Street Triple 765 RS test: the super sport roadster from Triumph
Triumph completely revises its mid-size roadsters for the new year 2017. First (top) model to pass between the gloves of Site: the Street Triple 765 RS, more powerful, more sophisticated, more "race" and more expensive than the R versions and S… Test !
Page 3 – Technical point Street Triple 765
Engine
Based on the "famous and faboulous" 675 of the Daytona – sportier than the version fitted to the previous Street Triple – the engine of the new Triumph Street Triple 765 (S, R and RS versions, as you wish!) Is described as "everything!" new "by its English designers.
"It includes more than 80 new components," say Hinckley engineers, "including a Nikasil-treated aluminum crankshaft, pistons and cylinders, as well as a better stroke / bore ratio": 78 x 53.4 mm on the "seven-sixty-five", against 74 x 52.3 mm on the "six-seventy-five", i.e. an increase of 13.5%…
In the top-of-the-range RS version tested by Site, the maximum power of the new "Tripeul" peaks at 123 horsepower (at 11,700 rpm), ie 16% more than the previous Street Triple. On the latter as a reminder, the maximum power of 106 hp did not vary between the standard model and the R, or even RX.
On the Street Triple of 2017, on the contrary, the three versions have specific engine settings to clarify their positioning in the range: the maximum power of the R is thus limited to 118 hp (which must be fetched at 12,000 rev / min) while the S is "restricted" to 113 hp (at 11,250 rpm).
The torque of the Triple 765 installed at the heart of the new RS reached 77 Nm, or 11.5% more than the 675. The intermediate version "R" benefits from the same maximum torque while the standard "S" must be satisfied with 73 Nm … which is already 4 points more than the old one !
"What changes between the three engines are the camshafts, the injection," says Stuart Wood, engineer at Triumph. "But it turns out that the camshafts are ultimately the same between the S, where we were mainly looking for pleasure and torque at mid-range, and the RS, which had to be the most efficient up to very high revs".
Whatever the version, "performance leaps forward, especially at low and mid-speed," assures Triumph, with graphics to support it. Acceleration is also enhanced thanks to the first two shorter gear ratios. On the new R and RS, the big decelerations – and the left lever – are softened by the anti-slip clutch.
Electronic
The adoption of a new electronic accelerator also makes it possible to equip the mid-size roadster with new driving modes: the classic "Road" and "Rain" on the S, to which are added the "Sport" and "Rider" (customizable) on the R. In addition to these four modes, the RS benefits from a "Track" bonus.
The responsiveness of the throttle control is deemed "sharper, more precise and relevant" by the manufacturer. For MNC, it is simply flawless. Note that the engine mappings do not only influence the Ride-by-wire system but also the ABS and traction control settings that all new Street Triple 765 benefit from..
On the entry-level S, traction control can be set to Road or Rain via the dashboard menu. The higher R and RS models have finer degrees of intervention: Sport and Track, accessible through the Rider driving mode. The more daring can even cut the traction control…
"Top of the line", the Street Triple 765 RS is fitted as standard with a quickshifter which, according to the clever calculations of the Hinckley firm "accelerates up to 2.5 times the upshifts compared to a pilot experienced using the clutch ". This system "Up" but not "Down", is in the list of options of models S and R, pre-equipped in terms of connection.
Part-cycle
The aluminum chassis, completely revised in 2013, is renewed for 2017. Small subtlety between the new models, however: the frame angle of the S is a little more open (24.8 °) than on the R and RS (23 , 9 °) … As a reminder, the odds of the previous Street Triple were even more closed: 23.4 °.
A new swing arm "seagull wing" common to the three small English makes its appearance: its lines and volumes were designed to offer "better longitudinal torsional rigidity and a carefully thought-out reduction in lateral rigidity", assure the English.
Despite their larger displacement, the new Street Triple weighs 2 kg less than the previous Street Triple R whose full weight was announced at 182 kg (including 17.4 liters of fuel still). "We especially saved weight on the pot, 1.6 kg lighter than the old one", explains David Lopez, pilot and Triumph engineer..
Three different suspension sets are offered on the new Triumph 765: on the S, Showa SFF 41mm inverted fork without adjustment and Showa single shock absorber with adjustable preload. On the R, Showa SF-BPF 41 mm inverted fork (separate functions with large pistons) and Showa monoshock also adjustable in preload.
"At the rear, the difference between the S and the R is in terms of travel: 124 and 131 mm respectively", detail the English. "The S thus benefits from a lower saddle height than the other two models: 810 mm, or 15 mm less".
The RS, tested by Site on the road – wet … – then on the track – dry! – fitted with a Showa BPF fork and an Ohlins STX40 mono-shock. The two elements are both fully adjustable: preload, compression and rebound … The pilot has plenty of fun.
Braking level, the endowments vary distinctly at the front: the two 310 mm discs are bitten by classic Nissin 2-piston sliding calipers on the S, by Brembo 4-piston radial calipers on the R and RS: reference M4 .32 on the first, M50 on the second. At the rear, no jealousy, the 220mm disc is still pinched by a Brembo single piston caliper.
Mandatory in Europe on all motorcycles over 125 cc, the ABS of the Street Triple 765 R and RS has two Road and Track modes (setting possible in the customizable Rider riding mode) and can even be disconnected for use on Road closed.
The circuit does not frighten the new Street Triple RS with the original Pirelli Diablo Supercorsa SP. For its slightly less sporty – and less expensive – S and R models, Triumph has selected the Diablo Rosso Corsa, in the same dimensions: 120 / 70ZR17 and 180 / 55ZR17.
Instrumentation
While the Street Triple S is content to steal from the 2016 Speed Triple its LCD dashboard and its controls, the R and RS versions feature a new dashboard with swiveling color screen (5-inch TFT) which gives access to a a wealth of information thanks to the new joystick-type control, not to be confused with the indicators (with automatic extinction, by the way) !
Speed, tachometer, gear engaged and driving mode indicator, fuel gauge, odometer, partial double, trip distance, average and instantaneous fuel consumption, range, engine and exterior temperature … The RS even has a stopwatch for track days.
The “tablet” controls offer different display styles: three on the R, six on the RS with the exclusive chrono mode. To remain readable whatever the weather conditions, the contrast set by default to "automatic" can be pushed to the maximum, continuously.
A quick word to conclude on the subject of the optical unit placed under the nose screen and the panel: the Street Triple R and RS use the Speed Triple S and R with their characteristic LED daytime running lights, "28 times brighter than the lights position of the previous generation ", calculated Triumph.
“This striking new lighting makes them more visible on the road and reduces their energy consumption for better long-term durability,” says the manufacturer. The Street Triple S receives "new LED sidelights 4.6 times brighter than previous sidelights".
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