CHARLIE TRIUMPH STREET TRIPLE RS
THIS MONTH I HAVE MOSTLY BEEN… “Pondering the alternatives...”
The eagle-eyed among you will have already noticed that these pictures are of the Triumph Street Triple R, not the RS. The reason is the RS has been returned to Hinckley to have over £1,000 worth of choice parts added and, just as I’d been hoping, I had the R to return home on.
The R sits second from top in the Triple range, boasting an impressive list of specifications due to its step up from the S, but lacking a number of upgrades that an extra grand will give you for the RS – top of the triple pile. You can get the full list by getting the brochure from www.triumphmotorcycles.co.uk so I won’t wang on too much but those that stand out are Brembo M4.32 Calipers as opposed to the M50s on the RS. There’s no quick-shifter, the R’s suspension is Showa fore and aft, whereas the RS has fully adjustable Showa BPFs (Big Piston Forks) and an Öhlins set up at the rear complete with piggyback reservoir. No belly pan on the R, which also sports ‘normal’ mirrors as opposed to the bar end version, and although it still has the impressive digital TFT dash there are only three styles on the R, three fewer than the RS and you also lose the track map, though still have Normal, Sport, Wet and your own rider settings.
So on the face of it that’s a fair whack of additional goodies sported on the RS for dropping an additional grand. However, with the caveat that it depends on the type of rider you are, the R is actually a better road bike. Sure when I first flung my leg over the R I missed the quick-shifter straight away, though as an aside, love the reintroduction of the white on black with the red sub-frame as sported on the Daytona 675R. Yes it’s pretty, but in function the R appeared to be more aggressive, with more usable power in the midrange where the RS struggles. Now I was expecting this. Triumph tell you that you will get your peak torque at 9,400rpm as opposed to the RS’s at 10,800rpm, but the only real way of proving it was via the JHS dyno.
The Dyno chart shows that at 8,000rpm the R delivers a further 7bhp and 6Nm of torque to the RS, in fact the RS only really starts to outstrip the R at 11,000rpm. This further emphasizes the RS’s intention to be a track weapon in naked clothing, the electronics honed in for top-end performance that has been so well documented this month with the Moto2 test. The 765 engine, shared by both R and RS, dropped into a Supersport frame that may well be the all new Daytona. Fingers crossed…
So do you choose the R or the RS? It’s a win-win for me – whether you get the full package for a ton shy of £10k, or save yourself a grand and add what you are wanting to the R you are still riding a superlative machine that arguably only Yamaha’s MT-09 has come close to rivalling in recent years. I would say if you dance to the regular tune of the track it’s the RS all the way, but if your mileage is road focused then the R is the more natural choice.
Though I am looking forward to the return of the RS, to check out the upgrades and any further gains from the Arrow exhaust I will still be reticent to send this R back. Especially as its my favourite paint scheme… Shallow I may be, but I like what I like!
Like you, we’re gagging for Triumph to bolt a 765 motor into a Daytona. TheRoffers adifferent output to theRS.