triumph street triple tft display factory

We have been made aware that customers of the New Speed Triple 1200 RS with Apple iPhone handsets will initially have limited functionality using the My Triumph Connectivity System. This is to be rectified soon in a future instrument software update for this model expected in late July/early August.

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From there, the Triumph Street Triple went through a myriad of changes, facelifts, and alterations. All of which were aimed at making the machine the pinnacle of the naked sports category.

The first version of the Street Triple looked like a carbon copy of the larger and more powerful Speed Triple. So much so that to the uninitiated the two bikes would be almost indistinguishable. The 675cc roadster even wore similar-looking high-level, double-barrel silencers. Other family traits carried over were the small dash-mounted fly screen/binnacle and of course the big, bug-eyed headlights.

The biggest difference, apart from the exhaust note, was the Street Triple’s conventional swingarm, where the Speed Triple wore a single-sided unit and the frame which was a cast alloy compared to the Speed Triple’s more tubular affair.

In a shrewd move by the team at Triumph, it wasn’t long before the Street Triple was joined in the range by its higher-spec, more powerful and better-looking sibling. The Street Triple R got fully adjustable suspension, 105bhp on tap, uprated brakes and a slightly tweaked stance. The whole bike looked and felt more purposeful, with a slightly taller 805mm seat giving an edgier, more racy riding position.

If you were lucky enough to scoop up one of the trick-looking grey and gold versions (above), you were also sitting on probably the most desirable Street Triples to roll out of the factory gates.

For 2012 Triumph made one of the biggest changes to the Street Triple range, and the 675cc followed suit and gained the same fox-eye headlights as the 1050cc machine. The restyled machine divided opinion, and with little difference between that and the 2008 model – in terms of spec and performance – 2012 is almost a forgotten version of the machine.

Either Triumph couldn’t leave the crayons alone or they’d realised that the previous version wasn’t quite sitting right with the public. Either way, the 2013 Street Triple put some space between itself and the ousted models. Both bike’s weight was trimmed by 6kg, partly thanks to a new cast sub-frame as opposed to the old tubular item and also due to a completely revised frame.

Solidifying the bike performance potential saw Triumph uprate the radial stoppers to the Street Triple R.. The machine also had a slightly higher seat than before and more aggressive geometry that helped make the Street Triple R one of the quickest turning machines on the market. This latest version also goes back to wearing the small dash-mounted fly screen as the original Speed Triple.

The RX version of the Street Triple was a small step forward in terms of spec for the range. It included all the goodies of the R but was bolstered by a quickshifter. This alone wasn’t enough to justify a new model, so Triumph slapped on the pointy seat unit from the Daytona and presto – a new top of the range Street Triple was born!

With ever-tightening Euro regulations to bow to, Triumph’s 2017 Street Triple gained a 765cc engine with 112bhp and howling Moto2-spec exhaust note. The 765 Street Triple is now a three bike family.

The Street Triple R has 116bhp @ 12,000rpm, the R includes four riding modes, new angle-adjustable full-colour TFT instruments with 5” screen, fully adjustable Showa suspension and Brembo M4.32 radial monobloc front brake calipers.

The top-spec RS gets the most powerful engine in the current Street Triple family 121bhp @11,700rpm, Brembo M50 monobloc front brake calipers, fully adjustable Showa ‘big-piston’ forks, Öhlins STX40 fully adjustable rear monoshock, an additional ‘Track’ riding mode, lap timer, quickshifter, and Pirelli Diablo Supercorsa SP tyres.

A major 765 engine update – more power at 118HP, more torque at 59LB-FT, improved responsiveness, faster acceleration, and a new freer-flowing exhaust for all of that trademark triple sound.

Optimized cornering ABS, supported by an IMU with tailored settings integrated into each of the Street R’s four riding modes ensures the optimum braking performance at any lean angle.

Improved control for this new generation comes courtesy of new 0.47in wider handlebars, giving the Street Triple 765 R a more focused and commanding riding position.

With an accessible seat height of 32.51in on the Street Triple 765 R, an accessory low seat option, with 3D net technology for enhanced comfort, can be fitted to reduce the height by 1.10in.

The Street Triple 765 R features a user-friendly multi-function instrument setup with integrated TFT display. Intuitive and logical, the four riding modes are easily navigated via the ergonomically optimized switchgear.

The Street Triple 765 R’s striking new aesthetic delivers the unmistakable Street Triple design DNA, with all-new 3.9-US gallon tank, silencer, radiator cowls, headlight finisher and rear bodywork for the most aggressive attitude and poise yet.

The Street Triple 765 R’s premium specification is completed by a Shift Assist up-and-down quickshifter, Slip & Assist clutch, full-LED lighting, front wheel lift control and Continental ContiRoad tires.

*Does NOT fit the non-TFT display equipped Street Triple models including ’17+ 765 S, ’20+ 765 R, or ’17+ 660 LAMS models. See our ’17-’19 765 S Conversion or ’20+ 765 R and S Conversion*

Taking the performance, specification and finish to a higher level the Street Triple R delivers the perfect blend of power and performance for focused road riding.

With an even more powerful engine set-up, with up to 11.3% more peak power than the previous model at 118PS @ 12,000 rpm, the ‘R’ delivers a host of additional features including four riding modes, new angle-adjustable, full-colour TFT instruments with 5’’ screen, fully adjustable Showa suspension and Brembo M4.32 radial monobloc front brake calipers.

Adjust throttle response, ABS, and traction control settings at the touch of a button. The Street Triple R delivers 4 riding modes; Road, Rain, Sport, and Rider Programmable.

The Street Triple R gets an all-new 765 Triple engine with its own model-specific camshaft that delivers an amazing 11% more power at 116 HP @ 12,000rpm and peak torque at 57 Ft-Lb @ 9,400rpm.

The Street Triple R comes with ø41mm upside-down fully adjustable Showa separate function big piston front forks with 115mm travel, and a Showa piggyback reservoir monoshock rear suspension unit.

The Street Triple R gets premium Pirelli Diablo Rosso Corsa tires as standard delivering sharp and precise handling, as well as excellent stability and grip on the road.

Key information includes speedometer, rev counter, riding mode, gear position, fuel gauge, odometer, trip meter, journey distance, trip displays, fuel consumption, and range to empty.

Switchable ABS brings a new level of control to the Street Triple R, while traction control manages both power and torque when the traction is compromised, maximising rider safety and control.

To navigate the new instruments on the Street Triple R there are new switchcubes with an intuitive 5-way joystick control that have been ergonomically optimised to be easy to use.

The engine set-up for the Street Triple S delivers more performance than the previous generation across the rev range, particularly low-down and in the mid-range. The S tune provides more peak power, increasing to 112 HP @ 11,250rpm as well as an increase in peak torque, climbing to 54 Ft-Lb @ 9,100rpm.

The Street Triple RS engine delivers the highest level of power ever for a Street Triple, making it the ultimate performance street motorcycle. Peak power is increased, delivering 121 HP @ 11,700rpm and peak torque provides 57 Ft-Lb @ 10,800rpm.

The Street Triple R and RS are both fitted with a new slip-and-assist clutch system that brings a lighter action and helps reduce clutch lever effort for the rider. The new system delivers even more rider comfort and control and acts to reduce wheel hop and chatter from the rear end under heavy braking.

These latest Street Triples have a revised airbox, providing much better induction sound on acceleration, for a deeper and richer Triumph Triple roar. The exhaust system delivers better performance and style, minimising its visual effect and reducing the bike’s overall weight.

Offering both an addictive everyday ride and a full-on track weapon in one awesome motorcycle, at the heart of the Street Triple is the same 765cc engine that’s exclusively powering the FIM Moto2™ Racing World Championship.

Building on the Street’s well-earned reputation for its quality, character and style, this latest Triple range delivers more in every way. Here are ten reasons why Street Triple riders love their ride so much.

Leaner and meaner than ever, these latest Street Triple models are lighter than the previous generation, holding their position as the lightest bikes in class. That weight reduction, combined with the new higher power 765cc engine, has created an amazing power to weight ratio that’s key to the game-changing performance of the Street Triple. This is a truly explosive, agile and exciting ride. The new gullwing rear swingarm, specifically designed for the new range, delivers increased longitudinal torsional stiffness, combined with an engineered reduction in lateral stiffness. This maximises stability at the highest speeds achieved by the Street Triples and delivers tighter corner exit capability and a more precise chassis behaviour, which can be felt on both road and track.

This Street Triple range is fitted with a higher specification suspension all round, developed and tuned specifically for the latest models. The range-topping Street Triple RS benefits from the highest-specification Showa big piston ø41mm front forks (adjustable for preload, rebound and compression damping), while the rear suspension unit is a premium Öhlins STX40 piggyback reservoir monoshock. The mid-range Street Triple R has ø41mm upside-down fully adjustable Showa separate function big piston front forks with 115mm travel for improved riding comfort without compromise and a Showa piggyback reservoir monoshock rear suspension unit. And the Street Triple S comes with Showa upside-down ø41mm separate function front forks with 110mm travel and a stepped preload-adjustable piggyback reservoir monoshock rear suspension unit.

This Street Triple line-up all have a higher specification brake set-up than the previous generation. The Street Triple RS has range-topping Brembo M50 4-piston radial monobloc calipers on the front, with ratio and span adjustable lever and a Brembo single piston sliding caliper on the back. The Street Triple R has Brembo M4.32 4-piston radial monobloc calipers and a Brembo single piston sliding caliper on the back for greatly improved stopping power over the previous generation. And the Street Triple S is fitted with Nissin 2-piston sliding calipers on the front and a Brembo single piston sliding caliper on the back.

High specification performance tires have been fitted to all Street Triples to complement their higher performance and sporting prowess. The Street Triple RS comes with range-topping Pirelli Diablo Supercorsa SP tires that provide advanced sporting performance for road and the occasional track use. While the Street Triple S and R models are fitted with premium Pirelli Diablo Rosso Corsa tires, for sharp and precise handling as well as excellent stability and grip on the road.

Based on the celebrated Daytona 675 powerplant, the latest 765cc has been designed to deliver a major improvement in performance, particularly in low-down and mid-range torque. Add to that a new ECU and tune, freer flowing exhaust, and a dedicated power set-up tailored for each of the three models and you get the most thrilling Street Triple engine ever.

With three Street Triples to choose from, each with a unique level of power, performance and suspension set-up, there is a tailor-made option for each rider and riding style. From the Street Triple S (built for focused road riding) up to the Street Triple RS (the ultimate performance street motorcycle), each one delivers all of the character and easy rideability the Street Triple is loved for.

The Street Triple range takes the distinctive and dynamic styling of the original to a whole new level, incorporating more nose down focused attitude, with enhanced contemporary and aggressive lines, new bodywork, a sportier twin-seat design and the highest level of finish throughout. There’s more contemporary bodywork with stunning detailing, including new radiator cowls, improved mudguards and rear body panels. There is a new body-colour matched fly screen with integrated air intake, which on the Street Triple S has a more road-focused profile and greater aero protection, and on the Street Triple R and RS has a more aggressive, sharper and sportier profile. The RS has an even higher level of finish with colour-coded belly pan, colour-coded pillion seat cowl with interchangeable pillion seat, and chain guard as standard.

The Street Triples all feature an all-new sharper, sportier twin seat design that has been inspired by the Daytona R and Speed Triple – with no comfort compromise. The Street Triple R and RS have enhanced seat stitching detailing and embossed Triumph logo. On top of this, the range is packed with higher quality details, including rider heel guards and forged pillion footrest hangers. The Street Triple S has a black powder-coated main frame, sub-frame and swingarm. The Street Triple R features Triumph’s signature red rear sub-frame and wheel pinstripes, and the RS has an all-new matt aluminium silver painted rear sub-frame.

The Street Triple represents the very best in rider technology, all designed to deliver the most exciting and engaging Street Triple ride ever, with up to five riding modes, new ride-by-wire, ABS, and switchable traction control, as well as full-colour 5” TFT instruments, LED DRL* headlights (R and RS), and even a quickshifter and lap timer on the RS, the Street Triples set a totally new benchmark. *Please note that the DRL function is not available in all markets – please check with your local dealer.

Personalise your Street Triple with a superb range of over 60 top quality accessories that have been designed alongside the bike itself to enhance its performance and style to suit your ride and create your own unique Street Triple.

Triumph Motorcycles is the exclusive engine supplier for all Moto2™ teams. This official partnership enabled Triumph to produce the first-ever Dorna Moto2™ licensed road bike: the Daytona Moto2™ 765 Limited Edition.

Celebrate Triumph’s return to top-tier racing as exclusive engine supplier to all FIM Moto2™ World Championship teams, with this brand new range of authentic casual wear clothing.

For the past 30 years, ever since John Bloor relaunched Britain’s legendary Triumph marque in 1991 with a range of three- and four-cylinder motorcycles that dared to target Japan Inc. head on, Triumph has always done things differently.

This included dropping its four-cylinder 1000/1200cc models in 1998 because, despite being the first to feature twin balance shafts in their engines to counter vibration, Bloor determined that these bikes were “too Japanese.” He wanted Triumph’s models to stand alone—hence the focus ever since on various triples of different capacities, and, since the return of the Bonneville in 2000, parallel-twins. The latest manifestation of that is the new-for-’22 Triumph Speed Triple 1200 RR—the British brand’s long-awaited first large-cube sportbike for a very long time, only done very differently.

Of course, after Triumph made such a success out of going its own way with bikes that were unique in the marketplace, it was inevitable that these would end up being copied, hence Yamaha’s range of MT-09 triples, ditto MV Agusta’s 675/800 models, and Royal Enfield’s retro-style 650 parallel-twins. But John Bloor, his son Nick, and the man they’ve charged with enacting their game plan, Triumph’s Chief Product Officer, Steve Sargent, have continued to forge the company’s distinctly individual model strategies together with Triumph’s head of engineering Stuart Wood, 57, a 35-year company veteran who joined Bloor’s R&D team in 1987, three years before the debut of the first bikes bearing the revived British brand’s historic badge.

“We wanted to build on the basis of the Speed Triple 1200 RS we launched earlier this year, which has been an immediate success with 3900 examples purchased in just the first six months,” says Wood. “So, we’ve aimed at combining the engagement and agility plus the pinpoint handling of a 765 Street Triple, with the performance and attitude of the latest generation Speed Triple 1200 RS, clothed in the styling of a traditional-type British café racer, expressed in a modern context.”

It has indeed been quite a while since Triumph last featured an outright sportbike in its range, not since the 2006 demise of the much-loved Daytona 955i launched in 1997, in fact. This was a good bike with heaps of personality thanks to its then unique-sounding three-cylinder motor, albeit not quite up to its Japanese rivals in terms of outright performance. The Daytona 675 was a middleweight contender, not a 1000cc-plus beast, and Sargent & Co. have focused on expanding their offerings in the Adventure bike market, while seemingly ignoring the go-faster customer. Not anymore, though.

But rather than tackle the superbike market head-on by trying to compete directly with Fireblades, Panigales, R1s and the like, Triumph has decided once again to go its own way. Whereas when they originally created the Speed Triple back in 1994, Triumph’s R&D team simply deleted the bodywork from the three-cylinder Daytona 900 sportbike and changed the handlebars to produce a stripped-out sportbike, this time around they’ve done the opposite, and added a frame-mounted café-racer-style half-fairing and fitted clip-ons to make a semi-streamlined ultra-bike out of a naked hotrod.

But beneath the RR’s sleek, airy-looking styling with the single LED headlamp lies the identical cast aluminum chassis of the 1200 RS, as well as its engine in an identical state of tune. So the Speed Triple 1200 RR is essentially a 1200 RS with the addition of a half-fairing, an altered riding position with clip-on handlebars, and Öhlins Smart EC 2.0 OBTI electronically-adjustable semi-active front and rear suspension.

But as I discovered in an action-packed day comprising the press launch in southern Spain, during which, in a short but challenging 75-mile morning ride along the legendary A-397 Ronda Road down to the coast and back, I rode the Triumph in almost every single possible road condition ranging from drizzle and damp roads to sunshine and super grip, ending with three sessions on the glorious Ascari Race Resort’s full 3.37-mile circuit, this is a bike that’s much more than simply the sum of its parts.

For the changes that Triumph has made in creating the RR version have delivered a motorcycle with the same hugely impressive level of performance as the RS, but its own distinct personality. The result is not only the most powerful Triumph motorcycle ever built, but also arguably the most fun, and surely the most capable, to ride.

While still meeting Euro 5 compliance, the 2021 Triumph Speed Triple 1200 RR is the most potent and most torquey member of that family yet built, thanks to its completely new clean-screen larger-capacity transverse inline three-cylinder motor shared with the RS, measuring 90 x 60.8mm for an 1160cc displacement.

This delivers 178 horsepower at 10,750 rpm, a massive 49.5 horsepower step up from the previous motor on an engine redlined at 11,150 rpm, and the same horsepower the Aprilia Tuono V4 1100 RR delivered at birth. However, peak torque of 92 lb-ft comes at 9000 rpm, a significant increase from the outgoing model’s 82 lb-ft at 7500 rpm, but delivered higher up the rev range, which means it’s lost some of the old Speed Triple’s lusty low-down grunt.

But while you’re more conscious of that on the naked RS, it’s not something you worry about too much on the RR, for the simple reason that you can’t really help riding Triumph’s new modern-era café racer like the half-faired Superbike it really is.

Those horsepower numbers are all present and correct, but to really max out the brutally strong real-world performance available from the Gen 3.0 Speed Triple, you need to rev it quite a bit higher than before, while still surfing that midrange torque curve which crests at 9000 revs. Doing this delivers monstrous acceleration that’s very well controlled by Triumph’s electronic package linked to a Continental six-axis IMU, which features five riding modes – Rain, Road, Sport, Rider-configurable, plus a Track mode with minimal ABS and TC intervention, which are both anyway switchable.

Settings are finely tunable via the backlit switch cubes and full-color five-inch TFT dash, and the My Triumph connectivity system is also fitted as standard. Both Android and iOS compatible, this enables phone call and music operation, Google Maps-linked turn-by-turn navigation, and GoPro control.

Four-way adjustable lean-sensitive TC with integrated anti-wheelie control, both switchable, are also fitted, plus two-stage Cornering ABS. There’s also cruise control, a lithium battery, keyless ignition and a two-way clutchless powershifter on which, unlike on the RS, I found it was hard to get consistently clean upshifts, maybe because the ignition/fuel cutout is too short in certain circumstances. But revving the Triumph motor out to five-digit engine speeds in the gears to the muted but still thrilling tenor tone produced by the Euro 5 compliant 3-1 exhaust, is two-wheeled utopia. The pickup from a closed throttle is smooth and controlled, even in Sport mode—it’s no less insistent, just without the snatchy pickup of some other sportbikes whose mapping displays excessive eagerness to get going.

Thanks to a 12% reduction in powertrain inertia, the engine is even more responsive and picks up revs notably quicker than the old Speed Triple—it feels sharper, and sounds sharper, too. Because of the all-new freer-breathing intake and 3-1 exhaust system, this is rather improbably (given Euro 5 restrictions) the best sounding Speed Triple yet produced, with a visceral intake roar and trademark deep-throated triple exhaust howl. Just as on the RS, it’s great to listen to this mechanical cantata from the hot seat, and this explains why there’s no aftermarket exhaust can in the 35-strong list of accessories!

Triumph has included an updated version of its so-called “slip-assist” clutch on the new Speed Triples, but it’s a ramp-style slipper clutch by any other name, which retains enough engine braking still dialed in to help the excellent Brembo Stylema radial brakes stop you hard and late when you squeeze the adjustable lever, while ensuring good stability in stopping hard from high speed. The cable-operated clutch has a pretty light action, which was a welcome surprise considering how much torque it has to deal with. This new version of Triumph’s streetfighter holds a line very well on the brakes, and it won’t sit up on you if you stroke the front brake lever to lose a bit more speed, so that you miss the apex and head for the hedges, and the pickup when you get back on the throttle again is always measured and controlled. It also holds a line well around fast 75-mph sweepers such as abound on the Ronda Road, too.

But even without that added bonus, the Triumph RR’s semi-active Öhlins Smart EC 2.0 OBTi electronic suspension provides a higher level of response and compliance from the 43mm upside-down fork and RSU monoshock with progressive rate link compared to the RS model’s mechanically adjustable hardware from the same Swedish company.

But there’s a very good chance that the Öhlins EC system is that long-awaited best of both worlds between conventional front-suspension technology, and an alternative front end like a Britten/Saxtrak or Fior or Tesi system. Kudos to Triumph for bringing it to the highway in this three-cylinder ultra-sports café racer that’s very much unlike anything else you can buy—for the time being at least!CN

Heading into turn 1 at Circuit de Catalunya at an indicated 144mph, the slipper clutch, operated by a super-light clutch lever, keeps the rear wheel in check as you bang down through the gearbox and engage the mighty Brembo M50 brakes to rapidly haul down the digits on the display. It"s an intoxicating experience.Triumph

But it doesn’t end there. Triumph has integrated a series of engine modes via the electronics package. Riders can choose between five modes on the RS: rain, road, sport, track and rider. Full power is available in every mode - even rain - but how the power is delivered is the main difference. Rain, road, sport and track are hopefully self-explanatory offering differing amounts of throttle response, traction control and ABS, but rider mode enables the rider to adjust the levels of traction control and ABS to suit their riding ability and track conditions.Triumph

So is this the best Street Triple to date? Yes. The electronics package and large TFT display bring it firmly into 2017. The slipper clutch, quick shifter and Brembo front brakes make it a track weapon to reckon with. The finishing and detailing ooze quality and class. The 765 is all we ever wanted in a Street Triple. Buy one.

That said we are living in times when the disapproval crowd has some strong sway; electric versus petrol, eco versus raw grunt, emissions versus output, ad nauseum. So while the new Triumph Street Triple 765 range meets standards, it also pushes the limit of what is possible, and pushes it damn hard. So let’s damn well enjoy it while we can.

Simply put, the test motorcycle I took delivery of was bloody breathtaking. Derived from the bones of the former, well-loved, Daytona 675, the 765 Street Triple is an all-new radicalisation of the format.

Light at 166kg dry claimed, the screaming free-revving triple generates 121bhp (90.4kW also claimed) in the RS version, and the journey from five grand to 11-plus rpm in the gears is searingly quick. The speed-shifter takes gear changes from quick to imperceptible and the bike generates a wall of speed that thrills the soul, and also managed to shed thirty years of fatigue and worry from this particular rider. I rode this bike in fair weather and foul, I just couldn’t keep my paws off it.

Access to these comprehensive menus is via the HOME button on the right handlebar and controlled via a five-way switch on the left handgrip; forward, backward, up and down, and push in for select. Pushing the home button brings up the first screen and the main menu with a list of riding modes; bike set-up, trip set-up, display set-up, lap timer and reset to default.

Display settings. There are three themes to the display that deliver various styles of rev, speed, gear, time, trip, fuel and so on, and three configs within each theme. The auto-contrast changes between black background in darker conditions and at night, and white background in brighter daylight.

I love the semi naked look of this bike – with just enough fairing to give a street bike thrill. The finish is second to none, even the double rows of white stitching in the seat remind me of a winding roadway beckoning me forward.

Frankly, Triumph has hit it out of the park with the 765 RS, and this engine has been picked to power the Moto2 racers from 2019 onwards. Why? The stock output of the new 765cc Triple is 121hp @11,700rpm, with more than 80 new parts.

The engine has a new crank with longer stroke, new pistons, rods and Nikasil plated cylinders, and a revised gearbox. Triumph’s press release tells us that its Moto2 race engines will be, “…tuned for a major step up in power and torque,” and a look at the numbers suggests 140hp as likely. Crikey. Leaving the Honda 600 behind seems like a major step up.

To deliver this level of smarts, this level of factory race ability, and at the top end of quality, is leading by example. To do it at the price point Triumph has, is to throw down a gauntlet that will take major cojones for any rival to pick up.

Other additions to the new models, apart from the all-new powerplant, included new Showa suspension and upgraded brakes varying between the models, an all new exhaust system, and new gullwing swingarm. Styling was also revamped, with Triumph boasting a higher quality of finish, alongside the new bodywork and seat. Headlights are also now a teardrop shape, while an instrument cowl is standard fitment.

Additional features found on the R and RS models include a slipper clutch, 5inch TFT display, near switchgear with joystick, Daytime Running Lights (DRL) and additional rider modes over the standard S model. The S model only offers Road and Rain modes, and offers an LCD display.

So while riding the other day my tft display developed a crack. I was 40miles from home and the more I rode the bigger the crack got. I have a Street Triple RS 2017. So warranty is over. Plus its a 2nd hand bike.

The three-bike range consists of an updated Street Triple R, a new Street Triple RS and an exclusive limited-run Street Triple 765 Moto2 Edition. The LAMS-approved Street Triple S has been discontinued.

Importantly the Moto2 Edition will arrive with significant exclusivity built-in, with just 765 of each of the available two colour variants to be released worldwide. Colours are Triumph Racing Yellow or Crystal White.

All three bikes make use of the brand’s 765cc inline triple powerplant with different states of tune for the higher specified pairing of the RS and Moto2. Performance figures see the R peak at 88kW, whilst the RS and Moto2 Edition produce 95.6kW. Peak torque of 80Nm arrives on all three models at 9500rpm.

The Street Triple 765 Moto2 Edition adds clip-on handlebars that are 80mm lower and 50mm further forward, Ohlins fully adjustable forks, carbon-fibre bodywork, official Moto2 branding, a unique Moto2 start-up screen and an individually numbered top yoke.

Also now standard on all three Street Triple models is optimised cornering traction control. Four independently adjustable levels of intervention can be selected including a track-focused tune with minimal intervention as well as the ability to turn it off altogether.

Seat heights are 826mm on the Street Triple R, 836mm on the RS and 839mm for the Moto2 Edition, a low seat option can be fitted to reduce the height by a further 28mm on all models.

The RS and Moto2 Edition feature a 5.0-inch, full-colour TFT instruments and the My Triumph connectivity system is pre-enabled, offering turn-by-turn navigation, phone control and music operation via the accessory-fit Bluetooth module and free My Triumph app.

Instrumentation differences across the model range see the lower-spec Street Triple R fitted with a TFT display for key information, and a lap timer is included on the RS and Moto2 Edition for track day use.

Interestingly, there will be no LAMS Street Triple, Triumph boffins suggesting the fact that the brand’s Trident 660 fulfills that sector of the market Down Under.

Pricing for the new 2023 Triumph Street Triple range has yet to be confirmed. For reference, the outgoing range is priced from $18,140 rideaway for the R and $19,950 for the RS.

Triumph’s got the bike on its Canadian website for $11,500, a pretty good price considering the US MSRP is $10,500. And even better, when you see the 2019 machine cost $12,650 CAD.

Where’d the savings come from? Wisely, Triumph kept most of the bike’s equipment more or less unchanged; brakes and suspension are top-shelf kit, and the bodywork wasn’t revised much. The engine is overhauled for less pollution and noise, but nothing crazy. A new exhaust and airbox completes the makeover, as we told you yesterday.

However, Triumph did put an LCD dash on the new Street Triple R; the 2019 model had a TFT screen. While the TFT is nice, it doesn’t make the bike any faster, so Triumph’s return to basic LCD display is a way to save cash without losing performance.

All-new in every dimension, the Speed Triple 1200 RS delivers an absolute revolution in terms of Speed Triple power, performance, handling and technology.Features may include:ALL-NEW TRIPLE ENGINE

The 1160cc triple engine is new from the ground up, developed using insight from our Moto2™ race engine program, and significantly more compact, lighter and more responsive, giving an incredibly exhilarating ride.TRIPLE POWER

Delivering 177 HP peak power, 29 HP more than the previous generation, and 92 LB-FT peak torque, the triple engine is more responsive and higher revving, for a revolution in Speed Triple performance.NEW 5” TFT DISPLAY

All-new 5” TFT instruments feature an optically bonded screen for excellent visibility, and an improved user interface for easy adjustment of key riding mode parameters while moving, plus a lap timer for track use.AGILE AND PRECISE HANDLING

The most agile, precise, and dynamic handling Speed Triple ever, with an all-new lightweight chassis, all-new rider ergonomics and a more dominant and purposeful riding position.LIGHTEST SPEED TRIPLE EVER

With a wet weight of just 436.5 lbs, down 22 lbs thanks to an all-new chassis and significantly lighter engine, the new Speed Triple 1200 RS was designed to feel just as agile and dynamic to ride as a Street Triple RS.NEW PREMIUM COMPONENTS

With Triumph’s latest generation switchable Optimized Cornering Traction Control, Optimized Cornering ABS, Front Wheel Lift Control, Shift Assist up and down quickshifter, 5 riding modes, and full keyless system.MY TRIUMPH CONNECTIVITY

Fitted as standard for the first time on a Speed Triple, the My Triumph Connectivity System allows smartphone integration for turn-by-turn navigation, GoPro control, phone control, and music operation.NEW LED LIGHTING