All Duels – Duel Street Twin Vs V9 Roamer: two great classics clash – Dynamic: the neo Street leaves the V9 in the retro

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Duel Street Twin Vs V9 Roamer: two great classics clash

All Duels - Duel Street Twin Vs V9 Roamer: two great classics clash - Dynamic: the neo Street leaves the V9 in the retro

Triumph and Moto Guzzi revise their classic motorcycles in 2016, but differently: the V9 Roamer plays a traditional score when the Bonneville – now Street Twin – begins an unprecedented concerto, retro in form and a little less in substance. Duel.

Dynamic: the neo Street leaves the V9 in the retro

The handlebars, in fact, let’s talk about it: that of the V9 Roamer is very wide (86 cm measured against 76.5 cm for the Street Twin) and its handlebar like "cow horns" evokes a custom. Reinforced feeling in contact with the fairly low and forward footrests, all creating a moderately natural rear posture in the presence of a flat saddle and a narrow reservoir.

Less "classic" than on the, this puzzling position reminds us that Moto Guzzi likes to mix genres and marry retro, custom and roadster specifics. With a lot of inventiveness and talent in most cases … But not on the V9 Roamer, penalized by crippling ergonomic details.

Main problem: the knees – or the top of the shins, depending on the size – hit the cylinder heads, forcing you to step back to avoid this unpleasant contact. Except that to go too far backwards, a pilot in "standard" format (1.75 m, size 42/43) ends up having difficulty in activating the selector naturally and by suffering from the tension inflicted on his arms..

Moto Guzzi is perfectly aware of this concern, since "shock absorbers" – in the form of black plastic pads – are installed at the back of the cylinder heads, right where the knees stop. The calves are not much better off insofar as they rub on the metal housings placed outside the intake ducts…

The crutch lug fixed far too far back is another example of questionable general ergonomics, as is the circuit breaker control which is not very intuitive because it is entrusted to two separate buttons: at the top to switch on or switch off the ignition , down to start the engine. A classic "rocker", like that of the Triumph, fulfills this function much more simply…

On the Street Twin, all the controls fall perfectly to your hands and feet. Even smaller and lower than the V9 (750 mm saddle height against 785 for the Guzzi), the Triumph is confusingly accessible. To the point of wondering: are we really on a retro motorcycle? The fairly upright position of the handlebars as well as the slightly raised and set back footrests rather evoke a modern roadster !

The transformation from the old Bonneville is radical, turning its back on all the little "oddities" criticized for classic motorcycles (or appreciated, precisely, according to taste). The only eccentricity: its cute hazard warning light control works backwards: the triangular switch pops out of the right stalk when the warnings are activated. The touch of British humor ?

Obvious to take in hand, the English remains once launched: its new clutch in oil bath is exquisitely soft, its accelerator offers a precise response – if not super soft – and its selection is calls for no particular criticism for the genre. The change of gears remains in the absolute still rather slow and firm, but without commensurate with the previous "Bonnie" … nor the Moto Guzzi !

Sound, the selection of the V9 Roamer has certainly progressed compared to the V7s but it remains typical "Guzzi": the six speeds (five on the Street Twin) shift smoothly on condition of breaking down well, while the single-disc clutch at sec lets out its characteristic snap when releasing the left lever.

Its throttle and clutch controls are "rougher", inertia and mechanical vibrations more important: no doubt, we are of course a Mandello del Lario motorcycle, the usual overturning torque making it rock happily. right to left at the slightest gas stroke when stationary !

On the Street Twin, apart from a few vibrations from 110 km / h and a tendency to heat the right thigh (the V9 heats the knees, proximity to the cylinders requires!), No particularism betrays its origin or its genre: the Triumph is extremely docile, including when putting on the angle. A real motorcycle school !

The retro motorcycle school !

If the direction of the Street Twin did not engage a tad under 30 km / h because of its front tire in 18 ", we would totally forget that it belongs to the classic category! The Moto Guzzi does not have this intuitiveness, despite promising maneuverability when stationary: moving the Italian engine with the engine off is indeed a formality thanks to its lower center of gravity.

Added to this quality is its ultra-short turning circle, which is easier to take advantage of – when stationary – thanks to its wide handlebars: with 4.93 m measured to make a U-turn, the Guzzi does away with narrow spaces! The fact remains that if the Triumph gives it ten centimeters (5.03 m), the urban gymkhana sessions are easier on the handlebars despite a similar weight: 199 kg dry against 198 for the Guzzi.

Penalized by its 19-inch front wheel, the V9 Roamer has neither the obviousness nor the precision of the Street Twin to turn. The "particular" ergonomics of the Italian does not help to swing it with a flick, just like its chassis dimensions flirting with custom values ​​- in particular its hunting angle of 26 ° 4 against 25.1 ° on the Street Twin whose front axle has closed by 3 ° compared to the old one (28 °)…

But it is especially at the level of stability and suspensions that the gap between the two rivals is widening. Well steered by a correctly adjusted fork, the front axle of the Triumph is for its part riveted to the ground: its reactions are predictable and healthy, therefore reassuring. The progress over the old "Bonnie" is staggering !

A few movements end up appearing at the rear on strong constraints, thus undermining the compromise oriented towards the comfort of the shock absorbers. But this reaction, which is only sensitive at a good pace, is nothing to worry about: the Street Twin stays on course thanks to a tubular steel frame that effectively combines rigidity and flexibility..

On the Moto Guzzi, the song is not the same: the front axle is sorely lacking in stability and the phenomenon cannot be improved by stepping back in the saddle to avoid hitting his knees in the cylinder heads! In addition to this "light" steering, the V9 Roamer suffers from suspension with perfectible cohesion: the fork plunges excessively for lack of adequate restraint and the rear combinations are stiff.

During our (30 km with each!), The route taken only included smooth asphalt: in these conditions, the softness of the fork and the lack of absorption of the shock absorbers at riquiqui travel (85 mm against 120 on the Triumph ) did not appear too annoying.

On small narrow roads and less well maintained, on the other hand, its poor performance and its "undulating" character jump to the helmet: the V9 Roamer undergoes every irregularity, forcing to surrender in the face of its sometimes erratic reactions. Be careful then to cut the throttle gradually, under penalty of compressing the suspensions under the sensitive effect of torque caused by the cardan shaft….

"The Triumph finally moves, while the Moto Guzzi moves before it starts", sums up ironically one of our testers, however usually little bothered by the" restless "nature of a motorcycle !

Things get back to normal as the tarmac smooths out: the V9 offers more rigorous handling if you strive to maintain constant speed and attitude in curves. The reduced ground clearance then becomes the only "mechanical" brake, when the Triumph tilts happily without rubbing…

The V9 Roamer at the engine…

The only aspects on which the English gives way concern saddle comfort, braking and engine performance. The Street Twin’s seat is much harder than that of the V9 Roamer and its 2-piston caliper doesn’t have the bite of its very good 4-piston. The Moto Guzzi drives the point home with its rear brake more powerful and easier to dose: appreciable to correct one of its deviations !

At the mechanical level, Mandello’s retro delivers a real recital: almost as flexible as the English in-line twin, its V-twin accepts to go down to 50 km / h in sixth. Its relaunching a little hesitant at such low revs and the clicks of its tilted distribution however encourage to give it a little "air", unlike the Street Twin whose confusing elasticity works wonders in the city.

Preceded by its serious and more melodious sound, the Triumph offers lively and full revivals from low revs: if its engine has lost some 13 horsepower compared to the previous model, it is for the benefit of torque with a pretty peak at 80 Nm from 3230 rpm.

However, this is not enough to counter the strong take-offs of the Moto Guzzi, whose engine punch has significantly improved! Equal ratio, the V9 Roamer takes and keeps the advantage between 60 and 90 km / h, then definitely eclipses the Street Twin thanks to its more muscular extension.

Very well filled up to mid-revs, the Triumph then offers a linear curve less sturdy than that of the Moto Guzzi. The "small" 853 cc V-twin is a pure success, combining character and vigor with a playful side that is somewhat lacking in the 900 cc revs of the Street Twin..

To respond, the Triumph must display one lower gear, a logical characteristic given its five-speed gearbox. This turns to its advantage on the last report, shorter and therefore more responsive than the sixth type "Overdrive" of the Guzzi. This different staging also explains why the Italian spins so quickly: the intermediate reports of its rival are much longer.

Verdict: Street Twin energizes the retro segment

Triumph perfectly negotiates the delicate turning point of updating its iconic Bonneville, with a subtle mix of classic and "neo". Under its "retro" exterior, the Street Twin has become a real modern motorcycle, whose healthy and easy behavior opens many doors, including among beginners….

Julie, delighted to firmly touch the ground despite her small 1.60 m, was amazed by its accessibility and its balance: "on its handlebars, I dare to perform maneuvers that I would not have attempted, for example with the recently tested. It is a bike ! And what engine availability !", enthuses this driver with limited experience due to lack of time to practice her passion.

What to fall for the "new Bonnie"? "No, because I am not sensitive to the retro look: it is pretty in its kind and indeed well finished, but I prefer a motorcycle with a more dynamic design, like a ", admits this thirty-something. Like what," vintage "fashion does not appeal to everyone…

Not to mention that at 9000 € the entry ticket, the "Modern Classic" Triumph does not fit into its budget: the Street Twin costs almost 3000 euros more than the two aforementioned motorcycles! Even if the comparison does not have to be, it raises an important point: the retro, even located "entry of range", it is monetary.

And it is not the Moto Guzzi – even more expensive – which will demonstrate the opposite, especially as its consumption – admittedly very reasonable – is slightly higher (4.38 to 5.06 l / 100 km measured against 4.29 at 4.81 l / 100 km on the Street) and that its service intervals are significantly shorter (10,000 km against 16,000).

Despite its endearing engine and more alive than that of the Triumph, the V9 Roamer leans quite clearly in front of the Street Twin, victim of a finish, ergonomics and suspensions to review. The had left us better memories: a shame !

Finally, let us note to conclude that these two motorcycles receive an original Pirelli assembly with average performance, especially in the rain: as already noted during our, its Phantom Sportscomp lack grip in the wet and the Sport Demons of its rival do little. better.

What quickly panic the rather sensitive anti-skating of these two neo-retros, ultimate – but not very useful – symbol of their desire to enjoy the characteristics of today under their dress of yesterday…

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