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Triumph Speed ​​Triple S in the top test

A quantum of speed

The Triumph Speed ​​Triple is the mother of all power nakeds, is an icon and poster face for Triumph. But the wind in the Powernaked class has turned into a hurricane. The Speed ​​Triple had to become more modern without losing its personality. The top test shows whether this balancing act is successful.

When the triumph S.peed Triple were a person, they were in their prime today. Maybe in his 40s. Speedy would, of course, be English. Suburban childhood, maybe Birmingham, Hinckley is very close. Working class. In the youth athletics club, later boxing, but everything very civil. Then the wild years. On Fridays in the pub, Speedy was the leader of the toughest gang in town and no good beating. First a couple of pints, then a couple of nuts, that was the order of the day. He could always rely on his mighty pound and his solid stance – and on the hard training in youth. Then on Saturday with the boys in the stadium, Speedy on the drum. A few more pints, insulting opponents and referees, all just for fun. Children grown up playing.

Triumph Speed ​​Triple S in the top test

A quantum of speed

At its core an old motorcycle

This admittedly rather crooked picture may help to illustrate the image change of the Speed ​​Triple in the segment of strong naked bikes. Once the first, recently out of focus, falling behind. Because while the competition, especially among Europeans, has escalated, key data and performance have become more and more extreme, Triumph has modernized the Speed ​​Triple rather cautiously. Seen in this light, the Speed ​​Triple can rightly be accused of being essentially an old motorcycle. “That’s good”, say the fans, rightly so, who love the rustic, beefy character of the ten-fifties, the sturdy, stable handling, the double headlight face and the old-style under-seat exhaust. Speed ​​Triple is a cult, and this cult has a long tradition.

That’s the starting point. The Triumph Speed ​​Triple has to get more modern. It needs Euro 4, it needs traction control, it needs modern ABS. More power would be nice, a better gearbox and faster handling. But please, it should remain an unmistakable triumph! Not an easy task.

Optical differences in detail

Well, at least visually, the new one is still completely Triumph Speed ​​Triple. So much so that it takes more than a fleeting glance to tell the two apart. If you then take a closer look, many small changes add up here and there to a fresh, tighter, carefully lifted look. Yes, the frame, engine and wheels are identical, but every single panel, every cover, every cover – they have all traced. Perhaps the best thing to notice is the new face with a central air inlet and the chic, even halfway functional handlebar end mirrors. In addition, the visibly narrower radiator, which makes the motorcycle more delicate in a subtle way. Rarely, to the point, has the optics so truthfully reflected the changes in technology. That is to say: Just like the exterior, the interior has also changed more in detail, but these many details add up, the bottom line being that they do not make a completely new motorcycle, but a better motorcycle in almost all respects.

It starts with ergonomics: the sporty, combined seating position is practically identical, but the tank is narrower in the crotch and the flanks are more ergonomic due to the modified seat. This makes the knees more comfortable and the motorcycle lies more intimately between the thighs. The handlebars are still perfectly cranked, wide, but not too wide. The cockpit of the new Triumph Speed ​​Triple is almost unchanged, apart from the new gear indicator. Why also? It’s easy to read and has a nice big, analog tachometer. But: The whole arrangement has been moved closer to the steering head, subliminally underlining the machine’s more compact impression.

Drilling growls wonderfully despite Euro 4

Starting. The 1050 triplet of the new Triumph Speed ​​Triple S growls as wonderfully as ever from the air filter box despite Euro 4. Like a well-mannered Doberman who would drive the burglars to hell but never bite the postman. The old Speedy is known for its clean throttle response, low load change reactions and the binding, brawny torque curve of the in-line three-cylinder. The new one refines these strengths. Beefy is the best way to describe the aggregate. It feels like the engine provides its maximum torque over the entire speed range, which results in a perfectly linear power characteristic. It bordered on cynicism to criticize that as boring. There is a choice of three engine mappings, in each of them (Rain, Road, Sport) the triple depends on the gas in a well-dosed and finely tuned manner. As with all triumphs. In that regard, they are at the fore at Hinckley right now. How much this promotes driving pleasure can partly be expressed in points, but better experienced in every curve. On top of that, the threesome has subjectively lost a bit of its leaden flywheel weight, but the promised five horsepower more power have not been found on the test bench. The steroid competition will not have to fear the new Speedy in terms of top performance either. It doesn’t matter. Because on the country road, the Dreier is as powerful as it is characterful and provides maximum usable performance. The running culture is also unchanged silky, and its lustful sizzling goes into the blood.

Perhaps the agrarian-looking transmission was the greatest weakness of the old Speedy, but the heavily redesigned gearbox is definitely one of the greatest strengths of the new one. It used to be unsteady and rustic, but now the corridors slide with a wonderfully snapping “plock” like a perfectly hit tennis serve. Toe flatterers. The slip clutch of the 2016 model is also a very welcome addition that is actually necessary for a really sporty bolt. The predecessor has a clear tendency to stamp due to the sluggish engine characteristics, thanks to anti-hopping the new Triumph Speed ​​Triple S feels as if it were concreted in when braking.

Handling of the new Triumph Speed ​​Triple S.

Concrete is the keyword for handling. The massive engine block, the old-fashioned exhaust with thick pots high up and behind, naturally create a certain inertia. Compared with modern machines that do everything to centralize weight, this means that tight alternating curves require increased effort on the Triumph Speed ​​Triple. But it makes a virtue out of necessity. The turning is exemplary neutral, the slight tendency to understeer that the predecessor reveals in direct comparison is a thing of the past. It now circles a little more jaggedly and more nimbly – possibly thanks to the hypersporting Pirelli Supercorsa SP, which is mounted instead of the Metzeler Racetec K3. It goes without saying that both tires, carefully brought up to temperature, have unrivaled grip. This inimitable stability, the serenity over bumps in an inclined position, the basic trust in very deep angles, that is what the new Triumph Speed ​​Triple S builds up just like the old one. Both drive somehow – well, meaty.

But with the new one, even if the scales only attest to two kilos less, it is as if you had filleted some of the rind away. Maybe not the last resort in agility, but a very satisfying driving experience. And by the way, even with a very touristy pace. The spring elements are fully adjustable and work extremely tightly here as there in the factory setup. Basic model wobbling is completely alien to the two. In the firm single-digit temperature test domicile, we therefore opened the rebound and compression stages of the fork and shock absorber further, which significantly improved the response behavior. When the temperature rises, this setup shifted to being comfortable. The bottom line is that within the scope of the intended use, the Triumph Speed ​​Triple S has a suitable setup for every taste.

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Electronics package fully up to date

The top test is now approaching its conclusion, and apart from the three engine mappings, we haven’t said a word about the electronics of the new Triumph Speed ​​Triple S. This shows how problem-free and inconspicuous the new traction control in particular works. This works in three stages according to the selected drive program (four pre-programmed, one freely configurable) and controls very sensitively. Even in normal road mode, it rarely intervenes in good grip conditions, in track mode, given the superb controllability of the drive and the enormously gripping Pirellis, a real throttle handlebar is needed to bring it into the control range at all. Quite wonderful, in addition, the TC, as well as the now much more sensitive ABS, which is also adapted to the driving modes, can be completely deactivated if necessary. The electronics package of the new Speed ​​Triple is fully contemporary. It offers a real gain in safety without impairing driving pleasure. The way it should be.

So really every detail improved? Nearly. Only the front brake of the Triumph Speed ​​Triple S we tested showed an annoying free travel in the lever, which caused one or two moments of shock during frequent changes in test operation. Takes getting used to. If this free travel is overcome, however, the stoppers bite into the 320 panes as before with a nice pressure point, clean modulation and appropriately crisp.

consumption

And otherwise? Consumption fell significantly from an average of 5.2 to a wallet-friendly 4.6 liters. With a tank volume reduced by two to 15.5 liters, the highway range remains the same and 300 kilometers are always there. As usual, the passenger comfort is appropriate for a power naked. The new LED daytime running lights on the Triumph Speed ​​Triple S look really nice, and the illumination at night has also improved a bit.

Finally, and the solid nature of the new Triumph Speed ​​Triple S can also be seen in this, the quality of workmanship is even higher. It was already above class standard with great welds and appealing material appearance. Every now and then, however, Triumph has sharpened it again, note the wonderful LED indicators, the fine engine mounting screws and the high-quality two-part seat. A real sales argument, especially given the very real price of 12,500 euros. To return to the picture from the beginning: Speedy punches more accurately this year than ever before. But the hooligan of yore has turned into a sedate, subtle gentleman. And he knows better than to be involved in every fight.

MOTORCYCLE conclusion

How much the fleeting impression can be deceiving. Hardly changed at first glance, the sum of the many small and some not so small modifications results in a clear improvement. Your fans can look forward to it: At heart she remains the good old Triumph Speed ​​Triple. Just younger, crisper, more contemporary. Well done, triumph.

Setup, measurements, points, data

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Despite Euro 4, the three-cylinder Triumph Street Triple still sounds wonderful.

Country road

fork

Rebound 2.5 turns
Pressure level 2 turns
preload 7.5 turns *
Air pressure 2.4 bar

All revolutions counted from the closed position

Strut

Rebound 1.5 turns
Pressure level 1.25 turns
preload 4 threads visible
Air pressure 2.9 bar

* Counted from a fully relaxed position

MOTORCYCLE measurements

MOTORCYCLE measurement: engine.

The performance curves of old and new are practically identical. In itself no break in the neck, but five horsepower more power was promised. In practice, the textbook torque curve of both engines is much more important. At every speed there is simply beefy pressure, which can be perfectly converted into speed thanks to the fine controllability. An excellent country road engine that shines with great manners.

MOTORCYCLE measurement: brakes.

Brake measurement from 100 km / h

Braking distance Triumph Speed ​​Triple (2015)

41.0m

(Remaining speed 14 km / h)

Triumph Speed ​​Triple S (2016)

40.2m

MOTORCYCLE measurement: transmission.

Performance

Top speed * 250 (248) km / h acceleration 0-100 km / h 3.3 (3.2) sec 0-140 km / h 5.3 (5.1) sec 0-200 km / h 10.0 (10.5) sec Draft 60-100 km / h 3.5 (3.5) sec 100-140 km / h 3.6 (3.8) sec 140-180 km / h 4.5 (4.8) sec Speedometer deviation effective (display 50/100) 48/98 km / h Tachometer deviation Display red area 10200 rpm

effectively

10,000 rpm

consumption


Country road 4.6 (5.2) l / 100 km at 130 km / h 5.2 l / 100 km theoretical range country road 337 (337) km Fuel type Great

Dimensions + weights


L / W / H 2012 (2150) / 1070/1190 (1230) mm Seat height 840 (830) mm Handlebar height 1000 mm Turning circle 6240 (6200) mm Weight with a full tank 219 (221) kg Payload 195 (186) kg Wheel load distribution v./h. 50.9 / 49.1 (50.2 / 49.8)%

* Manufacturer information; 1MOTORRAD test course, values ​​from the brake test from the three best driving tests averaged; Reference: motorcycle from the respective category with the previous best values; 2 Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

MOTORCYCLE scoring

maximum number of points Triumph Speed ​​Triple S * Triumph Speed ​​Triple (2015)
engine
Draft 40 33 32 Both engines deliver almost identical performance. The different point values ​​are in the decimal point. The response behavior and load changes are now a little better. The clutch has a good anti-hopping function. Progress with the transmission is also tangible. The new gearbox shifts much more smoothly.
acceleration 40 32 33
Top speed 30th 23 22nd
Engine characteristics 30th 26th 26th
Responsiveness 20th 16 15th
Load change 20th 14th 13
Smoothness 20th 13 13
coupling 10 8th 7th
circuit 20th 13 12th
Gear ratio 10 9 9
Start 10 8th 8th
total 250 195 190
landing gear The devil is in the details. With the new Speed ​​Triple S you have to look very carefully. It drives a bit more manageable, more neutral, but retains the pronounced stability. Not much changes in the chassis, both drive very tight and full. The rear shock of the 2016 model is more responsive and has more reserves.
Handiness 40 30th 28
Stability in turns 40 31 31
Steering behavior 40 30th 29
feedback 10 9 8th
Lean angle / ground clearance 20th 18th 18th
Straight-line stability 20th 15th 15th
Suspension tuning in front 20th 15th 15th
Chassis set-up at the rear 20th 15th 14th
Adjustment options undercarriage 10 6th 6th
Suspension comfort 10 6th 6th
Driving behavior with a passenger 20th 13 12th
total 250 188 182
everyday life The biggest change is the newly shaped tank-bench combination, which creates a nicer knee joint. The new mirrors are chic, but the old ones offer better consideration. Thanks to the significantly lower consumption, the range remains the same despite the smaller tank. The already good processing quality could be improved in detail.
Ergonomics driver 40 28 27
Ergonomics pillion 20th 8th 8th
Windbreak 20th 1 2
view 20th 10 13
light 20th 14th 13
Furnishing 30th 17th 14th
Handling / maintenance 30th 17th 16
Luggage storage 10 1 1
Payload 10 6th 5
Tidy 30th 20th 20th
processing 20th 16 15th
total 250 138 134
security The new ABS in particular is a huge step forward. It offers two well-coordinated levels, controls finely and very late-
outstanding! The traction control works at the same high level and can also be switched off.
Braking effect 40 33 31
Brake metering 30th 25th 24
Braking with a passenger / fading 20th 13 13
Righting moment when braking 10 8th 7th
ABS function 20th 15th 12th
Handlebar slapping 20th 13 13
Systems assistance 10 8th 0
total 150 115 100
costs Not much has changed in terms of costs either. Consumption fell by 0.6 liters. Two-year manufacturer’s guarantee plus two additional guarantee.
guarantee 30th 18th 18th
Consumption (country road) 30th 51 18th
Inspection costs 20th 16 14th
Maintenance costs 20th 7th 7th
total 100 62 59


Overall rating


1000


698


665

665

More points here and there add up. Because the price is right, that results in a great 1.6 for price-performance. Price-performance note   Top grade: 1.0 1.6 2.0

Data Triumph Speed ​​Triple S

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