2022 Triumph Speed Triple 1200 RR first ride review

No, I’m guessing if you’ve found herself here, it was because of something way more primal than practical. That is the effect that the new 2022 Triumph Speed Triple 1200 RR has — an irrational, irresponsible desire for the impractical.

Triumph has been offering the Speed Triple model since the 1990s and it has always been a naked, streetfighter-inspired machine. But the winds of change are blowing, and a new trend is emerging. From the MV Agusta Superveloce to the latest Honda Hawk 11, it seems Triumph isn’t the only one looking to liven up sales with a fresh take on a retro look. Why are naked bikes starting to put their “clothes” back on and what are the real differences between the Speed Triple RR and RS? 

The eye of the beholder

For many, and myself included, laying eyes on the Speed Triple 1200 RR for the first time overwhelms the senses with desire and want. I couldn’t explain it right away, but I knew I wanted the 1200 RR in my garage, to covet and admire and brag about. 

It starts with the headlight. A simple round headlight that is beautifully beveled and carefully inset into the fairing. The bikini fairing is sculptural in its form, its surfaces gently draping the RR in a tantalizing fashion. The fairing and the frame converge into a satisfying swoop to the sharp tail of the RR. In a sea of “Transformers”-inspired naked bikes, the RR is the proverbial “woman in the red dress” who has just entered the room and silver utensils have clattered to the floor in the hushed silence. In short, it is an absolutely striking machine.

Like all things built for beauty, a sacrifice has to be made somewhere. That sacrifice will be found in the rider ergonomics of the RR. Compared to its older brother, the RS, the standard handlebar has been swapped out for lower clip-ons and the footpeg position has been lifted for a tighter rider triangle designed for spirited sport riding. 

While the changes are conducive for more serious sport and track riding, they undoubtedly make the RR more uncomfortable for the everyday ride. Sore wrists, an aching back, and cramped knees were my just desserts after all-day gallivanting on board the RR.

Corner to corner

If the holy trinity of cornering comes down to suspension, brakes, and chassis, then the Speed Triple RR will take you to church. The RS was already a competent machine, but the RR outclasses its sibling with the top-of-the-line Öhlins electronic suspension. 

With a tap of a button, the Öhlins EC 2.0 smart electronic suspension morphs along with throttle response, traction control, and ABS to deliver optimized performance in each ride mode. If you want to tweak the suspension settings further, you can burrow into the dash settings to manually adjust the suspension for your specific needs. 

For a deep dive on all things electronic, you can also check out my Speed Triple RS first ride review, which details the five ride modes. They are the same for both the RR and the RS. One side note I would add is that after having the opportunity to ride the RR on the street, the Road mode in many instances is a better option over Street or Track as it helps temper the finicky tall first gear (more on this to come).

For stopping power, the RR employs the Brembo twin 320 mm floating discs with Brembo Stylema Monobloc calipers. In combination with the adjustable MCS brake lever, this powerful setup also allows further adjustment to fit rider preference. You can change not just the reach to the lever, but also the feel, whether you want a more progressive response or a more powerful bite. 

The final piece of this trifecta is the revamped chassis. Just like the RS, the RR benefits from the new lightweight cast aluminum frame and compact geometry. The quickshifter and slip-and-assist clutch all drive home the cornering prowess of the Speed Triple RR.

Whether it’s dancing on the desert canyon curves or hunting apexes at the racetrack, the Speed Triple 1200 RR is purpose-built for the task. All of its top-end components work in harmony to deliver a cornering experience that is breathtaking. The RR glides into the corner with a smooth and linear compression, stays planted through the mid-corner, and exits with a reassuring hook up under heavy throttle. 

A mighty triple trumpet

The RR's 1,160cc inline-triple powerplant lives up to all the hype about the character and noise that is the Speed Triple legacy. Making a claimed 177 horsepower and 92 foot-pounds of torque, the RR has plenty of excitement in the motor to accompany its stylish good looks.

The meat of the power for the Speedy hits in the mid to high range, perfectly placed for track day riding and long sweepers on back country roads. That mid-range zone is also where that legendary triple really sings, with a deep bellow that hits the same notes and refinement as a luxury sports car. Triumph has been careful to keep the exhaust note within homologation, and while it sounds adequate enough on the street, at the track surrounded by uncorked race machines it was a bit muted in comparison.

Where the RR falls flat is at the low-end of the spectrum. Not a terrible tragedy for fast-paced riding, but it adds a layer of frustration to the slower speeds of city commuting. A liberal feathering of the clutch is mandatory for stop-and-go traffic and even still the RR threatens to go kaput at any given moment. Unfortunately, this gearing issue may rear its ugly head on the canyons too, where tight hairpins forced me all the way down into first gear in some instances. There’s no two ways about it — the Speed Triple 1200 RR wants to go fast, period.

The impulse for the impractical

The naked bike segment was born from the need to make sport bikes more affordable and practical. The Speed Triple 1200 RR is a complete about-face on that very notion. It has crested that $20,000 threshold that most OEMs refused to cross over, and it has thrown practicality to the wind with its dedicated sport riding position and the return of the clip-ons. All the RR is missing from coming completely full circle back into the realm of a proper sport bike is the addition of a mid fairing. 

On paper, there is very little difference between the Speed Triple 1200 RR and the Speed Triple 1200 RS. A clearly focused sport riding position with clip-ons and an upgrade to the Öhlins EC 2.0 smart electronic suspension are where the divergences occur, but it is the aesthetic presence of the RR that makes it feel like it is in a whole class of its own. In many ways, the RS is a much more reasonable street machine, but I simply do not want it like I want for the RR. 

It defies logic or sensibility. Absolutely no one needs the Speed Triple 1200 RR in their life, but I can’t help but want it. Triumph has cleverly tapped into that emotional impulse for speed and style, the emotion that will inspire riders to open their wallets against all better judgment. 

2022 Triumph Speed Triple 1200 RR
Price (MSRP)	$20,950
Engine	Liquid-cooled, 12-valve, DOHC, inline three-cylinder, 1160 cc
Transmission, final drive	Six-speed, chain
Claimed horsepower	177 horsepower
Claimed torque	92 foot-pounds
Frame	Aluminum twin spar frame, bolt-on aluminum rear subframe
Front suspension	Öhlins 43mm fully adjustable inverted fork, 120 mm travel; Öhlins S-EC 2.0 OBTi system electronic compression / rebound damping
Rear suspension	Öhlins monoshock RSU with linkage, 120 mm rear wheel travel; Öhlins S-EC 2.0 OBTi system electronic compression / rebound damping
Front brake	Twin 320 mm floating discs, Brembo Stylema monobloc calipers, OC-ABS, radial master cylinder with separate reservoir
Rear brake	Single 220 mm disc, Brembo twin piston caliper, OC-ABS, rear master cylinder with separate reservoir
Rake, trail	23.9 degrees, 4.12 inches
Wheelbase	55.65 inches
Fuel capacity	4.1 gallons
Tires	120/70ZR17 (58W) , 190/55ZR17 (75W) Pirelli Diablo Supercrosa V3
Claimed weight	438 pounds
Warranty	24 months
More info	triumphmotorcycles.com