Triumph Street Triple 765 R A2 test: Introduction, positioning and rivals of the Triumph Street Triple 765 R A2
The appearance of the Triumph Street Triple 765 R A2 (95 HP/48 HP, €10,795) is due to the demand of customers who do not want to wait two years for an A2 license to be able to be “at the controls of a sports naked like the Street Triple, loaded with aggressive attitude and high-specification components. You won’t have to wait any longer.”according to Paul Stroud, Triumph Commercial Director.
Until today, they have had to wait a year and a half, time that has passed since we attended the world presentation of the Triumph Street Triple 765 in its R and RS versions.
To find out more: Test Triumph Street Triple 765 R and RS 2023
So we titled the test “the perfect caliber”, because the Street Triple R/RS is perceived as a perfectly balanced motorcycle in all the ways that matter in a sports motorcycle: power, lightness and chassis part.
For a motorcycle to be limited to 35 kW, the legislation requires that the version full power do not exceed twice the power, that is, 70 kW or what is the same, 95 HP. In order to narrow down its possible rivals, as numerous as they may be, we will stick to naked motorcycles that are limited to 35 kW and that come limited to 95 HP, which, although not that many, are also many.
Thus we find, among the twin cylinders, the Aprilia Tuono 660 (95 HP/48 HP, €10,949), BMW F 900 R (95 HP/48 HP, €9,750), Ducati Monster (95 HP/48 HP, €12,990) and the KTM 790 Duke (95 HP/48 HP, €9,549). Among the three-cylinder, it is only rivaled by the Yamaha MT-09 (95 HP/48 HP, €10,999), while among the four-cylinder there are the Honda CB650R (95 HP/48 HP, €9,100) and the Kawasaki Z900 (95 CV/48 CV, €10,350).
As you can see, all of them are naked motorcycles with a marked sporty accent with displacements between 660 and 900 cc, with the Street Triple being halfway in terms of number of cylinders and displacement.
Triumph Street Triple 765 R A2 test: Technical characteristics and equipment
If you look closely at the technical data sheet of the Triumph Street Triple 765 R A2 together with that of the 120 HP Street Triple 765 R, you will realize that they are identical in terms of dimensions and equipment of the cycle part. The differences are in the power and torque figures. The limited A2 version delivers 48 HP of power at 8,000 rpm, while torque reaches 61.5 Nm at 4,750 rpm. The same unrestricted motorcycle delivers 95 HP at 10,100 rpm and 70.5 Nm of torque at 8,750 rpm.
The limitation is electronic and reversible through a kit that includes the APS grip and a specific engine map. If you are wondering how to increase the power to the 120 or 130 HP of its older sisters, I can tell you that the collar is more expensive than the dog, because in that case the entire ECU and everything that entails would have to be changed. If, when the time comes to delimit from 48 HP to 95 HP, the latter are too few for you, it makes more sense to change your Street Triple R A2 for a full power R/RS.
For the rest, it enjoys the same components and qualities as the Street Triple R (the RS not only changes components of the chassis, but also some dimensions). The chassis is made of aluminum, as is the banana-shaped swingarm. The distance between the axles is contained, 1402 mm, while the ground clearance is 826 mm, which can be reduced to 798 mm for the smaller sizes. But the amazing thing about the whole thing is the weight of 189 kg in running order, within the reach of very few motorcycles.
To put it in perspective, it is a normal weight for a 500 cc twin-cylinder naked. The tank has a capacity of 15 liters, but consumption figures have not yet been provided by Triumph. The technical sheet indicates TBC (to be confirmed) that is, to be confirmed. I could see figures slightly above 5l/100 on the on-board computer, but the weather conditions on the day of the presentation do not invite definitive conclusions to be drawn. Let’s say that 250 kilometers of autonomy are assured, which is not bad for a naked.
Yes, there are new features that the entire Street Triple range benefits from, derived from the Triumph Moto2 engines, such as new pistons, connecting rods and bolts, aimed at optimizing the combustion chamber or new camshafts and valves, for the better. admission efficiency.
Acceleration and response have also been improved, with the gearbox revised and the adoption of a shorter gear ratio. There are also new muffler and exhaust (more open), the new assisted clutch and the Triumph Shift Bidirectional Assist (a quickshifter, let’s say) as standard, which is very welcome.
The electronics are present through a 6-axis inertial IMU (like the R and RS), which governs all the motorcycle’s electronic systems, such as ABS or traction control, both optimized for cornering performance. .
Anti-wheelie control is also present, as well as the classic driving modes (Road, Rain and Sport), each with its corresponding injection map, to which we must add the configurable User mode.
The instrumentation is reduced to a TFT+LCD color screen that displays all the desirable information, although I couldn’t get it to tell me which driving mode I was in. It is prepared for Bluetooth connectivity and navigation is very simple through its simple and functional pineapples.
Braking is entrusted to 4-piston radial Brembo M4.32 calipers, which bite into two 310 mm floating discs (220 mm at the rear). Some outstanding brakes, which not long ago were the norm on competition motorcycles. The suspensions are not far behind.
The Triumph Street Triple R A2 is equipped with a Showa fork with a 41 mm diameter and 115 mm travel, with separate function legs and a single-sided shock absorber with a Showa reservoir with 133.5 mm travel, both systems fully adjustable in three ways.
The wheels, 17 inches and standard measurements 120/180 front/rear, are the standard size for sports motorcycles, which offers an infinite variety of tires to equip. As standard, like the Triumph Street Triple R, it is equipped with Continental ContiRoad, a tire that prioritizes longevity over grip, but which gave me a very good feeling on wet asphalt on the day of the test. In this aspect, the tastes and circumstances of the pilot who is going to drive it govern more than absolute truths.
Lastly, there are over 50 accessories available. From windshields painted to match the bodywork to heated grips, to passenger handles and various luggage options. It is now available in Spain for €10,795, both limited to 48 HP and unlimited to 95 HP, in the colors Matt Baja Orange or the Pure White that you can see in the photos.
Triumph Street Triple 765 R A2 test: How the Triumph Street Triple 765 R A2 performs
The newly released autumn gave us the opportunity to test the Street Triple R A2 in the British way. The forecast called for rain and a lot of wind. There was not much wind, but there was a lot of rain, which affected the presentation of the model. It is true that, after the world presentation of his older sisters in March of last year, he had a reference, but this was dry.
The good part is that we will have to do a thorough test of the Street Triple R A2 to squeeze its possibilities and show them, but this wet first contact did serve to draw a few conclusions.
On an ergonomic level, it is striking that the handlebar has grown by 20 mm in width. They are only 2 cm, but they help a lot when moving the motorcycle in all circumstances, especially when changing direction. On top of the bike you can see the absence of inertia derived from weight. Moving it while standing is easy, whether standing next to it or paddling with your feet. The operation to extend the kickstand is one of its few defects.
The typical appendage that ends in a semisphere in the middle of a goat’s leg that facilitates the gesture to remove it is missing. Visibility through the mirrors is not outstanding either, although it must be taken into account that on top of the usual equipment he was wearing a wetsuit that widened the server’s silhouette.
Otherwise, it is an easy and pleasant motorcycle if you want to ride at a walking pace or in traffic. The feel of the clutch and its contained dimensions make it easy to use as a do-it-all motorcycle, as long as you don’t have to carry a load, in which case you will have to use the accessories catalogue. The assisted shift works very well in both directions and its inclusion in the standard equipment is very good news.
Most of the day I rode in Rain mode. The amount of water that fell was such that, even if it changed modes, it would not be able to test its capabilities, because the visibility was really bad. What did surprise me were the Continental ContiRoad.
They are the same tires fitted to the Triumph Street Triple 765 R. At the world presentation a year ago they did not convince me in the dry, perhaps due to the comparison with the excellent Pirelli Diablo Supercorsa SP V3 that the Triumph Street Triple 765 RS had. as standard and with which I rode on the Ángel Nieto circuit in Jerez, just before riding the Triumph Street Triple 765 R on the road.
However, with the Triumph Street Triple 765 R A2 I have only ridden in the wet with the ContiRoad and I found the behavior excellent, providing security and a feeling of grip.
With the intention of going from less to more and with the hope that it would stop raining, I started at the controls of a limited Triumph Street Triple 765 R A2 and then got on the 95 HP version.
I was able to confirm that there is hardly any difference until practically 5,000 rpm, at which point the limitation begins to be felt, in the form of difficulty in increasing the revs. The solution is simple: go up a gear and once again enjoy the sensation of 61.5 Nm of thrust. This determines the use of the motorcycle, of course, but it does not mean that it cannot be driven dynamically.
The translation is that, up to mid-range, we have a large engine with large engine thrust that allows dazzling accelerations and recoveries, as much as the 95 HP Street Triple 765 R itself. It is true that we will not be able to enjoy infinite stretches and the howl of the three-cylinder (yet), but 2 years go by very quickly.
At the controls of the 95 HP version there is no such coitus interruptus upon reaching 5,000 rpm, but the thrust continues linearly, as it did in the 120 HP version that I was able to test last year, until reaching 8,000 rpm.
From there the differences with the older sisters begin, which, if you look closely, are the last 3-4,000 laps, that is, when you go for a note. If you are not one of those who likes to squeeze an engine to the last rpm, perhaps this is your bike.
Due to the slippery surface, I was not able to test the brakes and suspensions, as is required in a new model test, but by sharing weight and components with the Triumph Street Triple 765 R, you are aware that, for its performance, it is oversized at best. of the senses.
Pending an in-depth test, it can be seen that the Triumph Street Triple 765 R A2 is an excellent motorcycle for the A2 crossing. It allows you to adapt to the shape of a large motorcycle, its volume and its inertia so that, once you have crossed the Rubicon, you can enjoy the torque and power of the 765 cc three-cylinder engine with your homework well done and the situation under control.
