Triumph 765 Street Triple R A2 2025 — Specifications

Who would have thought Triumph would once again make room for A2 licence holders in the Street Triple garage? Since the demise of the 660, sacrificed on the commercial altar of the Trident, restricted licence riders had to settle for Hinckley's well-mannered roadster. No more frustration. For 2025, the British manufacturer is back at it with a 765 Street Triple R tailored for 35 kW, and this time, it's no bargain-basement model.

The 765 cc triple remains strictly identical to the full-power R. Same 78 mm bore, same 53.4 mm stroke, same stratospheric 13.25:1 compression ratio. Before restriction, output stands at 94 hp at 10,100 rpm with 52 lb-ft of torque at 8,750 rpm. That slots it right between the Trident's 81 hp and the standard R's 120 hp. Once the restrictor is fitted, expect 47.5 hp at 8,000 rpm and 45.7 lb-ft at 7,750 rpm — perfectly respectable for an A2 roadster weighing 189 kg wet. The 15-litre tank provides decent range, and a top speed of 220 km/h in unrestricted form hints at what awaits the rider on derestriction day.

That's where the real cleverness of this package lies. Triumph has watered down nothing on the chassis side. The aluminium perimeter frame, the 41 mm inverted fork with 115 mm of travel, the rear monoshock offering 133 mm of travel, the radially mounted Brembo M4.32 callipers biting 310 mm discs, the 120/70-17 and 180/55-17 tyres — everything is carried over unchanged from the unrestricted version. The new licence holder therefore rides a genuine sport machine, not a degraded version designed to cut costs. Only the RS, reserved for experienced riders hungry for track time, does better in the range.

The electronics follow the same generous principle. Four riding modes, switchable traction control, anti-wheelie, cornering ABS, bi-directional quickshifter. The Bluetooth-connected TFT dash gets the job done, even if its ergonomics could use a refresh compared to what the Japanese competition offers in this segment. You'll also need to factor in the accessory module to fully exploit the connectivity — a slightly stingy detail on a motorcycle priced at €10,495. Up against a Yamaha MT-07 or a Kawasaki Z650, the bill is noticeably steeper. But the Street Triple doesn't play in the same league: its aggressive streetfighter personality, its seat perched at 826 mm, and its fiery temperament are aimed at those who want a taste of thrills without waiting two years.

The risk of cannibalisation with the Trident seems well managed this time around. The gap in displacement, price, and character between the two bikes is wide enough for them to coexist without stepping on each other's toes. The Trident remains the sensible, versatile, easy choice. The Street Triple R A2 targets fresh licence holders who refuse to play it safe and want a bike they won't feel like selling six months after derestriction. On that front, Triumph hits the mark.