S 1000 R vs. Speed Triple RS in Review

There are duels that electrify. Not just because they compare technical concepts, but because they touch on fundamental questions. Linear or explosive? Coldly calculating or passionate? In our intense racetrack comparison test, two of the best naked bikes currently available faced off: the BMW S 1000 R (2025) and the Triumph Speed Triple 1200 RS (2025). Rarely has a comparison been so multifaceted and revealing. Nils Müller, aka NastyNils, and his colleague Markus "Mex" Pinter entered the ring together to dissect these performance heavyweights. What follows is an unvarnished juxtaposition of technology, character, and pure emotion.

The BMW S 1000 R greets the rider with typical Bavarian ergonomics: tidy, accessible, logical. NastyNils describes the feeling when setting off as familiar and well thought out. Even Mex Pinter, who stands at 1.90 meters, finds a comfortable position right away. The knee angle is sporty but not cramped, the handlebars are low, and the contact with the front wheel is direct. You sit "in" the bike, not on it. In contrast, the Triumph Speed Triple RS feels more like a classic naked bike. The rider integration is more immediate. According to Mex, it offers a better knee angle and more support on the bike, especially for taller riders. The difference is subtle but perceptible.

At 6,000 rpm, the BMW pulls through smoothly. No shock, no rush, just a linear power build-up that inspires confidence. The throttle is finely tuned, and the electronics (Dynamic Pro Mode) subtly intervenes, yet still allow for wheelies in second and third gears. The downside? Handlebar vibrations. Despite isolated clamps and heavy bar ends, there's a noticeable buzz.

The Triumph counters with 1160 cc, 183 hp, and an engine that Mex and Nils agree has more charisma. From just 5,000 rpm, the triple engine delivers robust power. The ride feels livelier, more thrilling, and emotional. Both testers particularly liked the throttle response. Even under high power, the modulation remains silky smooth. The electronics in Track Mode allow for a lot, yet work transparently, so the rider never feels stripped of control. However, the triple does have its downsides. The overall package of engine, quickshifter, and transmission works even better on the BMW. The shifts are crisper, more precise, and shorter.

The BMW's semi-active suspension lacks overall finesse. Nils criticizes the "bony feedback" on small bumps. Mex describes the initial millimeters of travel as needing improvement. However, in fast turns, it provides the necessary precision, remaining stable and predictable. The Triumph takes a different approach: with the Öhlins Smart EC 3.0 system, it's in a different league. Fine bumps are absorbed with ease, and the suspension offers excellent support during hard braking. Mex even refers to it as "reference class." The wider handlebars and slightly more active seating position also allow for easier directional changes, making the steering more agile than the BMW.

Fundamentally, the suspension explains the price difference between the Triumph and the BMW. Those valuing maximum perfection in this area will be better served with the Triumph. Triumph took no risks and simply installed the most expensive and best system currently available on the market. BMW's solution is practical and good, sufficient for 70% of customers, but it is positioned at a lower quality level.

Both motorcycles offer impressive braking performance. The BMW impresses with a sharp bite point and consistent performance over many laps. The rear wheel lift detection can be deactivated in Pro mode – a blessing for the track. The Triumph is not far behind, although the lever travel is longer and the feeling isn't quite as direct. Nevertheless, the Brembo system with monoblock calipers is brutally effective, provided you activate Track Mode – only then is the system truly track-ready. Unlike with the suspension, Triumph's superior hardware in the brakes isn't immediately perceived as a "game changer" by the test riders. In direct comparison, the brakes feel similarly good.

On the straight, the BMW scores points: its ergonomics, flawless gear shifts, and slightly better aerodynamics make it a bit more stable. The Triumph feels more impulsive, demanding, yet rewarding. It delivers a touch more adrenaline. The engine packs more punch, injecting small bursts of energy into the ride. This adds character but also a hint of instability at high speeds. At high velocity, the wind strikes more aggressively on the Triumph, leading to more turbulence than on the BMW. Somehow, BMW managed to achieve better aerodynamics on the S 1000 R compared to the Triumph.

Both motorcycles are on par electronically. The BMW scores with a clearly structured control concept. Everything operates through the tried-and-tested combination of button, wheel, and TFT. The Triumph is a bit more cumbersome to operate but offers more fine-tuning potential with the suspension. Overall, both test riders agreed: BMW's control concept is superior, and its smartphone app outshines Triumph's. However, the possibilities with the semi-active Öhlins suspension on the Triumph are truly powerful – going far beyond what BMW offers.

It was one of those unforgettable days filled with electrifying energy. The 1000PS Bridgestone Trackdays in April 2025 at the Pannoniaring were far more than just an event. They were a festival of speed, a gathering for enthusiasts, a pulsating heartbeat of the community. The season opener is always something special. Early in the morning, the air was thick with the smell of chain lube and fresh rubber, the pits buzzed with anticipation, and as soon as the first motorcycle hit the track, the tarmac seemed to vibrate with electricity. Here, on this Hungarian circuit with its flowing curves and challenging braking zones, every turn felt like a statement. It was precisely in this setting, surrounded by like-minded individuals and the searing soundscape of high-revving four-valve engines, that the direct comparison between the BMW S 1000 R and Triumph Speed Triple RS found its stage – more authentic, honest, and intense than this test could not have been.

https://www.1000ps-trackdays.at

At the end of this intense comparison, it's clear: The BMW S 1000 R is a fantastic motorcycle for those who value a four-cylinder engine and predictability. It's a tool for fast times, yet never feels overwhelming. On the other hand, the Triumph Speed Triple RS offers more adrenaline, greater attention to detail, and superior Öhlins suspension. Overall, the Triumph is a characterful naked bike. The BMW, with its four-cylinder engine and supersport roots, presents a smoother package. It's more accessible and requires less effort to ride. Adding up the features and strengths, the Triumph comes out on top. However, if I were to recommend a suitable motorcycle to 10 riders in the paddock, it would be the BMW 7 times and the Triumph only 3 times. Not everyone will appreciate the superior suspension and detail finesse, but the accessibility of the BMW benefits every rider from the first meter.

All the facts and figures of the two motorcycles in direct comparison.