The first impression:
a graceful round headlight, framed by a floating half-shell - this is an example of the fact that the Speed Triple 1200 RR is beguilingly pretty.
What the manufacturer says:
Triumph is expanding its Speed Triple portfolio. In addition to the well-selling 1200 RS model with double headlights, the stylish Speed Triple 1200 RR is said to be the first »Café Racer of the 21st century«. A modern interpretation of classics from the sixties or the in-house Thruxton RS with accessory casing. "We hope that it will remain unique in its direction for a long time," says Stuart Wood, chief developer at Triumph.
That could work, because it's not just the design that gives the 1200 RR a unique selling point on the market. With 180 hp and just under 200 kilograms, the gentleman racer comes close to superbikes like the BMW S 1000 RR (207 hp, 197 kg) or the Ducati Panigale V4 S (216 hp, 199 kg) in terms of power and weight. He also shares an essential component with the Italian super athlete: Both rely on the semi-active Öhlins Smart EC 2.0 suspension.
The electronically adjustable suspension and damping system is currently considered the ultimate in the two-wheeled luxury class. It continuously analyzes parameters such as driving style, speed and acceleration and automatically adjusts the suspension elements accordingly. Triumph is installing it for the first time, demonstrating perfection - also in other ways: nowhere is a cable dangling visibly, nothing slaps or creaks. The 1200 RR looks tidy and valuable, puristic and noble. Carbon panels even adorn the almost hidden straps of the half-shell.
We noticed that:
830 millimeters seat height - fits.
The right leg swings effortlessly over the removable front passenger seat cover.
I like the position.
Triumph has moved the footpegs of the 1200 RR slightly backwards and upwards compared to its sister RS.
As a result, the legs are tucked in more, which is not uncomfortable, but rather practical: It makes it easier to dive behind the small paneling and to close your knees on the narrow tank.
15.5 liters fit in.
This means that the RR can travel a good 200 kilometers with an agile driving style.
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Two handlebar stubs replace the continuous RS handlebar. So the person in the seat comes into a slightly attacking posture. The wrist angle is okay for average size drivers; no one needs to fear persistent pain from leaning on the stumps. In general, the 1200 RR is surprisingly comfortable for a sporty motorcycle.
Wood and his team only used the upper accessory shelf for the double R: Keyless system for keyless starting, full LED lighting, Brembo Stylema high-performance brakes suitable for the race track - everything on board as standard. Plus a shift assistant for clutchless upshifts and downshifts that works perfectly. The gears engage smoothly and precisely. Triumph has built in an armada of sensors for this and similar tasks. Cornering ABS, lean angle-dependent traction control (can be switched off), "Wheelie Control" so that the front wheel stays on the ground when accelerating - all of this works together perfectly, orchestrated by an IMU inertia measuring unit that also includes the chassis.
For example, the smart electronics prevent the front wheel from dipping too deep when braking hard. At the same time, the system keeps the rear wheel on the ground. Both contribute to driving stability and safety. Those who distrust the electronics can also configure the tuning manually. In both cases, the driving behavior of the »Speedy« is impressive.
The large three-cylinder pushes powerfully. The maximum torque is 125 Nm at 9000 revolutions per minute. The RR wants to be turned, the red area starts at 11,500. But even below that, up to 5000 tours, the Triple develops a powerful punch. With the smooth driving behavior, Triumph wants to reach sporty riders who don't feel like going straight for riot boxes, who don't have to prove anything to anyone and who like to be on a circuit without wanting to move a radical superbike. The motto is a cultivated attack: driving fun on the country road, speed on the racetrack, top speed of 245 km / h. The acceleration is brilliant, the wind protection behind the small, flat pane is surprisingly good.
The TFT display underneath comes from the »Speedy« RS. 5-inch color screen, crystal-clear display. Speed, gear and engine speed are centered. On the right and left, information such as time, date or activated cruise control is shown - much smaller. The cockpit functions are known from other Triumphs: Android and iOS devices can be linked via Bluetooth and the app. This brings music and phone calls to the headset and Google arrow navigation to the display. If necessary, the control symbols of the GoPro action cam also land there.
You should know that:
the 1200 RR has five driving programs on board. The response behavior of the accelerator and brake can thus be individually adjusted to the weather and road surface. The Rider driving mode is freely configurable, the remaining four - Rain, Road, Sport and the track mode Track - can be fine-tuned using the on-board menu. With a little good will, the logic of the central instrument becomes clear after a short familiarization. At dusk and at night, the illuminated handlebar controls help you choose the buttons.
Triumph has two color combinations on offer for the Speed Triple 1200 RR: the Red Hopper / Storm Gray that sparkles in the sunlight and the subtle Crystal White / Storm Gray with golden details.
Both variants are supplied with a pillion seat cover in the same color as the bike, which can be removed in no time.
Then there is room for someone to accompany you.
However, empathic drivers save her from taking too long trips.
Confident price of the 1200 RR: from 20,400 euros.
It will go on sale in January.
We will not forget that:
98 dB (A) standing noise prevent the new Speed Triple from entering some regions of Austria.
As is well known, 95 dB (A) is the barrier to entry there.
At the same time, the three-cylinder has a certain magic: when driving, it is pleasantly restrained acoustically.
A gentleman racer.
Note
: Ralf Bielefeldt is a freelance writer and was supported in his research by Triumph.
Reporting is independent of this.
