Issue 142 : August - September 2005
Farmyard before the flood
Farmyard after the flood
Triumph's Speed Triple
HOGs in St Tropez
BMW Aqua Bike
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Farmyard before the flood
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Three's companyRoland Brown exercises Triumph's new Speed Triple
The Triple retains the familiar menacing, engine-dominated profile and crash chic image with those two bug-eyed, chrome-plated headlamps. But now the rear end is even more blunt, thanks to a pair of stubby exhaust silencers instead of the old single can, either side of the single-sided swing-arm. Other new bits include radial front brake calipers, redesigned wheels and a neat instrument panel with analogue tacho and digital speedo. This bike's liquid-cooled 12-valve engine is updated in the same way as that of the Sprint ST sports-tourer, so gains its capacity increase from 955cc to 1050cc via a 6.4mm longer stroke that brings dimensions to 79 x 71.4mm. Almost everything in the motor is new, from cylinder head and pistons to the redesigned gearbox, lightened clutch and the new sound-reducing anti-backlash gear between the two. Internally the only differences between this engine and the Sprint's are its reprofiled camshafts. But tweaks to the Keihin injection system, along with the new stainless steel three-into-two exhaust system, combine to give a peak power figure of 128bhp at 9100rpm, 3bhp up on the new Sprint and 10bhp more than the previous Speed Triple. More significant is the torque output; not so much the maximum of 105N.m at 5100rpm but the fact that this motor kicks out 100N.m from just over 3000rpm all the way to the redline. Most of the chassis is new, too, starting with a double-tube aluminium frame that looks familiar but is a kilo lighter due to more modern casting techniques. Overall weight remains 189kg. Geometry is unchanged and sports-bike steep, with 23.5 degrees trail and 84mm of trail. The swing-arm is new although it's still a single-sider made from aluminium. Most cycle parts are also new, including Showa's multi-adjustable suspension at both ends. Both the 45mm upside-down forks and remote-reservoir shock have been reworked to increase compliance. The five-spoke aluminium wheels are new and the rear is narrower, with a 5.5in instead of 6in rim, to take a narrower, 180/55-section Michelin Pilot Power. The 320mm front disc brakes are gripped by radial Nissin four-piston calipers for the first time. One thing that hasn't changed is the Triple's riding position; a blend of wide, slightly raised handlebars, fairly low-set seat and sportily rearset footrests. The new instrument panel - which also displays fuel consumption, average and top speed, and distance to tank empty - is very compact, so the rider's view remains dominated by the road ahead. (Less helpfully, the narrow mirrors give very little view of the road behind.) The Speed Triple's main attraction has always been its engine, and that remains true of this enlarged unit, which looks neater due to the old motor's external pipes now being hidden under the tank. From the moment that the three-pot motor fires up with a blend of gear whine and slightly deeper exhaust burble than the old model, the Triumph delivers even more of the model's trademark urgent, free-revving yet flexible feel. Basically this bike is like the old Speed Triple, but more so. Touch the loud handle in the lower gears and it snaps forward, feeling gloriously alert and responsive. There's heaps of three-cylinder character, enhanced by just the right level of vibration. The air rushing past your head and chest simply makes the bike more involving to ride. Well, it does when the weather's nice but commuting through the winter wouldn't be so much fun. The Triple gives its rider virtually no wind protection at all, although a small, screenless wind shield is available as an accessory. Throwing the Triumph into a succession of bends would be one way of keeping warm. The leverage from those wide bars helps make the Triple very flickable and the bike would be handy in city traffic, too, although there's not much steering lock. Steering geometry is unchanged but this model has a thinner, 180-section rear Michelin Pilot on a 5.5in rim, instead of the previous bike's fat 190-section boot on a six-inch rim. That change helps quicken the steering slightly, yet the bike stays impressively stable even under hard acceleration. Much credit for that goes to the sophisticated, multi-adjustable suspension, especially up front where Showa's 45mm usd forks, recalibrated for more compliance, give a superbly taut ride yet also deal efficiently with bumps. There's plenty of stress on the forks at times, too, from the new Nissin front brake. The combination of 320mm front discs and radial four-pot calipers matches power with plenty of feel. Those anchors get plenty of work because the Triple is faster than ever. Stars of the show are the crisp throttle response and stunningly flat torque curve, which combine to make the revamped and notably sweeter-shifting six-speed gearbox almost redundant at times. Whether accelerating cleanly from 50mph in top gear, hoisting an effortless and very controllable wheelie or spinning hard towards the 10,000rpm redline, the motor never fails to impress. Naked bikes will never make great touring machines but the Triumph is capable of serious distance, provide its pilot doesn't mind battling the breeze. The riding position gives just enough of a lean forward to allow reasonably relaxed cruising at 80mph, from which point a snap of throttle sends the bike shooting forward. Fastest I saw on the digital speedo was 143mph, heading towards a true top speed of just over 150mph. My only slight disappointment was realising that the Triple has lost the previous model's induction sigh under full acceleration. In a few aggressively taken bends there was a slight sound as a boot toe touched down, but ground clearance is excellent, as it should be given the lack of a centre-stand. Other inconvenient touches include the lack of bungee hooks and the difficulty of fitting panniers. At least Triumph's accessory list includes a tank-bag, as well as louder silencers, belly-pan, seat hump, and rear hugger colour-matched in the Triple's paintwork options of black, yellow and blue. This might not be the world's most practical bike but it's one of the most entertaining, and at £7699 on the road it's competitively priced. It's easy to understand why the naked Trumpet has been so successful, and this latest version looks like keeping the run going. Performance, agility and pose value. More than ever before, the Speed Triple does it all in style. |
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The Speed Triple sums up everything that's been good about Triumph since John Bloor relaunched the marque in 1991. Torquey, agile, well built, distinctive and bursting with character, the naked three-cylinder sportster has been a big hit since its launch in '94, and especially since being given twin headlamps and a uniquely aggressive image three years later.
Hinckley's naked bruiser has had a couple of significant updates since that T509 Speed Triple model brought streetfighter style to the dealerships in 1997. Now comes another major upgrade, incorporating a larger 1050cc motor, new chassis and even more squat, aggressive styling.