It’s been a while since I’ve been this speechless. Someone just asked me, after a solid fifteen minutes of raving about how incredible the Triumph Street Triple RS motorcycle is, what I don’t like about it.
And honestly, I’m struggling to come up with a substantial answer. Okay, the color is maybe a touch too understated for my personal taste. And the mirror design – why are the wider parts on the inside? It’s great for admiring my elbows, less so when navigating Oxford rush hour with a Ducati breathing down my neck. Oh, and the sidestand can be a bit fiddly with bulky riding boots. There’s also a slight hesitation in the fueling when releasing the clutch, requiring a few extra revs which can make you feel like a beginner as that Ducati almost becomes intimately acquainted with your rear tire.
But that’s genuinely the extent of my complaints. Everything else about the Street Triple RS lives up to, and arguably surpasses, the hype. Strangely enough, it’s the brakes that have truly captivated me, and I can’t recall ever desiring a bike primarily for its stopping power before.
There’s something about the Triumph’s finely tuned front suspension, the meticulously engineered Brembo braking system, and the wide, flat handlebars that makes exploring the limits of deceleration incredibly rewarding, more so than any other bike I’ve ridden recently. The feedback through the lever and the progressive compression of the forks is exceptional, offering immense power when you need it, yet remaining perfectly controllable. Is it just me, or does anyone else get a thrill out of making a bike shed speed with such confidence and precision?
I racked up just over 500 miles on the Street Triple RS in a mere couple of days. Half of that was a 300-mile trek almost entirely through torrential April showers. Roads were transformed into miniature rivers, yet, in a bizarre twist, the sun was shining intermittently. The bright light seemed to trigger some kind of endorphin rush, and despite the standing water and constant spray, I found myself pushing the Street Triple harder than prudence would typically dictate. We’ve all been there, haven’t we?
Triumph Street Triple RS 2018 model review on wet road
Engine and Gearbox: Punchy Triple Powerplant
The RS variant boasts the most potent iteration of Triumph’s 765cc triple engine, a design introduced in 2017. Triumph claims a healthy 121bhp, which is actually more than a first-generation Honda FireBlade, all within a package that weighs a staggering 17kg less. Still think the Street Triple is just a stepping stone ‘middleweight’? This RS model churns out six more bhp than the mid-spec R version, but the story isn’t solely about peak power figures. Some riders argue that the R model actually delivers a stronger midrange punch.
Technologically, the RS is well-equipped for any motorcycle enthusiast’s bragging rights. It features multiple levels of adjustable traction control, five distinct riding modes, ABS, a vibrant TFT display controlled by a joystick, and a quickshifter that’s a bit of a gamble. Sometimes it provides seamless gear changes, other times it feels like you’ve launched the engine into the rev limiter as it fails (yet again) to engage the next gear. Quickshifters are only truly advantageous when they work flawlessly every time. This particular one is still a work in progress and only functions on upshifts. Fortunately, the standard gearbox is so precise and smooth that the quickshifter’s inconsistencies become largely irrelevant.
The engine is… fine, I suppose. Sorry, I should probably inject more enthusiasm. There’s definitely ample power on tap, but you do need to work for it a bit. On a couple of occasions, I found myself wanting a touch more low-down grunt mid-overtake, something that a contemporary 750-class sports bike should ideally offer effortlessly.
Of course, a 765cc three-cylinder engine naturally generates more torque than something like Yamaha’s high-revving YZF-R6. However, the R6 is arguably easier to ride at a rapid pace because its engine is so incredibly responsive, delivering power in an almost instantaneous burst that belies its engine capacity. The Triumph engine, in comparison, takes a fraction longer to build momentum and truly comes alive at higher RPMs, which isn’t always how you intuitively ride it on the street. A Yamaha MT-09 in its most aggressive throttle mode ‘A’ would likely leave the Street Triple for dead in the lower gears in a straight-line acceleration contest.
Comfort and Economy: Surprisingly Practical
The riding position is surprisingly accommodating for such a compact and sporty naked bike. There’s adequate legroom even for a six-footer in bulky winter riding gear, preventing excessive knee bend, while still maintaining generous ground clearance for spirited cornering.
The handlebars strike a perfect balance – neither too wide nor too narrow, too high or too low. This results in a genuinely spacious riding triangle that still provides excellent control when leaning into corners. Triumph consistently excels in ergonomics, but this might just be their finest achievement yet in this department.
Pillion accommodations are, predictably, less generous. The passenger seat is diminutive, there are no grab handles, and the footrests are positioned quite high. It’s clearly not designed for comfortable two-up touring.
Without any fairing to tuck behind, and with a rucksack acting like a miniature parachute, the Street Triple’s aerodynamic profile is akin to a hippopotamus clinging to a washing line in a hurricane. This comes as no surprise, but it had been a while since I’d ridden an unfaired bike in winter, and I’d forgotten just how intensely cold you can get, even in full winter gear, when the ambient temperature dips below 5°C.
Top speed will fall slightly short of the mythical motorcycle speed of one million mph, and sustaining speeds above 85mph for extended periods becomes rapidly uncomfortable due to wind blast. However, keep the pace below that threshold, and you can comfortably manage a full tank of fuel – approximately 160 miles at an average of 45mpg – without excessive discomfort.
Fuel consumption was somewhat disappointing, with the best figures we recorded barely exceeding 50mpg. Perhaps we need to put the bike on a diet and reduce its metaphorical hippo-like aerodynamic drag.
Chassis, Suspension, and Handling: Agile and Confidence-Inspiring
The RS model’s fully adjustable Öhlins rear shock absorber is apparently calibrated for someone of a slighter build than myself, as it occasionally bottoms out over larger bumps. However, it maintains composure even on damp, undulating road surfaces, and is currently so coated in Lincolnshire road grime that I wouldn’t consider touching the adjusters without full surgical PPE. Paired with the beefy Showa front forks, the RS’s suspension package performs admirably overall, particularly under hard braking where it provides immense confidence and feedback.
I honestly can’t recall the last time I rode a genuinely quick, lightweight naked motorcycle before the Street Triple RS. After spending the better part of a year wrestling with 230kg-plus sports tourers and adventure bikes, the 166kg (dry weight) Street Triple feels akin to an old-school 350 or 400 in terms of agility and maneuverability.
I’ve always been a fan of smaller displacement bikes; they’re simply more fun and engaging in many real-world riding scenarios. They’re effortless to weave through traffic, a joy to throw into corners, and even easier to pick up and power out of the other side. In many ways, smaller, lighter bikes are simply superior to the overpowered, heavyweight machines that often dominate headlines.
Brakes: Benchmark Stopping Power
As mentioned earlier, the Street Triple RS brakes like no other bike in recent memory. While there are other sportbikes that boast comparable braking components on paper, what sets the RS apart is its riding position. The handlebars are positioned higher and wider than most traditional sportbikes, providing significantly different feedback and leverage. The Brembo system can be both immensely powerful and remarkably delicate, as needed, aided significantly by a set of front forks that operate with sublime precision and control. If you’ve ever wondered what truly top-tier motorcycle suspension feels like, you owe it to yourself to test ride a Street Triple RS.
Equipment: Modern and User-Friendly
The instrument cluster will be a revelation for anyone familiar with previous generations of sporty Triumphs. Finally, all the essential information is readily visible, functions are easily accessed, and settings can be adjusted without requiring an hour-long roadside stop or taking your eyes off the road for an extended period. The switchgear is equally intuitive. Switching between riding modes is straightforward using the joystick, and customizing the display to show your preferred information takes a few minutes of initial setup, but even a digitally challenged individual should be able to manage it with a bit of patience. The only minor cockpit annoyance is the slight clutter of cables and wires around the steering head, which can make operating the steering lock and performing tight three-point turns a little cumbersome as they can get in the way at full steering lock.
Value: Premium Price, Premium Performance?
This RS-spec Street Triple carries a price tag of £10,200, which positions it as pricey when compared to Suzuki’s GSX750S, but more affordable than a comparably equipped Ducati. In the realm of motorcycle journalism, where personal finances aren’t directly involved, it’s easy to argue that the suspension components alone justify the price premium. However, in the real world, I might be more inclined towards the £9000 Street Triple R, which features the same high-quality forks, similar brakes, but a Showa rear shock absorber instead of the Öhlins unit. Suzuki’s £7699 GSX750S with aftermarket suspension upgrades could represent even greater value. And then there’s Yamaha’s MT-09SP, which undercuts the RS by a significant £1200. Looking at PCP finance options, the Yamaha MT-09SP comes in at £119 per month with a £2k deposit and a £4400 final payment, while the Triumph RS is slightly more at £121 per month with a considerably larger £5739 final payment.
Three Things We Love About the Triumph Street Triple RS
- Phenomenal braking performance.
- Exceptional handling and agility.
- The inherent appeal of lightweight, nimble motorcycles.
Three Things We Don’t…
- Engine performance is merely ‘adequate’ for the class.
- Mirror design could be improved.
- Fuel consumption is higher than expected for the performance offered.
The Second Opinion: Simon ‘Toad’ Hancocks
As the resident long-distance commuter and everyday rider at BikeSocial, track testing isn’t typically part of my remit. However, as I was about to discover, the Street Triple RS is far from an ordinary motorcycle…
The Perfect Commuter Companion
Initially, I subjected the RS to some ‘light’ commuting duties, traveling back and forth between Coventry and Peterborough. This 77-mile each-way route encompasses virtually every type of road found in the UK, making it a comprehensive real-world test. First impressions: the bike’s front end is exceptionally well-sorted. It not only enhances apex-chasing fun on twisty roads, but also makes navigating through urban traffic and motorway congestion an absolute breeze. At slower speeds, the steering is so light and responsive that you almost don’t realize you’re initiating turns. And when you’re pushing the pace, transitioning the bike from apex to apex feels more like telepathy than physical effort!
As Steve mentioned earlier, the bike is somewhat thirsty, but I suspect this is more attributable to its addictive nature and the way it constantly encourages spirited riding rather than inherent engine inefficiency. The intoxicating intake howl above 3500rpm is utterly captivating, beckoning you to push further and further up the rev range as the centrally located air intake voraciously consumes the surrounding countryside. If, and it’s a significant ‘if’, you could restrain yourself and ride the RS in a ‘normal’, less engaging manner, I’m confident you could achieve some impressively economical – albeit equally uninspiring – MPG figures!
Weekend Getaway for One? No Problem!
The Monday following my initial pickup of the RS, I had a trip to Wales planned to get muddy at Triumph’s newly inaugurated adventure center. With an overloaded rucksack strapped to the pillion seat, I set off at 5:15 am on what felt like the wettest and gloomiest Monday morning on record. Equipped with track-focused Pirelli Diablo Supercorsa tires, I anticipated the bike to feel skittish and unstable in the conditions, but the tires, combined with the well-calibrated traction control system, proved more than capable of keeping me out of the roadside hedges. The aggressive nature of the tires and the firm suspension did cause the bike to tramline slightly on road markings, but it never felt alarming. For such a track-oriented machine, it’s remarkably well-mannered in less-than-ideal conditions.
The riding position and (lack of) aerodynamic protection did result in my rucksack catching the wind and imparting some side-to-side movement to the bike at higher speeds. If you were planning to regularly cover longer distances, a tank bag and some soft panniers might be a more practical luggage solution – albeit at the expense of further reduced fuel economy.
The most surprising aspect of this trip was: After hopping onto the RS at 5:15 am, spending the day riding adventure bikes in Wales, and then riding the RS another 100 miles to Bristol afterward – I still felt surprisingly fresh and relatively fatigue-free. At 5’7” and around 12 stone, the ergonomics are, for me, a near-perfect blend of sporty maneuverability and surprising long-distance comfort. Yes, I still found myself stretching my legs every couple of hours, but I experience that even on dedicated touring motorcycles!
B-Road Blasting Machine
Typically, it’s relatively straightforward to test a motorcycle in its intended environment. However, the challenge with the RS is that it excels in virtually every riding scenario! I suspect that for many RS owners, this bike will be their cherished fair-weather weekend toy and short-range commuter. Wheeled out of the garage on sunny weekends for exhilarating rides on back roads with friends. And it’s on these twisty B-roads where the RS and its wonderfully composed front end truly shine. The chassis setup is so finely tuned and stable that it allows you to brake incredibly late into corners, fully exploiting the bite of the Brembo M50 calipers and 310mm discs. Where less well-sorted bikes would necessitate releasing the brakes and tipping in, you can confidently continue trail-braking right up to the apex.
As soon as the apex is conquered, the potent mid-range grunt of the 765cc engine takes over. Missed a downshift? No problem. The 12-valve triple boasts such a flat and linear torque curve that missed downshifts merely result in slightly less rapid acceleration than optimal. The bike doesn’t falter or struggle; it simply pulls strongly from surprisingly low in the rev range, all the way to the next ‘snick’ of the Triumph quickshifter – which may, or may not, engage the next gear cleanly!
The Ultimate Track-Day Toy for Newbies?
The morning of the Bennetts Customer Trackday at Donington Park dawned wet – biblically wet! Despite the conditions, the ride from Coventry to the circuit had still been enjoyable. I had now accumulated enough seat time – roughly 600 miles – on the RS to feel completely at home and confident on it.
My first track session commenced around 10:30 am, and there were still significant streams of water flowing across the track at Craner Curves and Coppice. With ‘Rain Mode’ selected, the RS’s engine mapping noticeably softened the torque delivery. Pulling out of slower corners, the reduced urgency was apparent, but it still provided ample thrust to keep me engaged and focused. I only felt the traction control intervene when riding uphill from Old Harpin to Schwantz in the wet. The higher speeds and increased lean angles meant the rear tire was pattering slightly on the slick surface, and the bike exhibited some minor wandering under hard braking – both understandable and predictable in such challenging conditions. It’s difficult to imagine a track-day novice like myself attempting to ride a 150bhp superbike in these conditions; I’d likely end up in the gravel trap before the safety briefing concluded! Credit to Triumph and their engineering team; they’ve created a motorcycle that is composed and forgiving enough not to intimidate less experienced riders, yet still exciting and engaging enough to thoroughly entertain seasoned track veterans.
As the track sessions progressed, the track conditions improved, and so did my confidence. I sequentially switched through the four riding modes with each session, ultimately culminating in ‘Race Mode’ for the final – and now completely dry – session. This was the scenario I had brought the bike to Donington for. In Race mode, the rear tire was now liberated from the electronic constraints of the traction control system and could strive to transmit all 122 horsepower to the tarmac. Exiting the final left-hander (we were using the National Circuit configuration), the bike would readily lift the front wheel in second gear on command and devour the start-finish straight, rocketing me past the grandstands in a blur. On the back straight, the RS effortlessly kept pace with GSX-R 750s and even some 1000cc superbikes ridden by less experienced riders. The fastest riders on the 200+ bhp superbikes were untouchable, but the little naked bike from Hinckley definitely surprised quite a few onlookers, both on and off the track.
Triumph Street Triple 765 (2018) | Conclusion: A Truly Exceptional All-Rounder
To say I was disheartened to return the Street Triple RS to Triumph is a significant understatement. Okay, it’s not entirely flawless; the indicator switch does require some acclimatization, and the quickshifter could benefit from further refinement – but these are minor quibbles that are easily overlooked in the grand scheme of things. For me, the true measure of a motorcycle lies in how it makes you feel, both when you’re riding it and when you’re not. And this is where the Street Triple RS unequivocally won me over. I can honestly say that every time I dismounted from that bike, I would invariably glance back at it, unable to resist one last admiring look.
Farewell, trusty companion. It’s been an absolute blast!
