You don’t modernize a Street Triple with ease and carelessness. When you touch a model like that, it is better not to go wrong as the bike is so important. Whether identified as a Daytona with handlebars or a small Speed Triple, the Street has been one of Triumph’s best creations ever since its release, and one of the most efficient mid-size roadsters in production..
It will be easily distinguished from the ex-Street; or it will be confused with the latest generation of Speed. With its double oval look and its forced air intake above, the face perfectly matches the big Hinckley 1050 roadster. Profile side, the change is more subtle. Too little perhaps. Concerned about not jostling customers? Still, the design focused on visual relief rather than a stylistic overhaul. With radiator scoops three times the size, a significantly more compact exhaust, a more tapered rear shell and thinner footrest plates, the 800 Street Triple gains in slenderness. What for style? Not only. The habit accompanies the monk, because the diet allowed him to gain 2 kilos. With 166 kilos and more watts, we can expect a more lively, more expressive temperament, able to come back to shake up a competition that has seriously marked its territory. What’s more, the Street no longer has a monopoly on 3 legs. Yamaha and MV-Agusta seized on this architecture. But Triumph does not intend to let it go, and offers wings to its engine.
Why more cubic capacity in this 3 cylinders? Because the displacement of a block dictated by its commitment to competition is no longer law. Thus ends this ordinance which guided the 600 Hornets, Fazer, Bandit, GSR, and so on; until a Z 750 from Kawa throws the pavement. And now, a mid-size roadster has plenty of belly. In the yard bicker the MT-09 850, the Z 900, the GSX-S 750, the Monster 821 or the Shiver 900. Triumph adds to this list its own displacement, and he fixed it at 765 cm3. A blink of an eye that this anagram of 675 ?!?
Made from the Daytona’s boiler, the engine manufacturers moved the walls away with an increase in the bore (74 mm -> 77.99 mm) and stroke (52.3 mm -> 53.38 mm). It is even more supercar, always auguring a joy to go for a walk in high revs. Revised from top to bottom, it wins 80 new parts, a new crankshaft, Nikasil-treated aluminum pistons and cylinders, a specific ECU, and above all, strength. In the Street Triple S, the mill sends 113 horsepower at 11,250 rpm. A gain of 7 hp, at a slightly lower speed. The same goes for the couple, who gain almost half a mkg (7.1 -> 7.5) 650 very lower. However, Triumph apparently wants to mark the difference with the R and RS versions, better off in power. There is still a lot of fun, more than with the 675 cm3. And with a revised gearbox whose 1st and 2nd have been shortened, the gain in acceleration will be significant.
Support where it hurts. The 800 brings the Street Triple into modernity, electronics and goodies of all kinds. 4 or 5 injection maps, shifter, top class TFT dashboard, LED daytime running lights … something to make you want. But a good part of the delicacies are reserved for the higher versions. The S will have to assume its entry-level status. With however a certain endowment; no question of letting it get away with cables, a very simple injection and a handful of gas without artifice. Let’s start by cramming an electronic accelerator. This will allow us to implement two driving modes (Rain and Road). Then, in addition to the compulsory ABS but not disengageable, add traction control. All models in the Classic range, even the small Street Twin, have it as standard. It would be a shame that the virulent Street Triple is devoid of it. He, on the other hand, can be deactivated.
Let’s forget about the dynamic side for a moment to discover some updates. The new Street receives the dashboard of the old one, retouched, LED position lights, a nose screen, and to complete its style, a long list of accessories.
One of the big strengths of the English roadster is its chassis. Also derived from the Daytona 675, it immediately marked a difference compared to the competition of its time. The framework is preserved, no reproach was made to him and it will be hard to make some. Hooked to its hips, an all-new curved swingarm offers more stability, improved longitudinal stiffness and laterally reduced. It is on the side of the suspensions that the more athletic will find fault. To have fun, Triumph offered good looks and good to the Street R and RS. The S will be satisfied with more basic elements, but still improved from the previous Street. What should we expect? Has a 41mm Showa SFF inverted fork and same brand damper. Only the shock absorber is adjustable, in preload. Sufficient for everyday use to see playful. But to hit the arsenal or the stopwatch, Triumph clearly indicates to its customers that they will have to offer themselves higher. Now each Street is differentiated not only by its power, but also by its suspensions, electronics and brakes. On the 765 S, these are two-piston Nissin calipers, crunching 310mm tracks.
Not one … Three Street Triple are on call in the range of the English manufacturer. The S version opens the doors of the clan, with a packaging in clear evolution. We win on all fronts, with a beefier engine, a still striking and light aesthetic, more assistance, and a chassis redesigned as it should. It’s when you look at the R and RS versions that you feel that Hinckley could have offered more. The price would not have been the same, and this allows everyone to find their taste. What do we do with Brembo M50 when we discover a mid-size roadster? Conversely, how can you tolerate 2 piston calipers and no suspension settings when you are teasing the track? To each his own taste, I tell you, and its use.
What you must remember
Calculate the cost of
Test the price of the motorcycle insurance specialist
sure 0 notice
800 STREET TRIPLE S 2018
Model marketed in
medium: 4.70 l
about 240 km / h
The technical aspect
Triumph 800 Street Triple S 2019
- Tank: 17.4 liters
- Width: 735 mm
- Height: 1,060 mm
- Wheelbase: 1,410 mm
- Dry weight: 166 kg
- Train before
- secondary by chain
- Rear axle
(77.99 x 53.38 mm)
at 11,250 rpm
at 9,100 rpm