The Speed Twin is an iconic name in the history of Triumph, dating back to its 1938 introduction and designer Eduard Turner. The original bike’s unique features, great looks, and solid performance, from its motor’s 500cc parallel twin, helped the firm sell 45,000 units and reinvigorate the company during some difficult years. When you think of a classic looking motorcycle, many visual elements will be found in the original Triumph Speed Twin.

Introduced for the 2019 model year, the new Speed Twin is part of Triumph’s modern classics range. Using the Thruxton as a foundation, Triumph changed the design language to include custom elements, make the bike more comfortable, and allow more people to enjoy the machine.

Riding the Speed Twin for a day, the clear standout feature was the chassis. Lightened significantly with the use of additional aluminum and a 2 degree shift in weight, the Speed Twin is not top heavy like the Thruxton R and the Speed Twin has a wonderful sense of balance. Calm, smooth and communicative, the chassis was always alert and never nervous. The machine had excellent composure over a wide variety of surfaces and provided plenty of confidence no matter the conditions.

The 1200cc motor is a wonderful thing too with plenty of creamy power and torque throughout the rev range. The engine’s stock exhaust note through its silver and black canisters is lovely, as its song bounces off stone walls and fills the air. Used in other models, such as the Scrambler, the 1200cc parallel twin configured for the Speed Twin produces 96 hp at 6,750 rpm and a little over 80 lbs of torque at 4,950 rpm. For real world riding, there is plenty on tap and the bike does not need more to thrust a rider down the back lanes and up the motorway. The motor is a soulful thing.

The clutch is light and progressive and was a welcome relief crawling along in traffic. Similarly, the transmission is easy to use moving up and down the gears, although I did catch neutral on two occasions. The transmission is a very good match with the engine. Both feel of a single piece.

Front and rear the suspension provides solid performance. Non-adjustable 41mm KYB forks do a good job controlling movement and give a rider knowledge of what is underfoot. The twin rear KYB shocks, this time with preload adjustment, accomplish the same and provide similar feedback. This is an area where Triumph saved some money and passed the savings onto the owner. At 142 lbs, before leathers and other gear, I found the suspension compliant. For heavier riders, they may want to make some preload adjustments.

Twin 305mm Brembo disks sit up front with a single 220mm Nissin disk bringing up the rear. Axial on both ends, the system stops the bike without drama and you know exactly what is happening. Given the design brief for the Speed Twin the setup is very good.

The clocks are classy with easy-to-read dials and two small digital inserts for fuel and electronic related information – such as rain, road, and sport. The mode button on the left handlebar makes it very easy to switch among the ride settings. Kudos to Triumph for keeping things intuitive and simple.

While looks are subjective, I have yet to meet anyone who does not think the new Speed Twin is a looker. The bike’s stance, proportions, paint schemes, polished finishes, and hidden wires all declare a lot of attention to detail was paid by the Triumph team. I think any owner could easily spend more than a few evenings in a garage letting their eye wonder over detail after detail. Yet despite all of the eye candy, nothing is fussy or overworked. This machine is going to age very well.

The bike’s compromises are easy to identify. First, the throttle calibration out of the box is a bit snatchy. It’s not bad and can be ridden around with a bit of effort, but it is not ideal. I wonder if an ECU remap and a set of Vance and Hines cans would help. Second, the suspension feels built to a price point and is less composed than the suspenders on the Thruxton R. They are good, but not great. This was absolutely an area Triumph chopped cost out of the machine. Third, the rear foot pegs are welded to the rear subframe as a cost saving measure, instead of being bolted on. In a tip over, bolt-ons snap off, but welded pegs can bend the frame. Some older Tiger 800 owners have choice words in the forums about this setup. Finally, for some, the fact that this bike is made in Thailand is a problem. Triumph goes to great lengths to market its heritage and yet almost all of its motorcycles are now made in the Far East.

List price is a touch over $12,000 USD and a bit more if you choose red or grey. Used machines are running around $10,000 USD at time of writing – usually with a few thousand miles. Buyers are getting a lot of bike for the money and the U.S. market reflects this reality. I found very few new left over 2019 models. Triumph has done a very good job pricing the Speed Twin and strong sales and resale demonstrate the company hit a sweet spot.

In sum, the new Triumph Speed Twin has real poise on the road with a sweet chassis and soulful motor, very good brakes and a solid suspension setup. The machine looks great at any angle and sounds lovely, even with the stock cans. The detailing is impressive and communicates real quality. The shortcomings are annoying and most can be resolved with aftermarket solutions. I think an ECU update and some suspension changes would be money well spent. For the money, Triumph has built a winning combination for a wide variety of riders.

Should you want to rent Ravi’s Speed Twin here is the link: https://www.twistedroad.com/bikes/us/va/herndon/2019-triumph-speed-twin/m-3edgyq9

The Twisted Road promotion is located below:
https://www.twistedroad.com/ref/atastefortheroad

Happy Riding.