We take a look back at our 2014 LAMS test in the lead up to our 2016 shootout... Test: Kris Hodgson Photography: JPM
When it comes to picking a motorcycle, the figures on paper only give a small part of the story, it’s often impossible to truly tell how a motorcycle will perform, or suit you, from a max horsepower and torque figure. Those peak figures won’t tell you what the bike’s like from throttle-opening, in the morning commute or how the bike handles through your local roads.
It’s good information and can help shape your choices, but the number one way to choose a ride is riding as many motorcycles as you can. That’s a challenge as a Learner, no one really wants to let you out on a bike and the excess if something goes wrong may well be half the value of the bike you’re riding.
Plus if you do ride a few machines it’s hard to compare them, if they aren’t all on the same day, especially as someone who may well be inexperienced riding if you aren’t a returning rider.
Here we’ve got an array of Learner (LAMS) approved motorcycles, that cover a broad spectrum of uses or needs, there’s the small bore commuters which offer great value for money, through to the premium options.
All the motorcycles on the day, with the exception of Honda’s CB300F, – are actually on the larger capacity side of things, with the new Triumph Street Triple 660, Ducati’s 659 Monster, the Benelli BN600LS, CF Moto 650NK, Suzuki’s Gladius LAMS and KTM’s 390 Duke all impressing. The Honda CB300F is more akin to the Kawasaki Z300 or Yamaha MT-03 so it’s closest competitor for this test is the KTM 390 Duke.
It’s important to keep in mind that these bikes are all very different, from the basics such as price and specs through to ergonomics, power delivery, rideability and looks.
Our testing criteria was what bike was the most fun and with a full day riding motorcycles any problems are magnified by the end of the day, so for all the bikes to receive such good wraps is a testament to the packages on offer.
Our testing included a morning road loop to put the bikes through real world conditions, followed by afternoon sessions at a private facility to further test out how the bikes managed some more intense use, with only a single mishap putting a spanner in the works but more on that later.
Onto the bikes themselves, with the most economic option being a great place to start – Honda’s CB300F at $5,699 plus on roads.
Honda’s 286cc single-cylinder is effectively a stroked version of the CBR250R with power and torque up a claimed 17 per cent. The bike itself is noticeably small in this company, with the lowest seat height baring the Ducati and a claimed wet weight of just 161kg – which isn’t the lightest either!
The upright bars and easy seating position offer inexperienced riders an ideal perch and great control, with the bike feeling noticeably smaller than the Moriwaki 250 we had earlier in the year. The ride is well damped by the 37mm forks and Monoshock damper on smooth roads, although over really rough sections it struggled, with the rear overwhelmed at high speeds.
For commuting and tighter roads – particularly for inner-city travel, the suspension is good with only a little dive in the forks on heavy braking.
Braking was adequate via the front 296mm front rotor, with the two-piston caliper providing good stopping power for the light machine but without a huge amount of bite, while ABS as standard is sure to help keep new riders rubber side down.
The single engine seemed to need to be revved quite hard and high to make the most of the power on tap, which is claimed as 30hp, and was capable of accelerating the bike up to speed rapidly, with most of that power feeling like it’s available above 7000rpm.
This does mean that the CB300F is more manageable down low, while still providing a sporty edge if you ride that bit harder, with the gearbox providing smooth shifts to accessing optimal power.
At the private facility the lightweight single was easy to handle, responding to rider inputs easily and turning quickly, the suspension proving capable of handling a bit of fanging but not providing quite the level of confidence of other offerings.
No doubt working against the Honda is the fact that all the other bikes produced considerably more power, with almost double in some cases, making it feel a bit underpowered – but it is actually a great little offering and perfect for new riders, while being less intimidating than any other option on the day. The finish quality is also typical of Honda, which is to say very good, while styling is solid.
After a full day of testing I actually rode a Honda CBR300R home (the faired version) and was highly impressed with the bike’s comfort and power delivery on the mainly freeway trip.
Next is the CF Moto 650 NK, which has to be one of the best value big bore LAMS bikes available on the market at present. Priced at $7,290 ride away you get one of the most powerful LAMS bikes available in what is an extremely good package despite any reservations about buying a less well-known brand.
We’ve tested this CF Moto over quite a period and while the front brakes are still the bike’s weakest point, the 650cc parallel-twin provides great punch for a LAMS bike with the chassis and non-adjustable suspension providing a plush ride with good feel and feedback from both front and rear.
The bike does take a little getting used to from a handling perspective when you’re fanging around but once you’ve got it figured out it’s a surprisingly easy to manage with a real ability to push through the corners and power out with the rear hooking up sensationally (although tyre choice will play a part here).
The twin’s a great little powerplant and while the engine braking can catch you out in the lower gears, it’s an easy enough issue to avoid by not downshifting too aggressively, with engine braking providing additional stopping power and helping the not so impressive braking package.
Styling is good for the price – it’s quite angular but comes together. The finish isn’t quite on par with the other offerings but is well within expectations for the price point,.
KTM’s 390 Duke comes next at $6,995 plus on roads and is a real standout for being unlike anything else on offer. With a claimed wet weight of 150kg fully fuelled the KTM is the lightest offering by a fair margin, with 43hp putting it squarely between the 300cc and 600-plus cc offerings.
It feels particularly small, with a very short wheelbase and extreme agility. In fact jumping on the KTM from any other bike requires a bit of care, as the bike turns so easily and quickly that it can actually catch you out.
Power is strong right from down low, with a great connection between the throttle and engine giving great thrills as you make the most of the revvy machine. On the road the suspension was perfect, providing a smooth ride without falling into the softer category, while proving even better on track conditions where a firmer setup is always appreciated.
You can feel like you’re running out of revs on the little single, especially as the bike revs quickly, however it’s easy to miscalculate just how rapidly you’re moving if you aren’t keeping an eye on the dash, with speed delivered in a fashion that is sure to surprise!
You just wouldn’t know you’re moving that fast and changes of direction are effortless, with great stability and traction through the corners.
The 800mm seat height – the tallest we saw in the comparo and upright seating position were comfortable, despite the bike being a very small machine. Add the Bosch ABS system with a strong four-piston front caliper grasping a 300mm rotor and the 390 Duke’s stop was impressive for a single front brake!
The Benelli BN600 LS was another interesting offering, being the only four-cylinder and priced at $8,990 plus on roads, with Benelli branded forks and front calipers.
The first thing I noticed was the awesome note this bike puts out, particularly as you rev a bit more, with the 600cc engine providing a massive rev range that was somewhat constricted by the throttle stop and restriction from the bike’s normal 82hp output, with the revs rising more slowly than I expected. For the road ride with more relaxed riding the suspension proved great, with the brakes providing strong stopping power and control.
Turn-in required a little more effort than some of the other bikes tested, but nothing out of the ordinary and the bike was quite the missile as long as you kept that throttle open.
At the track I found the need to keep the bike really high in the revs and use the gearbox extensively to maintain power a little off-putting compared to most of the other bikes which were much more forgiving but this comes down to my riding style.
Once you dropped out of the powerband particularly coming into turns on the brakes it would really upset the handling and noticeable judder from the front brakes made hard braking uncomfortable and reduced my confidence particularly at the end of the straights. As it turns out the rotors were warped which is unfortunate.
Styling was particularly good on the Benelli, particularly with the angular underseat dual exhausts and banana swingarm, while the exposed frame and aggressive radiator guards giving the bike street cred.
The taller seat height of 800mm make the Benelli one of the tallest bikes, while the tank and four configuration combine to also make it feel the largest and widest, which no doubt suits larger riders, or those after the ‘big bike’ feel. The 208kg wet weight not including fuel also makes the Benelli the heaviest offering.
On the bright side the Benelli has that traditional four-cylinder screamer theme going for it.
Suzuki’s Gladius LAMS is priced at $10,490 plus on roads and is a bike I’ve had my eye on for a period, with the interesting exposed trellis frame styling appealing to me.
The bike is streamlined with flowing lines and is powered by a 645cc V-twin. Suzuki haven’t released a power or torque figure for the restricted bike, which isn’t a huge issue as torque and power delivery from down low are strong, with plenty of power on tap right up to around the 7000rpm mark where power no longer builds as strongly. You would have to be really fanging to notice this however.
The Gladius also doesn’t have quite the same throttle response as the Ducati, but performed flawlessly on the road ride with a soft ride and good feedback from the front and rear, with the Tokico front calipers providing good stopping via 290mm rotors.
The Showa forks and rear shock are both preload adjustable, allowing a bit of customisation to suit the rider and the softer ride that makes even rough Australian roads bearable does mean more aggressive riding, particularly through the twisties requires a more laid back approach, which was mirrored at the track. A wet weight of 202kg is also on the heavier end of the spectrum, although once on the bike and moving this isn’t noticeable.
The Gladius is certain to provide an ideal all day ride, tourer or capable commuter for a discerning buyer. A seat height of 785mm is also mid-range of the bikes tested but the bike’s proportions and reach to the ground where confidence inspiring and very natural.
There’s also plenty of torque for having a bit of fun and while the bike doesn’t have quite the performance edge of some the offerings we tested, it’s an impressive LAMS offering nonetheless.
The two most impressive offerings where unsurprisingly the most expensive with the new Triumph Street Triple 660 priced at $12,490 plus on-roads, compared to the Ducati 659 Monster’s $12,990 plus on-roads asking price.
The new LAMS Triumph is quite a surprise and it would be hard to differentiate between the LAMS and regular version for normal riding power delivery for much of the rev range (we had both on hand and tested them back to back).
Acceleration is really strong with that typical triple burble (which I’m quite partial too), with great torque that really kicks in as you roll on that throttle from down low, providing an exciting ride.
The Kayaba suspension is the basic setup, but is well sorted for Aussie roads while retaining a sporty feel, if not quite as sporty as that offered on the Ducati. Braking via the Nissin two-piston calipers, grasping dual 310mm rotors is also exceptional with the rear brake providing good control without a heap of bite, while ABS comes as standard as an additional bonus.
The chassis is exceptional as you’d expect from Triumph, who have seen great success with the 675s that the 660 is based on, with plenty of feedback and a confidence inspiring ride.
It is quite tall with a 800mm seat height and a dry weight of 181kg means you would be looking at over 200kg fully fuelled and ready to ride, however the bike is nimble and carries it’s weight well. You want keep the triple engine on the boil to make the most of the power and torque at hand, with a rewarding ride when you’re keeping it smooth and steady.
Styling is typical of Triumph for the 660 and while I’m still not a huge fan of the headlights they’ve slowly grown on me, with the front fly screen helping to soften the look. On the model tested the fly screen, belly pan and seat cowl don’t come as standard.
Pirelli Rosso Corsa tyres as standard and the tall gears and quick revving nature of the triple engine help ensure you really feel like you’re hooning around even when you aren’t necessarily going that fast, although I have to admit the 660 may be a bit of a handful for truly inexperienced riders!
Finally Ducati’s 659 Monster, Australia’s most expensive LAMS bike and a head turner with the iconic Monster styling and throbbing L-twin heart.
Interestingly enough the 659 actually has the lowest seat height of the bikes tested, with a comfortable reach to the bars and pegs, proving ideal for riders both big and small.
At 163kg dry the Ducati is also relatively light for a larger bike, while the 43mm Showa forks and adjustable Sachs monoshock provide a very sporty ride that is capable of eating up the inconsistencies commonly found on Australian roads.
Over really rough surfaces this can overwhelm the suspension but over your regular Aussie roads it gives a comfortable ride with great confidence, with the tighter suspension really coming into its own when it comes to fanging through the twisties.
Power is generated quickly, with the twin revving fast and hard for excellent torque and without a doubt the most instantaneous throttle response of all the bikes tested, while opening the throttle hard, particularly in the higher gears you will notice it hits a stop with the revs continuing to quickly climb.
Braking provided by Brembo calipers front and rear is class winning, with great bite, power and control, backed up by ABS as standard, helping to ensure you don’t bite off more than you can chew with a fistful of brakes.
Unfortunately the 659 was the only bike I didn’t get to test at the private testing facility, however having had one for several weeks in the past and riding it on the road during the morning runs I was quickly reacquainted with the great little machine, and the price having been brought down and now including 24 months roadside assist is just another boon.
Picking a winner is really hard this time but the greatest fun of the day for me was the Triumph Street Triple 660 – keeping in mind I own a 2013 Daytona 675R and love triples. This is easily a bike that could be enjoyed on a full licence and provide buckets of thrills and huge grins. The Ducati 659 was a close second, with it really just coming down to preferred engine layout, which for me is the triple-cylinder Triumph.
Second Opinion: SIMON
The LAMs contingency at this shootout a diverse mix, including engines ranging from 300cc up to the 660cc maximum, with configurations of single, parallel twin, V-twin, triple and in-line four.
Starting with the Honda CB300F, this little single uses a stroked CBR250 engine that is very user-friendly and has decent response. The bike is easy to control, light at 160kg and comfy, especially for smaller riders.
The combination of chassis, brakes and performance is well matched, making an ideal first bike or fun commuter. On smooth surfaces the Honda is stable and well mannered. It also tolerates being fanged, with a willing engine that holds revs nicely. Perhaps the most budget biased machine here, it is a Honda and it works well.
The KTM 390 Duke is somewhat oddball, as KTMs often are – this single-cylinder machine is a pearler that punches way above its weight. The engine sounds like popcorn at idle but snarls when hammered – which you will, believe me.
Couple this with a sweet chassis and exotic suspenders and you have one fine, quirky little cocktail. Scythe through bends and the Duke is alive, offering good clearance, a penchant for being held (unfortunately) tight and offering lightening quick direction changes. It’s quick enough to get you into nirvana, or trouble and is a very well balanced package.
The Benelli BN600 is a lovely looking bike that is well ahead of some rivals in terms of equipment. Sadly, the revvy 600cc inline-four engine has been whittled badly by LAMs compliance and, combined with the 200kg-plus mass felt pretty asthmatic.
This creates a need for more gearbox work than one might like. Speed is deceptive though and the handling is sweet, the bike is balanced with its big rubber and a sophisticated chassis that uses the engine as a fully stressed member. The high pegs and strong brakes – although we had a warped disc that caused some vibration – made for a jolly good cornering vibe. A stylish contender that was let down by engine response.
Ducati’s 659 Monster is the typical Monster package that demonstrates a good understanding of customer needs and emotions, however, it’s pricey. We all really liked this one on the road – it felt balanced, sure footed, and nimble from the really wide ‘bars.
The brakes and reasonable acceleration culminated in an almost unanimous vote to save it for last at the testing facility. Peter foiled that plan by spectacularly binning it in front of me, uphill on his last lap of its first session.
Triumph’s 660 Street Triple is a cracker. Great corner stability, best in class brakes and drive from low down makes the little Trumpy an excellent machine that will tolerate any treatment.
The platform for the 660 is a proven and acclaimed one that is compliant enough for novice riders and has capabilities that will keep the endorphins coming on.
The triple engine is very smooth and tractable, seeming to posses a broader useable power range than the other bikes and began feeling restricted comparatively later in its rev range. My only gripe was excessive slack in the throttle.
The sure-footed front end inspires confidence and responds instantly to direction changes. For a first machine, the 660 offers a rewarding prospect that is pretty much first class.
The CF Moto NK650. A wildcard from a new name, the blunt styling is enigmatic but by golly the CF really gave its all and was perhaps the fastest LAMs bike here. It is a little tall and a bit ringy in the engine at times but overall a surprisingly good dynamic package that is a flipping hoot to let rip on.
The low down performance will make an easy to live with commuter and the decent drive from then on, at least in the first four gears, provides for good boot scrapin’ fun. The chassis is agile, despite the lard, and has a good rigid feel to it that is encouraging in bends.
The brakes can’t be phased either, allowing late braking – just watch the compression braking. Overall specification is above par for the price and the product a great all-rounder.
Suzuki’s Gladius resonates Japanese motorcycle heritage in many ways – a balanced engine, svelte drive train, steel cradle frame and solid, dependable feel. The Gladius is heavy but comfortable, relaxed and refined.
Unpretentious and happy in its own skin the Gladius is a bike you are easy with straight off and can feel doing many miles on. The motor is quite rigorous, with good, smooth motivation that begins around four and tails off about nine and allows acceptable performance.
The riding experience conjures feelings of companionship and dependability that easily compensates a little wallowing or sponginess when burrowing into bends. A nice bike with pleasing road presence.
I have to say that although all the machines were, honestly, surprisingly good, the Triumph comes to mind as probably the best overall package in terms of performance, handling and quality.
However, the machine that marks itself as the most appealing to the little burko, crazy git hooligan that resides just under the skin has to be the KTM 390 Duke. The way it can be held low and tight so naturally in any bend is a delight and, coupled with the super-willing engine, can get you giggling no end.
No matter your choice, all of these bikes have the capacity to create motorcycle addicted repeat customers – you really can’t go wrong.
Second Opinion: PETER
Nakedbikes are my favourite and I was surprised how good some of these LAMS bikes were. They were all totally different and some so good you could skip buying a middleweight bike and go straight to a big bore. There is just enough power and handling so you don’t get into trouble.
The Triumph is a detuned copy of its bigger non-LAMS brother. It has a fantastic racy engine noise and plenty of linear power. Handling is very neutral and confidence inspiring on the road. Gearshifts, brakes and the suspension is firm yet compliant and cannot be faulted.
I only had one criticism and that was the rear shock bounced over small bumps unsettling its fuelling. At The Farm it is very stable and power is strong from low revs to redline. The brakes are fantastic with great feel and the gearbox and all other controls are just right. It was no slouch either!
The Ducati was next and the engine is very different. It sounds strangled yet feels more elastic from low revs and as you start to rev it out it really works well. On the road the front end feels the most planted and turn-in is best of all bikes.
Suspension is firm like the Triumph but it soaks the bumps better and feels a more complete package and you feel grip and traction better. At the trackit revs out and dies off in second too quick but get into third and in its rev range and it is fantastic.
The front end is still the best of the lot and the brakes are the strongest with great feel. It’s the most composed of all the bikes and also the most involving ride.
The KTM is well built and tough like other KTM bikes. On the road the suspension is really nice, firm yet compliant like the Triumph and Ducati. Turn-in is quick and front end feels planted and the rear brake is the best.
Engine revs out quickly to its low redline though. This lack of engine revs masks its speed as it gets along as quick as any of the bigger bikes.
At the track it’s almost as fast as the Ducati on the straights but doesn’t feel it at all. The gearbox feels good with positive shifts. The front brake was spongy and I just couldn’t trust it but did a decent job of pulling the bike up.
With more bite and feel it would be a real hoot. The KTM is very adjustable mid-turn or anywhere on the road but reacts to inputs too much. The dash is hard to read and the wheelbase is too small for me so I didn’t feel totally comfortable but I had a blast and felt very safe as the handling is quite impressive for its tiny size.
The Benelli feels like a big bike thanks to a wide tank. It looks better than the CF MOTO and Honda, which have a similar look, thanks to its Italian styling. On the road it was slow off the mark in stop/start situations and in low revs.
It has good power up top but you need to keep it in the right gear and rev range. It handles similarly to the Triumph with slightly better front-end grip on the road. At the track it came into it’s own as you are already on the move and in its sweet spot.
It likes to be set-up as it gets a little upset with directional changes – if ridden smoothly it is quite nice and has a good top end rush. It felt the fastest of the lot but a front brake that was pulsing (rotors were warped) prevented me from going too deep into corners. I really liked the Benelli.
Next was the CF Moto and on the road low down it has good elastic power and romps away. The rear shock felt the best of the bunch but the front wasn’t set-up well.
There was too much compression under braking in the first two gears on the road, which could catch out the inexperienced in low speed roundabouts or similar and the front end just didn’t feel quite right.
At the track it is nothing short of sensational. It pounces off turns the best and the engine spins up quite nice and changes direction the fastest and you can get away with mistakes. You can lean it right over with confidence but I found the front brake terrible so I would be looking at an upgrade of pads and rotors.
The Suzuki makes good power and has nice soft suspension that feels well sorted. I would probably pick this for long trips as it is the most comfy bike. Handling is very good and surefooted and doesn’t get upset over loose surfaces. Personally, I don’t like the styling of the bike and the painted frame.
I really struggled with the Honda on the road. It felt underpowered and the ride was very floaty and undersprung. I was expecting something like the CB400F, which is a great bike yet I was disappointed by its looks and ride.
At the end of the day there were four bikes that impressed me for different reasons. The KTM is a hoot as it is so chuckable and fun. The CF Moto was such a surprise at the track with a fantastic engine and impressive dynamics – the bang for buck king.
If I were to have a track day only bike it would win. The Street Triple is the toughest bike here and a great all-round package. And lastly without trying to seem biased the bike I liked the most is the one I highsided on my last lap – the Ducati. It was the best on the road, feeling more composed and fun and at the track I was in the zone, with a massive grin and having one hell of a memorable ride.
Ducati Monster 659 (LAMS)
Price: $12,990 + ORC
Warranty: Two years, unlimited kilometre
Claimed power: 38kW[51hp]@8250rpm
Claimed torque: 47Nm[34.6ft-lbs]@7500rpm
Dry Weight: 163kg
Fuel capacity: 15L
Engine: Liquid-cooled, 90° L-Twin, air-cooled, two-valves per cylinder, 88 x 54.2mm, 659cc, 10.7:1, EFI, six speed, APTC wet multiplate clutch with hydraulic actuation
Chassis: Tubular steel trellis frame,
Seat height: 770mm,
Suspension: 43mm Showa inverted forks, Sachs adjustable monoshock
Brakes: ABS, dual 320mm front rotors with four-piston radial calipers, 245mm rear rotor with two-piston caliper
Wheels & Tyres: Three-spoke light alloy, 3.50 x 17in 120/60 – 17 4.50 x 17in 160/60 – 17
Instruments: Digital multifunction dash
KTM 390 Duke (LAMS)
Price: $6995 + ORC
Warranty: Two year, unlimited kilometre
Colours: Back/white and black
Claimed power: 32kW[43hp]@9500rpm
Claimed torque: 35Nm[25.8ft-lbs]@7250rpm
Wet weight: 150kg
Fuel capacity: 11L
Engine: Liquid-cooled, single-cylinder, four-stroke, 89 x 60mm bore x stroke, 373cc, 12.9:1 compression, six-speed gearbox, Bosch EFI and engine management system, mechanical wet multi-disc clutch
Chassis: Steel trellis frame,
Seat height: 800mm,
Suspension: 43mm WP USD forks, no adjustment, 150mm travel, WP shock absorber with stepped preload adjustment, 150mm travel
Brakes: Bosch 9MB Two Channel ABS, Single front four-piston, radial-mounted caliper, 300mm rotor, single-piston rear floating-pin caliper, 230mm rotor
Wheels & tyres: Cast-aluminium, ten-spoke wheels, 3.00 x 17in, 4.00 x 17in, Metzeler Sportec M5, 110/70, 150/60
Instruments: Digital display, analogue tachometer
Benelli BN 600S (LAMS)
Price: $8990 + ORC
Warranty: Two year/unlimited kilometre, two year premium roadside assist
Colours: White, black, red
Claimed power: 44kW[59hp]@11500rpm
Claimed torque: N/A
Wet weight: 208kg
Fuel capacity: 15L
Engine: Liquid-cooled, four-cylinder, four-stroke, 65 x 45.2mm bore x stroke, 600cc, 11.5:1 compression, six-speed gearbox, Delphi 38mm throttle-bodies,
Chassis: Steel trellis and alloy plate frame,
Seat height: 800mm,
Suspension: Benelli USD forks, no adjustment, 120mm travel, adjustable Sachs shock absorber, 123mm travel
Brakes: Dual Benelli four-piston radial-mounted calipers, 320mm rotors, Benelli twin-piston rear caliper, 260mm rotor
Wheels & tyres: Cast-aluminium 17-inch wheels, Metzeler Sportec M5s, 120/70, 180/55
Instruments: Digital display and analogue tacho
CF Moto 650NK (LAMS)
Price: $7,290 Ride away (NKS $5,990)
Warranty: Two-year/unlimited kilometre
Colours: Blue, Black, Orange
Claimed power: 41.5kW[55.6hp]@9500rpm
Claimed torque: 62Nm[45.7ft-lbs]@7000rpm
Wet weight: 206kg
Fuel capacity: 17L
Engine: Liquid-cooled, DOHC, four-stroke, eight-valve, parallel-twin, 649.3cc, 83 x 60mm bore x stroke, 38mm ITT throttlebodies, six-speed return type gearbox, 11.3:1 compression, multiplate wet clutch
Chassis: Tubular steel diamond frame, extruded steel swingarm
Seat height: 795mm
Suspension: Kayaba 41mm telescopic forks, Kayaba cantilever monoshock
Brakes: Dual 300mm front rotors, J Juang two-piston calipers, single 240mm rear rotor, J Juang single-piston caliper
Wheels: Five-twin spoke cast aluminium, 120/70 ZR-17, 160/60 ZR-17
Instruments: Digital display
Triumph Street Triple 660 (LAMS)
Price: $12,490 + ORC
Warranty: Two-year/unlimited kilometre
Colours: White, Black
Claimed power: 49.6kW[54.46hp]@9300rpm
Claimed torque: 54.6Nm[40ft-lbs]@5155rpm
Dry weight: 181kg
Fuel capacity: 17.4L
Engine: Liquid-cooled, DOHC, 12-valve, in-line three-cylinder, 660cc, 74 x 51.1mm bore x stroke, EFI, six-speed close ratio gearbox
Chassis: Aluminium beam twin spar frame, two-piece high pressure die cast sub-frame, cast aluminium alloy swingarm
Seat height: 800mm
Suspension: Kayaba 41mm telescopic forks, Kayaba monoshock
Brakes: Dual 310mm floating front rotors, Nissin two-piston calipers, single 220mm rear rotor, Brembo single-piston caliper
Wheels: Cast aluminium alloy five-spoke, 120/70 ZR-17, 180/55 ZR-17
Instruments: Digital display, analogue tachometer
Suzuki Gladius (LAMS)
Price: $10,490 + ORC
Warranty: Two-year/unlimited kilometre
Colours: Grey/Red, Blue/White
Claimed power: N/A
Claimed torque: N/A
Wet weight: 202kg
Fuel capacity: 14.5L
Engine: Liquid-cooled, DOHC, four-stroke, 90° V-twin, 645cc, 81 x 62.6mm bore x stroke, EFI, six-speed constant mesh, 11.5:1 compression
Chassis: Steel-truss frame
Seat height: 785mm
Suspension: 41mm Showa telescopic forks, adjustable spring preload, Link-type Showa shock, adjustable spring preload
Brakes: Dual 290mm floating front rotors, Tokico two-piston calipers, single 240mm rear rotor, Nissin single-piston caliper
Wheels: Cast aluminium alloy five-spoke, 120/70 ZR-17, 160/60 ZR-17
Instruments: Digital speedometer, analogue speedometer
Honda CB300F (LAMS)
Price: $5,699 + ORC
Warranty: Two-year/unlimited kilometre
Colours: Millennium Red, Pearl White
Claimed power: 22.7kW[30.4hp]@8500rpm
Claimed torque: 27Nm[19.9ft-lbs]@7250rpm
Wet weight: 161kg
Fuel capacity: 13L
Engine: Liquid-cooled, four-stroke, single-cylinder, 286cc, 76 x 63mm bore x stroke, EFI, six-speed, 10.7:1 compression
Chassis: Diamond, steel twin-spar frame, Pro-Link swingarm
Seat height: 780mm
Suspension: 37mm telescopic forks, Monoshock damper, preload adjustable
Brakes: ABS, Single 296mm front rotor, two-piston caliper, single 220mm rear rotor, single-piston caliper
Wheels: Cast aluminium multi-spoke, 110/70 ZR-17, 140/70 ZR-17
Instruments: Digital display, analogue tachometer