I was looking forward to riding the updated Triumph Speed Twin 1200, even though my excitement level was far from pegged. After all, it’s just a warmed-over Bonneville, innit?
But after hammering the Speed Twin around the twisty Spanish roads of Mallorca, I’ve come to realize it’s a special machine in its own right. Perhaps I’m being overly nostalgic or was swayed by the paella…
In Context | Triumph Speed Twin 1200
The Speed Twin was an offshoot of the successful Bonneville model, joining Triumph’s Modern Classic lineup in 2018. Ironically, the Speed Twin nameplate debuted in 1937, 22 years prior to the original 650cc Bonnie.
As the name implies, the Speed Twin is a sportier version of the twin-cylinder Bonneville, and it’s available in 900cc and 1,200cc variants. Globally, some 20,000 have been sold since 2018. American customers appreciated the retro-mod style of the platform, and the Speed Twin 900 became the best-selling Triumph on our shores after its debut. The top spot on the sales charts eventually was supplanted by the Trident 660 and, more recently, by the 398cc Speed/Scrambler 400 platform.
Both Speed Twins have been massaged for 2025, and it was the 1,200cc variants that we tested in Spain. Key upgrades include the addition of an IMU that enables cornering ABS and lean-sensitive traction control, as well as a revvier powerplant with 5 extra ponies near the top of its 500-rpm higher rev limit. A new circular gauge pack with a TFT panel is easier to read and includes a USB-C plug for charging devices on the move.
It’s aesthetically upgraded too, featuring a more chiseled fuel tank with knee cutouts for a slimmer feeling, nicely sculped side panels with vent windows, and oodles of aluminum – er, “aluminium” – finishes, including its new flip-up filler lid. The overall package looks classic yet somehow contemporary.
DD or DH?
In Triumph-speak, the “DD” is the base model Speed Twin 1200. If you’re a more-is-better type of consumer, you’ll want to pry your wallet wider for the up-spec RS version of the Speed Twin 1200: the “DH.” Its 43mm inverted Marzocchi fork gains full adjustability, and its fully adjustable Öhlins shocks replace preload-adjustable Marzocchi dampers. It’s the sportiest Modern Classic since the demise of the Thruxton model.
While you won’t enjoy more power from the RS’s motor, you will get a Sport ride mode the base model doesn’t have and the first quickshifter ever offered on a Modern Classic Triumph. The RS is also blessed with Brembo’s impeccable Stylema front brake calipers biting on 320mm discs, while the standard ST12 gets by with radial-mount J.Juan 4-piston calipers. Although you won’t go faster with the RS’s brushed-aluminum fenders and suede-like rider seat, you will look cooler among the cafe-racer cognoscenti.
Buenos Dias!
The Speed Twin pairs well with Mallorca, as EIC Greg Drevenstedt found out a few years ago when he sampled the original ST on the Spanish island and returned with a glowing review. When I visited, I arrived with a sharpened fine-tooth comb to discern the ST’s foibles.
My objectivity became skewed when I got a look at the Speed Twin 1200 in the flesh. While the traditionally styled Bonneville hews too far retro in my eyes, the ST expertly straddles the fine line between retro and modern. I especially appreciated the many aluminum accents slathered about, as well as the uninterrupted run of its exhaust system that culminates in a lovely pair of small mufflers, one on each side – a super-stylish way to meet emissions regulations.
Kudos to Triumph for making a liquid-cooled engine appear air-cooled, thanks to cleverly concealed coolant routing and cylinder finning highlighted with polished edges. The engine’s case covers were reprofiled to sharpen up the Bonneville’s rounded covers. New turbine-pattern twin-spoke wheels seem airy enough to appear almost like traditional wire-spoke wheels.
Some modern motorcycles look like spaceships or insects. The Speed Twin 1200 is, as the Brits might say, a proper motorbike.
Twin Speeds | Triumph Speed Twin 1200
The Speed Twins don’t feel much different when straddling their bench seats, which are located at similar heights: 31.7 inches on the standard model and 31.9 inches on the RS. The standard riding position is quite open, with its bar ends up 0.7 inch and 0.5 inch farther back compared to the previous model; footpegs are in the same location.
Gear Up
- Helmet: Arai Contour-X
- Jacket: Triumph McQueen 2
- Gloves: Alpinestars GPX V2
- Pants: Roadskin Elite
- Boots: Harley-Davidson Hagerman
The RS’S bars are in the same location as the previous generation, which are lower and farther forward than the standard model but higher than the Thruxton R’s. The RS’s pegs are up 0.3 inch and 1.6 inches rearward.
Firing up the inline-Twin, ears are greeted with the rumbly note of a 270-degree firing order that sounds meaty without being boisterous. The single round gauge cluster doesn’t look as traditional as the former dual-clock analog gauge setup, but it is highly readable and includes more info. Bar-end mirrors are stylish and function well, plus they don’t stick as far outward as some mirrors of their type, and efficient self-canceling turnsignals alleviate “old man” jabs for leaving them blinking unnecessarily.
The gearbox is notchy but precise, and sufficient torque is always at hand, allowing the Twin to pull reasonably well from as low at 2,500 rpm, peaking at 4,250 rpm with the same 82.6 lb-ft as previous. More excitement is found at the other end of the rev range, with the new tuning resulting in a rev-happier engine that now surges to its 8,000-rpm rev limiter, peaking with 103.5 hp at 7,750 rpm. The previous engine would tail off around 7,000 rpm.
Another performance upgrade comes in the suspension category. The standard model’s Marzocchi suspenders are nonadjustable aside from rear preload, but the setup is better tuned than before and offers a smooth but controlled ride.
The fork uses the same spring rate but has softer compression and rebound damping settings to offer a plush ride and reasonable control over its 4.7 inches of travel. The shocks have less compression but more rebound damping, which tames the old bike’s flouncy reactions. Dual-rate springs are retained, but their crossover point engages the stiffer spring earlier in its stroke.
Sportier riders will appreciate the extra control offered from the RS model’s suspenders, which have firmer damping at both ends and are fully adjustable. Öhlins shocks deliver 4.8 inches of travel and can be dialed in to suit a rider’s weight and preferences.
Mallorca Twist | Triumph Speed Twin 1200
The Spanish island is a rider’s paradise, with delightful twists and turns as roads rise and fall over hilly terrain. They would be ideal on a pukka sportbike, but the Speed Twins perform remarkably well as sporty steeds. Turn-in response is immediate, with a steep rake angle combining with a relatively narrow 160/60-17 rear tire to deliver more agility than expected for a 476-lb roadster.
It only required a few corners to acclimate to the Twins’ sporty responses and feel secure when leaned over at steep lean angles. It was in these situations where the traction control cut in too early in the Road ride mode, seeming to be cued mostly by lean angle rather than rear-tire slip, which took away from the excitement of getting a strong drive out of corners.
The RS’s Sport mode alleviates the primitive TC intrusion of Road mode, resulting in immediate throttle response while exiting corners. However, Sport mode has considerably sharper throttle responses, too sharp for my taste, making me wish for Road throttle tuning but with Sport’s significantly reduced traction control, which also lets the hooligans among us loft the front tire for gentle wheelies. TC can be disabled to allow full hoonery. Despite the rear-set footpegs on the RS, its cornering clearance is similar to the standard Speed Twin – footpegs can be scuffed but not readily.
Braking performance is another highlight of the Speed Twins. Rather than the Brembo M50 calipers and 305mm discs on the old Speed Twin, front rotor sizes have been bumped to 320mm. The base model’s front calipers are Triumph-branded to disguise their J.Juan origins, but they offer a reassuring firm lever and potent power. The Brembo Stylemas on the RS deliver greater precision and feedback, but the difference isn’t as great as I imagined.
The RS rolls on high-grip Metzeler Racetec RR K3 tires, while the base M9RR Metzelers seemed nearly as sticky. The up/down quickshifter on the RS was nice to have, but gear changes in the bottom cogs weren’t executed smoothly, so I preferred to simply use the breezy assist/slipper clutch. The quickshifter isn’t available on the base model because of its different footpeg position.
Competition? | Triumph Speed Twin 1200
The Speed Twin 1200 appeals as a retro-themed roadster with considerable backroad chops. Triumph reps called out two bikes that might be cross-shopped: the Kawasaki Z900RS and BMW R 12 nineT.
The Kawi is an appealing platform, but its 948cc engine gets outgunned in this trio, although it’s priced at a relatively affordable $12,149 and weighs the same as the Triumphs. The Beemer has power ratings similar to the Trumpet, but its MSRPs start at $16,990 and can stretch past the $20K mark when optioned up. It’s also heavier and less agile.
Sitting in the sweet spot is the Speed Twin 1200, which has a starting price of $13,595. The premium bits on the RS version vaults the MSRP to $15,995. Alternatives include Triumph’s T100 ($10,995) and T120 ($12,895) Bonnevilles, but those are more classically styled cruisers than sporty roadsters like the Speed Twins.
Beauty is in the eyes of the beholder, but the Speed Twins look handsome and appealing to mine. Combining laudable styling and the premium finishes throughout, Speed Twins pull on my heartstrings if not all the way to my wallet.
If the prices don’t frighten you away and you can tolerate 3.7 gallons of fuel capacity, the Speed Twins are guaranteed to satisfy riders who love classic motorbike styling blended with contemporary performance. My wallet’s getting itchy…
2025 Triumph Speed Twin/RS Specs
- Base Price: $13,595/$15,995
- Website: TriumphMotorcycles.com
- Engine Type: Liquid-cooled transverse parallel-Twin, SOHC w/ 4 valves per cyl.
- Displacement: 1,200cc
- Bore x Stroke: 97.6 x 80mm
- Horsepower: 103.5 @ 7,750 rpm (factory claim)
- Torque: 82.6 lb-ft @ 4,250 rpm (factory claim)
- Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
- Final Drive: X-ring chain
- Wheelbase: 55.7 in.
- Rake/Trail: 22.6 degrees/3.6 in.
- Seat Height: 31.7/31.9 in.
- Wet weight: 476 lb
- Fuel Capacity: 3.7 gal.
