Transcription
Foreign. [Music] [Music] Sunny day in Spain. Drive Street Triple RS and our models at our disposal. It should have been an analogy for making babies. However, the microphone technology gods didn't play ball, so you'll have to excuse the random blathering. But it is followed up by a simply splendid crescendo where I answer your questions. Heater grips on, traction control. Oh, what a splendid arrangement.
Foreign. [Laughter] So, we're giving it some Repsol. And now this is a 15-liter tank, which is obviously smaller than the last bike because apparently its rivals are much smaller. They're 14 liters or in some cases less than that. The courier, mate. There's a queue here. Auto Lovato, Carlos Lovato. Top it up, please, mate. Brim it. Splendid.
For 2023, Triumph has boosted the R spec to ensure it's much closer to the RS with a host of upgrades for this year. The R has slightly more relaxed geometry and lower body, and it's not as racy, which sounds a bit boring, doesn't it? The R is anything but boring. So, even just shy of two grand over the RS, it delivers everything its high-spec sibling does on the road, just in a slightly more composed manner, without the shiny, blingy trinkets. Bit of a re-jig, and we're on the RS now, baby.
I mean, you jump on the RS, and it definitely feels a little bit more executive. Obviously, you've got the dash. I mean, I'm not a massive fan of the dash. It's a little bit, it's a bit too try-hard, I think. But then, of course, you've got the Brembo master cylinder and the lever. It's just the whole switch gear and everything. The cockpit feels more executive, and that's what you get for your extra 1700 quid, obviously, apart from all the power and other bits and bobs.
So, we're in the comfort setting, as I said yesterday. There's four sort of preset suspension settings: Comfort, which we're in now, Road, Sport, and Track. Oh, happy. Look at this road. It's like the bloody Tiger. Oh, and what I say this is, it's a good test of suspension. Oh, and it is bloody good. Really plush. It doesn't sacrifice the toys or ability, given just how racy the RS was on track. At RF, the most surprising aspect on the road was its compliance and bump management. Triumph, for someone with the RS naughtier and sportier, yet it's still as easy to ride as ever. The user parameters have widened, meaning the 765 is just as comfortable in the hands of your grand potterings around town or a seasoned racer spanking it on track. But it's worth pointing out that the upgrades for 2023 aren't as tangible on the road as they are when you're chasing tenths.
[Music] Thank you. Cheers. Such a. Cheers. And this bastard. Today, I can tell you that, um, so short gearing, more power, more extreme geometry ratio, more fun. I mean, it's got everything. It ticks all the boxes. Dynamically, it's very difficult to fault. The only thing that I say on track was the dash. I'm not, you know, I'm not, I couldn't see when it was revving out. It was in between gears sometimes. It was difficult to see where the red line was coming, and you just got to feel. You've obviously after a few sessions and some, you get used to it, but it'll still be nice to have a bit more of a, a bit more of a warning. Um, and also the connection of a triple. You don't get a kind of consistency and confidence with, say, a twin. But that's, you know, I really am clutching at straws here. So anyway, I'll answer some of your questions. I'll put a post out as per usual, asking for some questions. Lots of questions about the 890R and the MT09SP. Let's get out of the way first. So, pure and simple, those two bikes are more fun than these, but they are far, not far less, they are less capable than this in terms of against a stopwatch, um, and a sort of smooth road manners. This has it every day of the week. So it's about what you want, really. I'd say it's personal preference. If you want fun, a bit of, you know, proper hooligans and hooliganism, then, then have the Yamaha or the KTM.
[Music] Again, lots of questions about the seat. Martin Broon says, "How come things to say the same as before? It's not really designed to go touring." The biggest difficulty we had on the road, and again, this isn't a criticism of the bike specifically, the wind protection, and anything above legal speeds is a nightmare. It's not very nice at all. The seat, you know, it's not a touring bike. If you want something comfy, then choose something different.
[Music] Sink Monster. Hello, Sinky. Uh, is the shortened fuel tank? I mean, I guess that means smaller fuel tank. Is it a step backwards? Range has always been a positive on the SDR. I, I don't understand why people are making a big song and dance about this thing. I mean, yes, you've lost a few liters and you've lost a bit of range, but if you're buying this to go touring and you want mile-munching capabilities, then you're in, you've got the wrong bike. So I see why Triumph have done it. They made it more compact, lighter. Um, so for me, I don't think, I don't see it as a step backwards. Um, I put personally, it helps with the more aggressive looks of the bike as well. So I'm in.
[Music] Again, lots of questions about the Daytona. So I asked Triumph last night at dinner, um, two very, very senior members of staff at Triumph, and the answer is the same. They're not going to make it because no one's going to buy them. It's a, it's a crying shame. However, you can make your own Daytona. There are, you know, you should know yourself, guys. You can buy one of these sticker fairing and some clip-ons on it, and you'll have a Daytona, your own Daytona, and it'll be more than capable. So, and while we're on that, actually, again, lots of questions about it being a supersport bike and, you know, could you use it as a track day bike? Absolutely. The only issue is, I think I might have touched it on the track videos, that riding on track with these is a pain in the ass when you've got a thousand CCs. I think we should start a campaign to have track days with done by capacity rather than just ability. I think it'd be safer, personally. Um, but yes, absolutely. It's got, it's got tons of ability, tons of talent, and at the end, as I mentioned yesterday, it is a road bike. It's a street bike. It's a, it's a naked roadster. It's not a race bike. But this injection of racing DNA, these racing genes, this for this model year, it's very, very close to being a supersport bike.
[Music] Uh, Brett Graybill, can you feel the price difference between the two models? Great question, great question. Um, you can't feel it, but you can see it. You get in the cockpit, and the levers are very cheap. The dash is obviously much cheaper, although I like the day out of the dash rather than the RS. So the motor is the same. It's exactly the same. It's just mapping that's the difference. So, and they're very, they're slightly different, obviously. It's got less power, but the mapping and the delivery is slightly different, although they share, they share the same torque peak torque. Um, and it's a little bit more peppy at the bottom end. It's easier to wheelie on this on the R than it is the RS. The suspension is very, very good. The brakes are very, very good. I mean, they really surprised me off the riding on Stylus for yesterday and most of the morning. Jumping on the R, I was very, very impressed with, you know, they are just as good on the road as Stylus is, but it's 1700 pounds cheaper. And that equates to 15 pounds a month more to have the RS model. And it just feels a little bit more executive. A tiny little bit. It's a bit more, yeah, a bit more executive, a bit smoother, a bit more refined. So, personally, I'll have the RS every single day of the week.
[Music] Number six asks, does the new gearing make it feel a bit more of a hooligan than the outgoing bike? Absolutely. This is a massive, massive step. It's not a lot. I mean, we're talking like, you know, five, six percent or two percent for the high gears, but it's more, it's close ratio. It basically feels like a racing gearbox, and that's great for track. It's great for sporting ability, but it also adds, you know, with that extra power and with the sort of more aggressive geometry, it just does feel a little bit more of a loony. So again, there's nothing wrong with that at all.
[Music] Mark Yeats, does it make your knob tingle? Yes. Yes, it does. Mark Oar 85 says, do the electronic settings go back to standard when you key it off? Still yes. When you turn it off with the key, they go to standard. It's a pain in the ass. I wish they'd be a bit more like KTM and just, yeah, it takes five seconds to put it back to the mode you want, but I know a lot of people were like me, don't like that.
[Music] RM Sheridan has any of the rawness returned or is it another step down the refined path? Great question. Um, I think I've covered this slightly, but I would like to elaborate a little bit more. Triumph wanted to inject some rawness, inject some of that original bike to it because they admit the bike went down a path, the refined path, and it was almost, they didn't say this, but it was almost too good. There's definitely an element of rawness come back. So I don't know what it is. You can't, you can't quantify it. You can't say this is, this is why or certain aspects of the bike and the changes that the upgrades are doing this, but you ride it, and it definitely feels more raw, a bit more aggressive, and the sound. I don't know. It's just a, yeah, it definitely, definitely more raw.
[Music] Are the chassis changes drastically noticeable over the last model, says Loki CPH? Um, on the road, you can feel them. It's lighter, it's more nosey, and it definitely feels a bit more edgy. But you feed it more on track. The faster you go, the harder you ride it, the chassis changes become more palpable. So if you're just putting around, if that's, if that's your job, you just want it to put around on a Sunday and you don't, you're not really interested in going that fast, then is it worth the upgrade? Probably not. It sounds the same, looks very similar on paper. When you look at the changes, really, they're quite small changes. Obviously, you've got a lot more power, 8 PS, 7 horsepower, whatever it is, but they do add up more when you ride it. So, yeah, uh, I can't remember what the actual question was, but I'll just say yes.
[Music] Jaeger.MH, can I fist the intake? Um, no. No, you can't. Sean and Pierce, is it too expensive when compared to the competition? Uh, I mean, a bike this capable, this naughty, for just over 10 grand, I don't think, I don't think it's too expensive at all. Triumph really, and this is something again that's kind of going off subject, but Triumph really focused on making it look a bit more premium. And, you know, without without adding Gucci bits, I'm just talking about the touches. You know, every single fitting and fixture, oh, the electronics, or cables, is all hidden. Ducati are a banger for that. They love it. They love just making a naked bike and just leaving everything on display. They put a lot of effort into this, and it definitely has a premium tag.
[Music] Kev Bike 272, love this question. Is it elbow-down friendly? Absolutely not. No chance. Um, there's some proper elbow-down heroes the last couple of days, and, um, it's an absolute no. Unless, unless cameraman has seen any over there? No, he's shaking his head. No. Um, although someone got his elbow down on the road yesterday because he crashed it. Oh, Pedro Silva, this is another sort of frequently asked question. Is the anti really separate to traction control? No, it's not. And that is obviously, I think one to save money and faffing around. Triumph spoke to the customer, said they just want something simple, and they basically worked on the system to incorporate the whole lot. So basically, they want something, the customers want something easy and user-friendly and intuitive to use, rather than going through loads of menus and taking things off. If you turn the ABS off, then and the traction control off, you can really like a gun anyway, so it doesn't really matter. Right, that concludes the questions. I'm off for a top-up. Manana.