Triumph Street Cup in the driving report

Triumph Street Cup in the driving report
triumph

Triumph Street Cup in the driving report

Triumph Street Cup in the driving report

Triumph Street Cup in the driving report

Triumph Street Cup in the driving report

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Triumph Street Cup in the driving report
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Triumph Street Cup

Triumph Street Cup in the driving report
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The Street Cup’s beautiful analog clocks come from the larger Thruxton. The handlebars are high up

Triumph Street Cup in the driving report
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Hand-painted tank lines and high-quality emblems illustrate the claim of the Cup: more café than racer

Triumph Street Cup in the driving report
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Classic, with a touch of sportiness: the changes compared to the Street Twin base are essentially cosmetic

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report
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Triumph Street Cup.

Triumph Street Cup in the driving report

Cuppuccino

With the Street Cup, Triumph presents the third variant of the Street Twin series. Instead of a lumberjack shirt like the Scrambler, the Triumph Street Cup wears a bikini, plus handlebars and a one-man seat – a café racer. Foam racket or sports equipment?

The N 435, about 20 minutes northwest of Seville, is a piece of the finest gourmet asphalt. Gifted road builders have carved a bold, winding tarred lane in the middle of nowhere, as if straight out of the wet dreams of sport-loving cyclists: demanding radii of all stripes, not too narrow and not too wide. Rough, ultra-ribbed topping, mostly almost completely flat and almost always warm and dry. Crests, valleys, sloping and sloping curves. Little to no traffic. Here you can get dizzy, like in a Spanish rusty brown variant of the Green Hell. David Lopez, responsible for the chassis at Triumph and a man of the committed line, is doing just that. Skillfully and deeply angles, lets Pirelli toil, then asks each of the 55 horses emphatically to do the day’s work. We follow suit and alienate the new Triumph S.treet Cup with that maybe a bit.

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Triumph Street Cup in the driving report

Triumph Street Cup in the driving report
Cuppuccino

Lean angle is remarkably good

First insights from the courageous country road ride: The gentleman-sports-like ergonomics of the Street Twin sister with the cheeky rump are good. Highly positioned footrests mean a remarkably good freedom of lean angle, much better than with the Scrambler presented at the same time. You stay slightly front-wheel-oriented, thanks to a somewhat strange-looking handlebar construction consisting of a riser on the fork bridge and a wildly curved connecting tube that takes stubs at the end. The reward of this exercise: the suitability for everyday use is fully retained. A neat bikini cover provides surprisingly good protection against the worst of the wind, and the Alcantara-look bench is nice and narrow and comfortable. The Triumph Street Cup is actually a two-seater, the pillion cover is included. Retro-profiled Pirelli Sportscomps not only look chic, they also work excellently. Like the Street Twin, the Cup also rolls up to 18 inches at the front, but the 19-inch Scrambler offers more neutral steering behavior. The Café Racer turns in quickly, but becomes a little awkward as the bank angle increases and places itself on the brakes. What applies to the seating position (looks sporty, but is made for everyday use), ultimately also applies to the chassis.

The engine runs smoothly and stress-free

Like all Street Twins, the Baby-Thruxton also has the simplest spring elements that work transparently, albeit a little tight. The water-cooled 900 twin-cylinder is more of a pipe smoker than a sportsman, as it has been trimmed for steam at the lowest possible speeds. It feels like a lush 80 Newton meters just above idle, pushing it from the bottom like a bear. To keep up with the fast David, however, that is not enough today, we have to squeeze out the character twin with a 270 degree crank pin offset. He goes along with this without complaint, but his vigor diminishes a lot from the middle of the speed range. As with the Scrambler, the same applies to the Triumph Street Cup: In addition to the beautiful torque at the bottom and a wonderful sound, the real pound of this engine is its smooth running, its stress-free nature. The front single disc brake does exactly what you can ask it to do: reduce speed reliably, safely and with ABS support.

Quality neo-retro café racer for connoisseurs

We also take a break and admire the great workmanship with the cuppuccino. Everything about this Classic Triumph is just right. Timelessly elegant line, fine finish. Noble tank emblems, lots of brushed aluminum, the stylish analog clocks from Thruxton and hand-painted tank decorations make it clear what the Triumph Street Cup actually is: a beautiful, high-quality neo-retro café racer that is suitable for everyday use for connoisseurs who like it unapristic and stress-free.

Technical data Triumph Street Cup

Triumph Street Cup

engine

Water-cooled two-cylinder four-stroke in-line engine, two balance shafts, an overhead, chain-driven camshaft, four valves per cylinder, roller rocker arm, wet sump lubrication, injection, 1 x Ø 38 mm, regulated catalytic converter with secondary air system, 630 W alternator, 12 V / 10 Ah battery, mechanical actuated multi-plate oil bath clutch, five-speed gearbox, X-ring chain, secondary gear ratio 2.412.
Bore x stroke: 84.6 x 80.0 mm
Displacement: 899 cc
Compression ratio: 10.5: 1
Rated capacity: 40.5 kW (55 PS) at 5,900 rpm
Max. Torque: 80 Nm at 3,230 rpm

landing gear

Double loop frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, front disc brake, Ø 310 mm, double-piston floating caliper, rear disc brake, Ø 255 mm, double-piston floating caliper, traction control, ABS.
Cast aluminum wheels: 2.75 x 18; 4.25 x 17
Tires: 100/90 H 18; 150/70 R 17

Dimensions + weights

Wheelbase 1,435 mm, steering head angle 65.7 degrees, caster 98 mm, spring travel front / rear 120/120 mm, seat height 780 mm, dry weight 200 kg, tank capacity / reserve 12.0 liters
Guarantee: four years
Colours: Yellow / gray, black / gray
Price: 10,500 euros
Additional costs: 450 euros

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