Driving report Triumph Street Triple

Driving report Triumph Street Triple
Artist

Driving report Triumph Street Triple

Speed ​​Triple with 675 cubic

Flammable, extremely cheap, aggressive ?? but Triumph’s new Street Triple is by no means just good for a tough driving style.

E.in sun drenched mornings in Italy. In the shade of a palm tree, a motorcycle leans casually on its side stand.

If it could, it would smoke. And choose drivers like James Dean or Doro Pesch. The broad handlebars turned, the two headlights like wide eyes. At first glance, the new Street Triple looks confusingly similar to its 1050 cubic big sister. Especially from the front and back. When viewed from the side, however, the swing arm immediately catches the eye. While the Speed ​​Triple has a one-arm counterpart, the Street Triple guides and springs its rear wheel via the conventional aluminum swing arm of the Daytona 675. In general, the British have adopted a lot from their super sports car: the frame, wheels, tank and engine are almost identical.

The same applies to the hissing of the triple. It already signals aggressiveness while standing. How does that sound? Try stealing a lion’s food. Every thrust of gas injected into the three 225 cm³ cylinders is answered with precisely this evil, growling hiss. Mount up. Nanu? The arrangement of 800 millimeters seat height, comfortable bench, narrow waist, handlebars positioned close to the driver and footrests that allow a relaxed knee angle feels as if the Triple is the epitome of the optimal driving school bike. Nevertheless, the driver spontaneously believes that he has a three-day beard and that the upper buttons of the leather jacket are open.

In gear ?? without crack. Clutch out ?? smooth, easy to dose. First meters through the village. Now it is credible what the British give as weight: 167 kilograms dry. With all supplies? the tank holds 17.4 liters ?? that should be around 190 kilograms. They can be circled around obstacles in an incredibly playful way. And that despite the Dunlop Sportmax Qualifier tires, which are not exactly decried as hyper-handy. Just a quick handlebar twitch and the Street Triple breaks new ground. How wonderfully easy. The only drawback: the steering angle could be greater.


Artist

The 675 doesn’t have to hide behind a fairing – not behind other engines anyway.

Ten minutes later: The town sign zooms out of the mirrors, a mountain range stretches out in front of the front wheel. Short stop. Take a deep breath. Adjust the gloves, check the helmet fastener again, smooth the leather suit. Whrroaaaap, first course. Hell, the front wheel is going to be light. Whrroaaaap, second. It’s just incredible. Ten years ago, the drivers of 600 super sports cars would have got together and instructed you in the closed circuit, if you had given them the following story: From 2000 rpm, things are going well. No swallowing. No twitching. From 4000 rpm the triple tenses its muscles, pushes unrestrainedly, and between 6000 and 13000 tours the greed simply never ends. This engine is intoxicating, it has the license to thrill.

Turns so willingly, so greedily, as if liquid anger was circulating instead of oil. Hisses so brutally that you permanently feel like a lion tamer. And it is brutal to the point, pushing 106 hp at 11700 rpm. The following statement by Triumph is just as believable because it can be felt: Between 4000 and 12000 revolutions there is always more than 60 Newton meters of torque. Compared to the Daytona, the profile of the camshafts has been changed in favor of a better torque curve in the middle speed range.

Curve. Turn in, whirl around, straighten up. Short straight. Research engagement? why didn’t the British call their baby a wheelie triple? That would have been better. Next bend, brake. Works precisely. The two double-piston floating calipers from Nissin are of a simpler construction than the fixed calipers of the sister model, but they also impress with their very good controllability and precise pressure point. Gas on again? Lion tamer. At the top of the pass, the gourmet asphalt not only turns into orange peel, but also comes up with nasty bumps. The comfortably tuned chassis that filters out most of the bumps is popular there. In contrast to the Speed ​​Triple, only the spring preload can be adjusted at the rear. The chassis design is a successful compromise between soft response and comfortable damping. When braking hard, however, the fork locks up and the shock absorber also reaches its limits in two-person operation on poor ground. Break. The exhaust ticks, it flickers above the three-cylinder.


Artist

The Street Triple is fun in every situation.

7,350 euros plus 250 euros in utilities costs Triumph for the Street Triple. At today’s prices almost a dumping offer. The customer does not have to accept compromises in processing quality. The exhaust is made entirely of stainless steel, the tank stickers are coated with clear varnish, the brake system has steel braided lines. The tire air pressure can be easily controlled via cranked valves, the information from the cockpit leaves almost nothing to be desired. And there is even a small storage compartment under the bench. However, luggage can only be stored in the tank bag, ABS is not even offered. At least in Germany this will be a shortcoming. But to go back to Doro and James Dean: ABS on a motorcycle like the Street Triple would be like hiring a samurai to hire a bodyguard.

These are the last corners of the day. The triple curves in as smoothly as silk, can be smoothly turned even on the brakes and hangs precisely on the gas. Arrows from turn to turn in a playful way like no other bike. Beginners will ride relaxed and without fear and experts will have a lot of fun. Both the motor and the brakes enable extreme rush and implement any game variant: wheeling, stoppies, drifts ?? the triple makes it easy for you. It will be available from dealers from August 2007. You don’t have to be macho to like this bike. Women will also discover it as an alternative. Because more two-wheeled egocentricity, or let’s call it character, is currently only available at Harley. But not even half as dynamic there.

Speed ​​Triple with 675 cubic

A sun drenched morning in Italy. In the shade of a palm tree, a motorcycle leans casually on its side stand. If it could, it would smoke. And choose drivers like James Dean or Doro Pesch. The broad handlebars turned, the two headlights like wide eyes.

At first glance, the new Street Triple looks confusingly similar to its 1050 cubic big sister. Especially from the front and back. When viewed from the side, however, the swing arm immediately catches the eye. While the Speed ​​Triple has a single-arm counterpart, the Street Triple guides and springs its rear wheel via the conventional aluminum swing arm of the Daytona 675. In general, the British have adopted a lot from their super sports car: the frame, wheels, tank and engine are almost identical. The same applies to the hissing of the triple. It already signals aggressiveness while standing. How does that sound? Try stealing a lion’s food. Every thrust of gas injected into the three 225 cm³ cylinders is answered with precisely this evil, growling hiss.

Mount up. Nanu? The arrangement of 800 millimeters seat height, comfortable bench, narrow waist, handlebars positioned close to the driver and footrests that allow a relaxed knee angle feels as if the Triple is the epitome of the optimal driving school bike. Nevertheless, the driver spontaneously believes that he has a three-day beard and that the upper buttons of the leather jacket are open. In gear ?? without crack. Clutch out ?? smooth, easy to dose. First meters through the village. Now it is credible what the British give as weight: 167 kilograms dry. With all supplies? the tank holds 17.4 liters ?? that should be around 190 kilograms. They can be circled around obstacles in an incredibly playful way. And that despite the Dunlop Sportmax Qualifier tires, which are not exactly decried as hyper-handy. Just a quick handlebar twitch and the Street Triple breaks new ground. How wonderfully easy. The only drawback: the steering angle could be greater.

Ten minutes later: The town sign zooms out of the mirrors, a mountain range stretches out in front of the front wheel. Short stop. Take a deep breath. Adjust the gloves, check the helmet fastener again, smooth the leather suit over. Whrroaaaap, first course. Hell, the front wheel is going to be light. Whrroaaaap, second. It’s just incredible. Ten years ago, the drivers of 600 super sports cars would have got together and instructed you in the closed circuit, if you had given them the following story: From 2000 rpm, things are going well. No swallowing. No twitching. From 4000 rpm the triple tenses its muscles, pushes unrestrained, and between 6000 and 13000 tours the greed simply never ends. This engine is intoxicating, it has the license to thrill. Turns so willingly, so greedily, as if liquid anger was circulating instead of oil. Hisses so brutally that you permanently feel like a lion tamer. And it is brutal to the point, pushing 106 hp at 11700 rpm. The following statement by Triumph is just as believable because it can be felt: Between 4000 and 12000 revolutions there is always more than 60 Newton meters of torque.

Compared to the Daytona, the profile of the camshafts has been changed in favor of a better torque curve in the middle speed range. Curve. Turn in, whirl around, straighten up. Short straight. Research engagement? why didn’t the British call their baby a wheelie triple? That would have been better. Next bend, brake. Works precisely. The two double-piston floating calipers from Nissin are of a simpler construction than the fixed calipers of the sister model, but they also impress with their very good controllability and precise pressure point. Gas on again? Lion tamer. At the top of the pass, the gourmet asphalt not only turns into orange peel, but also comes up with nasty bumps. The comfortably tuned chassis that filters out most of the bumps is popular there. In contrast to the Speed ​​Triple, only the spring preload can be adjusted at the rear. The chassis design is a successful compromise between soft response and comfortable damping. When braking hard, however, the fork locks up and the shock absorber also reaches its limits in two-person operation on poor ground. Break.

The exhaust ticks, it flickers above the three-cylinder. 7,350 euros plus 250 euros in utilities costs Triumph for the Street Triple. At today’s prices almost a dumping offer. The customer does not have to accept compromises in processing quality. The exhaust is made entirely of stainless steel, the tank stickers are coated with clear varnish, the brake system has steel braided lines. The tire air pressure can be easily controlled via cranked valves, the information from the cockpit leaves almost nothing to be desired. And there is even a small storage compartment under the bench. However, luggage can only be stored in the tank bag, ABS is not even offered. At least in Germany this will be a shortcoming. But to go back to Doro and James Dean: ABS on a motorcycle like the Street Triple would be like hiring a samurai to hire a bodyguard.

These are the last corners of the day. The triple curves in as smoothly as silk, can be smoothly turned even on the brakes and hangs precisely on the gas. Arrows from turn to turn in a playful way like no other bike. Beginners will ride relaxed and without fear and experts will have a lot of fun. Both the motor and the brakes enable extreme rush and implement any game variant: wheeling, stoppies, drifts ?? the triple makes it easy for you. It will be available from dealers from August 2007. You don’t have to be macho to like this bike. Women will also discover it as an alternative. Because more two-wheeled egocentricity, or let’s call it character, is currently only available at Harley. But not even half as dynamic there.

Technical data Triumph Street Triple


Artist

Triple cockpit: Everything you need to know clearly presented.

Engine: water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, ø 44 mm, regulated catalytic converter with secondary air system, alternator 402 W, battery 12 V / 7 Ah , mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 74.0 x 52.3 mm
Cubic capacity 675 cm3
Compression ratio 12.7: 1
rated capacity
78.0 kW (106 hp) at 11700 rpm
Max. Torque
68 Nm at 9200 rpm

Chassis: Bridge frame made of aluminum, upside-down fork, ø 41 mm, two-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, ø 308 mm, double-piston floating calipers, disc brake at the rear, ø 220 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17

Dimensions and weights: wheelbase 1395 mm, steering head angle 65.7 degrees, caster 95 mm, spring travel f / r 120/126 mm, seat height 800 mm, dry weight 167 kg, tank capacity 17.4 liters.
Two year guarantee
Colors green, white, black
Performance variant
25 kW (34 PS), 72 kW (98 PS)
Price including additional costs 7600 euros

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