Spanning the gap between classic styling, and modern performance and handling.

In 2019, I went to Mallorca to ride the then newly introduced Speed Twin. It was added to the Bonneville lineup to bridge the gap between the gentlemanly T120 and the rowdier Thruxton R. It used the Thruxton’s more powerful engine, and had big torque, smooth power delivery, and great sound. A revision in 2021 gave the Speed Twin upgraded suspension and brakes, and after having ridden most variations of it since its introduction, I eventually developed a long-term relationship with one: I bought a brand new 2022 model. 

Living with the bike revealed its strengths and weaknesses (the latter of which there are few). I was really looking forward to riding the 2025 model, which receives a fresh dose of styling, some improvements, and some new technology — and now, there’s a second model to choose from. I headed back to Mallorca to ride the new Speed Twin 1200 and the uprated 1200 RS, and to see if these new ones are still worthy of my affection.

THE CHANGES

The 1,200 cc, liquid-cooled parallel twin remains mostly unchanged; it still has a 270-degree crankshaft for a broad spread of torque and V-twin-like firing order. To update its look, its previously smooth engine covers have been replaced with covers that are accentuated with angular ridges. Power characteristics are unchanged up to 7,000 rpm, which was the previous engine’s redline; it has been raised to 8,000 rpm, giving the twin a five-horsepower boost to 104 hp. Peak torque is unchanged at 82.6 lb.-ft., at 4,250 rpm. The engine is now Euro5+ compliant, a change that has mandated new mufflers; they still produce a rich syncopated drone, though it’s not quite as throaty as the outgoing model.

While the Speed Twin’s classic Bonneville silhouette is still distinguishable, it has been given a few modern accents. Angular side covers replace the previous ones that were designed to look like an oil tank. It also has a shallower headlight, and a subtly reshaped fuel tank that is narrower at the rear and wider up front with notches on either side to clear the forks at full lock. I find, however, that Triumph missed an opportunity to increase its capacity, which is still at 14.5 litres. The fuel light on my bike comes on at around 200 km (178 on my test bike, which was ridden at a sporting pace), which is on the short side. 

The biggest change in the electronics is the addition of lean-sensing…