- Using Moto2 knowledge, output has been boosted by 7hp to 128.2hp @ 12,000rpm.
- New 6-axis IMU makes the aids lean-sensitive.
- New Brembo Stylema calipers up the stopping game.
Triumph has used the knowledge gained from supplying engines to the Moto2 series to upgrade the new RS’s performance and handling. But is it too racy? We headed West to find out.
Words: Paul Pics: Two Creative Photography
The series of corners I’d just been through were perfect to sample the sharper handling and increased performance of the new 765 RS, although I couldn’t help thinking that a few laps of Hampton Downs would open up an entirely new side of the middleweight triple. With the roads devoid of any other traffic and the corners so tight and close together that I was simply flicking back and forth between third and fourth gear using the precise quickshifter, feathering the brakes into turns and revelling in the glorious noise of the Hinkley motor as the revs climbed up and then returned back down, it was one of those days that made you thankful to be a motorcyclist. It was biking nirvana…
The fact the corners were so close and so tight meant the speedo wasn’t displaying crazy speeds, something the now 128hp @ 12,000rpm (up 7hp from the previous version) triple easily achieves when the road opens up and I gunned the throttle in anger. And it was also a great display of the now sharper steering geometry, with the slightly higher rear shock (up 20mm and is of the Ohlins STX 40 gold variety) combined with slightly increased width handlebars (12mm wider) really enabled me to muscle the naked from one corner to the next, flicking from one extreme lean angle to the other with lightning speed. And then there’s the new standard Pirelli Diablo Supercorsa SP V3s, which didn’t seem concerned about the varied surfaces they came across, simply providing ample grip and sublime feedback that added to my confidence. Yep, Triumph has got their middleweight naked street fighter pretty sorted.
Fixing The Minus’s
My test ride saw me join with a group I’ve ridden with many times before, the Waihi Thames Valley branch of the Ulysses Club. And while many might think testing Triumph’s latest triple sporty with a group this ‘sensible’ is weird, let me tell you that there are still plenty who like to push the envelope a bit. Plus, when I spotted online that they were planning a ride via Matangi, just south of Hamilton, before heading west towards Marakopa, I knew they would be seeking out awesome motorcycling roads that I likely never knew existed.
One fella in the group was on an earlier RS and was instantly enthralled with the new model. And he was quick to point out a few changes that owners had been speaking about on the various forums, with the clutch cable routing (which used to go straight across the ignition barrel – go figure!) now disappearing straight down from the lever and out of sight. Unfortunately, he spotted the layout on the dash of the new one and explained that’s pretty much the reason he hasn’t upgraded, with the layout almost like it’s been designed by someone who doesn’t ride a motorcycle and certainly doesn’t know the sorts of things you need to be able to see at a glance. Still, you can see the important stuff like the speedo and the gear indicator, but then the rev counter, which for some reason is varying shades of pastel colours, is almost impossible to determine where the ‘needle’ sits. At least the noise of the triple sounds so glorious from the underslung exhaust that your other senses do a pretty exact job of distinguishing exactly what’s going on in the engine department even if you can’t see the figure with your eyes.
With sharper handling and a slight change in styling complete with a colour-matched bellypan added to the increase in horsepower, you’d already think that’s a pretty substantial bump up from the previous version, yet Triumph didn’t stop there. The brakes had been reported as not offering that much feel in the previous incarnation, so they’ve fixed that by giving the 765RS the sort of set-up you’d expect to see on flagship sports bikes. With Brembo Stylema monobloc calipers one of the best set-ups you can get, they’re matched to the sexiest front brake lever you’ll likely ever see, with the Brembo MCS span and ratio adjustable item enabling you to get a precise set-up of position and feel. It really is trick.
And while they were at it, Triumph updated the ABS modulator unit so that it’s less likely to intervene early, especially for those using the RS on a racetrack. And thanks to a six-axis IMU now being added to the RS, the braking and other safety aids are lean-sensitive, including the traction control system, which features four independently adjustable levels. And with the Ohlins looking after the rear, Showa takes care of the front suspension with 41mm USD Big Piston Forks, which are, like the rear, fully adjustable.
Kiwi Conditions
The noise of a Triumph triple as you hit the starter is instantly recognisable and utterly desirable. It was enough to make the hairs on the back of my neck stand up as I slipped on my helmet and swung a leg over the rear tail unit of the test bike. There was no chance of sticking a pillion on the back as it had been supplied sans rear footpegs, although I can’t imagine the now steeper steering geometry and higher rear-end would make it that conducive to having someone perched on the back anyway.
Flicking through the four different layouts of the dash didn’t result in me finding anything remotely better than the layout it was supplied with, so making a mental note of what was where, I dropped the bike into first and headed out for what was looking to be a great day on two wheels. Even cruising through the surrounding streets to BRM HQ, the Triumph rewards the senses as I flick up and down the gearbox using the sweet quickshifter and get rewarded with that epic triple sound. They should bottle it, it’s that good!
Sitting at speed and it’s apparent you’re on a naked and there’s nothing between you and the windblast, although it is a handy way to keep the speeds down with 110km/h on the motorway actually feeling like I was doing it rather than being cossetted behind a large fairing where you can easily do much more yet not really feel like it. While the riding position isn’t exactly what I’d call extreme, there’s no denying it’s on the sporty side, although the narrow middle at least offers you the opportunity to move around a bit or slide back in the saddle. While the dash is a little confusing, the switchgear is reasonably straightforward, with modes at least easy to swap between. Starting off the day in Road mode, the performance the 765RS was demonstrating made me wonder if I’d ever really need to bother switching into Sport, such was the pick-up and smooth response when going from a closed throttle and then cracking it on heading out of a turn.
Where the 765RS did start to show its sporty character was when the roads narrowed and we got into some typical Kiwi backroads, with the tarmac not exactly what you’d call racetrack smooth. While the Ohlins shock did an exceptional job of keeping the rear Pirelli firmly nestled on the floor, feeding the torque and power from the triple securely into the road, the front was harsh to the extent that mid-turn imperfections in the road’s surface were upsetting the otherwise unshakable handling of the streetfighter. Again, speaking to the rider of the other Street Triple and he confirmed that for Kiwi conditions, the suspension works better with the settings dialed more to the comfort end of their adjustable range. And with examples in the Triumph’s handbook for base settings to cater for different riding conditions, all that was needed was a screwdriver for a bit of tinkering. Unfortunately, I didn’t have one of those or the time to ask everyone to pause the ride while I tinkered with my springs, so I just got on with the job in hand and sucked up the slightly firm front-end.
Peeling through corners is where the Street Triple excels, with the smaller of Triumph’s naked varieties quite possibly the pick of the range for us here in NZ. A bike with around 100-ish horsepower that’s light and manoeuvrable is certainly more conducive to our riding conditions than the fire-breathing 200hp monsters of the bigger capacity machines and, I reckon, much more fun to ride. Anyone can twist a throttle. But making the most of a delightfully handling machine, flicking up and down the gearbox to keep in the sweet spot of the power and having less weight to stop when heading into turns is a beautiful thing, and the Street Triple 756RS delivered enjoyment everywhere I rode it.
The naked stance makes town-work easy, although the bar-end mirrors that are great for seeing behind aren’t the best for nipping in between lines of traffic. And even though the peak horsepower of the 765 is a revvy 12,000rpm, there’s still masses of mid-range grunt for overtaking without requiring to drop a gear. But when you do and get the triple howling, well, there’s nothing quite like it.
To say there was anything wrong with the previous RS would certainly be a stretch of the imagination. Yet, what the Triumph engineers have done is fine-tune the new RS to dial out anything that was remotely distracting or disadvantageous to the ultimate goal of making the sharpest, most entertaining, and most involving middleweight in the class. And with the 2024 version of the RS, they’ve certainly achieved their mandate.
For more info visit: www.triumphmotorcycles.co.nz
Where’d We Go?
Meeting the Ulysses riders (of which there were around 20!) at Matangi, we had a coffee, a chat and then a tour around what was the biggest dairy factory in the southern hemisphere 100-odd years ago. Since its demise, many smaller businesses have moved into the large space including a rather trendy brewery. Unfortunately it was a little early for sampling…
From there, we headed past Hamilton Airport and down SH3 before turning west at Ohaupo. Working across country, we passed Pirongia before making a beeline for Te Anga. The roads around here are incredible and devoid of tourists when we were riding, although you need to be wary of tar-bleed if you’re this way in summer.
A stop at the Marakopa Falls and the Mangapohue Natural Bridge gave us a chance to stretch our legs and do a bit of exploring before heading back on Te Anga Road and eventually ending up at Waitomo and the fmaous caves. While others jumped on SH3 for their long trip back to Paeroa and the surrounds, I cut left and followed the excellent Hauraki Road before jumping onto SH39 which led me back up to Pirongia and then home to Hamilton.
At A Glance
Name: 2025 Triumph Street Triple 765RS | Weight: 188kg (wet) | Power: 128.2bhp @ 12,000rpm / 80Nm @ 9,500rpm
Engine
Using knowledge gained from supplying the Moto2 race motors, the new RS has seen a 7hp boost via a higher compression ratio, revised internals and new valves and camshaft to deliver category leading power A drop in gearing ratios makes the RS feel more urgent throughout the rev range.
Electronics
A new 6-axis IMU is welcome and makes the aids lean-sensitive, with the traction control and wheelie control less intrusive when pushing the limits. Five riding modes alter the parameters of all the aids, with Track Mode allowing the deactivation of TC but that also chops wheelie control.
Brakes
New Brembo Stylema 4-piston radial monobloc calipers gripping 320mm discs and mated to a really cool brake lever make the stopping performance of the RS a giant leap forward. And cornering ABS gives confidence carrying brakes into turns.
Suspension
The gold glinting from the rear adds a touch of class thanks to the Ohlins shock, while the 41mm Showa USD forks offer racetrack precision. They’re a touch firm on Kiwi roads and need a twiddle to soften off.
Tyres
New Pirelli Supercorsa SP V3 tyres offer plenty of grip for sunny weekend blasts, but you’ll be tiptoeing if you get stuck out in the rain.
Dash
The TFT dash is large in size, but the layout isn’t well executed, with the double rev counter taking too much real-estate and the colours too soft to differentiate what’s happening at a glance. It is smartphone compatible with the Triumph app.
Ergos
At 836mm, the saddle of the RS is accessible for riders of many sizes, and there’s even a low seat option that drops it a further 28mm. Then a linkage change can drop it a further 10mm. The peg position is sporty, while the wide handlebars offer plenty of leverage. The bar-end mirrors offer good vision.
Specifications
Triumph Street Triple 765RS
Price: $21,990 + ORC
ENGINE & TRANSMISSION
Type Liquid-cooled, 12 valve, DOHC, inline 3-cylinder
Capacity 765 cc
Bore 78.0 mm
Stroke 53.4 mm
Compression 13.25:1
Max Power EC 130 PS / 128.2 bhp (95.6 kW) @ 12,000 rpm
Max Torque EC 80 Nm @ 9,500 rpm
System Multipoint sequential electronic fuel injection with electronic throttle control
Exhaust Stainless steel 3 into 1 header system with low single sided stainless steel silencer
Final Drive X-ring chain
Clutch Wet, multi-plate, slip
Gearbox 6 speed
CHASSIS
Frame Aluminium beam twin spar frame with 2 piece high pressure die cast rear subframe
Swingarm Twin-sided, cast aluminium alloy
Front Wheel Cast aluminium alloy 5 spoke, 17 x 3.5 in
Rear Wheel Cast aluminium alloy 5 spoke, 17 x 5.5 in
Front Tyre 120/70 ZR 17
Rear Tyre 180/55 ZR 17
Front Suspension Showa 41 mm upside down Big Piston Forks (BPF), adjustable compression and rebound damping, and preload adjustment. 115mm wheel travel
Rear Suspension Öhlins STX40 piggyback reservoir monoshock, adjustable compression and rebound damping, and preload adjustment. 131.2mm wheel travel
Front Brakes Twin 310 mm floating discs, Brembo Stylema 4-piston radial monobloc calipers, OC-ABS, Brembo MCS radial master cylinder
Rear Brakes Single 220 mm disc, Brembo single piston caliper, OC-ABS
Instrument Display and Functions Full colour 5″ TFT instruments
DIMENSIONS & WEIGHTS
Width Handlebars 792 mm
Height Without Mirror 1064 mm
Seat Height 836 mm
Wheelbase 1399 mm
Rake 23.2 º
Trail 96.9 mm
Tank Capacity 15 L
Wet Weight 188 kg
SERVICE
Service Interval 6,000 miles (10,000km)/12 months (whichever comes first)
Contact www.triumphmotorcycles.co.nz
