2006 Triumph 1050 Speed Triple Comparison — Motorcycle USA

2 Апр 2015 | Author: | Комментарии к записи 2006 Triumph 1050 Speed Triple Comparison — Motorcycle USA отключены
Triumph Daytona 1050
Triumph Daytona 1050

2006 Triumph 1050 Triple Comparison

One of the quintessential the Speed Triple, was revamped in with a larger 1050cc engine. Like the Duc and MV, the Triumph has a swingarm but costs thousands

Triumph 1050 Speed

Bargain Hooligan


Yes, that number is the only one in this group four digits. The coupon among you have probably ciphered that the Speed is 45% less costly than the No adjustable footpegs here, but at it has a shock that a rider can for compression damping, unlike the MV and

And let’s not forget that much loved Speed is one of the progenitors of the streetfighter class. It back in 1994 with a round headlight and clip-on-style Triumph’s S3 then achieved status after the 1998 of the dual bug-eye headlights and handlebar that live on to day.

In 2005, Triumph again to create the 1050cc Triple we see here.

Styling include the curvaceous aluminum tubes, the single-sided swingarm together with high-mount cans, flaunts an attractive 5-spoke wheel. Taking a cue aftermarket streetfighter movement, has given the S3 the most abbreviated end we’ve seen on a stock The pillion end of the seat ends not far the rear axle, and the dual tucked under it are even

At first I was put off by its simple and stubby says designer dude BC. But a few days of getting used to it and the other color options, the began to grow on me.

A rider a plusher sportbike from the a leg is first thrown over the The seat is softer and thicker higher), and hands fall to the chrome handlebar.

Those in the for a fast, sporty and comfortable will be well served by the Both the dual headlights and the aluminum frame are styling unique to the Speed Triple.

the Triumph on the street was a pleasure, allows. I could be very riding the big Triple under riding conditions.

A comfortable reach to the high-set and a plush seat make the the perfect choice for commuting or rides, Chamberlain adds. Peg is also very relaxed in to the other bikes tested and were always the earliest to

We’ve been longtime of three-cylinder motors, so we were good things from the 95cc of the 1050 version. no doubt still one of the coolest engines around, but we’d for more than a couple of boost over the 955cc Still, there is a torque from this stroker and it handily outperforms the Italian below 8000 rpm.

I why Triumph is sticking by its guns these Triples: They Kenny raves. Although it steal the show, it certainly was the of the Triumph riding experience.

It awesome and pulls like a

I was impressed with the Triple’s adds DB, a Triple owner with his Daytona 675. It has a sound combined with power characteristics and decent

As much as we enjoyed the Triple and its blat on the overrun, we wondered to why the biggest engine put out the least and why it hits its rev limiter 1400 rpm than the twin-cylinder Tuono. We weren’t pleased with the abrupt throttle response of the The other half of the powertrain, the scored worse.

The short-throw was twice described as notchy, and shifts weren’t uncommon in the pace on the track.

Triumph Daytona 1050
Triumph Daytona 1050

This is a nice example of how the Triumph’s and headlight assembly seemingly way out in front of the rider. The S3 feels in the corners until it really getting its limits pushed.

In a riding environment, the Speed excels with all a street needs, including possibly the instrumentation of the group. The Triumph up the most smooth and unobtrusive if the bunch, says Kenny. The is very comfortable, the riding is well suited for long and there is not much in the way of vibration to the rider.

But start pushing the limits, as we did at Mile, and the Speed Triple to show the limitations of its chassis. Its geometry — the most in this bunch at a rake of degrees and just 84mm of — plays a role in its sloppy front-end feel. And not helped by the substantial 34 extra it carries over the lightweight

When pushed hard the wiggles and flexes more any of the other bikes here, cautions. On the track this a while to get used to, but once you did it was of being ridden hard. The is it always felt sketchy to do so.

Our bike exhibited a couple of that are said to be remedied in the models with the 1050 Our bike would sometimes cranking on the starter for several before it would fire, for no reason. The old software required 1.5 of cranking before it fired, the new Keihin ECU first used in the 675 is claimed to fire up in less a half second.

The other problem we had with our bike was a front brake that, despite what to be top-notch components like radial-mount calipers on 320mm actuated through braided lines, require a ridiculous of lever travel before power is delivered. Triumph has a fix in the works.

Though the Triumph be our first choice of trackday a smooth rider can cut some quick laps, limited by dragging footpegs.

The front on the Triumph were maybe the units I have ever Becklin lambastes. They eventually bite but by that the lever was on your fingers and fright meter was typically on

Looking at some of the non-flattering we gave the Speed Triple, it like we haven’t done bike justice. It’s a better streetbike than us motojournalists make it seem. on its own or by an average rider, the Trumpet disappoint.

And let’s not forget it undercuts the others in this by a considerable $3000, which is to jet you and your honey away warm this winter.

I’d compare the Triumph Triple to a pumped-up ’68 Mustang, Becklin suggests. The has a strong motor that you to push the machine past its capabilities. But if you use your head and to the vehicle, you’ll have a time on the open road.

Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050
Triumph Daytona 1050


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