimen, he will respond directly, immediately, instantly, measurable, without complaints or coughs, with the right push, and without “clearing his throat.” Without a doubt, the tricilíndrico, walk or not walk, is the way.
The braking is wonderful, and if you have a good tire, it will put a strain on the front fork, which will need to shut down a couple of steps from the hydraulics. Electronics, the order of the day, discreet, but behind the cameras, in the work of realization, keeping you on two wheels on the rainiest and coldest days.
The entrance to the curve is like that of a sports car: at the apex and without hesitation, without nodding and with the knife. The cornering is very good, although it happens a bit like the kawa in terms of chassis: somewhat rigid, especially for use mostly on the road. The exit to the curve, whatever the gear you take, you must be very clumsy to fail, although we do miss a little more push.
In terms of engine performance, the “kawa” is above, if what we are looking for is elasticity, optimal performance range and mechanical efficiency, it is the Triumph that we liked the most. In terms of rhythm, both fully comply, but if we talk about very high rhythms or even circuit, the Triumph, despite having a less performance engine and if we talk about figures, takes the jack to the water in this section.
The braking both perform too well (you will have to be careful with the first stops, they are very effective), but once you start to demand them, to brake consecutively and demanding a lot of work (that is, we talk about very high rhythms again) the Triumph may cope better with this mechanical stress and suffer less fatigue. Do not forget that the Kawa has rubber hoses as standard, not the Triumph that has metal hoses (these Japanese …)
The suspensions both work perfectly. Perhaps the Triumph in a very strong braking needs to stiffen the front fork, and the Kawa in a sudden acceleration to preload the rear, but they are small nuances, that if you perceive them on the open road, it may be you, the pilot, who needs a little fit on the head.
The chassis, in both is quite rigid for a road naked, but in terms of a sports reading, they get remarkable high. The weight here plays an important and determining role, and fails in favor of the Triumph, allowing it to work more easily and effectively, but these are aspects that, if noticed, would be on the track.
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