Laaadeeeeez and Gennntlemennnn, standing before you are the three of the newest middleweight roadsters of the 2016 model year. All have family names steeped in motorcycling history, though only one can be said to use a truly historic design. The second is a ground-up remake with the classic lines of its family heritage, which is, in fact, almost visually identical but in a thoroughly modern package. The third, a sophomore model-year tweak to a new category of bikes begun just last year, seeking to indoctrinate a new generation of riders into its world-dominating marque. These three motorcycles share two other similarities: all are Twins – though all different – and all feature hipster-compatible fork gaiters.

The fuel tanks are full. The combatants are assembled in the corners of our triad of doom. Three bikes enter, but only one shall leave – crowned as the Retro Roadster Gaiternational Champion.

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Missouri Marauder: 2016 Harley-Davidson Street 750

Retro Roadster Gaiternational Harley Action

In the blue tank, weighing in at 753cc, the liquid-cooled 60° V-Twin Street 750 entered the fray in 2014 as a 2015 model – the first all-new Harley-Davidson in 13 years. Designed to bring new, younger riders into the H-D fold, the Street 750 stepped away from Milwaukee tradition and dropped a 85 x 66mm, SOHC, 4-valve-per-cylinder, 11:1 compression ratio, and the aforementioned liquid-cooling into an all-new chassis.

2015 Harley-Davidson Street 750 Review – First Ride

Designed for the world market, the Street 750s sold in the U.S. and Canada are assembled, from parts sourced throughout the world, in Kansas City, Missouri in the Harley-Davidson Vehicle and Powertrain Operations plant while all other markets receive the ones manufactured in Bawal, India. Since we live in a world economy, this shouldn’t really mean anything to anyone, but some folks still care. So, the American market gets Streets assembled right here in ‘Murica, even if some components come from India.

Retro Roadster Gaiternational Harley Beauty

The Street 750 looks low and purposeful. Most of us liked the tank design and color, and all of us praised its lack of seam.

The Street 750 wins points with the short-in-the-inseam set with its 27.9-in. seat height. Though the pegs are what Harley calls mid-mount, they are the furthest forward of our trio. The low seat also made the longest-legged of our testers practically beg to not have to ride the Street the hour and twenty minutes home through traffic. For shorter stints, the foot position, which raises my knees above my thighs, is fine, but after 45 minutes, the awkward position causes my low-back to pretzel. The former President of the Street 750 Fan Club, John Burns, acknowledges that “the ergos are weird by rest of world’s standards, but H-D’s version of sporty, for me at 5-foot-8, works pretty good.”

Retro Roadster Gaiternational Harley Seat

The Harley seat is plush and amply padded, but its bucket shape forces its rider in a single position.

However, what everyone has been wondering about the 2016 Street 750 was did its limp braking issue that bothered so many riders and really flummoxed journalists get fixed? The short answer is yes. The 8mm larger, 300mm rotors – front and rear – are gripped by two 34mm pistons in Harley-badged single-action Brembo calipers. Additionally, the master cylinder is now aluminum and the lines are “improved” but not braided steel. This updated the front brake power and tractability to what it should have been last year. As Burns put it, “Dunno why they didn’t put a decent brake on in the first place?” Editor-in-Chief Kevin Duke hazarded the opinion that the brakes have “now surpassed the adequate level and gone onto quite good for a single-disc setup.” Although the brake pedal has been relocated for better ergonomics, the most noticeable change in the Street’s binders comes in on the front wheel.

Retro Roadster Gaiternational Harley Brake

Ever since Harley announced the front brake had been upgraded for 2016, we’d been holding our breath to find out how well it worked. Quite well, actually. The binders are now up to snuff.

Still, Harley has left out a shockingly important feature for the newer rider market for which the Street 750: ABS is not available even as an option. We expect that to change for the 2017 model year when ABS becomes mandatory in Europe.

The Street has the sportiest front wheel diameter in the bunch. The 750 utilizes the only 17-inch front wheel and 15-inch rear of the trio, making the rubber donuts on either end of the bike the smallest. This pairing helped the Street turn relatively quickly despite having, at 32°, the shallowest rake and the second longest trail by 0.1 in. of 4.5 in. Unfortunately, it also ran out of cornering clearance the soonest – long before the Harley-branded Michelin Scorcher II tires were even taxed. Ground clearance issues were most noticeable on the right side, though Burns, ever willing to come to the rescue of a bike he clearly loves, notes, “What drags on the right is just the bolt for the pipe clamp. If they rotated it a few degrees at the factory, it would lean another few degrees, and we might complain less. But they don’t.” Okay, so maybe that’s just half-hearted support.

2016 Harley-Davidson Street 750
+ Highs

  • Brakes the way they should have been all along
  • Cleaned up visual details like the extraneous wiring and hid the horn
  • Impressive power
– Sighs

  • Cramped leg position for taller riders
  • Dearth of ground clearance
  • Worst passenger accommodations

Lake Como Crusher: 2016 Moto Guzzi V7 II Stone

Retro Roadster Gaiternational Moto Guzzi Action

Tipping the scales at 454 lb., soaking wet, and having the smallest displacement in this competition, the Moto Guzzi has the only truly throwback engine here in the form of the V7 II Stone’s 744cc 90° V-Twin. Along with being the only engine with its crankshaft oriented from front to rear, the V7 II is also the only air-cooled mill. Still, the engine, with its distinctive twin cylinders jutting out into the air-flow, and its transmission have undergone some improvements for 2016, thus gaining the II after the V7 moniker.

2016 Moto Guzzi V7 II Stone Review

The list of improvements to the V7 II is short, but they do make a difference. The 4° forward tilt to the engine doesn’t sound like much, but longer-legged folks will appreciate the extra knee room. On the performance end of the scale, gaining a sixth gear affects more than just the rpm in highway cruise mode. Guzzi took the opportunity to tighten the ratios of third, fourth, and fifth gears. As a result, the V7 feels a bit more sprightly as it runs through the gears. It’ll never be confused for a sportbike, but it gets up and goes – and does so with a quite pleasurable character. There’s a reason that the V7 has been Guzzi’s best-selling motorcycle.

Retro Roadster Gaiternational Moto Guzzi Beauty

Even with the help of the lightest curb weight, the V7 II lacked acceleration compared to the others.

Just because the V7 II plays the authenticity and heritage cards so heavily doesn’t mean the bike has been left behind technologically. ABS and TC are both standard not because of earth-shattering performance but because riders don’t always have the luxury of dry, grippy pavement. Also, since the V7 is popular among newer riders, the additional safety measures are sure to be appreciated – even more so in a price-point-focused motorcycle.

Retro Roadster Gaiternational Moto Guzzi Shaft Drive

The V7’s updated transmission delivers power to the rear wheel via a shaft drive.

When ridden hard, Duke noticed how the persnickety clutch didn’t like aggressive launches and just a couple wheelie attempts had us smelling the clutch plate. He also took great pleasure in pointing out that riders “can use the V7’s softly engaging rev limiter (7200 rpm) as a quickshifter for full-throttle clutchless upshifts.”

2016 Moto Guzzi V7 II Stone
+ Highs

  • Slicker-shifting transmission with closer ratios
  • More leg room
  • True classic appeal
– Sighs

  • Down on power
  • Clutch won’t tolerate shenanigans
  • Most expensive in shootout

Bangkok Basher: 2016 Triumph Street Twin

Retro Roadster Gaiternational Moto Guzzi Action

Designed in Triumph’s Hinkley, Leicestershire, England headquarters, the Street Twin is manufactured in Thailand as part of its cost-savings model to keep the price attractive to riders, especially younger ones.

2016 Triumph Street Twin First Ride Review

The newest entry in this class uses a “less is more” approach to the power delivery. Triumph’s latest engine is now 35cc larger and is cooled by liquid, but it’s not tuned for producing big horsepower numbers. Instead of relying on the high rpm and horsepower to deliver the Street Twin’s motivating force, the all-new mill utilizes a healthy torque curve to get the bike going from the time its throttle is first cracked open. Triumph uses a single 39mm throttle body (rather than two) to maintain high air velocity even at lower revs to supply broad torque production.

Retro Roadster Gaiternational Triumph Action

The attention to detail on the Triumph is top notch and worthy of a more expensive motorcycle.

In fact, our feelings about the Triumph’s engine were unanimous. Burns praised the “great sound, perfect fueling” before moving on to note that the “transmission feels like it belongs on a more expensive bike.” Duke effused, ”Considerable engine braking at high rpm is its only throttle foible.” He’s right, the Triumph’s fuel metering is buttery-smooth until elevated rpm are reached. We should also note that we had mixed feelings about how early the Triumph’s ECU shuts down the party. Even with all its bottom end grunt, a 6,900-rpm rev limit seems kinda low.

Along with the engine, the rest of the Triumph is new, too. Burns gushed, “Most modern cockpit gauges by far, both adjustable levers. In fact, it’s got the most modern everything and wins every performance category here easily.” While he’s right, he’s also getting ahead of things a bit. Still, the Triumph’s ABS and TC will be much appreciated when needed. The brakes were the best of the trio, and the handling is the quickest – even with an 18-inch front wheel.

Retro Roadster Gaiternational Triumph Detail

Space is tight around the coolant expansion tank’s cap (seen here above the footpeg), making it hard to seat completely. If you don’t, things can get messy.

Like the engine’s superb performance at lower speeds, the Street Twin carries its weight so well and is so narrow between the knees that it delivers the most balanced and confidence-producing low-speed manners. The importance of a first impression can’t be downplayed – especially with novice riders. From the moment the Triumph is lifted off the sidestand, its poise is apparent. Duke sums up this experience by saying the Triumph is the “tops of this group for a slow-speed race.”

At higher speeds, the Street Twin’s handling continued to top the field. The ground clearance is comparable to, if just a little less than, the Guzzi. The suspension, while lacking any adjustments other than rear preload, works quite well for a bike in this price range.

2016 Triumph Street Twin
+ Highs

  • Fabulous exhaust note
  • Great attention to detail, fit, and finish
  • Torque-filled power delivery
– Sighs

  • Excessive engine braking at high rpm
  • Seat padding a bit firm
  • Just 3.2 gallons at a time…

Round 1: Objective Testing

Retro Roadster Gaiternational Group Action

In this round, it’s all in the demonstrative numbers. Opinions don’t matter. We’re just looking at the hard facts.

The Street 750 steps in with an early win in the pricing category. Weighing in at $7,549, the Harley is $1,151 cheaper than the Street Twin and a whopping $1,441 less than the Guzzi. For riders on a limited budget, this is a clear delineation in favor of the Street 750.

Retro Roadster Gaiternational Harley Action

In the weight category, the Harley reverses its early lead by settling in with the highest weight at a porky 510 lbs. The Triumph hits a solid second again, tipping the scales at 478 lbs. Surprisingly, the Guzzi scores the win as the lightweight of the bunch with a 454-lb. weight on the MO scale, even with more than 10 lbs of extra fuel in its capacious tank. If I’d have guessed which was heaviest based on the visual feel of the trio, I would have arranged them from lightest to heaviest: Triumph, Harley, and Guzzi – with the Guzzi being far heavier.

Retro Roadster Gaiternational Dyno Sheet

With the raw horsepower numbers, the Harley Street 750 came out on top with 54.0 horsepower. Just 1.4 hp below, the Triumph Street Twin puts out 52.6 hp, despite its 147cc displacement advantage. The Moto Guzzi V7 II Stone runs a distant third with a 41.7 hp. When it comes to torque, which is largely determined by displacement, the Triumph, with its 900cc, easily twists out the largest number of pound-feet, reading 57.8. The Harley, having the second-largest displacement, scored 43.3 lb-ft, and the Moto Guzzi, which brings up the rear in cubic centimeters with just 744, reads just 39.8 lb-ft.

Retro Roadster Gaiternational Moto Guzzi Action

The V7 II Stone may be down on power, but it’s not short on fun. No wonder it’s Guzzi’s best-selling model.

While the above information is notable, it really doesn’t mean anything until it is put into context by comparing how much poundage each of those horses and pound-feet have to push around. Here, the Triumph scores two wins. For each horsepower produced by the parallel-Twin, there are 9.1 lbs. of Triumph to push around. The Harley comes in an extremely close second with 9.4 lb./hp calculation. The Guzzi’s horsepower deficit essentially negates its lightest weight, requiring each horsie carry 10.9 lbs. Again, with the additional volume of its cylinders, the Triumph cleans up pound/torque department, netting a svelte 8.8 lb./lb-ft. The Moto Guzzi and the Harley trail well behind with 11.4 lb./lb-ft and 11.8 lb./lb-ft, respectively.

In case you’re counting, that tallies to a first, a second, and two thirds for the both Guzzi and Harley. The Triumph continues its early dominance with two firsts and two seconds notched before the round-ending bell.

Round 2: Subjective Testing

Retro Roadster Gaiternational Group Action

As you know, subjective testing relies on our personal opinions, although, after so many years in so many saddles, our editorial hinies are highly calibrated. The results of Round 1 pretty much codified how we felt from the seat of our collective pants. We are now stepping into the realm of character and rider interfaces, the how these retro roadsters do what they do. Since Round 1 concluded with engines, we’ll begin there.

When the famed MO Scorecard is consulted, the Triumph easily bests its competitors, earning a 90.83% in the engine category and 91.67% for its transmission. Duke loves how the Triumph’s “270-degree crank delivers a nicely gutteral rumble that belies its parallel-Twin layout.” The Street Twin’s exhaust has to be one of the throatiest OEM pipes we’ve heard in a long time – loud enough to set off a car alarm when I was demonstrating the sound to Kevin.

Retro Roadster Gaiternational Triumph Action

The Street Twin’s form may be retro, but its function is completely current.

Still, the Harley’s power output is not to be ignored. The engine likes to rev up to into the higher elevations as the power builds. The Dukester was even seen prodding the mill into doing a few wheelies. He praised the engine for its modern feel and its revability, saying he wished it was bolted into more of a street-tracker package than the low-slung cruiser that it is.

While the Guzzi’s powertrain received some upgrades in the transmission, it felt a bit dated in this gathering. Some might call this character or vintage appeal – and that’s all well and good – it just doesn’t win many points in the MO Scorecard performance categories. Still, we should note that the Guzzi has been updated to the new Euro 4 emissions standards and has gained a revised gearbox that includes smaller gaps between gears and a new sixth gear. These combine to make the V7 II noticeably perkier than the previous generation, and the exhaust note from its 90° V-Twin sounds wonderful.

Retro Roadster Gaiternational Moto Guzzi Engine

The Moto Guzzi’s engine is a beautiful piece of machinery from any angle.

Though the Street 750’s brakes are much improved over last year, they’re not quite up to matching the Street Twin’s. The Guzzi’s brakes were described by E-i-C Duke as wooden, while I felt they had the power available but lacked feel. So, I think we were in agreement. The real irony of the brakes on the non-Triumphs is that they were both Brembo units.

When it comes to handling, the competition was a little tighter, but the result is the same. With more ground clearance, the Harley probably could have stuck with the other bikes. In left turns the peg gives plenty of warning about impending hard parts, but on the right, the pipe touches down long before the peg would.

Retro Roadster Gaiternational Harley Drags Pipe

The pipe is on the pavement, and there is still daylight under the peg.

Though the Guzzi slightly edged out the Triumph in outright lean angle, its lazier rake and trail figures conspire to make it turn relatively lethargic. The 2° rake and 0.6-in. trail increases accounted for the dramatic difference in responses, as both bikes have 18-inch front (both with 100/90–18 tires) and 17-inch rear wheels. “Steers deliberately,” says Duke of the Guzzi, ”like a traditional Italian bike from the 1970s.”

Burns noticed another issue with the V7’s handling: “The Guzzi’s bias-ply tires feel a little sketchy at speed, which is strange because the Triumph on its 18-in bias front and radial rear is the rock solid, best-handling bike here. The Guzzi will do over 100 mph easy, but that speed on those tires, especially on rain-grooved pavement on a big freeway off-ramp for instance, is a thing I only did once.”

Another round goes to the Street Twin.

Round 3: Imponderables

Retro Roadster Gaiternational Comical Group ActionFinally, we arrive at the less quantifiable, more personal opinions of the retro roadsters. You may have noticed that each of the bikes has a different final drive. The Harley has a belt, naturally. The Triumph, being the sportiest of the bunch, uses a chain, and the Guzzi marches to the beat of a different drummer with a shaft. The only difference we noticed in these modes of propulsion was an increase in stiffness over bumps when at a positive throttle position on the Guzzi. It suffered from no jacking effect as the throttle is rolled on or off, but the same bump is handled differently depending on whether the V7 is on or off the gas.

The Street 750 gains points for cleaning up the cluster of wires that hung out from under the side cover on last year’s model, but it loses some of them for the visible wiring connectors resting on top of the left fork leg calling attention to itself with its yellow connector. We have high hopes for model year three in this regard. The 750’s mirrors are too far inboard, giving a nice view of biceps and shoulders for those who workout. On the plus side of things, the Harley is the only bike without a tank seam. The tank’s shape is considered fetching by two-thirds of the testers. The blue color scored positively, as well.

Retro Roadster Gaiternational Triumph Engine

The story really does lie in the details. And so does the author of this story, reflecting back to you in the side panel.

The Triumph is a puzzler. Priced at $8,700 it comes in below the $8,990 Guzzi and above the $7,549 Harley, but then it absolutely decimates the others with its level of fit and finish.

“Manufacturing in Thailand really must trim production costs because the Triumph dazzled us with its many lovely details,” raved Duke. “I drooled over the brushed finish of the simple twin exhaust pipes and the shapely aluminum sidecovers, things that would look at home on much more expensive motorcycles.”

Or is Triumph trying to hook new riders into the Hinkley-designed fold with a minimal profit model? From the period-correct seat design to the red pinstripe on the wheels, the Street Twin scores. The only styling miscue is the tank seam that appears to be more prominent than that on the Guzzi.

Speaking of the Guzzi’s tank, how does 5.8 gallons strike you? Perhaps the reasoning behind the V7 II’s courtly engine performance and sedate steering response is that they will help the rider relax into the 250+ miles the tank will carry you.

Crowning the Gaiternational Champeeen!

Retro Roadster Gaiternational Triumph Action

As the dust settles in the arena and all the lights but the center spot begin to fade, only one of our contestants has proven itself worthy of claiming Gaiternational victory. In case you haven’t looked at the scorecard yet, the Street Twin managed to win two of the four objective categories plus sweep all 11 subjective categories, with the closest challenge a difference of 2.5% with the Moto Guzzi in the ergonomics category. In the handling category, the Triumph was a whopping 12.5% ahead of its nearest competitor. Yes, having the largest engine helped a great deal, but the bike with the smallest was also the most expensive.

Triumph has put together quite a package in the Street Twin, and while any of this trio could earn a hipster vote of approval, the Triumph has earned this victory, seemingly without breaking a sweat.

Retro Roadster Gaiternational Shootout Scorecard
Category Harley-Davidson Street 750 Moto Guzzi V7 II Stone Triumph Street Twin
Price 100.00% 84.0% 86.8%
Weight 89.0% 100.0% 95.0%
lb/hp 96.8% 83.5% 100.0%
lb/lb-ft 70.3% 72.8% 100.0%
Engine 86.7% 80.0% 90.8%
Transmission/Clutch 81.7% 75.0% 91.7%
Handling 77.5% 78.3% 90.8%
Brakes 77.5% 75.0% 88.3%
Suspension 76.7% 73.3% 85.8%
Technologies 56.7% 70.8% 76.7%
Instruments 56.7% 70.8% 80.0%
Ergonomics/Comfort 72.5% 79.2% 81.7%
Quality, Fit & Finish 68.3% 75.0% 88.3%
Cool Factor 75.0% 80.8% 85.8%
Grin Factor 75.0% 75.8% 85.8%
Overall Score 74.2% 76.2% 86.4%


Retro Roadster Gaiternational Shootout Specifications
Harley-Davidson Street 750 Moto Guzzi V7 II Stone Triumph Street Twin
MSRP as tested $7,549 $8,990 $8,700
Engine Capacity 753cc 744cc 900cc
Engine Type liquid-cooled 60-deg. V-Twin 90° V-Twin, air-cooled Liquid cooled, 8 valve, SOHC, 270° crank angle parallel Twin
Bore x Stroke 85.0 x 66.0mm 80.0 x 74.0 mm 84.6 x 80 mm
Compression Ratio 11.0:1 NA 10.55:1
Horsepower 54.8 41.8 52.6 hp
Torque 43.3 40.2 57.8 lb-ft
lb/hp 9.3 10.9 9.1
lb/lb-ft 11.8 11.3 8.3
Fuel System Mikuni single-port EFI, 38mm throttle body Weber-Marelli electronic fuel injection Multipoint sequential electronic fuel injection
Transmission 6-speed 6-speed 5-speed
Final Drive Belt Shaft Chain
Front Suspension 37mm fork; 5.5 in. travel 40mm telescopic fork, 5.1 in. travel Kayaba 41mm forks, 4.7 in. travel
Rear Suspension Twin coil-over shocks, preload adjustable; 3.5 in wheel travel die cast light alloy swing arm with 2 shock absorbers with adjustable spring preload,4.4 Kayaba twin shocks with adjustable preload, 4.7 in. rear wheel travel
Front Brakes 300mm, 2-piston caliper 320 mm stainless steel floating discs, Brembo callipers with 4 differently sized opposed pistons, ABS Single 310mm disc, Nissin 2-piston floating caliper, ABS
Rear Brakes 300mm, 2-piston caliper 260 mm, stainless steel disc, floating calliper with 2 pistons,ABS Single 255mm disc, Nissin 2-piston floating caliper, ABS
Front Tire 100/80-17 100/90-18 100/90-18
Rear Tire 140/75-15 130/80-17 150/70 R17
Seat Height 27.9 in. 31.1 in. 29.5in.
Wheelbase 60.4 in. 57.0 in. 56.7in.
Rake/Trail 32°/4.5 in. 27°50ʼ/4.6 in. 25.1º/4.0 in.
Curb Weight, MO scales 510 454 478 lb.
Fuel Capacity 3.5 gal. 5.8 gal. 3.2 gal.
MPG 46.9 37.5 51.2

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  • JMDonald

    In my twenties the bike for me was a CB750. If I was 20 today this style bike would win the day. Being the practical guy I have always been my choice out of this group would be the Triumph.

  • Adam

    FYI the Triumph “Highs & Sighs” box is mislabeled as Triumph VII II Stone. Also the comment in the Sighs of “we had to return it when done” is open to interpretation; either the leaking coolant forced the return or you love it so much you were sad to return it.

    • Evans Brasfield

      Thanks for the eagle eye. Yes, I was quite sad to see it go. I’ve set up a little shrine in the parking space it used to have in my garage….

  • Adam

    What is with the terrible MPG on the Moto Guzzi? Less horsepower and less torque AND worse fuel economy?

    • Kevin Duke

      We’re greedy with throttles, and the V7 required extra.

      • Buzz

        My Cali 1400 sucks gas too. So do Aprilias. Must be a Piaggio thing.

      • O.

        By “greedy,” I believe you mean flogged the piss out of it.

        Over thousands of miles, I’ve never gotten below low 40s when riding, shall we say, spiritedly. For commuting and just riding around town, I’m usually near 50 mpg. Sounds like you guys had some serious fun, though I guess that should be apparent from the wheelies.

    • Campisi

      The V7 I had for a little while would crest fifty miles per gallon pretty easily if you backed off even a little bit, but where’s the fun in that?

  • GodWhomIsMike

    I kind of have a soft spot for the Street 750. I found it was comfortable, but then again, I’m only 5’4″.

  • Glen

    With those raked out forks and long wheelbase, isn’t the Harley really much more of a Cruiser than a Roadster?

    • Kevin Duke

      Certainly in this trio, but this bike is spritely in a way no other Harley is. In fact, its motor is more sportbike-y than the others in this shootout. Just wait: We bet we’ll see H-D build something closer to the Triumph and Guzzi out of this platform in the not-to-distant future.

      • DickRuble

        Ok, define closer, then tell us what you’re willing to bet, It’ll probably be closer to a Guzzi than a Triumph, with oil leaks and all.

      • Kevin Butler

        Hey do you have a crystal ball or something lol

      • c w

        Build it, tour it at shows for three years and never produce it, you mean?

  • TheMarvelous1310

    I’m happy for Triumph, but I do wish Harley-Davidson would just lift all their bikes one or two inches. Will people really not be able to sit on a 28 inch high seat, as opposed to a 26 inch? I don’t think so.

    • Campisi

      If you give a Hog two inches, it’ll want a bit more power. If you give a Hog more power, it’ll ask for better brakes. If you give it better brakes, it’ll want a stiffer frame…

      • TheMarvelous1310

        Okay, so that’s a junkyard turbo kit, a cheap double Brembo setup for the front wheel, some extra motor and frame mounts and maybe some stunt bars. That’s… Doable.

        Somebody should just sell super-stiff frames to mount stock Harley parts on. I think I may have found my niche market…

    • Greybeard1

      As long as Harley clings to the cruiser configuration like shit to a blanket I can’t take anything they do seriously, even if this is the configuration they choose after air-cooled Sportster’s end of days.
      The Bonnie confuses me with less steam than my ’06.
      Guzzi? Let’s just be done with it and make it an even 1000, ‘K?

  • Mahatma

    Easy win:Honda hornet 900,or the 918 as you american knows it:D

    • Born to Ride


      • Mahatma

        oh,919 it certainly is.Just a typo.It’s a very forgiving bike,but it has quite a punch so maybe not ideal for first bike.But not bad either…

  • Old MOron

    If the V7 is Guzzi’s best selling model, I hope the Street Twin becomes the same for Triumph. Well done, lads.

  • Old MOron

    Say, if JB is “the former President of the Street 750 Fan Club,” who took over for him? Anybody? I nominate Sayyed Bashir. Cheers, mate!

    • Starmag

      Can you hold two positions at once? He’s already President of the KTM Fan Club.

      • DickRuble

        Don’t forget the “Cruise Control Fan Club”.

        • Evans Brasfield

          And heated grips!

  • Born to Ride

    Street Twin is such a great looking bike. I wish it came with the option for an R model with the ohlins shocks, inverted forks, brembos, 1200cc HiPo motor, and 17″ spoked wheels.

    • Kenneth

      Isn’t that why the Thruxton R exists?

    • ADB

      And rear set pegs, and a higher seat, and, and , and…..

    • c w

      Take one Thruxton R, add handlebar and lower pegs. Swap wheels as necessary.

  • Scott650

    Wanna bet HD adds a 900cc Street model – with ABS/TC – next year? That would fit their past practice of upping displacement after introducing new engines to increase performance…


    Steer clear of Moto Guzzi. If you buy one, and it comes with factory defects and dealer screw-ups, which mine did, those problems will now be yours. Don’t expect Moto Guzzi or the dealer to care; they got your money and that’s what they were after. Moto Guzzi is a shoddy manufacture with no quality control and no customer care. They are building what appears to be a nice motorcycle, but in reality they are just putting cheap lipstick on a very old pig.


    Steer clear of Moto Guzzi. If you buy one, and it comes with factory defects and dealer screw-ups, which mine did, those problems will now be yours. Don’t expect Moto Guzzi or the dealer to care; they got your money and that’s what they were after. Moto Guzzi is a shoddy manufacture with no quality control and no customer care. They are building what appears to be a nice motorcycle, but in reality they are just putting cheap lipstick on a very old pig.

    • O.

      Mine’s been flawless over the past two years, and my dealer is great. Care to elaborate on the issues you experienced?

      • DickRuble

        Who’s your dealer?

        • O.

          Seacoast in NH. Excellent Ducati/Moto Guzzi/Aprilia shop.

      • Doug Erickson

        my v7 ii’s been flawless as well.


        I expected Moto Guzzi (Piaggio Group), and their dealer network to be trustworthy; but that was my mistake. What they sold me was a
        2015 V7 Special with a rubber band between the clutch release lever and neutral switch. This compromised system would not allow the clutch to fully disengage; so, on my ride home I couldn’t shift out of 1st gear at a stop, and then the clutch would grab with the slightest release. I cut the rubber band off and adjusted the free play; now it works just fine. So, why didn’t someone in that rustic little factory on the shores of Lake Cuomo notice the rubber band, or for that matter, the swarf (metal machining waste) I observed between the head nuts/studs, or the oil leak from the final drive unit because someone
        DIDN’T install the O-ring (part number GU90706584 cost $0.99). And why didn’t the dealership check the operation of the clutch when I brought it to the attention of the salesman, his reply was “it’ll be taken care of during the PDI”. The dealer wouldn’t have seen the metal machining waste until the first service, but they should have seen the oil leak from the final drive, and they could have aired up the tires (front was 26 psi), charged up the battery, and adjust the throttle cables that came from the factory at maximum free play.

        I guess I just don’t see the logic in turning out a defective product (some kind of quality control would have helped), and having that product peddled by a dealer that just takes it out of the shipping crate (maybe some PDI refresher), and then selling it to some old asshole (me), who thinks it was made by tradesmen, but finds out it was just slapped together. I just don’t see the reasoning.

    • DickRuble

      What did you expect? They’re the Italian counterpart to Harley Davidson. Clutch problems? Check. Transmission problems? Check. Engine problems? Check. It shows it’s original, not counterfeit. Still, not as original as a made in India Harley Davidson. So count your blessings.

      • O.

        What model Moto Guzzi do you own?

      • Kevin Butler

        I havent heard of any of those problems on the new street models. Where are you getting that information from?

      • slowtire

        Grow up.

      • Greybeard1

        What they said.

  • John B.

    Thank you for the link to John Burns’s Triumph Street Twin First Ride article. I don’t know how I missed that article back in December. The epic colloquy among Old MOron, Goose, and Burns in the comment section is one for the ages! Tire technology, the Holy Trinity, and motorcycle launch etiquette all in one conversation. Highly entertaining!

    Lack of motorcycle expertise aside, my middle class upbringing would make me a terrible moto-journalist. If people buy me drinks and fine food, and take me on a motorcycle ride in some exotic far-away place, I’m giving their bike a rave review. Definitely! Big Picture it’s hard to find a motorcycle that’s not fun to ride, and though there’s better and worse in all things, with motorcycles, the better is often lost on Philistines like me, and aficionados trust only their own judgement. So where’s the harm?

    Bottom line: Put one of these bikes in my garage and I’ll ride it!

  • Kevin Butler

    I saw the new Triumph at a dealership that sells Indians also. The Triumph was very impressive with lots of content for the price. So I thought to myself somethings not right how can Triumph offer this bike for that low of price? So i started looking for the usual cost cuttings employed by manufactures and i only found one or actually two, the fenders. But I knew there had to be more than just the plastic fenders and now I know they are built in Thailand. Being built in Thailand played a significant row with the lower production cost VS the Harley 750 Street built at the Kansas city plant. Overall I was very impressed by the level of content that the Triumphs had on them as standard equipment. BTW I looked at the Scout while I was there and the Victory Octane neither had ABS but you can get ABS on an Indian red colored Scout here in the US.

    • Born to Ride

      Assembled and Manufactured are two very different terms in industry. I would like to see the Manufactured-In-America content of the street 750 in a nice pie graph.

      • Kevin Butler

        Yes i agree but i think youre missing my point .The point Im trying to make is not about content its about production cost or labor cost. With the Triumph being assembled in Thailand it helps to lower the cost of the to produce the bike which in turn allows them to be able to add more content. As far as the Domestic Content of the Street its probably not that much since the Street bikes were primarily built for the India market

  • Born to Ride

    Why no Ducati Scrambler? Seems right at at home here displacement-wise and market segment. I think it might have cleaned house in the performance categories. That is a FUN little bike. Also I see no wheelies in this article, what gives?

  • SRMark

    Make the Guzzi tank without a seam, a la Harley and then put it on the Triumph.

  • Jamo11

    Nothing wrong with that Street Twin that getting rid of the tank seam wouldn’t fix.

    The 750 Street really needs forward controls.

  • Craig Hoffman

    For awhile I thought I wanted a Burgman for “jump on and go” transportation. Now I am thinking a Triumph Street would be awesome for that. Lightish weight, punchy power and very clean looks. That Triumph really is a nice bike and deserving of the win. Plus I would look so much cooler showing up at the local grocery store on the Triumph 😉

  • Randy Darino

    loved the video review,lot of fun seeing those bikes run around.