Triumph
Triumph Thunderbird
Triumph Thunderbird
To say we were a bit disappointed when the Triumph Thunderbird 1600 was revealed would be an understatement. Now, it seems that Thunderbird’s depressingly mediocre nature is all part of Triumph’s plan; they want customers to be lured by the potential of a 1600cc bike that’s neither Japanese nor a Harley, but necessitate the purchase of expensive aftermarket accessories in order to get it to look and perform like it should. Taking a page directly from Harley’s playbook, Triumph will offer in excess of 100 add-ons for the Thunderbird, available directly from dealers or a website specifically created for the purpose that will launch next month. In addition to the usual selection of handlebars and exhausts, there will also be a kit to take the engine out to 1700cc, or as Triumph would like us to call it, 104ci.
Life is full of compromises, as are many motorcycles. The Sprint ST, thankfully, doesn’t have to make any. It’s a sports bike that covers miles, a touring bike that carves corners with a truly usable mix of poise, power and all-round practicality.
And the Sprint ST has evolved even further. Its new 1050cc, fuel-injected, triple-cylinder motor has more of everything that makes it so usable – more torque, for effortless drive in any gear and more horsepower for when it’s needed. Further refining the engine is a revised gearbox and clutch while the lusty nature of the three-cylinder layout, with its creamy delivery, remains unfettered.
Matching the Sprint ST’s engine is a new chassis with redesigned beam frame, cartridge-style telescopic forks and five-spoke wheels. Its sleek look is simply stunning and everywhere little touches, like the chrome infill bars and front indicators set in the mirrors, add class. Styling cues, such as the triple front headlights and triple exit exhausts, complement each other fluidly.
The Sprint ST is a well-rounded platform for travel, adventure and excitment. Its success lies in its polish, the way it works as a complete machine, as a whole.
Nope, compromise does not exist for the Sprint ST. It does it all in style, quite naturally.
By Tor Sagen
Photography: Martin Leyfield & Tor Sagen
Time stands still, I can feel the three small cylinders working together to create some sort of a crescendo way too early! How can 675cc feel like so much more?
One of the smartest things the modern Triumph factory did was to strip a Daytona sportsbike to create the Speed Triple. If there is one Triumph that has managed to capture imaginations during the last 10 years it is the Speed Triple. So in the styling department, Triumph has had good reason to make the new Street Triple look similar to the great Speed Triple 1050.
All the difference you’ll notice from a distance is the Daytona 675 swinging arm and the lower spec front brakes. The double round headlights are there, the double high stubby exhaust is there and the minimalist look is complete.
The basis for a great naked was always there in the Daytona 675. The engine produced more torque than the bland and characterless in-line fours at the same time as it went just as fast around a racetrack.
The Street Triple feels very light when I first sit on it and push it forwards and backwards with the engine humming on idle. The seat (800mm) and feel is of a taller bike than the 2007 Honda Hornet 600, but the Street Triple feels just as light and nimble.
The acceleration is instant and there’s no boring wait for 10K readings on the tachometer. There seems to be drive all over the power band, but from 6,000rpm the fun really begins and the front lifts at 8K both in first and second. Not big wheelies, just a small and very satisfying power wheelie. If you want to play with the big boys the Street Triple can wheelie all day long easily by doing on-offs or using the clutch in second. It’s just a natural thing for such a motorcycle. I would have been disappointed if it didn’t. The two things that impress me straight away are the 675cc triple engine and the handling. First I notice that there’s no nervousness or tendency to headshake like I have experienced on the Speed Triple. The front end on the Street Triple is rock-solid . . . probably due to the Daytona 675 chassis and swinging arm. The best parts from the Daytona 675 have been donated directly to the Street Triple. This makes the Street Triple a seriously competent sportsbike for the roads and the occasional track-day. The Kayaba upside-down fork and rear shock keep the Dunlop Qualifier tyres in contact with the changing tarmac. More than mere competence, however, the Street Triple easily inspires the wild in me and I enjoy riding it much more than any new 180bhp litre sportsbike. The engine is a gem of 106bhp triple power with a claimed 69Nm. Revving it out in first, second and third (continue to sixth if you have the space…) feels great, and above 8,000rpm it offers proper sport bike acceleration. The Street Triple has got the best of both worlds. Hail Triumph for having managed to keep the engine as exciting as this! The 675 is really addictive. The claimed dry-weight is 167kg (367 lbs.) which is very light. This contributes to the great handling and ease of manoeuvring. The steering angle is not the best for slow car-park manoeuvres in town, but that’s about the only thing that I could put my finger on. The two-pot Nissin front brakes are more than up for the job and I actually like them better than the Speed Triple radial items. Triumph has simply followed the successful recipe from the latest Speed Triple, Daytona 675 and Tiger 1050 and created another “must have” product. The Street Triple hits me in the gut in the same places as a much bigger capacity motorcycle.
Conclusion: Having ridden and tested the 07 Honda CB600F Hornet, 07 Aprilia SL750 Shiver, Suzuki GSR600, Ducati Monsters, and BMW F800′s, I know pretty much what I am looking for in a motorcycle such as the Street Triple. My verdict is that Triumph has built exactly the bike that I want! Great 675cc triple engine-both on low and high revs. Handles like the Daytona 675 It’s worth every penny of that at £5.500 (British Pounds) Slow speed manoeuvrability hindered a bit by the sportsbike-like steering lock Makes the Speed Triple less attractive…
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