Triumph Speed ​​Triple R in the PS driving report

Triumph Speed ​​Triple R in the PS driving report
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Triumph Speed ​​Triple R in the PS driving report

Triumph Speed ​​Triple R in the PS driving report

Triumph Speed ​​Triple R in the PS driving report

Triumph Speed ​​Triple R in the PS driving report

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The brisk drive of the England Triples is worthily destroyed with high-quality pliers from Brembo. The ABS is nicely matched to the purpose of the Speedy.

Triumph Speed ​​Triple R in the PS driving report
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In the R version, sporty, stiff damper material from Öhlins works. In the S model, the shock absorber and fork come from Showa.

Triumph Speed ​​Triple R in the PS driving report
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Tidy space now without a flyscreen attached. The pilot hangs much more in the airstream.

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Triumph Speed ​​Triple R in the PS driving report

Welcome to the electronics missiles

Content of

Traction and wheelie control, multi-level ABS and five riding modes – how well did Triumph’s icon make the leap into the league of electronic rockets? The new Triumph Speed ​​Triple R in the driving report.

B.e almost 200 things in the Spanish mountains there was a rich harvest of knowledge and a small reminder from the physics class: three degrees Celsius feels like the ice age when the airstream takes hold. But that didn’t play a major role, because the fire in the heart was blazing with fire. It was noticeable that the new, lower-cut flyscreen had little wind-repellent effect. From 180 km / h on the speedometer you can feel real pressure in the neck.

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Triumph Speed ​​Triple R in the PS driving report

Triumph Speed ​​Triple R in the PS driving report
Welcome to the electronics missiles

Speed ​​Triple R gives a heightened charisma, but for quick rage you should treat yourself to the small, transparent attachment to improve the wind protection from the accessories. You are then simply more relaxed when things get down to business very quickly. And it did here. Long curves, great speed, wonderful slopes, solid nail, as they say. The more or less unchanged geometry of the Speed ​​Triple and the stiff Öhlins chassis of the “R” worked as expected, kept the machine stable on course and swallowed waves and dips in the asphalt with ease.

The electronics of the Triumph Speed ​​Triple R work fantastic

I have to admit, my first thought was not an unreservedly positive one when I heard about the new Speed ​​Triple in late autumn: “Why are you giving the icon an electronics package instead of upgrading it to new levels of performance?” I’ve been seeing the matter since the ride in the Catalan mountains different. Because the 140 hp and 112 Nm of the Triumph Speed ​​Triple R were never too little for me, and the electronics are just fantastic. The “ride-by-wire” turned out to be a real stroke of luck. Wow! Perfect throttle response, no load changes, full yet soft response. It doesn’t get any better.

The four preprogrammed riding modes (Rain, Road, Sport, Track) are also well thought out and combine traction control with wheelie control, ABS and throttle valve speed. The system comes from Keihin, the software from Triumph. I first experienced how it works in road mode, when I cracked open the gas after a roundabout. Old Triple would have lifted the front wheel. The new Triumph Speed ​​Triple R didn’t.

Freely configurable traction control, ABS and response behavior

It was impressive that the electronics held the Triumph Speed ​​Triple R on the ground at the front, but still accelerated murderously. There was no slide, no rattling and jerking, no restlessness of any kind, but just enough force that the front didn’t lift off. Wow! Very worthy.

On the other hand: A Speed ​​Triple must be allowed to wheel! Especially now that the huge three-cylinder hangs even better on the gas and is incredibly easy to dose. And the Triumph Speed ​​Triple R can do that too! In the “Rider” mode, everything can be freely configured and saved. So in my case that means: traction control and thus also wheelie control to “off”, ABS to “track”, responsiveness to “road”. So I want to riot through the city and proudly lift the front wheel at every traffic light. For fast trips in the open, unknown country like here in the mountains far behind the “shit house curve” of Calafat, the road mode was just perfect. It’s also an advantage for an old warhorse like me to have a perfectly functioning traction control on board as a reserve parachute. You just go to the point with impetuosity.

Three-cylinder got 104 new parts

The engine of the Triumph Speed ​​Triple R feels as powerful as its predecessor, has the same speed limit at 9500 rpm and the same characteristics. So a lot of smooth running, linear power delivery and table-like torque. 104 parts of the three-cylinder, we were told at the presentation, are new. Pistons, combustion chambers, crankshaft, ducts, ECU – the radiator is also new, and it is slimmer. Triumph now speaks of 140 hp and 112 Newton meters.

We will soon clarify this on the PS test bench. Without a direct comparison, the increase in performance did not push itself into the mental foreground (5 HP and 1 Nm are hard to feel), but I was pleased to note that the engine now runs with even less mechanical friction and is even more responsive to the gas than the old one to take. The new slipper clutch also feels great. Not only because the rear of the Triumph Speed ​​Triple R is much quieter in the braking zone than before, but also because of the dramatically reduced hand force on the lever. You now couple “as light as a feather”.

Fantastic ABS

The first bite of the radially recorded Brembo anchor has been significantly defused; it can now be described as mild. This is very pleasant when driving on the road. The braking power and the controllability are still worthy of super sports. I think the ABS is fantastic. It didn’t trigger a single time on the street outside, but it intervened in the slightly wavy braking zone in front of the said shit house bend of the Calafatan racetrack. In such a way that one could only guess at the reduction in braking force. So neither rattle nor pulsation, just a shade less bite. I think the ABS on the Triumph Speed ​​Triple R cost me a maximum of one meter.

It’s always difficult to make comparisons when you don’t have access to direct competitors. But I don’t lean far out the window when I say that the new Speed ​​Triple won’t let itself be shaken off by much more powerful rockets such as the Tuono V4 1100, 1290 Super Duke R and S 1000 R in country road orgies. However, the lack of horsepower will not be able to be made up for on Grand Prix-worthy racetracks and at motorway booths. In any case, the new Triumph Speed ​​Triple R was a real winner on the nifty track in Calafat, where performance isn’t everything.

S version almost identical apart from the chassis

For people who don’t care about the racing slopes, there’s the S version. It is almost identical to the “R”, apart from the chassis. In the “S”, fully adjustable Showa elements are used at the front and rear, while the Triumph Speed ​​Triple R uses Öhlins products. It also has a carbon fender at the front.

Oh yes, the shithouse curve in Calafat is called that because – if you lose control in the braking zone – you crash straight into the sanitary facilities. In this respect it was very important that the ABS of the Triumph Speed ​​Triple R only allowed itself insanely fine intervals in track mode. Thank you!

Technical data Triumph Speed ​​Triple R


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Tidy space now without a flyscreen attached. The pilot hangs much more in the airstream.

Triumph Speed ​​Triple R.

drive
Three-cylinder in-line engine, four valves / cylinder, 103 kW (140 PS) at 9500 / min *, 112 Nm at 7850 / min *, 1050 cm³, bore / stroke: 79.0 / 71.4 mm, compression: 12.3 : 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, chain

landing gear
Light alloy bridge frame, steering head angle: 67.1 degrees, caster: 91 mm, wheelbase: 1445 mm, inner fork tube Ø: 43 mm, spring travel from / h .: 120/130 mm

Wheels and brakes
Cast light 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 double-piston floating caliper at the rear , SECTION

Weight
(dry) 192 kg *
Tank capacity: 15.5 liters of super

Base price
R version: 14,200 euros (plus additional costs) *

* Manufacturer information

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