Triumph Motorcycles adds to its triple-powered roadster family with the new-for-2022 Speed Triple RR. Race-tastic ergonomics meet a new cockpit layout and top-tier ride-control electronics with new carbon-fiber elements throughout. A powerful engine and racing tires complete the package.

  Power comes from a liquid-cooled, transverse-mount triple. Dual overhead cams time the four-valve heads, and liquid cooling removes the waste heat for stable operating temps.

The Triumph Speed Triple RR produces 177.6 horsepower and 92.1 pound-feet of torque. A broad powerband starts low down and, with a linear progression, extends up into the upper range for dependable tractable power.

Significantly oversquare, bore and stroke mic out at 90 mm and 60.8 mm respectively to give a 1,160 cc displacement. The spicy 13.2-to-1 compression ratio will demand higher-octane fuels. The Triumph Speed Triple RR top speed is 165 mph.

A ride-by-wire throttle control gets the ball rolling while the switchable traction control makes corrections based on input from the Inertial Measurement Unit. The Front Wheel Lift Management feature operates through the traction control to keep that front contact patch planted.

Five Riding Modes come with three pre-programmed profiles for Road, Rain, and Sport. A fourth mode is rider-programmable and a fifth is set up specifically for the track.

Power flows through a slipper clutch for even more insurance for the rear contact patch. It then flows through a six-speed transmission with a chain-type final drive to carry the juice to the rear wheel. Triumph chucked on its Quickshifter so you can work both up and down the range without touching the clutch or even rolling off the throttle.

As with all proper racebikes, the bodywork is all about reducing drag for high-efficiency penetration. A rather spartan front fender pushes the limit of function, because less contact area means less drag, and the uprights steer the wind around the forks for another reduction in potential drag.

Unsprung weight is as low as possible because super strong carbon fiber makes up that lightweight small front fender. A compact fixed fairing houses a cyclops headlight complete with a DRL function with super-bright LED projectors that improve two-way visibility.

Up top, a bubble screen punches a hole in the wind, but you’ll have to put your chin on the tank to find it. Mounted high, the mirrors are well out of harm’s way, but the front blinkers are almost an afterthought. They’re mounted low on the cowl and are vulnerable if you drop it at a stop or bobble it in the parking lot.

Behind the glass, a five-inch color TFT display handles the instrumentation and ride-control electronics. Networked through your smartphone, you can connect to the My Triumph network.

Clip-on bars pull the rider forward into an aggressive posture over the four-gallon fuel tank shaped to accommodate lateral body English techniques with lots of leg-traction area. The leading edge of the saddle is similarly carved to meet the narrow waist.

This is particularly important for riders with shorter inseams in light of the 32.5-inch tall seat height. The narrow waist helps you reach the ground, hopefully with both training wheels at the same time, but there may still be some tip-toes involved.

A pillion pad and fold-up footpegs accommodate a passenger right off the showroom floor. If you want that solo look, there’s a rear seat cover that takes the p-pad out of play.

More LED yummygoodness brightens the rearward lights. Blinkers, tag light, and license plate come mounted to the rear mudguard for easy removal as a unit ahead of track days.

Lightweight aluminum is the material of choice across the standing structure of the Speed Triple RR. This includes the mainframe, the bolt-up subframe, and the single-sided swingarm. These materials and the attention to detail in the framing contribute to the low, 439-pound wet weight, which in turn makes for a lively ride that’s responsive to input.

The steering head establishes a dead-short rake angle of 23.9 degrees with an equally short four-inch trail measurement. This creates a most agreeable machine as you flick into the corners and pull sharp reversals like a boss.

Öhlins supplies the suspension at both ends with a set of 43 mm usd forks up front and a monoshock out back. Suspension travel measures 4.72 inches (120 mm) at both ends. They are also fully adjustable, though you’ll never have to deal with it since the Öhlins S-EC 2.0 dynamically adjusts the damping values electronically.

More cast aluminum is in the 17-inch rims, which reduces the apparent gyroscopic forces and inertia, further improving the cornering behavior. Pirelli Diablo Supercorsa SP V3 tires make the connection to the concrete with nice fat contact patches due to the 120/70 front hoop and 190/55 rear.

The rubber comes in a “Z” speed rating that will take everything this bike can dish out. As for the anchors, dual 320 mm floating discs and four-bore Brembo Stylema monobloc calipers slow the front wheel, and out back a twin-piston binder and 220 mm disc do their thing with Optimized Cornering-ABS at both ends.

The 2022 Triumph Speed Triple RR costs $18,300. You can choose between a pair of two-tone colorways with Red Hopper over Storm Grey and Crystal White over Storm Grey on the menu. A multitude of carbon-fiber bits makes up much of the non-painted bodywork.

BMW has its own take on the roadster look. It’s all put on display with its R 1250 R model.

Like any proper roadster, the R 1250 R runs with minimal bodywork, so there is little left to the imagination. The BMW also lacks a front fairing with a vestigial flyscreen, so the front end is cleaner, if not more exposed with greater potential to generate drag.

Credit where it’s due, the Beemer rolls with a set of J.C. handles in addition to a wide p-pad and fold-up, subframe-mount footpegs for a bit more passenger security and comfort with no effort to make it look like a solo bike. In that sense, you could say the Beemer has greater social value, perhaps?

A boxer-twin engine delivers 136 horsepower and 105 pound-feet of torque against 177.6/92.1 pounds from the Trumpet for a definite edge in brute force. A duo of riding modes, ABS, traction control, and a Hill Start Control all come stock, but this falls short of the Triumph’s electronic suite.

There’s a trade-off. The Triumph has better electronics, but less power, and it’s way pricier than the $14,995 sticker on the Beemer. That kind of price difference may be enough to sway buyers on the fence, but it’s unlikely to overcome brand loyalty.

“The base Speed Triple RR seems to be quite the machine. I usually don’t like non-café fixed fairings, but this one really fits the rest of the build quite well. Would I ride it? Like I stole the damn thing!”

My wife and fellow motorcycle writer, Allyn Hinton, says, “The Speed Triple RR is the more trackside version compared to the RS. They’re both built for the enthusiasts among us with better handling, more power, and nice electronics.”

“I’m not crazy about the fairing on the RR, but if I’m sitting on it, I’m not looking at it. Still, I can’t overlook the fact that Triumph hasn’t put a fairing on a liter-bike in well over a decade.”

“A combination of footpeg position and the RR’s clip-on bar make the rider position more aggressive in keeping with its trackside vibe. While there is an assortment of ride modes, there aren’t a dizzying number of variables to contend with. The presets tie ABS, WC, and TC together in settings that are generally good for each application. If you’re a fine-tuning nerd, it’ll frustrate you.”

Triumph Social Media Tease Speed triple RR Variations