They say you eat with your eyes first. I’ve never experienced that through the lens of a motorcyclist until I was walking toward a Triumph Speed Twin 1200 RS on a cool, November morning in Majorca, Spain.
There was just one problem: I wasn’t riding the RS model just yet, as I was starting my day on the standard Speed Twin 1200.
Now, if you haven’t already read my Speed Twin 1200 review, you might think that I didn’t enjoy the bike. But in reality, “enjoy” is an understatement for the time I spent on the standard model, and this should give you your first insight into how I felt once I got to throw my leg over the RS.
The RS is just objectively better in almost every measurable way, but that doesn’t mean it’s the best bike for you between the two options. Much like its standard sibling, the experience of riding the RS begins before you get on it.
The ride starts when you get your first glimpse of the bike.
Photo by: Triumph
Bling Bling
The Speed Twin 1200 RS is dripping in all the parts that stick out to us gearheads: Brembo, Ohlins, Marzocchi. It’s hard to know where to look, and the problem is that the more you look, the more you find.
It has all the stylistic features I praised on the standard model and then some. And it’s rare for me to pay a huge compliment to a paint scheme, but the Baja Orange/Sapphire Black combo is bloody breathtaking. Bright, golden trick parts beautifully contrast the black paint before you’re simultaneously blinded and excited by an orange tank. The brushed aluminum fender is the chef’s kiss.
Photo by: Triumph
Photo by: Triumph
Photo by: Triumph
Photo by: Triumph
Even the bench seat gets the RS treatment, as it’s finished with suede and has a stitching detail not seen on the standard model. But this isn’t a strictly stylistic feature, as the seat grips your legs that bit better than the one on the base Speed Twin 1200.
In fact, everything that makes the RS look better makes it perform better—except that sweet, sweet paint scheme, which is a purely aesthetic gift.
Made To Push
Some differences took a while to shine through as I switched between riding the standard and RS models throughout the day. But one thing was obvious from the get-go, the RS is far more composed, and when you want to get moving, it makes you feel more encouraged to test its composure.
The majority of said composure comes from the upgrades at the front end. The Brembo Stylema M4.30s put the “hit” into hitting the brakes, and instead of the bike struggling under heavy braking, the fully-adjustable Marzocchi 43mm forks ensure the bike stays just as sharp as you tip in and begin to release brake pressure.
Photo by: Triumph
2025 TRIUMPH SPEED TWIN 1200 & RS
Ohlins RSUs with piggyback reservoirs made sure the back followed suit mid-corner, and when I cracked the throttle upon exit. Although all the suspension is fully adjustable, I didn’t feel the need to tinker as the bike handled everything I threw at it perfectly well.
All these trick parts made the RS instantly feel so much sharper on the road, but my inclination to push its abilities came from changes that are practically invisible to the naked eye. The ergonomics on this model are sportier, as the bars are 16.2mm lower and 9mm back compared to the standard, while the footpegs are 6.5mm higher and 40mm further back, which made me want to tip in with more ferocity.
The Ohlins rear shocks put the rear higher than the standard Speed Twin 1200, which adds 5mm to the seat height and put me even further on top of the bars, which gave a tad more front-end feel. When you catch and follow the scent that the RS is leaving for you, its added electronic features will come into play.
Photo by: Triumph
Photo by: Triumph
Photo by: Triumph
2025 TRIUMPH SPEED TWIN 1200 & RS
Unlike the standard Speed Twin 1200, which only features Road and Rain modes, the RS has Sport mode, too. Sport makes the throttle response sharper and turns down the traction control (TC). Maybe some of you who rail a road that you know almost too well, time and time again, will like Sport mode, but it was a tad too aggressive for me given the torquey nature of the 1200.
I wish Triumph enabled riders to use the Sport TC mode while riding in Normal mode, as the TC is wonderful in Sport mode but too intrusive in Normal. Adding to its sporting nature is Triumph’s Shift Assist quick shifter, which couldn’t be physically fitted to the standard model due to the footpeg placement.
Again, like Sport mode, if you’re absolutely on the boil, the quick shifter works as you’d hope. But I found it a tad unrefined when riding the 1200cc parallel twin because of the way you ride it: short shifting and staying in the meat of the torque between 3,500-5,000 rpm. For reference, the RS puts out the same 103 hp at 7,750 rpm and 82.6 lb-ft of torque at 4,250 rpm as the standard model.
Photo by: Triumph
Everything, from the hardware to the software, and ergonomics encourages you to go for a Sunday blast instead of a Sunday spin. But, you have to want it.
Do You Want It?
I think you can almost sum up the RS by the tires it wears: Metzeler Racetec RR K3s. This rubber is a solid option for beginner track day riders or serious canyon riding. Think of that, and now look at the RS again. You need to push these tires to generate the heat that’s required to get the benefit of such sporty rubber. And you have to want to push the RS hard enough to get what the motorcycle has to offer.
Otherwise, you might be happier on the standard Speed Twin 1200 because you’ll be going just as fast and probably feel like you’re having a more engaging ride at those speeds. So just ask yourself, “Do I want this?”
Photo by: Triumph
Photo by: Triumph
Photo by: Triumph
If you psych yourself up before every Sunday ride, this is the model to go for, hands down. It’s notably more composed and encourages you to rip. But if you also “want it” because it looks so enticing—I’m trying to keep my language proper here—I wouldn’t blame you for a second.
The added hardware is worth more than the $2,400 price hike over the standard Speed Twin 1200, which gives the RS its $15,995 price tag. But unlike some models, where getting the up-spec edition is a no-brainer, this isn’t as obvious. It’s all down to the riders being honest with themselves.
All truth told, when I was riding the standard edition and looking at the RS, I felt like a jealous lover just looking at the other journalists on “my bike”. So you can probably guess where I’d put my money.
