THE outgoing Triumph Speed Triple had a bit of a animal reputation.
It was a bit flighty and a bit peaky. The incoming Speed Triple doesn’t have that.
With a few minor tweaks, Triumph’s engine designers have tamed the engine but produced more horsepower, and a new chassis has tamed the flighty road manners.
Tamed but not nobbled.

The past

Ever since the first Speed Triple came out in the mid ’90s it has been a popular machine. And why wouldn’t it be? Sharp looks and sharp everything else has given those early models almost cult status. In later years the bike became shorter, more muscular in feel and look.
The funny thing is, the 2011 Speed Triple has a wheelbase some 12mm longer (much of this comes from the longer single sided swingarm), but actually feels shorter than the 2010 model. And to prove this point Triumph had a 2010 model on hand to compare so we couldn’t look through rose tinted glasses and come up with some other idea.

On the stand

The minor changes to the three cylinder 1050cc fuel-injected liquid-cooled engine mainly equate to the exhaust which have netted five extra horsepower and increased torque. It’s also had the benefit of slightly subduing the hit the old model had at lower revs. Sure the engine might not feel as ‘lively’ as before but in actual fact it’s a quicker and easier bike to ride because of it.
Triumph offer an Arrow twin muffler system which mounts where the under-seat original set-up goes. You can also buy the ‘Lowboy’ exhaust (also Arrow) which saves even more weight and looks trick.
Other than that any changes are minute. The bike has the same six-speed gearbox and engine architecture as before.

The revised engine sits in an all new chassis which has the engine mounted further forward which in turn has given almost a 50/50 weight distribution. Does the front end feel more planted than before?
Yes it does.
Popular thinking has the new Speed Triple weighing less than the 2010 model but looking at Triumph’s specs for both bikes has it the other way around, with the 2011 version tipping the scales two kilos heavier. Riding them back to back we couldn’t feel any difference weight wise.

One unusual point of interest is the battery has been moved up in front of the fuel tank.
This is not an entirely new idea but it’s not what you would call common. Modern batteries are lighter than before and it’s certainly made no difference to the handling.
The suspension is much the same as the 2010 model. 43mm upside down Showa forks with adjustment everywhere and 120mm travel. At the rear the Showa monoshock is also fully adjustable, but according to the specs the 2011 model has 130mm travel, 4mm down from before.
Brembo four-piston radially-mounted front brakes and Nissin rear caliper are retained, but the rear disc rotor is 35mm bigger at 255mm. ABS is an option.

Other changes include the multi-spoke wheels, the rear of has gone from 5.5 to six inches, with the front staying at 3.5.
Looks-wise the bike is quite different. Twin headlights have been retained to keep the Speed Triple ‘style’ continuing. Instead of being round they are more like a pair of eyes.
There’s no doubt the bike is pleasing to look at, and even though the changes to the tank, wheels and headlight are quite dramatic you can see the two models are from the same family.

Before we get to the guts of what’s it like to ride let’s look at some other changes. Fuel tank capacity is now 17.5 litres, losing half a litre, rake and trail has gone to a sharper 22.8 degree/90.9mm combo, compared to the earlier 23.5 degree/84mm. Other specifications are much the same, a few millimetres here and there, but the handlebar width of the new Speed Triple is a massive 49mm narrower.

The ride

We first got to sample the new machine in inner city traffic and straight away I was impressed with the riding position which feels lower and comfier. Much of this has to do with the handlebar positioning but the ’bar/’peg/seat ratio is spot on for the average six foot rider, enabling you to look around and spot trouble in traffic with ease. In the city snarl the engine is a pearler too, with enough flexibility you can watch where you are going rather than have to concentrate too hard on riding the bike.

Once the road opens up the bike corners and steers very well. Stability is no concern, and the three cylinder donk just loves to be given its head, although it’s relaxed nature and sound can give you a false impression of your speed – you could well be going faster than you think.

If there’s one criticism it’s the harsh nature of the suspension. The roads we travelled on in Victoria were quite good but we can imagine bumpy NSW roads bouncing the bike around. You can always stop and wind back a bit on the shock and forks, and if it’s an issue look at softening the spring rate, but it all depends on your weight as well. Simply put, light riders will find it stiff.

Broadford track time

While the bike was very hard to fault on the road we thought the track might exacerbate any problems.
Once we started to get into the groove we found the brakes were lacking some initial bite when pushing hard. While this was noticeable on the track it wasn’t on the road, and in fact for this very reason we think this makes the Speed Triple a better road bike.

While the suspension was stiff on the road it was at home on the track, never once becoming unsettled or bottoming under brakes, even when pushed hard. This was most evident when I had a moment of madness and tried to out-brake another journo into Broadford’s first turn.

When it became apparent the pace was a little too hot to contemplate making the turn we simply let the bike drift wide, turned back in and got back on the power. No heart in mouth stuff, no nervousness from the bike.
On the track the engine’s revised nature made for one hell of a ride. Sure, it doesn’t have the outright power of some of its naked competition but it doesn’t really need it. With so much flexibility it’s a blast to ride, and the standard pipes even have a great note, giving the triple an awesome sound under full throttle.

The final say

At $17,140 + ORC (the ABS version is a grand dearer) you get a lot of bike for your money.
Many Speed Triple owners own their bike long term, they just evoke that kind of loyalty.
Simply put this is the best Speed Triple yet.
We can imagine having this beauty in our garage for a decade or so.