Triumph Speed Triple 1050 —

22 Май 2015 | Author: | Комментарии к записи Triumph Speed Triple 1050 — отключены
Triumph Speed Triple 1050

Triumph Speed Triple

MBA students in Ivy League institutions don a leather jacket and have a on this one before they into Armani-wearing corporate

In a world where marketing are paid millions to try and come up new iconic products, there’s a real-world lesson in branding by Triumph’s Speed Triple. eight short years, with the T509, Triumph has a cult of sorts around its … and it seems to be a good at least in Europe. When you add in the that back in ’97, the of the mould breaking T509’s the very resurrection of the Triumph still raised quite a few so the current cool tool of the Speed Triple is one hell of an

So then, for the fifth remake in the history, Triumph continues to dig bad boy line that has endeared the Triple to hard-core racer and urban Streetfighters alike. In twin, bug-like headlights all the rage with streetfighter so why not take on the current street towards short and stubby and high-level silencers? Previous models had a hint of classic in their tail sections but one turns it all upside down its I-mean-business, short-barrel revolver

I have to admit, it’s Like it or not, just with the controversial twin in 1997, it’s hard now to be about the Speed’s tail. It seems to end way too early!

The new high-level silencers accentuate said and thank goodness, designers not to follow the under the tail so the seat is kind of flat.

redesigned areas are the classy, gas tank and the minimalist side which have much and more up-to-date lines. to the solutions for odds and ends in Speed models, this one super sorted. Nice shrouds allow the radiator to in and there’s a new, way-cool panel, not to mention the impressive USD with its radial calipers and five-spoke wheels.

Letting revs drop by the higher gears, it’s uncanny how the Speed drives as low as 1500 revs.

The original might have been out of simply stripping down a but this one shows a serious effort that is dedicated to this model. As strikingly new as the looks, the twin oval frame remains very the same; no vital dimensions changed save for one, important dimension.

That is piston …, which from 65mm to 71.4mm bumping displacement up to 1050 cc and to 129.8 from the claimed 120 of the model. Max torque gets a hike too, up to 78 *claimed* pounds.

This should be news to torque addicts, they’re canyon-carving squids or hooligans. With valve and dimensions remaining the same, a bore means higher velocity and that usually into higher torque down the rev range. I got a chance to try out the new Ten-five-O at a recent Triumph day and used the first warm-up to put the Speed’s torque prowess to the

The previous model had already a name for itself with torque but the 1050 goes one Letting revs drop by the higher gears, it’s uncanny how the Speed drives as low as 1500 revs. The rev counter is hardly getting off the peg and this is half of the story.

Try to push a twin below 2000 RPM and get drive but some serious and shaking will accompany it. 1050 triple though, on in velvety fashion. I can understand how an cylinder smoothes things out but how it works better at negligible than any four-cylinder motor I can of? Is it the 120-degree spacing between

Triumph Speed Triple 1050

Kudos to Triumph for getting the low rev so sorted.

Pressing on, it just better. The prior model hit the fat of the band at around 4000 RPM but the new one 90% of your max torque by 3500 (according to some published graphs in the Italian press). As I up speed with the Speed the track, this any-revs-work from the engine lets me on lines and handling.

The Speed is no but as always happens with and wide bars, it’s easy to throw the 1050 on this tight, mostly turns track.

It’s in the rather tight esses you feel the Speed’s heft, on par a Z1000 but slightly porkier a Tuono or Monster S4R. On the hand, mid-turn stability is good, letting me dial in a few degrees of lean angle each lap. Initially the feels rather stiff and on its suspenders.

The seat seems to be thinner, the and fork are more heavily but as I lower my lap times and start later, it turns out that the of the impressive new fork are very oriented to say the least.

This got an air of authenticity about it.

With not much weight loading the it might be a good compromise for riding but while braking 130mph to 50mph at the end of the straight, it dives too much. Luckily, considers the Speed as a serious tool and the bike is equipped a full house of suspension pre-load, compression and rebound at ends. After my first session, knowing that I am to have this bike for the day, I dial in some pre-load.

By now it’s mid-day, and scorching hot out time for a break. I take a through the paddock of this track day, and it’s not to notice the amount of Speed owners present, ready to on the track. In Italy, land of and MV, it’s quite surprising to see the of following that this has and although many blokes are retro-looking leather jackets fit their modified Speeds to a T, looks like a poseur.

Triumph Speed Triple 1050


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