Roadster – Triumph Speed ​​Triple R 2016 test: 3 new reasons to crack – Speed ​​Triple 2016: the MNC technical update

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Triumph Speed ​​Triple R 2016 test: 3 new reasons to crack

Roadster - Triumph Speed ​​Triple R 2016 test: 3 new reasons to crack - Speed ​​Triple 2016: the MNC technical update

The 2016 Speed ​​Triple, sexier with its redesigned double optics, better equipped and still as exciting mechanically, is a ” triple blow ” via a relevant upgrade. A success ? No: a Triumph! Test drive of the luxurious R version.

Speed ​​Triple 2016: MNC technical update

Engine

The 2016 Speed ​​Triple engine is structurally close to the previous one: it is a water-cooled 1050 cc in-line 3-cylinder, with 4 valves per cylinder (12 in all) powered by a double camshaft. . Visually, the differences between the two generations are difficult to distinguish, and yet no less than "104 pieces"would have been changed !

With its "square" dimensions of 79.4 mm of bore and 71 mm of stroke (identical to those of 2015), this "3-leg" mixes with balance of the climbs in lively and coupler modes. Among the hundred or so modifications announced, the combustion chamber has been redesigned, as have the cylinder head, pistons, airbox and radiator, "smaller but more efficient", promise the British engineers.

The exhaust and injection have been completely revised to meet the Euro4 standards imposed on all new 2016 models, while the clutch is now assisted by an anti-dribble system responsible for channeling the movements of the rear wheel during sudden downshifts.

This device would also improve the progressiveness of the selection, which also benefits from several modifications to soften its operation: the angle of the gearbox gears has in particular been revised for a smoother shifting of gears. The barrel has also been modified in this sense, also causing, according to Triumph, a sharper locking.

Last major change: the transplant of a ride-by-wire electronic accelerator, connecting the right handle to a potentiometer which acts on the injection butterflies according to the engine speed, the gear engaged or the pressure of the engine. intake air.

Thanks to this device, the orders given for injection would gain in precision and smoothness. What is more, this electronic management also allows fuel savings which are always appreciable: Triumph announces a very reasonable "5.4 l / 100 km"which seems credible since our test model consumed an average of 5.6 l / 100 km on the road according to the on-board computer.

All these mechanical modifications allow the Speed ​​Triple 2016 to claim an increase in torque (from 111 Nm at 7,750 rpm in 2015 to 112 Nm at 7,850 rpm), including "5%"concentrated at mid-speed.

A slight increase but nevertheless commendable insofar as the motorcycle now meets Euro4 standards, often causing a loss of mechanical performance due to higher requirements in terms of polluting emissions..

Thanks to the new pistons and the redesigned combustion chamber, the compression ratio increases (from 12: 1 to 12.25: 1), favoring with the other modifications a power gain of 5 hp: the maximum power is thus increased to 140 hp at 9,500 rpm, compared to 135 hp at 9,400 rpm in 2015.

Cycle part

The chassis is strictly identical to the previous model: a double tubular aluminum beam connected to a single swing arm, particularly well done especially at the level of the welds.

The wheelbase remains at 1435 mm, while the caster angle and caster increase very slightly for the benefit of stability: from 22.8 to 22.9 ° and from 90.9 to 91.3 mm. Suffice to say, not much! Like the previous model, the Speed ​​Triple does not have a steering damper: "with a good chassis, it’s useless: when you have to install one, it reflects a concern", explained the team on site..

The main modification concerns the weight distribution, now more concentrated on the front when the pilot is seated on the handlebars (empty, the weight balance would be the same as in 2015). This mainly involves the new tank, which is shorter but also narrower at the crotch. The rider is 20 mm closer to the handlebars – identical to 2015 in design and position, just like the footrests.

A little lower, this redesigned tank contains 2 liters of gasoline less than in 2015 (15.5 against 17.5). Triumph ensures that this decrease does not impact the autonomy thanks to the gain obtained in terms of consumption. By the way, this more ergonomic tank made it possible to redesign the saddle: despite an identical height (825 mm), it is more accessible because it is narrower on its front part..

Despite its 2 liters less and the 600 g gained on the new high silencers, the bike is announced at exactly the same weight as in 2015: 192 kg dry and 212 kg all full. This can be explained, among other things, by the transplant of new electronic equipment (traction control, modes, etc.) or the arrival of very visible LED daytime running lights, which can be activated from a push button on the left stalk..

The switch to Euro4 also has its impact on this weight stagnation, since this standard requires the use of certain devices which make the motorcycle heavier, such as reflectors on the fork sleeves or the unburnt gas recovery unit located behind the injection..

Already very well equipped previously, the Speed ​​Triple S (now the standard version) does not give up an inch on this ground in 2016, and that’s good! Its standard equipment is salivating: 4-piston monobloc brake calipers with radial fixing signed Brembo, radial master cylinder, large 320 mm "wafers" at the front, braided brake hoses, inverted 43 mm fork and fully adjustable single shock absorber. Some very beautiful and some very good !

On its even more top-of-the-range R version (recognizable by its mudguard and its carbon tank trim, its engine spoiler or even its hubcap on the rear wheel hub), the Speed ​​Triple covers the exceptional in terms of suspensions. with a magnificent and super efficient Ohlins set: NIX30 fork at the front and TTX36 with separate cylinder at the rear, all of which of course adjustable in all directions.

Same satisfaction with the original tire fitting, since the 120/70/17 and 190/55/17 angled valve rims receive the excellent Pirelli Supercorsa SP. Tires perfectly in line with the positioning and capabilities of this high-end sports roadster: nothing is to be thrown away !

Electronic

This is the part where the Speed ​​Triple S and R evolves the most noticeably, with in particular the adoption of an adjustable traction control and disconnectable from the handlebars. Equipment for a long time claimed by MNC on this roadster, in order to benefit more serenely from its engine temperament.

Along with the arrival of ride-by-wire, five driving modes are also appearing: Rain (rain), Road (road), Sport (no need to translate, if?) And Track (circuit). The last mode, Rider (pilot), allows you to configure as you wish the parameters on which these modes act such as the way in which the 140 hp are delivered (via different injection maps), the sensitivity of the ABS and the control. traction.

Only the Rider mode allows the total deactivation of the ABS and the anti-slip, the factory settings installed on the other modes cannot be modified. Switching from one mode to another can be done while driving, using the "Mode" press on the left stalk. The validation of the choice is carried out by cutting the throttle and by disengaging. Simple !

On the other hand, a pity that the Rider mode is only accessible when stationary: Triumph explained that it was a matter of safety, in order to avoid activating this mode by mistake and potentially ending up without ABS or traction control. Another annoying point: the software restarts by default in Road mode when the ignition is off. The driver must therefore re-select his mode after each stop…

However, we console ourselves with the already very important permissiveness of the Track mode: not only is the ABS very insensitive with this configuration designed for the track – very slight sliding from the rear is even allowed! -, but Triumph has also maliciously chosen to deactivate the anti-wheeling function when it is engaged.

In other words, on track as on the road, it is perfectly possible to have fun lifting the front wheel without being cut off by the traction control, then to go back down to a more flexible operating mode (Sport or Road). , all without stopping !

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