After Triumph’s complete redesign of the Speed Triple 1200 RS earlier this year, Triumph now comes with the Speed Triple 1200 RR built on the same platform. Although the bikini fairing and single headlight give the new RR a slight, retro flair, this is far from a retro motorcycle. Indeed, the specification is upscale from the already sophisticated RS. The new RR gets top drawer Öhlins semi-active electronic suspension, for instance, along with Brembo’s best front calipers (Stylema) and all the latest electronic rider aids. We understand that the 2022 Speed Triple 1200 RR will be in U.S. dealers early next year carrying an MSRP of $20,950.
Here is the full press release from Triumph, followed by a video:
A new statement in beauty, sophistication and attitude
- Unique and beautiful new crafted cockpit fairing with signature RR single round headlight
- Even more focused, nose-down muscular Speed Triple poise and attitude
- All of the new generation Speed Triple design, with more premium details and beautiful touches:
- New carbon fibre detailing
- New twin colour schemes with rich, high quality candy paint
The most focused & exhilarating Speed Triple ride ever
- foot peg position and an accessible 830mm seat height
- New Öhlins Smart EC 2.0 electronically adjustable semi-active suspension
- New Pirelli Diablo Supercorsa SP V3 tyres
- All the track-derived specification of the RS:
- Lightweight chassis
- Brembo Stylema brakes with linked braking system
- Adjustable Brembo MCS lever
- Optimised balance and centre of gravity
All of the latest generation’s triple powered revolution in performance
- All the immense performance of the Speed Triple 1200 RS from its lightweight, low-inertia engine with 180PS peak power at 10,750 rpm and 125Nm peak torque at 9,000 rpm
- Brushed stainless steel silencer with black end cap delivering that visceral Speed Triple sound
All of the latest generation’s premium specification technology
- Full-colour 5” TFT instruments with My Triumph connectivity system
- Optimised cornering ABS and switchable optimised cornering traction control (with IMU)
- Five riding modes – Road, Rain, Sport, Track and Rider-configurable
- Triumph Shift Assist up and down quickshifter
- Advanced front wheel lift control
- Full-LED lighting, including distinctive new single round headlight with DRL
- Additional ride-enhancing technology including full keyless system, illuminated switch cubes and fully adjustable cruise control
Ready to personalise
- More than 30 genuine Triumph accessories for additional detailing, comfort and protection
Price, service and availability
- High service intervals of 10,000 miles (16,000 kilometres) or 12 months, whichever comes first
- Two-year unlimited mileage warranty on the Speed Triple 1200 RR and all genuine accessories
The new Speed Triple 1200 RR has been designed to reflect the UK automotive world’s proud tradition of combining distinctive British elegance with exhilarating real-world performance. Creating a new dimension for riders who love the iconic nature of the Speed Triple with its unique character and road-focused sports performance, the new RR represents a step up in both beauty and capability, to deliver something more unique, more characterful, and truly authentic. In essence, a modern take on a café racer, and the ultimate sports bike for the road.
A new statement in beauty, sophistication and attitude
The new Speed Triple 1200 RR delivers a new pinnacle in the style and design of Triumph’s modern roadster icon. With pure and flowing lines and a more sports-focused, nose-down riding position and silhouette, the RR brings a committed and arresting new look.
The stunning new cockpit fairing, sculpted to incorporate the signature-RR single round headlight set-up, gives the bike an instantly recognisable look and even more desirable style. Attention to detail is key to this beautiful machine, and so the whole cockpit area has been kept clean and uncluttered through the clever use of hidden cabling and hoses.
Premium new carbon fibre infill panels add an extra level of detailing to the tank, fairing and cockpit, and when combined with the new carbon fibre side panels and beautifully made carbon fibre front mudguard, the RR feels exquisitely crafted.
This new model comes in two stunning paint schemes – the Red Hopper and Storm Grey scheme which is a really rich and lustrous colour combination, or the equally striking Crystal White and Storm Grey option with premium gold detailing. Both schemes come, as standard, with a colour coded belly pan and colour coded seat cowl, which is supplied alongside the pillion seat and is easily interchangeable.
The most focused and exhilarating Speed Triple ride ever
Equipped with a lightweight and compact chassis with a cast aluminium frame, the new Speed Triple RR was designed to deliver all the incredible agility and pinpoint precise handling of a 765 Street Triple RS, with all the performance and attitude of the latest generation Speed. And now the new RR takes the specification to an even higher level with new ergonomics and more advanced track-derived equipment, making it the most exhilarating and sport-focused Speed Triple ride ever.
Commanding new rider-ergonomics give the new RR its fully engaging ride, without compromising comfort. Updates include new focused clip-on handlebars, which are 135mm lower and 50mm further forward than the Speed Triple 1200 RS, plus a tailored new foot peg position. When combined with the accessible 830mm seat height, narrow tank and sculpted seat profile, the new RR delivers maximum comfort and control.
The sports edge to the RR is underlined by the premium specification of equipment that comes as standard. Instrumental to this is the new Öhlins Smart EC 2.0 electronically adjustable, semi-active front and rear suspension, which is the most advanced suspension system available from Öhlins. This new system has been specifically tuned to suit the RR’s geometry, to deliver the optimum balance of performance, comfort and control. It’s fully adjustable, even while riding, via the TFT instruments, and uses a highly-advanced suspension control unit to continually monitor the input received, including riding style, speed and acceleration to automatically adjust both compression and rebound damping in response.
The Speed Triple 1200 RR also benefits from lightweight track-spec twin Brembo Stylema® monobloc front calipers and lightweight 320mm floating front discs, providing precise braking performance. These are controlled via a Brembo front brake lever with multi-click system for span and ratio adjustability, to allow the rider to tailor the ergonomics for maximum comfort and control. On the rear, the stopping power is provided by a Brembo twin-piston caliper and 220mm single disc.
The 17” cast aluminium wheels are extremely lightweight and are fitted with the new high-performance Pirelli Diablo Supercorsa SP V3 tyres, unique to the RR, delivering incredible response, stability and grip on both racetrack and road. For even more focused track use, there is also an approved track-only specification: the Pirelli Diablo Supercorsa SC2 V3.
All of the latest generation’s triple powered revolution in performance
Impressive performance and distinctive character come naturally to the Speed Triple RR’s 1160cc triple engine – the same lightweight, efficient and high performing engine that already powers the RS model.
With every component optimised for power, torque and response, the powertrain delivers an impressive 180PS peak power at 10,750rpm, and 125Nm peak torque at 9,000 rpm. And, characteristic of all Triumph triple engines, the torque curve is smooth and strong from low down, right through the mid-range and all the way up to peak revs for incredible punch and acceleration. The low-inertia engine delivers outstanding responsiveness and a beautifully refined and precise feel.
The stacked 6-speed gearbox is compact and light weight, with optimised ratio progression to precisely match the power curve, guaranteeing super slick gear changes. The lightweight slip and assist clutch uses ramps in the clutch to force it together when under load, adding to the force of the clutch springs and allowing more power to be transmitted from the engine to the gearbox. The opposite is also true when downshifting aggressively, where a controlled amount of clutch slip is allowed to maximise rear wheel control.
The side-mounted, brushed stainless-steel single silencer with black end cap delivers the Speed Triple’s signature hair-raising and visceral sound for a sporty and engaged riding experience.
All of the latest generation’s premium specification technology
As with the Speed Triple 1200 RS, the RR comes with a full suite of state-of-the-art rider aids, electronics and convenience features designed to not only make the ride easier and safer, but also deliver a tailored set-up for different riding scenarios.
Key to its premium specification is the full-colour 5” TFT instruments, with the My Triumph connectivity system fitted as standard. Android and IOS compatible, this enables phone call and music operation, turn-by-turn navigation (developed in partnership with Google) and GoPro control. All are accessed and managed via the backlit switch cubes and conveniently displayed on the optically bonded TFT screen, which guarantees minimal reflections for excellent image clarity. The intuitive user interface enables on-the-go adjustment of many settings and incorporates a lap timer for use on track.
The RR is also equipped as standard with Triumph’s most-advanced optimised cornering ABS and switchable optimised cornering traction control systems. These use an inertial measurement unit to measure roll, pitch, yaw and acceleration rates, in order to calculate the lean angle and precisely control the ABS and traction control response to match, optimising slip rates and torque control to suit the specific riding mode chosen.
Linked to the traction control system is the advanced front wheel lift detection system, which uses advanced algorithms for precise control.
The new RR features five riding modes – Road, Rain, Sport, Rider-configurable, and also a Track mode, which has minimal ABS and traction control intervention. The riding modes have multiple levels of intervention to choose from and are selected and adjusted via the TFT instruments.
Another key feature for use on the road and on track is the Triumph Shift Assist up and down quickshifter, which has been developed using the insight Triumph has gained through its involvement in the World Moto2TM championship. It features an advanced sensor that gives the engine control unit a wealth of information, allowing both up and down gear shifts to be fully mapped against a number of parameters, exactly as the Moto2TM race teams do.
When up-shifting, the Triumph Shift Assist adjusts factors such as ignition, fuel, and throttle angle, to momentarily relieve the pressure on the gears and allow them to slide. This is a much more sophisticated system than a traditional quickshifter, which would simply cut the ignition. When down-shifting, again the system monitors and adjusts various parameters and precisely controls the throttle blips, guaranteeing a smooth shift.
Lighting is LED throughout for maximum durability and efficiency. There’s a daytime running light incorporated into the new single round headlight (where market legislation permits) and a distinctive rear light integrated into the tail unit with unique light signature, plus LED self-cancelling indicators.
The new Speed Triple 1200 RR is also equipped with additional ride-enhancing technology including a full keyless system (incorporating keyless ignition, steering lock and fuel filler cap) and fully adjustable cruise control.
Ready to personalise
As with all Triumph motorcycles, personalisation is at the heart of the new RR, with a range of over 30 genuine accessories, all of which have been developed alongside the motorcycle itself for perfect integration. These have all been tested to the same exacting quality and durability standards and all come with Triumph’s two-year unlimited mileage warranty.
Accessories include machined front and rear brake reservoirs, scrolling indicators, heated grips and even luggage, with a water-resistant tail pack and tank bag, both with quick release mounting – all of which are available to view on the online configurator.
Ownership benefits
Reflecting Triumph’s excellent standards of quality and reliability, the new Speed Triple 1200 RR has high service intervals of 10,000 miles (16,000 kilometres) or 12 months, whichever comes first.
The new Speed Triple 1200 RR also comes with Triumph’s two-year unlimited mileage warranty, which can be extended by one or two years for additional peace of mind.
SPECIFICATIONS
| ENGINE & TRANSMISSION | |
| Type | Liquid-cooled, 12 valve, DOHC, inline 3-cylinder |
| Capacity | 1160 cc |
| Bore | 90.0 mm |
| Stroke | 60.8 mm |
| Compression | 13.2:1 |
| Maximum Power | 180 PS / 177.6 bhp (132.4 kW) @ 10,750 rpm |
| Maximum Torque | 125 Nm @ 9,000 rpm |
| Fuel System | Multipoint sequential electronic fuel injection with electronic throttle control |
| Exhaust | Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencer |
| Final Drive | X-ring chain |
| Clutch | Wet, multi-plate, slip & assist |
| Gearbox | 6 speed |
| CHASSIS | |
| Frame | Aluminium twin spar frame, bolt-on aluminium rear subframe |
| Swingarm | Aluminium, single-sided |
| Front Wheel | Cast aluminium, 17 x 3.5 in |
| Rear Wheel | Cast aluminium, 17 x 6.0 in |
| Front Tyre | 120/70 ZR 17 (58W) |
| Rear Tyre | 190/55 ZR 17 (75W) |
| Front Suspension | Öhlins 43mm fully adjustable USD forks, 120mm travel. Öhlins S-EC 2.0 OBTi system electronic compression / rebound damping |
| Rear Suspension | Öhlins monoshock RSU with linkage, 120mm rear wheel travel. Öhlins S-EC 2.0 OBTi system electronic compression / rebound damping |
| Front Brakes | Twin 320mm floating discs. Brembo Stylema monobloc calipers, OC-ABS, radial master cylinder with separate reservoir, span & ratio adjustable |
| Rear Brakes | Single 220mm disc. Brembo twin piston caliper, OC-ABS. Rear master cylinder with separate reservoir |
| Instruments | Full-colour 5″ TFT instruments |
| DIMENSIONS & WEIGHTS | |
| Length | 2085 mm |
| Width (Handlebars) | 758 mm |
| Height Without Mirrors | 1120 mm |
| Seat Height | 830 mm |
| Wheelbase | 1439 mm |
| Rake | 23.9º |
| Trail | 104.7 mm |
| Wet weight | 199 kg |
| Fuel Tank Capacity | 15.5 litres |
| FUEL CONSUMPTION | |
| Fuel Consumption | 6.3 litres / 100 km |
| CO2 Figures | 144 g/km |
| Standard | EURO 5 CO2 emissions and fuel consumption data are measured according to regulation 168/2013/EC. Figures for fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results. |
| SERVICE | |
| Service interval | 10,000 miles (16,000km)/12 months |
I love it, but I think it will suffer the fate of the BMW R-Ninet Racer: poor sales. The people who want one, and are old enough to afford it, won’t be comfortable with the low clip-ons. They’re barely higher than the seat. Move them up and back 3-5″ and they’d probably sell multiples.
I’m the owner of a mint-condition 1997 Triumph Daytona T595 in Strontium Yellow (955cc) that I purchased new 24 years ago. Just about to turn 37,000 miles. (yes, I know, some of you have ridden that many miles in a single year). I love this bike and decided years ago that, unlike every other car or motorcycle I’ve ever owned, I will never sell this bike. It has a certain organic look to it that grows on me more and more every year, and makes the current angular and creased bug-styled hyperbikes of today look like origami gone wrong. Although it had “only” 130 HP when I purchased it, with the optional carbon-fiber factory exhaust and some light engine mods it probably puts out around 136 HP. I’ve been riding on the street for 50 years now (started when I was 13, now 63), and consider myself a pretty good rider, and pretty fast when called upon, and I have to say, I couldn’t imagine needing any more power, even though my other bike (2012 BMW K1300HP) has considerably more (175HP).
I’ve been waiting for Triumph to release a modernized replacement for my large-bore Triumph Daytona for many years now, and even though the 675 and 765 Daytona’s are exceptional bikes, they’re too small for my 6’0″ frame, and besides, my progression of bikes was 70-125-350-750-1000-955-1200-1300, and psychologically I wasn’t going backwards (in spite of the 765cc Daytona making nearly as much HP as my 955cc Daytona).
So when teaser photos and videos started appearing on Triumph’s website about the new Speed Triple 1200RR, I had high hopes that at long last there would finally be a true heir-apparent to my T595 Daytona. But when the veil was finally lifted, although the performance looks like it’ll be stunning, seeing the throwback bikini-fairing with the odd single round headlight, and not a fully-faired street bike, my spirits were quickly dampened. This is just a café-racer version of the 1200 RS, pretty much a styling exercise with some high-end components and a little more HP. I certainly don’t need the horsepower, and I probably couldn’t ever get to even six-10th’s of what this bike is capable of. It’s just not what I was hoping for in terms of looks or intention, and I’ll admit it right now – the way a motorcycle looks is VERY important to me. I wish this bike all the success of any great new Triumph machine, but I think I’ll be satisfied with my T595 for another decade or two.
I know a former racer who owns a Triumph dealership, and his 90something Daytona T595, in Strontium Yellow is STILL his favorite mount. Modified most likely, but still . . . .
Congratulations to VLJ for inciting the most intense blog string I have seen here. Now calm down or you might never reach an old 58 years.
Yes, there is a full measure of BS out there regarding power and speed needs, however what we are hearing, is from those still alive.
A motorcycle capable of Race Track performance has no place on the common roads used for transportation. Somebody will use that capability and eventually, or sooner go SPLAT against a solid object.
A machine that has excessive speed capability ( over 120 mph ) does infer that it will last forever at lesser speeds, a fine assumption, and reasonable, but 186 mph actually driven most likely means one will not out live the machine. Even a full up racer will not use that kind of performance on the road and defy the inevitable crash, possibly into a soccer mom who pulls out in the recers flight path.
Which brings up another opinion. All speed and acceleration eventually does not thrill as much as the first time, what endures is the original reason to be on two wheels, that being transportation and the exaltation of flying low to the ground with a controlled swoop and bank every once and awhile. Now I have had friends die at 5 mph on a motorcycle and much faster, all of which is a permanent loss, so have fun as long as possible or longer.
“A machine that has excessive speed capability (over 120 mph )”
In 1948, a British-built HRD Vincent Black Shadow motorcycle taken right out of the shipping crate could do 125 miles per hour. (3/4 of a century ago)
And that was with a spindly frame and forks and drum brakes front and rear.
A 1/2 century ago the Kawasaki Z-1 would run 130 mph. 110 of that in 12 seconds
It was in 2000 (nearly a quarter century ago) for the gentleman’s agreement to limit speed at 186 mph
You would never get agreement on how much hp is actually “needed” or at what speed motorcycles should be electronically limited to.
“use that kind of performance on the road and defy the inevitable crash, possibly into a soccer mom who pulls out in the recers flight path.”
If you use 150 hp stupidly you may end up paying for it with your life. Then again you may not.
If you use 50 HP stupidly, you may end up paying for it with your life. Then again you may not.
If you use 50 HP or 150 responsibly, you may end up paying for it with your life. Then again you may not.
Riding motorcycles of any HP is a risky proposition. We accept that fact every time we throw a leg over the seat, and do it anyway.
My worst motorcycle accident to date was hitting a left turner in 1968 on my 28 HP Honda CL 77 (305 Scrambler).
Just an excellent post by mickey.
Spot on.
So, my worst crash?
One o’clock in the afternoon, a bright sunny weekday, I was going thirty-five mph on an arrow-straight country road, just sitting up and cruising on a very fast Kawasaki, when an eighty-eight-year-old geezer in an old Chevy sedan inexplicably tried to cross a two-lane road and t-boned me into oblivion.
Never saw it coming. No time to react.
If anything, had I been exceeding the speed limit by a healthy margin there, I would have avoided getting clobbered.
Meanwhile, in all my years of track riding and riding way faster than I should have on the street, no problems. Nothing really bad ever happened.
The notion that “track performance has no place on common roads used for transportation” is just a kneejerk emotional response apropos of nothing. All motorcycles have track performance, to varying degrees. Nearly all motorcycles are exponentially more capable than their riders, so even the Toyota Camry of motorcycles, whatever you deem that to be, will still tear ass at the track in the hands of a talented rider.
What has no place on common roads used for transportation is track-level riding. Riding a Harley on public roads like you’re at the track will almost certainly lead to Very Bad Things. Riding a GSX-R750 that same way is also a stupid thing to do, but it at least gives the rider a much better chance of surviving.
Conversely, riding a GSX-R750 at street-legal speeds gives a rider an enormous safety net, relative to the Harley.
The better bike, i.e., the bike that turns, stops, and accelerates better, is always the safer bike.
The problem is never the bike. It’s always the rider, or other drivers. Plenty of people crash and burn on Harleys and 750 Shadows, without trying to do racetrack speeds.
Stupid hurts. Stupid is supposed to hurt.
Don’t blame the tool for its user’s stupidity.
You make some good points, but miss others. Pretty much all motorcycles are capable of “race track performance”. I’m old enough to remember them racing Subaru 360’s (mini cars). There are lots of public roads where 120mph is reasonably safe, though much fewer locations where that is legal. “Excess speed capacity” is very much dependent on the rider, the road, and the circumstances.
The sad fact is that most of us overestimate our own capabilities, and we also seldom asses risk adequately. Many people over-estimate the risks involved, while others (usually the soon-to-be dead and injured) under-estimate the risks.
As you stated, the initial thrill from speed and acceleration tends to wear off, often quite quickly, and “we” tend to chase more and more thrills/speed/acceleration until we splat ourselves. The fortunate among us discover that motorcycling is fun and rewarding in and of itself, and does not need ever-increasing speed/acceleration/power/gimmicks/etc to be perfectly enjoyable. It looks like you have that one figured out.
I’m grateful to have survived my own craziness. I now ride for the pure pleasure of riding. Slow, fast, or in-between, there is a joy on two wheels that is hard to match elsewhere. Perhaps flying, as you indicated.
Well, I’ve been riding (more accurately, racing mostly) a pretty long time and now my 13-old-son rides and races too. Between us we have 7 bikes in the garage (road race, mx, flat track, pit); none have a plate and none are used for real transportation. We both still seem to enjoy riding without the transportation element you mentioned. In fact, bikes enerally strike me as fairly lousy transportation devices. For some, there may be something else to it.
“RIDE FAST TAKE CHANCES”
Finally a great looking new motorcycle. Great specs. Well done Triumph!
i had a s3 for a while, it was fun but anything over 70 was stupid cuz of the blast but what a motor. If i were young stupid and arrogant this would be on my list. But no i dig the 170 horse luxo barge these days. I guess I’m “simply too old”
People here really need to stop whining that bikes like these are too fast and powerful for the street. No one who ever bought a race replica sportsbike, or a V-Max, ZX-11, Blackbird, Hayabusa, hell, even a V-Rod, or any of countless other fast bikes, ever rode them 100% of the time at street-legal speeds on the street. Not even close.
No one. Not one of you. Not even mickey, at least not in his younger days.
For as long as the motorcycle industry has been producing sportsbikes, sanctimonious morons have been saying they’re too fast for the street, you can’t use them at all, they’re going to spell the end of the motorcycling industry, so why buy them?
Meanwhile, people kept buying them and enjoying them, despite never maxxing them out on the street.
Now we have bolt-upright ADV luxury barges that have 150+ hp and easily do 150 mph, which, last I checked, is well beyond street-legal speeds. For that matter, how about sportscars? Exotics, roadsters…muscle cars?
All of you really old people here who can’t stop pining away for single round headlights, zero bodywork, flat bench seats, dual rear shocks, etc., well, how many of you kept you old Z1’s, CB750s, Magna 1100s, Waterfbuffalos, RD’s, FZR1000s, et al, anywhere near the speed limit? How many of you who still lust after 800-hp Charger Hellcats and the like plan on never exceeding 45 mph in stoplight-to-stoplight action, never mind keeping it under 70 mph on your first desert run to Vegas?
How many of you kept your original Superchicken Firebirds and Mustang 5.0’s anywhere near the posted speed limits?
When the Ducati 916 first appeared, did you guys all shortshift it in every gear when hitting freeway onramps? How about your first year of ownership on your new 2005 GSX-R1000R, which you somehow quickly learned did well over 120 mph in second gear?
Christ, people.
Just stop with all the incessant whining about speed, power, pricing, etc.
It’s not too powerful. It’s not too expensive. You’re simply too old.
Get over yourselves.
VLJ, understand your point. I just don’t take it personally. Everyone is entitled to their own view. You may not agree with some comments but we are all different with different tastes.
I agree. But I also understand people who buy a bike who know they’ll never use its full capability are buying it more for bragging rights. Saying “My bike is faster than your bike” says nothing about the capability of the rider. I remember going 170mph (indicated) on a deserted highway on my old 2002 CBR 954, just to see how fast I could go. I NEVER did it again. Am I glad I bought the bike? You bet. Will I try that again? Nope. Will I buy another dedicated sport bike? Nope. Am I glad they are still making them? Yes. And I’m happy for those who want to buy them, but I got it out of my system and nowadays enjoy the ride as much as the bike.
Sadly, VLJ’s comments make no point at all, beyond acknowledging the fact that very many bikes have an unusable excess of power. The simple truth is that they are made and bought for the image and for the manufacturer’s profit. So if, as he posits, even younger riders of relatively-tame bikes never maxed them out, suggesting that those on here who criticise modern muscle-machines are simply too old is not a valid point.
Personally, I’ve owned and fairly-quickly disposed of bikes that had more power than I needed, because they are generally much more difficult to ride in a sane manner. I prefer to ride a bike, not be ridden by it. And yes, I’m old!
Bravo to you! You hit the nail and you hurt feelings cause it’s the F%$*ken truth. Forty years ago I rode my Ducati 851 hitting every on-ramp like it was a launchpad. Today my Garage includes a Concourse 14, GSX-S 750 with a Built GSXR 750 Engine and full Matris Suspension that I use for track days. A Supercharged and Nitrous feed V-Rod ( Has a rear tire problem it seems after every Sunday ride the rear tire is burnt) Soon I will figure it out and keep you posted! Approaching my 60 birthday and I refuse to slow down but I like to say I matured and there is a place to let it all hang out.
Anyway most people today do cry and whine and complain even when there faced with bad governments they just take it up the A#$ so their kids and take it deeper
I bought the 916 to replace a 900SS that I rode a ton. At a little over 70hp heavy and saddled with CV carbs, I thought the 900SS was a little slow, and slow to respond because of the carbs.
So I bought the 916 and a 610 Husqvarna to take some of the pressure off of it because I rode the 900SS so much.
The 916 was injected and have nice throttle response. But at a little over 100hp I thought that it made public roads kind of dull. Even though the bike was heavy, it had more power than it needed to make public roads entertaining. The 610 Husqvarna got more and more use while the 916 got less and less. In 2000 I sold both and built a supermoto from and XR650R. To this day I have a really tricked out 2003 XR650R supermoto as my personal bike. I have a 90hp 2002 Multistrada for two up use. I would have bought the sharper handling 620 at the time, but it was a bit weak for a two up bike, in my opinion.
My complaint with the street bike industry is not with powerful bikes. It’s that all the premium bikes are more powerful than is necessary and heavy. Make me a premium 80hp twin that is lite weight and I’m happy. I’d drop over $20k on one in a heartbeat.
But no. Apparently I’m old and have no right to an opinion. So let’s all sit on the edge of our seats in anticipation for the next zillion horsepower tank whose lie weight is still just as huge as its horsepower figure. Because some kid on the internet says so.
A lot of real drivers would rather have a Miata than some 700hp Dodge. Why? Because it’s not nearly so heavy and it’s more fun to use on public roads. Make a premium carbon fiber Miata that weighs 500 pounds less, charge 3X for it and they wouldn’t be able to build them fast enough. But they won’t. Premium cars are supposed to have lots of power. The kids on the internet have spoken.
So why do you complain so much? Sounds like you have the bikes you want and there are plenty of premium, boutique bikes that fit your bill. You provided a link once to such bikes.
Mick, for the record, I’m fifty-seven years old (definitely not a teenager, or even a millennial), and I recently bought a 2021 MX-5 Miata GT 6-spd manual.
I’m right there with you. I prefer lighter vs heavier, with just enough motor to have fun without constantly risking either my license or my ass, or both.
That being said, I have owned plenty of stupidly powerful motorcycles. I understand their appeal, just as I understand the appeal of a 800-hp muscle car, or a 911 Turbo S.
Primal fun, even if only for short blasts.
What I can’t stomach are all the hypocrites here and elsewhere who bash powerful vehicles and the riders who own them, even though they themselves were once, and may still be, fully in that same camp. Almost no one here—a motorcycle forum—has not indulged their lizard-brain need for speed. Everyone here is drawn to this sport because of the motor.
To pretend otherwise, in the guise of public-safety advocacy, is just so disingenuous.
Oh, and as a previous owner of the poster child for Sensible Sportbikes, don’t kid yourselves, people, the SV650 is still a relative rocketship for the street. It can still kill you with excessive speed. 130 mph and 0-60 in three seconds is plenty fast enough to go splat in a hurry.
Hell, an air-cooled Nighthawk 750 can do the trick. So can a Buell Blast.
The point of this sport is fun. Boil it down to the essentials, to the reason we love motorcycles, and that’s it, pure and simple.
Fun.
Fast bikes are fun. They’re frustrating when ridden at anything close to the speed limit, but so is every fast car, and we all love fast cars too.
The thing is, for 90% of us, motorcycles are toys. As such, we buy them for the fun they provide, real or imagined, and nearly everyone here has indulged and will indulge again, despite all their messageboard whining.
Like mickey says, just let people pick their favorites and have their fun. Really fast stuff is fun. Does it need justifying, beyond that basic fact?
Personally, my preferred crusade is for 90% (rhetorical measurement, not empirical) of the available motorcycle in the US being made to be toys, instead of practical transportation.
If there were more of those*, there might be more people using them for such.
*I didn’t say there weren’t those that use their bikes practically or that bike can’t be made to be practical. If more bikes MADE for that instead of having to be made for that were available here, there might be more of that type of rider and more riders.
Maybe that’s what the pedelecs will do.
I’ll be 72 on my next birthday and I like powerful motorcycles. Heck I rarely go over 80 anymore, and that’s on the occasional jaunt on the freeway to get someplace in a hurry so it’s not because I use the top end, but because I use the bottom end. Most of the liter bikes plus have so much power down low that you don’t have to shift them incessantly to ride. You can take a curve in 4th, 5th, 6th, doesn’t matter. Come to a 35 zone thru a little town? Leave it in 6th if you want and it will pull it cleanly back up to speed at the other end of town. After 56 years of daily riding, shifting doesn’t thrill me like it did 40 years ago. I got my first liter bike in 1977 a new Kaw KZ 1000 and have been riding liter plus bikes ever since with a few exceptions… a 750 Nighthawk in 2000, a T100 Bonneville in 2003, a CB 500X in 2014 and my current NC 750X DCT, a 2021.The lack of power and brakes always disappointed me. The only reason I can put up with the 58 hp NC 750 is because of the DCT. I don’t have to do the constant shifting, it does it for me, but honestly I am considering the new 1100 AT based DCT sport tourer if Honda brings it out. For me 100hp and 75 # torque are the magic satisfying numbers. I don’t need 150 mph, I don’t need 100 mph, but I do need a ride that satisfies ME (both in looks and power), which may not satisfy YOU at all, and that’s ok. We are all different, have different likes and dislikes etc.
It still amazes me that people get on a world wide internet forum and expect everyone to like every bike that featured and not make comments about things that they would like to see differently.
If only the “lovers” were to post, this forum would die. There would be about 6 posts per motorcycle featured. No one would come here to read. MCD wouldn’t be able to sell ad space etc. We need different/opposing opinions to exist. Think about it.
So this guy thinks it has too much power, and this guy thinks it shouldn’t have a round headlight, and this guy thinks the muffler is ugly, and this guy thinks there’s too many exposed wires, or too much gap between the wheel and fender, or doesn’t like the mirrors. So what? Read it, agree with it, disagree with it, post up your opinion and we can all read it. That’s what the site exists for.
Mickey, you have a way with words, and putting it that way I would say I agree! This Platform is great
Thank You
100% agree Mickey. I am 68 and love powerful bikes too.
My current bike is a B-KING and i just love its performance.
my first big bike was a HONDA 750 in 1975 then followed 1977 BMW R100S 1979 BMW R100RT 1984 BMW K100 naked 1990 BMW K1 1994 BMW R110RS 1998 TRIUMPH 900 SPRINT 2003 SUZUKI 1200 BANDIT 2008 SUZUKI B-KING 1300.After all those sport-tourers I swore I would never buy a bike without a fairing or with chain drive or no centre-stand but a testride on the B-KING changed my tune. In my twilight years I just had to experience that POWER and TORQUE.As they say: TO EACH HIS OWN.
Counterpoint – “No one who ever bought a race replica sportsbike, or a V-Max, ZX-11, Blackbird, Hayabusa, hell, even a V-Rod, or any of countless other fast bikes, ever rode them…” to within 75% of their potential on the street. Not even close. What you’re not hearing is that the people who are sharing their opinions don’t value 175hp over 150hp or 125 (Whatever). They’re saying “enough with the d**k measuring contest”, build bikes where the innovation improves the experience in the performance range where people actually ride.
The performance range where 99% of most people ride 100% of the time does not require any more improvements than what was offered fifty years ago on any decent UJM. Beyond those basic needs, the past fifty years has seen the industry add luxury, electronic safety gadgets, and emissions equipment, in addition to power.
In terms of stopping, going, and turning on the street? I.e., the basic jobs of a street-legal motorcycle?
We never needed to advance beyond a VFR750, or a CBR600F4i. Probably not even an old Z1. For touring riders, we never needed more than any old GL1500. ADV riders never needed more than a KLR650, XR650, or BMW GS. Cruiser riders never needed, well, anything at all, except for an acceptable image.
Everything is marketing. That’s all any of this stuff ever is. 200 hp, twelve programmable menus of rider modes, and seventy-eight-axis rotating inertia IMUs are just the latest flavor of marketing.
I think you’re missing the point that people want premium tech and features on bikes that are lighter and more realistically powered for real world use. People also like the old look, just not the old ride (see Triumph). The moto industry is a slow boat to turn but they’re starting to get it. Bikes like the new Aprilia and this Guzzi that’s coming are more in line with what people can really ride and use.
People can really ride and use whatever they’re riding. They have always done so, and will always do so.
The new Guzzi is not more in line with what people can really ride and use. It’s simply more in line with the latest emissions requirements that necessitated the use of liquid cooling. It’s also more in line with current marketing trends that have convinced people they need/want the full suite of advanced electronic rider aids.
Otherwise, the new Guzzi is likely to be way too fast for the street, at least according to those proponents of “Anything more than the speed limit is pointless. We can’t use it.”
This is a really nice bike, it looks right, and has a lot of specifications, too many to list. then, when i read all the comments, “I dont like the round headlight”, “I dont like the fairing”, I dont like this, I dont like that, its too fast, its too low, it looks old, it looks new, I dont want a sport bike anymore, its too expensive, and on and on. It just makes me realize, how detached so many of the people who post here, really are. This may not be the bike for you. Bashing it because its so good, makes me wonder just what type of Homer Simpson bike would make you Happy?
Joe, I agree with your criticism relating to the other posts. However, and this has been mentioned many, many times in the past. Being a very practical guy, where can you use the full potential of this bike? On the street? Sure, if you want to land in the cemetery or be locked up for a very, very long time.
Personally, I find it more fun to push a limited performance bike to its limit than keep a high performance bike from reaching its limit. Just my take. It’s a beautiful very expensive bike.
its not so much performance, but the “I dont like” posts, about its too big, its too small, it has a round headlight, it doesnt have a round headlight. there is too much room between the rear tire and fender, I dont like it because it has seams on the tank, or it just looks ugly to me. Its all like asking for a chair thats not too comfortable, or any other thing thats really nice, and saying it shouldn’t be “that nice”, you see? I worked dealer level for 30 years, and everything got better, no one said, give me back my chattering clutch, my wobbly front steering, my uncomfortable seat, my difficult to change gear transmission, and all that. Everyone likes electric start, good lights, good brakes, and high performance. Now that I am 70 (I cant believe it myself), I still appreciate a good looking, high performance machine, even though i may not be MM93 in riding capacity. Give me a blunt old pencil and some torn scrap of paper, i need to send my reply snail mail, you see? I like high speed internet, high def TV, current races live, and pretty scenery. I can see the pine box, but I also can see something nice, and appreciate it. What I cant see, is people looking at something like this, and saying it wont chop down a tree, so it makes a bad chain saw? Its a fine high end, high performance, machine, with many modern features few have ever tried, but would appreciate if they only had it on their bike. just sayin…
“I worked dealer level for 30 years, and everything got better, no one said, give me back my chattering clutch, my wobbly front steering, my uncomfortable seat, my difficult to change gear transmission, and all that.”
I guess you missed the guys on the Guzzi article that said they couldn’t wait to buy one. 😀
Additional point, had so much fun on a 2001 Suzuki SV650S until it got stolen in South Carolina. God I miss that bike.
If released today as it was originally over 20 years ago, the SV650 would still be a great bike for its class.
Triumph is trying. Not a street rider anymore but this one looks good to me. Their new dirt program will be exciting to watch as well.
At the 5-minute mark of the video we see a torque curve that is as flat as anything I’ve ever seen. Flat and high like an electric motor. That’s definitely worth something for accelerating from any rpm.
I noticed that, and some complain because, “it peaks at 9 grand”, when the “curve is pretty flat. with 120 something to start with. My old GSF1250 had 80 at 3k and that was a lot. everything about this bike is impressive, and the complaints are all over the board, it makes me wonder about some of the people who post here, cant they read? I can only assume they are in their own little world, and dont get out much.
Looks pretty-but twin non-round headlights would be sexier.Also fuel capacity too small,
Be great if puts out true 160 HP and torque peak was lower..
rip off the Moto-Guzzi much?
How do you figure? The Speed Triple has been in production for several generations. This is another variant of it. The Guzzi is their 1st water cooled bike. Aside from the shade of red, these bikes aren’t similar.
Both look great to me, though.
Not even a little bit. Product development cycles take years, this was not designed and manufactured within the weeks since the V100 was released.
With the single round light and fairing it has a passing resemblance to the V11 Le Mans
https://www.motorcycledaily.com/2001/07/03july01guzzi/
Did you mean MV Agusta?
https://www.mvagusta.com/images/main/superveloce-xl.png
Look, I’m 65, but I do have to laugh at all the “price way too high’ comments. $20K in 2021 was $7900 in 1985. You are living in your financial past. It is a reasonable price for a good bike.
What doesn’t get captured in inflation calculations is the cost of living. In 1985 mortgages/rent and health insurance didn’t absorb nearly as much of an individual’s paycheck as they do now.
The problem is that wages for the majority of working class folks have not kept up with inflation. In 1979, I was making about $22K per year loading trucks at a local freight terminal near Chicago with a high school diploma. Similar jobs today pay maybe $30-$35K, instead of Stephen’s adjusted example of approximately $55K. I had to do the technical school thing and amass a lot of experience in order to exceed inflation from that 1979 starting point throughout my career. On the other hand, though, we were paying double-digit interest rates for loans, including mortgages.
The economy today is great for the motivated, smart, and educated. But for the bottom fifty or sixty percent of young guys who would love to purchase a new bike? Not so much.
Indeed. There is a disconnect between inflation adjustment calculations and discretionary income adjustment calculations. That doesn’t make one concept more or less applicable than the other, but how expensive something is relative to how much it costs framed against competeting options and other wants and needs, not what a comparable product cost 20 years ago.
On the other hand, in 1987, I paid $2500 for a new (leftover) 1985 Honda 1100 V65 Sabre, which originally had an MSRP of about $4500, nowhere near your $7900 inflation-adjusted equivalent. It was only after 1993 that I purchased a new bike that stickered for over $7K (a V-Max).
Looking at it another way, in 1985, a new Toyota Corolla stickered for about $7700, and the same model today starts just over $20K, which aligns well with your inflation adjustment. But new bikes from that period were significantly cheaper than your $7900 example. Bottom line, the new Speed Triple appears to be a fine motorcycle, but “reasonable” is a bit of a stretch, and NOBODY is going to see it as a “bargain”.
One of the few times I DON’T want to see a round headlight. Putting on one design element from an old bike on an otherwise thoroughly modern bike just looks odd.
Totally agree. The round headline dramatically interrupts the flow of the crease in the fairing edge leading into the headlight housing. Looks poorly tacked on, not integrated whatsoever. I’m just scratching my head trying to understand what they were going for with this.
It’s not like *single* round headlights have been a very big part of the Speed Triple design language…? So there’s not a real precedent to reach back to?
It also looks so completely disconnected from the visual cues the rest of the bike is expressing.
???
I’m aware that a large number of Speed Triple owners convert to a single round headlight in the aftermarket.
I totally disagree. I think the single round headlight works marvelously and gives the design a bit of panache that would otherwise be lost with something trying to integrate with the lines of the fairing. That would look rather generic, IMO. To each his own.
+1
Motorcycles have just gotten to a point pricewise that they just aren’t as fun as they used to be. Or maybe I’m just getting older and don’t need the excess to have fun.
Don’t get me wrong… I love everything about this bike. And frankly, the price isn’t out of line with what’s on offer. But bikes from 10 – 15 years ago are so good in my opinion that I just don’t see the point of paying these elevated prices for features I don’t care about and a performance threshold that is only accessible at a race track. I just wouldn’t feel a need to upgrade.
Not to take Mick’s soapbox away from him, but I’m more impressed these days by resources being put into making bikes lighter. I’d buy a 690 Duke before this Triumph and regret nothing.
I bought a 916 Ducati around Christmas time in 1994. I bought a 610 Husqvarna as a DP rig the same day. The Ducati alone cost over $27K in 2021 dollars adjusted for inflation.
We live in a time when you can buy insanely powerful vehicles. You can buy a stock Tesla that will get you kicked out of a drag strip because you need a roll cage and parachutes to go that fast.
Problem solved. Congratulations.
The flip side? How about a bike that makes half of the power and weighs at least 100 pounds less? I’d say that I would bring money. But I think that only a fool would believe anything that that is remotely immenant.
The Ducati 916 was an exotically expensive motorcycle in it’s day, selling for ~$15k in the US at a time when it’s competitors (which were all faster on paper) sold for $8-9k.
Agree that even @ $21k, it’s a performance bargain compared with cars. We’re just seeing far fewer people choose this these days.
I bought a 916 Ducati around Christmas time in 1994. I bought a 610 Husqvarna as a DP rig the same day. The Ducati alone cost over $27K in 2021 dollars, adjusted for inflation.
We live in a time when you can buy insanely powerful vehicles. You can buy a stock Tesla that will get you kicked out of a drag strip because you need a roll cage and parachutes to go that fast.
Problem solved. Congratulations.
The flip side? How about a bike with more than one cylinder that makes half of the power as the one above and weighs at least 100 pounds less? I’d say that I would bring money. But it ain’t gonna happen. Dirt bikes have a 300 pound ceiling that they stay well under. Street bikes have a 400 pound floor that they usually stay well over, ignoring lie weights. Somehow the area between 300 and 400 pounds is no bikes land. Bring that up and people will tell you this or that is impossible.
Take a look at 100 pounds of the heaviest metal used in a motorcycle. It’s a pretty big hunk of steel. 100 pounds of aluminum is three times that size. How is it that both need to be added to a dirt bike to make a street bike?
Now days they give you crazy amounts of power and systems that keep a lot of it out of your grasp most of the time. That would be comical if it wasn’t something that I cared about.
Great looking bike and I’m sure it performs as intended. All these posts about how much it cost, but that’s the class that it’s in. If you can’t afford one then keep your UJM. I’m waiting to see the new Tiger 1200 that’s coming out sometime soon. It will be 20G or more and if I like it I’ll buy it. It’s in the high end price range like it’s competition, but it’s most likely worth it.
I’m one of the commenters regarding price. I can afford it, not that I’m looking for this type of bike. But at this price point it’s competing against other high end brands. Triumph is trying to go head to head with Ducati and BMW. I’m not saying the bike isn’t as good (or possibly even better) than some of those other brand’s offerings, but they don’t have that high end reputation yet. It’s like they’re trying to gain that reputation by pricing like those brands. Also, looking at those aggressive clip-ons this is a young man’s bike. Not a lot of young men can afford a $20,000 bike. For those who can, there’s stiff competition. Triumph is not selling in a vacuum without competitors.
I’ve started looking at new adventure bikes but I’ve been waiting to see the new Tiger 1200 before I buy. The old Triumph 1200 was already priced nearly as high as the BMW 1250GS, which by most accounts is still the class leader. I’m not optimistic that the new Tiger 1200 will be a good value against the reigning king, especially after seeing their price point on this new naked bike. Triumph has always been a pretty good value proposition against their European competitors. They’re clearly trying to go upscale with their pricing. I hope it doesn’t backfire on them.
Tim, excellent insights. Some of Dirck’s readers can afford this price, and then some, after toiling at careers for decades. The decision boils down to what resonates with you. The Triumph resonates and gets my money because a) they are owned by one person who loves motorcycles and hired directors and vice presidents who are pure “motorcycle people” – not financial people or MBAs- though Triumph may have hired a biker whose MBA didn’t ruin him. And b) because Triumph have risen from the ashes with terrific bikes that earned the respect of their working-class customers.
On the other hand BMW and Ducati in my opinion have a reputation for high price and high quality; but that word “reputation” reminds me of the old adage: The man with a reputation for being an early riser wakes up at noon. They are riding on their reputation, not their actual behavior. I’ll take the RR over the German or Italian bike.
I think it’s gorgeous if a little tone deaf. I think they’d have done well to apply this treatment to the new Trident 660 bike and really gone after the MT-07/SV 650/Ninja650 market. At this price, this may be a rare flavor for them.
A real beauty but $20K?? Ouch!!
I really like my 2020 Speed Triple RS. Will be keeping it a long time.
It looks hideous to me. My old 2008 Speed looks way better by comparison. I wish I could like it, but it’s all the wrong bits of retro with that windjammer fairing…
It’s gorgeous but I’ll just have to wait until they put that fairing on the RS version at which point I still won’t buy one because it’s too expensive and I neither need nor want that much power.
Way too expensive for what it is. It’s a nice looking bike, but with this price tag they won’t be selling very many.
Great……another $20k bike for the cake eaters. Thank god for Kawasaki who makes the bikes for the rest of us like the Z900RS, and for the other Japanese mfrs. Who keep prices sane.
LOVE IT! Especially the white one!
Nice job!
Pretty!!
That is a beautiful bike for sure. However, a few less gushing superlatives in the ad would make for a bit more palatable reading.
This used to be a peaceful town. Now it looks like the bats have been released from hell. I think that I should get out of this game until civilization is restored.
Just put my babysitter hat on. Removing several posts.
So then, it’s fine and dandy when the sophist known as “Mick” opines regularly about his disdain for that which he feeels is “heavy” and yet when some here, rebut that BS in grand fashion we suffer having our thoughts removed whilst his feeewings remain?
Fie!
Is it any wonder motorbikes sell so poorly when one need only read buffoons like Mick to understand that some people would rather B&M and whine the implausible dream than actually be grateful and ride the real world.
‘Tis the same elsewhere on the interwebs. Amazon desires only “positive” reviews and criticism of any kind, but perhaps more so the ones with a flair for humour, are met with deletion.
Mick is a typist.
It’s just so unfortunate that some people get so upset when someone has an opinion.
So “todd”, it’s fine for you to proffer your “opinions” but verboten for anyone else unless you feel they are not being a “bully”.
And no. Kermit T Frog is NOT my real name. I could give an airborne intercourse whether or not yours is “todd”. Get it? Got it? Good.
That’s correct. Anyone and everyone should feel free to offer their opinions on the bike at hand – or any other bike for that matter. The problem is, you’re a d*** and you attack posters for their motorcycle related comments. Save your posts for your opinions about the bike or you’ll continue to be reported, posts removed, and eventually banned from commenting all together. Easy? Yep.
it is a very pretty bike. I am just to old and lacking testosterone to enjoy all the power. But good for those that can.
Love every bit of it. 😲 Wow. Great job Triumph. Would love a tubular handle bar option.
I can’t not see the older Suzuki Katana when I look at this; and the new Katana is half the price. But this will certainly outperform a Katana in every way. There are only so many riding hours or days in one’s life, so buy what you want to ride and ride it!
peak torque is at 9 grand?
Yes, but that’s at the crest of the rise where it makes about 10 more than at 3k.
you obviously didnt pay attention in the class. it starts at about 125, and peaks just over 130. so yes it peaks at 9k, but to say “peak torque is at 9 grand”, you forgot to add the torque curve is flat, starting about 125 and “peaking”, at 130 something. Like saying the kitchen table isnt flat. of course not, it has a scratch in it.
I am a SMALL rider.I will just keep my CBR500R.
at first glance I thought it was an 06 Yamaha FZ-1
You’re like the energizer bunny minus the pink and fluffy part*
*probably
My beloved Triumph is pricing all their bikes into oblivion, especially compared to the mighty UJM. Granted this is a special bike for special peeps, but are there enough to justify all the production effort ? In my neck of the woods ADV, Cruisers are #1 and #2 with sport bikes # 3 or more in actual sales, and on the road.
It’s vastly improved wrt both riding position and wind protection, for anything with this much speed potential. Doesn’t look half bad, either. Kind of like a MotoGP version of an SV650S.
I do wish Triumph would put the more public-road appropriate Street engine, in a chassis this size. The Speed has always had great, reasonably roomy sport ergonomics for average and slightly above riders. But just too much motor to ever ride like it was meant to, on the street. While the Street is just too tight….
Since there’s really no more Daytona, I bet a Street version of this will follow. I hope for a bit more legroom than regular Street’s, since I’m always on the lookout for something a bit more age appropriate than the absolute marvel which is the 636. And I bet something this Ohlinized, will be more than I’ll ever need for trackdays, while still being easier for my aging self to wrap myself around than the Kawi.
Who’s buying $21k sportbikes?
Judging by tank capacity, fuel consumption ad hence range, perhaps the BEV crowd?
Not me. Hell, I bought a well optioned GMC canyon for only $8000 more. Bike prices are getting insane. Motorcycles used to be the poor mans performance vehicle.
Compared to the performance $21k gets you in the car world, they still are. A car that can match this bikes performance (assuming the rider can use it) costs as much as a house.
Beautiful in only ways Triump seems to understand. Love the hidden cables and clean cockpit. About time!!! Bicycles have been doing this for years.
If not looking for ultimate crushing performance, there is nothing like a Triple. It’s just a beautiful design…
And now an observation for a street bike. It looks very uncomfortable. As that is where the vast majority of us ride…PASS.
For American readers that’s 437# dry weight, 37 mpg, 4 gallon tank capacity and a 32.7” seat height.
Range anxiety, here I come!