Triumph Speed Triple 1200 RS – First Ride

The Speed Triple legacy lives on with the new 180.5bhp Triumph Speed Triple 1200 RS—Triumph’s most powerful and advanced model yet. It features Öhlins Smart EC3 electronic suspension and enhanced rider aids, including front wheel lift control and a new engine brake strategy.

The Öhlins Smart EC3 system, previously seen only on high-end bikes like the Ducati Panigale V4 S and Honda Fireblade SP, uses an Objective Based Tuning Interface (OBTi) to let riders electronically adjust the semi-active suspension, which constantly adapts damping in real time.

Styling updates include a new seat cowl, exhaust, lighter wheels, wider handlebars, and a Marzocchi adjustable steering damper. A 5-inch TFT dash with Bluetooth, cruise control, keyless ignition, backlit switchgear, and Pirelli Diablo Supercorsa SP V3 tires are all standard. It also debuts Emergency Deceleration Warning, flashing the brake light under hard braking.

At $19,995.00, the Triumph Speed Triple 1200 RS may look similar to its predecessor, but it’s packed with updates. Triumph hosted two days of testing to showcase the bike’s abilities—first on Portugal’s roads, then on the Portimão racetrack—though weather conditions ultimately influenced the experience.

On Road with the Triumph Speed Triple 1200 RS 

Cold but dry conditions greeted us on day one, with heated grips on full. Right away, the revised riding position stood out—wider, higher bars (10mm/7mm) added room and poise. As soon as the lightweight wheels turned, the plush Öhlins Smart EC3 suspension came alive, absorbing rough roads with ease—something the older manually-adjusted Öhlins struggled with. The new system adapts in real time but can still be manually fine-tuned, with preload set mechanically.

In Road mode, the Triumph Speed Triple 1200 RS felt soft, smooth, and forgiving. The quick shifter was seamless, the brakes responsive, and the throttle fueling gentle—far from the brutish Speed Triples of old. As we climbed into the mountains, the bike handled potholes and crumbling surfaces calmly, offering a relaxed yet capable feel that hinted at light touring potential.

Despite the comfort-oriented Road mode, performance remained sharp thanks to the adaptive damping. Pushing harder saw the suspension firm up naturally, with zero wallow or dive. Switching to Sport mode sharpened the throttle and reduced electronic intervention. It wasn’t night and day, but you could feel the difference—less travel under braking, more feedback from the chassis, and sticky Supercorsa SP V3s.

The Triumph Speed Triple 1200 RS proved agile and confidence-inspiring. It may weigh 199kg, but feels flickable, especially with the wider bars and lighter wheels. The triple’s torque spread is broad and manageable, never overwhelming. As speed increased, I tweaked the rider aids. Lift control at level one kept the front just skimming the tarmac; level four allowed more playful wheelies without going too far. I dabbled with the new engine braking system, but rain cut my experiments short.

Normally, 180bhp and wet roads would be a nightmare—but the Triumph Speed Triple 1200 RS was remarkably composed. Road mode softened the suspension and increased rider aid intervention, giving grip and feedback even on glassy surfaces. I was impressed enough to switch back to Sport mode despite the damp.

When the grip broke, the traction control acted subtly—cutting and reintroducing power with finesse. All modes catch a slide well, though sportier settings return power more abruptly. I enjoyed adjusting the aids on the fly, but the TFT dash still feels sluggish and a bit clunky—like an old laptop running out of memory.

By day’s end, the new Triumph Speed Triple 1200 RS had won me over. It’s stunningly easy to ride hard in any condition, with next-level comfort and control from the Öhlins Smart EC3. A refined, confident, and truly fun evolution of a British classic.

Triumph Speed Triple 1200 RS On Circuit at Portimão

Cooking in tyre warmers in the Portimão pitlane, the Triumph Speed Triple 1200 RS looked ready for business. With its mirrors and plate removed, it had a race-prepped vibe despite being fully naked. The styling looks sharp in person, though the single-sided swingarm is hidden by a bulky exhaust—an optional Akrapovič silencer is available. The only other letdown? Race wets instead of the planned Pirelli slicks, thanks to more bad weather.

While Rain mode limits the RS to 100bhp and maxes out rider aids, I switched to Road mode for more freedom—despite slippery conditions, the bike’s rider-friendly nature stood out. From the start, I could push a little and trust the aids, especially cornering ABS, which remained unobtrusive during those early laps.

Portimão’s dramatic elevation changes highlighted the suspension’s softness in Comfort mode, so I adjusted it to Normal, then firmed up the rear and added acceleration support—all electronically. Preload is still manual, but the dash recommends settings based on your weight (85kg is the standard). It’s the same slick system found on the new Honda Fireblade SP.

With updated settings and a drying track, I could finally unleash all 180bhp. It’s not 200bhp like some rivals, but it felt fast—clocking 155–160mph on the straight and punishing my neck like only a big naked can. The real joy is the triple’s addictive midrange torque; short-shifting out of corners felt just as satisfying as revving it out. Exiting the final turn, I’d flick from fourth to fifth, chase a wheelie over the crest, and hang on—exhaust howling like only a Triumph triple can.

The mixed conditions meant every lap was different, but the RS handled it all with confidence and composure. The semi-active suspension gave detailed feedback, even through wets. I could feel the ABS working in standard mode—just enough intervention to inspire trust and help build tyre heat.

One gripe: you can’t disable wheelie control without also turning off traction control. At a circuit like Portimão with blind crests, I wanted some TC but also the freedom to let the front float. Other bikes allow that separation; the RS doesn’t. But I guess most owners will simply want TC and wheelie control at the same time.

The track never fully dried, so I couldn’t test ground clearance, brake fade, or suspension limits. But if the Triumph Speed Triple 1200 RS inspires this much confidence in the wet, it should shine even brighter in the dry.

2025 Speed Triple 1200 RS: Verdict

While we didn’t get to fully push the Triumph Speed Triple 1200 RS’s chassis on track, one thing’s clear: Triumph has taken a big step forward. At the heart of that progress is the Smart EC3 Öhlins suspension. On the road, it’s as plush and compliant as a top-tier sports-tourer. Switch to track mode, and it sharpens into a serious streetfighter. It’s like having three bikes in one.

The suspension is so transformative it slightly outshines the other updates—like the excellent front wheel lift control, ideal for those still mastering wheelies. Premium touches such as backlit switchgear, cruise control, keyless ignition, and Triumph’s usual top-drawer finish all add to the appeal, while the Brembo Stylema brakes bring serious bite.

The extra horsepower isn’t a game-changer, but the engine remains full of character and sounds great—even if the exhaust isn’t exactly pretty. The TFT dash feels a little dated and slow to respond, and while some may not mind the inability to separate wheelie control from TC, more experienced riders might.

At $19,995.00, the Triumph Speed Triple 1200 RS pricier than before but remains the most affordable bike equipped with EC3 Öhlins. Hugely capable on both road and a wet track, the new RS is more accessible, versatile, and easier to ride than ever. That’s real progress—though its ultimate test will come in dry conditions against some stiff competition.

Images: Triumph Motorcycles/Chippy Wood

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