Triumph has a lot to thank the Speed Triple for, as it’s been a real flag bearer for the British company over the last 15 years, blending authoritative performance with a brawny appearance. It’s always had cachet and substance written all over it, so it’s no surprise that 65,000 units have been sold since the model’s introduction in 1994 with the 885cc steel-framed café racer.
An aluminium frame and fuel-injection were added in 1997, and two years later the powerplant was uprated to 955cc.
In 2002 came another chassis and engine update, and three years later the current-generation 1050cc powerplant. In 2008 there was a minor chassis update.
Now, 2011 marks another chapter in the Speed Triple legend, with the first major update to the three-cylinder bike since it scored the 1050cc engine. I’d even argue it’s a new-generation Speed Triple rather than a major update, because I reckon the changes – part engine and mostly suspension and frame – have morphed the Speed Triple from a high performance barebones brawler into a bona-fide naked sports bike.
And we’ve come to that conclusion after plenty of road miles and also spending a day on the new Speed Triple at the Broadford race circuit in Victoria – a short and punchy piece of ribbon which showcased all that the updated bike has in its arsenal.
And for good measure, Triumph also brought along the old model to Broadford for a direct comparison, and the gulf between the two is massive, especially where handling and cornering are concerned. I certainly wasn’t expecting such a seismic shift, and probably the best description is Street Triple-like handling, but blended with the extra muscle of a litre-class engine. Let’s delve into the issues why.
PRICE AND EQUIPMENT
The design brief for the 2011 Speed Triple was first prepared in July, 2007 – a year before the previous model’s last minor update.
The brief was as follows:
Must retain a link to Speed Triple heritage with characteristic features:
But there’s very little in it, with the old engine producing marginal more torque and power below 4500rpm before the new one takes over the running. Both have he same bore and stroke.
Peak power is now 135hp at 9400rpm, and 111Nm at 7550rpm – claimed gains of 5hp and 8Nm respectively over the 2010 bike.
Other changes to the furnace include a bigger airbox, and the exhaust headers are now 38mm wide, down from 42. The gearbox has also been uprated for even more slicker shifting.
But as intoxicating as the engine is, the changes to the frame and geometry for the real backbone of what Triumph’s trying to achieve.
The list is fairly wide-ranging, and includes the engine being tilted forward a further seven degrees; a steeper rake (by 0.7 degrees); and a longer wheelbase and swingarm (up 10 and 18.5mm respectively). And to keep things nice and settled, trail is now 90.9mm, up by 6.9.
That’s a fair chunk of information to digest in one fell swoop, but the basic logic behind the reorganisation has been to transfer more weight onto the front end of the Speed Triple.
The bias on the front is now a sports bike-like 50.9 percent, compared to a lowly 48.6 on the previous model. That’s a real paradigm shift.
In concert with the changes to the chassis, the riding position is now far more aggressive, with the distance between the seat to bars reduced by 26mm, and the footrests have moved forward in relation to the seat. The seat now has a much slimmer profile near the tank, which allows the rider to really grip the tank with their knees.
There’s now a feeling of being as one with the bike, which is vital in a race track environment. When you’re not as one, the situation can quickly become very murky.
Total length of the new bike is 2086mm, 30 more than the old one. But to the naked eye there’s nothing in it.
Most of the new Speed Triple’s 3kg weight loss has been achieved by lowering unsprung weight (1kg on each wheel), and the rear rim is now six inches wide, allowing the fitment of 190/55 Superbike rubber, as opposed to the 180/55 on the previous model. Standard rubber in Australia is the sticky Metzeler Racetech K3.
The new bike retains the Brembo radial brakes (in black instead of silver, which looks heaps better), but now with an 18mm Brembo radial master instead of the 19mm Nissin. The stoppers are awesome.
And the bug-eyed lights, so long the staple of the Speed Triple, have also changed shape and, together with the colour-coded accessory flyscreen, now don't stick out like the proverbials. Sure, there’s a little bit of the change for change’s sake in the design exercise, but it will probably prove to be a positive move. And both lights function in low beam, too.
There have also been other styling tweaks, and Triumph has also made some huge inroads on the quality of its casting, which makes a big difference to overall quality. The swingarm is a standout case-in-point.
One thing that does stand out on the Speed Triple is the huge brake and clutch levers, in a period where a lot of other manufacturers are adopting a leaner approach. The 2011 bike doesn’t really give much of a nod to its past, but it does in this regard. Not a big issue, but a little underwhelming nonetheless.
Click on the following link to check out the Speed Triple accessories list, including a batch of new stuff. Accessories include slip-on Arrow silencers; a ‘low-boy’ Arrow three-into-one which adds 3hp and drops a hefty 6.5kg; a tyre pressure monitoring system (a first for Triumph); a bar end mirror kit; and a colour-match belly pan.
The updated Speed Triple is now on sale for $17,140 in white, red or black, with ABS adding another $1000 to the price. The bike’s direct competitors include the KTM Super Duke, Ducati Streetfighter, Kawasaki Z1000 and Yamaha FZ1.
ON THE ROAD AND TRACK
It only took a couple of exploratory laps at Broadford to realise that Triumph just about rewritten the Speed Triple handbook, at least as far as agility, boldness, and poise are concerned.
I can see this bike not only continuing to appeal to the first-time Triumph customer, but also Street Triple owners looking to spice up their existence with a little more power.
The more aggressive seating position is the first thing that hits you on the Speedy, but it’s certainly not uncomfortable – on either the race track or road. But it’s still a fairly firm fit, with a lot of body weight wedged against the base of the fuel tank.
I have to say it’s the most fun I’ve had on a race track in a long time, as the bike is just so easy to flick from side-to-side, it holds a line through a corner with aplomb (with room to change things up), and the wide bars just let the rider dictate the terms. I love Superbikes, but clip-ons are not for me.
Meanwhile, the chassis now has the wherewithal to cope with the brilliance of the engine. The mill just keeps on keeping on with its creamy rich reserves of torque, and even tipping into a turn a gear too high won’t be a massive disadvantage.
That’s because of a twofold effect: it’s still got enough punch to minimise rider error, and the
delivery of power down low isn’t quite as abrupt as the previous model.
The gearbox, after a fairly hefty crunch to get into first gear, sweetens up beautifully after that. This is one area where Triumph has really lifted its game in recent years.
A highlight of Broadford was the hastily convened ‘Speed Triple Cup” -- although watching Triumph’s resident stunt rider Lukey Luke performing antics on the Speed Triple was a fair thrill, too.
The cup comprised three one-lap scratch races, but I was the unlucky sod who was ‘stuck’ with the old Speed Triple.
I just couldn’t match the heroism of the other riders, but I am putting that down to equipment…
On the open road, the engine on the nee Speed Triple purrs around 4000rpm in top gear at 100km/h, which is certainly more than enough for swift overtaking – and also cruising at well below the nominal speeds.
The engine mapping on the Speed Triple is spot on, so there’s no need to slip the clutch or anything like that when you’re stuck in heavy traffic. Once the tacho hits around 2000rpm the Speedy has well and truly cleared its throat, and away she goes.
Red line is 10,000rpm, and the rather soft-ish rev limiter kicks in not long after that.
As for the standard pipes, I reckon they provide more than enough melody, and I’d really only be looking at the accessory slip-ons or low-boy (both $2290) if weight and performance issues were absolutely paramount to the equation.
No fuel consumption figure, but with a 17.5-litre tank we’d expect the Speed Triple would be good for around 300km between servos.
The Speed Triple is a seriously intoxicating machine, no matter which way you look at it. On the track it’s now light years ahead of its predecessor, and on the road it’s far more intuitive too. For $17,140, it’s a pretty good price to pay for a seemingly infinite supply of enjoyment.
GEAR WORN ON TRACK TEST
SPECS: TRIUMPH SPEED TRIPLE
ENGINE
Type: Liquid-cooled, 12-valve in-line three-cylinder
Capacity: 1050cc
Bore x stroke: 79mm x 71.4mm
Compression ratio: Not given
Fuel system: Electronic fuel injection
Emissions: Euro 3
TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet
CHASSIS AND RUNNING GEAR
Frame type: Aluminium beam twin-spar
Front suspension: 43mm Showa upside-down forks with rebound and compression adjustment, 120mm travel
Rear suspension: Showa monoshock with rebound and compression adjustment, 130mm travel
Front brakes: Twin 320mm discs with Brembo four-piston radial calipers (ABS available)
Rear brake: 255mm disc, with twin-piston caliper (ABS available)
Wheels: Multi-spoke cast aluminium-alloy, front 3.50 x 17, rear 6.00 x 17
Tyres: Metzeler Racetech K3, front 120/70-17, rear 190/55-17
DIMENSIONS AND CAPACITIES
Rake: 22.8 degrees
Trail: 90.9mm
Claimed dry weight: 186kg
Claimed wet weight: 214kg
Seat height: 825mm
Wheelbase: 1435mm
Ground clearance: Not given
Fuel capacity: 17.5lt
PERFORMANCE
Claimed maximum power: 135hp (99kW) at 9400rpm
Claimed maximum torque: 111Nm at 7750rpm
OTHER STUFF
Price: $17,140 (ABS: $18,140)
Colours: Phantom Black, Chrystal White or Diablo Red
Bike supplied by: Triumph Australia (www.triumphmotorcycles.com.au)
Warranty: 24 months, unlimited kilometres
An aluminium frame and fuel-injection were added in 1997, and two years later the powerplant was uprated to 955cc.
In 2002 came another chassis and engine update, and three years later the current-generation 1050cc powerplant. In 2008 there was a minor chassis update.
Now, 2011 marks another chapter in the Speed Triple legend, with the first major update to the three-cylinder bike since it scored the 1050cc engine. I’d even argue it’s a new-generation Speed Triple rather than a major update, because I reckon the changes – part engine and mostly suspension and frame – have morphed the Speed Triple from a high performance barebones brawler into a bona-fide naked sports bike.
And we’ve come to that conclusion after plenty of road miles and also spending a day on the new Speed Triple at the Broadford race circuit in Victoria – a short and punchy piece of ribbon which showcased all that the updated bike has in its arsenal.
And for good measure, Triumph also brought along the old model to Broadford for a direct comparison, and the gulf between the two is massive, especially where handling and cornering are concerned. I certainly wasn’t expecting such a seismic shift, and probably the best description is Street Triple-like handling, but blended with the extra muscle of a litre-class engine. Let’s delve into the issues why.
PRICE AND EQUIPMENT
The design brief for the 2011 Speed Triple was first prepared in July, 2007 – a year before the previous model’s last minor update.The brief was as follows:
Must retain a link to Speed Triple heritage with characteristic features:
- Single-sided swingarm
- Twin headlights
- Twin, high-level silencers
- Recognisably Triumph twin-spar frame
- Agility
- Performance on road and track
- Riding Position
- Features
But there’s very little in it, with the old engine producing marginal more torque and power below 4500rpm before the new one takes over the running. Both have he same bore and stroke.
Peak power is now 135hp at 9400rpm, and 111Nm at 7550rpm – claimed gains of 5hp and 8Nm respectively over the 2010 bike.
Other changes to the furnace include a bigger airbox, and the exhaust headers are now 38mm wide, down from 42. The gearbox has also been uprated for even more slicker shifting.
But as intoxicating as the engine is, the changes to the frame and geometry for the real backbone of what Triumph’s trying to achieve.
The list is fairly wide-ranging, and includes the engine being tilted forward a further seven degrees; a steeper rake (by 0.7 degrees); and a longer wheelbase and swingarm (up 10 and 18.5mm respectively). And to keep things nice and settled, trail is now 90.9mm, up by 6.9.
That’s a fair chunk of information to digest in one fell swoop, but the basic logic behind the reorganisation has been to transfer more weight onto the front end of the Speed Triple.
The bias on the front is now a sports bike-like 50.9 percent, compared to a lowly 48.6 on the previous model. That’s a real paradigm shift.
In concert with the changes to the chassis, the riding position is now far more aggressive, with the distance between the seat to bars reduced by 26mm, and the footrests have moved forward in relation to the seat. The seat now has a much slimmer profile near the tank, which allows the rider to really grip the tank with their knees.
There’s now a feeling of being as one with the bike, which is vital in a race track environment. When you’re not as one, the situation can quickly become very murky.
Total length of the new bike is 2086mm, 30 more than the old one. But to the naked eye there’s nothing in it.
Most of the new Speed Triple’s 3kg weight loss has been achieved by lowering unsprung weight (1kg on each wheel), and the rear rim is now six inches wide, allowing the fitment of 190/55 Superbike rubber, as opposed to the 180/55 on the previous model. Standard rubber in Australia is the sticky Metzeler Racetech K3.
The new bike retains the Brembo radial brakes (in black instead of silver, which looks heaps better), but now with an 18mm Brembo radial master instead of the 19mm Nissin. The stoppers are awesome.
And the bug-eyed lights, so long the staple of the Speed Triple, have also changed shape and, together with the colour-coded accessory flyscreen, now don't stick out like the proverbials. Sure, there’s a little bit of the change for change’s sake in the design exercise, but it will probably prove to be a positive move. And both lights function in low beam, too.
There have also been other styling tweaks, and Triumph has also made some huge inroads on the quality of its casting, which makes a big difference to overall quality. The swingarm is a standout case-in-point.
One thing that does stand out on the Speed Triple is the huge brake and clutch levers, in a period where a lot of other manufacturers are adopting a leaner approach. The 2011 bike doesn’t really give much of a nod to its past, but it does in this regard. Not a big issue, but a little underwhelming nonetheless.
Click on the following link to check out the Speed Triple accessories list, including a batch of new stuff. Accessories include slip-on Arrow silencers; a ‘low-boy’ Arrow three-into-one which adds 3hp and drops a hefty 6.5kg; a tyre pressure monitoring system (a first for Triumph); a bar end mirror kit; and a colour-match belly pan.
The updated Speed Triple is now on sale for $17,140 in white, red or black, with ABS adding another $1000 to the price. The bike’s direct competitors include the KTM Super Duke, Ducati Streetfighter, Kawasaki Z1000 and Yamaha FZ1.
ON THE ROAD AND TRACK
It only took a couple of exploratory laps at Broadford to realise that Triumph just about rewritten the Speed Triple handbook, at least as far as agility, boldness, and poise are concerned.
I can see this bike not only continuing to appeal to the first-time Triumph customer, but also Street Triple owners looking to spice up their existence with a little more power.
The more aggressive seating position is the first thing that hits you on the Speedy, but it’s certainly not uncomfortable – on either the race track or road. But it’s still a fairly firm fit, with a lot of body weight wedged against the base of the fuel tank.
I have to say it’s the most fun I’ve had on a race track in a long time, as the bike is just so easy to flick from side-to-side, it holds a line through a corner with aplomb (with room to change things up), and the wide bars just let the rider dictate the terms. I love Superbikes, but clip-ons are not for me.
Meanwhile, the chassis now has the wherewithal to cope with the brilliance of the engine. The mill just keeps on keeping on with its creamy rich reserves of torque, and even tipping into a turn a gear too high won’t be a massive disadvantage.
That’s because of a twofold effect: it’s still got enough punch to minimise rider error, and the
delivery of power down low isn’t quite as abrupt as the previous model.The gearbox, after a fairly hefty crunch to get into first gear, sweetens up beautifully after that. This is one area where Triumph has really lifted its game in recent years.
A highlight of Broadford was the hastily convened ‘Speed Triple Cup” -- although watching Triumph’s resident stunt rider Lukey Luke performing antics on the Speed Triple was a fair thrill, too.
The cup comprised three one-lap scratch races, but I was the unlucky sod who was ‘stuck’ with the old Speed Triple.
I just couldn’t match the heroism of the other riders, but I am putting that down to equipment…
On the open road, the engine on the nee Speed Triple purrs around 4000rpm in top gear at 100km/h, which is certainly more than enough for swift overtaking – and also cruising at well below the nominal speeds.
The engine mapping on the Speed Triple is spot on, so there’s no need to slip the clutch or anything like that when you’re stuck in heavy traffic. Once the tacho hits around 2000rpm the Speedy has well and truly cleared its throat, and away she goes.
Red line is 10,000rpm, and the rather soft-ish rev limiter kicks in not long after that.
As for the standard pipes, I reckon they provide more than enough melody, and I’d really only be looking at the accessory slip-ons or low-boy (both $2290) if weight and performance issues were absolutely paramount to the equation.
No fuel consumption figure, but with a 17.5-litre tank we’d expect the Speed Triple would be good for around 300km between servos.
The Speed Triple is a seriously intoxicating machine, no matter which way you look at it. On the track it’s now light years ahead of its predecessor, and on the road it’s far more intuitive too. For $17,140, it’s a pretty good price to pay for a seemingly infinite supply of enjoyment.GEAR WORN ON TRACK TEST
SPECS: TRIUMPH SPEED TRIPLE
ENGINE
Type: Liquid-cooled, 12-valve in-line three-cylinder
Capacity: 1050cc
Bore x stroke: 79mm x 71.4mm
Compression ratio: Not given
Fuel system: Electronic fuel injection
Emissions: Euro 3
TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet
CHASSIS AND RUNNING GEAR
Frame type: Aluminium beam twin-spar
Front suspension: 43mm Showa upside-down forks with rebound and compression adjustment, 120mm travel
Rear suspension: Showa monoshock with rebound and compression adjustment, 130mm travel
Front brakes: Twin 320mm discs with Brembo four-piston radial calipers (ABS available)
Rear brake: 255mm disc, with twin-piston caliper (ABS available)
Wheels: Multi-spoke cast aluminium-alloy, front 3.50 x 17, rear 6.00 x 17
Tyres: Metzeler Racetech K3, front 120/70-17, rear 190/55-17
DIMENSIONS AND CAPACITIES
Rake: 22.8 degrees
Trail: 90.9mm
Claimed dry weight: 186kg
Claimed wet weight: 214kg
Seat height: 825mm
Wheelbase: 1435mm
Ground clearance: Not given
Fuel capacity: 17.5lt
PERFORMANCE
Claimed maximum power: 135hp (99kW) at 9400rpm
Claimed maximum torque: 111Nm at 7750rpm
OTHER STUFF
Price: $17,140 (ABS: $18,140)
Colours: Phantom Black, Chrystal White or Diablo Red
Bike supplied by: Triumph Australia (www.triumphmotorcycles.com.au)
Warranty: 24 months, unlimited kilometres
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