Australian Road Rider — August 2017

The pipes are designed to be shorter and

lighter than the original equipment exhaust

and engineered to off er a larger tailpipe

diameter. Weight saving is a pre y he y 3kg

over the standard job and we reckon there’s

around two horsepower released without

an uprated tune. Not much in mathematical

terms but it’s decidedly less “fl uff y” off the

bo om, and that’s nice. I like a clean getaway

as much as the next bloke.

How the deal integrates is to be found in

the ECU setup. The ECU runs a full cycle of

reading its many sensors every nine minutes.

It then makes fuelling adjustments based

on those readings. In eff ect, it learns about

its new pipe and optimises its map to take

advantage of the new hardware. Changes in

atmospheric pressure are therefore accounted

for, so elevations and air quality are taken

into account. Makes a big change from my old

world of retuning carbs to deal with these sorts

of variables.

Now, all that’s very well, but the biq question

is how does it sound? Well, it’s not overly loud

and truth is I like it very loud. Old-school noise

blows my hair back but I’m fully aware of EPA

zealots and their supporters in scaredy-cat 2017.

It is, however, deep and strong. The sound has a

rich depth and won’t cause a lynch mob of locals

with bleeding ears to come up your street.

And aren’t they damned pre y? That

brushed stainless is absolutely delightful to

look at. Vance & Hines is an outfi t known for

top-end gear, so I don’t see that stuff going off

quickly. You will need to keep the metal polish

handy, though.

Next up we’re going to look at suspension.

The bike is pre y plush and I’m a li le

reluctant to play too much. I rode the Street

Cup at the launch in Tasmania (see ARR #134)

and it’s fair to say we weren’t wasting any time.

In short, I found the chassis setup just about

spot on for my weight and riding style. Still,

there’s always room for improvement. The

front end is a li le so and we’ll be looking at

uprating the quality of the rear hardware.

Anyhow, that’s it for now. Cafe posing

awaits. ARR

SPECIFICATIONS

2017 TRIUMPH STREET

CUP

ENGINE

Type: Liquid-cooled, four-stroke, SOHC,

eight-valve, 270-degree parallel-twin

Capacity: 900cc

Bore × stroke: 84.6mm×80mm

Compression ratio: 10.6:1

Engine management: Electronic fuel

injection

PERFORMANCE

Claimed maximum power: 54hp (40.5kW)

@ 5900rpm

Claimed maximum torque: 80Nm

@ 3230rpm

TRANSMISSION

Type: Five-speed

Final drive: Chain

Clutch: ‘Torque Assist’ wet, multi-plate

CHASSIS AND RUNNING GEAR

Frame: Tubular steel twin cradle

Front suspension: Kayaba 41mm fork,

non-adjustable

Rear suspension: Twin Kayaba shocks,

adjustable for preload

Front brakes: Single 310mm disc with

twin-piston Nissin caliper, ABS equipped

Rear brake: Single 255mm disc with twin-

piston Nissin caliper, ABS equipped

Wheels: Spoked, front 2.75×18, rear 4.25×17

Tyres: Pirelli Phantom Sportscomp, front

100/90-18, rear 150/70-17

DIMENSIONS AND CAPACITIES

Rake: 24.3°

Trail: 98.7mm

Claimed dry weight: 200kg

Seat height: 780mm

Wheelbase: 1435mm

Fuel capacity: 12L

ETCETERA

Price: $15,600 plus ORC

Colours: Racing Yellow/Silver Ice or Jet

Black/Silver Ice

Test bike supplied by: Triumph Australia,

http://www.triumphmotorcycles.com.au

Warranty: 24 months, unlimited kilometres

“Old-school noise blows my hair back but

I’m fully aware of EPA zealots and their

supporters in scaredy-cat 2017”

“And aren’t they

damned pretty? That

brushed stainless is

absolutely delightful to

look at”

r Installation of the Vance & Hines slip-ons is surprisingly simple.

AUSTRALIAN ROAD RIDER | 103

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