The updated and upgraded Triumph Street Triple 765 hits a sweet spot in the sporty motorcycle market. It’s comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995, it offers undeniable value for a sporting naked streetbike.
The Street Triple has been one of our favorite sports roadsters since its 2007 inception as an offshoot of the 675cc Daytona. Surprisingly lively and always playful, it was like a more exotic and more stimulating Suzuki SV650, another longtime fave that punches above its weight.
The Street Triple 765 arrived in 2017 with a power-to-weight ratio that would humble the original 885cc Speed Triple, the Street’s older brother and one of the godfathers of the naked sportbike genre.
The revised Street Triple was a bigger, more capable machine that came in three variants: S, R, and RS, with outputs ranging from 111 hp to 121 hp.
Related: 2017 Triumph Street Triple RS | First Ride Review
Triumph launched its first Street Triple 765 in southern Spain, so it was fitting that we were invited back to Spain to sample the new version on Andalusian roads and the famous Jerez racetrack.
Triumph Street Triple 765 Revamped
Categorized in the U.S. as a 2024 model, the Street Triple gets an extensive overhaul this year. It enjoys many welcome upgrades and is available in three versions.
Along with the R and RS we tested, Triumph is offering a special Moto2 Edition to celebrate its involvement as the engine supplier in MotoGP’s junior category since 2019. It’s basically an RS but with clip-on handlebars, carbon bodywork, and an Öhlins fork, and it’s limited to 765 units for each of its two colorways. Retailing for $15,395, as of press time it’s sold out in most global markets but is still available in America.
Related: 2024 Triumph Street Triple 765 Range | First Look Review
Triumph reps boasted about how they took lessons learned in the Moto2 program and applied them to the streetbike. The bore and stroke of the inline-Triple remain unchanged, but most internals have been changed, including pistons, con-rods, camshafts, and valves. The piston crowns and combustion chamber are now fully machined for optimal flow and combustion, combining for a higher 13.25:1 compression ratio. The intake uses trumpets that are 20mm shorter for a stronger pull up top, and the exhaust now has just one catalyzer instead of two.
The result, according to Triumph, is an increase in power from the midrange on up. The R version claims 118 hp that arrives at 11,500 rpm, 500 revs earlier than the previous motor’s 116 ponies. The higher-spec RS variant delivers 128 hp at 12,000 rpm, a jump of 7 hp from the previous model. Torque on all models is bumped by 4% to a creditable 59 lb-ft.
New to the Street Triple is the addition of an IMU that enables precise traction-control modulation and cornering ABS. Also coming standard and cued to the IMU is one of the most seamless up/down quickshifters we’ve sampled, which uses a pressure-sensitive actuator rather than a basic switch.
Styling remains similar but freshened, with a new, sharply creased fuel tank with integrated side panels and a stubby new stainless-steel muffler tucked in next to the gullwing aluminum swingarm. The distinctive dual headlights with LED eyebrows are topped with a mini wind deflector that’s more integrated than on previous models. Scrolling LED turnsignals are a nice upmarket touch.
The chassis remains the same but tweaks to ride heights have modestly sharpened the steering geometry to aid agility. A shuffling of transmission and final-drive ratios has slightly shortened up the overall gearing for snappier engine responses.
Related: Triumph Announces New Colors, Names for Select 2023 Models
Is R Enough?
The R version of the Street Triple makes a good case for saving money over its pricier RS brother. It very well could be the most appealing sub-$10,000 sporty bike on the market.
It would be unfair to cast the R as a “budget bike,” as it includes a plethora of desirable features. An aluminum frame helps keep weight to a tidy 417 lb wet, fully adjustable Showa suspension can be dialed in to personal preferences, and a Brembo brake package with radial-mount monoblock calipers provides secure speed bleeding through braided steel lines. Tire valves directed to the sides are another pleasing accoutrement.
Ergonomics are pleasantly familiar, placing a rider in a modestly leaned-over forward cant and now with a half-inch wider handlebar to aid agility. Long-legged riders may feel a bit cramped because of the high footpeg position that supplies a generous amount of lean angle before they begin dragging. The seat is reasonably comfortable and roomy, but short riders will whine about the 32.5-inch seat height. A lower accessory seat reduces height by 1 inch.
GEAR UP
- Helmet: Arai Regent-X
- Suit: Aerostich Roadcrafter
- Gloves: Shift Torrent SS
- Boots: Alpinestars Soho
While the RS gets a vivid 5-inch TFT instrument panel, the R gets a more basic LCD screen augmented by a diminutive TFT panel. It’s perfectly adequate if not visually brilliant. Both can be connected to phones via Bluetooth.
The star of the Street Triple show is its compact three-cylinder engine that emits some of the most pleasing sounds ever trumpeted by a motorcycle – a mix of inline-Four scream tempered by a hint of twin-cylinder thrum. In addition to being delightfully sonorous and pleasingly smooth, it’s blessed with a wide swell of power that can easily carry a higher gear than typically optimum yet lunges for horizons with a howling top-end climax. Torque peaks at 5,500 rpm, which is below the halfway point of its rev range.
New throttle maps for the three ride modes (Rain, Road, and Sport) are finely tuned to deliver precise and user-friendly throttle responses. Traction and wheelie control settings are tied into each ride mode. The “Rider” mode can be tailored to personal preferences. A slip-assist clutch eases lever effort and sloppy downshifts.
Related: 2023 Triumph Rocket 3 R | Road Test Review
Handling is another Street Triple strong point, now with minimally less rake and trail. It quickly bends into corners and provides confidence-inspiring feedback. The suspensions of the bikes on our street ride were set up to be compliant on the damp and occasionally bumpy Spanish backroads, but preload and damping (both compression and rebound) can be dialed up to suit rider weights and inclinations.
The RS version has higher-end brake components, but there’s nothing wrong with the R’s for street usage. Brembo M4.32 calipers bite on 310mm rotors up front and provide strong power and the security of cornering ABS. The brake lever next to the Nissin axial master cylinder has a wide adjustment range to suit hands of all sizes. Application of the front brake subtly engages the rear brake to help settle the chassis during corner entries, but it’s entirely seamless and can be disabled in Rider mode settings.
Story continues below 2024 Triumph Street Triple 765 R photo gallery
2024 Triumph Street Triple 765 RS On the Track
The RS version of the Street Triple includes everything good about the R and dials it up to a more premium and slightly faster experience. Stylewise, you’ll notice the addition of a chin fairing, a cowl on the passenger seat, and a stitched seat. The RS also includes a deflector in front of the rear sprocket to prevent errant items or digits from entering, an item unappreciated until it’s needed. Ask me how I know.
The RS’s cockpit is graced by TFT instrumentation that includes a lap-timer function, along with more comprehensive switch cubes. Unlike the R, the RS can be fitted with cruise control as an option. Heated grips are another option, which were gratefully fitted to the bikes on our chilly street ride. Bar-end mirrors replace the ones mounted atop the handlebar on the R.
While engine internals are unchanged from the R, different ECU settings endow it with 10 extra ponies at its top end, to 128 hp at 12,000 rpm. A higher-end Showa fork damps bumps up front, while an Öhlins shock does duty out back. Sticky Pirelli SuperCorsas replace the R’s ContiRoad rubber.
Riding a naked sportbike on a MotoGP racetrack seemed incongruous before I arrived at Circuito de Jerez, but that proved not to be the case. The Street Triple RS was fully capable of cutting quick laps, suffering only a lack of wind protection while traveling at speeds reaching 140 mph at the end of the back straightaway.
The RS adds a Track setting to the R’s ride modes, which disables the linked brakes and cornering ABS for a purer riding experience. Track mode also ups the limits of traction control, wheelie control, and ABS interventions. Kudos to Triumph for enabling high limits for the electronic nannies on track. Unlike some systems that intervene too early when riding aggressively, I wasn’t tempted to disable any of the RS’s safety nets. The TC indicator lamp frequently flashed on the TFT, but intervention was so smooth that I mostly wouldn’t have otherwise noticed it.
The bike’s handling prowess is enhanced by sharper steering geometry due to a slightly taller rear ride height, tightening the rake angle to 23.2 degrees from the R’s 23.7 with a marginal decrease in trail. The bike proves to be agile but without any hint of instability, even when the front tire is dancing just above the tarmac during acceleration events out of lower-speed corners. It’s notable that no steering damper is fitted and isn’t needed.
GEAR UP
- Helmet: Arai Regent-X
- Suit: Spidi Track Wind Pro
- Gloves: Spidi CarboTrack
- Boots: Sidi Mag-1
Although I have no complaints about the R’s brakes for street use, I was happy to have the RS’s higher-spec units at the racetrack. The front brakes begin with a radial-style Brembo master cylinder that includes an adjustable lever ratio as well as an adjustable span feeding Brembo’s class-leading Stylema monoblock calipers. They are nothing short of stellar. Oddly, the lovely black Brembo MCS lever’s adjustment range doesn’t bring it as close to the grip as the plain-looking silver lever on the R.
The RS proved to be far more worthy of racetrack exploration than I had imagined. Its versatile and punchy motor allowed a choice of gears in corners, so it could be tractored out smartly or revved out until it screamed. Throttle modulation is excellent, and its quickshifter is a wonderful aid on track. Cornering clearance is bountiful, so you’ll need to be a bit of a track hero to drag its pegs.
Story continues below 2024 Triumph Street Triple 765 R photo gallery
What’s Not to Like About the Triumph Street Triple 765?
A sign of motorcycle excellence is when a reviewer must search for things to complain about, and that’s the case here. Really tall or really short riders might complain about the rider triangle layout, but it fit me well – I’d be comfortable enough to use it for light-duty touring and tolerate the wind blast or find a fashionable windscreen.
We know it’s a superb bike when my biggest complaint is that I couldn’t clearly see the shift lights while revving the bike out at the track. Unless you’re cutting hot laps at a racetrack, this is a complete non-issue. A larger fuel tank would be nice, but a 150-mile range isn’t a deal-breaker.
See all of Rider‘s Triumph Motorcycle coverage here.
The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes. It’s more debonair than the 3-cylinder Yamahas (MT-09, XSR900) and will blow away a KTM 790 Duke. Just as thrilling and likely a bit more agile is the 890 Duke R, but the KTM retails up at $12,949 and lacks the Triumph’s soul-stirring soundtrack.
Which brings me back to the Street Triple R. It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K. At a $2,600 saving over the admittedly cooler RS, I’d say it’s one of the best values in motorcycling.
2024 Triumph Street Triple 765 R / RS Specs
- Base Price: $9,995 / $12,595
- Website: TriumphMotorcycles.com
- Warranty: 2 yrs., unltd. miles
- Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.
- Displacement: 765cc
- Bore x Stroke: 78.0 x 53.4mm
- Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim)
- Torque: 59 lb-ft @ 5,500 rpm (factory claim)
- Transmission: 6-speed, cable-actuated slip/assist wet clutch
- Final Drive: Chain
- Wheelbase: 55.1 in.
- Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in.
- Seat Height: 32.5 in. / 32.9 in.
- Wet Weight: 417 lb / 414 lb
- Fuel Capacity: 4.0 gal.
- Fuel Consumption: 38.8 mpg (EPA)
I’m a make who is exactly average in height. I find it insulting in the extreme that riders who are fortunate enough to be above average in height, like I’m assuming this writer, consider it “whining” that I too would like to enjoy motorcycles. Really poor choice of words there. I actually test drove the striple recently and found the height acceptable. Not ideal but acceptable. Ultimately, I chose the mt09sp as I liked the engine tone, powerband, and safety suite better. It was a hard choice as I absolutely love my bonneville.
If you found the seat height acceptable, then what are you complaining about? Our test rider is 5-foot-7 with a 31-inch inseam, so he’s actually shorter than the average height of U.S. males (5-foot-9).
I would agree with Paul in assessing the language used.
“short riders will whine about the 32.5-inch seat height”
While the author’s height is below average, his 31″ inseam is more typical of a 5′-9″ individual. He does not have the same perspective of an individual with a 29″ inseam, which is more typical of someone who is 5′-2″ to 5′-5″.
My inseam is 30″. Could I competently ride this bike? Yes, but I have hundreds of thousands of miles behind me. Would I prefer a 30″ seat? Absolutely.
The tone, and the approach of manufacturers, leaves a number of young male riders, and at least half of female riders, daunted by the prospect of not being able to flat-foot the bike.
Yes, I know, you recently published an article on bikes for short riders. The list is very limited. If you, and the industry, want new riders to join our sport, you would be advised to embrace the segment of the population you are mostly ignoring. With all due respect.
totally agree, puts me off with that seat height
One more comment. I owned a 2006 Honda ST1300. It had a height adjustable seat. The engineering was simple, and added very little to the cost or added weight. That allowed the bike to be ridden by a broader range of riders. I know, it went out of production. That doesn’t make this a bad idea. Height adjustable handelbars could also make for better ergonomics. Manufacturers will not move toward this unless pushed, or shown that it will lead to more sales and more riders.
This Street Triple may not be a good beginner’s bike, but it could certainly be a good bike for a relatively new rider. Low weight, fairly low center of gravity, high torque at relatively low rpm, impressive engine/ traction management.
Often the response to short riders is, “Well, if you are a skilled rider, you don’t need to touch toes on both sides, and certainly don’t need to flat foot it.” True, but if we are talking about new riders, by definition they don’t have that skill set. Flawed logic, if we want to grow the sport.
Perhaps these “Whiners” need to look up what a “Snowflake” is. People are so easily offended these days. Find a bike that fits and ride it!
Paul’s point is right on. The article notes that ” Long-legged riders may feel a bit cramped because of the high footpeg position”. Fair enough. Then, the writer opines that “short riders will whine about the 32.5-inch seat height”. Really? Long-legged riders may feel something is true but short riders will whine? That was at best an ill-advised, poor choice of words.
The follow-up comment from someone at Rider Magazine (“Motorcycling at Its Best”) ignores the substance of Paul’s comment. Instead, “Rider Magazine” asks him what he’s complaining about since he liked the bike. That’s a head shaker. It’s poor practice to insult readers of your publication intentionally or otherwise. IMHO this site would do well to focus on our shared love of motorcycles and motorcycling. Period.
As a side note, the Street Triple is a motorcycle that I’m considering for purchase. If that happens, I assure you there will be no whining. Ride on and keep the shiny side up!
It is a fantastic bike that offers a thrilling ride. Its powerful engine, agile handling, and impressive brakes make it a joy to ride on both the street and the track. Overall, it’s an excellent choice for riders looking for a high-performance naked bike.
Not much to complain about. Probably the best
deal in Sub-1000cc bikes.
The Triumph Street Triple seems like an impressive addition to the Triumph family, with its sleek design and powerful engine. It looks like a promising ride for motorcycle enthusiasts.
I am a shorter rider at 5’6”. I did not take offence to the comment because I know I would not whine about it. Perhaps the people so offended should look in the mirror. Considering this bike as an addition to the stable.
In reference to Paul’s comment.
What taller riders don’t seem to consider is that even if you can flat foot a bike, if your legs are extended out to where you’re just barely touching the ground, if you stop on extremely uneven ground, by the time you touch your foot down on the low side, the weight has shifted over so far, that you’re likely to go down. I recently went down on my 800 twin BMW (422 pounds and a 32” seat height) in the exact same scenario that I just described. I’ve ridden many many Harley baggers that weigh more than twice as much as that BMW and I’ve never put one down while astride of it. I used to be 5’11”, but at 77 years of age I’ve shrunk down to just over 5’10” with a 31” inseam. I’ve seen some pretty short males and females riding the larger Harleys and not complaining about the weight or the seat height. It makes a huge difference when you’re flat footed on a bike with your knees significantly bent. Nuff said.
i bought a 2022 street triple r for my wife, shes 5’7″ loves her bike, rides hard and only moans later on