Triumph Street Triple 765 RS [2017-2020]: The Quintessential Roadster Refined

Introduction

When Triumph unleashed the Street Triple 765 RS in 2017, it didn’t just update a model – it redefined the middleweight naked category. This generation (2017-2020) represents the pinnacle of Triumph’s streetfighter philosophy: a razor-sharp balance of track-ready performance and everyday usability. Having spent time with this machine, it’s clear why it’s often dubbed the “Swiss Army knife of motorcycles.” Whether carving canyon roads, commuting through urban sprawl, or chasing lap times, the 765 RS delivers an experience that feels both visceral and refined. Let’s dissect why this triple-cylinder marvel remains a benchmark years after its debut.

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Engine Performance: Moto2 DNA for the Streets

At its heart lies the 765cc inline-three engine – the same powerplant that fuels Moto2 race bikes. This isn’t marketing fluff; twist the throttle, and the connection to Triumph’s racing pedigree is immediate.

Key Figures
- 123 HP (90 kW) @ 11,750 RPM
- 77-79 Nm (56.8-58.3 lb-ft) @ 10,800-11,750 RPM
- 12.5:1 Compression Ratio (Euro 5 models)

The engine’s character is a masterclass in duality. Below 6,000 RPM, it’s docile enough for city traffic, with a linear torque curve that avoids the jerky low-rev behavior of some competitors. But cross that threshold, and the triple transforms into a snarling beast. The climb to its 12,500 RPM redline is accompanied by a rising mechanical wail that’s equal parts induction howl and exhaust bark – a soundtrack no inline-four can replicate.

Triumph’s ride-by-wire system enables five riding modes (Road, Rain, Sport, Track, Rider). While Rain mode neuters power to 100 HP, Track mode unleashes the full arsenal with minimal electronic intervention. The 2020 model’s Triumph Shift Assist (up/down quickshifter) is butter-smooth, allowing clutchless shifts that make even novice riders feel like seasoned racers.

Fuel efficiency sits around 4.7-5.2 L/100km (50-45 MPG), though spirited riding can halve those numbers. The 17.4L (4.6-gallon) tank provides reasonable range, but you’ll be stopping for fuel – and excuses to ride more – often.

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Chassis & Handling: Surgical Precision Meets Playfulness

Weighing just 166 kg (366 lbs) dry, the 765 RS feels like an extension of your body. The aluminum twin-spar frame and gullwing swingarm create a chassis that’s stiff yet communicative.

Suspension Highlights
- Front: 41mm Showa Big Piston Forks (fully adjustable)
- Rear: Öhlins STX40 Monoshock (preload, compression, rebound)
- Wheel Travel: 115mm (4.5") front / 131mm (5.2") rear

Dialing in the suspension reveals its split personality. At default settings, it’s plush enough for battered city streets. Crank up the preload and damping, and the bike transforms into a corner-carving weapon. The Pirelli Diablo Supercorsa SP V3 tires (120/70-17 front, 180/55-17 rear) offer staggering grip, communicating every grain of asphalt through the bars.

Braking is overseen by Brembo M50 monobloc calipers biting 310mm discs up front. Initial bite is aggressive but manageable, with a span-adjustable lever letting riders tailor feel. The rear Brembo single-piston setup is perfectly adequate, though you’ll rarely need it beyond parking maneuvers.

Standout handling traits:
- Flickability: Changes direction like a 600cc supersport
- Stability: Unflappable under hard acceleration or braking
- Feedback: Every chassis input yields immediate, intuitive response

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Ergonomics & Design: Form Follows Function (With Flair)

The 765 RS’s design language screams purposeful aggression. The 2020 refresh brought twin LED headlights with DRLs that look like a predator’s narrowed eyes. Bodywork is minimalist yet muscular, with a titanium silver frame (2020+) contrasting against options like Matt Jet Black or Phantom Black.

Rider Triangle
- Seat Height: 810-825mm (31.9-32.5")
- Footpegs: Moderately rear-set for sporty riding
- Bars: Wide enough for leverage, not so wide they feel cruiser-like

At 825mm, the seat is accessible for most riders, though inseams under 32" might tip-toe. The saddle firms up after an hour, but the upright riding position prevents fatigue. Passenger accommodations exist but are best reserved for short trips or guilt-tripped partners.

The 5-inch TFT dash (2017+) remains a class benchmark. Configurable layouts include a track-focused mode with large gear indicator and shift lights. MyTriumph connectivity (2020+) enables turn-by-turn navigation via smartphone, though the interface isn’t as seamless as BMW’s TFT system.

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Competition: How the Triple Stacks Up

The middleweight naked segment is fiercely contested. Here’s how the 765 RS fares:

| Model | Engine | Power | Weight | Key Differentiators | |--------------------|---------------|--------|---------|---------------------| | Triumph 765 RS | 765cc Triple | 123 HP | 166 kg | Öhlins/Brembo, Quickshifter, TFT | | Yamaha MT-09 | 847cc Triple | 115 HP | 193 kg | Brutal low-end, budget suspension | | Kawasaki Z900 | 948cc Inline-4| 125 HP | 210 kg | Smooth power, lacks character | | Ducati Monster 821 | 821cc V-Twin | 109 HP | 180 kg | Desmo drama, higher maintenance | | BMW F900R | 895cc Parallel| 105 HP | 211 kg | Tech-packed, softer edge |

Yamaha MT-09: The MT’s CP3 engine delivers arm-yanking torque below 4,000 RPM, but its suspension and brakes feel budget next to the Triumph’s premium components. The MT excels at hooliganism; the 765 RS rewards precision.

Ducati Monster 821: Ducati’s V-twin provides theatrical sound and mid-range punch, but the Triumph’s triple offers a broader powerband. Maintenance costs favor the Brit, with the Ducati requiring frequent desmo service.

Kawasaki Z900: A value proposition with silky inline-four power. However, it lacks the Triumph’s razor-sharp electronics and feels portly during direction changes.

Verdict: The 765 RS splits the difference between the MT-09’s rowdiness and the Z900’s refinement. It’s the choice for riders wanting track-day competence without sacrificing street manners.

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Maintenance: Keeping the Triple in Peak Form

As a MOTOPARTS.store journalist, I’d be remiss not to highlight key upkeep aspects:

Critical Service Items
- Oil Changes: Every 10,000 km (6,200 mi) with 10W-40/50 (3.08L with filter)
- Chain: 118-link X-ring; maintain slack at 35-40mm (1.4-1.6")
- Valve Checks: Every 16,000 km (10,000 mi) – shim-under-bucket design
- Spark Plugs: NGK CR9EIA-9 @ 0.9mm gap
- Coolant: 2.13L of ethylene glycol mix; flush every 4 years

Common Wear Parts
- Brake Pads: Brembo SA1378 (front), SA1318 (rear)
- Clutch Plates: Triumph T4100651 (7 friction plates)
- Air Filter: DNA RT-765RS (high-flow option)

Upgrade Recommendations
1. Exhaust: Swap the stock muffler for an SC Project SCR-1 for 4kg weight loss and spine-tingling acoustics.
2. Suspension: While Öhlins are standard, consider a STX40 spring kit for rider-specific sag settings.
3. Ergonomics: MOTOPARTS.store’s adjustable rearsets improve cornering clearance for track days.

Pro Tip: The X-ring chain lasts longer than O-ring units, but lubricate every 500 km (310 mi) with PTFE-based spray to prevent premature wear.

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Conclusion: The Benchmark Endures

Four years since its debut, the Street Triple 765 RS remains the thinking rider’s hooligan. It combines Italian passion (without the drama), German precision (without the sterility), and British charm into a package that’s greater than the sum of its parts. While competitors chase horsepower figures or tech gimmicks, the Triumph focuses on delivering pure, unadulterated riding joy.

Is it perfect? The mirrors vibrate at highway speeds, and the stock exhaust still whispers when you want it to scream. But these are quibbles in a machine that so masterfully balances aggression and sophistication. For riders seeking a naked bike that’s as at home on a mountain pass as it is in a Starbucks parking lot, the 765 RS isn’t just an option – it’s the answer.

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Specifications sheet

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