Triumph Street Triple 765 R

Triumph Street Triple 765 R Review (Baujahr 2023)

What does the 2023 model of the flagship naked bike from Hinckley offer?

Test Triumph Street Triple 765 RPhotos:
The new Triumph Street Triple 765 R costs just over 10,000 euros. But there is a crisp naked bike with complete equipment. The distance to the 2,100 euros more expensive RS has become much narrower. What the Street Triple 765 R can do and where the differences to the predecessor and the RS lie, you will learn in this review.

Beautiful and spicy

First impressions count. And that's good with the new Street Triple 765 R. It's beautiful as it stands there in the sun at our Triumph dealer Q-Bike in Hamburg. The new Streety is not just a small update, but a bike revised in many places. Compared to the old R, the following things have been adjusted:
- Bodywork - especially sharper styled front
- Engine - almost all components have been revised
- more power (120 hp) and better torque curve in the middle
- Gearbox revised - shorter gear ratios, better acceleration
- wider handlebar
- new exhaust system
- new cornering ABS
- lighter rims
- now with lean angle sensors
The seat height is now 826 mm, making the R easy to climb even for smaller pilots. The machine looks rather small and people over 1.90 m could get problems with the knee angle. The handlebar is mounted quite low and this automatically results in an active riding position. As is so often the case with naked bikes, pillion comfort is rather modest. There is little space, no grab bars and people with long legs quickly have their knees between their ears. For free, with this bike you probably don't want to take long trips, at least not as a couple. It screams more for a race track, but more on that later.

Dimensions / seat ergonomics of the Triumph Street Triple 765 R

This is how it sits on the new Triumph Street Triple 765 R

360 degree tour around the Triumph Street Triple 765 R

CockpitBeleuchtung Voll-LEDStreety 765 seitlich

Technology of the Street Triple 765 R

Technically, the new machine is up-to-date. There is now an IMU with lean angle sensors (intervenes in cornering ABS and traction control) and four riding modes, one of which is a configurable rider mode. A QuickShifter is included as standard as well as a combined LCD/TFT cockpit, which we already know from the Trident or Tiger 660. The operation is via a D-pad with Enter key and works perfectly. A separate button is available for changing the driving modes. A cruise control is missing, but you do not miss it with this pointed vehicle.
The lighting comes in full LED, the new Streety also has the typical, insectoid double headlights at the front. A USB port is located under the seat and the machine can be paired to the mobile phone for an extra charge. Then a Turn by Turn Navigation powered by Google is available. Is anything missing? Nope, it's all there. So let's get started...

Volker auf der Triumph Street Triple 765 R

This is how it drives itself

Before we let it crash, the sound check is due. The new Street Triple also hisses as ever. The stationary noise is 95 db(A). The triple sounds wonderful, especially if you let it fade away slowly from high revs by engine brake.

Already from the first few meters it becomes clear that the Street Triple has retained its core competence: It is extremely precise and manoeuvrable like hardly any other machine. The short wheelbase and chassis geometry support this as well as the low weight of only 189 kg (ready to drive). If you ride this bike for the first time or change from a large travel enduro, for example, you may find the riding behavior a bit wobbly/nervous, but that's the way it should be! After a short acclimatization, you can enjoy the tight, sporty chassis and trust the machine from A to Z.
At least as impressive as the cornering with the machine are their braking performance. The Brembo M4.32 in front bite hard and bring the bike to a stop in no time. Although the Stylemas of the RS are still slightly lighter in hand power, the R also brakes excellently. And while we're at it, here are the differences between the R and the RS (+ 2,100 euros).

Differences Street Triple 765 R/RS

- Seat height 826 mm / 836 mm
- 120 hp / 130 hp
- Showa Monoshock rear / Öhlins Monoshock rear
- Brembo M4.32 / Brembo Stylema
- more elaborate cockpit/display on the RS
- Pillion cover on the RS
- nobler mirrors and levers on the RS
- Continental ContiRoad vs. Pirelli Supercorsa SP
The icing on the cake of the new Street Triple 765 R is, of course, the engine. It reacts so smoothly to the commands of its pilot that you can hardly believe the displacement of 765 cc. In the past, the differences between e.g. 600 and 1000 machines were clearly noticeable, but between the Street Triple and the Speed Triple the gap has shrunk significantly with the new Streety. Sure, the Speed Triple has noticeably more booms at the bottom, but here too we don't miss anything with the Street Triple 765 R, especially not on the country road. The engine goes greedily to the gas and is audibly and noticeably happy about high speeds. But it is also surprisingly elastic and does not muck a bit even when pulling up in 6th gear from low revs.
The acceleration from 0 to 100 km/h succeeds with a little practice in less than 3.5 seconds and also the pull from 60 to 100 km / h in 5th gear lets the driver cheer loudly into the helmet. The machine jumps forward in such a way that you don't want to get off because of all the fun. However, this has one disadvantage: You actually drive too fast all the time without noticing it - at least that's how we felt during our test drive. A large part of this is also the fluffy QuickShifter, which works in both directions almost without noticeable jerking - terrific!

We also praise the 4-year warranty that Triumph now offers on all motorcycles. The service interval every 10,000 km or once a year is normal and is also fine. Well, and where are the criticisms of the Street Triple 765 R? The clutch lever is not adjustable in range and stands a bit too far for small hands. That's it.
The question arises as to why you should actually resort to the more expensive RS variant? Well, we already have an idea: In addition to silver, the RS is also available in red and yellow! In addition, one or the other will appreciate the more valuable levers, the radial brake pump as well as the Stylemas and the slightly sleeker cockpit. Technically, the two bikes are largely identical and the extra power of 10 hp should only be felt at the race. The same applies to the better chassis, on the country road you do not need this update in our opinion. Whether you choose the R or the RS, you will have a lot of fun with both bikes and they are both worth their price - every single penny.


Boy, boy, what a board! The new Street Triple 765 R delivers what it promises. Many small updates turn the already very good naked bike into a damn good naked bike. The Streety drives famos and precisely, the engine is addictive and the technical equipment is now almost at the level of the Speed Triple. The price for the R is more than okay and if you like it even more noble, you can go for the RS - you can't go wrong with both bikes.
We kindly received the test bike from the Triumph flagship store in Hamburg . If you would like to take a test drive, you are cordially invited there. In addition to the R, Q-Bike also has a demonstrator of the RS on site - so you can compare both bikes directly. Have fun and greetings from us...

Price/availability/colours/years of construction

  • Price: 10.195 €
  • Used (3 years old): 8.500€
  • Availability: from 03/2023
  • Colors: White, Silver

Zubehör für die
Street Triple 765 R

  • Moneta
  • Polo
  • Amazon

Pro & Kontra

  • Engine
  • Sound
  • Chassis
  • technical equipment
  • Driving behaviour and braking
  • Clutch lever could be fancier
Von unserem Team geprüft:




2,065 mm
1,047 mm
189 kg
826 mm
1,402 mm

Driving Performance & Range

0 to 100
3.3 s
60 to 100
3.5 s
Tank contents
15 l
5.4 l
278 km
240 km/h

Motor & Power Transmission

Engine design
Number of cylinders
765 cc
78 mm
53.4 mm
120 HP
80 NM
Number of gears
X-ring chain

Suspension & Brakes

Double bridge frames
Suspension front
Showa 41 mm upside-down Big Piston fork with separate function (SFF-BP), adjustable compression and rebound damping and adjustable preload
115 mm
Strut rear
Showa Monoshock with reservoir, adjustable pressure stage, rebound and preload
133 mm
Suspension rear
Light metal two-arm swingarm
Brakes in front
Two floating 310 mm brake discs, Brembo M4.32 4-piston radial monobloc calipers
310 mm
Tyres at the front
Brakes rear
Single 220 mm disc, Brembo single-piston caliper
Rear tyres
Curve ABS