Evolution over Revolution - Triumph Speed Twin 900 2025 Review

It's no secret that the bike once known as the "Street Twin" has become a bestseller among Triumph classics. Triumph has managed to project the unmistakable Bonneville charm with these models, turning it into a classic icon with the help of its characterful, accessible engine. However, the Street Twin also had its quirks. Complaints often arose about a too-soft suspension, a seat height too low for tall riders, and inadequate tires. The new Speed Twin 900, however, not only receives a makeover in these areas—other components have also been revised and optimized.

The heart of the motorcycle can breathe easy here, as it's merely homologated. The parallel twin with 65 HP at 7,500 RPM and a maximum torque of a mighty 80 Nm at just 3,800 RPM has also captivated me. Torque that the Street Triple only reaches after about 6,000 more revolutions is delivered almost immediately after starting here. The gears want to be wound out, the rich sound brings a broad grin, and I don't miss the 6-speed gearbox for a second. The slipper clutch works precisely and smoothly, while the five-speed transmission emphasizes the character of the engine. Two riding modes – Road and Rain – optimize power delivery depending on the situation and are linked with cornering ABS and traction control. However, it quickly becomes clear that the 900 version is not made for high-speed enthusiasts. While the first three gears are powerful and lively, the fifth gear acts more as a reserve for highway stretches. Riders looking for more power in the upper RPM range should opt for the 1200 Speed Twin. But for everyday use and occasional trips, the 900 offers more than enough power. Those who seek solid thrust at low RPM, enjoy staying longer in one gear, and appreciate a robust, authentic sound will feel right at home on the Speed Twin.

Frame and suspension remain untouched – fortunately. The previous suspension settings could turn rides on uneven roads into a rocking affair. The stiffer 43-mm upside-down fork from Marzocchi now provides a sportier setup without sacrificing comfort. Compared to the previous version, the bike feels tighter and more precise. Especially in corners, it impresses with easy handling and playful maneuverability, making quick changes in seating position and steering effortless. At the rear, stereo shock absorbers with external reservoirs (piggyback) are used, which are adjustable in preload. The suspension travel of 116 mm ensures a balanced mix of comfort and sportiness. The motorcycle remains stable even on uneven road surfaces and instills confidence without diving too much like its predecessor.

The Speed Twin 900 is also based on a steel central tube frame with two subframes. This construction principle is intended to ensure high stability and balanced riding performance – which I can now definitely confirm. The machine makes it easy to hold the line in any situation, with no negative surprises. Additionally, the aluminum dual-sided swingarm supports the weight of 216 kg. In combination with the revised suspension, this results in agile and confidence-inspiring handling that should appeal to the faster, more aggressive rider as well.

The update is visually significantly changed and more modern than its predecessor. The new tank is sleeker and more angular – a deliberate departure from the rounded Bonneville shape. The striking cut-outs on the tank, in my opinion, fit perfectly with the rest of the design and appear to allow for a bit more steering angle. This stylish gadget, also found on the Speed 400, falls more into the style enhancement category.

The sportier designed side panels contribute to a tidy, dynamic, and almost elegant look. It is clear that the Speed Twin 900 no longer wants to be just a stylish retro bike but also aims to appeal to younger and more sport-oriented riders with its design language. I gladly count myself among them.

This impression is reinforced by the color palette: besides classic gray/silver, there are more striking options like black with gold accents and white-orange-blue. With a matching helmet, as mine happened to be by pure chance, you certainly make an impression and stand out. I would find it difficult to choose between the color options - both the silvery classic finish and the pure White Edition are real eye-catchers for me personally.

Another big plus is the revised LED lighting elements. The new LED headlight with integrated daytime running lights is reminiscent of the more expensive models in the Bonneville lineup, while the more compact LED indicators and smaller taillight contribute to the tidy look. Everything seems coherent and rounds off the classic forms with the advantages of modern technology into a convincing package.

The braking system has also been revised. At the front, a floating 320 mm brake disc with a radial four-piston caliper provides strong and well-modulated braking performance. However, the rear brake is somewhat lacking: it feels too weak compared to the front brake and requires a firmer press to brake effectively. I ended up using it sparingly, mainly playing with the engine and front brake. During a test emergency stop, the ABS kicked in early, which is typical, manifesting as a mechanical rattling of the bike. This allows you to feel secure and let the Speed Twin take over part of the work in moments of panic.

With a wet weight of 216 kg and a seat height of 780 mm (15mm more than before), the Speed Twin 900 remains easily accessible for shorter riders. There is an optional seat at 760 mm height, which, combined with the narrower seat arc, ensures consistent comfort and safety for shorter legs. The footpegs lowered by 6.5 cm, the sporty yet less acute knee angle, and the more comfortable seat make longer rides pleasant even for taller riders—a significant step in the right direction, which also benefited my backside.
The 12-liter fuel tank is somewhat modestly sized but sufficient for urban use and shorter country road tours. On our 200 km day trip, which was characterized by brisk speeds and steeper inclines for 80% of the journey, fuel consumption remained around 4.3 L. Refueling was only necessary at the end of the day—so, complaints at a high level.