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Issue link: https://magazine.cyclenews.com/i/1441959
RIDE REVIEW I 2022 TRIUMPH SPEED TRIPLE RR P92 a Rider Preference interface, or even switch the electronics off and rely on the mechanical settings only. Or, ahem, as I will admit after getting hopelessly lost in attempting to out-think the computer, there's a default button which allows you to return to the way Ohlins said it should be. Well, I had to try, didn't I? The array of damp patches on the Ascari track surface gradually dried up as the day wore on, so that on my final session I could ask big questions of both the brakes and the suspension in at least a couple of the harder stops on the smooth-surfaced track. Grabbing a big handful of front brake in slowing from speed for a second-gear turn didn't produce any excessive dive up front— but neither was there the dead feel it took me a while to get used to in three seasons of racing a hub-center Tesi for the Bimota factory many years ago. That system allowed you to brake deep into a turn on the angle without freezing the front shock, in turn gaining valuable time as well as many meters on your opposition— and I suspect the same benefits pertain with the Ohlins EC system. I got as brave as I dared in successive laps in those two hard stops, and while I couldn't feel the front suspension operating in the way I had on the rougher-surfaced highway, I honestly do think it gave the extra front-end damping support I was asking for. It felt like I was going faster through the turns, anyway, though how much that was, I can't say till someone gets out a stopwatch! But there's a very good chance that the Ohlins EC system is that long-awaited best of both worlds between conventional front suspension technology, and an alternative front end like a Britten/Saxtrak or Fior or Tesi system. Kudos to Triumph for bringing it to the highway in this three-cylinder ultra-sports café racer that's very much unlike anything else you can buy—for the time being at least! CN SPECIFICATIONS 2022 TRIUMPH SPEED TRIPLE RR ($18,300) ENGINE TYPE Inline three-cylinder DISPLACEMENT 1160cc VALVETRAIN DOHC, 12-valve BORE X STROKE 90 x 60.8mm COOLING SYSTEM Liquid FUELING EFI, ride-by-wire throttle, fixed length intake system COMPRESSION RATIO 13.2:1 HORSEPOWER (CLAIMED) 177 hp @ 10,750 rpm TORQUE (CLAIMED) 92 lb-ft at 9000 rpm EXHAUST SYSTEM 3-2-1 TRANSMISSION 6-speed with Bi-directional Quick Shift System CLUTCH Wet, multi-plate type, SCAS-equipped CHASSIS Aluminum twin spar frame, bolt-on aluminum rear subframe FRONT SUSPENSION Ohlins 43mm NIX30 USD forks with Ohlins S-EC 2.0 OBTi system electronic compression/rebound damping REAR SUSPENSION Ohlins monoshock RSU with linkage, Ohlins S-EC 2.0 OBTi system electronic compression/rebound damping FRONT-WHEEL TRAVEL 4.72 in. REAR-WHEEL TRAVEL 4.72 in. FRONT BRAKE Twin 320mm floating discs, Brembo Stylema monobloc calipers, OC-ABS, radial master cylinder with separate reservoir, span & ratio adjustable REAR BRAKE Single 220mm disc, Brembo 2-piston caliper, OC-ABS. Rear master cylinder with separate reservoir. FRONT TIRE Pirelli Diablo Super Corsa SP tires 120/70 ZR17 in. REAR TIRE Pirelli Diablo Super Corsa SP tires K3 190/55 ZR17 in. WHEELBASE 56.6 in. SEAT HEIGHT 32.6 in. RAKE 23.9° TRAIL 4.12 in. FUEL CAPACITY 4.1 gal. WEIGHT (CURB, CLAIMED) 438 lbs. COLORS Crystal white storm grey, red hopper storm grey