Triumph TT600: Difference between revisions
→History and Development: World's first production fuel injected bike ? Not even close. |
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With a lightweight frame and chassis (dry weight of only 170kg), adjustable Kayaba shocks, the TT600's handling and braking were highly praised across the industry for being well-balanced and agile. The standard adjustable suspension tuning, combined with a plush seat, upright position, and high-mounted handlebars gave the TT600 remarkable feel and a high degree of comfort similar to its competitors. |
With a lightweight frame and chassis (dry weight of only 170kg), adjustable Kayaba shocks, the TT600's handling and braking were highly praised across the industry for being well-balanced and agile. The standard adjustable suspension tuning, combined with a plush seat, upright position, and high-mounted handlebars gave the TT600 remarkable feel and a high degree of comfort similar to its competitors. |
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Unfortunately, the TT600 was marred by two major issues. Being the first fuel-injected sportbike, the initial 2000 model had choppy throttle response and bad fuel mapping, leading to harsh on/off throttle transitions. These issues were fixed with the 2001 model, but some vehicles ended up losing 2-3 horsepower in the upper portion of the powerband<ref>[http://www.motorcyclistonline.com/features/2002_triumph_tt600/ 2002 Triumph TT600 - Feature Review - Motorcyclist Online<!-- Bot generated title -->]</ref>. These problems were remedied with ECU remapping on the 2001 version, but the introduction of the 2002 model added back that small amount of horsepower with still more ECU reprogramming, ensuring that the TT600 was now up to the task of producing enough horsepower to adequately compete with its competition. Though the bike proved competent, its MSRP of $8999 (almost $200 higher than the next closest competitor, and higher than all of the other Japanese sportbikes) prompted Triumph to redesign their middleweight sportbike. The TT600's successor was the 2003 Triumph Daytona. |
Unfortunately, the TT600 was marred by two major issues. Being the first fuel-injected 600cc sportbike, the initial 2000 model had choppy throttle response and bad fuel mapping, leading to harsh on/off throttle transitions. These issues were fixed with the 2001 model, but some vehicles ended up losing 2-3 horsepower in the upper portion of the powerband<ref>[http://www.motorcyclistonline.com/features/2002_triumph_tt600/ 2002 Triumph TT600 - Feature Review - Motorcyclist Online<!-- Bot generated title -->]</ref>. These problems were remedied with ECU remapping on the 2001 version, but the introduction of the 2002 model added back that small amount of horsepower with still more ECU reprogramming, ensuring that the TT600 was now up to the task of producing enough horsepower to adequately compete with its competition. Though the bike proved competent, its MSRP of $8999 (almost $200 higher than the next closest competitor, and higher than all of the other Japanese sportbikes) prompted Triumph to redesign their middleweight sportbike. The TT600's successor was the 2003 Triumph Daytona. |
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==References== |
==References== |
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Revision as of 22:16, 27 March 2009
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| Manufacturer | Triumph |
|---|---|
| Production | 2000 - 2003 |
| Successor | Daytona 600 |
| Class | Sport bike |
| Engine | 599 cc, liquid-cooled DOHC inline-4 Bore/Stroke: 68 x 41.3 mm Compression Ratio: 12.5:1 |
| Power | 110PS (108bhp)@ 12,750 rpm |
| Torque | Maximum Torque: 68Nm (50.5ft-lbf) @ 11,000 rpm |
| Transmission | 6 speed, chain drive |
| Suspension | Front: 43mm cartridge forks with dual rate springs and adjustable preload, compression and rebound damping Rear: Monoshock with adjustable preload, rebound and compression damping |
| Brakes | Front: Twin 310mm floating discs, 4 piston calipers Rear: Single 220mm disc, single piston caliper |
| Tires | Front: 120/70 ZR 17 Rear: 180/55 ZR 17 |
| Wheelbase | 1395mm (54.9in) |
| Dimensions | L: 2060mm (81.1in) W: 665mm (26.2in) H: 1150mm (45.3in) |
| Seat height | 810mm (31.9in) |
| Weight | 170kg (374 lb) (dry) 173.6kg (402.8lb) (wet) |
| Fuel capacity | 4.8 gal |
Introduced in 2000, the TT 600 is a middleweight sport bike built by Triumph.
History and Development
Shortly after Triumph returned to the American market, the designers set their sights on entering the highly contested 600cc market[1]. The Triumph TT600 was designed in 1996, and produced between the year 2000 and 2003. It was Triumph Motorcycles'[2] first in-line four-cylinder 600cc sportbike, designed to compete in the world's most competitive motorcycle class, the fuel-injected middleweight category, containing such other popular sportbikes as the Honda CBR, Yamaha R6, Suzuki GSX-R600, and Kawasaki ZX-6R.
Reception
With a lightweight frame and chassis (dry weight of only 170kg), adjustable Kayaba shocks, the TT600's handling and braking were highly praised across the industry for being well-balanced and agile. The standard adjustable suspension tuning, combined with a plush seat, upright position, and high-mounted handlebars gave the TT600 remarkable feel and a high degree of comfort similar to its competitors.
Unfortunately, the TT600 was marred by two major issues. Being the first fuel-injected 600cc sportbike, the initial 2000 model had choppy throttle response and bad fuel mapping, leading to harsh on/off throttle transitions. These issues were fixed with the 2001 model, but some vehicles ended up losing 2-3 horsepower in the upper portion of the powerband[3]. These problems were remedied with ECU remapping on the 2001 version, but the introduction of the 2002 model added back that small amount of horsepower with still more ECU reprogramming, ensuring that the TT600 was now up to the task of producing enough horsepower to adequately compete with its competition. Though the bike proved competent, its MSRP of $8999 (almost $200 higher than the next closest competitor, and higher than all of the other Japanese sportbikes) prompted Triumph to redesign their middleweight sportbike. The TT600's successor was the 2003 Triumph Daytona.