Triumph Street Triple R (2009-present): The fun factor

Engine: The three cylinder liquid cooled 675 c.c. engine delivers 106 bhp/11700 rpm and 6.93 kgm/ 9200 rpm, ( 50.1 lbs ft /9200 rpm) torque, claimed figures.
Rider has to apply the clutch in order to start the engine. Actually an additional time of 2-3 seconds is required so that the diagnosis check-up is finished, before the engine comes into life. It would be very peculiar if British riders take their time before the ride! The sound of the engine is the typical three cylinder one, distinguishing Triumph motorcycles.

The operation of the fuel injection is superb. The thrust provided from 2000 rpm upwards is satisfying. Indicatively the lowest area of the powerband up to 4000 rpm is adequate for normal town use. The acceleration provided at 5000 rpm will meet the expectations of a nimble rider in urban areas.
The middle and higher area of the revs spectrum provides superb power given the 675 c.c. engine capacity. Actually the highest area of the powerband up to the rev limiter at about 12700 rpm, feels slightly more linear than the explosive engine response provided at the middle of the rpm spectrum.

This kind of performance which cannot really be described by absolute numbers, could have been derived from an engine close to 1000 c.c., especially due to the superb oomph at the low-end and middle area of the spectrum.
Conclusively the power provided is more than adequate for a naked or a streetfighter motorcycle. Εven for track use. An indicative average fuel consumption figure is 7.2 l/100 km (39 mpg Imperial).

Riding position: The height of the saddle is increased, 805 mm (31.7 in), which is satisfying to average stature riders or taller.
Rider is placed over the bike, the torso of the rider is slightly inclined to the front, the handlebar is wide. This riding position reminds that of a lower supermoto.

Pillion is seated quite higher than the rider, the knees form a very steep angle, there are no handgrips. The British factory encourages tighter relations between the pillion and the rider, since there is only one way for the pillion to endure travelling: to incline to the front, holding tight the rider!
Otherwise, grabbing the tail light sounds genuinely surrealistic! The Street Triple R is one of the very few bikes around that the pillion would prefer sometimes a supermoto instead! This is typical for a 600 c.c. supersport, not for a naked or a streetfighter though.

The dimensions of the bike are decreased, its like any 600 naked of the market. However the weight of the bike seems increased, despite the 189 kg nominal full figure, leaning the bike to either side stationary. Obviously the center of gravity is high.

On the road: Suspensions are fully adjustable, the stiffness of which lies between ride and handling. Specifically the 41 mm inverted fork is rather firm, while the shock which is equipped with a linkage feels comparatively soft. The suspensions travel is rather short, 120 mm (4.72 in) at the front and 130 mm (5.1 in) at the rear.
The OE tires are Pirelli Diablo Rosso Corsa with dimensions 120/70-17 at the front and 180/55-17 at the rear. They are considered to be a good choice, enhancing grip.

On town rides the riding position is high enough, thus rider gets a good supervision of traffic. The slim and agile bike not only permits joyful riding, she also prompts for it. The engine response is most helpful since it provides instant, punchy response every given moment.
On low friction factor streets the superb torque at the low end – middle area of the powerband makes power skidding easy and enjoyable. It is very likely that nimble riders could wear out their rear tire on urban streets like that.

On downtown rides the Street Triple will ask for some compromises. The sporty character of the bike is not very helpful on traffic congested streets.
At the process of filtering, the height of the handlebar and mirrors is the same with cars’ and SUVs’ mirrors respectively. Since only the handlebar is relatively wide, it’s a minor disadvantage for the Triple. Thus filtering is relatively good.

The greatest and most important disadvantage is the poor steering lock, maneuvering the bike. Unfortunately this characteristic belongs to the committed sporty bikes category, which is not suitable to a naked middle class bike, even to a streetfighter one.
Comfort provided over street imperfections is moderate, rider gets feedback for each single bump. Thus on bumpy streets, the R becomes a tiring bike. On the contrary on decent streets comfort provided is that of a sporty bike, which is good, it should be expected though.

On B-roads the sporty sensation of the R will surely not be indifferent to the rider. On normal pace of riding the differences with the base model are negligible.
Thus it’s a very agile and robust bike, sure footed on the road, providing precise feedback to the rider. Unfortunately the detailed feedback concerns not only whatever the riders needs to know, but also road imperfections as well.

At the fast pace on decent B-roads, the rider may take advantage of the bike’s potential. Hence, the robust R provides the accuracy and the confidence that a fast rider needs.
Handling is predictable, the bike is very stable mid turn despite the fast steering geometry (1410 mm, 55.51 in. wheelbase, 23.9° rake, 92.4 mm, 3.64 in trail). The fully adjustable suspensions may be trimmed according to any combination regarding the rider, the road and the pace of riding.

     The Street Triple R is suitable for track days also, surpassing the limits of the majority of the riders. This steering geometry and the set-up are equivalent of the superb engine performance.
     There are only a few naked bikes, no matter the engine capacity, that could match the pace of the R, on such a rhythm. However if a rider is willing to improve lap times, the Daytona is more suitable.

     At the fast pace on low friction factor B-roads, rider cannot really push the bike. Sliding sideways at the exit of the bends could be a normal thing to do then due to the superb low end- middle powerband punch, although the bike feels like yawning at the same time…

On the highway the naked Street Triple R is vulnerable to the Laws of Physics. Air resistance becomes significant at a speed greater than 150 km/h (93 mph), which is tiring to the rider. On conditions like these the top speed of the bike which is 230+ km/h, (143+ mph) indicated figure, is only an instant thing to see. The little fly-screen does not improve things significantly.
The short gearing which enhances instant acceleration becomes a handicap on the highway, because engine revs are increased, especially if rider wishes to travel faster than 150 km/h (93 mph). Additionally suspensions keep feeding the rider with data, which is not relaxing. At least the seat is comfortable.

     Two 308 mm disc brakes are equipped at the front, together with radial four pots calipers and radial pump. At the rear a 220 mm rotor together with a single piston caliper is equipped. Steel braided lines are used front and rear.
     The front brake provides good initial bite, relatively good feedback, good stopping power. The rear brake provides moderate initial bite, relatively good feedback, good stopping power.
     Thus, brakes are very good given the character of the bike, no matter if it is considered a sporty bike or a naked 600 c.c. motorcycle. On emergency braking on low friction factor roads, rider has to be cautious due to the powerful and direct front brake.

Model history/versions/optional/reliability/quality build: It was launched in 2009 one year after the Street Triple base model. In 2012 the most important change was the use of the asymmetric headlamps equipped at the Speed Triple.
Compared to the base model, the R has an even more aggressive steering geometry, fully adjustable suspensions that derive from the Daytona, the saddle is set higher, the front brakes are radial equipping four piston calipers. The engine is the same, it derives basically from the Daytona, more torquey at the low end, sacrificing some of the top end power.

     There are indications concerning fuel consumption (it would be better if there were a fuel gauge), clock, selected speed at the gearbox, an adjustable shift-light and a lap timer. A slipper clutch is optional although its not really necessary even to nimble riders, due to the operation of the engine. The pillion will be very grateful for the optional handgrips though. It could be a superb birthday present to any girlfriend, although she may not absolutely agree with that! Other optional equipment is the fly-screen, a gel seat, a belly pan, etc.
     The engine reliability and the build quality are very good.

    Comments: It could be subjective, although the display which is very easy to watch, its not really nice, it provides a plastic look.
     Compared to the base Street Triple, the R costs about 1000 Euros more, which may be justified in case that a rider intends to participate in track days. The Street Triple R is an integrated bike, with overwhelming character, tempting the rider for cheerful rides.
     It’s a bike that riders seeking for a sport bike should really think off, since the R slips through specific sport bike categories.

     Thus it’s a great streetfighter which fulfils the needs of the “real” rider and surpasses the requirements of any average rider.
     There is a catch though: the future owner should be free from any urgency to be expressed via luxurious brand names on the fuel tank, or a large engine capacity.

Price : 9990 €

+ Excess of character

+ Low end-middle engine performane

+ Handling – riding at the fast pace

+ An average rider will rarely need a larger engine capacity, even on sporty rides

- Limited steering lock in town

- Travelling

- Absolute top end power for the fast riders ( hey it’s the R model)!

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