- Relevant update !
- Faced with the overbidding of its rivals, the Triumph Speed Triple had to evolve to stay in the game. Re-examined in depth, it gains in technicality and power to 140 horses, while conforming to Euro 4. We were able to test it in Spain, on road and circuit ….
- In the saddle
- In the city
- On the road
- On circuit
- Electronic assistance
- Guarantee and price
Relevant update !
Faced with the overbidding of its rivals, the Triumph Speed Triple had to evolve to stay in the game. Re-examined in depth, it gains in technicality and power to 140 horses, while conforming to Euro 4. We were able to test it in Spain, on road and circuit ….
Launched in 1994 on the basis of the sporty 900cc Daytona T357, the Speed Triple roadster is one of the iconic models of the English brand Triumph, presented at the time as the original, muscular and characterful “Hooligan”..
But the competition has also equipped its weapons in recent years, now offering roadsters of 1000 cm3 and more developing up to 180 horsepower in free version, all managed and controlled by state-of-the-art electronics whose absence was beginning to appear. feel on the Speed Triple. The Hinckley firm has therefore thoroughly revised its copy to bring the Speed Triple up to standard, while making it compliant with the Euro 4 standard applicable from January 2016. This new opus in fact benefits from no less than 104 modifications (chambers of combustion, pistons, crankshaft, airbox, ECU, ignition, injectors, 3-1-2 exhaust system, clutch, gearbox, etc.).
In particular, it adopts a latest-generation ride-by-wire electronic accelerator, which finally allows the Speed Triple to have an adjustable engine map in 5 modes (Rain, Road, Sport, Track or Rider). Each of these modes offers a response to acceleration, sensitivity of the ABS and specific traction control, the Rider mode for its part allowing to customize each of the parameters as desired, as well as to disengage the ABS and traction control if one wish. Aside from Rider mode, which needs to be stopped to be configured, all other modes can be activated with a simple press of the left thumb while riding. Regardless of the mode adopted, the engine continues to deliver all of its 140 horsepower.
Unlike others, Triumph engineers do not take advantage of this development to increase the displacement of the Speed. This remains confined to 1050 cm3, but the maximum power on the other hand goes from 135 to 140 horsepower. Torque is also improving, with a gain of around 5% between 3,500 and 7,500 rpm. Most of the work accomplished is in fact aimed at improving the overall efficiency of the English three-cylinder and its ease of use, in particular its response to acceleration and its fuel consumption, while depolluting it as much as possible in order to meet the standards in force. The powerful aluminum chassis is retained, as are the superb single-sided swingarm and the beautiful 5-Y-spoke alloy wheels..
In the saddle
As we walk out of the hotel, a horde of brand new Speed Triple 1050 Rs hand us their bars, but the base “S” model we were hoping to find here is missing. Never mind, we are therefore postponing the direct comparison of the two versions offered by the brand. This is all the more easily because they are finally differentiated only by the quality of their suspensions (fully adjustable), fork and shock absorber Showa on the Speed Triple S, Öhlins on the version R. Both fortunately benefit from the same brakes, Brembo M4.34 with 4-piston monobloc calipers with radial front mounting, rear Nissin 2-piston caliper brakes, as well as the same Pirelli Diablo Supercorsa SP tires.
Unsurprisingly, the 2016 vintage Speed Triple R does not radically change its look. However, it gains in aggressiveness and perceived quality thanks to many more qualitative and aesthetic elements: thinner steel fuel tank (-2 liters) and redesigned, with hinged cap stamped with the Triumph logo, new double optic headlight with internal DRL lights , lower windshield and better profiled with integrated forced air intake, narrower radiator enhanced with aluminum protections, side scoops and engine spoiler…. The new Speed Triple R is more qualitative and attractive than ever !
For this purpose, it receives new mirrors positioned at the end of the handlebars, new manifolds and exhaust mufflers with thermal protection in black adonized shot-peened aluminum, a new two-seater seat in two parts decorated with red stitching and an embossed Triumph logo. at the rear, pretty thin LED indicators, a carbon mudguard, stylized aluminum single-arm pivot covers and rear wheel nut, a flat handlebar with machined saddles, as well as a quality of paint and beautifully crafted “crinkle black” finish ….
The on-board instrumentation remains close to the previous one, but gains in style at the level of the analog tachometer and in wealth of information at that of the digital dial. Finally, there is a gear indicator engaged, in addition to the display of the driving mode chosen and a multitude of information (odometer, stopwatch, service indicator, instantaneous and average consumption, driving mode settings and response to the desired throttle, level of traction control and ABS….), which can be chosen to display from dedicated buttons, perfectly integrated into the left stalk. An optional TPMS system even allows the tire pressure to be displayed.
On the right hand, we also note the appearance of a warning command.
In the city
The magic of the Triumph three-cylinder kicks in from the start, thanks to a husky, manly exhaust sound that gives you a go with every throttle. Phew, the essentials still seem there and the beauty has a priori lost none of its vigor. When you get on board, you immediately notice a slight difference in driving position compared to the previous model, with the handlebars seemingly closer and slightly lower than before. The position of the footrests remains the same, which induces a slightly more inclined attitude to the front. The saddle height of 825 mm and the increased narrowness of the rider seat to the crotch, on the other hand, makes it easier to grip and put both feet on the ground when stationary.
From the first turns of the wheels we quickly find the characteristics of the Speed Triple, namely a firm but nevertheless decent saddle comfort, good control of the front axle, facilitated by the wide flat handlebars, excellent stability in line, but also a large turning radius which does not facilitate maneuvers or U-turns in urban cycles. As before, entering a curve is done with roundness and progressiveness at low speed, but you have to use the handlebars and footrests a little more to negotiate a sequence of turns at a faster pace..
Positioned in “Road” mapping by default, the three-cylinder Triumph purrs quietly and shows exceptional flexibility in this context, accepting to cruiser at very low revs in the last gear, but responding with increased vigor to the slightest demand from the engine. ‘accelerator. Already very progressive over the previous vintage, the arrival of power seems to have gained even more linearity. The six-speed gearbox is precise and quick enough to handle, combined with a clutch control that is not too firm. It is easy to change gears on the fly by slightly offloading the accelerator between each gear, unless you are equipped with the optional quick shifter which makes the operation even easier.
Unless you accelerate or brake frankly on a white strip of pedestrian crossing or a smooth speed bump, it is rather difficult to feel the benevolent intervention of traction control or ABS. These two systems are indeed very discreet in the dry and do not visibly activate unexpectedly. In Sport mode, the traction control accepts even without flinching a small wheeling and a slight drift of the rear wheel on the corner. Powerful and perfectly dosable, the front Brembo braking is effective in all circumstances, the Nissin rear brake being more difficult to dose with the pedal..
On the road
Out of the urban context, we are now driving on a wide and well-paved road towards the Calafat circuit. The Triumph forerunners have visibly adapted the course to the characteristics of the Speed Triple R, preferring to make us evolve on a clean and fast track rather than on the small tortuous roads and less well paved of the neighboring reliefs. Suddenly, it is difficult to pinpoint the limits of the Öhlins suspension on degraded surfaces or during sharp angle changes and late braking. The pace is on the other hand sustained and the freshness of the morning still visible in places, in the form of large wet patches..
Passed into Sport mapping, the Speed Triple R has no trouble keeping up with the opener’s, yet swift, Street Triple 675 R. In fact, an additional rotation of the handle is enough to quickly catch up any delay and re-stick to its rear wheel. At this pace, the (good) work of the Öhlins suspensions (tuned for the road) and the rigor of the Triumph chassis are obvious and easy to pinpoint. However, it is better to avoid entering too hard on a curve on the brakes because the steering then tends to lock, forcing the pilot to give up his hand and correct his trajectory. The few shocks received on the angle are for their part suffered without any parasitic reaction from the chassis, the 43mm NIX30 fork also reacting rather well to the heavy braking that the Brembo 4-piston calipers allow..
Coming back to more reasonable gaits, it is clear that the Speed Triple R is just as fun to use in sport driving as it is in Sunday ride mode with friends. Engine approval is excellent throughout the operating range, with no noticeable jerks or unexpected shutdown on go-around. The rider’s wind protection, however, is not his strong suit, although the legs are a little more sheltered than before against the tank. The readability of the mirrors is correct but not excellent, small vibrations sometimes disturbing its reading.
Arrived at the Calafat circuit, after some 150 kilometers of road interspersed with a coffee break and a photoshoot, we quickly eat a little snack before tackling the 3 driving sessions planned for a track combination. The route is not very long (3250 meters), but it should allow us to better understand the sporting potential of the new Speed Triple R. tires warm between sessions. While we were away they even adjusted the suspensions for track use, significantly tightening the hydraulic adjustments of the fork and shock absorber..
After a first session under the control of the opener, which automatically switched us to "Track" driving mode, the track is totally ours. I take the opportunity to pull fifth gear on the short straight line of barely 600 meters and hang a small 230 km / h counter, before hopping on the brakes in a fast left, then falling several gears to negotiate as well as possible the next right turn. The Speed Triple R manages the sequence with disconcerting ease, without stiffening too much during the braking on the angle in the left, or when rocking everything to the other side, again on the brakes..
Second, third, fourth, the gears change quickly, sometimes without clutching and with a slight reduction in throttle between each gear. The same goes downhill, where the intervention of the anti-dribble system prevents the rear wheel from “sweeping” the track by locking up. The circuit is short and the driving becomes more physical as the speed of passage increases from one landmark to the next. Heckled, the Speed Triple takes the treatment without flinching, complying with all my instructions with remarkable ease and precision of heading. Practical, the shiftlight integrated into the dashboard warns when it is time to upshift before the switch intervenes after 10,000 rpm.
The grip of the Pirelli Diablo Supercorsa SP is definitely excellent, its two-compound structure and the very good ground clearance of the Speed allowing good angles on the circuit. At my level of driving, it’s hard to find anything to reproach it with, not even its relatively decent weight of 212 kilos fully loaded, since the Speed will certainly be used more on the road than on the track..
As on the road and despite reduced sensitivity in Track configuration, the electronic assistance intervention threshold remains perfectly transparent. We know they are there to keep things going, so it is easier to open the throttle wide when exiting a corner or to hit the brakes hard. Some will no doubt regret the smoother character of this engine development and its lack of expressiveness in the second part of the tachometer, but we have to admit that it still does the job well. All the better as this 2016 vintage will not be limited to 106 horsepower like its predecessor.
Powerful and perfectly dosable, the front Brembo braking is effective in all circumstances, the Nissin rear brake being more difficult to dose with the pedal..
On the fuel consumption side, the on-board computer showed an average of 5.5 l / 100 km at the end of our test, i.e. a range of around 280 km including reserve.
Although improved in many ways, the 2016 Speed Triple will not see its price skyrocket when it goes on sale, scheduled for early March. The “S” model will be offered at € 12,100 (€ 11,790 in 2015, or € 310 more) and the “R” model at € 13,800 (instead of € 12,990, or € 810 more). A consistent price level, which should allow it to perform well against more affluent and powerful rivals, but also more expensive. The “S” model will be available in red or black and the “R” model in white or matt graphite.
- Engine approval
- Efficient braking
- Rigorous frame
- Quality / price ratio
- Turning radius
- Wind protection
- Firm seat with use
The technical sheet of the Triumph Speed Triple
Guarantee and price
- 2 years, parts and labor
- € 11,200 (S) and € 13,800 (R)
- Suzuki GSX-S1000
- Aprilia Tuono V4RR 1100
- Ducati Monster 1200
- BMW S1000R
- Kawasaki Z1000
- Yamaha FZ10 (coming soon)
- Honda CB1000R
Menus The Moto2 roadster 3-cylinder engine, 765 cc, 123 HP, 79 Nm, 166 kg dry, € 11,900 Discovery In the saddle Highway Departmental In the city On track…
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…
Menus Madame More 3 cylinders in line, 1160 cm3, 180 hp at 10,750 rpm, 125 Nm at 9,000 rpm, 198 kg in running order, from € 17,500 Discovery In the…
Menus British icon returns sharper than ever 3 cylinders in line, 1050 cm3, 150 hp at 10,500 rpm, 117 Nm at 7,150 rpm, 189 kilos dry, from € 15,850…
Menus Pocket hooligan… Discovery In the saddle In the city Motorway and expressways Departmental Part-cycle Braking Comfort / Duo Consumption…
Menus Classic on the outside, modern on the inside 100 hp, 112 Nm, 216 kg, new inverted fork and radial braking, from 13,300 € Discovery In the saddle In…
Menus Rebel gentleman ! Discovery In the saddle In the city Motorway and expressways Departmental Part-cycle Braking Comfort / Duo Consumption Conclusion…
Menus The turbulent English roadster in its version intended for young drivers 3 cylinders in line, 660 cm3, 48 horsepower at 11,000 rpm, 60 Nm at 5,100…
Menus Numerology Discovery In the saddle In the city Departmental and National Circuit Braking Convenient Consumption Conclusion Video test of the…
Menus Pure roadster Discovery In the saddle In the city Motorway and expressways Departmental Part-cycle Braking Comfort / Duo Consumption Conclusion The…