[cycleworld.com] - 2024 Triumph Street Triple 765 R Review

[Ninjette Newsbot]

Updates to the 2024 Triumph Street Triple R include tweaks to the engine and transmission, while the chassis is equipped with a nice selection of high-performance parts.

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Triumph made a bunch of changes to the Street Triple for 2024, capitalizing on what it has learned as the sole engine supplier to the Moto2 world championship. (Jeff Allen/)When Triumph’s original Street Triple came to the US back in 2008, it was the answer to the need for a middleweight version of the open-class Speed Triple. After dabbling with middleweight inline-fours in the Speed Four and TT600, Triumph introduced the Street Triple in the footsteps of the Daytona 675, which had been released the year prior, utilizing that bike’s inline-three engine.

Over the years the Street Triple has grown from the original bike’s 675cc displacement to the current bike’s 765cc, which keeps it well within the bookends of Cycle World’s middleweight classification. Across the Street Triple range there were some big updates for 2024, including the engine, transmission, new optimized cornering ABS and traction control, wider handlebars, and updated styling.


Triumph’s 2024 Street Triple R may be the lowest priced in the three-bike model lineup, but it still comes loaded with fully adjustable suspension and a nice combination of components. (Jeff Allen/)For 2024, the Street Triple is available in three versions: the R ($9,995), RS ($12,595), and the Moto2 Edition ($15,395). The key differences are that the R’s engine is tuned for a claimed 118 hp, with Showa suspension at each end, and Brembo M4.32 calipers up front. The RS gets a higher-spec tune (claimed 128 hp), upgraded Brembo Stylema front brake calipers, an Öhlins STX 40 shock, an additional ride mode, and larger TFT display. While the Limited Edition Moto2 gets the uprated engine, gains an Öhlins NIX 30 fork and carbon fiber bodywork. For this test we chose the base model with the pretty much irresistible $10K price tag—this is a lot of bang for the buck.

Engine

All three versions of the Street Triple’s 765cc liquid-cooled inline three-cylinder engine get the same mechanical updates for 2024; ECU mapping changes are what separate the base model’s output from the two other models. All three benefit from the experience that Triumph has gained as the sole engine supplier to the Moto2 championship.


All three engines in the Street Triple lineup are mechanically identical, however, the RS and Moto2 models have ECU changes that bump their peak power by a claimed 10 hp. (Jeff Allen/)Mechanically, the triple gets new machined-from-billet (instead of cast) pistons, stronger connecting rods and wrist pins, and optimized combustion chambers. A new pair of overhead camshafts provide more valve lift for improved intake and exhaust performance. Additionally, the compression ratio has been bumped from 12.7:1 to 13.3:1. A new freer-flowing exhaust helps the engine breathe better. On the Cycle World dyno, our 2024 Street Triple R produced 106.7 hp at 11,250 rpm and 53.2 lb.-ft. of peak torque at 9,750 rpm at the rear wheel. A 2018 Street Triple R we previously dyno tested produced 111.4 hp and 55.6 lb.-ft.


Dyno graphs don’t get much prettier than the 765 R’s. (Robert Martin/)And while the two models that sit above the R trim level make a claimed 10 more peak horsepower (at a higher 12,000 rpm), the torque output on all three is said to be identical. Peak numbers aside, the power and torque curves on this R model are beautiful, with the horsepower climbing in dip-free manner throughout the rpm range, with the torque curve virtually flat from 4,500 to 11,000 rpm. Combine this torque with shorter internal-gear and final-drive ratios and you get a motorcycle that is easy to launch and accelerates quickly. A slipper and assist clutch is utilized.

Electronics

The Street Triple’s rider-aid package gets some significant updates for 2024. A brand-new Optimized Cornering ABS system is anchored by a new ABS modulator with an integrated six-axis IMU. The settings are tailored to the bike’s ride modes, which in the case of our R model include Road, Rain, Sport, and the customizable Rider. The RS and Moto2 models get a fifth mode: Track.


The Street Triple R gets an older-style LCD/TFT combo display, while the RS/Moto2 get a new full TFT. (Jeff Allen/)Also new and tied to the IMU is the Switchable Optimised Cornering Traction Control, which offers four levels of adjustment and Off via the Rider mode. Wheelie control is a function of the TC and can’t be turned off independently. TC works in unison with the IMU to determine the best level of intervention based on the selected mode and TC setting. There are defaults for the throttle map, ABS, and TC in the other four modes.


The left-bar-mounted control pod allows quick navigation of dash functions. (Jeff Allen/)While the RS and Moto2 get brand-new 5-inch full-color TFT displays, the R model has an older-style combo LCD/TFT version. It may not offer the slick visuals of the newer screen, but all the information you need is there. Full LED lighting is used all around from the headlights to the taillights and self-canceling signals. One area Triumph didn’t skimp on is including the latest-generation Triumph Shift Assist system that allows clutchless up-and-down shifts on all trims.

Chassis

Another big difference between the three models is the specification of the chassis components, but what is common between all three is the aluminum twin-spar frame and curved gullwing swingarm. From there things change up a bit, primarily due to the spec and targeted use case.


The R model gets a fully adjustable Showa fork. (Jeff Allen/)Our R model comes with Showa suspension at both ends, with a fully adjustable 41mm Separate Function Fork-Big Piston (SFF-BP) unit, which is similar to the RS’. Some subtle tweaks distinguish the R from the other models. Being more street focused, the R has slightly lazier front-end geometry with 23.7 degrees of rake and 3.85 inches of trail compared to the RS’ 23.2 and 3.81.

Rear suspension on the R features a fully adjustable Showa shock with 5.25 inches of rear-wheel travel. The RS’ and Moto2? Öhlins have slightly less travel and a 10mm shim to raise the rear ride height (and therefore seat height). The seat height on the R is 32.5 inches, while the RS is just shy of a half an inch taller. Wheelbase on our R measures 55.2 inches, which is just a tick longer than on the other two bikes.


A curved aluminum swingarm is linked to a fully adjustable Showa shock. (Jeff Allen/)The 765 R gets Brembo M4.32 four-piston radial-mount monoblock calipers up front with 310mm discs. The 2024 Triumph Street Triple R weighs 419 pounds fully fueled on our racing scales. Common among the family are five-spoke cast-aluminum wheels in 3.5 x 17 inch front and 5.5 x 17 inch rear, while the R model comes with Continental ContiRoad tires, the others get Pirelli Supercorsa SP-V3 tires.


Brembo M4.32 calipers and 310mm discs are used on the R model. (Jeff Allen/)Riding Impression

The appeal of naked sportbikes has always been their ability to provide high-performance handling and power combined with the added comfort of an upright handlebar and a more relaxed rider triangle. The Street Triple R provides all of those attributes in a middleweight package. The open-class monsters we compared earlier this year are basically slightly reworked superbikes. The ST R, by its big-middleweight nature, feels a little lighter than those liter-class machines, and engine power could be interpreted as a bit less overwhelming. The 765 makes abundant power and torque for its displacement and delivers an excellent mix of power and torque for all but the hungriest of power junkies.


The Street Triple 765 R has always been a hooligan at heart. (Jeff Allen/)Around town, the R is such a great motorcycle. The light clutch, good bottom-to-midrange torque, combined with the upright seating position make navigating the urban maze as stress-free as possible. The chassis is adept at winding and weaving in and around traffic, while tailoring the power delivery through the modes, gives you peace of mind regardless of the weather or road conditions. So, yes, the Street Triple R, if it only had one purpose, excels as a commuter or urban weapon.

But that’s the thing, as good as the Street Triple is as an everyday, do-it-all bike, it’s even better when you get out of the city and hit the twisties. Like we said before, the triple powering this bike has to be one of the most satisfying engines out there. The engine is easy to keep in its broad sweet spot. As the dyno chart shows, at almost any rpm where you normally have the engine spinning on a street ride, there is at least 90 percent of its available torque just waiting to grunt you out of corners. Hold the throttle open as you hurtle toward the next bend and the power builds in a smooth, progressive, and satisfying manner.


The exhaust system was updated for better flow, which only makes that three-cylinder sound all the sweeter. (Jeff Allen/)On tight roads, just work the quickshifter back and forth between a few gears. When the road opens up, you seamlessly click through the transmission shifting near the 12,650 rpm redline, that intoxicating three-cylinder sound puts a huge smile on your face. On a swift street-pace ride with tight to medium-speed corners, there isn’t a want for more power—the triple delivers just the right amount of performance. When out riding on the backroads we usually selected the Rider mode (so we could turn TC off for wheelies), which brings up the complaint that we wish we could choose between those two functions independently, as we’d like the TC safety net while still being able to loft the front wheel in the air. Perhaps this is a minority use case… On most other occasions we selected the Sport mode and were perfectly happy with all of the parameters.


The R comes standard with an up/down quickshifter. (Jeff Allen/)Unless you have some extra coin burning a hole in your pocket, or are planning to take the bike to trackdays, the R’s suspension and braking performance are quite good. No need for the upgraded shock and brakes of the RS. Especially considering this bike’s $10K price tag. The fully adjustable Showa suspension performs very well. Damping is well controlled, with both the fork and shock offering nice support when riding aggressively, but never feeling harsh or overly stiff when the pavement is torn up and rough. This carries over to the urban environment as well; the bike offers plush suspension action for the mess of the city while never punishing you.


Twisty backroads are the 765 R’s jam. (Jeff Allen/)As for the brakes, they are quite good too. Anyone who has sampled Brembo’s latest Stylema units can attest to their being the best on the market, but they don’t come cheap. In the case of the R model, the selected M4.32 units are solid, offering good bite and progressive power and fit this bike perfectly in terms of performance versus price.

The Speed Triple’s handling is light steering and responsive, which is no doubt aided by the bike’s light overall weight. The upright and now 12mm-wider (almost half inch) handlebar provides excellent leverage which helps get the bike snapped into tight corners easily, and yet doesn’t magnify vibration through the bars from the already supersmooth engine. Midcorner stability is also quite good, with the front end communicating what is going on with the front tire and available traction, while never tying itself into knots or getting out of shape when riding aggressively.


Sporty and yet comfortable is the best way to describe the 765 R’s ergonomics. (Jeff Allen/)Lastly we’d be leaving you in the dark if we didn’t talk about the ergonomics, as that’s one of the biggest reasons to buy a naked bike instead of a fully faired sportbike. The seat height is set at a reasonable 32.5 inches, which should allow most people to get a firm footing at stops, especially considering how narrow the bike is between your knees. For this 5-foot-11 tester, the rider triangle is really nice, offering all-day comfort with a flat and easy reach to the bar and a mellow bend at the knees. On the flipside CW’s Bradley Adams, who is 6 feet, 3 inches, has commented that it’s a bit tight for his liking. So take these comments into consideration.

Conclusion

Is the Triumph Street Triple 765 R the perfect middleweight naked? Nothing out there is perfect for everyone, and the 765 R faces some stiff competition, especially from KTM who has broken the displacement barrier again and boosted its 890 Duke R another 100cc with the 2024 990 Duke, begging the question as to whether it’s in the middleweight class anymore. On the Japanese side of the showroom, the updated $10,599 Yamaha MT-09 and $12,299 MT-09 SP are as close to competitors as anything out there with three-cylinder engines and similar features.


With a base price right at $10,000, the Triumph Street Triple 765 R offers a lot of bang for the buck. (Jeff Allen/)Complaints about the R are few, but we’d love a bit more customization from the electronics package that offers the user the ability to separate TC from wheelie control. Additionally, we’d like a few more steps from the TC to be able to fine-tune intervention more precisely. For sure, the dash isn’t nearly as slick as the latest full-color TFTs, but to keep the price around $10,000 that’s the trade-off Triumph decided to make.

At this price point you expect some features not to be included, but some of those can be found in the accessory catalog like heated grips and Bluetooth connectivity, but if you want cruise control, it’s only available on the RS and Moto2. Lastly the base R model is only available in two pretty subdued colors including Silver Ice, which is the only way to get that $9,995 price, or Crystal White (our bike) which will cost you an additional $250. If you want the snappy Carnival Red or Cosmic Yellow paint schemes you’ll have to step up to the RS model.


Any road, any where, the 765 R delivers a lot of performance. (Jeff Allen/)But here’s what we love about the Street Triple R: For starters, the engine is torquey and satisfying. That shouldn’t come as much of a surprise, as Triumph’s middleweight has been awesome for ages. What really impresses us the most is the overall performance for the price; from the suspension to the brakes, to the components like the quickshifter, the Speed Triple 765 R is such a well-balanced machine. It offers excellent sporting performance in a totally practical and affordable package and proves that you don’t have to spend big money for a naked sportbike that delivers an exceptional ride in any situation, on any road.


If you like bug eyes, you’ll love the 765 R. (Jeff Allen/)
The 765 R is narrow between the knees, further adding to the range of riders who can comfortably get their feet down at stops. (Jeff Allen/)
That three-cylinder sound is like a symphony to gearheads. (Jeff Allen/)
City slicker by weekday, canyon carver by weekend. (Jeff Allen/)2024 Triumph Street Triple 765 R Specs

MSRP:$9,995Engine:DOHC, liquid-cooled, inline 3-cylinder; 4 valves/cyl.Displacement:765ccBore x Stroke:78.0 x 53.4mmCompression Ratio:13.3:1Transmission/Final Drive:6-speed/chain, up/down quickshifterCycle World Measured Horsepower:106.7 hp @ 11,250 rpmCycle World Measured Torque:53.23 lb.-ft. @ 9,750 rpmFuel System:Fuel injection; electronic throttle controlClutch:Wet, multiplate slipper/assistEngine Management/Ignition:ElectronicFrame:Aluminum twin sparFront Suspension:41mm Showa SFF-BP fork, fully adjustable; 4.5 in. travelRear Suspension:Showa piggyback monoshock, fully adjustable; 5.3 in. travelFront Brake:Brembo M4.32 4-piston radial calipers, dual 310mm discs w/ switchable ABSRear Brake:Brembo 1-piston caliper, 210mm disc w/ switchable ABSWheels, Front/Rear:Alloy; 17 x 3.5 in. / 17 x 5.5 in.Tires, Front/Rear:Continental ContiRoad; 120/70ZR-17 / 180/55ZR-17Rake/Trail:23.7°/3.9 in.Wheelbase:55.2 in.Ground Clearance:N/ASeat Height:32.5 in.Fuel Capacity:4.0 gal.Average MPG:37.8 mpgCycle World Measured Wet Weight:419 lb.Contact:triumphmotorcycles.com