The sportiest modern classic continues to push the performance envelope

Photos by Triumph Motorcycles.

Selling 20,000 units since its reintroduction in 2019, the Speed Twin had once topped the charts as Triumph’s best selling model before being unseated by the likes of the excellent standard Trident 660, and now the equally impressive TR400 machines. For 2025, the Speed Twin 1200 not only gets enhanced electronics by way of an IMU and slight styling upgrades, but is also now joined by a pointedly sport-focused RS model that ups the ante of what a modern classic is capable of. We jetted off to an island in the Balearic Sea to get our first taste of the 2025 Triumph Speed Twin 1200. Let’s get on with it.

2025 Triumph Speed Twin 1200

For the 2025 model year Triumph’s sportiest modern classic receives advanced electronics, slightly more modern styling, and an RS variant giving those interested in the Bonneville line a new option for a performance-focused classic now that the Thruxton RS is on its way out.

Highs

• Classic styling with serious performance capability
• Modern electronics within retro design
• Plentiful torque across low- to mid-range

Sighs

• You’ll likely be seeing the TC light more than you expect
• A bit of on/off throttle abruptness
• The RS lands in a lofty price bracket

VIDEO: 2025 Triumph Speed Twin 1200

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The biggest update to the Speed Twin 1200 line revolves around its new IMU-based cornering TC and ABS – oh, and the inclusion of standard cruise control. Slight styling updates can also be found throughout with more chiseled edges to the tank and body panels in addition to the engine cases themselves which are also thinner than before. Of course, the designation of the RS moniker means we now have a sportier variant joining the fold which features upgraded suspension and brakes, an extra ride mode (that was standard last model year), and a slightly sportier rider triangle. The Speed Twin 1200 starts at $13,595 with the RS carrying a $2,400 premium at $15,995. Look for ‘em in dealerships this December.

A closer look

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The Speed Twin 1200’s Parallel-Twin is largely unchanged for ’25 with the 270-degree cranked mill spooning on the torque plentifully from way down in the rpm range making the ST an easy bike to ride around town or in something approaching anger whilst on the infinitely twisty roads Mallorca has on offer. What has changed though is how the powerplant breathes in and out. While achieving Euro 5+ cert, Triumph bumped the redline by 500 rpm to 8,000 and added a smidge of top end performance on its way there, with the British marque claiming 105 ponies at 7,750 rpm – a nickel’s worth more hp sauce from the previous gen. The bike was always easy to ride a gear high while lazily connecting corners, but now with the dash of extra excitement up top, it’s equally exhilarating to keep the Twin singing between apexes.

The 1200 HP version of the 1200cc Twin achieved Euro 5+ emissions standards this year while also improving performance by updating the camshaft, ignition timing, and fuel tuning. This adds five horsepower over the prior iteration.

Chassis updates feel more substantial than they look on paper. For the standard Speed Twin 1200, the handlebar is now 0.55 inches wider and 0.7 inches higher while the footpegs remain similar to the previous gen. The RS bars are 0.6 inches lower and 0.4 inches further forward compared to the base model while its footpegs are a quarter inch higher and 1.5 inches further back, allowing for the inclusion of a first on the Modern Classic line, an ambidextrous quickshifter – more on that shortly. On the base model, Marzocchi still handles suspension all around, though we’re told spring rates and damping have been changed for 2025. The RS sports fully-adjustable suspenders at all four corners with a Marzocchi fork and Öhlins shocks. Both models use 320mm discs up front, but J.Juan, er, Triumph… supplies the radial-mount binders on the standard model while Brembo offers up its sporty Stylemas in addition to an MCS master cylinder for the RS.

Here you can see the RS’ quickshifter tucked behind the lever, mid-linkage with little room to spare.

The RS standard quickshifter helps with the sporty riding experience, though don’t go expecting quickshifts as sublime as what we’ve become accustomed to on Triumph’s Triples. The quickshifter is a fun feature, and works well enough, but with the Bonneville transmission, it left us recalling the early days of the tech when things were a bit more clunky. Unfortunately for standard Speed Twin owners, the quickshifter cannot be retrofitted on this model due to the shift linkage needing more space, space that is available on the RS thanks to its footpegs being a quarter inch higher and just over 1.5 inches further back – and that’s despite the fact that RS’ footpegs can be swapped onto the standard bike. Triumph tells us that the software simply isn’t available on the standard bike. Clearly, a decision made to separate the two models further. The assist/slipper clutch works smoothly as ever in helping to mitigate back torque to the rear wheel and shifts feel positive every time.

Havin’ a crack

Beginning our day with a belly full of espresso and head full of jetlag, I started out on the standard Speed Twin, perfectly fine with me as I’d prefer to tap into the RS’ sporty potential once the morning’s dew had dried from the serpentine Spanish roads. With a 2024 Speed Twin in the garage for the past few weeks, hopping on the new steed felt similar, but immediately different at the same time. The ergonomic changes were more noticeable than might be expected given the slight changes in bar position. With the handlebar being wider and higher, the rider triangle feels more open, not something I felt was necessary from the previous setup, but perhaps this will appeal to larger riders. The RS’ riding position is far closer to that of the `24 model, with the bar slightly further forward, not enough to cause much of a discernable difference though. Even the “sportier” footpeg ergos of the RS feel natural without causing an uncomfortable bend at the knee.

The Speed Twin 1200 maintains traction via Metzeler Sportec M9RR tires while the RS gets sportier rubber with the Metzeler Racetec RR K3s.

Firing the Twin up, one is met with the lumpy tune of a 270-degree firing order – music to any motorcyclist’s ears as it bounced off the hotel’s courtyard walls. Making our way out of town, the on/off throttle abruptness noted in the previous gen seems to have stuck around, unfortunately. Switching from Road to Rain does little to alleviate this and the Sport mode on the RS only serves to exacerbate the point. Once you’re into the throttle, the torque wave is easy to surf, whether floating along low in the rev-range through town or hanging ten between apexes near the redline. It’s admirable to be able to exploit the engine in both manners and perhaps serves as a parallel to who the two Speed Twins may appeal to as well. There is a slight, but noticeable, ramp in torque right in the middle of the rpm range though which could probably use smoothing.

Having ridden the previous Speed Twin recently, I can say that the suspension of the new Speed Twin 1200 does feel more plush while also being better damped. Despite its softer settings, the standard machine keeps its composure just fine when hustling through a set of bends. That said, even the stock settings of the RS’ suspension are indeed a cut above, holding the machine up and keeping it even keel under a slew of ham-fisted motojournos – not to mention the added benefit of being able to adjust for riding style and size. The standard ST’s J.Juan binders get the job done with aplomb, yet again, power, feel, and therefore confidence can’t be matched when compared to the Brembo Stylemas mated to the MCS master cylinder.

Gone are the dual clocks of the previous-gen, replaced with an LCD/TFT hybrid that offers Bluetooth connectivity and charging via USB-C outlet on the left side.

Early on in the day I noticed the TC light making itself known early and often on the Speed Twin 1200. It got to the point where I’d pay particularly close attention to it as I rolled on the throttle out of corners, seeing the light coming on before I felt the actual intervention. That said, while riding aggressively in Road mode, the traction control can start to feel fairly intrusive as you get more comfortable. In the RS’ Sport mode, it’s much less intrusive and feels like what I would have liked as a base setting. Given that other manufacturers offer systems that can be dialed in to suit rider preferences, it would be nice to see Triumph extend that opportunity to its customers as well (across the model range). That said, TC can be switched off entirely on both models.

The RS is available in Baja Orange (pictured above) and Sapphire Black while the standard model can be had in Aluminum Silver (which trades the dare I say garish “1200” on the tank for a slightly smaller version), Crystal White, and Carnival Red.

As we trampled the hillsides like a stampede of hotted-up beef, our Twins pulsing like hooves beating the earth, it was a reminder of just how aggressively these modern classics can be ridden – but also how content they can be doing just about anything else. Like the Scrambler 1200 X and XE, the Speed Twin 1200 and RS models draw similarities to the scrams that came before them in separating the two models. The standard Speed Twin gets the job done with style and grace, while the RS is up to the challenge should you need to show those leather-clad squids what the bruiser from Hinckley is made of. It is unfortunate that the Sport mode that was standard on last year’s model is now only found on the RS, and likewise the quickshifter can only be had on the RS – Triumph’s way of forcing folks toward the pricier model should they want the full experience, but hey, thems the breaks. You’ll have to decide what kind of riding experience you’re looking for.

In Gear

• Helmet: Shoei GT-Air 3
• Communicator: Sena SRL II
• Jacket: Pando Moto Falcon Aviator
• Gloves: REV’IT! Avion 3
• Pants: Pando Moto Mark AAA
• Boots: Dainese Axial Pro

Scorecard

2025 Triumph Speed Twin 1200

2025 Triumph Speed Twin 1200 RS

2025 Triumph Speed Twin 1200 and Speed Twin 1200 RS Review Gallery