Triumph’s 2017 Street Triple - everything you need to know…

Moody... Picture: Triumph

We were in a bit of a rush last week at the Street Triple launch in London, though we got most of the bases covered. But we thought we’d go back and have a bit more of an in-depth look at the new bike. Here’s a rundown of the tech and equipment - and there’s a massive gallery of pics here.

There are three versions of the new bike - a base ‘S’, a flashier ‘R’ and the top-drawer ‘RS’. All three share the same basic layout: a frame which looks to be much the same as before - no bad thing of course - with a new gullarm swingarm, and updated styling. They also all feature a new 765cc motor (apart from a new 660cc A2 licence version for younger newbie riders).

The engine puts out more bhp the further up you go in the range - the base S has a perfectly respectable 113bhp@11,250rpm, the R puts out 118bhp@12,000rpm, and the RS a mighty 123bhp@11,700 revs. Now, it’s not immediately clear how the power changes are deployed: according to the specs, all three engines have the same compression ratio, capacity, bore and stroke, and throttle bodies. The S and R differences could be down to the ECU mapping, letting the motor rev harder to make more power. But the RS makes more power than the R, at lower revs. Could it all be in the ride-by-wire mapping? That is, only the RS actually opens its throttle plates all the way? If so, tuning an S to match could be easy for ECU hackers… We’ll find out more when the bikes hit the streets of course.

The basics of the engine are similar to the old 675 engine - indeed, the new lump seems to have the same crankcases, externally at least. A move to Nikasil-coated bores rather than old-school iron liners has freed up space in the block, meaning the 2mm overbore compared with the current 675 motor is easily accommodated. Coated bores improve performance in a few ways: a ceramic layer is formed directly onto the aluminium block, instead of having an iron cylinder squeezed into the block. The coated cylinders are lighter, transfer heat into the cooling system better, and give a more compact engine for a given capacity. The downsides come if you wear out the bore, or damage it, when it’s much harder to repair a coated bore than an iron one. Nowadays, hardly anyone wears out bores though, so it’s less important than in days of yore. It may mean more expensive repairs if you blow a motor in Moto2 racing of course, but that’ll be DORNA’s problem we imagine…

So the bore is up to 78mm from 76mm, and the stroke is increased by 3.8mm, up to 53.4mm from 49.6mm. That means a new crankshaft of course, and possibly internal crankcase mods. Pistons are new, obviously, and the head will also have been revamped to suit the new engine geometry. We’re assuming there are new bigger valves and different cams, but the supplied specs aren’t that detailed in all areas at the moment.

The transmission is also tweaked, with new gear rations and revised layout, for better shifting. The R and RS both get a new slipper/assist clutch, which will have a lighter action as well as the slipper function.

Away from the engine, the chassis formula is pretty simple - the RS gets the most fancy running gear, the R gets very good road-spec kit, and the S has okay-but-entry-level components. So on the forks, the S has Showa’s standard SFF separate function forks, the R moves up to Showa BPF Separate Function big piston forks, and the RS gets the best BPF units. Out back, the S has a stock Showa monoshock, the R gets full adjustability and the RS goes full Swede with an Öhlins STX40 single tube piggyback unit. And with the brakes, the S has Nissin sliding two-potters, the R has lush Brembo M32.4 calipers, and the RS boasts the superbike-spec Brembo M50 stoppers. It’s all very pleasing - although we’d maybe like an Öhlins fork on the RS, and a TTX rear shock. But then, we’re never happy are we? To be fair the original Striple had proper budget spec running gear and it was still hilarious, proving sometimes less is more.

In terms of rubber, it’s Pirellis all round - Diablo Corsa Rossos for the S and R and Supercorsa SPs for the RS - 120/70 17 front and 180/55 17 rear. Dry weight is strangely the same for all three: a claimed 166kg.

So - a spangly new engine, and flash chassis in various specs of lush. What else? Well it’s 2017 daddio, so next up is the electronics. Triumph hasn’t gone for the very highest level of tech here - there’s no Bosch IMU-based stability control. Rather there’s a perfectly decent-looking suite of electronic aids from Continental Automotive. The ride by wire engine management is linked to the traction control setup, and there are riding modes that alter the ABS and traction settings, as well as the power curves. The S model just gets a Rain and normal Road mode, the RS adds a Sport mode and a user-settable mode. Finally the RS adds a Track mode - and you also get an up-shifting quickshifter as standard. There’s rather smart new switchgear to control it all, including a useful-looking joystick, and the R and RS have swish new TFT colour dashboards to view it all on, with switchable display modes. The S has a less-fancy but just as useable greyscale LCD display, and an old-school analogue tachometer. Nice.

The styling is all new, and you’ll know if you like it. One obvious thing missing is LED headlights - the new Striple has standard halogen main lighting, which is a little surprising these days. You get smart LED daytime riding lights though, which almost makes up for it.

We’ll be aiming to ride the new Street Triple as soon as possible. If it’s even just a little bit better than the absolutely brilliant original version, Triumph will be onto a surefire winner…



POWER 113 PS/111BHP (83kW)@11,250rpm (S)
118PS/116BHP (87kW)@12,000rpm (R)
123PS/121BHP (90kW)@11,700rpm (RS)

TORQUE 73 Nm@9,100rpm(S)
77 Nm@9,400 rpm(R)
77 Nm@10,800 rpm(RS)

ENGINE TYPE: Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
CAPACITY: 765 cc
BORE / STROKE: 78 x 53.4 mm
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 (S) Wet, multi-plate, slip and assist clutch(R and RS)
GEARBOX: six-speed

FRAME: Aluminium beam twin spar, high-pressure die –cast alloy subframe

SWINGARM: Twin-sided, cast aluminium alloy

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.

(S) 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.

Twin 310 mm floating discs, Nissin 2-piston sliding calipers
Twin 310 mm floating discs, Brembo M4.32 4-piston radial monobloc calipers

Twin 310 mm floating discs, Brembo M50 4-piston radial monobloc calipers

FRONT TYRE 120/70 ZR17 Pirelli Diablo Rosso Corsa(S&R) 120/70 ZR17 Pirelli Diablo Supercorsa SP(RS)

REAR BRAKE Single 220 mm fixed disc, Brembo single piston sliding caliper

REAR TYRE 180/55 ZR17 Pirelli Diablo Rosso Corss (S&R) 180/55 ZR17 Pirelli Diablo Supercorsa SP (RS)

SEAT HEIGHT 810mm (S) 825mm (R and RS)
HEIGHT 1,060mm (S) 1,085mm (R) 1,085mm (RS)
RAKE 24.8 degrees (S) 23.9 degrees (R) 23.9 degrees (RS)
TRAIL 104.3mm (S) 100mm (R) 100mm (RS)
LENGTH: 2,065 mm
WHEELBASE: 1,410 mm

• Ride-by-wire throttle
• Switchable traction control
• All-new ‘gullwing’ swingarm
• Rain and Road riding modes
• LED position light bulb headlights
• Updated LCD instrument pack
• All-new bodywork including new flyscreen with integrated air intake, and new inner and outer radiator cowls
• Sporty twin-seat design
• Painted rear bodywork
• New black powder coated main frame, subframe and swingarm

Additional to the S:
• Switchable ABS
• Slip and assist clutch
• 5” full-colour TFT instrument pack
• Additional Sport and Rider programmable riding modes (Rain, Road, Sport and Rider)
• High-spec onboard computer
• New switch cubes with 5-way joystick control
• DRL headlights
• Self-cancelling indicators
• Sporty body-coloured flyscreen with integrated air intake
• Premium seat stitching and vinyls
• Red rear subframe, wheel pinstripes and detailing

Additional to the R:
• Quickshifter
• Additional Track riding mode (Rain, Road, Sport, Track and Rider)
• Lap timer
• Matt silver painted aluminium rear subframe and detailing
• Silver/grey seat stitching
• Body-coloured pillion seat cowl (pillion seat also supplied)
• Body-coloured bellypan
• Lower chain guard
• Unique paint schemes

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