Not every new bike was launched late last year at the big shows. This evening in London, Triumph took the wraps off the new Street Triple for 2017. Displacing 765cc (up from 675cc in the prior model), the new Street Triple will be offered in three versions, including S, R and RS.
The three versions of the new Street Triple each have different states of tune, and offer claimed peak horsepower of 113 (S model), 118 (R model) and 123 (RS model). Components vary by model, as well, but let’s continue talking about the common characteristics.
The new 765cc motor is a development of the old 675cc unit with increased bore and stroke (now 78.0 x 53.4 mm), as well as a revised, better-flowing exhaust system.
Uunderstand that the component spec increases from S to R to RS, as will prices. The top level RS model will have high-end Öhlins suspension (rear shock only) and Brembo brakes (the R actually has a mid-level Brembo package, while the RS has top drawer M50s). Here are all the details in the full Triumph press release below:
The All-New Street Triple family
The most explosive, agile and intuitive performance street motorcycles Triumph has ever made.
- Three New Models to Suit Every Rider and Style
- Introducing the all-new Street Triple S, Street Triple R and Street Triple RS
- Each with a unique level of power, performance, technology and suspension
- Each with their own distinctive attitude, from addictive everyday fun to full track weapon
More Power, Performance, Torque and an Even Richer Soundtrack
- All-new 765cc engine derived from the celebrated Triumph Daytona
- 3 power choices, all with more power and torque than the previous generation
- Street Triple S with up to 6.6% more and 111HP peak power @ 11,250 rpm
- Street Triple R with up to 11.3% more and116HP peak power @ 12,000 rpm
- Street Triple RS with up to 16% more and 121HP peak power @ 11,700 rpm
- Lighter freer flowing exhaust, revised air box, gearbox and new slip and assist clutch
State of the Art Rider Focused Technology
- New ride-by-wire throttle with up to five riding modes
- New full color 5” angle adjustable TFT instruments (R &RS)
- New switchgear incorporating a 5 way joystick (R &RS)
- Quick shifter and lap timer (RS)
Lighter, More Agile and Better Handling
- Lighter than the previous generation, and still the lightest bike in its class
- All new gullwing rear swingarm for improved higher speed stability
- Higher level specification of suspension, brakes and tires
- More Attitude, Sharper Styling and a Higher Level of Finish
- More of the Speed Triple’s ‘nose-down’ focused attitude
- More contemporary and aggressive lines, with new bodywork and sportier twin seat
- Higher quality finish and detailing throughout with new premium color schemes.
Tearing Up the Rulebook All Over Again
In 2007 Triumph launched the game changing original Street Triple, light, fast, fun, agile and stylish. With its thrilling triple engine, aggressive looks and intuitive handling it set the benchmark, redefined the roadster market and went on to become a favorite for passionate Street Triple fans worldwide.
Today with the launch of the all-new 2017 Street Triple family Triumph have torn up the rule book up all over again – with the most explosive, exhilarating, agile and intuitive performance street motorcycles the brand has ever made.
With three distinct all new options, a race bred new 765cc engine with 3 levels of power and torque, new state of the art technology, the highest ever level of suspension, brakes and tires, aggressive new looks and class leading weight – the Street Triple family sets a whole new benchmark.
The New Street Triple Lineup
Introducing the Street Triple S, Street Triple R and Street Triple RS, each with their own unique tailor made level of power, performance, technology and suspension. All backed up by Triumph’s highly regarded capability, confidence and agile control.
To make the new Street Triple even more accessible the Street Triple R is also available in a dedicated lower ride height version (Street Triple R LRH), with its own unique suspension and seating set-up.
To make the new Street Triple even more accessible the Street Triple R is also available in a dedicated lower ride height version of the ‘R’ (Street Triple R LRH) with its own unique suspension and seating set-up
Street Triple S Built to deliver a thrilling, agile and addictive everyday ride. With its new street fighter looks, the highest level of finish ever, lighter than its predecessor with higher spec brakes, tires, suspension and all-new gullwing swingarm.
Street Triple R Taking the performance, specification and finish to an even higher level, built to be the definitive street fighter with a specification and set up for focused road riding.
Street Triple RS The most explosive and adrenaline charged Street Triple ever, built to be at home on the track, and a weapon on the road.
More Power, Performance, Torque and a Richer Triple Soundtrack
Developed from the celebrated race bred ‘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 aluminum barrels and an increased bore and stroke. The result is a significant advance in performance, particularly low-down and in the mid-range.
Each of the new models come with their own unique engine set-up, ECU and tune, each tailored to deliver the character, power and performance best suited to the bike’s style of ride and rider.
The ‘S’ tune provides up to 6.6% more peak power than the previous generation with 111HP @ 11,250rpm and delivers a 7.3% increase in peak torque at 53.8 lb.-ft. @ 9,100rpm.
The ‘R’ tune, with its own model-specific crank shaft, increases peak power by up to 11.3% over the previous ‘R’ model, delivering 115HP @ 12,000rpm, and delivers a 13% increase in peak torque at 56.8 lb.-ft. @ 9,400rpm.
The ‘RS’ tune delivers the highest level of performance ever for a Street Triple, with a power increase of up to 16% over the previous model, delivering 121HP @ 11,700rpm and a peak torque increase of 13%, providing 56.7 lb.-ft. @ 10,800rpm.
There are riding modes on all models to help the rider better harness the increased power and torque in every riding condition. A richer sound track, from a lighter, free flowing exhaust and revised airbox delivers an intoxicating and more distinctive induction howl.
Stronger than ever acceleration and slicker gear changes are achieved through a combination of revised gearbox geometry and shorter 1st and 2nd gear ratios. In addition, on the R and RS models, a new slip and assist clutch set up delivers lighter clutch action and reduced lever effort for more control and riding comfort.
Rider Focused Technology
The new Street Triple line up represents a major evolution in state of the art rider focussed technology for maximum control and safety.
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The Street Triple S features the revised switch cubes set-up from the latest generation Speed Triple. |
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Lighter, More Agile and Better Handling
Leaner and meaner than ever the new Street Triple models are lighter than the previous generation, holding their position as the lightest bikes in class. This weight reduction combined with the new higher power 765cc engine delivers an amazing power to weight ratio that is key to the game changing performance of the new ‘Streets’ delivering a truly explosive and agile ride.
An all-new gullwing rear swingarm has been specifically designed for the new Street Triple range, resulting in increased longitudinal torsional stiffness, combined with an engineered reduction in lateral stiffness. This maximizes stability at the higher speeds achieved by the new Street Triple, for greater rider confidence, with an optimized swingarm pivot position providing more natural resistance to compression of the rear suspension unit under hard acceleration. This brings a tighter corner exit capability and a more precise chassis behavior, which can be felt on both road and track.
Higher Specification Suspension
The Street Triple S comes with Showa upside-down ø41mm separate function front forks with 110mm travel and a stepped preload-adjustable piggyback reservoir monoshock rear suspension unit.
The Street Triple R comes with ø41mm upside-down fully adjustable Showa separate function big piston front forks with 115mm travel for improved riding comfort without compromise and a Showa piggyback reservoir monoshock rear suspension unit.
And the Street Triple RS comes with the highest-specification Showa big piston ø41mm front forks, adjustable for preload, rebound and compression damping. The rear suspension unit is a premium Öhlins STX40 piggyback reservoir monoshock.
High Specification Brake Set-Up
The Street Triple S model is fitted with Nissin 2-piston sliding calipers on the front and a Brembo single piston sliding caliper on the back.
The Street Triple R has Brembo M4.32 4-piston radial monobloc calipers that deliver greatly improved stopping power over the previous Street Triple R and a Brembo single piston sliding caliper on the back.
The Street Triple RS has range topping Brembo M50 4-piston radial monobloc calipers on the front delivering class leading stopping power, with ratio and span adjustable lever and a Brembo single piston sliding caliper on the back.
High Specification Performance Tires
The Street Triple S and R models are fitted with premium Pirelli Diablo Rosso Corsa tires which deliver sharp and precise handling as well as excellent stability and grip on the road.
The Street Triple RS comes with range topping Pirelli Diablo Supercorsa SP tires which deliver advanced sporting performance for road and the occasional track use.
More Attitude and Sharper Styling
The new line-up all feature a significant styling evolution to deliver more attitude and a sharper more athletic poise, inspired by the ‘nose-down’ focused attitude of the latest generation Speed Triples.
More contemporary and aggressive lines have been created with all new bodywork, fly screen, radiator, cowls and new integrated air intake. In addition, the seat has been redesigned and restyled to deliver a sharper, sportier separate twin seat set-up without sacrificing rider or passenger comfort.
With an incredible attention to detail there is a higher level of finish across the entire motorcycle with many high quality details, including individual color coded rear sub-frames for each model, re-designed rider heel guards and forged pillion footrest hangers.
The Street Triple RS delivers an even higher level of finish with colour coded belly pan, colour coded pillion seat cowl with interchangeable pillion seat and lower chain guard.
Premium Color Options
- Street Triple S – Diablo Red or Phantom Black (Metallic)
- Street Triple R – Jet Black (Gloss), Matt Aluminum Silver or Crystal White
- Street Triple RS – Matt Silver Ice or Phantom Black (Metallic)
Pricing
The Triumph Street Triple family will be starting at $9,900 in the U.S. and $11,200 in Canada.
Even More Performance, Protection and Style
With over 60 accessories available, selectable via Triumph’s online configurator, riders can take their Street Triple to an even higher level of specification and capability with accessories including Arrow exhausts*, color coded seat cowl and swing arm protector kit.
*Availability of Arrow silencers is governed by local market legislation – please check with your Triumph market representative for availability.
SPECIFICATIONS
| ENGINE | STREET TRIPLE S | STREET TRIPLE R | STREET TRIPLE RS |
| POWER | 111 HP (83kW)@ 11,250rpm | 116 HP (87kW)@ 12,000rpm | 121 HP (90kW)@ 11,700rpm |
| TORQUE | 53.8 lb.-ft. @ 9,100 rpm | 56.8 lb.-ft. @ 9,400 rpm | 56.8 lb.-ft. @ 10,800 rpm |
| ENGINE TYPE | Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder | ||
| ENGINE SIZE | 765 cc | ||
| BORE / STROKE | 78 x 53.4 mm | ||
| COMPRESSION RATIO | 12.65:1 | ||
| FUEL SYSTEM | Multipoint sequential electronic fuel injection with SAI. Electronic throttle control | ||
| EXHAUST | Stainless steel 3 into 1 exhaust system low single sided stainless steel silencer | ||
| CLUTCH | Wet, multi-plate clutch | Wet, multi-plate, slip and assist clutch | Wet, multi-plate, slip and assist clutch |
| GEARBOX | 6 – Speed | ||
| FINAL DRIVE | O ring chain | ||
| CHASSIS | STREET TRIPLE S | STREET TRIPLE R | STREET TRIPLE RS |
| FRAME | Front – Aluminium beam twin spar. Rear – 2 piece high pressure die cast | ||
| SWINGARM | Twin-sided, cast aluminium alloy | ||
| FRONT SUSPENSION | Showa 41 mm upside down separate function forks (SFF), 110 mm front wheel travel | Showa 41 mm upside down separate function big piston forks (SF-BPF), 115 mm front wheel travel. Adjustable compression damping, rebound damping and preload. | Showa 41 mm upside down big piston forks (BPF), 115 mm front wheel travel. Adjustable compression damping, rebound damping and preload. |
| REAR SUSPENSION | Showa piggyback reservoir monoshock, 124 mm rear wheel travel. Stepped preload adjuster. | Showa piggyback reservoir monoshock, 131 mm rear wheel travel. Adjustable spring preload (lock-rings), compression damping and rebound damping. | Öhlins STX40 piggyback reservoir monoshock, 131 mm rear wheel travel. Adjustable spring preload (lock-rings), compression damping and rebound damping. |
| FRONT BRAKE | Twin 310 mm floating discs, Nissin 2-piston sliding calipers | Twin 310 mm floating discs, Brembo M4.32 4-piston radial monobloc callipers | Twin 310 mm floating discs, Brembo M50 4-piston radial monobloc calipers |
| FRONT TYRE | 120/70 ZR17 Pirelli Diablo Rosso Corsa | 120/70 ZR17 Pirelli Diablo Rosso Corsa | 120/70 ZR17 Pirelli Diablo Supercorsa SP |
| FRONT WHEEL | 3.5” x 17” cast | ||
| REAR BRAKE | Single 220 mm fixed disc, Brembo single piston sliding calliper | ||
| REAR TYRE | 180/55 ZR17 Pirelli Diablo Rosso Corsa | 180/55 ZR17 Pirelli Diablo Rosso Corsa | 180/55 ZR17 Pirelli Diablo Supercorsa SP |
| REAR WHEEL | 5.5” x 17” cast | ||
| DIMENSIONS | STREET TRIPLE S | STREET TRIPLE R | STREET TRIPLE RS |
| SEAT HEIGHT | 810 mm | 825 mm | 825 mm |
| HEIGHT (WITHOUT MIRRORS) | 1,060 mm | 1,085 mm | 1,085 mm |
| RAKE | 24.8 degrees | 23.9 degrees | 23.9 degrees |
| TRAIL | 104.3 mm | 100 mm | 100 mm |
| LENGTH | 2,065 mm | ||
| WHEELBASE | 1,410 mm | ||
| DRY WEIGHT | 365 lbs. | ||
| FUEL TANK CAPACITY | 4.6 gal. | ||
| EMISSIONS | STREET TRIPLE S | STREET TRIPLE R | STREET TRIPLE RS |
| FUEL CONSUMPTION | 60.1 MPG | 58.9 MPG | 60.1 MPG |
| EMISSIONS | 115 g / km | 112 g / km | 115 g / km |
| EQUIPMENT | STREET TRIPLE S | STREET TRIPLE R | STREET TRIPLE RS |
| STANDARD EQUIPMENT |
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Additional to the S:
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Additional to the R:
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See more of MD’s great photography:
This will be a great bike to ride. My friend has a Street Triple R with the 675 motor. It’s all day comfortable and entertaining to ride. New model with more power, lighter weight. What’s not to like ?
Oh gee look, a 750cc.
How retro is that?
The clutch cable. Its presence doesn’t help the look. Maybe it is the routing? The rest of the bike–stunning.
Give me a hacksaw and a 7″ Round LED headlight by Vision X.
If a naked was practical where I live this would be on my list. I don’t completely hate the headlights, and the rest of the bike looks great. But a naked just isn’t practical for the Northwet.
If you think the bug-eye headlights are ugly, instead of eyes, maybe think of them as boobs. Just sayin…
If you’re talking BOOBS then you must be talking of grannies boobs.
Just sayin’
I haven’t seen grannies boobs, although I’m pretty sure there’s an
entirely different website for that. 🙂
I like the lights. Not as cool as the old round ones I had on my 2010 Street Triple R, but this is the signature look of triumph naked lights!
Always said, there are big head lights and then there are nice big head lights.
I love the Street triple. I love the headlights. I hate the cookie cutter oragami/anime styling of Yamaha and Kawasaki nakeds. To me, the styling is more classy, clean and unique. Yamaha and Kawasaki just hang more gaudy plastic and fake scoops on their bikes. They look cheap. Meanwhile all the components and details on the triple have a higher quality look and feel. For example, they all come with braided SS brake lines, while the Japanese competition still run cheap rubber.
Not to mention that the Street Triple is a brilliant ride. The suspension and chassis are very well balanced. The power is decent, and the induction noise is intoxicating.
I miss my ’13 STR, but my Tiger is a better all arounder.
One time I was on heading south on 13 thru ViginIA or Maryland. Just filled up making a left back onto the highway. It was pitch black and no visibility in either direction and I see a pair of lights. It seem far away but I really couldn’t judge it’s distance. It was moving fast. It looked different. I was to tired to figure it out what it was and I let pass before I made the turn. The point I’m trying to make is it looked alot further away e cause the lights are mounted so close together it was easy to confuse with a car. had I made the turn I could have been a close call or worse. Don’t like lights like that on bikes.
What type of lighting would be better? A single lamp or perhaps 3.
Yeah or stacked. Wonder if any was ever cut off like that maybe that was the reason.
any
Good lord, those headlights break new ground for hideous.
Those headlights hanging with tie-wraps?? UGLY but nice color combo
The headlight issue could be “fixed” by Triumph if they just put the front fairing from the 675 on this bike.
Yamaha did a nice job with the first generation FZ-1. Fairly upright ergonomics and the quarter fairing. The Euro bike had the option of the fairing OR a round headlight although here in the USA we only received the 1/4 fairing model. Several riders I know converted to the single headlight Euro version.
So Come on Triumph–offer the bike with the “unusual” headlight for those who like it and the 1/4 fairing for those who do not. Problem solved.
The main problem with the headlights is they need to raise them and tuck them in closer to the forks. There is no reason they need to jut out so far. I hated that about my ’14 STR, and this new version is even worse.
Otherwise, I was expecting a greater increase in power with this new one. The current Daytona 675 already makes as much claimed peak power as this new top-spec Street Triple RS model, so I was hoping for a true 800cc-850cc (not just a 765, which is only a 90cc bump) that would stomp the Yamaha triples both in peak power and grunt. This one seems to represent only a very incremental increase in power. It will make more peak power than the Yamahas, but probably no more torque. As such, and considering the higher price tag vs the model it replaces, I’m not sure it was really worth the trouble.
I do like the new instruments. Gorgeous. Hopefully they still incorporate those cool blue shift lights, and hopefully it will now be easier to scroll through and see the various functions. I’m sure the build quality and reliability will again be exemplary. I had zero issues with mine. No electrical gremlins, great brakes and suspension, perfect fueling, flawless gearbox, and an absolutely killer sound. Just a well sorted, fantastic bike.
I wouldn’t be so sure about them making more peak HP than the Yamaha. The FZ-09 consistently dynos at around 104 or more rear wheel hp. That means the gross figure is around 122 and change. The new 765 RS is rated at 121 gross so just a hair less than the FZ-09 and the standard S model will be down about 10 hp from the Yamaha.
Triumph claims 105 hp for the current Street Triple, which makes 95 rwhp. The Daytona 675 makes 110+ at the wheel. The RS should make at least as much as the current Daytona 675, which makes more rwhp than any stock FZ-09/XSR900/FJ-09, many of which dyno closer to 100 rwhp.
Not a large margin, but a margin just the same. Regardless, I was expecting more. I was expecting a full 850cc triple, like the Yamaha, and such a motor tuned to the same spec as the current Daytona 675 would have made significantly more hp than the Yamaha.
Don’t count on them making more peak hp than the FZ-09. The 765 RS at 121 hp should dyno at over 102 rear wheel hp. Let’s say 103-106. The FZ-09 consistently dynos at 104 to 108 at the rear wheel. The standard 765 S model will be down about 8-10 hp on that. The Triumph should be light though. With a dry weight of only 365 lbs. it should be just under the Yamaha even full of gas.
I think there actually is a reason for the headlights to stick out so far – somebody correct me if I’m wrong, but I think they’re mounted to the frame, not the forks, much the same way the fairing is hung off the Daytona. That means there has to be clearance behind the headlights for the forks to move. Look at the first picture in this article, where the forks are turned fully to the left – the right fork leg is almost touching the back of the headlight pod.
Now, that’s not say that they couldn’t have hung the headlight(s) off the fork. It adds a bit to the swing weight of the forks, though.
I’d love to see a half-faired version of this bike, although most people seem to think that half-faired bikes also look somewhat awkward (but it couldn’t be worse than these headlight “boob” pods hanging so far out in front).
lol transformers, insects, beaks,and boob pods.. great time to be a motorcyclist isn’t it?
Regarding the headlights: they had to do somethig to keep the front end down when giving it full throttle! Perhaps they should have included wheelie control then they could have nixed the protruding headlight assembly and sell more bikes. 🙂
Absolutely RIDICULOUS headlights.
For some reason they’ve decided that the lights and instrument cluster must be mounted to the frame instead of the fork/top clamp. The necessary space to allow for steering movement is what’s putting so far out in front. Must be working for them because last gen bike was the same and despite prior complaints, they’ve stayed with it.
Also has to with the center-mounted placement beneath the headlights of the air intake. Looks like a force-fed ram-air system.
Correction: make that “center-mounted placement above the headlights of the air intake.”
I can see a lace brassiere as an accessory option.
Wow. Here’s me complaining about budget bikes not being offered with higher spec components and bang! Here’s one.
What’s up with that hostile headlight? It looks like they are actually trying to injure you in some way with aesthetics.
Agreed on the headlight, at one time it seperated it from the competition. Now it’s just an old and odd look. The series has consistently been one of the better naked pakages and has had sales hammered by the look. I have twice walked away from triumph naked triples because of the look, I just couldn’t get past it. I never saw many or any that had a more conventional headlight so I assume it’s not an easy modification.
On the previous bikes it can be done, and it looks fantastic – though, not cheap:
https://motodemic.com/shop/street-triple-single-headlight-conversion/
On this new one, however, the air intake might preclude a single headlight conversion. Too bad…
That looks much better
Now THAT looks right! Shame on Triumph for ignoring it.
It’s not like Triumph hasn’t heard this all before. How many years have people clowned the looks of the headlight assembly on the Street and Speed Triples. My god, people actually don’t buy the bike because it’s so silly looking, how can the marketing team at Triumph continue on with it, and in fact exaggerate it for this model? The rest of the bike is so nice and then this absurd gangly appendage protrudes out from the front.
Something you couldn’t say before, but is appropriate now: at least it’s not a transformer.
The Street and Speed are good sellers- it appears some people disagree with you.
1. Its a set of headlights with a motorcycle attached to them.
2. Displacement creep.
Yes, it looks like a wife.
No wife I’d ever claim
It’s getting closer and closer to the 1050 Speed Triple. What’s the difference? I thought the 675 was plenty and figured Triumph could afford to get some younger blood to buy their bikes with a 300-ish Steet Twin or a Tiger Cub 300 Adventure. Those would get a lot more attention and way more sales.
The Speed Triple is long overdue for a major engine/chassis upgrade. I reckon it will either be bumped to +1300 or deleted. If they keep it, I reckon they will likely try to fill the niche left by the departure of the big UJM sporting nakeds like the XJR1300, GSX1400,CB1300 and ZRX1200 etc. A bike for big, 30-40 something blokes who liked fast 80s/90s bikes in their youth. The demographic is changing now such that people with plenty of disposable coin are looking for 80s/90s style machines to sate their nostalgia.
The 2016 Speed Triple was an update the new 1050cc Triple has over 100 new or updated components.
Triumph should, IMO, introduce a naked/street fight with the 1215cc variant of their triple.
You wrote: “Those would get a lot more attention and way more sales.”
And way less profit. In fact, I suspect that some manufacturers are losing money on those small bikes in order to attract younger buyers to their brands. If I can lose money selling you a 300cc bike when you’re 19 and have you as a customer for life, that loss is okay.
But I generally agree with you about them super-sizing it. If I were to wake up after a ten year coma, I’d probably be reading about the latest 1500cc middleweights.
And silly me always assumed 675 was there due to the Daytona sisterbike being allowed an additional 75ccs as a triple handicap racing against 600 4s….
It was, but let’s not call it a handicap. What matters is not the static displacement, but how much air/fuel an engine moves per minute at redline. A 1000cc engine that makes 100hp at 9,000RPM is identical in efficiency to a 500cc engine that makes 100hp at 18,000RPM.
Yamaha specs the R6 at 123.50 hp @ 14500 RPM.
Triumph specs the 675 at 128 hp @ 12,500 rpm.
Assuming 100% efficiency (a theoretical limit, not the real volumetric efficiency):
600cc x 14,500 RPM = 8,700,000 ccs fuel/air per min. at redline
675cc x 12,500 RPM = 8,437,500 ccs fuel/air per min. at redline
If the two horsepower figures are to be believed, or if the HP exaggerations are in line with one another, the Triumph is more efficient than the Yamaha.
The reason for allowing more displacement is that motors with smaller pistons and shorter strokes can rev faster and HP = Torque x RPM ÷ 5252.
Just have to love Triumph. I remember the days when i was in Peachtree City @ thier Facility goin thru thier seminars and listening to all thier plans for the future! This a hit!!
Quite possibly the perfect ride. Along with the other 650, 750, 800 cc bikes flooding the market. I like this size, and the RS grade will likely win the performance prize in a shoot-out, but perhaps not the price prize.
Regarding those Marty Feldman eyes….it’s good to see in the dark, and be seen. Fine by me.
By substituting the throttle for the supreme dullification device known as a ride-by-wire torque requestor, Triumph in one fell swoop made the bike entirely uninteresting as a street ride. At least to me, for as long as not so afflicted alternatives exist.
BRUNDLEFLY…!!!
you made me laugh out loud at that one, Norm!!! NO SETH, NOT AGAIN!
Triumph just committed the same crime that Victory had with the hype on their Octane. The new Striple looks fine enough. I am even ok with the headlights, and I am a previous Sp3 owner with the round ones… However this bike is NOT REVOLUTIONARY in any way.
What does this bike do that the new Yamaha FZ09 doesn’t?
LED headlights? Nope
Cornering ABS? Nope
As many have already said, Triumph also teased the public with an RT sport touring version. Maybe they are holding this for a later model, but the lack of the RT leaves me cold at this point. The Striple is a super comfy bike as is, but add a half fairing and it would make a fine sport tourer for those that don’t need a liter plus bike to travel solo on.
Triumph needs to check their marketing dept and make sure they stop overhyping their delivery.
The STR is one of those bikes that you have to ride to get. I rode a FZ09 back to back with a the STR and it was amazing how noticeably better the Triumph was. The STR feels like you’re on a proper sport bike with bars. The FZ09 feels like a commuter with a great motor.
Re: “What does this bike do that the new Yamaha FZ09 doesn’t?”
Same things as it did before? Makes more power, has better fueling, has better suspension, handles better, looks way better, is a Triumph.
More power? Check that again. Maybe when the new one gets on the dyno it will be tied with the FZ09, but there is no way a stock 675 had the oomph. Anyone who trusts the marketing depart dyno is going to be disappointed.
I have an ’06 Daytona 675 by the way that I bought sight unseen when they were pre order only, and have spoken about the virtues of triples for 20 years now since the T300 Triumphs, and have ridden many Striples in my time.
Handles better? Triumphs notoriously run wide out of corners. Too much trail. Even with an Ohlins TTX shock and drop in kit for the forks, my Daytona 675 still handled like crapola until a factory racing triple tree was installed. All you have to do is look at the racing success of the Daytona to see that it is not a dialed in package.
Looks better? Subjective. if you read the comments in this page, most would disagree that this is a good looking bike. I don’t mind the looks, but regardless it is OLD/ DATED AND NOT GROUND BREAKING by any means.
I would take the new FZ09 over this bike all day long, have more money in my pocket to play with suspension and lighten it up. And not have to deal with all of the super unhappy Triumph dealers at the moment!
You’re one spoiled mutha!
Daytona “running wide” out of corners….. My limited experience on one (a ’14) is that it turns inside pretty much every other stock bike on the market, and transitions fast enough to make an RC 390 seem like a blunderbus. And is (or likely was, on account of a new R6) the easiest-to-ride-fast trackday bike on sale anywhere.
Do the research. Look on the Daytona forum. Read what the race teams had to say. It’s pretty common knowledge that the steering geometry of the Daytona and Striples is all out of whack.
Also, fast turn in and running wide out of corners= two entirely different things.
SUZ GSXS1000 all the way! Rode it at Daytona last year. Ohh yeah!
It’s too fast for a street bike. Too much motor, allowing it to pull too high gears.
The “600s” allow you to stay in the powerband, where sport tuned engines are at their most rewarding, without doing almost triple digits even in 1st. The Gsxs, S1000R and Tuono are basically superbikes trading their fairing for an upright bar.
Suz has a new 750 coming out, that should ba a sweet engine package. Although even the new one looks like it will be built much more to a price than the STR.
Agree, Suzuki is the way to go. The lack of Triumph dealers turns me off and dealers still dropping the brand due to BS from Triumph
Nice bike. I could live with the ugly headlights if they brought their electrical reliability up to The Japanese level.
they have electrical reliability issues?
Several friends of mine have Speed Triples and have had Stator problems,usually on long trips. Triumph MAY have gotten that straightened out, but after seeing this multiple times from just a small sample group, I will forever be hesitant to purchase one of these bikes.
interesting; thanks.
Rumor has it those headlights were inspired by Marty Feldman . . . . . .
What hump…
Wasn’t that hump over there?
Awful headlights – nice bike otherwise. If the headlights weren’t so bad I would consider one.
Triumph listen up – axe the headlights. Then we’re good to go. I guess the Queen likes them.
More, bigger, and buggier headlights! Puhleeze!
I like it, even like the head lights.
Like to see the japanese offer these S, R, etc. packages with upscale (mostly suspension) options. It could probably pay for itself straight up, not to mention keeping buyers in the fold instead of seeing them off to KTM, etc for their premium bits.
As long as the Euros, pretty much to a brand, insists on dumping their throttles, in favor of much less demanding, engine tuning wise, rbw torque requestors; with ever greater discrepancies between instantaneous right wrist and throttle plate positionings, defectors will come back.
Tuning for a sharp, aggressive, lively response everywhere, while retaining a throttle, is hard. But man, how alive the resulting bikes feel, compared to the “gloss over lumpiness with remote, Novocained rbw” contraptions Yammy and the Euros are pushing.
And then, just to double down on dull, the same guys then see fit to not bother building a chassis that can go down the road straight without including draggy steering bearings…….
That nonsense probably does allow for slightly higher “limits” at race tracks, but it takes away waaay to much of the interactiveness that fuels lifetime motorcycle interest, to be sustainable in the long run.
All very nice, but what about the RT model they were talking about??? That would be interesting to me. Triumph made some great sport tourers in the past but no longer do so. Not everyone wants an adventure tourer or needs 7 inches of suspension travel. A light sport tourer with 123 HP would be just the ticket.
Yes! I’ve been begging for a Baby Sprint ST for ages!
Yup. I have an ’06 Sprint St 1050 and love it, but a smaller version would be ideal.
You can probably go back like 10 years to my comments on this site, and you’ll see me calling for a Baby Sprint ST, LOL
I’m with mickey, hate the bug eyes that Triumph insists on using. Makes an otherwise decent looking bike look awful.
Very happy to see this update. Too bad there is not an ST version with a quarter or half fairing like was assumed. The RS is definitely calling my name though. Time to get rid of my 675 Rx!
This is a head to head challenge to the MV Brutale. Time for a match up.
Until MV releases the new 1000cc triple next year, or at least is the rumor.
Actually there is a 1200cc Brutale in the works. I don’t know if it is a triple or inline 4
If only I was 28 again…..and not 68!!
I’ll just have to make do with my Speedmaster and dodgy knees!
I know they are iconic with this model, but I can not stand those headlights, and the back end still sits too high for my liking. Other than that the bike is gold. Should be a great performer.
I’m with you on those bug eyes! Look too tacked on for my taste. Gosh, if someone offered a nice round headlight conversion I’d be all over it!
They make round headlight conversions for this bike, and they look great. Not cheap, but very slick.