Roadster – An iron fist in a velvet glove – Pre-owned TRIUMPH

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An iron fist in a velvet glove

Roadster - An iron fist in a velvet glove - Pre-owned TRIUMPH

Recognizable among all with its raw silhouette and its double optics, the British roadster evolves in depth this year. Announced more radical and more efficient, what about the road test? Test.

Recognizable among all with its raw silhouette and its double optics, the British roadster is evolving in depth this year. Announced more radical and more efficient, what about the road test ?

Released in 1994 on a bare 900 Daytona base (following the relaunch of the Triumph brand in 1991), the Speed ​​underwent a first overhaul in 1996 which struck everyone’s mind: its decarenated sporty look equipped with a single-sided arm and a double optic gives it a real street-bike look that contrasts with the wise roadsters of the time.

It evolves technically in 1999 with the adoption of the 955cm3 injection engine for aesthetic fade in 2002.

This development is all the more surprising as the competition has since engulfed this niche of the "nasty roadster" with ever more radical models: Ducati monster S4R, KTM Superduke or Benelli TNT. It was therefore time for the builder of Hinckley to review his copy..

Anabolic tendency

Following the current "anabolic trend" (read) and as if to give the answer to its new – and only – three-cylinder competitor, the Benelli TNT 1130, Triumph has revised upwards the displacement of its Speed ​​Triple which now cubs 1050cm3.

It’s not just a simple reaming intended to continue a fruitless race for power, but rather a lengthening of the stroke to promote torque and behavior at mid-range. A very serious development, because all the housings had to be redesigned, but which goes in the right direction from the point of view of road use.

This is certainly the most profound modification, but it is first of all the new look that is obvious: truncated rear, ultra-short saddle, aggressive nose screen mimicking a pair of big frowning eyebrows, massive matt black mechanics and double pots in high position on either side of the saddle transfigure the roadster made in England. It now seems more inspired by German street-bikes, Buell XB-R or tuned Monster that have undergone ablation of the hindquarters than British Cafe Racer which originated the spirit of the first Speed ​​Triple.

But the technical novelties go even further: on closer inspection, only the frame and the swingarm are unchanged. The fork is now inverted (and nicely gold anodized) and mounted on a massive lower T design, the tank is redesigned and the handlebars raised.

Following the current trend, the rear light is fitted with diodes while braking is entrusted to massive radial calipers. Conversely, the old 6-inch-wide three-spoke rear rim is being replaced by a 5-spoke split-spoke rim measuring only 5.5 inches. Suddenly, the rear tire goes from 190 to 180, a welcome step back that also goes in the direction of handling and efficiency.

The big pudding fashion is fun when you are standing still, but it is rarely effective on the road !

Contact !

Once in the saddle, the stance is surprisingly easy, again at odds with the villainous Cafe Racer image. The handlebars are relatively high and curved, the fuel tank shorter and the toe clips directly above the seat. The bust is straight and the controls fall to hand, arms barely extended. Unfortunately, the saddle and the tank are wide, which, combined with a saddle height of 815 mm, makes the bike not very accessible to riders under 1.70 m.

Contact: The orange-backlit tachometer needle performs an initialization round trip while all the lights illuminate and the counter emits a discreet "beep-beep". No doubt, the Speed ​​Triple is resolutely modern and does not look retro! The instrument cluster seems little different from the previous model, but it incorporates a real on-board computer which offers, in addition to the classic tachometer, double trip and odometer in a liquid crystal screen integrated into the tachometer, a lot of information in the left digital screen: a bar graph for the engine temperature and, as desired, the clock, the instantaneous consumption, the average consumption, the average speed, the duration and the mileage of the trip, the maximum speed reached. Finally, the tachometer is surmounted by a row of green, orange and red diodes as a shift-light.

However, we would have preferred a temperature gauge and an outside temperature indicator, especially since the computer control buttons are placed on the meter unit, so far in front of the handlebars that it is unwise to scroll through these functions while driving. In short, a flattering electronic unboxing but far from the minimalist and retro spirit of the Cafe Racer.

The lights come on automatically, as is the starter. A squeeze on the clutch, a push on the starter, a little gas and the famous three-cylinder in-line block snorts with some difficulty in a high-pitched whine. Idle may seem unusually high for a three-legged novice, while the revs actually stabilize on a small 1000 rpm..

The tachometer needle seems to be directly connected to the throttle and it is with frenzy that it propels itself upwards at the slightest touch of the right grip, to fall back vigorously without the slightest inertia !

In the city

The clutch (cable operated, finally a little authenticity!) Is a treat of softness as the box hangs between the first and second before being forgotten. But it’s the smoothness and smoothness of the engine that you notice from the first few turns of the wheels. With a relatively long first gear and smooth, precise controls, the Speed ​​Triple is smooth around town while its front end is crisp and precise. Braking, although "for race designed", proves to be perfectly dosable in use.

Relaxed position and easy to grip: one could believe this new Speed ​​designed for the city and urban utility use as it knows how to bend, showing wisdom and gentleness. We blame him only a saddle height unfavorable to maneuvers and a slight lack of progressiveness on the first millimeters of the gas stroke. But limiting the Speed ​​Triple to a simple utility use would surely not please the British manufacturer, and it would be forgetting an engine and a chassis completely revised for performance and sensations. !

Out of the city and traffic jams, the desire to wring out the ultra-short pull handle (national clamping requires) arises. Under load, from mid-revs, the soft soprano growl of the engine gradually turns into a dull rattle, seeming to emanate as much from the two guns pointing towards the sky as from the airbox … The block rumbles, bellows, belches with an incomparable sound for a 100% stock motorcycle … so much so that we are even surprised that it could pass the homologation! And a discreet glance at the tachometer shows that it’s not just wind !

Two guns pointing to the sky…

The revving is relatively linear, with no noticeable hole in the torque curve. But above all, the thrust is lively and straightforward from mid-range (with 9.8 mkg at 5100 rpm and 106 hp at 8800 rpm in the French version instead of 10.2 mkg and 130 hp in the free world ). The reactivity of the engine to each variation of the request is instantaneous, which confirms the 90% of the maximum torque announced from 3300 rpm by Triumph !

To titillate the rapid draw, we quickly come to see the front wheel unload and find its way while the tachometer races and the shift-light indicators play Christmas trees, all in a hoarse rumble. which will suffocate by backfiring nicely when decelerating! In fact, from the outset, the green diodes of the shift-light light up from 7000 to 8000 rpm, then the oranges up to 9000 rpm and finally the red ones before the switch at 10,000 rpm. It’s fun and what’s more, tuning enthusiasts can customize it all to their liking !

The overall smoothness and power show is more like a big four-cylinder than a twin, even if it lacks a bit of stretch to compete. The reactions are lively without being really brutal before mid-revs and the operating range is phenomenal: the unit accepts to resume at 2,500 rpm in sixth to explode up to 10,000 rpm.

The three-cylinder offers length without depriving us of so many sensations. Well helped by the final gear ratio – which, for once, is not desperately long (with 5000 rpm at 130 km / h in 6th gear) – it allows generous pick-up even in the last gear.

Once you have learned the instructions and passed the urge to ride nose to the wind, it is between 5 and 9000 rpm that you will whip the three legs to make it roar in the intermediate gears. So much so that the front wheel will quickly show warning signs of steering on bumpy roads. This terrain is in any case not the favorite place of the Speed ​​Triple which will show its pilot, by his discomfort, that billiards is better suited to him: indeed, if the hollow saddle keeps the rear end strong. acceleration, the front of the foam end is hard and raised. This quickly turns out to be painful, both for the reproductive organs (unless the Speed ​​Triple is intended primarily for the fairer sex?) And for sitting on uneven roads or during hard braking…

Like other radical roadsters, comfort is not the strong point of the Speed ​​Triple, with an upright position accentuating the jerks in the kidneys and a total absence of aerodynamic protection, even with the nose screen (a option charged € 279!), more design than efficient. Over time, the frame tubes also end up irritating the inside of the knees and the overly curved handlebars put stress on the outside of the palms on repeated braking..

It must be said that on the braking side, the British manufacturer has not skimped on the means. At first glance, the grip seems particularly spongy and soft, but the Nissin 4-piston radial calipers fitted with aviation hoses pinch 320mm floating discs which really plant the fork in the asphalt as soon as you tighten the control a little. Fortunately, it remains quite dosable at low speed: smoothness, feeling, bite and power are there..

At the rear, and given the omnipresence of the engine brake, it is easy to make do with a simple progressive and dosable retarder, especially useful in urban use or to catch up on a trajectory on an angle.

Braking hell and wooden suspensions, what is lost in comfort benefits the handling. On smooth pavement (unless the shaker effect doesn’t put you off!), Hinckley’s new toy is both rigorous and extremely playful with an upright position, large handlebars, well-sized tires (in 180 mm at the rear and no longer in 190), a relatively short wheelbase and a caster angle of only 23.5 °. Seeming to throw at the rope of the least virolo, the 189 kg of the beast are forgotten and are handled with the tips of the fingers with an unusual vivacity on the changes of angles, which leaves ample room for improvisation if that is necessary. Conversely, this reactivity of the front axle could seem to hamper stability in long curves. But if you do not hold on to the handlebars and outside of strong acceleration, the heading remains unperturbed.

On the practical side and finishes, the results are however more mixed: the front axle and the swinging arm are quite simply sumptuous, but the omnipresence and the heaviness of the mechanics painted in black and dotted with chrome screws and hoses may disappoint some. . The mirrors seem to come from an entry-level 125cc and the routing of the various control cables is rather cheap.

Disappointing finishes

The aluminum kickstand is stable and reassuring and the rear light gives way to the fashion effect by being adorned with diodes which suggest good longevity. But the ultra short saddle only conceals a tiny loading capacity and it will be very difficult to fit in it anything other than a disk unit or an alarm unit (optional at € 399) as an anti-theft device, even though Triumph made the economy of a serial coded immobilizer. Too bad for a motorcycle which is one of the most stolen in France…

"The assembly consisting of the plate and the rear indicators can easily be removed but only for use on the circuit", specifies for all intents and purposes the manufacturer … As for the mud flap, it is however less wide than the tire rear and is therefore perfectly ineffective.

Occasional duet

The duo can only prove to be a very occasional backup solution as the saddle is short. The passenger footrests are placed high and wide, on either side of the exhaust pipes covered by thermal protection only on the top. They leave the side of the pots bare, at the mercy of the passenger’s soles, which are sure to char there.

While a non-contortionist passenger is likely to refuse to follow you, it will also be difficult to plan a trip alone with weapons and luggage, unless you settle for little. Because the absence of lashing hooks and the position of the pots prevent the installation of a bulky bag or saddlebags at the rear.

The tank suffered the consequences of the makeover and saw a reduction of 3 liters compared to the previous model. It only cubs 18 liters, which, given the greedy appetite of the beast when it is severely titillated, will leave you in reserve after only 120 to 140 km traveled (i.e. 8.9 to 10 l / 100km during our test) in "sports" use. However, Triumph assures that by remaining wise (but who will succeed with such a toy?) We can go down to 5 l / 100km.

Supple, gentle, polished and considerate in urban use, the Speed ​​Triple also knows how to be lively, alert and aggressive under duress: big brakeman, playful, intuitive and quick to throw himself on the angle (aided in this by a triangular tire profile, the Michelin Pilot Power), the new Speed ​​Triple is in fact a big toy for solo arsouille who is not satisfied with concessions: no place under the saddle even for a U, a spartan comfort, more than limited duo skills, ridiculous luggage loading capacity and high fuel consumption.

A big toy for solo arousal

From this point of view, it is located in the niche of unreasonable and passionate purchases, in this new niche of sporty and exclusive roadsters which already includes the Buell XB9 and XB12S, Aprilia Tuono, Ducati Monster 1000 and S4R, KTM SuperDuke 990, and other Cagiva Raptor 1000, Voxan 1000 Roadster, MV Agusta Brutale, Benelli TNT … Their objective is to capture sports users discouraged by the current repressive climate or simply tired of their exclusive mount. The Speed ​​Triple is therefore an interesting alternative: packed with character, it promotes sensations while remaining easy on a daily basis. It can also count on its price, unchanged from the previous vintage and still set at € 10,990.

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