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Like the recently introduced Sprint ST (CW, May) that uses the same engine, the Speed Triple now features Keihin EFI, which Triumph goes to great pains to point out was developed specifically for motorcycle use, unlike the previous Sagem setup. There was only the mildest hiccup right off idle, but after that the show was on. Ask with the new quick-action twistgrip, and ye shall receive quick action at the rear wheel. Tuning of the EFI is much more aggressive than with the sport-touring ST, which was softened for its more mellow duty. We'll take instant gratification any day.
Which is something you definitely get from the chassis, along with a much nicer ride and improved composure. Retained is the characteristic tubular-aluminum frame construction and previous sporty geometry (23.5-degree rake/3.3-inch trail), but new castings drop weight a few pounds (claimed dry weight is unchanged at 416 pounds). The single-sided swingarm is redesigned for visual reasons, but lost some length in the process so wheelbase is slightly shorter at 56.3 inches. More important to the overall riding experience are the new 45mm inverted fork (held in place by a stout, three-bolt lower triple-clamp) and retuned rear suspension, which take out the harshness of the old bike while adding improved front-end feel and a comparatively gliding ride. The fully adjustable fork and shock aren't soft by any means—Triumph just removed some of the square-edge-induced pain from this very sporty setup.
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Fitted to that fork you will note is a pair of radial-mount Nissin four-piston calipers working on 320mm discs. There is great glory in their power, but as with the Sprint ST, lever travel is too great and response a little counterintuitive. Clifford said engineers tuned the brakes for a more progressive feel than your typical hard-lever/aggressive-response radial setup, but they went a bit too far for our taste, eliciting the dreaded "mushy" response from one tester when asked to describe the feeling at the adjustable lever. Outright power is there, but the in-between stages are just a little off. Small stuff in the grand scheme—don't let the brakes stop you from getting a Speed Triple.
Following a trend we are happy about, the rear rim has been reduced in width from a 6-incher to 5.5, and a Michelin Pilot Sport 180/55ZR17 tire fitted. Dropping a size from a 190 as Triumph did here almost always has a positive effect on steering, usually making it lighter and more neutral. With the wide bars, minimal trail and new narrower rear tire, steering is definitely light.
At $9999, the Speed Triple is $1400 more expensive than our perennial sport-standard favorite, the Yamaha FZ1, and $1000 cheaper than our other perennial favorite, the air-cooled Ducati Monster 1000S, which has 34 less claimed horsepower.
That's a pretty good value on the Triumph's part, considering the elements brought to the table by the new bike-more power, better throttle response, improved suspension and fresh styling-giving the Speed Triple a much-needed elevation in performance and re-affirmation of its street cred. It's got an excellent riding position, and with that moto-style tubular bar, there's no telling what you can get away with. The Scorched Yellow and Neon Blue colors are hot, but you might be better off with Jet Black to keep a low profile. No matter what you do, work on your use of the word "allegedly." It's going to come in handy.
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