2025 Triumph Speed Twin 1200 RS Review

There are now three Speed Twins on offer, the lone 900 and a pair of 1200s. We fire up the new range-topping 1200 RS.

Triumph has undertaken a modest update on its 1200 Speed Twin. Not so as you’d know especially; the changes are subtle but of more note is that they’ve added an RS variant, as seen here. The RS Speed Twin has a bit more bling in the way of component upgrades, a touch more power and a new colour scheme, our example resplendent in an orange hue. Lines on the resculpted tank echo those of the fins on the engine. 

The special bits include fully adjustable suspension at both ends, Marzocchi up front and Ohlins gold-coloured twin shocks at the rear, twin megaphone silencers, and Brembo Stylema radial brakes and master cylinder. There are also brushed aluminium midguards, a slightly lower handlebar mount, and footpegs set slightly more rearward and higher to impart a sportier riding position. Plus, there’s a new seat material and a single slightly larger instrument (the original had two). It can reflect the sun when it’s behind you but speed and revs are otherwise easily viewed (3000 is precisely 100 in top). And there’s plenty of trip data, easily accessed by up and down arrows on the left switch block. The indicator action feels rubbery to my mind – more precision would be nice – and so would self cancelling. 

But the primary things Triumph tends to get very right, like the brakes which are potent and the suspension which is plush. We just eased back rebound and compression a tad which made for excellent progress. The riding position is almost ideal for something that has nothing in the way of wind protection. We rode it one time into a stiff southerly and it seemed totally oblivious to that. 

When we first experienced the Speed Twin 1200 in 2019 the price for the standard model was $22,350. It is now $23,495. The RS goes for $26,990, a pretty reasonable premium given the cost of the components if you had to buy them individually. 

Power bump

There’s also a bit of a power bump but it’s minor, up 5bhp to a total of 104 (78kW at 7750rpm). The torque peak of 112Nm is unchanged (at 4250rpm). There’s a lighter crankshaft, high compression pistons, revised ports and a new cam reprofile. In combination with a ride-by-wire throttle, the engine has better throttle response which Triumph says delivers enhanced rideability, safety and control. There’s also a new Sport mode for the RS, and it’s there that the improved throttle response is most noticeable. A torque-assist Exedy clutch gives a light lever action for better feel and reduced fatigue in the stop/start commute scenario. The firm also says it offers more direct engagement and will take more of the whipping than the former device. 

Certainly during performance testing, it gave no hint of stress. Not that we could improve on the former sprint time but it was close (3.55sec) while the overtake was slightly better (1.78 vs 1.90sec). Stopping distances from 100 were also largely similar. It’s quick then but so relaxed in demeanour; around town upshifts at 2000 are fine, out of town 3000-4000rpm is plenty for cruising. Our mean fuel use figure of 4.2L/100km reflects that.

Getting the power grounded is easy too. Triumph uses new lightweight seven-spoke alloy wheels finished with Metzler Sportec RR K3 rubber. And you’re less likely to pile off on roads of interest, with corner brake control and cornering ABS. 

One other thing we noticed on the RS; it comes with a quickshifter. Having just jumped off the R 12 G/S, we didn’t like the action of the RS quite as much in either direction. But it certainly improves as the oil warms. Upshifts are smoother at everyday revs (2500-4000rpm) but we preferred to clutch for the downshifts. It’s a really nice trans when optimised, a liquid action really. 

Other bits also perform well

The ancillary bits that they’ve changed are just awesome. Twin-pot radial Stylemas offer an exacting amount of power up front, not too much lever pressure necessary and the rear brake is equally good. Its riding position out of town is tops, the seat comfort pretty decent. If there’s one minor aspect that could be improved it’s the shift lever, which is a touch short. A bit more length means you can hook more boot under it. And you feel a little knock-kneed when gripping the tank, it is that narrow where it meets the seat. Some rubber knee pads for the tank might well improve things. A good 810mm standover height makes it easy to straddle though.  

We couldn’t wait to take this further afield. It works in town well enough but that isn’t its happy hunting ground. This has an absolutely effortless feel about it. The engine will pull right down to the high teens before losing its rag. That means trolling around the burbs in fifth. But get it onto the motorway and there’s just this absolute feeling of effortlessness at 100km/h, the engine calm, mirrors reflecting the make and model of those behind. This is made for roads less travelled and that’s where we headed. It just flows so nicely on the open road, steering oh-so easily with just the merest hint of bar pressure, holding a line well. After a succession of adventure bikes, it’s so good returning to something with truly excellent dedicated road rubber. The hoops do take some warming up though.

What else?

If it seems like all and sundry are passing you by, that’s because the speedo is way optimistic. You’ve just gone illegal at an indicated 110km/h.

There’s no cruise control or heated grips here, although these are optional extras. So too is a seat cowl for that cafe racer look. It comes standard with a USB-C charging point and a built-in immobiliser, along with a steering lock. If you’re the paranoid type, there’s a GPS-based Track+ system available, so you know where your bike is at all times.

The RS is available in this attractive orange colour or in black if you wanna go stealthy. They’re covered by a two-year unlimited mileage warranty.

If you can’t quite run to this, the Speed Twin 900 kicks off at $17,990 while the non-RS Speed Twin 1200 is $23,495. But you’d not regret going the extra distance for the RS; we’d do it for the brakes and suspension alone, and that hot orange hue is also pretty tasty.  

Triumph Speed Twin 1200 RS
$26,990
0-100 km/h 3.55s
80-120 km/h 1.78s (52.03m)
100-0 km/h 41.19m
Speedo error  91 at an indicated 100km/h
Engine Capacity  1198cc
Format  Liquid-cooled / fuel-injected / IL2
Max power  78kW@7750rpm
Max torque  112Nm@4250rpm
Cylinder head  SOHC / 8v
Gearbox  6-speed
Drivetrain  Chain final drive
Suspension front  43mm USD forks, Fully adjustable
Suspension rear  Twin shocks, Fully adjustable
Brakes front  Four-piston calipers, 320mm twin discs
Brakes rear  Twin-piston, 220mm disc
Safety systems  ABS, TC
Tyre size  f-120/70ZR17, r-160605ZR17
Tyre type  Metzler Racetec RR K3
Wheelbase  1414mm
Seat height  810mm
Rake/trail  22.6° / 92mm
Fuel capacity  14.5L
Measured weight  216kg
Weight distribution  f-110kg / r-106kg