Triumph Speed Triple

2015 ABS model. 1050cc, DOHC, liquid-cooled 5th generation in-line triple  

▲ 2015 Speed 94. This is a special edition introduced to commemorate 21 years of the Triple priced at £9,749. Colours are Racing Yellow (above) or Jet Black. Features include the original Speed Triple logotype and a plaque on the tank. A Speed 94R was also created with adjustable Ohlins suspension, Brembo monobloc calipers and Pirelli Supercorsa tyres (£10,999). Over the past few years, Triumph has greatly improved the finish and the fun. And if this bike doesn't erase 10,000 years of evolution, you're probably too civilised and need to unwind and/or get some therapy. You'll either feel very young or very old on this motorcycle. There's little or no middle ground.

▲ Excellent detailing from Triumph. The instrumentation is clear and intuitive. The fly screen merely fiddles with the oncoming air, and looks a lot better than it works. Our advice? Dump your pillion and just ride the hell out of it. It's very forgiving bike and, unless you're doing something very stupid, it's hard to upset.

▲ Very few bikes have virtues without vices, and the Speed Triple fares better than most. Own one and you'll spend most of your time hunting for niggling faults to whinge about. You might well find them, but not often, and not many. Triumph has had years to get this motorcycle seriously fit for purpose, and so it is.

▲ You can glue your contact lenses to your eyeballs with these brakes. The 4-pot Brembo radial stoppers risk buckling the tarmac and bending the 43mm inverted fork. The swinging arm is a minor work of art and makes tyre changing a doddle. It's an easy bike to live with, and relatively cheap to run with good economy and 6,000 service intervals.

▲ Triumph Speed Triple R for 2015. Some bikes have a "best profile". But we think this motorcycle looks fantastic from any angle, except in a ditch or on its side. But does that red sub-frame look cheap and oh-so eighties?

▲ ... also available in Crystal White.

▲ Speed Triple R for 2015. Mean, muscle bound, and manic. For our money, it's still the best in its class.

2015 Triumph Speed Triple ABS specifications

Engine: 1,050cc, DOHC, liquid-cooled, 12-valve, 4-stroke, in-line triple

Bore and stroke: 79mm x 71.4mm

Fuel system: Multipoint sequential electronic fuel-injection with SAI
Compression ratio: 12:1

Exhaust: 3-into-1-into-2 stainless steel system
Starting: Electric
Transmission: 6-speed.

Clutch: Wet, multi-plate
Primary drive: Gear

Final drive: X-ring chain

Front fork: 43mm Showa inverted, rebound and compression damping

Rear suspension: Showa monoshock, 130mm travel, rebound and compression damping
Front tyre:120/70 ZR17
Rear tyre: 190/55 ZR17
Front brake: Twin 320mm discs, 4-pot Brembo radial calipers
Rear brake: Single 255mm disc, 2-pot Nissin sliding caliper

Wheels: Cast alloy 10-spoke
Wheelbase: 56.5-inches (1435mm)

Frame: Twin spar aluminium, single-sided swinging arm.
Fuel capacity: 3.8 gallons imperial (17.5 litres)

Instrumentation: LCD multi-functional instrument pack with digital speedometer, fuel gauge, trip computer, analogue tachometer, lap timer, programmable gear change lights, service interval announcement display, tyre pressure ready monitoring system, switchable ABS

Price: £10,999

Warranty: 2 years

The 2015 Speed Triple is a fifth generation, all-purpose, light-heavyweight, kick-ass roadster. It's based upon a platform that pretty much defined its class and is still considered by many as the one to beat.

So okay, some bikes in the dubiously named "streetfighter" (read: urban hooligan) category are faster. Some handle just that little bit slicker. Others are cheaper. And one or two brake a little sharper, or bounce a little better, or are delivered with more comprehensive features as standard.

But as an all-rounder with poise, pedigree and perky performance, the iconic Triumph Speed Triple doffs its cap at no one, delivers serious combination punches, and in the right hands is more than capable of giving the competition a bloody nose.

The first Speed Triple arrived in 1994. By today's standards, it was a primitive beast. Steel framed. Top heavy. And carburettors, for God's sake (whatever they are). It was offered with a perfectly competent, very durable but not exactly awe-inspiring 5-speed liquid-cooled 885cc engine (some 750cc bikes were also built). And the styling was workaday rather than catwalk.

There were actually two variants in this seminal T300 series. Series one bikes were fitted with five-speed gearboxes. Series two were fitted with six. Both sported a Kayaba front fork and a monoshock rear end. And like the engine, the rolling chassis was worthy, but no latter day poet was ever likely to compose a sonnet about it.

In 1997, the second generation T509 arrived, now with fuel-injection and an aluminium perimeter frame. In 1999, the third gen 955cc T595 rolled off the Hinckley, Leicestershire production line. The following season that bike became a 955i.

It took five years of painfully slow upgrades to produce the 2005 fourth generation machines with a welcome 1050cc engine. Then came 2011 and generation five, which is where we're currently at.

5th generation Triple

It was the second generation T509 that produced the Speed Triple we recognise today, meaning the cheeky trademark bug-eyed road rocket that consolidated this model in the minds of the buying public.

Today, the 5th generation model is, along with the Bonneville range, Triumph's most successful model. The number built is around 70,000 units (2015 figures). Season after season, it gets another tweak, another twist, and usually a little extra turn of speed coupled with more precise handling. Its problem, arguably, is that it has nowhere else to go now except down, and you could argue that Triumph would be well-advised to quit while its ahead and deliver something totally new and surprising. After all, it's better than people wonder why you left than wonder why you stayed.

Then again, it's still earning lots of moolah for Triumph and has helped pay for the development of other new models in the Hinckley catalogue.

But still...

Speed Triple dimensions

According to Triumph Motorcycles, the 2015 Speed Triple weighs-in at 470lb ( 214kg) wet. It's therefore no lightweight, but the bike certainly feels a lot lighter when you straddle it, plant your size nines and familiarise yourself with the layout, controls and general riding geometry.

The saddle height is around 32-inches (825mm), so even at five feet six inches tall, if you're fairly normally proportioned, you could probably manage this motorcycle. But okay, you'll need thick-soled shoes, and you'll have to dab at the tarmac with at least one foot. But you could do it okay without too many scary moments.

What makes straddling this bike a little easier than it might be is the fact that the Triple is nicely "waisted" and tucks in between your thighs. But however tall you are, most riders will be hunched forward over the bulbous petrol tank and putting some pressure on their wrists and palms. However, unless you're planning on spending four or five hours in the saddle at 40mph, it won't be a problem. You'll adjust.

Lowering kits are available, by the way.

Exhaust and silencers

The engine whirrs instantly into life, and even with a standard exhaust system you'll appreciate how Triumph tuned this bike for sound as much as for fury. But if you need a little ear sex, go fit something naughtier; maybe an Arrow slip on, or something from Akrapovic.

Just take note that you'll need to have a technician re-tune the bike, and you won't gain more than a few horses, but you'll (a) be rewarded with a more convincing exhaust bark and (b) you'll relieve yourself of maybe a thousand quid or more (2015 prices).

But is it worth it?

You tell us.

Clutch and gears

The bike shimmies off with all the urgency you'd expect and would demand of a 1,050cc street bike. Low down traction and stability is perfect. The Triple doesn't squat, rise, pitch or roll. It just moves off smoothly in whichever direction you nominate.

Crack the throttle and stack the gears and you'll comfortably hit 60mph in just three or four seconds. Wind it harder and within seven or eight you'll be hitting or passing 100mph.

By classic bike standards, the clutch is wonderfully light, smooth and positive. But modern riders are often a spoiled breed and expect to merely yawn at the clutch lever and nod at the gear pedal to climb up and down the 'box. Telepathic control is undoubtedly coming. But for now, you'll just have to use a little muscle to tame all that power.

That said, if you spend a lot of time weaving through heavy stop-start traffic, the clutch lever will make itself known sooner or later. Triumph will no doubt address this in due course. But for most riders, most of the time, it's not really broken, so you might not even notice the fix if and when it comes.

The six gears are spread pretty evenly, but there's always the feeling that false neutrals are lurking. That's not uncommon with new transmissions, and you can mitigate the worst of your suspicions by being more assertive with your dabs and hooks. In other words, don't get sloppy. Just clunk-click, or at least click-click, every trip.

Note too that at 133bhp @ 9400rpm, and with maximum torque of 81.8lb-ft (111NM) @ 7,750rpm, there's plenty of power here should you select a high gear too early. You won't impress your mates, mind. But you'll keep this muscle bike rolling and accelerating.

Ergonomics

The Speed Triple is designed for the widest appeal, and widest range of uses. But there are always necessary compromises. An inch shorter, and it might feel significantly more sporty. An inch longer and you might be looking at throw-over luggage or a more long term relationship with your pillion. An inch lower and you might be happier using it for your daily commute. But Triumph's designers did the best they could given the brief, and overall they made a pretty good fist of it.

The wheelbase is 56.5-inches (1,435mm). That's by no means the shortest on the street. Nevertheless, the bike looks and feels both compact and a little bloated partly due to the aforementioned petrol tank proportions. If your arms are short, you probably ain't much going to like it. But baboons will be right at home.

Ideally, Triumph might have thought a little more about ergonomics and built-in some adjustment, notably for the handlebars and the pedals. The former ideally needs to rise or fall or just pull back according to the whims of the rider. The latter ideally needs to be adjustable to allow for the spread of your knees around the tank.

Once again, it's not critical. But it might well be a nuisance for many riders and needs to be considered when buying (and a half hour road test might not be long enough to prepare you for possibly thousands of miles of irritation).

Then again, everything about the Speed Triple warrants full-on focus. Ride hard, brake hard, flip it left and right with verve and keep it boiling and it will all make sense.

But plod along at pedestrian or pensioner speed, and its minor faults will magnify (we'll get to those in a moment). In other words, ride for the road and not for creature comfort and you'll enjoy yourself a lot more.

Handling & suspension

The inverted 43mm Showa front fork is a competent set-up with adjustable compression and rebound damping. It feeds you just the right amount of information, and without stuffing it down your throat. No doubt, there's plenty of scope for fine-tuning the front end for track days, etc. But for street use, just ride and forget about it. It's strong. It's reliable. It's there.

The rear damper, meanwhile, has adjustment pre-load and compression and rebound damping. Once again, the hard guys and racers will dump the shock/damper and will look for something eminently tweakable. But for Joe Public, who's mostly just shadow boxing, you can just leave well alone.

The steering geometry and front-to-rear balance was altered in 2011 by bringing the engine forward slightly and (apparently) tilted down a little. The result is a more positive feel (compared to last year's Triple) with more assured grip and placement on tricky (i.e. bumpy/ploughed) corners. There really ain't much in it, note. And if Triumph hadn't told the world about the change, most riders probably wouldn't notice, or would simply put it down to different tyre rubber. Sometimes, only the CAD program really know the difference.

Braking

The twin 4-piston Brembo radial front calipers are excellent stoppers. The discs are 320mm With the switchable ABS system, Triumph reckons you get 100 calculations per second as the sensors looks for the slightest hint of a lock-up. Some riders rightly feel that ABS reduces feel and feedback and makes you lazy with your roadcraft and tarmac reading skills. But ABS suits us well and leaves us free to concentrate on the usual lunatics on the road lurking with usual intent.

The rear 2-piston Nissin caliper (acting on a 255mm disc) can be tricky to use sensitively. This goes back to the ergonomics question (see above). You spread your knees around the tank, and it's not just the gear lever that's hard to operate.

Hard? That's overstating it. But you certainly need to become acquainted and watch your footwear. Heavy boots might leave you frustrated until you perfect your rear braking technique, and after that it's pretty easy (but never ideal).

The tyres are 120/70 x 17-inch at the sharp end, and  90/55 x 17-inch at the rear. There's plenty of suitable rubber out there, and you'll probably wear it out fast.

Riding the Triple

The switchgear is, as ever, good with positive indents. The mirrors give you a decent view and stay clear pretty much throughout the rev range. The rider saddle isn't the softest available, and it can conspire with the handlebars on short, slow rides thereby making you fidget a little. The solution is to get working again, keep your body on the move, and stop lounging around like a sack of spuds.

The engine does transfer a fair amount of warmth through to your thighs. Naturally, you'll appreciate that in most seasons, but might find it uncomfortable in July.

Presence on the road is good. Drivers notice the Triple, and they tend to accommodate your spatial needs (possibly by recognising that the bike exudes exuberance and needs a decent margin).

Pillions won't love the Speed Triple. The rear seat is ridiculous. Ditto the passenger pegs. Our advice is to either sue for divorce, just tell her/him to shut up, or hook up with a shorter riding partner. But forget global, or even extended national tours.

Sure, you can fit a tank bag. But you probably won't want to. And if you do that, you might just as well fit a sidecar.

The Triumph Speed Triple is ideal for short to medium length rides (50 - 200 miles) or endlessly winding roads, with a couple of friends, or simply on your own.

Commuting is fine, up to a point. Track days are fine, also up to a point. Looking cool or showing off or bar hopping or cruising the local bike meets is where you'll get the most enjoyment.

The torque spread is wonderful. From around 40mph to 90mph it's all pure testosterone. Beyond that, the power just keeps coming and coming. It's a hoot.

But the Speed Triple isn't cheap at around £11,000. There are plenty of comparable bike for thousands less, and one or two that will do the same job for almost half the price. However, this is a quality machine, British built, and with a strong demand on the second-hand market.

Reliability is good. Fuel economy is also good at around 45mpg for wimps, and 35-40mpg for the hard men. Spares and servicing back-up is excellent. Bolt-on goodies are plentiful. Everyone will respect your decision to buy a Triple (even if they don't agree). And it's got Triumph on the tank.

The instruments, incidentally, include a programmable gear indicator, a service schedule indicator, and a circuit for the optional extra tyre pressure sensors.

Conclusion

The 5th generation Triumph Speed Triple is one of the best looking and most dynamic roadsters on the planet, and looks do matter. There's nothing at all seriously wrong with the bike. Nothing to warn your friends about. Nothing to lose sleep over. Nothing that's gonna hurt you.

The worst you can do is agonise over minor problems or look for non-existent issues.

Get it serviced regularly (6,000 mile intervals). Keep it clean, waxed and oiled. Check the fluid levels. And generally be nice to it. In years to come, this will be the bike you wish you'd never sold.

Go and test ride one asap.

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