adjusting the settings to Nor-
mal and firming up the rear and
acceleration support, the bike
felt much more in tune with the
track. Spring preload is manually
adjustable, but the dash gives you
recommended settings based
on your weight, which is a cool
feature. For reference, the default
is set for 187 pounds, which was
close enough to my weight that I
left it alone.
With the new settings dialed
in, I felt more confident to push
harder, and as the track started
to dry, I could fully tap into the
180 horsepower. While it might
not hit the 200-horsepower mark
of some competitors, it still feels
incredibly quick. I was regularly
hitting 155–160 mph at the end
of the straight, with the bike
pushing hard against my neck
and arms like any big naked
bike would.
The Speed Triple's massive
torque is what makes it so satisfy
-
ing to ride. Whether short-shifting
through the midrange or revving it
up, the bike feels incredibly strong.
At Portimão, I found myself ad
-
dicted to short-shifting from fourth
to fifth as the RS powered out
of the final turn, gearing up for a
wheelie over the crest, all while the
exhaust barked like only a Hinck
-
ley triple can.
Conditions changed lap by lap.
Some corners were nearly dry,
while others remained soaking
wet. It made for one of the most
challenging track days I've had,
but the RS was a reliable com
-
panion. With the track conditions
being so unpredictable, you need
to be perfectly in tune with your
chassis and tires—and thanks
to the semi-active suspension, I
could feel the grip levels through
the wet tires. Even in these condi
-
Priced under
(just) $20K, the
Speed Triple 1200
RS offers some
exceptional value
when you consider
the competition
from Ducati
and BMW is
considerably
pricier.
P118
RIDE REVIEW I 2025 TRIUMPH SPEED TRIPLE 1200 RS
