other way around now—they'll
sell you a street bike that you
need to convert into race trim,
which seems like a winning for-
mula, judging by their success
at Daytona,
the TT, WorldSSP
and more.
And, finally, it's the most
important bike for Triumph be-
cause the middleweight naked-
bike class is
currently where
most of the development from
the leading manufacturers is go-
ing. The 1000cc-plus naked-bike
segment is
slowly running out
of puff, and just like the mid-
size ADV market, middleweight
nakeds are seen as the hot girl
at the party, the one whose at
-
tention everyone wants. You can
do
pretty much anything on a
765 naked (or a Yamaha MT-09
SP or KTM 890 Duke R) that you
can do on a 1000cc firebreather,
but not have to deal with the
weight. The only place those
bikes make sense is on the Au
-
tobahn or the racetrack.
The Street
Triple 765 is
available in three editions for
2024—the lower-spec R, the
more track/sport-focused RS,
and the limited-edition Street
Triple Moto2, which has sold out
everywhere except in America
(they'll probably be gone by the
time you read this).
We just got back from ex
-
periencing both the R and RS
on
the roads surrounding the
momentous racetrack of Cir
-
cuito de Jerez-Angel Nieto—the
Moto2's
basically sold-out
existence means no rides for
hack-handed freeloading jour
-
nos—but the changes wrought
on
the two lower-spec models
have resulted in a significantly
improved motorcycle, one that
was already near the top of the
middleweight class.
SHARING THE GENE POOL
As has been the case for a while
now, the Street Triple range,
which hit the 765cc mark for the
2017 model year, is a gradual
ramp-up in specification but
with the same familial genes at
heart.
That heart consists of a rela
-
tively heavily revised powerplant
that
produces a claimed seven
horsepower up on the last Street
Triple to get revised in 2020. The
RS leads the way with a claimed
RIDE REVIEW I 2024 TRIUMPH STREET TRIPLE 765 R AND RS
P108
By far, yellow is the spiciest color for the RS.
