By the time the side stvà scraped the concrete in front of my Philadelphia apartment in the early hours of the morning, I had traveled more than 1,700 miles in just under 48 hours on a new Triumph Street Twin.

Bạn đang xem: Triumph street twin 2016 masuk indonesia april

This brought my gr& total to just shy of 3,000 miles over seven days. Starting at Triumph’s U.S. headquarters in Atlanta, I rode the new Street Twin down to Austin, Texas. After a weekover full of music, MotoGPhường., và the Third Annual Handbuilt Show, it was time to lớn mosey on.

I had khổng lồ get the bike baông xã khổng lồ Philadelphia in time khổng lồ keep with our schedule of shooting the video portion of this month"s reviews. This meant burning highway miles at a breakneông xã pace. With the miles came plenty of adventure và experience lớn pull from as we break down Triumph’s new Bonneville Street Twin.

The Street Twin fit in just fine with the crowd at Revival Cycles" Handbuilt show. Photo lớn by Spurgeon Dunbar.

The bike

So is it a Bonneville? Or a Street Twin? Or a Bonneville Street Twin? Triumph seems khổng lồ have a lot of different names for these new bikes. It appears that “Bonneville” will now be the overall family name with different models sitting underneath the moniker, much lượt thích they used to refer lớn the entire family as “Modern Classics.” What’s that you say? They still refer khổng lồ the entire family as Modern Classics? Well, that could be a bit confusing.

In this author"s opinion, the new Street Twin has sleeker lines than the previous Bonneville. photo.

Regardless of what you Call it, the Street Twin replaces the base Bonneville và is sporting the smallest engine in the new family of classically inspired motorcycles. Since its introduction in 2004, the 865 cc, air/oil-cooled parallel twin had become a mainstay in Triumph"s lineup. The smaller 790 cc engine hung around for a while, but by 2009, the 865 cc plant was powering six models, nearly half the bikes in Triumph’s catalog. To say that Triumph was taking a risk by altering this recipe for success is a bit of an understatement. After my time with this xe đạp, I would say the gamble has paid off.

Note the addition of the radiator where the old oil cooler used to lớn sit. phokhổng lồ.The Street Twin’s new engine is a 900 cc HT (High Torque) parallel twin. Unlike the old 865 cc, the new engine features liquid cooling, a single overhead cam, dual counterbalance shafts, & a very uncharacteristic (for a Triumph twin) 270-degree crank. So, more horsepower, right? Not exactly. Peak horsepower is down from 68 khổng lồ 55 claimed ponies. However, up until just about 6,000 rpm, the new engine outperforms the old version. The torque curve has been completely revised.

On the old engine, the torque curve could have better been described as a straight line delivering around 50 foot-pounds of torque from 3,500 rpm to almost 7,500 rpm, before falling off khổng lồ the redline at 8,000 rpm. The new 900 cc mill stomps out 59 foot-pounds almost immediately at 3,200 rpm before dropping off steadily to lớn the 7,000 rpm redline.

What you get is an engine that feels bigger than it is. You get gobs of low-over và mid-range power, at the expense of top-over peak performance. I imagine the majority of riders looking at this xe đạp will appreciate where Triumph has placed the power. It’s ideally located for real-world riding.

I love the new slimmer lines of the gas tank. It reminds me of the pre-fuel-injected bikes. Photo.

It also sips fuel. And that’s a good thing, considering the capađô thị of the gas tank was reduced to 3.2 gallons. I was averaging around 58 mpg down khổng lồ Austin & back. Keep in mind that I weigh 205 pounds & was rocking about 45 to 50 pounds of gear. Not too shabby.

In an early press release, it looked like the Street Twin was going lớn be getting a six-tốc độ gearbox, much like its larger siblings, the T-1đôi mươi and the Thruxton. Instead, it maintains a five-tốc độ, but overall gearing has been revised & it feels more comfortable chasing highway speeds. I rode it across Texas at an indicated 70 mph (or more) for hours on end & it felt just fine. I would have sầu killed for a windscreen, though.

In reality, this bike is more comfortable strolling down country highways & stopping in small towns to strut around like a peacock with full plumage extended. It begs attention. The lines of the new Street Twin attract as many (if not more) onlookers as the old Bonnie. The new tire sizes offer up increased vintage appeal. An 18-inch wheel up front replaces the old 17-inch ryên ổn on the Bonneville & looks more at trang chủ with the rest of the retro styling.

The Street Twin loved exploring small towns & backroads & drew second glances everywhere we went. Phokhổng lồ by Brett Walling.

The chassis has been redesigned to lớn accommodate these changes, and while the Street Twin retains the neutral steering feel the Bonneville was known for, it also retains its sub-par suspension. While it receives about an additional 0.75 inches of travel in the rear, this is the first thing I would look to replace.

The braking system gets updated lớn include ABS, an addition many riders have been asking about for years. The addition of ABS means you can grab a big ol’ handful of that brake lever without worrying about disrupting the chassis. While the Street Twin doesn"t get the bump to a dual-disc setup, like the T-1trăng tròn & Thruxton, the single 310 mm rotor & two-piston Nissin caliper up front work nicely with the 255 milimet rotor & Nissin pairing at the rear wheel lớn provide solid stopping power. It"s the right tool for the job of stopping a 55-horsepower motorcycle.

Traction control is also new for năm nhâm thìn and works lớn monitor wheel slip over less than ikhuyễn mãi giảm giá conditions. While traction control can be disabled, ABS cannot.

ABS and traction control are now standard equipment on the Street Twin. Note the sensor next khổng lồ the Nissin brake caliper. phokhổng lồ.

Throttle response is spot on. Compared to the new Thruxton R I got lớn ride, the Street Twin"s throttle-by-wire system delivered a smooth transition both on và off the gas. While there are no throttle modes like on the Thruxton và T-120, there is no abrupt on/off feel, either.

The overall ergonomics offer a sporty seating position. When I used khổng lồ modify Bonnevilles for friends, the first change I would make would be lớn swap out the bars for a set of dirt bars. With the new Street Twin, it seems Triumph has beat me lớn the punch with a nice phối of low-slung bars placing you in a lower tuck than the previous generation.

At six feet, three inches, I felt a bit cramped on the new 29.5-inch seat height. While I would have sầu liked a bit more height for my rear over, new & shorter riders will be sure lớn appreciate the quiông chồng & confident reach khổng lồ the ground.

Testing the Street Twin

I had a blast riding this bike down southern roads while soaking up the local culture & cuisine. I explored small towns in north Georgia and Alabama và watched the sunphối on the Gulf of Mexico. The Street Twin looked perfectly at trang chính in those sleepy southern towns, some of which looked lớn be stuck in another place in time, much like the styling of the Street Twin.

Exploring the Gulf of Mexiteo at sunphối on Alabama"s Dauphin Isl&. Photo lớn by Spurgeon Dunbar.

The Street Twin shines on 55 mph country highways with plenty of stops khổng lồ look around and explore. Stay too long in the saddle và you’ll start to lớn get sore and restless. Its small stature và nimble handling made it a breeze for bopping around while my old Cortech luggage offered up simple storage with enough room for a few days on the road.

I enjoyed oyster po’boy sandwiches in Montgomery và beignets at Café Du Monde in New Orleans. I stopped in Pascagoula, Miss., khổng lồ search for a lost juke joint I learned of in a Jimmy Buffett tuy vậy. I found old-timers sitting on the xe đạp in the mornings when I emerged from my hotel room và in the afternoons when I stopped for gas or lunch. They had questions regarding the new Street Twin và a lifetime of stories khổng lồ tell about old Triumphs. (Keep an eye out for a full article on my adventures exploring the South)

I am a sucker for touring on smaller bikes. Sure bigger, more appropriately sized machines would have been easier, but motorcycle trips aren"t always supposed to lớn be easy. Photo lớn by Brett Walling.

Having wrapped up the first half of the trip in Austin watching Marc Márquez cross the finish line at Circuit of The Americas khổng lồ clalặng victory, it was time khổng lồ head home page.

Xem thêm: Mẫu Xe Côn Tay Sắp Ra Mắt Của Suzuki Cực Đẹp, Giá, Suzuki 150 Sap Ra Matsuzuki 150 Sap Ra Mat

I pulled into lớn Philadelphia 48 hours after leaving Austin. I was damn near frozen solid as temperatures had plummeted to lớn 38 degrees after torrential rains permeated my rain gear & drenched me to the bone. As I piled my wet clothes in the bathtub, my girlfrikết thúc called me a few choice expletives & insisted I was an idiot for not pulling over and getting a khách sạn room.

"There is no story lớn be found in a khách sạn room," I argued.

My position fell on deaf ears.

The Sky Blue Cafe in Nashville, Tenn., is one of my go-to lớn breakfast stops whenever I am in town. photo lớn.

The Street Twin got me trang chủ, but it was never designed lớn tackle those kinds of miles in that timeline. A windshield would have sầu helped; a bigger bike would have sầu helped more. I think the Street Twin makes a great touring machine, as long as your tours don’t exceed 300 miles per day.

Street Twin highlights

The standout here is the engine. I want to pull the engine out of this bike & stiông chồng it in my old 2005 T-100. It’s that good. Even Lemmy agrees with me, as he felt it was a stouter engine than the one found in the Sportster he is currently modifying. The exhaust sound is just as impressive. In my opinion, Triumph did such a great job on the stoông chồng exhaust you will never feel the need to lớn tăng cấp to lớn an aftermarket cài đặt. Sorry Vance và Hines!

Scouting locations for the đoạn phim standups is the perfect excuse khổng lồ explore small towns lining the Delaware River. pholớn.

Speaking of the engine, the long service intervals — 10,000 miles for regular service — should make the Street Twin one of the less maintenance-intensive bikes on the market. This is great for new and veteran riders alike who want the look of an older machine with modern reliability.

The integration of electronics is seamless. The ABS system works great lớn slow the xe đạp fast without unsettling the rider. The traction control doesn’t engage too early and in the few dusty spots where it did, it did so very smoothly. It is also easy to lớn disable if you want lớn use all that new-found torque khổng lồ try lofting the front wheel.

Subjectively speaking, the overall looks are fantastic. I really liked the new, slimmer tank compared khổng lồ the old Bonnie"s bulbously bloated one, even if it means it holds less fuel. The dropped bars, revised headlight mount, LED tail light, shorter fenders, revised dash, và sharp lines manage to make this bike look simultaneously more vintage and modern. The 18-inch front wheel adds a lot to that.

The 18-inch front wheel adds so much to the Street Twin"s overall vintage aesthetic. pholớn.

In order lớn accommodate the new wheel sizes, adjustments to the chassis had lớn be made to maintain the nimble handling characteristics found on the old bike. While I was disappointed with the suspension, the overall handling was quite sharp. This xe đạp was a blast around town as well as through the corners. It has a sporty streak và begs khổng lồ be pushed and abused more so than the older xe đạp.

Street Twin lowlights

After limping into town with a plug, I learned that while I could get a Michelin Pilot Road 4 for the rear, there was no match for the front. If you take a closer look at some of the zoom shots in the đoạn Clip you’ll notice the different tires on the bike. While we don’t recommover mixing & matching tire manufacturers, sometimes you vày what you have sầu to vị to make it trang chủ.

Note the Michelin Pilot Road 4 tire is not stoông xã rubber for this bike & does not have sầu a corresponding front tire to lớn match. photo.

The most noticeable problem with this xe đạp is the suspension. Some things never change. While I understvà it is hard to lớn build one bike lớn fit everyone, this suspension is all but maxed out with just myself aboard. As I mentioned earlier, I am 205 pounds, which is probably a bit heavier than the average rider, but assuming the average falls around 165-175 pounds và then adds gear or a passenger, they’ll be well past my solo weight. I’m interested lớn see what options become available for this bike. I lượt thích the Ohlins shocks I’ve used on Bonnies in the past while my buddy (và fellow Zillan) Andy has been quite happy with his Progressive sầu shocks.

Despite the new blacked out look và additional travel, the suspension is the first thing you"ll want to lớn update. photo.

It could be argued that the lure of customization was a huge selling point for the previous generation Bonneville. The old bikes had such an extensive aftermarket surrounding them, it was easy for new và inexperienced mechanics lớn create a custom machine while learning along the way. I fear it will be a hot minute before we see the aftermarket catch up lớn these new bikes. Because this will require all new designs, castings, and production, expect to see the costs of these new parts sit higher than the older parts, where the initial costs have sầu already been absorbed over time.

The updated style of the bike means a lot of these parts, especially the fenders, are now plastic, abandoning their metal roots. It also means no more nhái carburetor bodies & no enrichener switches masquerading as chokes. On cold morning starts (as well as a few in the afternoon), the bike was hard to start. It would stall after a few seconds. Usually after the second restart it would stay running, but this is something I would expect to see Triumph address with an ECU flash update. If nothing else, I would recommover trying to lớn have your local dealer re-flash the ECU with the “race” tune.

There were a few little things that drove me insane during my trip. At night, the high beam indicator shone so brightly blue it distracted me from the ride. The seat, while stylish, was highly uncomfortable for any extensive sầu period of time. I don’t know how Triumph always manages to give me mirrors that show me nothing but my shoulders, but they nail it every time. I thought it was mostly because of my kích cỡ, but some of the shorter people around the office cursed the mirrors as well.


Ten years ago, Triumph had this “Modern Classic” category almost entirely to themselves. Currently, there are plenty of manufacturers looking khổng lồ capitalize on this craze of retro styling.

There was no shortage of places to lớn grab fresh seafood as I explored the Gulf Coast. phokhổng lồ.

The Street Twin carries an MSRP.. of $8,700 in Jet Black, while any additional color will bump the price to lớn $8,950. This puts it in the same range as bikes lượt thích the Harley-Davidson Sportster 883 ($8,849 MSRP), Mokhổng lồ Guzzi’s V7 II Stone ($8,990 MSRP), and the extremely successful Ducati Scrambler ($8,895 MSRP).

As Lemmy addressed in his recent Sportster reviews, the 883 boasts one of the most supported aftermarkets in motorcycling today. The Molớn Guzzi V7 II Stone gained a sixth gear on the transmission this past year and the Ducati weighs nearly 75 pounds less than the Triumph. However, the engine in the Street Twin is more impressive than any of the ones found in these other models, except for possibly the Scrambler.

The Street Twin will appeal khổng lồ many different types of riders. phokhổng lồ.

While it can’t beat the Scrambler on peak horsepower, the Street Twin"s torque numbers speak for themselves, as bởi the long service intervals. ABS is not standard on the Sportster. It’ll run you an additional $795. The fact that Triumph includes traction control as standard equipment sets the Street Twin apart from almost all bikes at this price point.


I have sầu 74,000 miles on a 2005 Bonneville T-100 sitting in my garage và I have sầu ridden countless miles on every other xe đạp in Triumph’s old Modern Classic lineup. By the time I returned the Street Twin, I had tackled just over 3,500 miles in total, covering quiet country roads, bustling interstate traffic, as well as my daily commute through Philadelphia. I had a blast, despite the fact that the new, lower seat height feels a bit small for me.

For the first time since its introduction in 2001, Triumph’s Modern Classic line of motorcycles has received a ground-up redesign of nearly every component, starting with the engine. So far, the Street Twin has been leading the charge forward for this new line of liquid-cooled classics. When it’s all said và done, Triumph built a better xe đạp. While no xe đạp is perfect, and there are some things I would change, Triumph did a good job of developing a bike that carries on the traditions of its past while embracing future trends và modern amenities.