2011 Triumph Speed Triple

2011

•    Improved weight distribution, seat position
•    Sharpened throttle response
•    More incisive road feel

Six years after the 'bug-eyed' model reshaped its class, Triumph's latest full-size naked fortifies that good-time formula with its latest evolution of the highly sought-after Speed Triple 1050.

To uptick appeal, the Hinckley design team was asked to retain Speed Triple's single-sided swing arm, twin headlamps, high-mount exhausts and visible twin-spar frame, while at the same time improving its agility, outright performance and rider position.

Evidently a multitude of small changes has amassed a discernible improvement in Speed Triple's handling; small geometry changes and the repositioning of several key components resulting in a more centralised placement of weight, thereby improving the bike's balance.

The engine is tilted forward by seven degrees, the slimmer saddle also positioned closer to the tank. With the stirrups relocated accordingly, the rider now sits 26mm nearer to the bars -- the adjustment also allowing a better grip of the tank.

Geometry changes see the new model endowed with a steeper rake, longer wheelbase, swingarm and increased trail, redistributing more of the bike's weight (50.9 per cent) onto retuned Showa forks, now altered to improve stability under the increased load.

Lighter alloy wheels trim precious kilos from Speed Triple's unsprung weight, the fatter rear rim and wide bars allowing more deliberate deportment when attacking corners. The Brembo/Nissin brake combination is unaltered while the gearshift feels tighter, even if first is a little tall.

Engine changes are few but focal, the howling three-cylinder now punchier in its higher reaches, while still allowing a clean and flexible torque curve from 2000 to 10,000rpm. Bigger lungs and tighter exhaust headers scrape an extra handful of horsepower (up 4kW/8Nm to 96/110); slightly sharpening response to throttle input and quickening the crescendo to redline -- well and truly enough to send the front wheel skyward without the need for jabs at the clutch.

On the open road the sum of these changes combine to make Speed Triple a formidable package. In-gear acceleration is remarkable, the big triple boasting more roll-on than a Rexona factory. Reaction to throttle input is altogether more incisive than the previous model, the sharpened response better suiting the bike's nimble ride/handling characteristics.

Tip into a corner and the chassis reacts quickly, the bike tracking cleanly and predictably as you bring the noise. Triumph says it has shaved three kilograms from the weight of the old bike, but, thanks largely to the redistribution of the bike's weight, you'd swear it was more, at least when in motion.

The suspension is familiar, and although it may have been set too firmly for someone of my smaller stature, is intuitive of feel, the front end tracking well in spite (or perhaps because) of the increased burden placed upon it.

So while the fundamentals are sound, a couple of Speed Triple's peripheral ancillaries do stop it becoming a ten-out-of-ten package.

Most notably, the side stand is located inboard of the gearshift, which makes kicking it down a tad tricky. Perhaps Triumph should have migged a heel pin to its aftward end. The other item of note is the lack of a gear position indicator from the otherwise well laid-out instrument panel. It's inconsequential in the scheme of things, but one of those "nice to haves".

Oh, and I'm still not sold on the revised headlamp design, even if it does suit the lines of the Speed Triple better than its smaller Street Triple sibling.

Pleasingly, the new blueprint sees Speed Triple form an altogether more resolved package, the bike notably better focussed than its predecessor, despite retaining a lot of the legacy hardware that made it so popular to begin with.

As Triumph puts it, Speed Triple is a "distinctive, iconic and aggressive" naked bike that seems only to grow better with age.

SPECS: TRIUMPH SPEED TRIPLE