Triumph Speed Twin 1200 and 1200 RS in Test MY2025

The original Speed Twin first hit the market in 1937. At that time, it combined visual and technical performance with the successful 500cc parallel twin, and the 2019 revival marked an important step for those who have a certain fondness for the Modern Classics series but still want to be on the cutting edge of technology, alongside the very classic Thruxton. With the update in 2021, further performance upgrades such as Brembo brakes and an USD fork found their way into the Speed Twin. The latest edition now brings state-of-the-art electronics and a sharper RS variant for the 2025 season. Both versions of the new Speed Twin were available for testing in Mallorca.

Mallorca, the pearl of the Mediterranean, is a true paradise from a motorcyclist's perspective, offering ideal conditions to thoroughly test the new Triumph Speed Twin 1200 and Speed Twin 1200 RS. The island, known for its diverse landscape, particularly impresses with the winding roads along the Tramuntana mountain range—a UNESCO World Heritage site that stretches like a backbone across the northwest coast of Mallorca.

The twisty sections in this region are a real highlight. Roads like the MA-10, which winds from Andratx to Pollença, challenge not only the motorcycle but also the rider. Sometimes tight hairpin bends, sometimes fast, sweeping curves—here, every detail of a chassis and engine is put to the test. For the Speed Twin 1200 and the sportier RS version, these roads provide the perfect stage to showcase their strengths in handling, the precise setup of the chassis, and the powerful engine characteristics.

Especially the sections around the Coll de Sóller and the Sa Calobra access are considered masterpieces of road construction. At Coll de Sóller, gentle curves alternate with steep climbs and descents, while the approach to Sa Calobra, with its spectacular switchbacks, brings a smile to every motorcyclist's face. These routes are not only technically demanding but also offer magnificent views of the turquoise sea and the rugged cliffs of the mountains—a combination that invigorates both mind and machine.

Off the main roads, side routes with little traffic and many curves beckon, ideal for testing the agility and nimbleness of the Speed Twin 1200 models. Our approximately 200km long test route was, as always, tracked with Calimoto. The island usually offers excellent asphalt, and the mild Mediterranean climate ensures that temperatures remain ideal for motorcycling even at the end of November, providing the tires with enough grip.

The Triumph Speed Twin 1200, like the rest of Triumph's Modern Classics line, is renowned for its retro charm, yet it stands as one of the more modern members of the family. For 2025, Triumph has gently revised the design without losing the bike's DNA. Particularly striking is the new tank design with flowing lines and deep recesses for the fork tubes. A practical, flip-up fuel cap replaces the previously screwable one, and the entire element, like several other highlights such as the swingarm, is crafted in brushed aluminum.

The newly designed side panels align flush with the throttle body covers, giving the motorcycle a cleaner profile. The handlebar-end mirrors from the predecessor have been retained, perfectly integrating into the vehicle's overall appearance. The round, now LED headlight with daytime running lights (activated via a button on the left handlebar end) and aluminum casing appears fresher than the combination module on the predecessor and is an outstanding example of blending retro aesthetics with modern technology.

The RS version stands out with even more extroverted design. The tested color option, Baja Orange, is particularly eye-catching. However, even in Sapphire Black, the painted-over golden RS decals, the golden USD fork from Marzocchi, and the front and rear mudguards in brushed aluminum set accents. Additionally, the RS features a roughened seat with quilted stitching, making it grippier and thus perfectly suited for sporty use.

At the heart of both models beats the revised 1200cc Bonneville twin, now delivering 105 hp at 7,750 rpm – an increase of 5 hp compared to the previous model. The maximum torque of 112 Nm is available at 4,250 rpm, providing powerful thrust even from low revs. The characteristic 270-degree firing interval remains, making the twin still very appealing acoustically.

Despite the Euro 5+ standard, the sound remains bassy and present without being intrusive. The stationary noise level is 93 dB – a value that can be enjoyed on twisty mountain roads (even throughout Tyrol) without causing noise pollution. Thanks to the increased peak power, it is now possible to make good use of the upper third of the rev range, but even when cruising leisurely in lower rev regions, there is enough grunt for an unplanned burst of speed.

A completely new feature in the Modern Classics line-up is worth mentioning: the RS variant comes with a quickshifter including a blipper. It does its job well, although not quite as smoothly as on the brand's 3-cylinder models. No wonder, as it has to handle the significantly larger drag torque in the massive 1200 twin. The shift assistant is not absolutely necessary, as the regular 6-speed gearbox of the standard variant also shifts smoothly. Due to the different footpeg positions, the quickshifter is only available in the RS version and cannot be obtained in the standard version, even for an additional charge.

With the 2025 models, Triumph bids farewell to the analog instruments of previous series. Instead, a round LC-TFT display is used, which we already know from other Triumph models and which presents information clearly and concisely. Some purists miss the classic look of the old round gauges, as we can gather from the comments under our previous reports. However, retrofitting the old systems is impossible. Triumph argues that the new electronic features – such as lean-sensitive ABS and traction control – make the modern display necessary. A circumstance that should please everyone: the USB port is now much more practical, located directly on the display unit instead of under the seat. A cruise control, by the way, is not available, unlike the Bonneville T120 models.

Both models offer the riding modes Rain and Road, with the Sport mode available in the predecessor now reserved for the RS variant. It offers a slightly sharper throttle response and - much more importantly in practice - a less rigorously tuned traction control. Unfortunately, the intervention level in Road mode is too patronizing. The potent twin always feels restricted in lean angles, only releasing power when the bike is upright. To ride sportily on the standard variant, the only option is to completely deactivate the traction control in the menu. However, one should be really sure of their skills, as 112 Nm of torque tug at the rear wheel!

In this chapter, the sister models reveal their distinctly different characters. The Speed Twin 1200 offers a soft suspension setup focused on comfort. The non-adjustable Marzocchi USD fork and the stereo shocks with adjustable preload at the rear reliably absorb bumps and provide a smooth ride. These features make the standard version ideal for relaxed tours and everyday use. The handling is fundamentally precise, and the Speed Twin, thanks to the 160 rear tire (Metzeler M9 RR) and the new lighter 7-spoke wheels, is wonderfully agile. However, when you give it the beans, you reach the limits of what is possible on the standard variant. The fork does not respond absolutely satisfactorily during spirited riding, the steering behavior on the brakes is not as effortless as on the RS sister, and the relaxed footpeg position comes at the cost of limited maximum lean angle. The J.Juan braking system, bearing a Triumph logo, offers solid delay but is not as finely adjustable as the high-end Brembo Stylema system of the RS.

The RS version, on the other hand, is designed for maximum agility and sporty riding; it is in its element on tight, twisty coastal roads and encourages spirited riding, including weight shifting. Its fully adjustable suspension, consisting of a Marzocchi USD fork and Öhlins shocks, responds sensitively and provides outstanding feedback. The rear setup is 7 mm higher on the RS (123 instead of 116 mm rear travel), resulting in a sportier, more front-wheel-oriented seating position. The 160 rear tire and reduced rotating masses give the RS nimble handling that is particularly impressive in switchbacks. The Brembo Stylema brakes grip powerfully and precisely, while the supersport Metzeler Racetec RR offers surprisingly high grip on dry asphalt. Despite the sporty setup, the engine remains smooth and delivers with its bassy sound and powerful thrust an emotional riding dynamic.

The Triumph Speed Twin 1200 is designed for comfort, offering a more relaxed ergonomic seating position suitable for longer tours. The wide (+14 mm compared to the RS) and higher positioned handlebar ensures an upright posture that relieves the back while providing a good overview. The lower positioned footpegs create a comfortable knee angle, particularly benefiting taller riders. Even at a height of 1.87 meters, one sits with dignity on the bike despite the low seat height of just 805 mm. The continuous seat is made from a comfortable material, providing both rider and pillion with pleasant support.

On the RS version, the ergonomics are significantly sportier. The handlebar is lower and more forward, requiring a more active seating position. The higher and further back footpegs result in a sharper knee angle, demanding a certain degree of flexibility from taller riders. The RS version's rear, raised by seven millimeters (seat height 810 mm), also contributes to the active, front-wheel-oriented seating posture. The RS seat offers additional grip during dynamic riding with its roughened material and quilted design. While the sporty, active position can be enjoyed on the magnificent roads of Mallorca, it is likely more tiring in everyday use. On longer stretches, noticeably more pressure is exerted on the wrists than with the standard variant, and one longs to stretch their legs every few kilometers.

On our 200-kilometer ride, the Speed Twin consumes around 10.5 liters of fuel. This is slightly off from the factory specification of 4.4 liters per 100 km, by about half a liter. However, the stylish Brit can be ridden more economically than we did, including fuel-intensive photo sessions. The 16.5-liter fuel tank should therefore suffice for ranges of 300 km and more. Despite the more comprehensive features, Triumph managed to maintain the weight of the predecessor: 216 kg with 90% fuel tank capacity are specified.

Starting January 2025, the new models will be available at Triumph dealers. In Germany, the Speed Twin 1200 is priced at €13,895, while the sportier Speed Twin 1200 RS is available from €16,195. In Austria, the prices are €16,195 for the standard version and €18,695 for the RS.

The color variants of the Speed Twin 1200 models, Crystal White and Carnival Red, each combined with Sapphire Black, are available for an additional €300 in Germany (€350 in Austria). Alternatively, there is a single-color option in Aluminum Silver, which features a subtle "1200" lettering and black double stripes for a simpler design. The Speed Twin 1200 RS is available in two color variants: a striking Baja Orange and a subdued Sapphire Black.

All models come with comprehensive coverage: a four-year manufacturer's warranty and a two-year mobility guarantee. New: The maintenance intervals are generously set at 16,000 kilometers.

In particular, the RS, when equipped with the right accessories, serves as a replacement for the Thruxton RS, which was discontinued in 2024. Clip-on handlebars and a bullet seat with a pillion cover bring the appearance very close to the popular café racer. During our ride, we had the more practical option installed: the subtly integrated 3-level heated grips with display on the new TFT screen. Additionally, as is customary with Triumph, there are many other parts and luggage solutions available in the original accessories.