Premiere, Triumph Speed Triple
Triumph Speed Triple R already driven
It should be the queen of all speed triples: the R-Class. A mixture of racing and noble roadsters for triple fans with the highest demands.
Speed Master: the new Speed Triple from Triumph.
It is really something nice to be able to drive new motorcycles on such wonderful racetracks as this one here in Jerez.
Similar to the other R models at Triumph, the Speedy is based on Öhlins components, which, however, were specially developed for the Speedy with the Swedish suspension specialist. In contrast to the standard model, this basically means higher spring rates in the NIX30 fork and the TTX36 shock absorber – all fully adjustable, of course. So that the handling corresponds even more to the exclusive idea, the super sporty Pirelli Diablo Supercorsa SP sit on PVM forged rims. The R saves 1.7 kilograms compared to its standard sister. A total of two kilos should give the R a total weight of 212 kg ready to drive. The carbon cladding around the radiator hoods and fork guards also help reduce this. The often criticized hacky Speedy gearbox should be a thing of the past with the R. This gearbox, which is equipped with a new shift drum and shafts, as well as a gear shaft and revised gears, will gradually be installed in the standard version.
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Triumph Speed Triple R already driven
The carbon fiber parts of the R-Speedy are made in the same way as Lamborghini carbon.
In fact, this innovation left a positive impression when ironing on the track, even if the precise closing of the throttle grip and a corresponding pull on the foot were necessary for a clean change to the next higher gear. The R is just not a super athlete. However, if the driver also uses the clutch, the gears slip much better than in the past. The R was surprisingly easy to steer into the tight corners of the Jerez GP circuit. The Speed Triple lacks the lightness of a Street Triple, but for a powerful 1000cc naked bike, the new rims and chassis make themselves felt accordingly. Unfortunately, the course is not particularly meaningful in terms of chassis. The surface is flat and there are hardly any corners for nasty braking maneuvers. Therefore, little can be said about the responsiveness of the Öhlins dampers with regard to country road attacks. The fact that the higher spring rates and the corresponding adjustment range pay off in sporty use was particularly evident at the end of the back straight, where you had to brake hard before the narrow right. With more pressure, the front sagged in a controlled manner and the motorcycle remained absolutely stable. The fast arcs, in which the vehicle accelerates violently very early, also attested to the high racing qualities of the chassis. Nothing pumped or fidgeted. The R also offers the right brakes for trips to the racetrack. The Brembo monoblocks withstand tough attacks, the pressure point remains stable. However, on the race you would like an even more transparent brake with a slightly crisper bite, which should be achieved with the corresponding pads.
It was not possible to determine how well the ABS that can be switched off is good on the slopes – it was deactivated for the test by removing the fuse. But it’s certainly not a race ABS like the BMW S 1000 RR or Kawasaki ZX10-R. And who needs that, because hand on heart: Who buys a Speed Triple R as a pure racer? As a cross-border commuter and pure noble roadster, the R-Speedy was convincing.
With the numerous new components, the Speed Triple R will undoubtedly become the Speed Master of the bare three-cylinder from Hinckley. Everything noble, everything highly functional. Of course this has its price, which only real Speed Triple fans will be willing to pay. But with the high number of Speedys sold so far, there will probably be a few of them.
Changes in detail
– complete Öhlins chassis
– light PVM forged wheels
– revised gearbox
– various carbon parts
– Brembo monoblocks
– ABS that can be switched off as standard
– First tires: Pirelli Diabolo Supercorsa SP
The Triumph Speed Triple R.
Three-cylinder in-line engine, 4 valves / cylinder, 99 kW (135 PS) at 9400 / min *, 111 Nm at 7750 / min *, 1050 cm3, bore / stroke: 79.0 / 71.4 mm, compression: 12.0 : 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, chain.
Light alloy double tube bridge frame, steering head angle: 67.2 degrees, caster: 91 mm, wheelbase: 1435 mm, inner fork tube Ø: 43 mm, spring travel from / h .: 120/130 mm
Wheels and brakes
Forged alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 320 mm double disc brake with four-piston fixed calipers at the front, 255 mm single disc with two-piston – Rear floating saddle, ABS
Weight (full tank)
212 kg * Tank capacity: 17.5 liters of super
14,990 euros (plus ancillary costs) *
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