The powerful mid-range torque creates a free-flowing riding experience. Triumph Speed ​​Twin 1200RS test ride

The Triumph Speed ​​Twin 1200RS is a modern classic that strives for performance. Its engine delivers powerful low- and mid-range torque and sporty handling will captivate riders.

Triumph Speed ​​Twin 1200RS…2,269,000 yen

The Triumph Speed ​​Twin 1200RS is a bike that belongs to Triumph’s modern classic category. The base Speed ​​Twin 1200 has been significantly improved in the 2025 model, bringing it to a higher level of perfection. The 1200 Speed ​​Twin RS is its sporty version.

The front forks are Marzocchi inverted. The rear suspension is an Ohlins piggyback, both fully adjustable. The front calipers are Brembo Stylema M4.30 and equipped with a quick shifter. The tires are high-grip Metzeler Racetec RR K3.

Many modern classic models are designed for leisurely riding, but the Speed ​​Twin 1200RS is a sporty model. This contrast is what gives this machine its individuality and appeal.

Amazing mid-range torque

What surprised me when I drove it was the power of the engine. It has a mid-range-oriented characteristic, generating 112Nm of torque at just 4250rpm. Unlike a multi-cylinder, there’s no need to wait for the rotations to rise. Just open the throttle from a normal driving state and it’s ready to fly with almost maximum torque. It’s no time to reach the 7000rpm rev limit. When driving on the street, it feels like you can accelerate freely just by operating the throttle. And yet, it’s not overly sensitive, probably thanks to the large flywheel mass.

Another great thing about this engine is how smooth and vibration-free it is, which is hard to believe it’s a 1200cc big twin. You can feel the pulsation of the 270-degree crank up to 3000 rpm, but above that it’s surprisingly smooth. Those hoping for the pulsating feel of a twin will be disappointed. I think it’s amazing how they managed to deal with the vibrations that are a disadvantage for a big twin.

When you set the mode selector to sport, the mid-range response improves even further, resulting in violent acceleration. However, the response when you first open the throttle is gently tuned, making it easy to handle. I rode this machine for a few days, and ended up using sport mode the whole time.

The handling is generally straightforward, but unlike a modern classic with a 19-inch front wheel, it’s not the kind of bike that just leaves it up to the rider to turn smoothly. If you try to pick up the pace a little and attack a corner, the rider needs to use the steering wheel and decide the steering angle themselves. However, the good thing about this bike is that it’s not too aggressive. Its character is somewhere between an extreme sports naked and a modern classic.

This can be said not only about the handling, but also about the suspension, brakes, and engine characteristics. The balance between calmness and sportiness is very well-balanced. Even beginners will find it easy to ride, and veteran riders will respond well to the challenge. Personally, I think this level of character is good if you’re just enjoying winding roads, although it may not be suitable if you’re trying to achieve good times on the circuit.

Overall, I really liked this bike, but what I couldn’t get used to was the extremely mild response when opening the throttle from idle, and the assist function when starting. The Speed ​​Twin 1200RS has a start assist function, which automatically increases the rotation speed to around 1500 rpm when you put the bike in gear while idling and release the clutch slightly. You can start off just by operating the clutch without operating the throttle, so it’s very easy when riding leisurely, and starting on a hill is also easy. Even if you shift up without touching the throttle, you can ride smoothly up to around third gear. It’s a very useful system that supports the rider.

However, it’s a different story when you try to actively operate the bike yourself. When you release the clutch, the engine speed increases automatically, but the engine’s response is set to be extremely mild up to about 1/8 of the throttle. Even a slight opening of the throttle means it doesn’t keep up with the throttle, and opening it further causes the speed to suddenly increase. So, when trying to take off with force at low speeds, it’s difficult to synchronize the clutch and throttle.

This is something that will feel very different depending on the rider’s riding style, and some may find it very convenient. However, in the case of our tester, it felt quite strange. If possible, I wish the start assist function was turned off when in sport mode, and the throttle response was a little more direct at low speeds.

Position & foot grounding (height 178cm, weight 75kg)

The front of the seat is very narrow, so it’s more comfortable to sit a little further back, but because the seat is tilted forward, your seating position tends to shift forward while riding. The position is slightly forward-leaning, so the footpegs and handlebars feel very natural. It’s suitable for everything from touring to sports riding.

The heel protector around the footpegs juts outward. This probably won’t be a problem for riders who use the arch of their foot for footwork, but the tester found this protruding part bothersome as he uses his toes for footwork during sport riding.

The body is so compact and slim that it’s hard to believe it’s a 1200cc bike. In addition, the front of the seat is narrow, so if you sit forward, you can easily reach the ground with your feet.

Detailed explanation

Main specifications

Engine and transmission

Chassis

Dimensions and weight

fuel consumption rate

service

Standard equipment

Optional Equipment