First Ride: 2021 Triumph Street Twin Review

Triumph launched the Street Twin back in 2016 as a gateway ride into the overwhelming world of custom classics. It didn’t take long for the model to establish itself as a firm favourite, selling almost 2,000 units within two years, and outselling every other model in Triumph’s Classic range twofold.

By 2019, however, the Street Twin’s spec was showing its age, and Triumph reacted accordingly, taking onboard customer comments and launching a ‘more of everything’ model. With more power, more technology, and more high spec equipment, it reaffirmed the Street Twin’s position as the market-leading modern retro motorcycle.

Powered by a high-revving, high-torque 900cc Bonneville parallel twin, it boasts 18 per cent more power than before. Not that these figures would make any sense if you haven’t ridden the previous generation, which, given the high number of new riders the Street Twin attracts, you likely haven’t.

It was this 2019 model that became my accidental COVID-19 long termer, arriving just days before the UK lockdown was imposed, and sitting on my driveway for months thereafter. When restrictions on riding were lifted, I picked up where I left off, stretching the Triumph’s little legs through the backroads of West Sussex.

The Street Twin, as with all of the manufacturer’s modern classic range, benefits from more than 130 years of Triumph design heritage. Many of its styling cues hark back to the mid-20^th century Bonnevilles, with the teardrop tank, bench seat and straight pipes all reminiscent of yesteryear. It’s those pipes, which sweep upwards on either side of the rear wheel, with which Triumph has achieved arguably one of its most impressive styling feats, completely hiding the catalytic converter from view.

It’s a beautiful bike, with high quality materials throughout, including brushed aluminium and tactile leather. While it’s an attractive proposition in its own right, the Street Twin is very much a base for personalisation for the majority of owners; more than 90 per cent of models sold to date feature dealer-fitted accessories.

Wind the throttle on and warm up to the ride – there’s no snatchy power to be had here, nor any semblance of throttle lag from the instantaneous ride-by-wire throttle. The 900HT (High Torque) powertrain benefits from new lightweight engine components – magnesium engine covers, lighter crankshaft, balance shafts and clutch – which lends a tangible 10PS power hike, 500rpm higher redline, more oomph in the mid-range and prolonged high levels of torque. Peak power of 65PS is achieved at 7,500rpm, while peak torque of 80Nm remains unchanged, at 3,800rpm. All the while the engine emits the unmistakeable chug of a British Twin.

Its five-speed gearbox may be off-putting in theory, but a combination of high gearing and its urban sensibilities meant that I didn’t once crave a sixth gear. In fact, I bimbled along quite happily in fourth or below for much of the time, with fifth saved only for the fastest stretches. A torque-assist clutch reduces the lever effort significantly, making the bike even less intimidating to new riders.

It’s a joy to ride, and oh-so-easy. Through the winding West Sussex countryside, I felt my body align seamlessly with the bike, allowing my mind to focus on the road ahead. The steering felt natural both at low and high speeds, while the suspension soaked up blemishes in the road with ease. The Street Twin really epitomises Triumph’s ‘For the Ride’ motto, in a way that only a carefully considered modern classic could.

As for fuel economy? Well, let’s just say that Triumph’s claim of 73mpg is a little optimistic, but even with enthusiastic backroad riding taken into account, the Street Twin was still returning north of 60mpg, making for a range of roughly 130-miles from the 12-litre tank.

Climbing aboard the Street Twin is akin to settling into a warm bath in that you sink down into a comfortable position and sigh. There’s nothing intimidating about the riding position, in fact, the opposite – the low seat and wide bars inspire confidence and the neutral pegs are easy on the knees. Following owner feedback from the previous model, the Street Twin’s ergonomics were tweaked to give a roomier rider triangle.

Despite an increase of 10mm in seat height – taking it to 760mm – a narrow waist between the seat and tank makes it easy to reach the floor, and at 5ft 7-and-a-bit-inches, I can comfortably stand flat-footed astride the 198kg (dry) machine. This 10mm growth is attributed to an increase in seat foam, and I can hand-on-heart say that my coccyx approved.
No fairing makes for a somewhat windy, but remarkably quiet ride. While I certainly felt the wind pushing at my chest as I accelerated, my head was high enough to sit above the disturbed airflow of the front of the motorcycle – in the clean air zone, if you will. This means that any buffeting noises are down to your helmet alone, and with a super-silent Shoei, it was a wonderfully pleasant experience.

There’s room for another on the bench seat, and chunky pillion footpegs, but otherwise there’s no immediate practicality. However, Triumph offers a plethora of aftermarket accessories (more than 140, in fact), including various luggage systems.  

New high-spec hardware arrived on the 2019 Street Twin, including four-pot Brembo callipers on a single disc and KYB 41mm cartridge forks up front, and preload-adjustable KYB twin shocks at the rear. There are also new multi-spoke cast aluminium 18-inch front and 17-inch rear wheels. As a result, ride quality is seriously improved, and there’s decent feel from the brakes, with stopping power more than adequate across a breadth of speeds.

It was one of the first models in its class to feature adjustable traction control, ABS, and throttle mode, all of which differ in the two riding modes of Road and Rain. Rain dials the throttle response back, and enhances ABS and traction control, whereas the full-fat road mode sharpens the throttle to maximise the thrill of the ride. The modes are selected through the ‘Mode’ button on the handlebar and displayed on the small screen integrated in the odometer. This screen also displays information such as rev counter, fuel range and clock, which can be scrolled through via the ‘i’ button. LED lights, immobiliser and a USB socket are a nod to the everyday needs of the modern rider.

The 2019 Street Twin is a marvellous package, offering Triumph’s beautiful retro styling, combined with all the modern tech you could ever wish for. At £8,100, it’s reasonably priced, too. Competitors such as the Royal Enfield twins may cost significantly less (by about £2,500), but the Street Twin certainly has the edge when it comes to tech, ride, power and build quality.

As a child, I remember being scolded for using the word ‘nice’, teachers dismissing it as a trite adjective for boring people. But occasionally, nothing else can quite fit the bill like those over-used and under-appreciated four letters. So there, I’ll say it: Triumph’s Street Twin is overwhelmingly nice. It’s nice to look at, nice to ride, nice to be seen on and nice to even think about. It’s neat, refined, the steering is bang on, the suspension gentle, the brakes sufficient, and everything just… gels.

The cherry red bike arrived at Goodwood after a wintery lull in riding, and in all honesty, I was apprehensive. But I needn’t had been, for climbing aboard the custom classic was like reconciliating with a trusty old steed.

It can be restricted to A2 compliance, and later derestricted, making it perfect for those riders on the 47PS-limited (47bhp) licence looking for a bike to grow with them. It’s just as suitable for an older rider too, a commuter or a Sunday stroller. And that’s all part of the Street Twin’s charm – with its excellent engine, quality equipment and unintimidating nature, it’s the perfect proposition for a breadth of riders.