Street Triple RS and Speed ​​Triple RS

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Street Triple RS and Speed ​​Triple RS
Arturo Rivas

Street Triple RS and Speed ​​Triple RS

Street Triple RS and Speed ​​Triple RS

Street Triple RS and Speed ​​Triple RS

Street Triple RS and Speed ​​Triple RS

11 pictures

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

1/11
It’s about the subtle differences between Triumph Street Triple RS (in gray, or. “Matt Silver Ice”) and Triumph Speed ​​Triple RS (black, resp. “Matt Jet Black”).

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

2/11
The pelts literally weld the streets onto the asphalt.

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

3/11
Street Triple RS: five-inch TFT multifunction display can do just about anything except coffee.

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

4/11
Street Triple RS: The show big piston fork delivers excellent performance without harshness.

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

5/11
Street Triple RS: Noble Brembo goods, the M50 fixed calipers bite courageously with fine controllability.

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

6/11
Speed ​​Triple RS: From the driver’s seat, the clutch cable dangles in the field of view of the TFT display.

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

7/11
Speed ​​Triple RS: The NIX30 fork from Ohlins irons rugged slopes as flat as a flat top, and is very responsive.

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

8/11
Speed ​​Triple RS: Nothing to complain about, the Brembo M4.34 brakes decelerate powerfully if necessary.

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

9/11
Stoic calm as you ride down wrinkled roads.

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

10/11
MOTORRAD test result: 2nd place
Triumph Street Triple RS
Lighter, narrower, bolder: the Street Triple RS meets its big sister at eye level. One or the other small flaw is more than forgivable given the price difference. Strong performance!

Street Triple RS and Speed ​​Triple RS
Arturo Rivas

11/11
MOTORRAD test result: 1st place
Triumph Speed ​​Triple RS
The Speed ​​Triple RS has become a classy runabout. Aggressive, but balanced! It has little to do with its predecessors, scores with reduced weight, first-class chassis and a bearish triple.

motorcycles

Street Triple RS and Speed ​​Triple RS

Street Triple RS and Speed ​​Triple RS in the test
The subtle differences

No, they are not triple twins. Here Street and Speed ​​Triple stroll through the blooming pre-summer idyll in a premium version. But woe to one of the two pulls on the cable and decides on the spontaneous Brexit …

Roman Kirschbauer

06/11/2018

It looks pretty straightforward on paper. The British triples separate almost 300 cubic meters, 27 hp and 40 Newton meters in favor of the Triumph Speed ​​triple RS. These are worlds! If you put the reading glasses on your nose, you can quickly see that the Triumph Street Triple RS weighs a total of 190 kilograms less and the hole that is burned into the checking account with your purchase is 4,100 euros smaller. With all due respect: For this difference, others buy a well-preserved small car. And the two Brit sisters look almost like twins. At least when driving by briskly on the country road.

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The subtle differences

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The Triumph Street Triple RS with its very healthy, because greedily high-revving 765-cubic three-cylinder not nearly as quickly in its place as the data suggests. After all, like the Speed ​​Triple RS, it drives up in the classy and racing-oriented RS equipment. Which means that it not only makes 123 hp (S version: 113 hp, R version 118 hp), but also has a switchable ABS, traction control and an anti-hopping clutch. There are also radial Brembo M50 four-piston brake calipers at the front, a fully adjustable Showa Big Piston fork and the elegant Ohlins STX40 central spring strut. With a quickshifter, a five-inch TFT display, five driving modes, self-resetting turn signals and a sporty passenger cover, this results in pretty much everything that seems good and expensive for the rapid ride.

The Speed ​​Triple even packs a shovel, has only suspension components from Ohlins (fork NIX30, central spring strut TTX36), in addition a great functioning and easy-to-use cruise control, a beautiful titanium sports silencer from Arrow, a new inertia measuring unit (IMU), among other things the curve-sensitive ABS, a quickshifter including blipper function, a keyless ignition system, a little carbon fiber here and there and of course the stylish and beautiful single-sided swing arm. It’s amazing how much technology and technology there is in a naked bike. Purism looks different. You have to let that sink in first.

Speedy with a tank that is almost 2 liters larger

It is best to take a seat on the two bikes during a seat rehearsal. This is easily possible with a seat height of 835 millimeters or 840 millimeters. The waists of British women are narrow and the stride length is not too large. Both motorcycles bring their riders into a front-wheel-oriented, sporty seating position. At a size of just under 1.80 meters, mammoth stages put a bit of strain on the joints, but the knee angles on both of them are perfectly suitable for everyday use for strong naked bikes. The handlebars sit comfortably in the hand, fortunately they are not particularly wide. Nevertheless, the upper body dangles like a sail in the wind, as is typical of the genre. What the chic flyscreens do not change much on the autobahn.

The fact that the Speed ​​Triple’s tank is almost two liters larger than that of its little sister is not only noticeable on the outside, but also on the knee. One rider praises the resulting better contact with the bike, the other prefers to have their legs compactly together. A matter of taste. In any case, the triplets will whet your appetite. It starts with starting the engines. If you want to have driving fun as a mobile phone ringtone, you just record the hoarse hissing and snotty rattle of the triples. For some, the triumphs are too strong, others never get enough of this sound. Those who like a lot of bass when standing and loud barking at high speeds are better served with the 1050. But then you should also be aware that the environment will inevitably take note of your driving style.

Streety coupling difficult to dose

You quickly selected the road mapping for the Speed ​​and Street Triple using the respective five-way joystick on the left handlebar switch – in addition to the response of the engine, you can also use it to vary the traction control and ABS mode – then you’re ready to go. The clutches separate cleanly and require little operating force. In the case of the Street Triple, however, the clutch cannot be dosed very nicely at the point of engagement. If you have secured pole position with her at the traffic lights and want to drive off quickly, you can let the engine die or roar loudly.


Street Triple RS and Speed ​​Triple RS


Arturo Rivas

Stoic calm as you ride down wrinkled roads.

A suspected race start is much better with the Speedy. Your 1050 cubic engine responds wonderfully velvety, only trembles in the lower rev range under full load around 2000 revs like an old pump-nozzle diesel. From then on, the triplet runs extremely cultivated through the wide speed range, snaps forward powerfully in all situations and proves its strength right from the start. So does the Street Triple have to look at the tight rear end and the mufflers of its big sister all the time? Definitely no! On the one hand, your threesome willingly flippin ‘through the rev range, and on top of that, you can start off at 1,000 tours. The 765 develops its power less powerfully, but more spontaneously. At the latest when the Streety beams into orbit like being shot down with a twin, it is clear that the term Brexit can have two meanings. The test bench attests to its sturdy 130 hp.

Regardless of the speed, however, the Pirelli Supercorsa SP of the Speedy presses its way into the asphalt and transmits the engine’s bearish torque, which is beyond all doubt, without hesitation. That makes you calm. The Streety pilot has to sort the precisely locking six-speed gearbox a little more diligently, and mustn’t let the speed drop too much. Nevertheless: The pulling power speaks for itself. Streety is forgiven for the fact that her switchgear, which works properly, lacks the big sister’s blipper function. In return, it throws itself into the corner with a lower weight and a lower center of gravity, can be easily turned over and, thanks to the great feedback from the front and rear wheels, which are also equipped with Pirelli Supercorsa SP tires, guide it around the curve at a damn diagonal.

No armchair comfort

How similar, namely neutral and playful, both Triumphs turn into deep slopes, surprised and enthusiastic immediately. In no time at all, you grooved yourself in on them, and circling around the tightest turns with motivation. Compared to its little sister, the Speedy trumps with a touch more precision. All you have to do is look into the kink and the finely balanced 1050 will find its way. Not even rough, wrinkled roads spoil the choice of lines, the fully adjustable fork and the shock absorber do their job perfectly, iron short and long waves smooth thanks to their good responsiveness and a lot of damping. It shines with tremendously confidence-inspiring stability both when running straight ahead and when wagging around bends. Small disadvantage of the whole thing: The basic sporting orientation has little to do with armchair comfort. The same goes for the Street Triple.

But that is whining on an extremely high level. The fork and shock absorber of the Streety RS are in almost no way inferior to those of its big sister. The shock absorber does not respond quite so posh, likes to pass hard edges on unfiltered. But the 765 scores again with its lightness, its plus in agility. It is extremely easy to drive and can be safely kept on course even during late braking maneuvers. However, it does not have the impressive stability of the Speed ​​Triple. Which is also evident when braking. how come?

Streety with track mapping

Well, basically you can’t blame the brakes on the two Hinckley representatives. When you carefully grip the adjustable brake lever, the pads grip the discs strongly, but not poisonously, but in an emergency they bite so much that you are happy to be able to hold on to the handlebars. In addition, the gear ratios of the brake pump can be fine-tuned for both. A fine feature, not only for drivers who occasionally do a few laps on the racetrack. Track mapping is also available for these.

But back to the question: Where the Street Triple goes wrong is with hard braking maneuvers. Then the rear wheel becomes very light and takes off spontaneously. The ABS does not automatically prevent overturning. The Speedy can do this much better and remains firmly on course even with excellent grip conditions and the fifth emergency braking in a row.

Which should you buy now? Well, the striking similarity in ergonomics and driving behavior of the two triple sisters is surprising. However, the differences are palpable, albeit subtle. The 765 is easy enough for most drivers. Unless you like a lot of smoke from below. All those, and those for whom money is not the most important issue, choose the Speedy with a clear conscience. With the current update, it has reached a new level of performance. Respect! But no matter which of the two triplets you reach for: After the end of the day you will grin. Guaranteed.

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