Let's start with STYLING. Unlike the majority of the latest Japanese bikes, it does not look like a stealth fighter. However, form follows function, and neither the TT600 nor the "stylish" Jap bikes can fly, so who cares? The TT600 has only a few decals to begin with; I removed the large TTs on...
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Let's start with STYLING. Unlike the majority of the latest Japanese bikes, it does not look like a stealth fighter. However, form follows function, and neither the TT600 nor the "stylish" Jap bikes can fly, so who cares? The TT600 has only a few decals to begin with; I removed the large TTs on mine to give it an even cleaner look. Anyone who thinks the TT is "dated" should take a look at an original Ducati 916. Believe me, the 916 looks great and always will; the TT looks better. In fact, park a TT600 somewhere, particularly the yellow one, and you'll soon find a bird (British for girl) sitting on it. It's a chick magnet. Yes, the finish is too soft. My Honda magnetic tankbag actually leaves small fabric marks in the paint after a day of riding. They wax out, but it's annoying. Engine performance is marginal at first, but it improves with mileage. Also, the addition of a Remus oval titanium race can makes an obvious improvement; the Triumph race can is good, too, but it's heavier. The K&N filter helps a bit, too. After break-in service at 1015 miles, my TT600 gave 102 rear-wheel hp on a Dynajet. I have heard that a Power Commander will yield even more. Handling is superb. Fiddling with the stock preload settings was required because I weigh 220 pounds (but I'm cutting back on the beer). Another line or two of preload got me dragging a knee on the stock B010 Bridgestones. The TT600 will stick with an Aprilia Mille in any curve, and is able to pull a little distance on it in really tight curves: i.e., 1st or 2nd gear stuff. I was especially impressed by a these particular qualities. First, the TT does not mind changing lines in a curve. Second, trail braking is cool right down to about 40 degrees of lean angle. Third, you can brake in a turn without the bike standing up. Of course, you need a little more countersteer, but not a whole lot - it's almost mental. Easier, in fact, than the aforementioned Aprilia. Fourth, the bike is so responsive that you have to relearn turning if you're currently riding a liter-class bike or other heavier two-wheeler. I got off an Aprilia and onto the TT, and immediately started oversteering at the same speeds. Go figure that one. Recommendation: tape over the digital speedometer. Otherwise the speeds you can hold in the corners will scare the crap out of you! Reliability and maintainability - the bike is simple and easy to work on. The tech manual is great; buy (or steal) one. The lack of unnecessary body and trim panels contributes to easy access. I've got a 2000 F4, and the TT600 is way easier to work on. don't mention my BMW K1200RS. Examples - time to change the air filter: 10 minutes (includes one cup of coffee). Oil and filter change: 25 minutes. Install a fender eliminator: 2 hours (includes one coffee and two beers). Overall quality: except for the slightly soft finish, I found no flaws on the bike. Everything was done perfectly, the assembly was flawless, every piece fit exactly, and the little bike ran without problem from the first mile on the odometer. Price: Should be the same as or cheaper than the Big Four to give new owners an incentive. Triumph needs to contribute a little more to US political campaigns and get the duty reduced just like the Japs have done with theirs. Only downside: It's not Japanese, so the majority of the US motorcycle press automatically slights it just like they did with Ducati twenty years ago or Aprilia four years ago. End.
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