2017 Triumph Street Triple R - Best of the Bunch


Gone are the days where a motorcycle manufacturer would position a race-replica sports bike as their halo machine. Now it’s all about making the most well-rounded bike, something Triumph has been attacking with the powerhouse that is the Street Triple 765.

Words: Nile Bijoux   |   Photos NB
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Louisson has covered the range-topping RS version, and the range has now been terrorising the streets for long enough that the basic specs should be well drilled into fans. As a recap, the Stripple 765 uses an inline three-pot engine with a capacity of 765cc (surprise) and, in the R form we’re dealing with today, it is tuned for 87kW and 77Nm.

Each of the Street Triple tiers has a different power level as well as different equipment, with the R inheriting the gorgeous TFT screen from the RS, new switchgear and a five-way joystick, four riding modes (Road, Rain, Sport and Rider, or user programmable) as well as various visual tweaks. The R is also the only Street model available with the option of a low rider version, which drops the seat height to 780mm from 825.

the R pulls hard until you hit five digits

So, how goes it? It goes very well. Despite being down ever so slightly on power compared with the RS, the R pulls hard until you hit five digits where it feels ever so slightly out of breath. By that point, you’re upshifting and well into illegal territory anyway, so it’s hardly an issue.

Each riding mode feels different enough to warrant fairly active switching, depending on conditions and how you’re riding. Road and Rider were most used, with Road taking up daily commuter duties. Rider, being the fully customisable option, we set up to disable the traction control and everything else was left in Sport mode. Each mode gives full power but with different throttle sensitivity, and even Rain is very user friendly when the weather isn’t. A quick word of warning - the rear wheel will slip just for a second if the berries are given on, say, a wet on-ramp.

The chassis and suspension combination is very pleasant in every scenario we tested. The irregularities of Auckland’s roads were easily soaked up, even with a decent amount of lean angle applied. The upside-down Showa Big-Piston forks work a treat during somewhat aggressive road use, and we didn’t push beyond that to determine the edge of their performance. For completeness of information, the RS version has an uprated set of Big Piston forks and an Öhlins STX40 monoshock at the rear. The R gets a more mainstream Showa monoshock. Meanwhile, the chassis delivers enough feedback to give a good grasp of what the bike is doing without overdoing things.

Brakes are another point of difference between the models. The R features Brembo M4.32 four-piston radial callipers biting on two 310mm floating disks, and while they might be a step down on the RS’ M50 monobloc units, they’re certainly up to the task. We clocked a best emergency stop from 100km/h of 3.51 seconds. Probably the scariest part of the job, that.


We haven’t really touched on the engine yet, largely because not much is different from the RS. It is the same capacity and while it develops a few kilowatts less the torque figure is the same. That means a 0-100km/h real-world time of 3.37 seconds, and a best 80-120km/h passing time of 1.7 seconds. The motor is a thing of beauty - the characteristic Triumph triple whine is still there, but now set into the background. The exhaust has been reworked to be lighter and freer flowing, giving a richer sound. A new airbox gives extra oomph and a lovely induction howl. The official specs don’t mention it, but we assume the new Street is Euro4 compliant.

There’s an assist-and-slip clutch, which means it takes little lever effort to activate. The R loses the quickshifter of the RS, so you’ll be actually using that left bar lever. If you want, you can spec the quickshifter back on, but it’ll set you back a further $820.

Other tech includes DRL headlights, which can illuminate a Goth’s soul, and self-cancelling indicators which I couldn’t get to work. No doubt activation is in the depths of some submenu. The TFT dash is the same as the RS, as mentioned, which includes journey time, average speed, average fuel consumption, instantaneous fuel consumption, range to empty, two trips and ambient temperature.

In the RS review, Louisson mentioned the middling Street Triple R might be the best bang for buck in the range. So, is it? I’d say so. It offers most of the performance of the R, most of the tech, for some of the cash. The $2000 that separates the two ($19k versus $21k), could be spent on accessories like that quickshifter or a new exhaust system. But if scrimping and saving are high on your priorities, the Street Triple S is the non-LAMS baseline at $16,990.

The Stats

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Model 2017 Triumph Street Triple 765 R  Price $18,990

Engine 765cc, liquid-cooled, fuel injected, IL3, 87kW / 77Nm

Transmission 6-speed, chain final drive Vitals 3.37s 0-100km/h

1.7s (50.58m) 80-120km/h, 51.1m 100-0km/h, 188kg

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