Liquid-cooled, DOHC, Parallel-twin, 270-degree firing interval A reinforced belt makes up the final drive for quiet and low-maintenance cruising, even at highway speeds. The gearbox has helical gears for second through sixth gears, that generally make less noise than “straight-cut” gears. It looks like the factory made an effort to minimize drivetrain noise. The electronic fuel injection and tuned exhaust manage to turn in a modest 38 mpg in the city and a decent 56 mpg at 56 mph cruising speed, which is fine considering that you wouldn't pick this bike for its fuel economy anyway. You have to wind her up to 5,400 rpm to milk all 93 ponies out of her, but given the awesome torque output, I'm not sure how often you would need to wind her out like that. The torque comes on early, maxing out with 111 pound-feet at 3,500 rpm – plenty of stump-pulling grunt for hills and holeshots. Unlike the old “twingle” engines, this monster runs with a 270-degree firing interval that gives it a distinctive rumble and gobs of torque. Triumph shows off its vast parallel-twin experience with the 1,699 cc powerplant. Triumph went with 310 mm brake discs all around, with a pair of Nissin four-pot calipers up front, and a twin-pot Brembo caliper in the back – all under the watchful eye of the ABS. The roundy-round parts really accentuate the road-hugging looks of the Commander.īig bikes need big brakes, and at 767 pounds soaking wet, plus your weight, this ride needs plenty of brakes. That aside, the tires are really fat, with a 140 series up front and a 200 in the rear, both rolling on 17-inch rims. I have to say, while the cast-aluminum rims and fat tires look ok on this bike, I can't help but wonder how awesome it would look with laced chrome rims and gangster whitewall tires. Coil-over rear shocks come with the usual mechanical preload adjustments that give you a choice of five preload settings, and the 3.7-inch suspension travel keeps the rear as cushy as the front. The front suspension reinforces this look with fat, 47 mm Showa forks, and the 4.7-inch fork travel ensures that it rides like a cruiser should. This seems to set the tone for the overall look of the bike, which I would categorize as a low-and-mean boulevard bruiser. Triumph started with a twin-spine, tubular frame for the rolling chassis, and the frame construction keeps seat height at a moderately low 27.5 inches. The instruments are tank-mounted - which I don't prefer, but it would wreck the upper lines to mount them on the bars - and controls are conveniently mounted in switch housings at the grips for hands-on access. Knowing that, however, Triumph puts replaceable skid plates on the boards, so don't be disheartened if you take a curve a little too aggressively. As with just about any cruiser, if you lean even a little those wide die-cast aluminum floorboards are going to scrape. ![]() The handlebars have more pull-back than the 2013 Triumph Storm, which make a more relaxed posture for a shorter rider, but taller folks might prefer the wider, more drag-style bars on the Storm. The wide, flared seat hugs your butt and gives a comfortable ride. ![]() That means the lumbar support stays where it belongs and doesn't move down when you compress the seat cushion with your weight. The lumbar support is separate from the seat cushion. Yes, it has a low seat height, which you expect in a cruiser, but what I really like is the seat is in two parts.
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