Man, is the fat, man. At first glance, the powerfully built yet compact Triumph Speed Twin is thoroughly low tech (as they say today). After all, the first triumph of this name came on the market in 1938, our test machine has been available since 2019. Not even 100 hp from 1.2 liters displacement and then this optic – how does the new old man perform in the test?
We at Motorradtest.de have goals in life. In addition to the world domination of the cool "from biker-to-biker videos" we like to get excited about the latest marketing or technology chat. That doesn't stop with the sham innovation Keyless-Go for a long time, because now Triumph has hardly presented one. The Triumph Speed Twin, one hears, is something very special – in the past one would have said "motorcycle" to the design of the triumph, today it is called "Naked Roadster Bike". Triumph puts a skip on it and calls the Speed Twin "Modern Classic".
In order not to miss the trend, we are coming back again and are therefore pleased to announce the test of the Triumph Speed Twin, a Naked Roadster Bike of the subcategory Modern Classic.
The whole thing means one thing above all: it is a retro bike that lacks no modern safety features. This should be a matter of course with a not really cheap entry price of 11,950 euros, especially since this one can be shot powerfully into higher orbits by the manufacturer alone with no less than 80 accessories.
The technical basis of the Speed Twin is the 1200 Thruxton. This is with the Café Racer (soon likely: Café Racer Modern Classic) of this department, but there is one crucial difference: The Speed Twin is only 217 kilos light. Why this is important, we will come to that later.
Otherwise, the Triumph convinces with fine details such as the folding pads for the protection of the high-quality cartridge fork, the fine grilles in the side cover as well as analog displays for rev counters and speedometers in the cockpit. Triumph is not in love with detail, that is not enough. Is there the term "detailed married"? Clearly: The triumph already looks great in the stand, even on closer inspection no processing defects can be detected. The extra effort, for example to use real aluminium, raises the bike one step higher.
A quick look at the engine. It's a twin that would like to be a V2. Since he is not, Triumph helped himself with the old trick of the inharmonious lifting pin offset (here: 270 degrees), and in fact the result is good. Very good actually, because the powerfully dull sound is not generated mainly by the amazingly small exhaust pipes, but is created in the palpable, but not disturbing motor.
There are two analog display instruments for speed and speedometer, along with an embedded display for the on-board computer and other settings.
The historic look of the Speed Twin is complemented by modern technology: The Triumph has electronic throttle control (ride-by-wire), ABS as well as a switch-off traction control, the three driving modes "Road", "Rain" and "Sport", LED lighting as well as a USB charging socket (which, however, hides under the seat, who comes up with such an idea?)
Engine on and off.
It's clear. It's about five meters, then you know it: This is an engine that gets its power out of the speed cellar. Briefly recapitulate the data: 112 Nm of torque are only 4950 rpm, according to the data sheet. The fact that paper is more patient than I am is is not new to me. Therefore: Forget the 4950 revolutions: from 2,000 tours, the feeling of a lack of performance never arises. A torque motor can hardly be more torque." The horsepower yield with 97 horsepower from 1200 cubic meters at 6750 revolutions is not exactly plentiful, others are looking for and find more than 150 hp. But not triumph. Probably because they weren't looking for it. For a bike like the Speed Twin, the harmony of the big picture is paramount, not the individual performance value. And as always, PS at the regular table, the torque on the road.
What is particularly commendable about the machine is that it does not appear laced up around. In this respect, there is little to worry about, it will have enough performance in 99% of all life situations. And the missing percentage falls under measurement inaccuracy.
Now you would have to say something more praiseworthy about the chassis. It is good that it works perfectly. It is also true that it falls off a bit in this high-quality environment, because only the rear with the stereo dampers can be adjusted to the respective situation. The basic setting, on the other hand, fits the machine, it is neither excessively sporty nor comfortable. Because it is so compact and light, it can be playfully thrown into curves, which it then hurries through confidently.
The suitability to travel is naturally limited by the lack of wind protection. Otherwise it could be endured well, by the way also for the sociable. The easy-to-use, easy-to-use, well-to-dosing and powerful brakes deserve a lot of praise – that's how it has to be.
Upright and classic, the Twin stands in the frame, upright and assembled, the Triumph Pilot sits at a height of 807 millimeters, and this sitting position characterizes the bike. There's little to complain about here, the owner of this bike is definitely on par with the competing motorcycles like the BMW R nineT,Kawasaki Z900RS or Honda CB1100EX.
What else to forget? Oh yes: the side stand is hidden and fuzzy to use. This is criticism at the highest level, because you have to look for more points with the magnifying glass. Class made, triumph.
The test bike was provided to us by Triumph Hamburg.