Triumph Speed ​​Triple R 1050 motorcycle test

Menus

• A top-class Speed ​​Triple
• Luxury equipment
• What changes and what does not move
• Relearn the 3 legs
• Sports sensations
• Braking at the top
• For pleasure
• Recommended suspension settings

A top-class Speed ​​Triple

From the luxury spokes from Ohlins for the suspensions, Brembo for the monobloc calipers and PVM for the forged wheels, the Speed ​​Triple does not just add an R to its baptismal name. It moves a little further from the regular roadster to spawn on the Streetfighters side, also taking it to the next level in terms of fare.. At € 14,790 (plus € 600 with ABS), the Triple does not sell off its talent.

The Speed ​​Triple plays an essential role in the modern history of Triumph. Between the first model appeared in 1993 which, in pure Cafe Racer, was closely derived from the sporty Daytona, and the 1050 of today, the Speed ​​has changed its appearance several times and has seen its mechanics undergo profound changes on three occasions but has knew how to preserve its original personality of virile roadster, generator of strong sensations. Radically redesigned last year (2011 model) for the chassis, lighter for the design, the Speed ​​Triple remains one of the best-selling Triumphs in the world which allows the British manufacturer to gain market share constantly progress in the roadster category both in Europe and the USA. It is therefore not the downturn in sales that motivated the creation of the R version which is presented to us today, but on the contrary a constant craze for a motorcycle that has real faithful, eager to be offered the even, with something more. To meet this expectation, Triumph has taken the approach that was so successful with the 675 Daytona R launched last year (2011).

Luxury equipment

The Speed ​​Triple R has indeed received a treatment similar to that of the Daytona R but with elements developed specifically for it. Triumph presents it as the "Ultimate" Speed ​​characterized by its premium equipment.

The Speed ​​Triple R project was launched in 2007, along with the new Speed ​​project released last year. The differences between the two versions are in the suspensions, braking, wheels and certain body parts. The mechanics have not changed except for the gearbox. Of the 12 gears it contains, 10 are new with in particular five dogs instead of four to offer more straightforward commitments. An evolution which also benefits the "normal" Speed ​​for 2012. Minimal difference between the two, the 6th gear is very slightly longer (3.4%) on the R. It is therefore not the mechanics that distinguishes the two Speed ​​but indeed the fittings.

First and foremost the suspensions, which you notice at first glance. This is Ohlins, and top pick: NIX 30 front fork, TTX 36 combo rear.

Simon Warburton, Triumph Product Manager reflects on how the development has been carried out "in collaboration with Ohlins. We have communicated our needs in terms of spring calibration or hydraulic values. Then there was a joint development, carried out by our own test pilots and those of Ohlins, to define the set-ups and create a benchmark for mass production ".

Another difference is the calipers. It is still Brembo, mounted radially, but here we find monoblocs whose higher rigidity provides slightly increased power and above all greater consistency when hot. An ABS, disconnectable from the dashboard, is optional (+ € 600).

Last luxurious presence of which the R has the privilege, the forged wheels. Still with 5 branches but with a specific design, they save 700 grams on the front and 1 kg on the rear, a reduction of 16 and 25% respectively. This is considerable, because when they are rotating the wheels generate a gyroscopic effect which tends to hold the motorcycle in its position and therefore oppose changes of direction. Keep in mind that at 200 km / h a 17-inch front wheel makes almost 30 revolutions per second and generates significant inertia…. The advantage of forging over the usual molding technique is that by removing the micro porosities of the foundry it is possible to reduce the material thickness without affecting the strength. But it is an expensive technique that results in up to 80% material loss during machining. The wheels of the Speed ​​are made by the German specialist PVM.

What changes and what does not move

In addition to the technical points just mentioned, the Speed ​​Triple R is also entitled to some cosmetic touches that differentiate it from the normal model without going through a detailed specialist review. This is the case of the rear frame of the frame, enamelled red as on the Daytona R. More subtle, threads, also red, adorn the rim edges while carbon fiber replaces polyester for the manufacture of the guard posts. front mud, radiator and tank trims. Last point not to be forgotten given the driving mode to which the Speed ​​Triple R encourages, the tires. It comes originally from the Pirelli Diablo SuperCorsa SP which the Italian manufacturer announces as being "directly derived from the SC (Special Compound) version used in the FIM Superstock1000 Championship". The Supercorsa SP retains the profile of the SC but with a rubber compound designed to offer better longevity and to adapt to the temperature variations typical of the road.

It will not be today that we will verify the road virtues of these envelopes since Triumph did not put the slightest road kilometer on the agenda of this presentation. It will be the circuit and nothing but the circuit. Although all participants are delighted at the idea of ​​riding at Jerez de la Frontera, One of the coolest European tracks, we are surprised that the manufacturer has completely avoided the road test, which is essential for a roadster intended more for the road than the track. The justification for this choice will be made by itself at the end of the day ….

Whether white (Crystal white) or black (Phantom black), the Speed ​​Triple R is a real beautiful bike. With a contradictory mix of brutality and sophistication accentuated by the refinement of this version. Once on board, however, we find a familiar environment. Only the R engraved on the aluminum handlebars, which can be seen between the mounting brackets, reminds us that this is not a normal Speed, in case we forgot it. So we find this saddle a bit high, which you have to step over gently so as not to hit the rear of the bike when you are short on your legs. The seat is natural, the torso slightly tilted to load the front correctly and the footrests ideally positioned. The side stand is easily reached. A kind of assistance causes it to fully unfold once it has passed the vertical position. You don’t have to push it all the way with your foot. The little ones appreciate…. No risk of change of scenery either in terms of instrumentation. We find the famous dashboard with its large analog tachometer flanked by a digital screen or display the speed, time, amount of fuel and trips that can give way to additional information from the computer , instantaneous or average consumption, remaining range, journey time. Another indicator that will prove to be invaluable on the circuit, the programmable shiftlight which, thanks to a set of diodes, blue first, then red, gives the visual signal of the right speed to shift to the next higher gear.

Note that the instrumentation provides for the TPMS (tire pressure control) but that it is only active when the option is installed. Unlike the Street Triple, the Speed ​​is still not entitled to the gear indicator engaged, an information that would imply a modification of the crankcases to house the essential sensor.

Relearn the 3 legs

The first impressions left by the R are hardly different from those offered by the normal Speed ​​Triple. Sensation of riding a slightly high motorcycle, reduced steering angle which complicates maneuvers and superb hoarse sound of the three cylinders, it is of course a Speed. The engine shows a pleasant flexibility that allows you to pick up from 2000 laps without downtime and then enjoy a vigorous restart. A round engine, even if in this full power version announced for 135 horsepower the maximum torque is clearly located higher than on the French version.

From the perspective of everyday use, it doesn’t say that clamping isn’t an advantage. On the other hand, as soon as you insist a little on the throttle, there is no more debate possible. Approaching 5,500 rpm, the three-legged "full" begins to tear for good. With such consistency that it throws you to the breaker without giving your left foot time to shift into high gear. It takes several laps of the circuit to assimilate the right choice of speeds and to stop being at the limit before you see the exit of the curves. We then surprise ourselves scrupulously monitoring the ignition of the small diodes, the presence of which becomes very precious to increase gears at the ideal moment.

An exercise facilitated by the high torque which allows to anticipate the maneuver of 500 or 1000 rpm without loss of efficiency. With such a full engine, there is no need to pull out the middleman. Despite its large chest, the three-cylinder retains a certain good nature in its way of liberating the cavalry. Taking advantage of the superb grip of the Diablo Supercorsa SP, it is possible to open the throttle wide, full angle, to get out of the corners without being exposed to vicious evasions. The Triumph has no assistance in the engine management or traction control mode, devices that involve the presence of an electronic accelerator (ride by wire) absent on the Speed. But thanks to the always very predictable response of the three English legs, this type of driving assistance is very good, even in the event of poor grip..

The gearbox, which we have seen had undergone a profound change (in addition to the pinions, the primary and secondary shafts are also different) has been shown to be smooth and sufficiently precise on condition that the throttle is properly relieved when the gear is fitted. speeds on the fly. A pleasant selection but which has neither the speed nor the tolerance of a racing gearbox. Of course, the Speed ​​Triple R is still a roadster, but on the track its handling is so playful that you will forget it.

Sports sensations

After a first 20-minute session devoted to remembering the circuit and familiarizing yourself with the proper use of the 3-cylinder, the second taxiing takes place in a more aggressive mode..

So far, apart from the full engine fishing, the Speed’s behavior has remained as we remember it. An easy bike, which fits naturally into the bends, offering precise and neutral steering. A feeling of ease that not only does not disappear when you increase the pace but is even more present. The bike seems livelier, more alert and the slight stiffness that you could feel during the first laps of the circuit transforms into precision when entering curves and frankness on downforce. The front axle manages to provide excellent guidance even under high stress while accepting small corrections. If necessary, the motor is used to correct an imperfect trajectory or to re-glue a rope that is receding. The benefit of suspensions is obvious. The Speed ​​Triple R allows very strong corner entry and aggressive acceleration without breaking apart, with very well controlled variations in attitude. You have to really force the pace to cause a slight rear movement during downforce acceleration, a movement that resolves on its own when the bike is back on the upright. But the phenomenon only manifests itself beyond a pace that is more in the register of a sportswoman than a roadster. The tires contribute to the feeling of confidence by offering a lot of grip, a pleasant progressiveness when taking angles and a good feedback. If the efficiency of the Speed ​​Triple R is obvious, it is difficult to assess the part played by the forged wheels in its level of performance, the layout of Jerez emphasizing the qualities of rigidity and precision. than agility. Felipe Lopez, one of the Triumph test riders who worked on the tuning of the bike, says that on the Calafat circuit, much slower and more winding than Jerez, the gain in agility provided by the forged wheels is really very sensitive; "It looks like the R weighs 10 kilos less than the normal Speed" adds the Spanish rider. In which case, the benefit should end up on the road by facilitating improvisation.

Braking at the top

Brembo 4-piston monobloc calipers no longer have to prove their efficiency. Used on many sports cars and some upscale roadsters, mostly Italian but not exclusively, they offer enormous power, precise dosing, frank attack and good consistency under extreme stress. We find all of these qualities on the Speed ​​Triple R. Beyond the pure power, excellent on the normal model, it is the bite when gripping the lever and the endurance during warm-up which are improved by the monobloc calipers. The consistency of the lever changes little over the turns and we keep the same braking marks throughout the session. With the settings adopted for this official presentation, the Triumph retains good stability when braking hard. While the rear gets lighter with load transfer, it doesn’t tend to sweep, which is a nice surprise for a bike that’s rather short and has a relatively high center of gravity. Likewise, it is possible to hold the brakes to the chord point without causing resistance from the steering. For this exclusively circuit driving, the Triumph staff had logically disconnected the ABS on all the bikes.

For road and daily use, the ABS option seems entirely advisable to us because if it is of a precise dosage, the double front disc offers a bite that may prove to be excessive during unforeseen braking on the pavement. grilled from a chilly morning. The option is € 600, just 4% of the sale price.

For pleasure

As fun and natural to drive as the regular version, the Speed ​​Triple R demonstrates sporting skills that exceed what is expected of a roadster. On a circuit like Jerez, the sensations experienced on the handlebars are similar to those experienced with a sportswoman in terms of precision and control of the attitude during braking and acceleration. We understand better afterwards why Triumph wanted us to discover the R on the track, and only on the track. The road would probably not have taught us much that we did not already know. On the other hand, the track made it possible to reveal the potential of the R which manages to provide real driving pleasure. On a daily basis, the seduction will come more from the beauty of the object and the quality of the pieces that equip it. A luxury which translates into an extension of € 3,100 compared to a normal Speed ​​Triple. That’s a lot, but the R has enough charm to win over the aesthetes attached to this iconic motorcycle. Triumph predicted that the R will account for 25% of total Speed ​​Triple sales.

Strong points

• The approval of a Speed ​​Triple
• The engine of a Speed ​​Triple
• The efficiency of a sportswoman
• The beauty of a top of the range

Weak points

• The practical aspects of a Speed ​​Triple
• The turning radius of a Speed ​​Triple
• The price of a top of the range

available in white and black.

Competitors: Aprilia Tuono V4R APRC, Ducati Streetfighter, Honda CB 1000 R, Kawasaki Z 1000, Suzuki
Bandit 1200, Yamaha Fazer 1000

Recommended suspension settings

This table summarizes the suspension settings recommended by Triumph for the Speed ​​Triple R.

Charged	Before			Back
	Preload1	relaxation2	Compression2	Relaxation2	Compression2
Circuit	7	8	8	6	6
Sport	7	10	15	10	17
Comfort	7	10	17	11	20
With passenger	7	10	12	8	15
1 Number of rotations of the adjustment dial clockwise from the fully rotated position in the anticlockwise 2 Number of clicks counterclockwise from the fully rotated position

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