What we’ve learned
What has Tim Thompson learned about his Street Triple since he’s been able to ride it?
First 2000 miles on Street Triple RS
THE 2020 RS is, in Triumph’s words, “the ultimate performance Street Triple”. The one with an Öhlins shock, Brembo M50 calipers, TFT dash, five riding modes and a fresh injection of power and torque. And while its revamped bodywork and twin headlights continue to echo the Triple’s streetfighter roots, the RS version in particular has evolved into a fully focused, naked sportsbike. So much so that it comes on Pirelli Supercorsa SP V3 trackday rubber. But can it actually work on the road?
A late start to summer means it’s still early days for my RS. Here’s what I’ve learned so far.
1 It might just be the ultimate 600 sportsbike
Yes, I know; its engine capacity is 765cc, not 599cc, but for those of us who spent circa 1995 to 2010 hammering our knees and wrists to death on compact, stiff and largely gutless sports middleweights, the RS is a dream finally come true. Its agility and steering accuracy make it feel like a very good 600. So too its scorching corner speed. But instead of a CBR600RR’S cruel seat and a ZX-6R’S brutal riding position, there is plush padding and 300-mile comfort with plenty of room in the knees as well. Plus, there’s all this fabulous new torque stuff — 35% more than the CBR could manage back in 2004. Can’t argue with that.
2 It perfectly matches the roads we actually ride
I like a brain-blurring 200bhp motorcycle as much as anyone, but not as much as I like proportionality. What do I mean by that? Well, if you like a bike that is always energised, balanced and generally up for it, even when the road is infuriatingly slow or is full of traffic, and if you like to use all of an engine’s performance without risking prison, you already know what I am talking about. The 166kg, 121bhp
Street Triple RS is in perfect proportion to UK roads. In fact, it was made for them, which means it doesn’t need a trackday, a big adventure, a hairpin-laden Alpine pass or anything other than petrol to deliver a brilliant ride.
3 It needs a proper tacho
In the rush to adorn the RS’S new TFT dash with four funky display options featuring multiple colour palettes and optional connectivity, Triumph forgot that every rapid, high-revving motorcycle needs a prominent and clear rev counter — and that’s the way it has been since the crusades. What it has instead is a choice of overdesigned and fiddly rpm-related graphics that manage mainly to confuse. A numeric rpm readout is a selectable option but numbers alone are no substitute for a proper dial. On the plus side, navigation around the dash is easy.
4 The Showa/öhlins combination works… most of the time
Like many, I was in-part drawn to the RS version of the Street Triple by its Öhlins rear shock. The STX40 unit is decent enough but certainly not from the upper end of the catalogue, and lacks Öhlins’ usual classy ride quality. And while the rear can react harshly to bumpy surfaces, the 41mm Showa BPF forks are relatively soft, so you wonder if the ideal set-up would be for the two to meet somewhere in the middle. But it’s all relative. I live in deepest Potholeshire and, despite my grumbling, haven’t felt compelled to twiddle anything yet. And with trackdays already in the diary for next year, a firm-ish shock with multiple adjustment and masses of room for experiment could yet turn out to be the RS’S trump card.
5 It has a great finish (so far)
Quality is everywhere on the RS, though I’ve seen older, wintered examples with corroded exhaust pipes and grotty radiators, so I’m paying close attention to mine, with cleaning toothbrush and ACF-50 on 24-hour standby. I’ve also bought and fitted a neat Evotech-performance radiator guard (£67.93 to my door) to keep stone damage and autumn road clag at bay. I’m not sure the RS, with its old-school streetfighter looks, is beautiful exactly, but it is certainly a tool — a naked sportsbike with an all-day seat, relaxed pegs and bars, plus a shed load of drive. So far, it’s a bargain.