Triumph Speed ​​Triple 1050RS MY2018: Three, the perfect number [ROAD TEST]

Triumph Speed ​​Triple 1050RS MY2018 – Sensations, emotions, “good vibes”, to put it in English. The garage shutter rises and, hidden behind a play of lights and shadows through which the sun tries to sneak in, you can glimpse two well-known optical groups which - even if modernized - have made history. With the Keyless key in our pocket (standard on the RS version) we approach and caress the pleasure switch: the brand new full-colour TFT instrumentation comes to life with colors and definition never seen before. A further downward press of the same button and the Triple comes to life with that hoarse but rhythmic sound that puts you in a good mood. We get on the saddle and she, supported on Öhlins suspensions so beautiful that they leave you breathless, mentions a minimum sag (i.e. the natural lowering of the suspensions under the weight of the rider) immediately letting us understand what she's made of. Unfortunately, however, today is not the day-off and so she heads towards the office but... all she has to do is firmly grip the handles of the english and the day takes a completely different turn.

For over twenty years in Leicestershire and, more precisely in the Hinckley factory, Triumph Motorcycles has been producing motorcycles unique in design, character and performance. This, however, is modern history given that in reality, the English brand was born way back in 1902 and for over 100 years has put innumerable efforts into research and development aimed at the world of two wheels. An important stage in the history of the brand dates back to 1956, the year during which Triumph conquered the land speed record at the Bonneville Salt Flats in Utah and giving life to the famous and successful series of "modern classic" style motorcycles which still continues today enjoying considerable success. Riding the latest Speed, the perceived quality does not fail to meet the expectations of the customer who finds himself in his hands a jewel of technology enclosed in a frame with a double aluminum beam structure. You just have to deal with the look that doesn't give rise to half measures: either you love it, or you hate it.
Stuart Wood – Chief Engineer at Triumph Motorcycles – said: “We have introduced important changes to the engine of the new Speed ​​Triple. The result is an engine that revs higher and for longer, with the redline moved forward by 1000 rpm compared to the previous generation. The new engine releases even more character, a precise accelerator response and the extraordinary and unmistakable sound of the three-cylinder Tirumph”. In short, a small revolution, which deserves detailed insights to understand if this Speed ​​Triple 1050RS has what it takes to defend itself from more than fierce competition.

Aesthetics and finishes:

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She's ready for a fight, don't look at her badly...

Rebel: always has been and always will be. There are no mincing words to describe the aesthetics of the Speed, even if its features have been tamed over the years. The hallmark is represented by the front light clusters with integrated DRL lights which offer excellent illumination in low light situations. Immediately above, the tapered fairing - which actually acts more like a shell - houses within it one of the best-made instruments on the market today. Under the pilot's eyes there is a beautiful 5" full-colour TFT display which makes it extremely easy to view and manage the multitude of information that can be drawn on. There are three different preset screen styles that vary depending on the driving mode selected; The automatic contrast function is essential, which adjusts the background color depending on the ambient light, always finding the best contrast. In the fixed section, the computer displays speedometer, tachometer, driving mode indicator, gear indicator, fuel level indicator, clock and ambient temperature. The other information is available in the lower bar of the screen and includes: partial km counter, average and instantaneous consumption, residual autonomy, selection of the type of map in use, information on maintenance and warning symbols. All completely customizable by the user in terms of display. On the RS version only, there is also a stopwatch for partial and lap times, to indicate the specificity of this particular top-of-the-range version. Closely linked to the Ride-By-Wire system, Road, Rain, Sport and Rider riding modes are standard on the Speed ​​Triple 1050R. The RS also offers the extreme Track mode with advanced settings for ABS and Traction Control (which can be completely deactivated).
Navigation between the menus is facilitated by the innovative blocks with backlit switches for easy access even in the dark; on the left one there is the 5-way control joystick which allows you to manage the parameters with one finger.

Like it or not, the Speed ​​Triple has an unmistakable look that divides the crowd; we like it, and a lot too, precisely because of the quarrelsome manner with which it looks at you when you approach to jump on its saddle. The front mudguard is made of carbon as are the RS logo side panels and the bulkheads that protect the rhomboidal section Arrow terminals which integrate perfectly with the tapered shape of the tail. The Matt Aluminum rear subframe is another distinctive feature of the RS version only, while the beautiful aluminum rear-view mirrors installed on the sides of the handlebars offer almost perfect adjustments and viewing angles and are common to both versions. Black rims with super shiny finish and 5-spoke design with rear nut cover machined from solid, complete the aesthetic features of the Hinckley supernaked.

Engine and performance:

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Three cylinders to enhance your ego

Whether you take it to go to the office or for a weekend trip, it makes no difference. Select the map that best suits you and set off. Don't exclude the checks immediately because help in braking or acceleration - when the road surface is not homogeneous - is really useful, especially on wet asphalt. If you go to the track instead, without mirrors and license plate, dress properly and make sure you have the right tire pressure. Select the "helmet" from the various available modes and get in: wait the time necessary for the exhilarating Pirelli Diablo Supercorsa to attach to the 'asphalt and give it plenty of gas. As long as you know how to tame it, a smile will be printed on your face that will last all week.

Whether you choose the "road" every day or the "track" for the weekend, the undisputed protagonist always remains, the powerful 1050cc three-cylinder in-line engine which has undergone further evolution aimed at optimizing the performance versus weight reduction. There are 105 new components that play a key role in offering more power at all speeds, thus ensuring smoother and more linear power delivery, also thanks to the Ride-By-Wire control. The competition at this level is fierce, which is why the English engineers worked hard to increase the power by a further 7%, reaching the threshold of 150hp capable of giving a peak torque of 117Nm (4% more than the version previous). The mass reduction involved the use of a new and lighter crankshaft, Nikasil-coated aluminum cylinder liners, a smaller starter motor as well as a lighter battery and alternator. Also new are the profiled pistons and the cylinder head with optimized exhaust openings which improve the flow of gases and offer an even higher compression ratio thus obtaining more power available to its driver.

A new sump reduces the oil level in the engine, decreasing friction and once again improving weight distribution. The oil system – in turn – has been rerouted internally through the head gasket to the cylinder head allowing the removal of the external hoses and also optimizing the overall styling. The magical sound of Hinckley's three-cylinder is amplified - exclusively on the RS version - by the pair of Arrow mufflers with carbon end caps which reproduce one of the most beautiful and particular soundtracks around. When the dust is set on fire, the Speed ​​hurtles forward with uncontainable fury and the Triple screams like a damned man, burning the 400 meters in less than 12 seconds and reaching the kilometer from a standstill in just over 21". The engine, however, is only one of the elements that contributes to the perfect balance of the bike: there are many dynamics at play and only if expertly mixed together do they allow full use of the available power. There's no point in dragging it out: this Speed ​​Triple 1050RS goes fast and the consistently linear delivery delivers strong emotions as soon as you turn the throttle. The ready response at every speed means that the engine never has indecision and if you insist on revving it up, it is there and accompanies you until the point where your common sense reaches. What is certain is that with the traction control deactivated, the "first" gear is a circus gear: you will struggle to keep the front end glued to the asphalt and, even in second gear, the hysterical English girl's tendency will be to aim for the sky. It takes a pulse to manage it, in the true sense of the word.

Ride and handling:

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Precise and balanced. But to reach the limit you have to dare

It's the moment you have to return the keys to the motorbike that the best memories come to mind. In the specific case of the Speed ​​Triple 1050RS, the separation brought with it days of emptiness. Why did they take her away? In the period in which we had it on test, it gave us strong emotions and the credit goes solely and exclusively to Hinckley's technicians because they managed to further improve something that was already practically perfect. It's true: in daily use the RS is perhaps a little too extreme but 5 days a week of suffering for two of pure enjoyment are usually an acceptable condition for lovers of this genre. Generous in size and with the saddle 825mm from the asphalt, it is comfortable even if you are tall: footpegs, levers and handlebars are right where they should be; the weight of the body is placed on the forearms but this is the characteristic that makes riding the Speed ​​more and more exhilarating as the pace increases. The inline three lights up after bringing the newly designed instrument cluster to life and mutters waiting for someone to tell it what to do; we are practically certain that - whoever buys it - will spend a good part of time fiddling with the maps and the possibility of customizing them. To drive it to the maximum of its capabilities, you need to take it to the circuit where you can fully enjoy the highly refined suspension department that Triumph has dedicated to its RS: the front features a 30mm Öhlins NIX43 upside-down fork while the rear relies on mono Öhlins TTX36 pressurized in nitrogen with separate tank, easily adjustable in compression and rebound and with hydraulic spring preload. The Swedish manufacturer, leader in the shock absorber sector, is synonymous with guarantee: to get the most, however, you need to have a minimum amount of confidence with the adjustments because - if you don't know at least the basic notions - you risk getting the opposite results. the desired ones. What is certain is that with a front end like this, setting corners and digging perfect trajectories into the asphalt is child's play. At the rear, the mono support is felt and the bike zips through the curves with disarming ease, making the rider feel safe and always at ease. Technology plays an essential role and reaches even higher levels with ABS and Traction Control optimized for better control when cornering and guaranteeing excellent management of braking force, slip rate and torque, improving the driving experience completely.

The credit goes to the advanced Inertial Measurement Unit (IMU) developed in collaboration with Continental and responsible for the constant monitoring of very important parameters such as roll, pitch, yaw, pitch angle and acceleration; based on the data collected, it automatically adopts active security measures and adjusts itself accordingly to always guarantee maximum security and correct any errors. Triumph hasn't skimped on the braking system either, which is of a superior level: the Brembo MCS brake master cylinder - acronym for Multiple Click System - with variable wheelbase, controls the four-piston Brembo M4.34 monobloc radial calipers capable of imparting scary braking force on the generous 320mm discs. At the rear, however, a 255mm single disc is coupled to a more classic 2-piston Nissin caliper.
The emotional package that you take home with the RS version is made up of refined components that give the English two-wheeler an image of prestige. The only flaw is an electronic gear shift (optional) that needs improvement, which is hard and has too long a travel range. After testing it in all conditions, we can say that the riding position is certainly not among the most comfortable but, thanks to the comfort saddle, transfers are never dramatic; a very different matter for the famous Öhlins suspensions which prove to be difficult to manage on bumpy roads where they struggle to absorb the bumps, transforming every dip into a direct blow to the back.

Price and consumption:

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1050S or RS? Question of feeling!

To put a Speed ​​Triple 1050 in the garage you start from €14.000 for the S version up to €16.300 for the more complete RS version. Prices are "starting from", because on the Triumph configurator it is possible to customize the two models with official accessories that enhance their style, performance and practicality.
Based on the trim levels, the two versions are aligned with the prices of the competition but the reasoning to be done is all in the family: is it worth spending €2300 more for the RS version? It depends on what you want to use it for. On an aesthetic level, the cheaper S has side panels and front mudguard painted in body colour, does not have the under-fairing tip and has the rear subframe in the same color as the aluminum front double beam. The engine and performance are identical; one day you might want to install an exhaust system that enhances the sound of the Triple but between original spare parts and aftermarket offers, you'll be spoiled for choice.

And if we put the other €2300 on the scale, what do we get? The side panels and front mudguard in carbon make a terrible impression but may not be indispensable, just like the under-fairing tip in body color and the rear subframe painted in Matt Aluminium... And then? And then comes the beauty. There is the MCS master cylinder by Brembo, a coordinated clutch and the comfort saddle with red stitching that recalls the profiles on the edges of the rims. And there are also Arrow silencers with titanium body and carbon end cap as standard which, just to please, would cost €1148 to which one hour of assembly labor must be added. What you cannot add to the cheaper version, however, are the NIX30 fork and the TTX36 mono by Öhlins which - needless to say - are worth a good 65% of the economic gap that divides the sisters. On the most complete version the ignition is keyless and the weight tips the scales at 189kg compared to the 192kg of the S. To be added in any case, the Triumph Shift Assist electronic gearbox which costs €367 for installation separately. You would still need €166 for the single-seat shell kit and that's it.

The in-line three-cylinder has consumption suitable for the engine and which stands at 18km/l in the urban cycle, 18,6km/l in the extra-urban cycle and 16km/l in the motorway cycle; the tank has a capacity of 15,5 liters of petrol.
Once the games were over, the analysis also helped us to understand that the Speed ​​Triple 1050RS offers a plus of accessories that transform it into a real object of desire with fine suspensions, rude sound and exciting details that embellish its aesthetics . Ah, the extreme “Track” map is only present on this model. To the wise...
 
PROS AND CONS
We like it:
Temperament of the three-cylinder in-line – Suspensions and mono Öhlins – Bite Brembo system – Intuitive instrumentation

We do not like it:
Feeling on the bumpy – Passenger habitability – Electronic gearbox not standard

Triumph Speed ​​Triple 1050RS: the Motorionline Report Card

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Matteo Pozzi collaborated

Tester clothing:
Gloves, gloves, trousers and shoes: Dainese
Helmet: X-Lite X803 Ultracarbon