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Triumph has the heart!

Triumph Street Twin and Triumph Bonneville T100 in side-by-side test

Written by Roman Kirschbauer , Date 4:44 PM

Two motorcycles, one story. The Triumph Bonneville makes legends come to life. Now its successor – the Triumph Street Twin – is in the starting blocks. Which one will tug at your heart strings? And which one drives better?

Life is often a hamster wheel. Usually everyday life dominates and life clatters in the rhythm of a coffee maker. Inspiration? None. But does that mean we should sit back and wait for the end? Would you rather slide down on the couch with chips in your mouth or sit on this new British buck that wants to write two-wheeled music history? Not at all! So get out of your sweatpants and get on your cruising outfit. Hop on the saddle of the new Triumph Street Twin, but don’t put your helmet on yet. After all, you do not put earplugs in your ears before a concert from star pianist Ludovico Einaudi, do you? Take a deep breath and then push the red button. And there it is again. That pleasant feeling in your stomach. The hairs standing up on your forearm. A massage for the soul that only an internal combustion engine can provide and that brings ease back into the madness of everyday life. Finally your heart leaps back into the four-cycle beat.

It is possible that we are going out on a limb here, but rarely has a (modern) Triumph sounded so meaty, bassy, deep – yes, let’s call it manly. Welcome Triumph Street Twin, you successor of Bonneville. Your water-bathed 900 cubic twin engine with 270 degree crankpin offset tugs directly at the heart. Instead of going to the fridge, walk into the garage late in the evening. Do not watch “The Big Bang Theory”, but instead listen to the big bang firing order. Bang!

A clean look, as far as the eye can see

Does it need more power? High speeds? Full throttle riding? The Triumph developers found this rather secondary. With a maximum of 54 hp on the crankshaft, you certainly won’t win when playing a Quartet card game with your buddies. But have the times perhaps fundamentally changed? Are Euro 4, ABS, traction control and maximum torque (the Triumph Street Twin is supposed to generate 80 Newton metres at a mild 3,200 rpm) the new quality characteristics of modern lifestyle bikes? Possibly. It is certainly about the look, acoustics and touch. About classic lines, high quality materials and elegant details. Sensuality even.

Pragmatically flanged assemblies were yesterday. Clarity, structure and tidiness are modern. Preferably deliberately designed rather than pragmatically sharpened for sheer power. The Triumph Street Twin mimics the class leader here. A clean look, as far as the eye can see – nowhere can one cable too many be found. When viewed in profile, you can easily stick your hand in front of and behind the upright cylinder block. Of course a modern motorcycle has a modern cockpit with a small digital display and on-board computer. It does not feel out of place at all. The amount of information is appropriate and useful, from the remaining range to the current and average consumption. The Continental ABS and the single-stage traction control can be switched off here if desired. You cannot equate retro with ancient. It is a principle of uncertainty that many do not see through.

Less peak power, more punch

To explain what we are talking about, let’s move to a second living room for a second and see how the Triumph Bonneville T100 manages to drive a chip-chomping middle-aged man from the couch to the garage. In short: with nostalgia. The sense of history, aesthetics of the 19-inch, wire-spoked front wheels, gleaming chrome exhaust pipes with tapered tails, carburettor (mock-ups) and air cooling. The Triumph Bonneville T100 driver does not want retro. He wants it old. He finds the former better. Because of him, the bike can roll out of the drive with modern injection, but the neighbours should think that he has excellently maintained his 30-year old moped for decades. And that is what people really  believe. Both the passers-by here on the coastal road of Marseille as well as the regulars in front of the watering hole in Castrop-Rauxel.

Previously with 67 hp peak power from 865 cubic centimetres, you would mutate into the leader of the local motorcycle clan. Torque was still the currency of the foot peg faction. Today, one wonders whether more pressure would be possible than just 68 Newton metres form such a large and in no way old two-cylinder engine with 360 crankshaft offset. The new Street Twin is now also to meet this wish. With less peak power, but more punch. Right where it is needed on the highway. Down below. And so the Triumph Street Twin and the Bonneville T100 today are as different from each other as turbo gas engines and naturally aspirated engines.

Triumph Street Twin leaves space for long beanpoles

Let’s approach the comparison fairly. There is no escaping the finely crafted new Triumph Street Twin. It is 15 kg lighter than its ancestor in the valuable T100 version. It offers modern safety features while complying with the Euro 4 standard’s lower pollutants from the beautiful two-in-one-in-two exhaust system and a stronger character engine with a great appearance and better sound. There is also a well-functioning, finely controlled slipper clutch that only chatters slightly in an ice cold state as well as a ride-by-wire system that does its work quietly. Minimal delays between the hand movement and engine are only noticed by sensitive testers. Those who sit on the 75 cm low, finely stitched, flat seat, place their boots on the slightly back set rests compared to the Bonneville, place their hands on the only slightly angulated and not exceedingly wide handlebars notice it immediately: It fits. Both for the short-legged as well as for beanpoles, thanks to the notches on the twelve-litre tank.

The old Triumph Bonneville T100 cannot claim this for itself. Even with an average height, the insides of the inner thighs hit the wide underside of the 16-litre petrol bunker, spreading the legs more than would otherwise be necessary. The driver sits very passively on the co-rotator anyway. The comfortable seat increases the cuddle factor. The handlebar stretches with a strong bend towards the driver’s hands and allows for a poised posture.

Wonderfully non-rhythmical firing two-cylinder

The upper body remains upright on the Triumph Street Twin as well, also making the urban boulevard into a casual catwalk. However, it also plants its driver just as actively into the vehicle. A fast number therefore easily go hand in hand here. The narrow 100 or 150-series tyres with Pirelli Phantom soles support the hurried lifestyle workaholic in this endeavour. Even in a cold state, they offer decent grip and interlock all the stronger with the asphalt with the rising French Riviera temperature.

A good choice, even if a tyre change will ultimately first show whether the increased forces when steering the Triumph Street Twin are attributable to the chassis geometry or the tyres. For the new bike does not take the corner completely neutrally. It has to be asked at first and then, once in the slanted position, it stoically takes its path. Unless the blacktop is adorned with larger grooves. Then the stereo struts completely go into the disagreeable pumping operation. In order to support the rear suspension, the springs of the shock absorbers were pre-tensioned to the second strongest level. With a 90 kg rider (couch and chips), it is a reasonable choice. But with only a few improvements. But what does that matter? Who has raced up and down a pass like a madman with such a beautiful companion as the Triumph Street Twin? Exactly, there are better alternatives for that. The Streety prefers to glide at a brisk speed, driving along the coast in a smooth manner. Then you are pleased about the comfortable and shock-absorbent telescopic fork  as well as about the character of the gorgeously non-rhythmic igniting two-cylinder.

The Triumph Street Twin already pushes powerfully forward at idle without ever overburdening. Between 2,500 and 5,500 rpm, over 70 Newton metres are always at the ready at the crankshaft – at the top 77 Newton metre are measured. With ease the pistons pump through the rev range, vibrating the motorcycle in pleasant and restrained manner and acting much more liberated than the Bonnie engine. In contrast, it kicks it up a notch in the higher speed ranges, producing the most noticeable drive above 4,000 rpms to about 6,500 rpms. Between 65 and 71 Newton metres, the Twin presses in this range, but does not quite get its act together before this. The fact that the sound it releases does not lure you into the garage, because the Bonnie only sounds with a gentle voice from the long two-in-two exhaust system is then a little disappointing.

The switchgear of the T100 is old and bony

The 234 kg lump drives much better than pushing it onto its stand indicated. The Triumph Bonneville T100 is directed from curve to curve quite easily, neutrally and with little steering forces, which rolls on Metzeler Lasertec in front and MEZ 2 in the rear. It also offers responsive suspension elements, whose quick curves are less than those of the Triumph Street Twin. Not to mention the foot pegs announce the limit of the inclination position much more timely and earlier than with the new model. On the chassis, however, the Bonnie does little wrong, certainly benefiting in terms of handling from its narrow 130-series rear tyre. Taken together, they blend perfectly and, in a positive sense, unspectacularly with the parallel twin that acts strained compared to the Street Twin.

The new 900 cubic centimetre combustor makes life easier here, requires less work on the five-speed gearbox – even though its operation marks real progress thanks to the silky smooth and short shifting paths. The switchgear of the T100, on the other hand, seems old, bony and not up to date. This also applies to the drinking habits. The Triumph Bonneville T100 consumes 0.8 litres more on the 100 km consumption round from displacements than the Street Twin. The higher speed level of the old engine, among other things, is reflected here.

Both tug at the heart strings

The fact that everything was not worse earlier on is now shown by the brakes. While the new bike is clearly at an advantage with its finely regulating ABS, when it comes to controllability and the required manual force, the Bonneville pockets  a plug point thanks to the more exact pressure points. These are sticky with the Street win and start to move around a little with increasing temperatures. This leaves you behind and irritated. As the two-piston floating calliper and brake discs are identical with both models, the changed brake pads should provide even more bite according to the manufacturer. No question, the Street Twin decelerates the best, but needs a trained and powerful hand to do so.

What remains to be summed up at the end of sobriety? The Triumph Street Twin is clearly the more modern, fuel-efficient motorcycle, which provides a higher fun factor. The Triumph Bonneville T100, however, does not do everything worse. It can at least keep up with the successor with respect to steering behaviour and braking. It suffers mostly due to its tired engine and the disappointing sound – and due to the Euro 4 standard, whose specifications as well as the SBS obligation it does not meet. It will be sold off this year. Whereby we now take another look back into the living room and garages of this world. So is the retro-chic better suited for hipsters and the old-school version better suited for the nostalgic? Yes, you could summarise it this way but would not do justice to both motorcycles. Ultimately they excite in their own way: one through modernity and the big bang beat, the other through history and chrome. Both tug at the heart strings.

Data and Measured Values

One thing is immediately clear:  As with cars, there is also a trend toward more torque in the lower revs among motorcycles. You will perhaps be reluctant to tell if you have to forfeit some power for this, but the acceleration measurements as well as the performance charts clearly speak for themselves. First from 5,500 rpm can the nominally stronger Twin demonstrate its increased output compared to the Triumph Bonneville T100. Before that, the Triumph Street Twin outperforms its ancestor both regarding performance and torque. It’s nice to see; Between 2,500 and 4,000 rpms, the new motorcycle always generates ten more Newton metres than the old motorcycle.

Engine
Triumph Bonneville T100 Triumph Street Twin
Design Two-cylinder, four-cycle
inline engine
Two-cylinder, four-cycle
inline engine
Injection 2 x Ø 37 mm 1 x Ø 38 mm
Clutch Multi-plate
web clutch
Multi-plate
web clutch
Bore x Stroke 90.0 x 68.0 mm 84.6 x 80.0 mm
Displacement 865 cm³ 899 cm³
Compression 9.2: 1 10.5: 1
Output 50.0 kW (67 HP) at 7,400 rpm 40.5 kW (54 HP) at 5,900 rpm
Torque 68 Nm at 5,800 rpm 80 Nm at 3230 rpm
Chassis
Triumph Bonneville T100 Triumph Street Twin
Frame Lightweight steel
cradle frame
Lightweight steel
cradle frame
Fork Telescopic fork Ø 41 mm Telescopic fork Ø 41 mm
Front/rear brakes Ø 310/255 mm Ø 310/255 mm
Assistance systems ABS, traction control
Wheels 2.50 x 19; 3.50 x 17 2.75 x 18; 4.25 x 17
Tyres 100/90 R 19; 130/80 R 17 100/90 H 18; 150/70 R 17
Tyre equipment Metzeler, front Lasertec,
rear MEZ 2
Pirelli Phantom Sportscomp
Dimensions + weights
Triumph Bonneville T100 Triumph Street Twin
Wheelbase 1500 mm 1439 mm
Steering head angle 62.0 degrees 64.9 degrees
Trail 110 mm 102 mm
Spring deflection front/rear 120/106 mm 120/120 mm
Seat height (1) 780 mm 750 mm
Weight fully fuelled (1) 234 kg 219 kg
Payload (1) 196 kg 206 kg
Tank capacity / reserve 16.0 litres 12.0 litres
Service intervals 10,000 km 16,000 km
Price (2) EUR 8,990 EUR 9050
(1)MOTORRAD measurements, (2) plus ancillary costs (EUR 450)
MOTORRAD measured values
Triumph Bonneville T100 Triumph Street Twin
Top speed* 200 km/h 172 km/h
Acceleration
0-100 km/h 5.1 secs 5.2 secs
0-140 km/h 10.0 secs 10.6 secs
Acceleration
60-100 km/h 5.3 secs 4.9 secs
100-140 km/h 7.3 secs 6.3 secs
Consumption on highway/100 km 5.3 litres 4.5 litres
Range on highway 302 km 267 km
*Manufacturer specification  

 

MOTORRAD test result

Triumph here – for both!

Two motorcycles, one story. And yet they could hardly be more different. Air instead of water cooling, parallel twin compared to the big-bang firing order, torque instead of peak power. And then there is still the appearance. The Triumph Street Twin scores with classic lines with a clear structure. The Triumph Bonneville T100 excites with its gleaming chrome details of historic stylistic elements. When it comes to driving, the old and new come and go in a continuous stream: The Streety clearly has the better and more economical engine and has cutting edge technology. The Bonnie offers the harmonious driving feel and can also be directed more easily. They both win our hearts.

Article Categories:   Motorcycle Reviews Triumph

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