For those who can recall 1994 and the first-ever Triumph Speed Triple, well done;it was a while ago. Much has changed since then, both in motorcycling and at the Hinckley HQ itself, but the Brit manufacturer’s flagship streetfighter—or super-naked, as we might call it now—has endured and evolved, culminating in the 2025 Triumph Speed Triple 1200 RS. Always muscular and carefully put together, and in recent times operating in that sporty zone between pure roadsters like the Kawasaki Z900 and brain-out naked superbikes like the Ducati Streetfighter V4S, it has become increasingly refined, blending torque-rich performance with handling agility.

Now the Speed Triple story continues with this heavily revised 180.5-hp RS—Triumph’s most powerful and electronically advanced bike to date, complete with Öhlins Smart EC3 suspension and state-of-the-art rider aids, including four-level front wheel lift control and engine-brake strategy.ElectronicsElectronics are the new battleground. Ducati and KTM as well as Aprilia are waging a high-tech punch-up that shows no sign of abating, and with the RS Triumph is fully embroiled in the fight. Smart EC3 suspension is the very latest electronic system from Öhlins and features a spool valve technology claimed to react and adjust faster than EC2 while offering superior levels of ride quality and rider comfort.

Seen only before on the considerably more expensive Ducati Panigale V4 S and Honda Fireblade SP, the system uses Objective Based Tuning Interface (OBTi), which allows the rider to electronically tune the behavior and characteristics of the semi-active suspension, which itself constantly changes compression and rebound damping on the move. It can be set to Comfort, Normal, or Dynamic in active mode, or alternatively three “fixed” settings in which the suspension is no longer semi-active, while the rider can independently add or subtract front firmness, rear firmness, brake support, acceleration support, cornering support, and now for 2025 initial acceleration and cruising support.

In addition to front wheel lift control and engine-brake control, Triumph has also added Brake Slide Assist for 2025, plus ABS for the track, allowing more front wheel slip and more rear wheel lift. There are four standard riding modes, plus two personal modes, two levels of cornering ABS, four levels of TC (plus off), all of them reconfigured to work with the new power, chassis, and semi-active suspension.

An updated 5-inch TFT dash with Bluetooth connectivity displays the new rider and suspension aids. Adjustable cruise control, backlit switch gear, fully keyless ignition, and sticky Pirelli Diablo Supercorsa SP V3 tires come as standard, along with a new Emergency Deceleration Warning system that flashes the rear LED brake light under hard braking.The distinctive twin-spar frame and single-sided aluminum swingarm remain but there’s fresh styling that brings a cleaner, swept-back look to the RS that reflects its ongoing weight-loss program. Triumph claims a wet weight of just 439 pounds, and a minimalist new seat cowl and lighter wheels certainly lend a more agile look. The one-piece handlebar is slightly wider and higher than that of the 2024, and there’s a new adjustable steering damper, this time from Marzocchi.On the RoadTriumph quotes a peak output of 180.5 hp for the $19,995 Speed Triple 1200 RS, but with heavy rain showers determined to spoil the fun on this Portugal-based launch test, the road riding part of CW’s ride was distinctly focused on the everyday attributes of the RS. On board, the RS oozes quality and premium finish. That new flat, one-piece bar is 10mm (0.4 inch) wider and 7mm (0.3 inch) higher, making for a roomier stance that instantly fills your head with sporting intent. Early Speed Triples threw weight on wrists and punished knees but this blends just the right amount of aggression with comfort. The two-tone tank narrows nicely at its interface with the seat while bar-end mirrors are obstruction free and the TFT dash is in full color (but a bit slow, more later).

As soon as the clutch is released, the EC3 Öhlins suspension comes to life, giving a sumptuous and absorbent ride on poorly surfaced roads that’s miles ahead of the older RS model’s manually adjustable Öhlins suspension. The riding modes are Rain, Road, Sport, Track, and two customizable Rider modes. In treacherous-looking backroads I opted for the default Road, which, like Rain, automatically selects a comfort setting. Electronic suspension has for some time now allowed traditionally taut and unforgiving sportbikes to run softer settings when the going is less than sporty, but the EC3 system goes to another level. At slow speed and around town it is supremely forgiving. No jarring, no jolting, and no vagueness either.There’s typically helpful big-triple drive from the get-go and the fueling is smooth and precise. As standard Shift Assist quickshifter feels like it’s operating in a tub of soft butter, and those huge 320mm Brembo discs and Stylema calipers are as finessed in awkward, tippy-toe conditions as they are strong when the pace hots up.

There’s no clatter or fuss from the RS. Only efficiency, a balanced chassis and riding position and an 1160cc motor that fills the lower rpm with torque. Once into the mountains and moving faster, its suspension continues to deliver an unflustered ride on potholed roads as the compression and rebound damping rates continuously respond to the inputs from the rider, the road, and myriad other parameters. Ride a little more aggressively and the suspension reacts and firms up. There’s none of the wallow you might associate with plush suspension units, only understated control when the speed rises.Selecting Sport mode marginally sharpens the throttle map and reduces the intervention levels of the rider aids. There isn’t a drastic change to throttle response or power (select Rain mode, though, and peak output drops to 100 hp) but, with the suspension now in Normal mode, the overall ride is firmer, more familiar, with reduced suspension travel, notably when braking long and late into downhill switchbacks.

The RS’ everyday efficiency extends into faster riding too. In drier conditions and with some heat in the Pirelli Diablo Supercorsa SP V3 rubber, it processes corners with a fuss-free accuracy and economy. Those Stylemas’ speed-shaving precision, the wide bars, a midrange bursting with traction, and a chassis and suspension that, more than ever, transmit exactly what those Supercorsas are doing, make for a quick and absorbing ride.With that 439-pound wet weight, it’s no Street Triple RS, but it is now easier to throw around. The Speed Triple has always been a fun bike, but now its smart suspension and top-notch suite of electronic rider aids make its sporting performance more accessible. There’s so much more refinement compared to just a few years ago and the new suspension especially gives you the confidence to have fun even when riding conditions are against you.

With the new front wheel lift control on level one (of four), the front Supercorsa hovers just above the road as the rear pushes the triple’s torque into the asphalt. Level four is even more entertaining, particularly over crests, as it holds the front wheel high but just below the balance point. Your mates and children on the side of the road will love it.As mentioned, Cycle World’s test was blighted by rain, which thwarted attempts to get to grips with the Triumph’s engine-braking control. But the other rider aids make riding a 180-hp naked machine in the rain far less of a chore than you might expect. When rear-tire grip is lost, the cornering traction control (TC) seamlessly scoops things up and, equally softly, reintroduces the power.

One complaint from the day on the street is that while it’s easy to experiment and tweak your electronic setup on the move, the dash is a little slow to show information and not perfectly clear or intuitive either.On the TrackFollowing a day of rainy road riding, it was time to test the 2025 Speed Triple1200 RS at the spectacular Portimão racetrack.Given the poor weather, it was Pirelli race wets—not the slicks we’d hoped for—heating in warmers. The RS has its Rain mode, but that caps peak power to 100 hp and automatically increases the rider aids to their maximums, so we opted for the much less restricted Road mode. Conditions were slippery and far from ideal, but again the sheer rider-friendliness and ease of use of the Triumph came to the forefront.

With the suspension set to Normal, a little firmness was added to the rear as well as some acceleration support. Spring preload is still manually adjustable, but you can use recommended settings from the dash to get it spot on. Simply input your weight, and the dash clearly shows the recommended preload settings for you. Handy.

With the new settings in the system, the confidence to push a little rose and, as the track started to dry, I could make full use of those 180 ponies. At the heart of the Speed Triple experience is that surging supply of torque that makes it as satisfying to drive hard through the midrange, short-shifting as you go, as it is to rev hard. The Triumph may not pack 200 hp like its racier competition, but it still feels outrageously quick—and sounds more raucous than ever. There’s an Akrapovic silencer available as a factory option for those who want even more. It regularly hit 155 mph to 160 mph at the end of the straight, punishing my neck and arms as only a big naked can.

On days like this, you need to be perfectly in tune with the chassis and tires, and despite its semi-active suspension, which can sometimes isolate riders from the road, you can forensically feel the grip levels through its wets. It was also clear when ABS comes to life on track in the standard mode, which gives reassurance and allows you to push and generate heat in the wets. Conditions may have been horrendous but, once again, it most definitely fun—what the Speed Triple has always been above all.

Three Bikes in OneOn the road, the updated Triumph Speed Triple RS can be as friendly, plush, and as accommodating as a good sport-tourer—without a fairing, of course. Then ride to the track, change the mode, and it transforms into a track-ready streetfighter. In between times it stops, turns, and goes like a highly refined sport machine. The new Öhlins Smart EC3 suspension makes it like having three bikes in one.

The dash is slightly dated and slow to process and display information, and the cost has edged up to $19,999, but it’s still the lowest priced bike on the market with EC3 Öhlins suspension.With our test hampered by rain, we can’t say for sure what the ground clearance is like, or whether the Brembo stoppers will fade on track, or even how the suspension reacts on the limit. But if a bike gives this much confidence in the wet, it should translate well to the dry. The 2025 Triumph Speed Triple 1200 RS is incredibly easy to ride and enjoy in all conditions, while the new Öhlins Smart EC3 suspension is truly next level in terms of comfort and ease of use. It’s a proper evolution of Triumph’s iconic streetfighting naked.

2025 Triumph Speed Triple 1200 RS Specs