STREET TRIPLE 765

■ 121bhp & 166kg ■ 3 new mod­els ■ Moto2 deal

Motorcycle News (UK) - - Front Page - By Richard New­land DEPUTY ED­I­TOR

‘This new 2017 model looks set to move the dial dra­mat­i­cally’

It’s in­cred­i­ble that a whole decade has passed since Tri­umph un­veiled the orig­i­nal Street Triple, which emerged blink­ing its trade­mark round head­lamps into the day­light for 2007. It in­stantly de­fined a whole new at­ti­tude for naked mid­dleweights, gob­s­mack­ing ev­ery­one who rode it with its su­perb ver­sa­til­ity and ram­pant naughty side. Tri­umph had crashed in from stage-left with a bike that in­stantly made the Ja­panese of­fer­ings look numb­ingly dull and de­liv­ered a char­ac­ter­ful al­ter­na­tive to the Ital­ians. It was an in­stant hit.

Re­vi­sions in 2012 and 2013 saw more re­fine­ments on the theme with­out di­lut­ing or par­tic­u­larly sharp­en­ing the propo­si­tion, but this new 2017 model looks set move the dial dra­mat­i­cally.

Avail­able in three main ver­sions, the new 765cc range starts at £8000 with an S model, which is bet­tered by the R (see page 7), and topped out by the bike you see here – the new Street Triple RS. Tri­umph will also of­fer a low ride height ver­sion of the R and an A2 li­cence-com­pli­ant ver­sion of the S that boasts a unique 660cc ver­sion of the triple.

The un­equiv­o­cal star of the show, though, is the RS. It’s the light­est, most pow­er­ful, elec­tron­i­cally ad­vanced and high­est spec’d Street Triple ever. While the 765 ca­pac­ity might look like a slice of mar­ket­ing sym­me­try based on its 675 fore­bear, it was ac­tu­ally a co­in­ci­dence born of tak­ing the ex­ist­ing di­men­sions and crankcases, then op­ti­mis­ing ev­ery mil­lime­tre of avail­able space.

De­vel­oped from the Day­tona en­gine, the new 765cc Street Triple en­gine de­liv­ers a ma­jor step up in power and torque. With more than 80 new parts in­clud­ing new crank, pis­tons and Nikasil-plated alu­minium bar­rels, and be­spoke cams for each model all com­bine with the in­creased bore and stroke. It shares only 10% of its parts with the old Street en­gine, but 50% with the Day­tona, and it weighs 1.2kg less than the 675.

While recog­nis­ably still a Street Triple (Tri­umph had no de­sire to alien­ate their ded­i­cated fan­base) this bike is light years ahead of the 2016 model.

Be­yond the se­ri­ous en­gine up­grades, the big news is the pro­lif­er­a­tion of elec­tron­ics. From the 5in TFT colour dash, to the ride-by-wire throt­tle, five rider modes, trac­tion con­trol, quick­shifter and switch­able multi-mode ABS, it’s drip­ping in tech. The RS is pri­mar­ily a road bike, but Tri­umph are con­fi­dent that track ad­dicts will be equally happy on-board – even of­fer­ing track spe­cific rider and ABS modes, as well as com­ing on track­day-friendly Pirelli Su­per­corsa SP tyres as stan­dard. The spec is ev­ery­thing we hoped for from Tri­umph, while in the metal the im­prove­ments in qual­ity of fin­ish, fit and pack­ag­ing are clear to see – and we only have to wait four more weeks be­fore we can test how all this trans­lates into the ride.

Ma­jor makeover All the body­work is new. The RS gets the best level of fin­ish in the range, with colour-coded belly pan and pil­lion seat cowl be­sides in­ter­change­able pil­lion seat and lower chain guard. Hot­ter han­dling A re­vised swingarm pivot point re­duces rear-end com­pres­sion un­der hard ac­cel­er­a­tion. In comes a gull­wing swingarm, boost­ing sta­bil­ity at high speeds. Bet­ter brakes The RS has Brembo M50 4-pis­ton ra­dial monobloc calipers and 310mm discs up front, giv­ing su­per­bike-like brake power, with a ra­tio and span ad­justable lever. A Brembo sin­gle pis­ton caliper chomp­ing on a 220mm disc at the rear. Shock­ing stuff The RS gets the high­est-spec­i­fi­ca­tion sus­pen­sion in the range - a top-spec, fully ad­justable 41mm Showa Sep­a­rate Func­tion Big Pis­ton Fork. Its back end sports a slice of fully ad­justable Öh­lins STX40 pig­gy­back hard­ware.

We can’t wait to sling a leg over the new Tri­umph

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