2024 Triumph Street Triple 765 R/RS | First Ride Review 

A Trio of Joy

2024 Triumph Street Triple 765 RS
Hunting for apexes at Circuito de Jerez in Spain. (Photos by Kingdom Creative)

The updated and upgraded Triumph Street Triple 765 hits a sweet spot in the sporty motorcycle market. It’s comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995, it offers undeniable value for a sporting naked streetbike.  

The Street Triple has been one of our favorite sports roadsters since its 2007 inception as an offshoot of the 675cc Daytona. Surprisingly lively and always playful, it was like a more exotic and more stimulating Suzuki SV650, another longtime fave that punches above its weight.  

2024 Triumph Street Triple 765 R RS
The Street Triple R (left) retails for $9,995, while the RS version (right) demands a $2,600 premium.

The Street Triple 765 arrived in 2017 with a power-to-weight ratio that would humble the original 885cc Speed Triple, the Street’s older brother and one of the godfathers of the naked sportbike genre.

The revised Street Triple was a bigger, more capable machine that came in three variants: S, R, and RS, with outputs ranging from 111 hp to 121 hp.  

Related: 2017 Triumph Street Triple RS | First Ride Review

Triumph launched its first Street Triple 765 in southern Spain, so it was fitting that we were invited back to Spain to sample the new version on Andalusian roads and the famous Jerez racetrack.  

Triumph Street Triple 765 Revamped 

2024 Triumph Street Triple 765 RS
The Street Triple remained entirely composed at the racetrack thanks to class-leading electronics and an excellent chassis.

Categorized in the U.S. as a 2024 model, the Street Triple gets an extensive overhaul this year. It enjoys many welcome upgrades and is available in three versions.  

Along with the R and RS we tested, Triumph is offering a special Moto2 Edition to celebrate its involvement as the engine supplier in MotoGP’s junior category since 2019. It’s basically an RS but with clip-on handlebars, carbon bodywork, and an Öhlins fork, and it’s limited to 765 units for each of its two colorways. Retailing for $15,395, as of press time it’s sold out in most global markets but is still available in America.  

2024 Triumph Street Triple 765 Moto2
2024 Triumph Street Triple 765 Moto2 in Crystal White with Triumph Racing Yellow rear subframe

Related: 2024 Triumph Street Triple 765 Range | First Look Review

Triumph reps boasted about how they took lessons learned in the Moto2 program and applied them to the streetbike. The bore and stroke of the inline-Triple remain unchanged, but most internals have been changed, including pistons, con-rods, camshafts, and valves. The piston crowns and combustion chamber are now fully machined for optimal flow and combustion, combining for a higher 13.25:1 compression ratio. The intake uses trumpets that are 20mm shorter for a stronger pull up top, and the exhaust now has just one catalyzer instead of two.  

2024 Triumph Street Triple 765 RS
The Street Triple proved to be a willing accomplice on unfamiliar Spanish backroads.

The result, according to Triumph, is an increase in power from the midrange on up. The R version claims 118 hp that arrives at 11,500 rpm, 500 revs earlier than the previous motor’s 116 ponies. The higher-spec RS variant delivers 128 hp at 12,000 rpm, a jump of 7 hp from the previous model. Torque on all models is bumped by 4% to a creditable 59 lb-ft.  

New to the Street Triple is the addition of an IMU that enables precise traction-control modulation and cornering ABS. Also coming standard and cued to the IMU is one of the most seamless up/down quickshifters we’ve sampled, which uses a pressure-sensitive actuator rather than a basic switch.  

2024 Triumph Street Triple 765 RS
The RS includes bar-end mirrors instead of the R’s more traditional mirrors atop the handlebar.

Styling remains similar but freshened, with a new, sharply creased fuel tank with integrated side panels and a stubby new stainless-steel muffler tucked in next to the gullwing aluminum swingarm. The distinctive dual headlights with LED eyebrows are topped with a mini wind deflector that’s more integrated than on previous models. Scrolling LED turnsignals are a nice upmarket touch.  

The chassis remains the same but tweaks to ride heights have modestly sharpened the steering geometry to aid agility. A shuffling of transmission and final-drive ratios has slightly shortened up the overall gearing for snappier engine responses. 

Related: Triumph Announces New Colors, Names for Select 2023 Models 

Is R Enough? 

2024 Triumph Street Triple 765 R
Tall mirrors identify this Street Triple as an R version.

The R version of the Street Triple makes a good case for saving money over its pricier RS brother. It very well could be the most appealing sub-$10,000 sporty bike on the market.  

2024 Triumph Street Triple 765 R
The Street Triple’s new exhaust is more plainly visible without the chin fairing of the RS.

It would be unfair to cast the R as a “budget bike,” as it includes a plethora of desirable features. An aluminum frame helps keep weight to a tidy 417 lb wet, fully adjustable Showa suspension can be dialed in to personal preferences, and a Brembo brake package with radial-mount monoblock calipers provides secure speed bleeding through braided steel lines. Tire valves directed to the sides are another pleasing accoutrement. 

Ergonomics are pleasantly familiar, placing a rider in a modestly leaned-over forward cant and now with a half-inch wider handlebar to aid agility. Long-legged riders may feel a bit cramped because of the high footpeg position that supplies a generous amount of lean angle before they begin dragging. The seat is reasonably comfortable and roomy, but short riders will whine about the 32.5-inch seat height. A lower accessory seat reduces height by 1 inch.  

2024 Triumph Street Triple 765 R
The Street Triple R, priced at $10K, is an undeniable value. Note the mirror positioning compared to the RS.

GEAR UP

While the RS gets a vivid 5-inch TFT instrument panel, the R gets a more basic LCD screen augmented by a diminutive TFT panel. It’s perfectly adequate if not visually brilliant. Both can be connected to phones via Bluetooth.  

The star of the Street Triple show is its compact three-cylinder engine that emits some of the most pleasing sounds ever trumpeted by a motorcycle – a mix of inline-Four scream tempered by a hint of twin-cylinder thrum. In addition to being delightfully sonorous and pleasingly smooth, it’s blessed with a wide swell of power that can easily carry a higher gear than typically optimum yet lunges for horizons with a howling top-end climax. Torque peaks at 5,500 rpm, which is below the halfway point of its rev range.  

2024 Triumph Street Triple 765 R
The Street Triple R has everything you need for an entertaining streetbike – except wind protection.

New throttle maps for the three ride modes (Rain, Road, and Sport) are finely tuned to deliver precise and user-friendly throttle responses. Traction and wheelie control settings are tied into each ride mode. The “Rider” mode can be tailored to personal preferences. A slip-assist clutch eases lever effort and sloppy downshifts.  

Related: 2023 Triumph Rocket 3 R | Road Test Review

Handling is another Street Triple strong point, now with minimally less rake and trail. It quickly bends into corners and provides confidence-inspiring feedback. The suspensions of the bikes on our street ride were set up to be compliant on the damp and occasionally bumpy Spanish backroads, but preload and damping (both compression and rebound) can be dialed up to suit rider weights and inclinations.  

2024 Triumph Street Triple 765 R
The Street Triple R is classy, thrilling, and capable.

The RS version has higher-end brake components, but there’s nothing wrong with the R’s for street usage. Brembo M4.32 calipers bite on 310mm rotors up front and provide strong power and the security of cornering ABS. The brake lever next to the Nissin axial master cylinder has a wide adjustment range to suit hands of all sizes. Application of the front brake subtly engages the rear brake to help settle the chassis during corner entries, but it’s entirely seamless and can be disabled in Rider mode settings.  

Story continues below 2024 Triumph Street Triple 765 R photo gallery

2024 Triumph Street Triple 765 RS On the Track 

2024 Triumph Street Triple 765 RS
The Street Triple demonstrated its sporting prowess at the Circuito de Jerez MotoGP track.

The RS version of the Street Triple includes everything good about the R and dials it up to a more premium and slightly faster experience. Stylewise, you’ll notice the addition of a chin fairing, a cowl on the passenger seat, and a stitched seat. The RS also includes a deflector in front of the rear sprocket to prevent errant items or digits from entering, an item unappreciated until it’s needed. Ask me how I know.  

2024 Triumph Street Triple 765 RS
New engine internals help bring output to a claimed 128 hp on the Street Triple RS. Also new the muffler, now with a single catalyzer instead of a pair of them.

The RS’s cockpit is graced by TFT instrumentation that includes a lap-timer function, along with more comprehensive switch cubes. Unlike the R, the RS can be fitted with cruise control as an option. Heated grips are another option, which were gratefully fitted to the bikes on our chilly street ride. Bar-end mirrors replace the ones mounted atop the handlebar on the R. 

2024 Triumph Street Triple 765 RS
Knee down but not dragging footpegs demonstrates the cornering clearance of the Street Triple.

While engine internals are unchanged from the R, different ECU settings endow it with 10 extra ponies at its top end, to 128 hp at 12,000 rpm. A higher-end Showa fork damps bumps up front, while an Öhlins shock does duty out back. Sticky Pirelli SuperCorsas replace the R’s ContiRoad rubber.  

Riding a naked sportbike on a MotoGP racetrack seemed incongruous before I arrived at Circuito de Jerez, but that proved not to be the case. The Street Triple RS was fully capable of cutting quick laps, suffering only a lack of wind protection while traveling at speeds reaching 140 mph at the end of the back straightaway.  

2024 Triumph Street Triple 765 RS
Following the tire tracks of MotoGP riders at Circuito de Jerez was a rare treat on a streetbike.

The RS adds a Track setting to the R’s ride modes, which disables the linked brakes and cornering ABS for a purer riding experience. Track mode also ups the limits of traction control, wheelie control, and ABS interventions. Kudos to Triumph for enabling high limits for the electronic nannies on track. Unlike some systems that intervene too early when riding aggressively, I wasn’t tempted to disable any of the RS’s safety nets. The TC indicator lamp frequently flashed on the TFT, but intervention was so smooth that I mostly wouldn’t have otherwise noticed it.  

2024 Triumph Street Triple 765 RS
The Street Triple proves you don’t need a faired sportbike to cut quick laps on track.

The bike’s handling prowess is enhanced by sharper steering geometry due to a slightly taller rear ride height, tightening the rake angle to 23.2 degrees from the R’s 23.7 with a marginal decrease in trail. The bike proves to be agile but without any hint of instability, even when the front tire is dancing just above the tarmac during acceleration events out of lower-speed corners. It’s notable that no steering damper is fitted and isn’t needed.  

2024 Triumph Street Triple 765 RS
Tucked in and blasting through the air to 140-mph speeds at the Jerez racetrack.

GEAR UP

Although I have no complaints about the R’s brakes for street use, I was happy to have the RS’s higher-spec units at the racetrack. The front brakes begin with a radial-style Brembo master cylinder that includes an adjustable lever ratio as well as an adjustable span feeding Brembo’s class-leading Stylema monoblock calipers. They are nothing short of stellar. Oddly, the lovely black Brembo MCS lever’s adjustment range doesn’t bring it as close to the grip as the plain-looking silver lever on the R.  

2024 Triumph Street Triple 765 R RS
The hills are alive with the sound of music from the Street Triple’s sonorous three-cylinder engine.

The RS proved to be far more worthy of racetrack exploration than I had imagined. Its versatile and punchy motor allowed a choice of gears in corners, so it could be tractored out smartly or revved out until it screamed. Throttle modulation is excellent, and its quickshifter is a wonderful aid on track. Cornering clearance is bountiful, so you’ll need to be a bit of a track hero to drag its pegs.

Story continues below 2024 Triumph Street Triple 765 R photo gallery

What’s Not to Like About the Triumph Street Triple 765? 

A sign of motorcycle excellence is when a reviewer must search for things to complain about, and that’s the case here. Really tall or really short riders might complain about the rider triangle layout, but it fit me well – I’d be comfortable enough to use it for light-duty touring and tolerate the wind blast or find a fashionable windscreen.  

We know it’s a superb bike when my biggest complaint is that I couldn’t clearly see the shift lights while revving the bike out at the track. Unless you’re cutting hot laps at a racetrack, this is a complete non-issue. A larger fuel tank would be nice, but a 150-mile range isn’t a deal-breaker.  

See all of Rider‘s Triumph Motorcycle coverage here.

The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes. It’s more debonair than the 3-cylinder Yamahas (MT-09, XSR900) and will blow away a KTM 790 Duke. Just as thrilling and likely a bit more agile is the 890 Duke R, but the KTM retails up at $12,949 and lacks the Triumph’s soul-stirring soundtrack.  

Which brings me back to the Street Triple R. It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K. At a $2,600 saving over the admittedly cooler RS, I’d say it’s one of the best values in motorcycling.  

2024 Triumph Street Triple 765 RS
Along with the chin fairing, the RS version of the Street Triple includes a seat cowl for a sportier appearance.

2024 Triumph Street Triple 765 R / RS Specs

  • Base Price: $9,995 / $12,595 
  • Website:TriumphMotorcycles.com 
  • Warranty: 2 yrs., unltd. miles 
  • Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.  
  • Displacement: 765cc 
  • Bore x Stroke:  78.0 x 53.4mm 
  • Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim) 
  • Torque: 59 lb-ft @ 5,500 rpm (factory claim) 
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch
  • Final Drive: Chain 
  • Wheelbase: 55.1 in. 
  • Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in. 
  • Seat Height: 32.5 in. / 32.9 in. 
  • Wet Weight: 417 lb / 414 lb 
  • Fuel Capacity: 4.0 gal. 
  • Fuel Consumption: 38.8 mpg (EPA) 

20 COMMENTS

  1. I’m a make who is exactly average in height. I find it insulting in the extreme that riders who are fortunate enough to be above average in height, like I’m assuming this writer, consider it “whining” that I too would like to enjoy motorcycles. Really poor choice of words there. I actually test drove the striple recently and found the height acceptable. Not ideal but acceptable. Ultimately, I chose the mt09sp as I liked the engine tone, powerband, and safety suite better. It was a hard choice as I absolutely love my bonneville.

    • If you found the seat height acceptable, then what are you complaining about? Our test rider is 5-foot-7 with a 31-inch inseam, so he’s actually shorter than the average height of U.S. males (5-foot-9).

      • I would agree with Paul in assessing the language used.
        “short riders will whine about the 32.5-inch seat height”
        While the author’s height is below average, his 31″ inseam is more typical of a 5′-9″ individual. He does not have the same perspective of an individual with a 29″ inseam, which is more typical of someone who is 5′-2″ to 5′-5″.
        My inseam is 30″. Could I competently ride this bike? Yes, but I have hundreds of thousands of miles behind me. Would I prefer a 30″ seat? Absolutely.
        The tone, and the approach of manufacturers, leaves a number of young male riders, and at least half of female riders, daunted by the prospect of not being able to flat-foot the bike.
        Yes, I know, you recently published an article on bikes for short riders. The list is very limited. If you, and the industry, want new riders to join our sport, you would be advised to embrace the segment of the population you are mostly ignoring. With all due respect.

      • One more comment. I owned a 2006 Honda ST1300. It had a height adjustable seat. The engineering was simple, and added very little to the cost or added weight. That allowed the bike to be ridden by a broader range of riders. I know, it went out of production. That doesn’t make this a bad idea. Height adjustable handelbars could also make for better ergonomics. Manufacturers will not move toward this unless pushed, or shown that it will lead to more sales and more riders.

        This Street Triple may not be a good beginner’s bike, but it could certainly be a good bike for a relatively new rider. Low weight, fairly low center of gravity, high torque at relatively low rpm, impressive engine/ traction management.

        Often the response to short riders is, “Well, if you are a skilled rider, you don’t need to touch toes on both sides, and certainly don’t need to flat foot it.” True, but if we are talking about new riders, by definition they don’t have that skill set. Flawed logic, if we want to grow the sport.

      • Perhaps these “Whiners” need to look up what a “Snowflake” is. People are so easily offended these days. Find a bike that fits and ride it!

      • Paul’s point is right on. The article notes that ” Long-legged riders may feel a bit cramped because of the high footpeg position”. Fair enough. Then, the writer opines that “short riders will whine about the 32.5-inch seat height”. Really? Long-legged riders may feel something is true but short riders will whine? That was at best an ill-advised, poor choice of words.

        The follow-up comment from someone at Rider Magazine (“Motorcycling at Its Best”) ignores the substance of Paul’s comment. Instead, “Rider Magazine” asks him what he’s complaining about since he liked the bike. That’s a head shaker. It’s poor practice to insult readers of your publication intentionally or otherwise. IMHO this site would do well to focus on our shared love of motorcycles and motorcycling. Period.

        As a side note, the Street Triple is a motorcycle that I’m considering for purchase. If that happens, I assure you there will be no whining. Ride on and keep the shiny side up!

    • After reading your comment, I went back and reread what the tester wrote. His exact words were, “Really tall or really short riders might complain about the rider triangle layout, but it fit me well . . .” He didn’t say “whining,” and I didn’t infer that he was he was of above average height. I’m not sure how you found his words “insulting in the extreme.”

  2. It is a fantastic bike that offers a thrilling ride. Its powerful engine, agile handling, and impressive brakes make it a joy to ride on both the street and the track. Overall, it’s an excellent choice for riders looking for a high-performance naked bike.

  3. The Triumph Street Triple seems like an impressive addition to the Triumph family, with its sleek design and powerful engine. It looks like a promising ride for motorcycle enthusiasts.

  4. I am a shorter rider at 5’6”. I did not take offence to the comment because I know I would not whine about it. Perhaps the people so offended should look in the mirror. Considering this bike as an addition to the stable.

  5. In reference to Paul’s comment.
    What taller riders don’t seem to consider is that even if you can flat foot a bike, if your legs are extended out to where you’re just barely touching the ground, if you stop on extremely uneven ground, by the time you touch your foot down on the low side, the weight has shifted over so far, that you’re likely to go down. I recently went down on my 800 twin BMW (422 pounds and a 32” seat height) in the exact same scenario that I just described. I’ve ridden many many Harley baggers that weigh more than twice as much as that BMW and I’ve never put one down while astride of it. I used to be 5’11”, but at 77 years of age I’ve shrunk down to just over 5’10” with a 31” inseam. I’ve seen some pretty short males and females riding the larger Harleys and not complaining about the weight or the seat height. It makes a huge difference when you’re flat footed on a bike with your knees significantly bent. Nuff said.

  6. The comment section is all little guys getting butt-hurt over the writers choice of words, proving his point exactly. whiners. you whine over the seat height then whine because you don’t like someone calling you a whiner.. Jeez. us tall blessed guys can’t catch a break!

  7. “insulting in the extreme” – comment by Paul about the writer’s “whining” word choice about shorter riders complaining about the seat height of the ST3 is ridiculous! The writer didn’t mean in anyway to insult someone of short stature. After he mentioned the 32.5” seat height, he followed up informing us of the lower accessory seat available. Triumph’s low seat reduces the seat height to 31.4.” I highly doubt that a person of short stature would complain about that. With the seat height at 31.4” or 32.5” – this bike will fit anyone except for a midget. Poor choice of word – “whining” – come on, nothing was insulting in anyway with that word. And, as far as the 32.5” seat height, that’s right at the upper limit of average. I’m only 5’8.5” and I’ve only thought a street bike with a seat height of 32.9” to be on the high side, like the Kawasaki Z900RS. But Kawasaki like Triumph addresses the potential too tall seat with an optional reduced reach seat to satisfy most all customers. I really question whether Paul is of average height, why else would he take such offense to the writer’s word use?

  8. Looks like the 2024 Triumph Street Triple 765 R list at $10,195. You mentioned that its main competitors are Yamaha’s MT-09 and KTM’s 790 Duke, with the MT-09 being the main one. What about the Aprilia Tuono 660? Its price is $10,499, so within $300 of the ST3 R base version. It’s not a triple, but a very capable parallel-twin with 100 hp and about 50 lb-ft torque. Acceleration wise, it’s almost as quick as the upscale RS version, just a tad slower. And regarding electronics, it’s loaded with the latest tech. Another great thing about the Aprilia is that it’s the lightest naked middleweight available at just 403 lbs. wet. The only main difference other than engine type is that it’s semi-faired, thus has better wind protection, actually a big plus. Nothing less, it is a naked bike per Aprilia. It has very comfortable ergonomics in the rider’s triangle, bar-seat-pegs. Why would the exceptional sporty Aprilia Tuono 660 not be worth comparing to the Street Triple? I think it’s a better bike than the almost perfect ST3, definitely on my short list of future bikes.

  9. We need to have a comparison road test review of the Triumph Street Triple 765 R vs the Aprilia Tuono 660, both upscale brands, both naked middleweights, comparable specs, equipment, seat heights, etc. And regarding engine displacements, the Tuono 660 has a 659cc capacity parallel-twin vs the Street’s 765cc inline-3, just a difference of 106ccs. It’s closer than the difference between the Yamaha MT-09’s 890cc engine, which is a difference of 125ccs. Seriously, bring this true middleweight shootout in a write up comparo road test instead of a middleweight vs an upper-middleweight 900. Many of your followers would love to read it. The Italians vs the Brits— highly anticipated road test shootout!!!

  10. Aprilia Tuono 660 (base) vs higher spec Triumph Street Triple 765 RS in acceleration:

    Tuono 660 — QM 11.3 secs. at 120 mph
    ST3 765RS — QM 10.79 secs. at 132 mph

    The smaller, less expensive Tuono is only a half second slower than the up-spec Street RS. Aprilia has an extensive background in moto racing and incorporates that into their street bikes. Other than the impressive acceleration of its small parallel-twin engine, the Tuono has larger front rotors at 320mm and goes with Brembos front and rear. It’s loaded with high tech electronics like TC, WC, EB, EM, CC, and 5 ride modes. Definitely worthy of a road test vs the ST3 765R (base model). Please make note of a suggestion for a future road test review b/w these two bikes.

  11. I have just bought the 765 rs 2024 and damn it’s a beast baring I’m only 5ft 4 it’s not that bad it’s defo a step up from the benelli leoncino 125cc I had before, I can put two feet on the ground not fully but still safely enough to hold the bike, I suppose as im lighter it will go little faster than the podgy tall riders! I could have gone R regarding seat height but for £1500 more the rs is more suitable and abit lighter even if its 1kg!

LEAVE A REPLY

Please enter your comment!
Please enter your name here