Top test Triumph Street Triple
Little Sister Sunshine
The new Street Triple is a real all-rounder.
S.You took your time, a lot of time. More than is usual in this hectic business. It’s been over a year since Triumph presented the Daytona 675. At that time, Hinckley brought the world a new displacement class with the brand new 675 cubic centimeter three-cylinder.
The ?? so you thought ?? wants to be expanded quickly. Only now, however, in the middle of the following season, is the long-awaited Naked Bike offshoot of the Daytona, the Street Triple, at the dealership. Why it took so long is not obvious at first glance. Frame, swing arm, engine from the model athlete, everything around from the big sister Speed Triple ?? it shouldn’t be that difficult. But it was obviously because the task the British set themselves was not an easy one.
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Top test Triumph Street Triple
Little Sister Sunshine
Engine and character
A clean affair: The Triple doesn’t have to hide even without plastic.
Because this motorcycle inspires from the first meter. Especially with the component that makes it so unique. Even stubborn supporters of the pure Nippon doctrine will admit after a short time on the Street Triple: Yes, there is, the world beyond the in-line four-cylinder. From the first turn of the crankshaft, the triple sings a song that can send a shiver down your spine. Whistles, grinds, intones every throttle as a very special triad ?? and grabs as soon as the cable-operated clutch engages in a finely adjustable manner. So far, so different. The real aha experience is yet to come.
That endlessly long phase in which the usual 600 series four-cylinder units have to gather, sort themselves, take a breath, and then finally go over to the attack ?? the three-cylinder doesn’t know them. On the contrary, it sends a burst of torque to the rear wheel as early as the 2000 mark, as one is otherwise used to at best from two-cylinder engines, and from then on no longer lets go of the rev limiter at 12500 / min (tachometer 13500 / min). It feels like this: The Drilling has an exuberant temperament, especially in the lower and middle speed range, without breaking in at the top, and thus indeed combines the best of both worlds. In figures: the measured 60 Newton meters of torque, which the three-cylinder builds up just beyond the 4000 mark as a plateau, does not reach the in-line four of a Honda Hornet until 4000 revs later. In terms of output, there are five to ten hp between three and four-cylinder engines across the entire engine speed range.
The double piston calipers work excellently.
Advantage Triumph, which culminates in 104 HP at 11900 / min and 66 Newton meters at 10100 / min and hardly leaves the desire for more even with experienced HP jugglers. Advanced and beginners, on the other hand, appreciate the well-groomed shape with which the engine performs. On the one hand, this applies to the exemplary linear power output, which has no surprises in store over the entire speed range.
Regardless of the speed range in which the gas is applied? the threesome tackles resolutely, but does not strike surprisingly. On the other hand, it also applies to the not silky smooth, but by no means uncomfortably hard throttle response. Armed in this way you can not only juggle excellently on the rear wheel (which suits the streetfighter), but also the tricky acceleration phase in an inclined position loses its horror (which helps the more civil cyclist immensely). In view of these qualities and the performance offered, both will be able to come to terms with the country road consumption of five liters. Just like with the by no means rough, but always noticeable engine running, which goes well with the robust character of the triplet.
The mood comes up – the Street Triple is always up for a wheelie.
As well as the performance, which is the top of the middle class motorcycle in pulling as well as in acceleration, while the English even maintain the understatement typical of the country with regard to the top speed. 216 km / h are specified in the vehicle documents, in reality the crisp, short translated Street Triple runs measured 225 km / h and in every slipstream in sixth gear into the limiter. But still neat, if not super stable straight ahead.
The tiny cladding (accessory, 189 euros) even protects something from the oncoming wind. In addition, the not exaggeratedly wide, comfortably cranked handlebars help ensure that life on the Street Triple remains bearable beyond 200 km / h. However, it finds its true purpose on this side of this brand. Not on three-lane asphalt belts, of course, but where life on two wheels usually takes place.
She swings easily through the pylon course.
Because one thing quickly becomes clear: This brilliant engine and chassis that, apart from the brakes and suspension elements, come from one of the best sports motorcycles of our day? that is a combination that enthusiastic highway sweepers are made of. If, as with the Street Triple, it is still possible to save the civilian version the bacon approach that cheaper solutions often bring with them, and still keep the price low? that’s it!
Triumph achieved this feat. At 190 kilograms, the Street Triple weighs significantly less than the direct competition and is priced fully in the battlefield at 7600 euros including ancillary costs. That applies even more to the chassis. Incredibly handy and precise, the naked bike thrusts into corners of all kinds, can be directed precisely and offers good feedback despite the decent suspension comfort. In addition, there is a braking system that, with double piston calipers at the front and 308-millimeter brake discs, does not shine with high-tech, but performs well in everyday life as well as on the test course and never creates the desire for better performance even among brisk drivers.
The perfect mid-range motorcycle?
The Triumph Street Triple is just waiting to play its trump cards.
The new Triumph Street Triple ?? the perfect mid-range motorcycle? Measured against the broad target group, the low price and the associated possibilities, it is certainly close. But what makes you perfectly happy? An ABS would not be bad, given the cheap rate, it would be an option for a surcharge. Or a lavishly upholstered bench, because the thin foam cover makes it feel as if the screwed frame rear is leaving personal lasting impressions on the very bottom. That takes the otherwise very good ergonomics to absurdity after a few kilometers. Triumph is already improving, one hears from the German branch. At the same time, the shock absorber could perhaps be given a somewhat harder spring and more damping. Especially with two people, he quickly runs out of breath. Or miss the fork a little more reserves, as it likes to block during heavy braking maneuvers. Or a lavish tool kit …
Of course, the Street Triple is not a perfect motorcycle either. If it were, Triumph certainly couldn’t have realized this price. That in turn would have significantly restricted the circle of potential customers despite the undeniably broad range of qualities. But the following applies: price-performance rating 1.2. This has never happened before at MOTORRAD. In this regard, the new Street Triple undoubtedly lets the sun shine on everyone. It doesn’t matter if you are a beginner or a street fighter.
Water-cooled three-cylinder four-stroke in-line engine, one 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 12.65: 1
Rated output 78.0 kW (106 hp) at 11700 rpm
Max. Torque 68 Nm at 9200 rpm
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, two-arm 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
Dunlop Sportmax Qualifier tires tested
mass and weight
Wheelbase 1395 mm, steering head angle 65.7 degrees, caster 95 mm, spring travel f / h 120/126 mm, permissible total weight 381 kg, tank capacity 17.4 liters.
Service intervals every 10000 km
Oil and filter change every 10000 km / 2.6 l
Engine oil SAE 10W40 / SAE 15W50
Telescopic fork oil SAE 10
Spark Plugs NGK CR9EK
Idle speed 1100 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Warranty two years
Colors Green, White, Black
Output variants * 25 kW (34 PS), 72 kW (98 PS)
Price 7,350 euros
Price test motorcycle ** 7539 euros
Additional costs 250 euros
Top speed 225 km / h
0 100 km / h 3.7 sec
0 ?? 140 km / h6.1 sec
0 200 km / h 13.8 sec
60 ?? 100 km / h 3.9 sec
100 ?? 140 km / h 4.5 sec
140 ?? 180 km / h 5.8 sec
Effective (display 50/100) 48/97 km / h
Display red area13600 / min
Effective 12500 rpm
Consumption in the test
at 130 km / h 5.3 l / 100 km
Country road 5.0 l / 100 km
Theor. Range 348 km
mass and weight
L / W / H 2110/860/1250 mm
Seat height 825 mm
Handlebar height 1030 mm
Turning circle 6400 mm
Weight with a full tank 190 kg
Wheel load distribution v / h 49/51%
Driving dynamics 1
Braking distance from 100 km / h 40.2 m
Average deceleration 9.6 m / s²
Remarks: The Street Triple dips deep and goes to the block, but remains absolutely stable in the lane. The brake is easy to adjust.
Handling course I (fast slalom)
Lap time 19.3 sec
vmax at the measuring point 111.0 km / h
Comments: The suspension, which is tuned a little too softly, thwarted better times. The Triumph circles the course with precision and agility.
Handling course II (slow slalom)
Lap time27.3 sec
vmax at the measuring point 55.5 km / h
Comments: You can angled up to the lean angle limit. The good throttle response in combination with the harmonious driving characteristics result in good times.
Orbit Ø 46 meters
Lap time 10.5 sec
vmax at the measuring point 53.0 km / h
Comments: The fork does not work badly. The rear wheel starts to jump after the parting line, so the speed has to be reduced. Otherwise better times would have been possible.
A name to remember. Nevertheless, the seat is padded too thin, the strap for the pillion is just an alibi.
Triumph met the high expectations. In view of the good technical starting position, it was probably less problematic to give the new one the portion of driving dynamics that is so inspiring. The biggest coup is that the British have kept the costs out of their hands. At this price point, the Street Triple is a fabulous deal.
If the three-cylinder engine is a prime discipline, it is throughput. And not only in the lower, but also in the middle and upper speed range. But the Street Triple is also good at music in terms of acceleration and top speed. At most, you can complain about the sometimes violent load change shocks and a special gnarly gearbox in the first two gear steps.
The maneuverability of the Street Triple is always inspiring, and the steering behavior is also at a very high level. Overall, the standard Dunlop Qualifiers harmonize well with the Triumph and work perfectly on smooth surfaces, but develop a life of their own on poor terrain and longitudinal grooves. The lean angle is extremely large, the shock absorber reaches its limits, especially in two-person operation.
Get on, feel good. The ergonomic conditions suit the average Western European very well. However, tall people want a little more space between the bench and footrests, and everyone wants better upholstery. Passengers are accommodated reasonably comfortably, but would appreciate a handle. The workmanship is good, as is the range.
ABs is the only shortcoming of the Street Triple. Or better: no ABS. The braking system itself is good, the clear erection moment is due to the Dunlops. Thanks to plenty of negative suspension travel, handlebar slap is not a big issue.
The triplet is not extremely economical, but also not wasteful with fuel. The inspection costs are also kept within reasonable limits.
Zack, that’s sitting. With a grade of 1.2, the new Street Triple is right at the top of the price-performance table. If that‘s not a debut!
What else caught my eye
Easily accessible side stand
An unusual shift light for this type of vehicle
Good visibility in the rear-view mirrors
Impeccable starting behavior
Exact consumption display of the on-board computer
Simple air pressure control using cranked valves
An Allen key and a screwdriver as on-board tools. Even the hook wrench to preload the shock absorber is missing
Little steering angle
Technical differences to the Daytona engine
Changed cam profiles for less valve lift and less valve overlap
Cast instead of forged pistons
Changed mapping and engine speed limiter starting 700 rpm earlier
The big and the little sister
The sisters on the comparison trip.
Just like the sister, one would like to exclaim at the first fleeting encounter with Triumph Street Triple, because the little one is like the face of the big Triple. But the first impression is wrong. Technically, the Street Triple is based almost 100 percent on the super athlete Daytona, from which the frame, engine, wheels and even the tank come. And yet: if you are interested in a charismatic, undisguised English woman, you have to choose between street and speed.
The matter is clear to everyone who is generally a bit clumsy when it comes to money. The 3890 euro price difference in favor of the little sister is a weighty word. Of course, this is especially true in view of the brilliant qualities that the Street Triple brings to the table. Those who rob the area on it will not miss the Speed Triple anytime soon. The almost 30 more horsepower does not play a role in view of the powerful acceleration of the 675 on the country road, the significantly lower weight, the impressive handling and the fine ergonomics even speak for the little sister. Anyone who switches from the street to the Speed Triple feels a little like riding a bull. You sit up more than in a motorcycle, put your thighs around the wide tank and grab the big one by the handlebars like a bull by the horns.
There’s something archaic about it, but it’s not necessarily better. In complete contrast to the spring elements, which play in a different league. Coordination, response behavior, damping, setting options ?? everything much better. Not quite as blatant, but the difference is noticeable in the braking systems and the powerful engine. Basically: In a direct comparison, the big sister of the little one shows that there is always a little more possible. But if you only know the small one, you won’t miss the big one.
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