2016 TRIUMPH SPEED TRIPLE R
FIRST RIDE
P70
height, which delivers a sense of
spaciousness aboard it, you feel
more a part of this dynamically
vivacious motorcycle than the
current model it replaces, where
it seems you're more parked on
top of the bike than on this one.
Yet the aluminum twin-spar chas-
sis and tubular steel subframe
are unchanged from the outgo-
ing model, as is the cast alumi-
num swingarm, so it's just the
rider packaging that Triumph has
focused on changing chassis-
wise, with positive results.
CALLING THE CAVALRY
So once you've lit up the glo-
rious-sounding three-cylinder
engine with even 120-degree
crank throws, via the clever
combined kill switch and starter
button, it's evident how much
more low-end torque there is
on the new model, compared to
the not exactly reticent outgo-
ing one. Its noticeably greater
midrange muscle from 4000
rpm upwards is matched by
an extra kick of grunt at 7000
revs en route to the 10,000-rpm
limiter. This provides more zest-
ful acceleration low down, but
not at the expense of a snatchy
or unduly fierce pickup from a
closed throttle in any ratio, in any
riding mode, though Track obvi-
ously has a stronger pickup than
Road, it's nevertheless control-
able. This extra torque also en-
ables you to use one gear higher
in plenty of places, thus riding
the curve as you might do on a
twin, while cutting down on gear
changing. Not that you need to,
exactly, for the all-new gearbox
Triumph has fitted to the bike
(derived from the 675R Daytona
transmission) is absolutely flaw-
less, the disappointing gearshift
was my major source of com-
plaint on the outgoing model.
Triumph has fixed this big time
on the new one, resulting in a
shift action fully up to Japanese
standards that's so good, you
barely need to use the clutch at
This shows just
how far you can
crank the new
Speed Triple over
and not scrape
anything!
