- Madame More
- 3 cylinders in line, 1160 cm3, 180 hp at 10,750 rpm, 125 Nm at 9,000 rpm, 198 kg in running order, from € 17,500
- In the saddle
- In the city
- Motorway and expressways
- On Track
- Comfort and duo
- Consumption and autonomy
- The video test of the Triumph Speed Triple 1200 RS
3 cylinders in line, 1160 cm3, 180 hp at 10,750 rpm, 125 Nm at 9,000 rpm, 198 kg in running order, from € 17,500
Each time a new product is launched, the same ritual is repeated over and over again. First we cram in a plane with other lucky privileged (test journalists) to a destination that allows you to take pretty pictures and where the weather conditions are good, then we get loaded into a shuttle that brings us at the hotel – or almost (Honda made us sleep in a tent once for the launch of the Transalp 700). Finally, we sit in a meeting room for an hour to listen to a speech patiently crafted by an army of marketing graduates to explain to us that the machine we are going to try is the best in the world. Or in any case infinitely better than the one it replaces…
In the case of this Speed Triple 1200 RS, it almost turned to caricature. In 20 years of career, I have rarely heard the term “more” so many times during a presentation: lighter, more powerful, more torquey, more efficient, more technological, more reliable, more practical, more everything…
Test of the Triumph Speed Triple 1200 RS
Triumph makes crates of them? Spoiler alert: no, but the Speed Triple is the stainless icon (it will celebrate its 30 years in 2024) of the Hinckley company and as the competition is tough in the segment of big sporty roadsters, out of the question to take the feet in the carpet by doing in half measures! Moreover, there will be no standard S version of the Speed, the sales volumes were too anecdotal. So RS, only.
Unlike Ducati with its new Monster, Triumph played it rather soft on aesthetic developments. Visually, the biggest changes are the disappearance of the two pots under the saddle, replaced by a single element in the low position and a modernized full led headlight / light assembly – the Speed Triple now has bright eyebrows like an automobile..
The headlight of the Triumph Speed Triple 1200 RS
That’s all ? In fact no, almost everything is indeed new, starting with the engine. This three-cylinder cubic 1160 cm3 (against 1.050 cm3 for the 2018 version) and delivers 180 hp (+ 30 hp) at 10,750 rpm and 125 Nm (+ 8 Nm) at 9,000 rpm. It is also lighter (-7 kg) and more compact. The intake and exhaust have obviously been redesigned accordingly and the inertia of the crankshaft has been reduced by 12% to promote liveliness on angle changes..
The three-cylinder in-line now delivers 180 hp and 125 Nm
The gearbox is also new. Announced as softer, it is entitled to hollow shafts (less weight and inertia) superimposed which allows the block to gain in compactness. Shall we continue with the plus? The entire lubrication and cooling system has been redesigned to be both more compact and more efficient. Overall, Triumph has reinjected into this block all the know-how accumulated in Moto 2. According to the Triumph engineer responsible for development, the experience of competition has enabled them to gain in performance AND in reliability. Thus, the three-cylinder only requires an oil change every 16,000 km and a valve clearance check every 32,000 km..
The Triumph Speed Triple 1200 RS
The chassis is also brand new. Despite a wheelbase identical to the 1050, the Speed Triple 1200 has seen its frame completely redesigned to swallow without flinching the 180 hp of the new block. The swingarm is longer and its anchor point has been raised to promote anti-squat (limits load transfers on the rear suspension during acceleration, which improves behavior when exiting a corner). If no gain in rigidity is announced, the frame and its peripherals (rear loop, tank, footrest plates …) have been designed to optimize behavior (centralization of masses, center of gravity further forward and more low) and gain weight with a total gain of 10 kg which translates on the scale to a nice 198 kilograms in working order.
The RS loses 7 kilos and now claims 198 kg full facts
A little anecdotal treat that shows how much Triumph has dug its head to improve its Speed Triple in all areas, the footrests have been “tucked in” towards the inside of the chassis to gain ground clearance without radicalizing the position. driving.
Electronic side, it’s classic. There are plenty of driving modes (Road, Sport, Track, Rain which restricts the power to 100 hp and a fully customizable user mode) coupled to a 6-axis inertial unit that manages braking and anti-wheeling on the angle in a way. more or less permissive depending on the mode selected. You can also disconnect everything if you want. As standard, the Speed Triple 1200 RS comes with a smooth running up & down shifter, a more anecdotal cruise control, an improved keyless start system that also unlocks the fuel cap and My Triumph connectivity that allows control music and phone on the handlebars and display GPS indications on the dashboard.
The shifter of the Triumph Speed Triple 1200 RS
The 1200 RS did not convert to the trend for electronic suspensions, preferring to bet on safe (and very high-end) values with a 43mm Ohlins NIX inverted fork and a TTX36 shock absorber, both adjustable in all directions..
The Цhlins fork of the 1200 RS is adjustable
Braking is Brembo stamped with a 320mm double disc at the front clamped by Stylema 4-piston calipers as well as a 2-piston rear caliper clamping a 220mm disc. Another delicious candy that does not run the streets, you can adjust the force of the front brake lever via a small eccentric at the base of the master cylinder.
The Brembo front brake calipers of the Triumph Speed Triple 1200 RS
The 17-inch aluminum rims are fitted with Metzeler Racetec RR tires..
The rear rim is well put forward by the single-sided swingarm
Finally, note that the Speed Triple RS – whose delivery to dealerships has just started – is available at a price of € 17,500 in two colors; a glossy black Sapphire Black and a satin gray Matt Silver Ice. You can finish lightening your wallet with a range of 35 accessories including heated grips, screen, luggage and a host of other stuff too numerous to list here (everything is on the Triumph website).
In the saddle
After this long list of “more”, it’s time to see the result handlebars in hand. First observation, the finish is the quality of the materials is sublime: surface treatment of engine foundries, screws, welds … everywhere you look, it’s a permanent retinal detachment or almost. By quibbling, the passage of certain cables could have been more discreet and the mechanism which controls the valve on the exhaust is a little posed there. What made me stand on end, however, was the plastic covers ensuring the junction between tank and frame, of a quality unworthy of the rest of the machine and rather poorly adjusted. It’s invisible if you don’t have your nose on it, but it’s like a black pimple on a top model’s face, once you notice it all you can see is that. Too bad, we weren’t far from perfect.
Roadster Triumph Speed Triple 1200 RS
Once stepped over the saddle which culminates at 830 mm high (825 mm on the previous one), me and my 170 cm find ourselves with the two feet – almost – flat. The handlebars, 13 mm wider, require you to lean your chest forward slightly to get caught, but the position is anything but radical.
Before my eyes, the on-board computer is ultra complete, the definition of the TFT screen (5 inches) is irreproachable, the animations of the interface are sublime, but all this runs a little on the Lexo 1000. When you want start up, power up and the accompanying animation take almost ten seconds and there is always a little latency between actions on the switch and what happens on the dashboard. Rest assured, if you are in a hurry to leave, just press the starter twice in a row to wake up the three cylinders immediately. And there it is ecstasy, especially if you are fans of engines with an odd number of cylinders. At low speed, the noise level remains relatively discreet (this is not always the case).
The TFT speedometer of the Triumph Speed Triple 1200 RS
Navigating the computer’s submenus via a mini joystick is very damn good and instinctive and a special button allows you to change driving mode without taking your eyes off the road. If necessary, we can even play with various parameters of each mode (engine mapping, level of intervention of the ABS …), but with less latitude than the user mode. Another very well seen thing, we have the choice between a minimalist display or adding information on the screen (autonomy, trips, lap time on the circuit, to name it and the best).
The commodos of the Triumph Speed Triple 1200 RS
In the city
Leaving Pau city center has nothing to do with the Parisian urban jungle, but the RS 1200 is perfectly at home here. If we except a turning radius as bad as its competitors in the large sporty roadster segment, everything else is forgotten. The brakes are soft and responsive, the shifter operates smoothly even when flirting with idle speed, and the three-cylinder resumes smoothly from 2000 rpm. We can go down to idle speed on the first three reports with a few vibrations of disapproval and lazy ankles can stay in fourth and start again on a trickle of gas at 50 km / h in fourth around 2,500 laps. Even with a widened handlebar and rear view mirrors at the end of the handlebars, interfile lifts are a simple matter..
City test of the Triumph Speed Triple 1200 RS
Motorway and expressways
Once out of Pau, our route took us to the foot of the Pyrenees. Then almost all the way up. Suffice to say that we did not see the shadow of a highway on the way, but some very rolling sections allowed us to verify (oh, surprise) that the protection is non-existent. Sticking to the dab-style tank doesn’t change much. To cut the road, the windscreen available as an accessory (there is also a mini transparent bubble) should probably improve things, but that will not turn the Speed into a Trophy. You have to choose your side … In sixth at 130 km / h, the three-cylinder battery at mid-speed (a chouia more than 5000 revolutions therefore) ensures guns recoveries and the saddle comfort is more than decent.
Triumph Speed Triple 1200 RS test on expressway
Haaaaa, here we are. I will not hide from you that I had some concerns before attacking this presentation. What made the charm of the old Speed was its consistency. Unlike the hairiest of its competitors, it was neither a sportswoman disguised as a roadster nor a thing which sought to decapitate you with the first blow of gas a little too pronounced. There are still 30 more cannons … Worse, the maximum torque on the previous Speed was available at 7,150 rpm against 9,000 rpm for this 2021 vintage. Logically, we could therefore imagine that this new block is sharper than the previous one. In fact it is quite the opposite … There is no difference between the two blocks under 6,000 rpm.
Road test of the Triumph Speed Triple 1200 RS
Above, however, power is on sale and torque is on sale, it’s chock full of everything, everywhere all the time! So much so that exploring the last 1,500 laps on the road to an unreasonable side. We can go, electronics will save you the worst. But in our driving conditions (a bit cooler weather and a lot of grip variations), it tended to trigger a bit too unexpectedly. It’s always better than ending up on the ground, but also a little frustrating because the chassis perfectly accommodates this large surplus of cavalry..
The Triumph Speed Triple 1200 RS on the road
This Speed seems even lighter than what its technical sheet announces. The settings on the angle are done without forcing and when the tires are at temperature, the front axle seems riveted to the ground and goes up in the handlebars a lot of information. Swinging it from one angle to another is also a formality. The widened handlebars certainly help, as does the reduction of the inertia of the three cylinders and everything is done without forcing, except when approaching the maximum angle. In all sincerity, a Street will perhaps be more efficient in a case as narrow as a small departmental one, but given its size and its power, this Speed 1200 RS remains a monster of ease with regard to its power and his template. This Speed is healthy, easy and very communicative.
The Triumph Speed Triple 1200 RS on a curve
And the soundtrack is more than up to par. Passed mid-speed, the combined melody of the air box and the opening of the exhaust valve borders on auditory orgasm. Criticisms ? Little ones. On our journey, the shifter had a few misfires and the engine mapping in Sport mode was a bit brutal on the go-around, but not enough to whip a press officer. Afterwards, that’s why there are motor modes, so that everyone finds their account..
The Triumph Speed Triple 1200 RS on the small roads
Arriving on the sublime Pau Arnos track, Triumph fitted our machines with Pirelli Diablo Supercorsa SC2 tires to help us exploit the full potential of their machine. And probably also to reduce the chances that some of them will be crushed in the process. In this exercise, we touch the limits of the sporty roadster genre. Unlike a Tuono, closely derived from a sports car, or a radical Super Duke R, the Speed was designed and developed for the road. But that does not have all disadvantages. With regard to the quality of the brakes and suspensions, the Triumph roadster is perfectly at ease on the track, even on a turnstile as tortuous as Arnos. You need a little muscle when changing angles and improvisation skills are limited as soon as you force the rhythm. And in sheer efficiency, I’m not sure it can keep pace with its main rivals.
Test of the Triumph Speed Triple 1200 RS on the track
In return, the Speed Triple 1200 RS is the most “user friendly” in its category and will delight pilots of a level … let’s say intermediate. Because the front axle always seems to be glued to the ground and its reactions are always healthy. The Track mode which lets go of the electronic control as much as possible ensures its role of guardrail wonderfully and if you are not looking to scratch 10 meters on your braking marks in each lap, this is the perfect tool to do his first steps on a track day. Especially since the brakes (did I tell you about the brakes?) Never showed the slightest sign of fatigue during our sessions. Perfect feeling, incredible power, in short, nothing but caviar !
The RS is much easier than other big European roadsters
Footrests a bit further back would have been welcome to counteract the colossal thrust of the three cylinders without clinging to the handlebars. Better, (let’s be crazy) a pair of optional / accessory bracelets would be just perfect for loading a front end that only asks to point to the sky as soon as you weld the right grip. Maybe one day … At the moment, the only performance accessory available is a silencer bracket; without the silencer that goes with it !
Comfort and duo
We touch the limits of classic Ohlins suspensions. If you have the tools for (Triumph should provide suggestions for “standard” settings – duo, solo, road, track, etc. – with its machine), the Speed can potentially play the flying carpet. Otherwise, you’ll have to make do with the basic settings that we haven’t had the opportunity to test. In terms of saddle comfort, the Speed is in the upper average for the driver (flexible foam and plenty of freedom of movement) and in the lower average for the passenger (a mouse pad in the format of a packet of cigarettes). So much so that the model tested had a seat cowl. But we got back on the bike a few days later and Sandrine confirmed her memory of Speed journeys, where no more than before it is not a machine for duos, or on an occasional basis..
The rear light of the Triumph Speed Triple 1200 RS
Consumption and autonomy
Difficult to give you a realistic average consumption. A half-day course made up of 90% of departmental roads and 10% of urban crossings plus track sessions are not really representative of normal use. What I can tell you is that when stabilized at 130 km / h (thank you cruise control), consumption fluctuates between 5 and 5.5 l / 100 km. Enough to do about 300 km with the 15.5-liter tank. A few resets of the on-board computer while driving calmly (it never lasted long) on departmental roads showed averages always less than 5 liters and even sometimes 4 liters. Angry, we climb to 6, 7, even 8 liters and more.
Consumption varies between 5 and 5.5 l / 100 km
The video test of the Triumph Speed Triple 1200 RS
It’s quite common to bury a new machine under an avalanche of compliments. Because if the manufacturer has done its job well, the novelty is necessarily better than the one it replaces … So yes, the Speed 1200 does better everywhere than the 1050 version of 2018. But the real tour de force of Triumph, it is to have succeeded in creating a machine as powerful as the references of the category without ever departing from the ease and the homogeneity which was already its strength when it made “only” 150 hp. And that was not a given.
The Speed Triple 1200 RS is available in two colors and priced from 17,500 euros
Without direct comparison (later this year) I would say that the future Aprilia Tuono would surely be more efficient on the track and the more radical Super Duke R 1290 will be a bit ahead in the hands of a seasoned pilot. But the Speed, designed for the road, will never be far behind and much easier on a daily basis. In particular thanks to an ultra communicative front axle which inspires total confidence. Finally, when we manage to keep it on the ground. So much for the goal.
On the subjective side, the English roadster buries the Italian and the Austrian in other areas: a three-cylinder with a reinforced concrete character and a divine sound, a name and an aura (a mouth too) unlike any other – to perhaps the Ducati Monster aside – while still being perfectly usable on a daily basis. The legendary Triumph roadster still has a bright future ahead of it.
- “Perfect” engine
- Three-cylinder sound
- Easy and homogeneous frame
- Peripherals (brakes, suspensions) at the top !
- Mythical look
- Some shocking finishing details
- Slightly slow on-board computer
- Well that’s all…
The technical sheet of the Triumph Speed Triple 1200 RS
- Itinerary: A loop of about 150 kilometers in the mountains overlooking the city of Pau, not at all mixed with only the departmental and the national and a little foaming urban. Followed by a half-day on the Pau Arnos track, a sublime ultra hilly turnstile (any self-respecting sports biker should go there to put his knee there before dying). Special mention to the team that manages the circuit, professional, flexible and of rare kindness.
- Motorcycle mileage: Absolutely no idea! The total mileage is either very well stashed in the dashboard interface or written very small on the TFT screen.
- Problem encountered: ras
- Nishua helmet
- Road: Spidi jacket, Bering gloves and Vanucci sneakers
- Circuit: Vanucci jumpsuit, Vanucci gloves, Puma boots
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15 thoughts on “Triumph Speed Triple 1200 RS motorcycle test”
a gillet under the saddle? my ass yes. 11 euros of small change for the empaffe me mib who will break them for me with this son of pest control.
Picabia: "100 euros cheaper than a triumph to ensure a
Harley? "That does not surprise me. To insure a Triumph truxton 1200 Rs of 105 CV is 600 euros in all risks for me. Less expensive, there are people of which motorcycles to more than 20 000 euro. I think that this is explained by the price of spare parts.
"easily driven by a woman" nothing sexist about it, it’s not conceptual.
It turns out that I toured the dealerships with my daughter and it is confirmed that a good number of motorcycles are not or little adapted to small sizes. A fortiori when you are a beginner.
You have to have confidence in your bike and motorcycles are made by men for men.
The standard saddle height is 800 to 820 mm or even much more, complicated for a person of 1.60m
Tried earlier. It’s very low saddle and wide toe clips. Footpegs that will remind all those who roll in basketball that rolling in basketball hurts: and bing the right malleolus! and bing the left shins !
Impressed by the ease at low speed despite a very wide handlebars and far ahead (logical, descending from Lapin-Lap1 which is high, very thin and gathered at the level of the bust). The box is gently schloung schloung: we can tell that it is not a variator.
In town, I always have the impression of being under-revving: at 2,000 rpm, I have the reflex of wanting to nab a clutch that is not under my control. The bike is heavy, of course, but not clumsy. It is handled with the end of the handlebars by taking the turns a little pronounced "with the buttocks".
As David said, it is very easy to correct the course, even in a roundabout..
The ground clearance may be limited, but I never rubbed anywhere during this test carried out at the pace of the biker who wants to bring a motorcycle and not a Caesar to his dealer.
In rain mode, it doesn’t push much harder than my everyday motorcycle. It is aptly named.
The "standard" mode is cushy-quiet up to mid-grip. Then, it feels like I’m still on an 1100. In town, I would have quickly gone to kiss the ass of a bus..
On the road, the engine vibrates in the saddle, almost not in the handlebars or in the toe clips.
On the other hand, I am not used to the driving position: legs forward and wide apart. I got a cramp in each hip 10 minutes apart.
The suspensions are correct, even when the bitumen turns to patchwork. You really need the rutted asphalt of the Route des Grands Crus to give back your hand and realize that it is possible to relieve the back by pulling on the arms and straightening the legs..
Pull on the arms, since we’re talking about it. In "I had 12 points" mode, the reactions to the throttle are much sharper than in "standard" mode. The gap between these two modes is obvious.
Descendant of Lapin-Lap1, a model of nervous placidity, opening wide with the CMX generates a 404 error and an unexpected restart of my driving software. I immediately cut the next turn in sight.
So suitable for short girls and beginners.
But the big experienced girls?
As for the idea of motorcycles made by men for men, here I will let you fend for yourself …
It is rumored that Honda is preparing its little sister, with a saddle height revised upwards, a traditional geometry and a classic tank, a sort of CB 1100 N for those who are fed up with Zède.
The average height of women being smaller than those of men, it is in fact quite correct to say that a low motorcycle is more suitable for women than another taller model and this, without any fallacy: that does not mean not to say that ALL women should buy a low motorcycle…
No need therefore for the SJW on duty to feel micro-attacked, I think it was a simple observation.
Ah. So much clairvoyance surely dispenses with thinking about these ready-made expressions. I bow.
I like the fact that the Speed remains a road roadster.
Well, a Sprint ST variant, with a little racer semi fairing and a real two-seater saddle, even with 20 kg more, I won’t spit on it. Sandrine neither, I think.
The current trail market occupies 40% of sales but is not unanimous for everyone.
With this 1100 Rebel, Honda is also reaching a public of young retirees who will be reassured by its ease of access and its price with the added bonus of a DCT box..
It is a clientele that also spends, sometimes more than the young people.
(Picabia: no but forget it, as soon as you use the word "woman" you are mean and sexist. And you will always be wrong. Do like me: do not answer, and also throw in the trash all emails in totalitarian inclusive writing .)
I’m struggling with the look of this mob but I bet in 15 years I’ll be looking at it with some nostalgia. On the other hand, what is certain for me is that I no longer like direct AR double shock absorbers. A mono damper with a connecting rod, like Vulcan 900, it’s day and night !
So it’s true, a lot of people hope for something other than trails, but the custom is still closer to the niche than to commercial cardboard..
Curious that Honda has not yet presented a simple road with this engine.
A kind of modern CB1100 but with this modern twin, alive and torquey.
And yes, like Dblz, with a rear shock absorber mounted on rods.
A catamaran … Handlebars too far, footrests not far enough, so knees too high, hello the strain on the lumbar vertebrae! Ridiculous passenger seatback and unworthy rear suspensions = dangerous discomfort guaranteed! This is not a custom, it is a more "Bobber" style ass fucks
No chrome, no belt, horrible color … And almost 20 HP less than the tractor equipped with the same windmill. Help ! Too bad, the DCT box is nice.
Le Grau, Port Camargue, the feral ferry, Saintes Maries …
A superb sun …
Not bad at all .. test at the nice dealer in martigues
I agree with K
This machine also has interesting accessories to drive further .. and it is surely negotiable with the purchase ..
I really liked the concept…