Refreshing the Speed Triple, rekindling the love

Back then she was a star. Live appearances at Daytona during Bike Week, a special stand at MotoGP with numerous TV appearances thrown in. Featured in multiple magazine articles and visits from various celebrities when they were in town. Each year, new models got a little lighter, leaner and with ever more power and better handling. I even hate to admit it, but they all came with improved looks and exciting new technology. All of a sudden, my old 2008 Triumph Speed Triple began to get regularly overlooked as some shiny new model shared the garage at Bayly Towers.

Farkling the Speed Triple, the first time around

Back in 2008, I was the motorcycle editor at the now defunct Speed Channel TV network's website when Triumph dropped off a new Speed Triple 1050 to test. The PR spin was it was a new model, but aside from some minor bodywork revisions, and Brembo brakes, it wasn't much different from the first version that appeared in 2005. It did now feature a metal tank, as the first generation 1050s came with a plastic unit, and was a serious departure from the 955 cc version that had been with us since 1997 in various guises. The 1050 proved to be lively, powerful and a lot of fun as we set about test rides and photo shoots, and I greatly enjoyed plenty of hooligan behavior on the Lager Lout of British motorcycles.

Back in those days at the Speed Channel, we always had a project on the go with various track bikes, and it didn't take long even for someone as dim as me to come up with the idea to build a Speed (Channel) Triple. With fresh looks to match.

There is only one man to go to for paint here in the Charlotte, North Carolina area, and within no time Greg Pettigrew and I were discussing design. He asked for the computer codes for the color, and logos for correct font and fitting. He told me he had some ideas and I left it to him. Returning a few weeks later, I admit to being blown away by the quality of the paint and the design. It certainly made for a good day when I rode up to the Speed office.

Next we decided to add a Triumph low three-into-one Arrow exhaust system. Stylish, with improved audio and less weight than the stock system, I much prefer it to the high-pipe option so I don't have the exhaust note buzzing in my ears. With the Öhlins factory just two hours up the road in Hendersonville, North Carolina, it didn't take long before a rear shock was being installed and set up for my weight. The front fork was a little more challenging, as Öhlins didn't offer a spring kit for the big triple. No problem for the wizards of suspension, as they went to work on modifying a kit from a Suzuki GSX-R600 specifically for my Triumph and my weight. All done while I waited.

As pictures and stories of the Speed III project hit the internet, the reception was extremely positive and it caught the attention of Brock Davidson of Brock's Performance fame. He soon had a set of BST carbon wheels on their way to Charlotte and we wrapped them in some new Continental rubber. Sport Attack IIs. I also lowered the gearing to give the triple a little more punch around town with a Vortex sprocket. Instant extra grunt!

Back in those days, Speed regularly posted pictures of motorcycles with models posing provocatively and it was soon being used with an attractive young lady or two for click bait. For me, the bike was now looking and performing much better than when it arrived and in short order we put on some quality rear sets, handlebar and risers from Spiegler. Clearly no performance gain, but they certainly added to the looks as they seemed much more in keeping with the bike's overall look and feel.

Over the past decade, the Speed Triple has proved reliable and fun, as well as being a favorite ride for friends who come to visit. The consummate country lane machine, or ideal for runs into the city on warm summer evenings, many of these friends have enjoyed the quick and nimble triple.

As happy as I've been, there has always been one minor complaint. I've always felt the handlebar we installed was a little too wide and a bit far forward. Once up to highway speeds, it's quickly forgotten, but at lower speeds it seems to put a tad too much weight on the front wheel, compared to my other custom Triumph triple. In fact, it was that older T595 Speed Triple that finally cemented my decision. I was always more likely to choose the older bike when going for a quick blast into town, because of its more upright riding position and stronger front brakes, due to its upgraded racing master cylinder.

As I sat contemplating in the garage, looking at the Speed Triple, I also wondered why I never upgraded the stock levers. And come to think of it, those chrome headlights just seem out of place. It was clearly time for a second makeover for the red 1050.

Freshening the Speed Triple, second time around

As that thought was marinating, I received a call from Continental about their Road Attack III tires, designed especially for heavy, powerful classic sport and Superbikes. Funny you should mention it, I thought.

I decided to purchase a handlebar to make the riding position more upright. My problem of less than stellar brakes was fixed with a new, more powerful master cylinder from Magura, while upgrading my cable clutch to a Magura hydraulic unit for a smoother, more efficient pull did the same on the left side. It also solved the problem of the stock levers. On the cosmetic front, we pulled off the rear sub frame, cut off the ugly footpeg and exhaust brackets and ground them smooth. Then, the subframe, headlights and top triple clamp cruised off to Flo Coating for some black powdercoating.

The Magura parts bolted on with little fuss and no need for any modifications or additional parts not found in the boxes they arrived in, which was nice. These were fitted to the new, more upright handlebar and the setup instantly felt more intuitive.

Bolting on the powdercoated parts gave the bike a more finished and cleaner look, to my eye. With everything installed, I used some pro-grade rubbing compound and finishing wax to return the luster to the bodywork. After installation of a new air filter and the new Continental tires, I stopped by to see my mate Nate at 2Topia Cycles for a quick mapping update, as he is the guru of all things electronic. After that, all that was needed was a test ride.

Holy horsepower, Batman! It seriously felt like Nate had found another cylinder once he was finished, and that boost put the final touches to the project.

So now I'm back in love. From the minute I rolled onto the highway and headed for my favorite local twisties, I knew we had got it right. The more upright handlebar immediately transferred my weight a tad rearward, which seemed to make the shock feel just right and the steering lighter, without losing any of the precise feel I like so much. The Speed Triple now turns with less effort, feels more compliant on the road, and while the BST wheels have always made the bike turn faster than a stocker, it now feels perfect, softer even, without any loss to the sharp handling. I'm sure the new Continental Road Attack IIIs don't hurt, either, with their rounded profile and great grip.

The new Magura master cylinder has brought the front brakes into the modern world. They are not nosebleed strong like the current crop of Superbikes, but just perfect for the road and don't overwhelm the front suspension. The hydraulic clutch lever action is firm but smooth, and a compliment to the ride quality. Out alone on my favorite roads, using the newfound grunt of the big triple to short shift through the gears, I couldn't be more pleased with the package.

Visually, I think the changes, while subtle, have freshened up the look, and the parts upgrades have greatly improved the riding experience while adding an extra degree of safety with the stronger braking.

I know I've made editor Lance jealous (his Speed Triple is even older than my older one, and still awaiting a makeover). Now that I've renewed my vows with my 1050, I feel confident we will enjoy many more happy miles and anniversaries together.