2000 Triumph TT600 from United States of America


A virtually perfect machine with modded ECU map, especially for its age and era


The sprocket cushion dampers in the rear wheel hub dried out, shrank and caused jerky shifting. That problem was fixed by cutting up an old inner tube into sections that supplement the stock part and take up the slack.

I replaced the stock voltage regulator (preemptively) with a Shendengen.

A bicycle speedometer was installed and calibrated to display accurate speed.

A backlight failed in one of the instruments.

All else excepting consumables is original on this 21 year old motorcycle.

General Comments:

The knock on the 2000 TT600 was a horrible flat spot between 3000 and 4000 rpm and deservedly so. Thanks to the free TuneECU, a subsequently released and better Triumph map used as a starting point, and my refinement over 25 additional generations, my TT is the best running in the world with no flat spot and hard acceleration to redline. Mapping was never touched for RPM over 4250 and throttle over 50% - the upper sections of the Triumph mapping were always good. On fast street rides with liter bikes I'm rarely over 7000 rpm because of the TT's strong midrange.

I have several bikes including a Suzuki SV1000s and Triumph Trident 900. Of those, the TT requires the least shifting, accelerating smoothly from 20 MPH in 6th gear. It's light, comfortable for a sport bike with reasonably smooth engine and shifting. Build quality is absolutely on a par with any Japanese bike I've owned.

Would you buy another motorcycle from this manufacturer? Yes

Review Date: 15th October, 2021

2001 Triumph TT600 from Canada


One of the best deals going on a last gen supersport


Nothing so far.

Some say the 600TT's styling went out of date as it was released; however, now with age; it just appears to be a late 90s classic; and it looked good sitting beside the GPZ. Though it won't be eligible for a collector plate in British Columbia until 2026.

General Comments:

I find the 600TT provides the right balance for me as a daily rider. Relatively light middleweight for its time; heavenly brakes and more HP than any commuter really needs. This is my first fuel injected bike buy and I find it to be an easy starter and very smooth in the city; and a rocket on highway. The bike is ergo enough for commuting; and a total goshawk in the twisties (and the track). It make a very sporty, sport tourer. I ran the old tires down to center slicks; and only last week put a pair of new Michelin PR4's on. Today I was out for a 250km rip through the Fraser Valley, BC and the bike handled like a dream.

This Hinckley Triumph was unfairly ignored in its day and is relatively unloved today. Thus if you can find one, they tend to go for a song.

Would you buy another motorcycle from this manufacturer? Yes

Review Date: 2nd May, 2020

2002 Triumph TT600 from Australia


First class classic, getting rare to find, 100%


Nothing, a bit of rust in the tank from 15 years with a bit of condensation entering; this rusted a pump connector.

General Comments:

As sweet as apple pie, most riders only ever use about 50hp from the engine and that is pretty quick, few use max power. The TT600 rates 100 genuine ponies with only 170kg at 11,000 RPM so it's a top performer and can run easily with the 1000cc pack.

Unless you are an all out perfectionist, the TT600 is a top bike.

Reliable, easy to service, looks good, great classic, smooth, comfortable, fast and sure footed, the bike can out ride you. I never question its ability, just lean in a corner more and the brakes are dynamite. Never had a fuel problem, starts first hit of the button; like all FI engines they need good fuel pump pressure to start.

What more would you ever want?

Would you buy another motorcycle from this manufacturer? Yes

Review Date: 25th August, 2016

28th Aug 2016, 07:47

A bit more on the TT600 EFI, it runs a non O2 sensor system, which the EFI measures engine load to set fuel/air ratio, hence the slight 'hunting'; later models use an 02 sensor to sniff exhaust content and set fuel. The TT also ran single butterflies per cyl, Daytona 600 ran dual butterflies, one for low revs and a 2nd for WOT; this tamed the engine at low RPM. The so called jerkiness at 2000 RPM is controlled by changing down a gear and running min 3500 RPM; remember the engine is designed for 8000 to 11,000 RPM track work, not as a commuter.

The clutch is fine but the trans likes fast shifts. I also found 15/50 full synthetic oil quietens the straight cut gears and clutch.

The bike needs a experienced rider to perfect its advantages which a novice would not. The bike is too good for novice riders.