Speed Triple gets cushy
FIRST RIDE - TRIUMPH SPEED TRIPLE 1200 RS
Electronic Öhlins upgrade solves Speed Triple’s rough-riding issue
The same bold presence, now with a ride to match Pictures: Chippy Wood, Stuart Collins
ELECTRIC SHOCK
The Öhlins TTX shock absorber and upside-down forks now have a black box in charge of the damping adjusters, constantly reacting the load, road conditions and your set-up desires – similar to the old 1200 RR, but with next-gen electrical/damping parts.
CLEAN PUNCH
Euro5+ forced a few tweaks to improve emissions, but Triumph married the legislative changes with performance improvements. Peak power is now 181bhp (three extra), plus an extra 2lb·ft of torque.
The 2021 SPEED Triple RS was a swing and a close miss: stonking engine, good kit, but the ride quality and handling let down what should have been a brilliant roadster. The RR variant, with semi-active damping, was better – but the incongruous retro mini-fairing and low bars limited appeal.
While the RR is discontinued, the RS is updated for 2025 with digitally managed suspension in the form of the Öhlins’ latest EC3 system, as well as refined electronic and mechanical components to respond faster and deliver something akin to the effect of MotoGP ride-height devices, fiddling with settings to promote grip out of corners. Clever.
The main benefit is eradicating the out-of-the-box setup that was too harsh, yet lacking support if you wanted to get lively. The digital interface allows fast access to a selection of suspension presets to suit your desires, too, so no need for an intimate understand of prebound and depression damping to correct it…
Personalising it is straightforward – you tell it you want more braking support, or stability, or nicer ride quality, via sliding toggles in the menu. No doubt this will pay dividends on a sunny back road or track, but it also proved a significant benefit for the largely wet conditions on the combined street/circuit launch: the standard Pirelli Supercorsa SP tyres are arguably a bit too racy for a bike that’s not track-focused (even though it is track capable), yet the suspension is able to dial in compliance and aid natural grip in tricky conditions, helping make the best of a semi-slick tyre designed to excel on sun-kissed tarmac. A manually adjustable Marzocchi steering damper has been added to calm wobbles – rarely needed on the road, but the RS threatened to get wriggly a time or two on track, so you may call on its calming influence at some point…
The Speed Triple’s road-focused punch is still the star of the show, with an extra 2lb·ft of torque delivered 250rpm earlier. It’s a true, built-for-purpose supernaked engine, rather than a watered-down sportsbike – and all the better for it. It revs on with ferocity, but that midrange-centric delivery makes its substantial output usable at close-to-sensible speeds.
STUNTS FOR ALL Triumph have segregated wheelie control from traction control, but it’s not just a preventive measure – set it low enough and it’ll hold the front wheel aloft with minimal stunting ability required from you…
The electronics have had a makeover too: separate wheelie control, engine braking management and ‘brake slide assist’ are introduced for track fiends to get the most out of it: I only really got chance to try the wheelie control, which offers the surreal experience of being able to pin it, front wheel 600mm in the air for as long as you like. As someone who can’t wheelie ordinarily, this could get me into trouble… The operating system and display is still a bit clunky and doesn’t allow quick adjustment on the move, or display as much info as you’d like without opening submenus. Trip functions aren’t displayed as readily as we’d like, either.
It is more comfy, with higher, wider bars shortening reach and keeping the spacious seat-to-peg gap. Vibes are reduced by a revised balancer – at certain rpm (about 70mph in top, annoyingly) there was an unpleasant high-frequency buzz, but on the basis of this ride at least, it’s better.
The rest of the Speed Triple is similar to before, but that’s no bad thing. It’s a shame rain prevented us getting a full picture of how the revisions have improved the bike, but it should be a much closer, more viable alternative to the KTM Super Duke and Aprilia Tuono V4, as well as the MT-10 SP. Those extra manners and niceties should underpin what was already a very potent machine.
DAN SUTHERLAND
BEYOND THE HYPE: The bits that actually make a difference
It’s cushy
The previous RS’s harsh damping is a thing of the past with the 2025 model. The Öhlins magic-carpet effect cossets you far better and aids mechanical grip in poor conditions with no drawback in the dry when you push on.
Better electronics (if you can find them)
The new digital toys are great fun, but Triumph’s joystick controls – as well as the menu layout on the TFT dash – remains frustrating. They’re getting better, but a more significant change to the interface is needed.
Flip-flop faster
New wheels with a hint of OZ Piega style (they’re unbranded, cast parts) look the part and knock a few grams off the unsprung weight. Not enough to feel as you lift it off the stand, but it helps make it a touch more responsive in direction changes.
The second-gen 1200 RS makes a much stronger case for itself now it has the ride quality it desperately needed as a sporty roadster with track potential. It’s a successful update that’ll make owners of the old bike envious.
