Triumph Speed Triple R in a road test

With a sharpened design, more power and new electronic helpers, the optimised Triumph Speed Triple R is getting back to its roots: a more agile street fighter that makes you look like a bad boy, but works great in everyday life.

Triumph’s Speed Triple  has long been an identity icon, as typically English as the red double-decker buses in London, the texts of William Shakespeare or fish ‘n’ chips. And as the first Street fighter ex works, it was a real trendsetter from the start. But the competition upped the ante, even overtook it. Okay, the Triumph never wanted to be a technological leader. But a Speed Triple that is trailing? No way! So it is time for a big update. It is aggressive and yet elegant, the Triumph Speed Triple R, wiry, muscular.

A full torque curve and 138 hp combined with electronic assistance systems stand for more kick with less thrill from unplanned surprises. A powerhouse made of steel, aluminium and a little plastic. A whole armada of brand new speedies seductively sparkle under the Spanish sun. The base version of the new Triumph Speed Triple, now called “S” as in “Standard”, and today’s top driven model with the abbreviation “R” as in “Racing”. R characteristics are Öhlins suspension elements, red rear frame, front spoiler, carbon fenders and other goodies. Machines of great physicality, expressive and distinctive.

Both Speed Triple versions are completely identical as regards the engine

The engines of both Triumph Speed Triple S and Triumph Speed Triple R are completely identical. Triumph has greatly refined the tried-and-true 1050-series three-cylinder, which is already eleven years old. 104 changes on the inside and its periphery spice up the engine (see the next page “What’s new”). The Speedy looks sharp from its low-mounted insect eyes with integrated LED daytime running lights. Actuating the triplet, you know it, you love it: The engine comes to life gasping and throaty. The soundtrack is still bassy, strong, but not vulgar. You would be able to pick out the sound of the three-cylinder from 100 other engines. The dual-sided silencers offer 70 per cent more flow, which boosts performance, and are slightly lighter than before. Well, two half-height exhaust pipes are no longer state of the art: they are rather heavy and not exactly good for the centre of gravity.

The engine of the Triumph Speed Triple R runs wonderfully smoothly from the first second it starts. It is much more mechanically quiet than before. Burning for action, it comes powerfully from the completely new cable-operated clutch with anti-hopping / servo function. Later, on the racetrack of Calafat, this will effectively prevent a stamping rear wheel when braking on the many second-gear corners. In city traffic, however, there is a noticeable decline in operating force when pulling the adjustable lever. Okay, you have to live with manoeuvring with the steering angle that is still small. A legacy of the stylish dual-pipe, aluminium bridge frame that is wide in the front.

Five hp have been added at the peak

The city soon lies behind us, the country road ahead of us. The Triple benefits from its unchanged long stroke on more than just the winding country roads of Catalonia: 71.4 millimetres at 79-series boring. This brings a lot of power from below. From the start, the Triumph Speed Triple R hits hard with a tremendous amount of punch. The power development was even more level. There is to be five per cent more power between the 5000 and 7000 rpm and the torque culminates at a maximum of 112 Newton metres. A good yield for a good litre of displacement. Five hp have been added at the peak thanks to higher compression pistons, modified camshafts and new injectors.

Apart from the now electronically controlled throttle valves, a great deal of work was done on the fuel mixture preparation: More swirling and a finer atomisation improve filling and reduce consumption. Do not forget: Cooler air is now sucked in through the flyscreen. In addition, the engine of the Triumph Speed Triple R can breathe more freely due to the optimised manifold and silencers.

What you notice from it? Exciting power at lower engine speeds and a finer response to gas commands than ever before. And the Triple now shifts higher: The speed limiter used to engage a bit suddenly already at 9500 rpm, but today is the rated speed with this brand – the full 10,000 rpm are the maximum. A speed reserve that you only need on the racetrack or rarely when overtaking.

A weight-saving and sharpened design resulted in the smaller tank of the Triumph Speed Triple R: It now only holds 15 litres instead of the previous 17.5 litres. But with the Euro 4 regulation, the topic of petrol consumption is even more important. According to homologation, the Triumph boasts a good five litres per 100 kilometres, so there would still be 300 kilometres of range in the tank. The modified gearbox is uncharacteristically soft for Triumph. The gears transition oh so smoothly.

Five different driving modes

The new ride-by-wire allows for five different driving modes: Rain, Road, Sport, Track and a freely programmable mode: They influence the throttle response and the control programmes (intervention thresholds) of ABS and traction control. In the customisable Rider mode, track professionals can turn off ABS and traction control independently of each other. The throttle valves are nice and direct in “Sport” and “Track”. Nevertheless, the “harsh throttle response” from the coasting phase, recently a point of criticism in the Roadster comparison test in MOTORRAD 5/2015, is now water under the bridge. The Road mode, which is well-suited for country highways, makes the bike particularly soft. You can rely on the three-stage traction control of the Triumph Speed Triple R. It is a life line for the famous tenth of a second with limited liability. This creates trust.

The new Triumph Speed Triple R provides a great deal of this. It seems to whisper “I will take you safely and quickly through each curve”. A delightful contrast: Bad boy image paired with great driveability. There is more feedback from the front wheel due to the more front-wheel oriented seating position. The beautifully upholstered seat is 20 millimetres narrower in the front. The tank sides are narrower too. They used to be more wide-legged. So you are further forward and have the tapered aluminium handlebars perfectly in your grip. The 2016 Speedy feels smaller and more compact, approaching the 675 Street Triple. Even drivers at a good 5.5 feet tall easily touch the ground with both feet. Stylish handlebar end mirrors are quite wide and offer a reasonably good view.

The Speedy is suited for racing with its stiffer damping

The new Öhlins NIX 30 fork and the also golden TTX 36 suspension strut are superb and sense the asphalt surface super sensitively. It is even unusually comfortable for a “fighter”. More light-footed and manageable than the before, the Speedy navigates all curve radii. Triumph has not made any changes to the chassis. Nevertheless, the excellently balanced Triumph Speed Triple R drives more agile without having lost any stability. The reason for this? The better integrated driver, famously gripping Pirelli Diablo Supercorsa?

We are in Calafat. Tyre warms are pulled over the tyres. Now the Triumph once again plays the trump card of its extra thrust and the predictable power output. The traction control now allows more slip in Sport mode and even more in Track mode. Transparent and biting, the monoblocks anchor without snapping furiously. The ABS engages late, you almost don’t notice it. Those who want to provoke wheelies and stoppies (the Speedy can do both well) must disable the assistance systems. Only a few clicks for tighter damping and the Triumph Speed Triple R is ready to race. It is in its element on the winding course and stays exactly on track.

The Briton takes its course with the precision of a scalpel. It only scrapes rarely with the foot rests, quivers only sometimes gently with its stem when accelerating quickly – no steering damper. A great intense driving experience. The Triumph Speed Triple is a passionate motorcycle for just such drivers. The price is pleasing: EUR 12,500 for the “S” and EUR 14,200 for the “R” (plus EUR 450 ancillary costs) are only EUR 260 or a paltry EUR 30 more than with the predecessor model. More kick for hardly any more dough.

 

Technical data of the Triumph Speed Triple S/R

	Triumph Speed Triple R	Triumph Speed Triple S
Model year	2016	2016
Motor
Number of cylinders, design	3, in-line engine	3, in-line engine
Bore / stroke	79.0 / 71.4 mm	79.0 / 71.4 mm
Displacement	1050 cm³	1050 cm³
Valves per cylinder	Four valves per cylinder	Four valves per cylinder
Compression	12.3	12.3
Output	103.0 kW (138.0 hp) at 9,500 rpm	103.0 kW (138.0 hp) at 9,500 rpm
Max. torque	112 Nm	112 Nm
Number of gears	Six-speed gearbox	Six-speed gearbox
Rear-wheel drive	x-ring chain	x-ring chain
Chassis, wheels, brakes
Frame	Bridge frame	Bridge frame
Front/rear spring deflection	120 mm / 130 mm	120 mm / 130 mm
Tyres	120/70 ZR 17, 190/55 ZR 17	120/70 ZR 17, 190/55 ZR 17
Front/rear brake	320 mm four-piston fixed callipers / 255 mm dual-piston floating calliper	320 mm four-piston fixed callipers / 255 mm dual-piston floating calliper
ABS	Yes	Yes
Dimensions and weights
Wheel base	1445 mm	1445 mm
Steering head angle	67.1 °	67.1 °
Trail	91 mm	91 mm
Dead weight with a full tank of petrol	n/a	n/a
Seat height	825 mm	825 mm
Permissible total weight	414 kg	414 kg
Maximum speed	250 km/h	250 km/h
Price
New price	EUR 14,200.00	EUR 12,500.00

 

 

What is new?

Engine: Performance and torque increase to 138 hp at 9,500 rpm and 112 Nm at 7,950 rpm (previously: 133 hp at 9,400 rpm and 111 Nm at 7,750 rpm), speed limit now 10,000 instead of 9,500 rpm; overall 104 modifications: new pistons, crankshaft, combustion chambers and camshafts; more compact throttle valve body with 44 instead of 46 millimetre diameter; new software; modified cylinder head; compression increased from 12.0 to 12.25; ten-hole instead of four-hole injectors; intake ducts and manifolds with more throughput; revised airbox; narrower more efficient radiator, larger more effective catalytic converter (Euro 4 exhaust emissions standard).

Power transmission / assistance systems: new anti-hopping coupling; modified gear wheels, new switching mechanism; ride-by-wire with five drive modes (Rain, Road, Sport, Track and one freely configurable);  traction control with three settings (Rain, Road, Track) that can be shut down.

Equipment and bodywork: lighter silencer; tank capacity 15.5 instead of 17.5 litres; seat 20 mm narrower in front, modified plastic parts; lower-set dual headlamp with LED daytime running lights; instruments with information about the gear display, selected drive mode; new LED indicator; flyscreen with built-in air intake; handlebar end mirrors; new fittings; a new rear, standard tyres Pirelli Supercorsa.