Take a look at any automotive show over the past year, cars or bikes and one thing quickly becomes apparent. White is the new black. Blame a resurgence of 80’s ’style’, the mis-mash of Miami Vice-esque white jackets, white sneakers and the latest iPod. Whatever the reason, it’s actually a welcome change particularly so for those manufacturers insistent on flying the corporate colours at every opportunity.

In 2008 it’s found its way onto Triumph’s Street Triple with a slight pearl effect to lift it beyond any possible comparison to ‘Toyota Camry white’. Get the right light effects on the paintwork and it positively shimmers.

Launched in 2007 the Street Triple was instantly hot property coming off the back of the award winning Daytona 675 supersport and showing the world that Triumph can do naked as confidently as any FHM girl. Sharing common parts with the Daytona 675 underlies the Street Triple’s character which as it turns out, is a very positive thing indeed.

Jumping aboard you’re treated to a fresh and sharp looking instrument cluster with that is easy to navigate. The seat height at 800mm isn’t the shortest for a naked but somehow manages to feel a lot lower than that. Storage under the seat is limited but at the very least the battery is easy to get to. The relationship between the seating position and the bars is perfect for a naked, not too far forward or back. The only gripe comes from the reflection from the polished bars on the speedo and tacho cluster cover, which made it difficult to get an quick reading and may annoy some riders. Or just look where you’re going instead, a much better idea methinks.

Pressing the starter button you instantly get the impression that a) this isn’t any going to be any ordinary naked bike and b) where the hell is that V12 sound coming from?! Seriously, this thing sounds like a 12 cylinder Lamborghini engine – that or a bonkers 3 cylinder Diahatsu engine but I know which sound I’d rather believe. The Street Triple engine is the same 675cc, water-cooled three-cylinder, 12-valve engine as in the Daytona 675 but with a slightly different cam profile, giving more low-end torque and a lower rev limit of 12,650 revs. Triumph claim 108PS (106bhp) at 11,700rpm with 69Nm (51ft.lbf) of torque at 9,100rpm while achieving Euro-3 emission regulations.

“Riding away the fun starts instantly as your ears are given a treat to that three cylinder harmony.”

This of course is the catalyst for a speedy introduction to the rest of the rev range as experimentation with the ‘volume’ ensues.

The engine feels strong all the way through the rev range and picks up well from down low but still responds best when treated like a 600cc bike, not a 675cc bike. That’s when you really appreciate and notice the extra capacity and in turn, start to use it to your advantage exiting corners well ahead of where you expect a mid-weight naked to be. The Street Triple’s Keihin closed-loop fuel-injection system never interferes in the fun and keeps the action running smoothly.

The wet, multi-plate clutch is light but weighted perfectly. In fact when riding I don’t think I even thought about it once which may seem negligent but actually is a positive sign it’s doing what it’s suppose to without interfering with the rest of the ride. Fade was never an issue and it felt as though it belonged on a bike of much higher spec.

Once onto more challenging roads the bike just wanted to get on it’s side and drive through the corners aided in no small part by the quality tyres. The Dunlop Qualifiers are a fantastic choice for the bike and allow you to take advantage of the bikes other strengths. Tipping in was direct and effortless with the Street Triple again borrowing parts from the Daytona 675, this time the aluminium frame. The aluminium swingarm measuring 574mm (22.6in) from rear wheel spindle to pivot point, as used on the Daytona 675 takes advantage of the short, compact engine.

The bike felt composed everywhere except when hitting bumps when hard on the gas. This tends to unsettle the front a little much like a supersport bike which comes as no surprise considering the amount of common parts it shares with the Daytona 675. If the rest of the bike dictated a more genteel nature then the suspension would be at odds but as it is, it’s perfectly suited. The relatively firm ride particularly rewards when hitting slow and medium paced corners and is even better on ultra smooth tarmac where the Kayaba suspension works best.

Considering the bike is more sports focussed it was a little disappointing when pulling up on the brakes, with the Triumph lacking a bit of initial bite. Perhaps it was just this particular bike but when the rest of the bike is performing so well, your expectations are raised. The funny thing was, they still did their job with the positive points are that they are progressive and consistent which goes a long way on rough or uneven surfaces and in the wet. The Street Triple uses Nissin two pot sliding calipers with sintered pads.

The 6-speed gearbox kicked each gear in place with confidence every time, although there were a couple of occasions sitting at the lights when the gears didn’t want to engage at first attempt. A small price to pay for an otherwise excellent, solid gearbox.

There are few bikes that non-bikers seem to recognise. The Ducati Monster is one, Honda’s indelible postie bike the CT110 can be added to that list and there is now another that is almost there, almost. It may not be in everyone’s consciousness yet but Triumph’s Speed Triple usually draws the comment “Oh yeah I like those Triumph bikes. Them ones, you know”. Having made it’s screen debut in Mission Impossible 2 in 2000 with upcoming Aussie stunt rider Mat Mingay on board, the Triumph Speed Triple began it’s quest for major cult status and in 2008 it’s just about reached that mark.

It may have evolved since it’s launch way back in 1994 but Triumph’s 2008 Speed Triple is every bit as manic as the first keeping the recipe the same; huge engine, wild looks and barking exhaust note to scare the knickers off unsuspecting birds at your local bus stop.

Engine

That 1050cc DOHC, three-cylinder, fuel injected engine remains the same, tuned for masses of bottom end torque. Peak power is 132PS (131bhp) at 9250rpm while peak torque of 105Nm (77ft.lbf) arrives at 7550rpm and it’s the torque that makes this engine what it is. Get it moving and all you can do is laugh at the ease of which the Speed Triple delivers its momentum and it’s precisely this type of riding that makes travelling through the city or suburbs fun. Whereas a sportsbike needs to be in the right gear, it really doesn’t matter with the Speed Triple.

The sound is unbelievable and plays a big part in the bikes appeal giving its best impression of a 100kph rock concert.

“…While the Street Triple feels a bit ‘David Beckham’, the Speed Triple is all ‘Vinnie Jones’…”

If you fancy yourself as a bit of a stunt master, have a ride. The bike is effortless to wheelie thanks to that engine but just mind the small slippery footpegs as I found my boots liked to wander off the side on a couple of occasions. Riding in ten year old Alpinestars doesn’t help…

Triumph have revised the gearchange mechanism for smoother shifting for 2008 but I’d still like to see more positive shifts coming from the box. With all that grunt though, I didn’t really notice except when in stop start traffic.

For such an integral part of the bike, it seems like there hasn’t been much said but the Triple’s engine is just that animalistic, the delivery so brutally simplistic, that there really isn’t much else to it. Engine go. Engine go more. Me like.

Handling

Having tasted the Street Triple earlier in the year, the Speed Triple feels exact the same except harder. While the Street Triple feels a bit ‘David Beckham’, the Speed Triple is all ‘Vinnie Jones’. Well ‘ard you know wha ‘ah mean?

Suspicions of ‘tampering’ from a previous test gave the initial impression Triumph suspension technicians wanted to give the Speed Triple the ability to cope with the prodigious energy from the engine and simply wound the shocks up as tight as they could. Of course it wasn’t as simple as that but traveling through some bumpy sections of country roads highlighted the bike wasn’t set up for a Sunday stroll.