2013–2016 · Naked Bike · Buyer's Guide
Triple That Corners For Real
The Street Triple 675 R is what happens when a company builds a naked bike around an engine it clearly loves. The 675 cc inline-three makes 105 hp and 50 lb-ft, and the way it stacks torque as the revs climb gives it a personality that a flat, ironed-out power curve never has. Around it sits a chassis with real intent: fully adjustable suspension front and rear, an upside-down fork, 310 mm front discs, ABS as standard. At 403 lb wet it sits at the light end of its class, and everything about the way it turns reflects that.
This is a bike for riders who already know what they want from a road. The 32.3 in (820 mm) seat is tall enough to notice at a stoplight, but the low weight keeps that from becoming a problem once you're moving. It ages well mechanically and it responds to good tires and good setup, which is why so many end up modified. The honest caveat: this generation has a few maintenance habits worth knowing. The rear suspension linkage bearings need stripping and regreasing every two to four years or they corrode and seize, and the gearbox is notchy by nature.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 105 hp (78 kW) |
|---|---|
| Torque | 50 lb-ft (68 Nm) |
| Displacement | 675 cc |
| Engine | Inline-three |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Fork | Upside-down (USD) |
| Front brake | 310 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Wheelbase | 55.5 in (1410 mm) |
| Seat height | 32.3 in (820 mm) |
| Wet weight | 403 lb (183 kg) |
| Fuel capacity | 4.6 gal (17.4 L) |
Equipment check
Chassis
Drivetrain
Safety
Most of what follows arrived slowly: paddock conversations at track days, owners talking shop on club nights, and the messages and emails riders send me directly after living with the bike for a few years. The pattern on the 675 R is consistent. People describe a machine they hang onto rather than trade, and the complaints they raise are specific and narrow rather than structural.
The strongest recurring praise from riders goes to the brakes. Owners describe the radial front calipers as strong and progressive with genuine feel at the lever, enough that track-day riders leave them exactly as they are. The other thing that comes up again and again is how little effort the bike asks for at ordinary speeds. Riders call it flickable and confidence-inspiring, and plenty of them use it as a commuter without complaint.
Wind is the most common one. There is nothing to shelter behind at highway speeds, and riders who cover long distances say it wears them down. A number of owners mention first gear feeling tall, which takes some of the snap out of moving away in town. Finish gets raised too: engine paint, fasteners, and headers go tatty on bikes ridden hard through bad weather.
Suspension linkage bearings seize without regular greasing
The needle bearings in the rear suspension linkage are prone to corrosion and seizure if not stripped and regreased every 2–4 years. Neglect can result in stiff suspension action and expensive replacement.
Noisy cam chain tensioner
The cam chain tensioner can produce a rattling noise, particularly when cold. Often it's the mechanical ratchet adjuster between clicks, and a hard acceleration run may temporarily silence it.
Oil leaks from valve cover / cam cover gasket (early models)
Some 2013–2014 bikes suffered from oil weeping around the valve cover or cam cover gasket, likely due to manufacturing sealant inconsistencies. Most were repaired under warranty.
Clunky gearbox, especially with quickshifter
The gearshift can feel notchy or clunky, and the optional quickshifter exacerbates the sensation. Keeping the drive chain properly adjusted helps, but it remains a characteristic of the box.
Condensation inside instrument cluster
Moisture can accumulate inside the instrument housing, clouding the display. The issue is often cosmetic but can lead to fogging that obscures the instruments.
Hot start failure
Some owners report that after stalling or when the engine is hot, the bike fails to restart using the starter button, but will bump start.
Where this Triumph Street Triple 675 R pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the Street Triple 675 R is actually built for.
This is the bike Angeles Crest was drawn for. Light, quick to change direction, with more lean angle than the road can use, and the traffic on the way out is easy because it's small and manageable.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
If you ride for precision rather than speed, the front-end feedback here is the point. It rewards clean lines on tight, repeating corners better than anything heavier.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
Great fun on Hill Country roads, and the 4.6 gal tank covers real distance. Just know the seat is tall and the riding position leans you forward, so long freeway slogs are the weak part.
Made for Austin / Texas Hill Country · Twisted Sisters · Austin / Handbuilt Motorcycle Show
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2012
Triple Feedback, Maximum Lean
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Triumph Street Triple 675 R. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Successor · 2017–2019
Triple Soul, Corner Ready
Competitor · 2014–2016
Hooligan Engine, Japanese Precision
Roughly $600 pricier used than this bike at 10 yr
Same Platform · 2013–2017
Triple Soul, Serious Corners
Roughly $2,800 pricier used than this bike at 10 yr
Similar Character · 2013–2017
The Triple That Corners Hardest
Roughly $2,600 pricier used than this bike at 10 yr