Triumph Street Triple 675 R motorcycle test

Menus

• Pocket hooligan…
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

Pocket hooligan…

Appeared in 2007, the little Speed ​​quickly gained unanimity around its engine and chassis. With 2,538 units sold in France in 2010 (base and R versions combined) the small Triple even occupies 4th place in the ranking of best-selling motorcycles..
Triumph having developed its 1050 Speed ​​in style and dynamic quality at the end of 2010, everyone expected a variation on the turbulent little sister. This is today done. Only aesthetic, these modifications restore to the Street Triple its membership in the clan of the Triple of Hinkley..

Discovery

Boosted in images, the 675 is even more desirable and takes up, in its own way, the attributes of the naked family with its finish above the rest..
In 2011, the Street adopted a new logo specific to the 675 and new optics. More tapered, they refine the face of the midsize roadster, plunging its line forward. Under the lights, we find the 41 mm inverted fork, fully adjustable and painted black. This color highlights the Nissin 4-piston radial front brake calipers in gold. The rear retarder is a two piston block.

The neat plastic 3-cylinder engine block also has a slightly redesigned clutch housing. Another novelty, two small grilles underline the air intakes in the frame and the radiator guards are now matt.

This remarkable finish makes regret the summary junction of the tank to the frame. The clearly visible silent blocks and the clean cut of the 17.4-liter container are surprising.

More angular than that of the 1050, the double-beam perimeter frame, in elegantly "chiseled" aluminum, is always dressed in a matt coating. Just like the remarkable swingarm and the rider and passenger footrest plates. Alongside these, we note the new satin finish of the exhaust silencers.

Extremely compact, narrow, the British moth is a terror, even at a standstill.

In the saddle

With a saddle height of 805 mm, the Street 2011 is easily straddled for a rider over 1.80m. Comfortably seated on the version-specific two-tone saddle R.Ageuse, the pilot benefits from a pleasant space thanks to a well notched tank. The recessed and high enough toe clips tilt the body slightly forward. The hands are then positioned naturally on the variable diameter Magura aluminum handlebars, borrowed from the Speed. As on the latter, the flat hanger hides the adjustment devices … a little annoying.

On the passenger side, it’s less of a party. It’s even downright indecent. If the regulatory strap still makes you smile, the height of the footrests much less. Ideal to convince your companion that this motorcycle is your personal space. Exclusive.

The speedometer unit is still composed of an LCD window and a tachometer more elegant than before, in shades of gray, with a red zone at 13,500 revolutions. The digital information is easy to read: large tachometer, gear engaged, clock, engine temperature but also a double trip including average and instantaneous consumption (!), Partial mileage, mileage count before switching to reserve, total journey time. A configurable shiftlight and a stopwatch are also available.

We regret the lack of a fuel gauge, especially as the 1050 Speed ​​offers it. As on this one, the clutch control is cable. The front brake master cylinder is radial with a lever adjustable in spacing. The mirrors give a wide field of vision and are easy to handle, unlike the side stand. Without a pin, it still has the merit of being positioned far enough in front of the machine. The stability offered is very good.

In the city

The counter is initializing … underlined by the brush of the shiftlight diodes. The starter gives off a dry burst and the 3 legs suddenly hiss. The slightest pressure on the throttle makes the engine speed jump.

English mechanics are particularly alert, devoid of inertia. However, the legendary flexibility of the triple cylinder architecture works wonders. The gearbox is remarkably smooth and precise but is not used much: we often find ourselves driving in fourth or fifth gear, at 40 km / h. And just as astonishment to start again smoothly, almost briskly, in a characteristic turbine whistle.

Lightweight, at only 186 kilograms fully loaded, the Street R is an urban evolving pleasure. Very manoeuvrable thanks to its closed column angle and reduced wheelbase. Unfortunately, the fault of the family remains present in the new vintage: a turning circle that can always be improved … the strength of traditions, no doubt..

The midsize scoundrel sneaks between the vehicles and shoots out at the green light like a cannonball. Before taking off the rear wheel to the following red tricolor. Because, if the little Triumph roadster knows how to comply with the rules, it can just as easily break them. At will. Therefore, difficult to keep calm.

Motorway and expressways

The astonishing liveliness of the British boiler is matched only by its reach. The first climbs to 110 km / h, the second to 160 km / h and we are talking about 190 km / h at full speed of 3 and 13,500 rpm. And that noise …! No more heady hissing. A frank rotation of the right rubber results in a hoarse teen punk roar and the resonance of the airbox. On the last report, at the end of the revs account, the tachometer then indicates 240 km / h (on the circuit).

But the air pressure quickly brings it back to legal speed where the engine purrs at 6,500 rpm. The rather long saddle allows the pilot to move back in order to better fight against the wind; It is then possible, but depressing, to take a motorway route. Good thing, there is an exit !

Departmental

Little Albion is not treacherous. Except for the permit. After 5 / 6,000 revolutions minutes, we enter the magic merry-go-round. Few roadsters are this dynamic. With only 6.5 m / kg of maximum torque at 9,200 rpm, the Street R delivers 90% from 4,000 … or 90 km / h in 6th gear. And since the Triumph pummels in any gear, it’s arousing and ecstatic around every corner. In winding, third gear engaged, you can take full advantage of the engine’s strength and extension. Hinkley’s moth wild horses spring from their stalls, whipped by the throaty vocals of the exhausts.

This mechanical fury is perfectly controlled by a rigorous cycle part as desired and sports braking. The front caliper offers a very (too) strong attack but without locking the steering, quickly stopping an overly optimistic crew. Appreciable in the dry, this lack of progress will be annoying in the rain. Ditto for the rear, difficult to dose. Either you can hardly feel it, or it blocks the wheel…

Whether on a big curve or between two hairpins, the 675 is on a rail. Placed on the angle of the Pirelli Rosso Corsa sports tires, we want to take more and more incline. The narrowness of the bike gives pride of place to sporty riding.

Returning to a more fluid pace allows you to appreciate the homogeneity of the machine. The harmony of the front-to-rear suspensions and the rigidity of the frame allow, in fact, all the daring without parasitic reaction. However, the rear shock absorber, configurable in any direction, is dry on degraded roads.

Part-cycle

The liveliness of the Street Triple R is one of its major assets. Whether maneuvering with the engine off, in town or on the road, this bike is amazingly easy. What a daily pleasure! Intuitive barely taken in hand, it feels like driving it for a long time.

Braking

Powerful, enduring, limit too violent, the radial equipment will delight fans of the circuit. Decelerations are effective but will require skill and experience.

Comfort / Duo

A naked roadster immediately raises the question of its driver’s wind resistance. The non-existent protection can be improved slightly by adopting a nose screen. Questionable aesthetics.

A little more comfort is undoubtedly available by changing the preload of the shock absorber. But the progressivity seems better than on the 1050 Speed. However, the whole aims more performance than pleasure.
The Street R heals the duo. Finally, a certain duo: you and your selfishness. There, no worries. And then what would be the use of an unnecessary weight?

Consumption

The 675 is not about smooth and quiet driving. Its consumption of expensive unleaded stabilizes at 7.4 liters per 100 km in mixed calm / arsouille piloting. This allows stages of more than 200 km. It is easy to go down to 6.5 liters by playing the dodgers. But aren’t you a sissy? So go for the high measure. The pleasure of the engine will make you forget its thirst.

Conclusion

Like its big sister, the Street R is attractive. But the varnish of good manners cracks at the first acceleration. So this midsize can take you serenely in a suit at work but also make you play bad boys with every mood swift. This is the signature of the Triples: two faces, multiple uses but a unique pleasure.

Its displacement surprises on the niche of 750 or 800 cm3 which has become standard. This 675 flawlessly compensates for a slight lack of trunk with unparalleled character. Always ready to make the punch, the Street dynamically shows its competitors. Its low price, in view of its services, at 8,990 € (7,990 € for the basic Speed ​​version) places it judiciously.

No salvation for the more uneven Yamaha FZ8 (€ 7,999) or the aging Z 750 Kawazaki (€ 7,699). Only the new Suzuki GSR 750 or the BMW F800 R (€ 8,100) come close to its mechanical liveliness and the comfort of the front axle. But the Japanese, "only" € 1,000 cheaper, is far from equaling the equipment, finish, braking and soul of the Hinkley roadster. The German is limited by its less fun engine. It is seduction that makes couples last. And on this level, the Englishwoman is queen.

The rivalry could come from family. Revised in depth in 2010, the legendary Speed ​​is even better finished, more elegant. Her more sensual curves. Its full engine, its generous plastic will pose questions to potential buyers. Men might prefer the legendary round, even more expensive (€ 11,495) than its little sister. Others will argue that size isn’t everything. Plus, the Street R is a real 106 horsepower machine. So not restrained, which is not unrelated to its driving qualities. The 29 amputated horses of the 1050, its higher price and size will tip the scales again in favor of the 675? Up to you.

Strong points

• motor character and flexibility
• cycle part performance
• front braking
• aesthetic

Weak points

• front brake attack
• sluggish rear brake
• engine whistling in town

Competitors: Aprilia Shiver 750, Ducati 696 Monster, Honda Hornet 600, Kawasaki ER6n, Kawasaki Z750R, Suzuki Bandit 650, Yamaha FZ6 S2

The Street technical sheet

See also the test of the 2013 Triumph Street Triple 675 R

The technical and mechanical history of Triumph

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