Table of Contents

This handbook contains a number of different sections. The table of contents below will help you find the beginning of each section where, in the case of the major sections, a further table of contents will help you find the specific subject required. Foreword. 1 Warning Labels. 10 Parts Identification. 14 Serial Numbers. 19 General Information. 21 How to Ride the Motorcycle. 51 Accessories, Loading and Passengers. 61 Maintenance and Adjustment. 65 Storage.113 Specifications.115
Foreword - Safety First FOREWORD - SAFETY FIRST

The Motorcycle Warning

This motorcycle is designed for on-road use only. It is not suitable for off-road use. Off-road operation could lead to loss of control of the motorcycle resulting in an accident causing injury or loss of life.
Fuel and Exhaust Fumes Warning
PETROL IS HIGHLY FLAMMABLE: Always turn off the engine when refuelling. Do not refuel or open the fuel filler cap while smoking or in the vicinity of any open (naked) flame. Take care not to spill any petrol on the engine, exhaust pipes or silencers when refuelling. If petrol is swallowed, inhaled or allowed to get into the eyes, seek immediate medical attention. Spillage on the skin should be immediately washed off with soap and water and clothing contaminated with petrol should immediately be removed. Burns and other serious skin conditions may result from contact with petrol.
This motorcycle is not designed to tow a trailer or be fitted with a sidecar. Fitting a sidecar and/or a trailer may result in loss of control and an accident.
This motorcycle is designed for use as a two-wheeled vehicle capable of carrying a rider on his/her own, or a rider and one passenger (subject to a passenger seat being fitted). The total weight of the rider, and any passenger, accessories and luggage must not exceed the maximum load limit of 195 kg.
Never start your engine or let it run for any length of time in a closed area. The exhaust fumes are poisonous and may cause loss of consciousness and death within a short time. Always operate your motorcycle in the open-air or in an area with adequate ventilation.

Foreword - Safety First

Helmet and Clothing Warning
When riding the motorcycle, both rider and passenger must always wear a motorcycle helmet, eye protection, gloves, trousers (close fitting around the knee and ankle) and a brightly coloured jacket. Brightly coloured clothing will considerably increase a rider's (or passenger's) visibility to other operators of road vehicles. Although full protection is not possible, wearing correct protective clothing can reduce the risk of injury when riding.

Fuel Requirement/Refuelling. 43 Fuel Grade. 43 Fuel Tank Cap. 44 Filling the Fuel Tank. 45 Tool Kit and Handbook. 45 Stand. 46 Side Stand. 46 Seat Lock. 47 Seat Care. 47 Rider's Seat. 47 Rear Seat/Seat Cover. 48 Running-In. 48 Safe Operation. 49 Daily Safety Checks. 49
Instrument Panel Layout (Daytona 675 shown)
1. 2. 3. 4. 5. 6. 7. 8. 9.
Tachometer Tachometer 'red zone' Speedometer Odometer/Trip meters Clock/Trip computer display Scroll/Set/Trip buttons Coolant temperature display Low oil pressure warning light High coolant temperature warning light
10.Engine management malfunction indicator light 11. Low fuel level indicator light 12.Neutral indicator light 13.High beam indicator light 14.Direction indicator light 15.Gear change lights 16.Alarm status indicator light (alarm is an accessory fit) 17. Gear position indicator

Speedometer and Odometer

The digital speedometer indicates the road speed of the motorcycle. The read-out displays the motorcycle road speed in increments of one kilometre (or mile) per hour. In the speedometer face is the electronic odometer and two trip meters. For details of the operation of the odometer and trip meters, please refer to the following pages.

Odometer/Trip Meter

Tachometer
The tachometer shows the engine speed in revolutions per minute - rpm (r/min). On the right side of the tachometer face is the 'red zone'. Engine rpm (r/min) in the red zone is above maximum recommended engine speed and is also above the range for best performance.

1. 2. 3. 4. 5.

Odometer/Trip meter display Set button Trip button Trip meter 1 display Trip meter 2 display
Never allow engine rpm to enter the 'red zone' as severe engine damage may result.
The odometer shows the total distance that the motorcycle has travelled. The odometer and two trip meters are located in the same display frame as the speedometer. Either trip meter shows the distance that the motorcycle has travelled since the meter on display was last reset to zero.

MIN-1 x

Lap Time Maximum Speed (per lap maximum speed achieved) or
Average Speed (per lap or total of all laps) Distance Travelled (per lap or total of all laps)
1. Data Retrieval Mode (lap time shown) 2. Lap number 3. Scroll button 4. Trip button Press the 'Trip' button repeatedly until the desired lap (up to a maximum of 99 laps) is displayed. Press the 'Scroll' button repeatedly until the desired data is visible for the lap number displayed.
1. Data Retrieval Mode (maximum speed shown) 2. Lap number 3. Scroll button 4. Trip button The speed and distance will be displayed in kilometres or miles, according to the units displayed by the speedometer. After the last lap is displayed, the total time for all laps, from the last reset will be displayed.
The letters 'Ltt' will appear in the speedometer display. Pressing the 'Scroll' button repeatedly will display the following: Total Time for All Laps Maximum Speed Achieved Average Speed of All Laps Total Distance Travelled

MIN-1 x 1000

Gear Change Lights
Gear change lights Display screen Scroll button Set button Trip button
1. Data Retrieval Mode - total time display 2. Lap timer 'total time' indication 3. Scroll button Lap Timer Reset To reset the lap timer, press the 'Scroll' and 'Set' buttons simultaneously for 2 seconds. After 2 seconds, the lap timer will reset. This will delete the stored data for all stored laps. To exit the Data Retrieval Mode, press the 'Set' button.
The gear change lights provide a visual indication of when to change gear. The set change-up speed at which the lights operate can be adjusted for rider preference. The gear change lights are all coloured blue.

Gear Change Light Modes

The gear change lights have four programmable operating modes as described below: SCALE mode: The lights will illuminate in sequence 3,000 rpm before the set change-up speed in the following order: RPM 3,000 rpm before set change-up speed 2,250 rpm before set change-up speed 1,500 rpm before set change-up speed 750 rpm before set change-up speed At set change-up speed 1. 2. 3. 4. 5. Gear change lights Display screen (3 LED mode shown) Scroll button Set button Trip button
Adjusting Gear Change Light Modes
To adjust the gear change light modes, turn the ignition to the ON position. Press the 'Trip' and 'Scroll' buttons simultaneously for 4 seconds, after 4 seconds the current mode will be displayed.

LED 1st LED 2nd LED

x 1000
3rd LED 4th LED 5th, 6th and 7th LEDs
The gear change lights will go out in the reverse of the order in which they illuminate. 3 LED mode: The three middle lights illuminate when the set limit is reached, and remain illuminated until the engine speed drops below the set limit. 7 LED mode: All seven lights illuminate when the set limit is reached, and remain illuminated until the engine speed drops below the set limit. OFF mode: The gear change lights can be set to OFF.
The gear change lights will not operate below 4,000 rpm to avoid the lights operating at idle, and will not operate above 14,000 rpm.
The corresponding lights for the current mode will be illuminated and the clock will display the selected mode - either SCALE, LEd 3, LEd 7, or OFF. If the OFF mode has been selected, no lights will be illuminated. See 'Gear Change Light Modes' on page 32. If the OFF mode is selected at this point, the instruments will return to their normal mode of operation, otherwise the gear change lights limits can now be adjusted as described below:
1. Gear change lights 2. Display screen (SCALE mode shown) To scroll through the four modes press the 'Set' button. To set the gear change lights to the displayed mode, press the 'Trip' and 'Scroll' buttons simultaneously for 4 seconds.
1. Gear change lights 2. Display screen (OFF mode shown)
Setting Gear Change Light Limits
Select the desired gear change light mode as described above. Press the 'Trip' and 'Scroll' buttons simultaneously for 4 seconds. After 4 seconds, the tachometer needle will move round to the last set position and the word 'tAcHo' will appear in the clock display. The corresponding lights for the current mode will also remain illuminated. To change the setting, press the 'Scroll' button. The clock display will now show 'A1000'.
Pressing the 'Set' button at this point will return the instruments to their normal mode of operation, without adjusting the gear change lights limits.
To change the setting in increments of 1,000 rpm, press the 'Scroll' button again. Each individual press will then increase the setting in increments of 1,000 rpm, up to a limit of 14,000 rpm. As the limit cannot exceed 14,000 rpm, when 14,000 rpm is reached the limit will return to 4,000 rpm.

Alarm Indicator Light

The alarm light will illuminate when the conditions described in the accessory alarm instructions are met. The light does not function unless an alarm is fitted.
Reduce speed and do not continue to ride for longer than is necessary with the malfunction indicator light illuminated. The fault may adversely affect engine performance, exhaust emissions and fuel consumption. Reduced engine performance could cause a dangerous riding condition, leading to loss of control and an accident. Contact an authorised Triumph dealer as soon as possible to have the fault checked and rectified. Note: If the malfunction indicator light flashes when the ignition is switched on, contact an authorised Triumph dealer as soon as possible to have the situation rectified. In these circumstances the engine will not start.
Ignition Key Ignition Switch/Steering Lock
1. Key number tag In addition to operating the steering lock/ ignition switch, the ignition key is required to operate the seat lock and fuel tank cap. When the motorcycle is delivered from the factory, two keys are supplied together with a small tag bearing the key number. Make a note of the key number and store the spare key and key number tag in a safe place away from the motorcycle. Your authorised Triumph dealer can supply a replacement key cut from details of the key number or can cut a new key using the original as a master.
Ignition switch/steering lock LOCK position OFF position ON position PARK position
Ignition Switch Positions
This is a four position, key operated switch. The key can be removed from the switch only when it is in the OFF, LOCK or P (PARK) position. TO LOCK: Turn the key to the OFF position, push and fully release the key, then rotate it to the LOCK position. PARKING: Turn the key from the LOCK position to the P position. The steering will remain locked. Note: Do not leave the steering lock in the P position for long periods of time as this will cause the battery to discharge.
Do not store the spare key with the motorcycle as this will reduce all aspects of security.
Brake Lever Adjuster Warning
For reasons of security and safety, always move the ignition switch to the OFF position and remove the key when leaving the motorcycle unattended. Any unauthorised use of the motorcycle may cause injury to the rider, other road users and pedestrians and may also cause damage to the motorcycle.

Starter Button

The starter button operates the electric starter. For the starter to operate, the clutch lever must be pulled to the handlebar. Note:
Even if the clutch lever is pulled to the handlebar, the starter will not operate if the side stand is down and a gear is engaged.
With the engine running, the starter button functions as the lap timer 'trigger' button. Momentarily pressing the starter button will start the lap timer recording the next lap.

1. 2. 3. 4.

Headlight dip switch Direction indicator switch Horn button Pass button

Headlight Dip Switch

High or low beam can be selected with the headlight dip switch. To select high beam, push the switch forward. To select low beam, push the switch rearwards. When the high beam is turned on, the high beam indicator light will illuminate. Note: A lighting on/off switch is not fitted to this model. The headlight, rear light and licence plate light all function automatically when the ignition is turned to the ON position.
Direction Indicator Switch
When the indicator switch is pushed to the left or right and released, the corresponding direction indicators will flash on and off. To turn off the indicators, push and release the switch.
Fuel Requirement/Refuelling

Fuel Grade

Horn Button
When the horn button is pushed, with the ignition switch turned to the ON position, the horn will sound. Your Triumph engine is designed to use unleaded fuel and will give optimum performance if the correct grade of fuel is used. Daytona 675 models require unleaded fuel with a MINIMUM octane rating of 95 RON. Street Triple models can use unleaded fuel with an octane rating of 91 RON or higher.

Pass Button

When the pass button is pressed, the headlight main beam will be switched on. It will remain on as long as the button is held in and will turn off as soon as the button is released.
The exhaust system is fitted with a catalytic converter to help reduce exhaust emission levels. The catalytic converter can be permanently damaged if the motorcycle is allowed to run out of fuel or if the fuel level is allowed to get very low. Always ensure you have adequate fuel for your journey.
The use of leaded fuel is illegal in most countries, states or territories. Use of leaded fuel will damage the catalytic converter.

Fuel Tank Cap Warning

To help reduce hazards associated with refuelling, always observe the following fuel safety instructions: Petrol (fuel) is highly flammable and can be explosive under certain conditions. When refuelling, turn the ignition switch to the OFF position. Do not smoke. Do not use a mobile telephone. Make sure the refuelling area is well ventilated and free from any source of flame or sparks. This includes any appliance with a pilot light. Never fill the tank until the fuel level rises into the filler neck. Heat from sunlight or other sources may cause the fuel to expand and overflow creating a fire hazard. After refuelling always check that the fuel filler cap is correctly closed and locked. Because petrol (fuel) is highly flammable, any fuel leak or spillage, or any failure to observe the safety advice given above will lead to a fire hazard, which could cause damage to property, injury to persons or death.

1. Fuel tank cap 2. Key To open the fuel tank cap, lift up the flap covering the lock itself. Insert the key into the lock and turn the key clockwise. To close and lock the cap, push the cap down into place with the key inserted, until the lock 'clicks' into place. Withdraw the key and close the key cover.
Closing the cap without the key inserted will damage the cap, tank and lock mechanism.

Filling the Fuel Tank

Avoid filling the tank in rainy or dusty conditions where airborne material can contaminate the fuel.
Overfilling the tank can lead to fuel spillage. If fuel is spilled, thoroughly clean up the spillage immediately and dispose of the materials used safely. Take care not to spill any fuel on the engine, exhaust pipes, tyres or any other part of the motorcycle. Because fuel is highly flammable, any fuel leak or spillage, or any failure to observe the safety advice given above may lead to a fire hazard, which could cause damage to property and injury or death to persons. Fuel spilled near to, or onto the tyres will reduce the tyre's ability to grip the road. This will result in a dangerous riding condition potentially causing loss of motorcycle control and an accident. After refuelling always check that the fuel filler cap is correctly closed and locked.
Contaminated fuel may cause damage to fuel system components. Fill the fuel tank slowly to help prevent spillage. Do not fill the tank to a level above the bottom of the filler neck. This will ensure there is enough air space to allow for fuel expansion if the fuel inside the tank expands through absorption of heat from the engine or from direct sunlight.

Tool Kit and Handbook

The tool kit is located beneath the seat(s).
The handbook is located beneath the seat (rear seat on Daytona 675).
1. Maximum fuel level 2. Fuel filler neck 3. Air space

Side Stand

Whenever the side stand is used, before riding, always ensure that the side stand is fully up after first sitting on the motorcycle. For instructions on safe parking, refer to the 'How to Ride the Motorcycle' section.
1. Side stand The motorcycle is equipped with a side stand on which the motorcycle can be parked.

1. Rear seat fixing To remove the rear seat cover or rear seat (where fitted): Remove the fixing located beneath the padding. This will allow the rear seat/seat cover to be slid forwards for complete removal from the motorcycle.
From 500 to 1500 kilometres):
Engine speed can gradually be increased to the rev limit for short periods.
Both during and after running-in has been completed: Do not over-rev the engine when cold. Do not let the engine labour. Always downshift before the engine begins to 'struggle'. Do not ride with engine speeds unnecessarily high. Changing up a gear helps reduce fuel consumption, reduces noise and helps to protect the environment. Check the following items each day before you ride. The time required is minimal, and these checks will help ensure a safe, reliable ride. If any irregularities are found during these checks, refer to the Maintenance and Adjustment section or see your authorised Triumph dealer for the action required to return the motorcycle to a safe operating condition.

Safe Operation

Daily Safety Checks
Failure to perform these checks every day before you ride may result in serious motorcycle damage or an accident causing serious injury or death. Check: Fuel: Adequate supply in tank, no fuel leaks (page 43). Engine Oil: Correct level on dipstick. Add correct specification oil as required. No leaks from the engine or oil cooler (page 71). Drive Chain: Correct adjustment (page 81). Tyres/Wheels: Correct inflation pressures (when cold). Tread depth/wear, tyre/wheel damage, punctures etc. (page 94). Nuts, Bolts, Fasteners: Visually check that steering and suspension components, axles, and all controls are properly tightened or
fastened. Inspect all areas for loose/damaged fixings. Steering Action: Smooth but not loose from lock to lock. No binding of any of the control cables (page 89). Brakes: Pull the brake lever and push the brake pedal to check for correct resistance. Investigate any lever/pedal where the travel is excessive before meeting resistance, or if either control feels spongy in operation (page 84). Brake Pads: There should be more than 1.5 mm of friction material remaining on all the pads (page 84). Brake Fluid Levels: No brake fluid leakage. Brake fluid levels must be between the MAX and MIN marks on both reservoirs (page 84). Front Forks: Smooth action. No leaks from fork seals (page 90). Throttle: Throttle grip free play 2 - 3 mm. Ensure that the throttle grip returns to the idle position without sticking (page 77). Clutch: Smooth operation and correct cable free play (page 80). Coolant: No coolant leakage. Check the coolant level in the expansion tank (when the engine is cold) (page 74). Electrical Equipment: All lights and the horn function correctly (page 39). Engine Stop: Stop switch turns the engine off (page 52). Stands: Returns to the fully up position by spring tension. Return springs not weak or damaged (page 46).

The low oil pressure warning light should go out shortly after the engine starts. If the low oil pressure warning light stays on after starting the engine, stop the engine immediately and investigate the cause. Running the engine with low oil pressure will cause severe engine damage.

Changing Gears

Note: The gear change mechanism is the 'positive stop' type. This means that, for each movement of the gear change pedal, you can only select each gear, one after the other, in ascending or descending order.
1. Gear-change pedal Close the throttle while pulling in the clutch lever. Change into the next higher or lower gear. Open the throttle part way, while releasing the clutch lever. Always use the clutch when changing gear.
Do not change to a lower gear at speeds that will cause excessive engine rpm (r/min). This can lock the rear wheel causing loss of control and an accident. Engine damage may also be caused. Changing down should be done such that low engine speeds will be ensured.
Take care to avoid opening the throttle too far or too fast in any of the lower gears as this can lead to the front wheel lifting from the ground (pulling a 'wheelie') and to the rear tyre breaking traction (wheel spin). Always open the throttle cautiously, particularly if you are unfamiliar with the motorcycle, as a 'wheelie' or loss of traction will cause loss of motorcycle control and an accident.

Braking

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1. Front brake lever (Daytona 675 shown)
1. Rear brake pedal (Daytona 675 shown)

Warning Warning

WHEN BRAKING, OBSERVE THE FOLLOWING: Close the throttle completely, leaving the clutch engaged to allow the engine to help slow down the motorcycle. Change down one gear at a time such that the transmission is in first gear when the motorcycle comes to a complete stop. When stopping, always apply both brakes at the same time. Normally the front brake should be applied a little more than the rear. Change down or fully disengage the clutch as necessary to keep the engine from stalling. Never lock the brakes, as this may cause loss of control of the motorcycle and an accident. For emergency braking, disregard down changing, and concentrate on applying the front and rear brakes as hard as possible without skidding. Riders should practice emergency braking in a traffic-free area. Triumph strongly recommends that all riders take a course of instruction, which includes advice on safe brake operation. Incorrect brake technique could result in loss of control and an accident.

For your safety, always exercise extreme caution when braking, accelerating or turning as any incautious action can cause loss of control and an accident. Independent use of the front or rear brakes reduces overall braking performance. Extreme braking may cause either wheel to lock, reducing control of the motorcycle and causing an accident. When possible, reduce speed or brake before entering a turn as closing the throttle or braking in mid-turn may cause wheel slip leading to loss of control and an accident. When riding in wet or rainy conditions, or on loose surfaces, the ability to manoeuvre and stop will be reduced. All of your actions should be smooth under these conditions. Sudden acceleration, braking or turning may cause loss of control and an accident.
When descending a long, steep gradient, use engine braking by down changing and use the brakes intermittently. Continuous brake application can overheat the brakes and reduce their effectiveness. Riding with your foot on the brake pedal or your hands on the brake lever may actuate the brake light, giving a false indication to other road users. It may also overheat the brake, reducing braking effectiveness. Do not coast with the engine switched off, and do not tow the motorcycle. The transmission is pressure-lubricated only when the engine is running. Inadequate lubrication may cause damage or seizure of the transmission, which can lead to sudden loss of motorcycle control and an accident.

Parking

Do not leave the switch in the P position for long periods of time as this will discharge the battery.
Do not park on a soft or on a steeply inclined surface. Parking under these conditions may cause the motorcycle to fall over causing damage to property and personal injury.
Petrol is extremely flammable and can be explosive under certain conditions. If parking inside a garage or other structure, be sure it is well ventilated and the motorcycle is not close to any source of flame or sparks. This includes any appliance with a pilot light. Failure to follow the above advice may cause a fire resulting in damage to property or personal injury.
Select neutral and turn the ignition switch to the OFF position. Lock the steering to help prevent theft. Always park on a firm, level surface to prevent the motorcycle from falling. When parking on a hill, always park facing uphill to prevent the motorcycle from rolling off the stand. Engage first gear to prevent the motorcycle from moving. On a lateral (sideways) incline, always park such that the incline naturally pushes the motorcycle towards the sidestand. Do not park on a lateral (sideways) incline of greater than 6 and never park facing downhill. Note: When parking near traffic at night, or when parking in a location where parking lights are required by law, leave the tail, licence plate and position lights on by turning the ignition switch to P (PARK).

Coolant Level Inspection

Always use the anti-freeze in accordance with the instructions of the manufacturer. Coolant mixture that contains anti-freeze and corrosion inhibitors contains toxic chemicals that are harmful to the human body. Never swallow anti-freeze or any of the motorcycle coolant. Distilled water must be used to dilute coolant to the correct mixture ratio. In an emergency, tap water can be added to the cooling system. However, the coolant must then be changed and returned to the correct mixture ratio using distilled water and new coolant as soon as possible.
Distilled water must be used to dilute coolant to the correct mixture ratio. If hard water is used in the cooling system, it will cause scale accumulation in the engine and radiator and considerably reduce the efficiency of the cooling system. Reduced cooling system efficiency may cause the engine to overheat and suffer severe damage.
Expansion tank Tank cap MAX mark MIN mark
Note: The coolant level should be checked when the engine is cold (at room or ambient temperature).
Position the motorcycle on level ground and in an upright position. The expansion tank can be viewed from the left hand of the motorcycle, between the rear of the lower fairing and the frame. Check the coolant level in the expansion tank. The coolant level must be between the MAX and MIN marks. If the coolant is below the minimum level, the coolant level must be adjusted.

Coolant Level Adjustment

Do not remove the expansion tank or radiator pressure cap when the engine is hot. When the engine is hot, the coolant inside the expansion tank will be hot and also under pressure. Contact with this hot, pressurised coolant will cause scalds and skin damage. Allow the engine to cool. Daytona 675 1. 2. 3. 4. Expansion tank Tank cap MAX mark MIN mark The expansion tank cap can be removed from the left hand of the motorcycle, between the rear of the lower fairing and the frame. Street Triple The coolant level should be checked when the engine is cold (at room or ambient temperature). Remove the seat to gain access to the expansion tank. Remove the cap from the expansion tank and add coolant mixture through the filler opening until the level reaches the MAX mark. Refit the cap. Note: If the coolant level is being checked because the coolant has overheated, also check the level in the radiator and top up if necessary. In an emergency, water alone can be added to the cooling system. However, the coolant must then be changed and returned to the correct mixture ratio using distilled water and new coolant as soon as possible.

Note:

Position the motorcycle on level ground and in an upright position. Remove the seat. The expansion tank is positioned between the frame rails beneath the seat. Check the coolant level in the expansion tank. The coolant level must be between the MAX and MIN marks. If the coolant is below the minimum level, the coolant level must be adjusted.

Front Suspension

Front Fork Inspection
Examine each fork for any sign of damage, scratching of the slider surface, or for oil leaks. If any damage or leakage is found, consult an authorised Triumph dealer. To check that the forks operate smoothly: Position the motorcycle on level ground. While holding the handlebars and applying the front brake, pump the forks up and down several times. If roughness or excessive stiffness is detected, consult your authorised Triumph dealer. The suspension movement will be affected by adjustment settings (Daytona 675 only).
Operation with worn or damaged front or rear wheel bearings is dangerous and may cause impaired handling and instability leading to an accident. If in doubt, have the motorcycle inspected by an authorised Triumph dealer before riding. Remove the support and motorcycle on the side stand. place the
Riding the motorcycle with defective or damaged suspension is dangerous and may lead to loss of control and an accident.
Never attempt to dismantle any part of the suspension units, as all units contain pressurised oil. Skin and eye damage can result from contact with the pressurised oil.
Suspension Setting Chart - Daytona 675 only
Note: The Street Triple model has no front suspension adjustment.
LOADING Spring Pre-Load* Solo Riding Standard Softer Firmer Rider and Passenger FRONT Rebound Damping* Compression Damping* Rebound Damping* REAR Compression Damping* 10 10
* Number of adjuster turns out from the fully screwed in position.
Note: This chart is only a guide. Setting requirements may vary for rider weight and personal preferences. See the following pages for information regarding suspension adjustment.
Ensure that the adjusters are set to the same setting on both forks. Settings which vary from left to right could significantly change handling characteristics leading to loss of control and an accident.
The standard suspension settings provide a comfortable ride and good handling characteristics for general, solo riding. The chart shows suggested settings for the front and rear suspension.
Ensure that the correct balance between front and rear suspension is maintained. Suspension imbalance could significantly change handling characteristics leading to loss of control and an accident. Refer to the chart above for further information or consult your dealer.
Front Suspension Settings
Rebound Damping Adjustment

Gear Change Lights. 31 Gears Changing Gears. 54
Rear Light. 108 Rear Seat. 48 Riders Seat. 47 Right Handlebar Switches. 41 Engine Stop Switch. 41 Starter Button. 42 Running-In. 48
Headlights. 104 Adjustment. 104 Bulb Replacement. 106 Position Lamp. 108 Helmet and Clothing. 6
Safety. 5 Daily Checks. 49 Fuel and Exhaust Fumes. 5 Handlebars and Footrests. 9 Maintenance/Equipment. 7 Motorcycle. 5 Parking. 6 Parts and Accessories. 7 Riding. 8 Seat Lock. 47 Speedometer. 24 Stand. 46 Side Stand. 46 Steering/Wheel Bearings. 89 Inspection. 89 Storage Preparation after Storage. 114 Preparation for Storage. 113
Ignition. Key. Switch/Steering Lock. Instrument Panel Layout. 39 23
Lap Timer. 27 Left Handlebar Switches. 42 Direction Indicator Switch. 43 Headlight Dip Switch. 42 Horn Button. 43 Pass Button. 43 Licence Plate Light. 109 Lubrication. 116

Odometer/Trip Meter. 24

Performance. 115
Tachometer. 24 Throttle Control. 77 Tightening Torques. 120 Tool Kit. 45 Transmission. 117 Tyres. 94 Inflation Pressures. 95 Minimum Tread Depth. 95 Replacement. 96
Warning Lights. 37 Warnings Warning Label Locations. 10 Warning Labels. 2 Warnings, Cautions and Notes. 1 Weights. 115 Windscreen Cleaning. 88
Vehicle Identification Number. 19

Model Evaluation

Whereas inline fours wail, and sporting twins boom, Triumphs triples have cornered the market on growl, and the Street Triple Rs by Scott Rousseau liquid-cooled, DOHC 12-valve, 675cc inline three-cylinder engine may just be the sweetest layout in motorcycling today. It combines the smoothness and top-end performance of an inline four-cylinder with the low-midrange torque of a sporting twin, just about making it the perfect storm in terms of performance. While the 09 Daytona 675 has received a host of changes, including more radical cams to improve its breathing at higher rpm, the already potent 2008-spec Street Triple engine carries over, unchanged, to the Street Triple R in 2009. Equipped with milder camshaft timing that favors low-to-midrange performance and driveability over high-rpm screamability, the compact Street Triple R engine retains the same 74.0mm x 52.3mm bore and stroke, CNC-machined combustion chambers and attendant 12.65:1 comRIUMPHS CURRENT MARKETING slogan is Go Your Own pression ratio derived from the old Daytona to power the 2008 Way, but thats a maxim that has served the Hinckley, Street Triple. Fuel injection is handled by a trio of Keihin 44mm England-based Triumph Motorcycles, Ltd., well for over 25 throttle bodies employed by closed-loop sequential EFI. years now, since British home builder John Bloor rescued the We enjoyed the Street Triples engine performance last year, and defunct Triumph for a mere $200,000 and set out on a path to that opinion remains unchanged. Strapped to the dyno, our test return the revered British marque to its former glory. Bloor did it Street Triple R cranked out 92.59 rear wheel hp @ 12,000 rpm, just not by attempting to recreate the companys past (and by extension, 200 rpm shy of its rev limit (Triumph says the Street Triple Rs rev its past mistakes), but by steering it toward a new future where limiter is set at 12,300 rpm) while churning out a peak torque figcarefully planned and executed three- and four-cylinder high-perure of 44.42 lb.-ft. @ 8250 rpm. Those numbers were better than formance models with an increased attention to detail and drastithe 90.4 horsepower and 43.4 lb.-ft. peak figures of our 2008 Street cally improved workmanship portrayed Triumph in a newer, more Triple test bike, so we conducted two separate dyno tests on the R modern light. Only after this was established did the company model just to be sure that they wernt a whole lot better than the earnestly begin to pay homage to the old Triumph with the addition of significantly improved Modern Classic models, such as 2008 engine. Phone calls to Triumph assured us that nothing inside the Bonneville, Thruxton and Scrambler twins. That strategy is the engine has changed and that perhaps our 2008 unit simply had probably a big part of why the company has continued to be a sucnot been broken in properly. cess while attempts by others to rescue defunct iconic brands such The extra power was negligible in our acceleration and top as Norton and Vincent (and Excelsior-Henderson and Indian in speed trials anyway, as the Street Triple R went from 0-60 mph in America) have been a struggle or an outright failure. 3.36 seconds, hit 100 mph in 7.97 seconds before turning in a best But that doesnt mean that Triumph goes about its business by quarter-mile time of 11.32 seconds @ 118.1 mphall very close stubbornly refusing to meet to the demands of its customers, espeto the numbers turned in by the standard Street Triple. The 08 cially here in America, hence the companys range of cruiser model did achieve a slightly better elapsed time and trap speed, but models, including the forthcoming Thunderbird and most recently we attribute that to the rather windy conditions we encountered at with an upgraded version of its best-selling Street Triple naked our top-secret high-desert test facility on the day we tested the R bike, the Street Triple R. model. The Street Triple Rs top speed was 141.7 (vs. 141.0 mph When MCN compared the standard Street Triple to the Aprilia for the Street Triple), again right in line with what we expected. Shiver back in our August 2008 issue, we praised its exciting Despite those handsome performance numbers, however, the engine character and feathery feel but complained that its stiff, Street Triple R engine isnt completely perfect on the street. It noncompliant and nonadjustable suspensionokay, the rear shock might be if Triumph had addressed the serious hiccup that causes was preload adjustable, but it hardly matteredand two-piston the bike to shudder when the throttle is cracked. No matter how front brakes were unwelcome cost-cutting measures that effecdelicately we tried to roll on the gas, we could not avoid the lurch. tively robbed an otherwise great-performing bike of what, in hindUnlike the suspension, this is one annoying trait that is carried sight, should have been at least a draw with the Shiver if not an over from the standard Street Triple. Once the throttle is opened outright victory. Well, apparently someone at Triumph was listenup, however, the engine is charming and assertive, pulling cleanly ing to our pleas and others like them, because for 2009 it has introfrom 2000 rpm all the way to redline. On the street, the Street duced the Street Triple R, complete with fully adjustable Showa Triple R delivers excellent performance from bottom to top, and front and rear suspension and the same Nissin four-piston radiallistening to the engine shriek its signature sound through the twin mount brakes and radial pump master cylinder found on Triumphs exhaust cans perched under the tail section will leave you smiling middleweight marvel, the Daytona 675. under your helmet every time. But such enhancement comes at a price, $9499 for the Street The Street Triple Rs close-ratio six-speed transmission errs on Triple R vs. the $8699 (up from $8299 last year) for the Street the clunky side, but gear engagement is positive and the ratios are Triple. We reckoned that would be a fair price to pay if the Street well spaced to maximize the engines entertaining thrust, although Triple Rs extra suspension adjustability could lead us to the hanyou wont mistake it for a Freeway Triple R. The engine revs dling nirvana we had been seeking in the Street Triple. So was it? just a tick under 5900 rpm at true 65 mph, suggesting that the final

Triumph Street Triple R

Triumph Builds a Nicer Hooligan
Engine & Transmission

AUGUST 2009

MOTORCYCLE CONSUMER NEWS
gearing is a bit tight, and yet the Street Triple R doesnt feel the least bit buzzy at that engine speed, which is still more than 2000 rpm below where peak torque occurs. Even taching 7000 rpm at 80 mph indicated doesnt seem to generate any tingling in the handlebars. Smooth triple, indeed.

Suspension & Chassis

The Street Triple Rs fully adjustable fork and shock are two of the major items that differentiate it from the Street Triple. Up front, the Showa 41mm male slider forks, anodized black to distinguish them from the gold-anodized units on the Street Triple, feature adjustability for compression damping and rebound damping as well as preload. The compression and rebound adjusters are of the clicker variety rather than non-clicking, the latter theoretically allowing finer tuning via quarter-turn adjustments. In light of our experience with the Street Triple, the R model was far more pleasant on the street. The added luxury of adjustable suspension allowed us to really dial in the fork, and our chosen settings really put the Rs 4.7" of front wheel travel to good use. We set the preload to four lines showing above the cap, and dialed two clicks out from full compression damping and two out from full rebound damping. With these settings, the fork erased the nervous front-end feel of the nonadjustable unit found on the Street Triple and gave our test riders the freedom to be much more aggressive in the turns and truly enjoy the agility afforded by the Street Triples 54.9" wheelbase and steep head angle without fear of smacking a bump or pothole and being stood up and pitched off line because of a lack of suspension compliance. Like the fork, the Showa piggyback shock also features adjustments for compression, rebound and preload to tailor its 5.0" of travel. After backing off the preload until about four threads were showing above the lock ring, we backed off seven clicks from full compression damping and four clicks from full rebound. While the Rs shock still rides on the taut side, its a night-and-day difference from the haywagon-like ride of the nonadjustable suspension found on the standard Street Triple. The R model retains the same lightweight alloy spar chassis as the standard Street Triple and similar to the Daytona 675s but lacks the Daytonas swingarm pivot adjustability. The Street Triple Rs rake is set at 24.3 with 3.75" of trail, which makes for a very light-steering, quick-turning motorcycle. A catchy yet understated Matt Graphite paint scheme with orange graphics and two-tone black and grey stitched seat really enhance the looks of the bike.

Savvy MCN readers who compare braking numbers between the various middleweights in this issue will notice that 2009 Yamaha FZ6R stopped even shorter, which might lead one to believe that the Rs Akebono two-piston front brakes are on par with the Street Triple Rs. While the numbers are what they are, the FZRs stopping is also aided by its longer wheelbase, which allows the rider to fully maximize the stopping power of both brakes. The Street Triple Rs shorter chassis and steeper rake enhance weight transfer to the front end, decreasing the effectiveness of its 220mm rear brake, and some of our test stops were accomplished with the rear wheel practically hovering off the pavement. The Street Triple R is unchanged in the wheel and tire department, using the same five-spoke alloy 3.50 x 17 front and 5.50 x 17 rear wheels as the rest of its 675 siblings, shod with Dunlop Sportmax Qualifiers, generally regarded as excellent tires for street and sport use.
Controls & Ergonomics
In keeping with its hooligan persona, Triumph fitted the Street Triple R with a flat, wide Magura alloy handlebar that would appear more suited to motocross than street riding. The leverage it provides only adds to the Street Triple Rs maneuverability in lowspeed situations, and the bar is comfortable over long distances. We also appreciated the field of view offered by the Street Triple Rs mirrors, but didnt like the fact that the Triumph, like most sport bikes, still lacks self-cancelling turn signals. We also think that a motorcycle in this price range should offer reach adjustability on both hand levers. The Triumph only offers it for the brake, unlike the much less expensive Kawasaki ER-6n tested elsewhere in this issue, which offers rotary dials on both the clutch and the brake. The Street Triple Rs 32.3" tall seat is comfortable for shorter riders, although taller riders in our testing corps complained that its forward angle and the Street Triple Rs high footpegs tended to push them forward into the tank, making for a bit of a cramped feeling in the cockpit. Still, the seat is narrow at the seat/tank junction, and the bikes 4.6-gallon fuel tank is not radically sculpted so as to catch the riders legs. As it is a naked bike, the Street Triple R offers very little wind protection, not a good thing for those whose rides are measured in hundreds of miles. We like the Speed Triple Rs Daytona 675-style instrument cluster, which offers an easy-to-read analog tachometer, digital speedometer and gear indicator along with dual tripmeters, average speed, average mpg and even a lap timer for track days.
Brakes, Wheels & Tires
If the better-quality suspension on the Street Triple R were the only difference between it and the standard Street Triple, we could already rate the R as the better value even at its higher price. But, and please pardon the pun, Triumph didnt stop there. To increase its braking power and feel, the R model is also equipped with the semi-floating 308mm Nissin discs, radial-mounted four-piston calipers and radial pump master cylinder pirated straight from the Daytona 675. Our 60-0 mph braking tests showed that this change is a welcome improvment, as the radial brakes stopped the slightly heavier Street Triple R (420.5 lbs.) in 114.6', about 3.4' shorter than the standard Street Triple (413.5 lbs.) but with much greater ease.

Final Thoughts

Frankly, the Triumph Street Triple R is the naked 675 that Triumph shouldve built in the first place. By itself, the Rs adjustable suspension transforms the R into a more competent, more confidence-inspiring and more fun motorcycle. Throw in the premium brakes, and the Street Triple R more than justifies its $800 higher price tag. Weve always respected Triumphs continuing strategy to go its own way, but the 2009 Street Triple R is proof that the company is willing to listen to its customers to produce a better motorcycle as well.
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Left: The Street Triple Rs frame-mounted bugeye headlights, a staple of Triumphs streetfighter models since the introduction of the second-generation Speed Triple of 1997, hover over the Rs new, black-anodized 41mm Showa forks. Pirated from its sportier brother, the Daytona 675, the forks are fully adjustable, a feature sadly lacking on the standard Street Triple. The Street Triple Rs wide aluminum Magura handlebar, which aids its low-speed maneuverability, and wellplaced mirrors are carried over from last year.
Right: As if the Street Triple Rs suspension was not enough of an improvement, its premium front brake package, which includes a strong, progressive Nissin radial master cylinder, more than justifies the $800 price increase over the Street Triple. Left: While the Speed Triple Rs twotone saddle isnt designed for all-day comfort, it is reasonably well padded and quite narrow at the seat/tank junction, enhancing the bikes slim profile. The Rs aluminum chassis owes its parentage to the Daytona 675 but lacks the adjustable swingarm pivot. The heat shields on the Rs twin mufflers are too abbreviated to be truly effective. Right: Up front, gorgeous four-piston radial calipers put the bite on the Rs twin semi-floating 308mm rotors.
Above: The Street Triple Rs Daytonaderived instrumentation features an easy-to-read analog tach and digital speedo, but the clusters function and reset buttons are difficult to reach.

TESTERS LOG

The Triumph Speed Triple R is a real powerhouse of a motorcycle. Its Daytona-derived 675cc triple produces seamless power thats always on tap, and twisting the right grip made me a true believer in its great torque curve and linear power delivery. Equally as impressive, the Street Triple R lacks nothing in the stopping department. Its four-piston radial front brakes are the most responsive and powerful of any middleweight weve tested recently, although it is difficult to fully exploit them because of how quickly Triumph transfers the combined weight of the machine and rider forward during heavy braking. As a result, the R is very sensitive to the position of its rider, especially when the rear wheel is floating above the ground during a hard stop. As far as its styling goes, I still cant get around the Triumphs exposed dual bugeye front lights, but I guess beauty will always remain in the eye of the beholder. For me, the most beautiful aspect of this naked middleweight is how it feels, not necessarily how it looks. Danny Coe With the Street Triple, Triumph already showed us that it could produce a rocket-fast, well-balanced middleweight streetfighter. Yanking open the throttle and unleashing its free-revving and torquey triple is a pulse-quickening and unforgettable experience. It stops on a dime and gives back change, and it is one quick-handling little beast. With Street Triple R, Triumph has proved that it is smart enough to give its fans even more of what they want, namely all the great attributes of the Street Triple with the added value of suspension that can now be dialed to suit a wider variety of riders, from the boulevard to the racetrack. That the company decided to go even further and add the Daytonas awesome radial brakes is all the more impressive. So while $9499 may seem like a lot of money for a naked middleweight, the Street Triple R is an awful lot of motorcycle for the money. It may be purely spiritual, but the connection between todays Hinckley-based Triumph and those Meriden classics of yesteryear is closer than youd think. Scott Rousseau

2009 Triumph Street Triple R
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE Type:.liquid-cooled inline triple Valvetrain:. DOHC, 4 valves per cyl., shim under bucket valve adj. Displacement:.675cc Bore/stroke:.74.0 x 52.3mm Comp. ratio:.12.65:1 Fueling:.multipoint sequential EFI, 3 x 44mm throttle bodies Exhaust:..3-into-1-into-2 DRIVE TRAIN Transmission:.6-speed Final drive:..chain RPM @ 65 mph*/rev limiter:.5889/12,200

*actual, not indicated

PERFORMANCE Measured top speed.141.7 mph 01/4 mile.11.32 sec.@ 118.10 mph 060 mph..3.36 sec. 0100 mph.7.97 sec. 600 mph.114.6' Power to Weight Ratio.1:4.54 Speed @ 65 mph indicated.60.7 MC RATING SYSTEM
EXCELLENT VERY GOOD GOOD FAIR POOR

ERGONOMICS TEMPLATE

DIMENSIONS Wheelbase:..54.9" Rake/trail:.24.3/3.75" Ground clearance:.4.9" Seat height:..32.3" GVWR:..840 lbs. Wet weight:.420.5 lbs. Carrying capacity:.419.5 lbs. SUSPENSION

A B A C B

??.?" 50.75" 26.75" ??.?"

66.0"

Front:.. 41mm male slider forks, F G HI J adj. preload, comp. and rebound D E F OVERALL RATING damping, 4.7" travel MISCELLANEOUS Rear:.link- type monoshock, adj. preload, DYNAMOMETER DATA comp. and reb. damping,5.0" travel Instruments:.digital speedo, analog Low end 92.24 hp tach, odometer, 3 tripmeters, digital BRAKES Mid-range clock, lap timer, avg. mpg, max Front:dual 308mm semi-floating discs,, speed, avg. speed, trip clock, gear Top end Nissin radial-mount, four-piston calipers indicator, coolant temp. You wont see evidence Rear:..220mm disc, Indicators:. hi-beam, t/s, neutral, off the on/off throttle hesitation that hurts the low fuel single-piston caliper Street Triple Rs driveMSRP:..$9499 44.25 lb.-ft. ability on the dyno chart, TIRES & WHEELS Routine service interval:.6000 mi. but it is there. Once the Valve adj. interval:.12,000 mi, Front: 120/70-ZR17 Dunlop Sportmax throttle is cracked, howWarranty:.2 years, unlimited miles ever, the Rs EFI is crisp Qualifier on 3.50" x 17" wheel Graphite, Matte Blazing Colors:.Matte as low as 1100 rpm, even Rear: 180/55-ZR17 Dunlop Sportmax Orange under a load. Impressive. RPM, THOUSANDS Qualifier on 5.50" x 17" wheel
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT. SAE CORRECTED REAR-WHEEL HORSEPOWER
ELECTRICS Battery:..12V, 10Ah Ignition:.digital inductive type Alternator Output: 402W @ 4000 rpm Headlight:.2 x 55/65W FUEL Tank capacity:.4.6 gal. Fuel grade:.91 octane High/low/avg. mpg:.42.1/38.0/40.1
TEST NOTES PICKS Hallelujah, fully adjustable front and rear suspension! Radial front brakes offer increased stopping power Awesome-performing, lightweight three-cylinder engine PANS Abrupt on/off throttle transition Piggyback shock takes patience to dial-in Seating position may be cramped for some riders

??.?" 14.0" 32.3" ??.?" 21.0"
61.0" 50.5" ??.?"
A: nose to middle of pass. seat. B: nose to middle of rider seat. C: nose to center of grip D: nose to pass. footpeg. E: nose to rider footpeg F: ground to center of grip G: ground to top of rider footpeg H: ground to lowest point of rider seat. I: ground to top of pass. footpeg. J: ground to middle of pass. seat.
Middleweight Naked Engine Transmission Suspension Brakes Handling Ergonomics Riding Impression Instruments/Controls Attention to Detail Value

??.?" 39.4"

38.0"
STANDARD MAINTENANCE Time Parts Labor Item Oil & Filter..0.3..$73.35..$24.00 Air Filter.0.25.$33.35..$20.00 Valve Adjust.2.75.$42.72.$220.00 Battery Access.0.1.MF.$8.00 Final Drive..0.1..$8.00 R/R Rear Whl.0.15..$12.00 Change Plugs.0.5..$48.48..$40.00 Synch EFI.0.65..$52.00 Totals 4.8 $197.90 $384.00 27