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Street Twin Specs are Out!

131K views 936 replies 111 participants last post by  DriftlessRider 
#1 · (Edited)
#2 ·
Engine and Transmission

Type
Liquid cooled, 8 valve, SOHC, 270° crank angle parallel twin

Capacity
900cc

Bore/stroke
84.6 x 80 mm

Compression ratio
10.55:1

Maximum power
55 PS / 54 BHP (40.5kW) @ 5900 rpm

Maximum torque
80Nm @ 3230 rpm

Fuel system
Multipoint sequential electronic fuel injection

Exhaust
Brushed 2 into 2 exhaust system with twin brushed silencers

Final drive
O ring chain

Clutch
Wet, multi-plate assist clutch

Gearbox
5-speed

Chassis
Frame
Tubular steel cradle
Swingarm
Twin-sided, tubular steel

Front wheel
Cast aluminium alloy multi-spoke 18 x 2.75in

Rear wheel
Cast aluminium alloy multi-spoke 17 x 4.25in

Front tyre
100/90-18

Rear tyre
150/70 R17

Front suspension
Kayaba 41mm forks, 120mm travel

Rear suspension
Kayaba twin shocks with adjustable preload, 120mm rear wheel travel

Front brake
Single 310mm disc, Nissin 2-piston floating caliper, ABS

Rear brake
Single 255mm disc, Nissin 2-piston floating caliper, ABS

Instrument display/functions
LCD multi-functional instrument pack with analogue speedometer, gear position indicator, fuel gauge, range to empty indication, service indicator, clock, trip computer, scroll button on handlebars, TPMS ready, heated grips ready, fuel consumption display and traction control status display.

Dimensions and weights
Length
2090 mm

Width (handlebars)
785 mm

Height Without Mirrors
1114 mm

Seat Height
750 mm

Wheelbase
1439 mm

Rake
25.1º

Trail
102.4 mm

Dry weight
198 Kg


Fuel tank capacity
12 L

Fuel consumption
Constant speed 56 mph: 87.4 MPG

Constant speed 75 mph: 62.4 MPG

Mixed riding*: 76 MPG

* Figures obtained according to the emissions procedure GTR2 of the World Motorcycle Test Cycle (WMTC).

Emissions
EUR4 Standard: CO2 - 87.0 g/km

Standard equipment
ABS, traction control, ride-by-wire, immobiliser, USB socket, LED rear light
 
#5 ·
Wow! These Street Twin Specs are pathetic and disappointing! They have increased capacity by 35cc and managed to lose between 11-13 bhp and only gain 9 ft/lbs at the crank?! That 436 lb dry weight is deceptive as well. It may be 15 lbs lighter than the 865s dry but once you factor in the coolant and rest of the fluid weight they have to be close. Not to mention the gas tank has a gallon less capacity. I fear what the T120 and Thruxton specs are going to be.
 
#7 ·
Yea I am kind of confused myself, because the numbers dropped for HP, but then MCN stated: "The 900cc ‘high torque’ motor makes a claimed 54bhp@5900rpm. It has 22% more power and 18% more torque than the old air-cooled Bonnie motor."
 
#6 · (Edited)
198 KG dry is certainly an improvement over the current Bonneville. The current Bonneville meg wheel is 209 KG dry and 225 KG wet. Assuming the new Street Twin has the same additional weight for liquids (16 KG), the new Street Twin will be 214 KG or 470 lbs wet.

54 BHP is even worse than current 270 Scrambler. I was hoping for around 75 BHP.
 
#11 ·
The 900 is four HP higher than it appeared to be estimating from the squiggly torque curve Triumph provided. If the T120 and Thruxtons are the same, that will be excellent.
With all of the differing models Triumph chose to make the 900 a beginner rider's bike, so no need for much top end, better to trade it for a stronger bottom and middle pull. The numbers are deceiving, no matter what bike it is we only utilize the top rated HP rpm for a second or two here and there, unless you are on a racetrack, and the 900 is definitely not intended for that. ( nor are the others)
It will feel quite strong on the road. But in a drag race the old stock 865 will be faster.

Weight is good considering it has ABS and all of the other goodies.

Glen

http://www.triumphrat.net/twins-tal...to-be-much-lower-peak-bhp-than-the-865-a.html

http://www.triumphrat.net/twins-tal...to-be-much-lower-peak-bhp-than-the-865-a.html
 
#13 ·
the wheelbase is also 2" shorter which should make it feel like a smaller bike, 'not good news for the long of leg (tho your wife may like it). I believe the largest portion of these are sold in the US market. My guess is that's true of the Ducati Scrambler as well. Why then don't they size these things for people north of 6' occasionally? BMW use to, now even they seem to only do so on the GS's.
 
#15 ·
The weight is good, the torque is good but the power is disappointing. I was hoping for something similar to the current engine.

I was Motorcycle Live on Saturday and had a chat to one of the Triumph engineers. He reckoned the Thruxtons are about 95bhp. He also said further models will be coming including a bobber. He also mentioned there's a possibility of a 1200 Street Twin and a cafe racer style 900 as well.

I have to say the bikes looked superb. I'm looking forward to a test ride.
 
#18 ·
Well the 900 has an 80mm stroke. Longish for new a new Triumph, the 865 has a 68mm stroke.

If the 1200’s also have an 80mm stroke, then it’s not so amazing why their max torque occurs at such a low RPM. Also, not so surprising that their redline is set at 7,000 RPM.

Chug-a-chug-a-chug tree stump pulling torque here.
 
#21 ·
That Thruxton engine is not going to put out anywhere near 95 hp. My money is the standard 1200 motor in the Bonneville T120s being south of 80 hp, I would say around 75 hp at the crank. My gut told me a while back that a well put together TPUSA 904 is going to give better performance than these new 1200 motors. The only reason for me to want a 1200 bike was so I could be lazy and not have to do the work on a 904 kit.
 
#123 ·
My 2008 America with the 904 kit puts down 69.32 hp and 56.73 tq at the rear wheel on a dynojet dyno. The initial dry weight was 497 lbs but I've probably dropped that by 10 lbs or so. I can see no advantage in going for one of the new Triumphs, unless I wait for the water cooled 1200.
 
#22 · (Edited by Moderator)
I don't know why anyone is disappointed by the HP number. It was there in plain view on the torque chart months ago as is the info for the Thruxton and T120.
There is a/small margin of error as their torque charts require a bit of estimating since grid lines are not provided.
I've said it before, there is tremendous real useable power under the line for the Thruxtons, as a road bike, not as a GP racer. Forget Max HP, it will have plenty anyway, but the power thru the rev range is going to be excellent. If you want more Max power, the race kit will do that. Will have to see what happens to the entire output line before choosing that. If it gives some at top at the expense of the middle, not for me.
On the other hand it could be like the Thruxton 1200 vs T120 where the Thruxton has more power all the way thru the range.
I am mainly interested in the weight because we already know the power outputs, they are simple calcualtions from the charts provided in October.
437 dry is good, right where I had hoped. The T120 will be heavier , but the Thruxton R might come close as it has some very light high grade components plus alloy wheels and swing arm, which really cut weight.


Glen
 
#24 ·
Smaller gas tank, but way better fuel economy so I guess that balances that out. If it really gets 62/87 MPG that would be pretty nice... I'm only getting 30/40 MPG on my carbed Bonnie, so I'd get double my current range!

-Dan
 
#25 ·
I would have been all over a new Street Twin if it had made decent power. Now I'll pass and keep what I have.
It seems Triumph were too embarrassed to release the figures- better to show the bikes and whip up a lot of interest first.
 
#26 · (Edited by Moderator)
As an already experienced rider, You are the more the market target for the T120. Assuming your existing bike is a stock or near stock 865, the T120 would be a big jump in performance, albeit rather an expensive switch. The chart for the T120 shows right around 80 bhp at 7,000 , however the increase over the 865 is biggest lower down and midway thru the rev range.

Glen
 
#27 ·
Wow, WHAT A TURD.

I somehow feel like the 1200 will be a 75hp bike as well. My opened up 865 is putting down 65hp without any serious work. I guess they were trying to compete with an 883 sportster? Sad.

Looks like they tried to replicate Honda's NC700x engine. All low/mid range torque and hits a wall just when things almost got interesting. Unfortunately those MPG specs are in imperial gallons and probably as far fetched as the ones displayed for the current 865 lumps and won't come anywhere near what an NC700x gets. Let's hope it does get somewhat better mpg though, it needs a redeeming quality somewhere.

-Jake
 
#29 ·
I'm glad I bought my 2015 air cooled Bonnie T214 while they still made them and didn't wait for the new 2016s to come out. No wonder the dealers aren't blowing out the leftover stock. Looks like the Scrambler will be the only air cooled Bonnie left for 2016. If the taller Scrambler seat height works then anyone looking for a Bonnie should grab one before those get revamped too.
 
#33 · (Edited)
I concur! There is certainly something to be said for buying an out going model instead of waiting for a 2016 Bonnie. Not only all the money to be saved, but surely the last year of the 865, could well be its finest hour. For one thing the old engine is practically bullet proof. We certainly won't know the reliability of the new 1200 for at least a couple of years.

As an aside, the thing that bothers me the about the new 1200 Bonnie is the lower red line (7000 vs. 8000 for 865). This reduction is probably due to the change to "SOHC" head configuration and a much longer stroke in the bores.

Of further note is the just released spec of the 900 Street Twin's slightly high compression ratio, (10.55:1 vs. 10.2:1 for 865). I wonder how much the C/R will change, if any, in the new 1200? We've already been told it will have 54% more torque down low, which is still quite significant.

Long term, I may still "warm up" to a new T120. They still look terrific, but I think it prudent to wait for the 2017 (or later) models before replacing an existing T100, which is still a mighty fine member of the breed. By then, a "leftover" T120 should be much more affordable as well if there are a surplus of bikes after the first year of production.
 
#32 · (Edited by Moderator)
Mike, I can see how much torque the engines are making, it's on the charts. You seem to want to beat the new bike very badly in evrry way possible, must have spent a ton on that engine!

The Thruxton chart shows a Max of 112 NM and about 100 NM at 6700. +-. 100 NM is 74 ft lbs. 74x 6700/5252= 94.5 BHP

You're a long way off with your 1200 Sportster comparison. I found a couple of charts for stock Sportster 1200s , one made 63 RWHP and one made 65 . And that was Dynojet HP which are pony sized horses!

There is also mention of 120 NM for the Thruxtons on the Triumph site, but no accompanying chart. We'll have to see what the 120 NM figure is all about, it may be with the race kit fitted.

Glen
 
#41 ·
94.5 hp wont be but 81.5 hp at the rear wheel and the torque wont be but around
63 to 66 ft/lbs we get more then that out of 904s.We get 75 to 80 ft/lbs out of the 1087 motors and the 1200 makes more.
hd made a 1200 with 90 hp a few years ago on there xr or what ever there sport bike was.
 
#125 ·
I think you're exaggerating here. I have a Moto Guzzi Nevada that's been breathed on by Ed Milich (850 cc's, power commander, etc.) and it only puts out 49.88 RWHP and 49.15 tq on a dynojet. And while I love the light weight and great handling of the Goose, my America will run off and leave it with no fuss.
 
#36 ·
The thing that really bugs me is this spoon feeding of information by Triumph - supposedly this was the day we get the big announcement, and it ends up that we get just the specs on the Street Twin. Maybe something is closely following on the others, or maybe we'll be waiting for those in the same dribs and drabs manner. Why not release all of it together?
 
#37 ·
I bet those '15 models will fly out of stock! The numbers are disappointing, but as pointed out above (charts, torque curve...etc). What the new model should be measured against is an 865 with the cheap upgrades that nearly everyone has done. (O2, AIS, TORs or similar). It would appear that any 865 EFI with $600 in upgrades would blow the new bike's doors off anywhere along the 1/4 mile track and beyond.....until the road turned. Hopefully the ride and suspension can justify the cost difference.
 
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