Intro: 2022 Triumph Speed ​​Triple 1200 RR (with video) – Roadracing World Magazine


Riding the 2022 Triumph Speed ​​Triple 1200 RR: a (super) sports bike for the streets

Michael Gougis story

Video directed by Sandra Gougis

During a few new model intros, I got the impression that the guys in the company were just going with the flow, and sometimes it’s hard to blame them. Maybe they were forced to design a bike too cheaply, or the head office demanded that the US subsidiary come up with a model that Americans probably won’t be interested in, or there just isn’t anything exciting. About the bike, where the lead engineer on the project would be just as happy to design dishwashers.

This was not the case at the international launch of the Triumph Speed ​​Triple 1200 RR 2022, which was held in and around Malaga, Spain.

Chief Engineer Stuart Wood was bursting with pride in the new machine all the time, and it’s no wonder; one of his Triumph colleagues called him the model’s “father, godfather and best friend”. He was so enthusiastic that, on the test track where part of the intro took place, he was holding an intake valve from the engine of the new machine, showing off his hollow rod like a proud parent, explaining to whoever wants it. ‘hear how the engineers have lightened the valve train to get more revs from the new engine.

The new Speed ​​Triple 1200 RR is, on the one hand, a variant of the high-performance Speed ​​Triple 1200 RS that Triumph presented earlier this year. On the other hand, the modifications made by the engineers at Triumph to transform it into an RR model give the new bike its own personality, its own set of capabilities and allow it to offer an entirely different and more satisfying riding experience.

In short, the bike carries the mail, behaves fabulously, is easy to ride, and is beautiful to watch. No wonder Wood is so excited!

A Triumph Speed ​​Triple 1200 RR model 2022. Photo courtesy of Triumph.

Technical briefing

The basic heart of the Speed ​​Triple 1200 RR is the Speed ​​Triple 1200 RS, new for the 2022 model year. A double-spar / trellis aluminum alloy frame surrounds a new three-cylinder DOHC engine. of 1160 cm3 which rotates at 11 150 rpm; when we put an RS test bike on a bench in california it produced 153.41 hp and 81.73 lb-ft. of torque, and Triumph says the RR powertrain is identical to the RS engine.

Electronic aids are the same, with five drive modes as well as traction control in corners, ABS in corners, freewheel control and clutchless gear changes, all tied to a six-axis Continental IMU. . Brembo Stylema radial-mount monobloc front calipers work with 320mm (12.6-inch) rotors and an adjustable master cylinder; a single Brembo rear caliper and a Brembo master cylinder provide rear braking.

The biggest functional improvement is the suspension. The Öhlins Smart EC 2.0 (S-EC 2.0) system offers semi-active and continuously adjustable damping control in the 43mm inverted forks and in the RSU model damper at the rear. There are three settings for the semi-active mode: Comfort, Normal and Dynamic. In each, the system monitors the input of throttle, IMU, and brake line pressure to operate four motors that adjust the damping settings to provide optimum damping for that moment. Once it has decided what it wants to do, the system performs its changes in 0.2 seconds. Or the rider can choose to turn off the semi-active feature and use fixed damping settings. All settings can be changed to suit the pilot’s preferences, and one of the really cool features of this system is that with the push of a button everything can be reset to factory defaults. Sometimes I wish my life had this button …

The other major difference is ergonomic / stylistic. In addition to a new half-fairing mounted on the frame, there is a new seating position. Compared to the RS, the bars are 5.3 inches lower and two inches further forward, and the pegs are 0.6 inches higher and one inch further back. It sounds like a huge difference, but Triumph’s Wood claims the riding position is less extreme than that of the company’s 765 Daytona model.

The bike also comes with Pirelli Supercorsa SP V3 tires; full connectivity to a smartphone; speed regulator; and a 5 inch TFT (Thin Film Transistor) dashboard. The bikes I rode also had heated grips and were all painted in the Red Hopper & Storm Gray finish, which comes at a premium price compared to the Crystal White & Storm Gray colors. All of the changes add about one kilogram (2.2 pounds) to the total machine weight, which Triumph says is 438.7 wet pounds.

The style is inspired, but not an imitation, of the classic café racer look. The fairing surrounds a single round headlight and various panels are made of carbon fiber, as is the front fender. The aesthetic is cohesive – the bike looks like it was designed to be a modern cafe racer from the start – and there are little touches like an illuminated switch and an engraved top triple clamp that add to the premium feel. . Suggested retail price starts at $ 20,950.

The 2022 Triumph Speed ​​Triple RR adds a sporty riding position and computer-controlled semi-active suspension to the high-performance chassis, engine and brakes of the Speed ​​Triple RS.  Photo courtesy of Triumph.
The 2022 Triumph Speed ​​Triple 1200 RR adds a sporty riding position and computer-controlled semi-active suspension to the high-performance chassis, engine and brakes of the Speed ​​Triple 1200 RS. Photo courtesy of Triumph.

Ride the triumph

Three-cylinder (aka Triples) motorcycles always have a distinctive sound, and Triumph has done a great job creating a nice exhaust note for the new Speed ​​Triple. Get on and the riding position is indeed less sporty than current supersport machines, with a little but not too much weight on the wrists and a comfortable and supportive saddle.

The slip / assist clutch has slight traction and the clutchless shifting is fairly smooth, although it seems the ignition cut-off time for higher gear changes is too long causing a slight chassis pitch when the suspension is in comfort mode.

Comfort mode is a lot like a well-tuned touring bike. Someone had dropped the word “fluff” in my ear before the ride started, but crossing the freeway to the town of Ronda en route to the mountain road, the bike just soaked up the imperfections of the ride. highway. This is especially important when the seated position places the rider in a more forward position, where the bumps through the forks are transmitted directly to the wrists.

On a twisty mountain road, comfort mode allows the bike to move around, although much less than one would expect from such a smooth ride. A quick switch to Sport or Track mode switches the Öhlins system to Normal or Dynamic mode, which offers less comfort on the street but more stability halfway through.

On the track at Circuito Ascari Resort, the rain and cold temperatures left patches of water around the circuit the entire time we were there, but I managed to find enough pavement dry enough for my level of comfort can test some of the claims made by the Triumph team. There are a few long banked turns on the track, and the Speed ​​Triple RR went through those with absolute stability; I couldn’t detect when the suspension self-adjusted. Instead, it ran continuously like any high-quality system would. When I nailed the brakes on approaching the turns, the system detected the sudden entry of braking and kept the machine stable throughout that phase of entering the turns. The braking is as powerful as I expected from a full Brembo system, and it’s responsive enough at the lever that two fingers deliver more power than I needed on the street.

The engine remains the same coupler beast, with a red line coming into second and third gear faster than expected, the vibration interesting in its uniqueness but not boring.

It’s remarkable how much a difference a driving position can make. While the chassis, engine, and brakes are shared with the RS, the RR’s sportier crouch allowed me to feel the fork pockets much more easily and to more precisely feed the throttle.

During the full day of driving I felt more comfortable on the dry and hot track that descends from altitude to the Mediterranean on the A-397, the road to Ronda, one of the best roads that I have I never borrowed. With my body weight supported by my chest on the tank, positioning my body for the turns was easy and effortless, and the bike cruised through the turns with confidence and speed. I only changed rarely, and traffic was usually quickly suppressed with the twist of the throttle – high torque makes life better!

Perhaps not surprisingly, I especially enjoyed the fast street driving – this is the environment the Speed ​​Triple RR is designed for. Wood made it clear that the bike is focused on the street and not the track, even though he is capable of the track. It doesn’t compete with supersport machines, but it offers an alternative for pilots who don’t want a track weapon. Within its design parameters, the bike does everything a street cyclist would reasonably want them to do, with precision and comfort, while providing the experience that a sport rider is looking for.

About Todd Wurtsbach

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