Triumph Speed ​​Twin test

Menus

• Pure roadster
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• The video test of the Triumph Speed ​​Twin

Pure roadster

The English brand has already presented its many Modern Classic novelties to us with a now large and complete Bonneville family. The update of the 900 Street Twin and Street Scrambler, was followed by the appearance of the Scrambler 1200 XE and XC. Around its twin 1200, Triumph is now laying a new cornerstone: the Speed ​​Twin.

The British firm likes to anchor its models in its history and it was in 1938 that the first Speed ​​Twin was designed by Edward Turner … The 2019 model therefore follows a distant lineage of this beautiful era. But the novelty is dressed in modernity with roadster codes in a sporty fashion. Constantly compared to the standard Thruxton, it is indeed its replacement for a model mainly sold in R version (90% of sales …). Bad boy of the classic family, the roadster promises dynamism. It is in Palma de Mallorca (Spain) that we will test the Triumph Speed ​​Twin 1200.

Discovery

Next to the Bonneville T120 and Thruxton, the new roadster is the opulent version of the 900 Street Twin. In my opinion, she’s more than that, cultivating more of the Modern rather than Classic aesthetic of the family. In fact, the novelty displays a style that is both contemporary and timeless. Indeed, it declines the codes of the pure roadster in a resolutely sporty fashion. The Street Twin was bad ass, the Speed ​​Twin is bad boy, insolent.

A good-sized round headlight, supported by forged aluminum plates, supports the counters. The assembly is mounted on a solid, non-adjustable 41mm Kayaba fork with bellows-wrapped plunger tubes. There is a long monobloc saddle, slightly convex, inspired by the Street Twin. But the strong character of the design is given both by a short rear loop but also by the tank taken from the T120. At its top sits a Monza-type stopper. Containing 14.5 liters, its simple volumes with barely marked curves of flats fix the Speed ​​Twin in a more current style. And its strong build visually imposes its strength.

The cycle part is to match. Dedicated to this roadster, the chassis displays a mixed structure with a rear loop and tubular steel upper part. Bolted on this element, the double cradle is here in aluminum, reducing the weight. It supports the twin-cylinder 1200 cm3 single ACT commanding 8 valves, very close to the engine block Thruxton and displaying the same performance. For 2019, the English twin benefits from even reduced mechanical inertia on all models. Its crankshaft, set at 270 °, its balancing pendulums and its alternator reduce their mass for even more reactivity. The intake and exhaust timing is dedicated to its mixed use and the compression ratio is 11.0: 1. The Hinkley boiler therefore delivers 97 hp at 6,750 rpm and 112 Nm of torque at 4,950 revolutions per minute. It blows powerfully in two discreet ovoid exhausts painted in black, with muzzles surrounded by aluminum. Knowing the English boiler, the Speed ​​Twin should do justice to its surname…

Moreover, the engine curves are still as complementary, ensuring this character mechanics a first order approval. For good measure, the power-assisted clutch is lightened and controls a 6-speed gearbox..

Obviously cooled by liquid (cylinder head and cylinders), we find a traditional look imitating old mechanics. Large fins still cut out the top of the engine, helping to keep the temperature down as well. Capped with a magnesium cylinder head cover, the engine block takes care of its vintage style with its manifold crimping rings. Likewise, new modern-style die-cast aluminum covers hide the injection bodies and effectively mimic fictitious carburetor protections … As usual with Triumph, mechanical modernity hardly appears. Cooling circuit, expansion tank or sensors are stashed in various places. A challenge on a naked machine. The radiator, a little more visible than the other elements, is remarkably integrated into the frame upright.

Just as discreet, the electronics are not lacking on board the Speed ​​Twin. Via a Ride-by-wire type throttle grip 3 driving modes are available (Rain, Road, Sport). They modulate the injection mapping and control the ABS and the disconnectable traction control.

Other remarkable elements, the front and rear lights, delivering a neat, dynamic and dedicated light signature. The first incorporates a LED daytime running light, supplemented by a halogen element. The second is equipped with a row of leds framed by profiled indicators.

Cycle part and geometry of the Speed ​​Twin stand out from those of the Thruxton. The novelty emphasizes maneuverability and liveliness. However, its wheelbase is increased by 15 mm. But the fact is that the Speed ​​very significantly reduces its unsprung masses. Thus, the 17-inch 7-spoke cast aluminum rims, fitted with elbow valves, reduce their weight. The front axle (wheel and discs) loses 2.9 kilos for 28% less inertia. At the back, it’s 1.7 units for 41%! Besides, Triumph has deemed it more prudent to move the weight by 2% on the front … The rear axle receives the aluminum swingarm of the Thruxton, managed by two Kayaba handsets adjustable in preload only. Pirelli Diablo Rosso 3 fit the roadster, in line with superior performance.

To stop the Englishwoman, Triumph teamed up with 4-piston fixed Brembo axial calipers attacking two 305mm discs. The two-piston Nissin rear floating element clamps a 220mm slab, all with ABS.

The overall quality of the Triumphs is excellent. Polished or satin-finished aluminum parts on the machines complete the care given to the engine. It is also sheltered, in the lower part, by an aluminum shoe. A metal that makes up the front and rear mudguards.

The Speed ​​Twin admits 196 kilos dry, or 10 kilos less than the Thruxton, 7 less than the R. Weight gained thanks to the use of aluminum (cradle of the frame) of a battery lightened by 0, 9 kg and new engine parts (-2.5 kg). Finally, the maintenance intervals are reduced to 16,000 km (simple overhaul) and the valve clearance is every 32,000… !

For Triumph addicts, a catalog of accessories includes more than 80 references with Vance & Hines mufflers, luggage, saddles … There is also a clothing line to adopt the Speed ​​Twin style to the tips of the gloves.

In the saddle

With its saddle placed at 807 mm, thickened by 10 units and narrow at the junction with the tank, the Speed ​​Twin is very accessible. It dynamically welcomes the pilot. The rear controls gently tilt the bust, leaving the wrists lightly resting on the large, almost straight, variable-diameter hanger enclosed by high saddles.

An ideal position to have good control of the front axle. The levers are adjustable in spacing, the mirrors mounted at the ends of the handlebars.

Two analog dials, tachometer and rev counter, are embedded in a brushed metal plate and each contain a small digital window. On the left stalk, a mode button selects the cacographies, another scrolls through the information in the left screen. The odometer, two partials, autonomy, average and instantaneous consumption and clock are successively displayed. The gear indicator engaged is difficult to read. On the left are the fuel gauge and the map retained. Optional TPMS indicator and heated grips. Finally, a space under the seat accommodates your phone and a 5V USB power supply. The start is by keyless contact.

In the city

The double tailpipe hums wonderfully as soon as the big twin wakes up. The gas shots make it crack powerfully, revealing a typical British sound. No mechanical inertia and an athletic voice. The plumage, the ramage … the Speed ​​Twin provides the basics.

Its grip reinforces this seduction. Obvious, easy, the English roadster takes itself naturally through the mazes of Majorcan cities. At least, as long as we don’t turn around. Old genes then stick to the steering, significantly increasing its turning radius.

The other urban developments are much more obvious, the Triumph reacting to gloves and to the eye. The agility of the machine is coupled with an astonishing engine flexibility for a big twin of 1200 cm3. The block resumes in 4 at 30 km / h, almost at slow speed (1,100 laps). Precise selection, neutral gearbox and extremely smooth clutch control contribute to the approval of hyper available mechanics. Vibration-free, whatever the pace, the small mirrors at the ends of the handlebars offer a somewhat narrow field..

A good companion in the city, the Speed ​​quickly reminds us that its twin is the strongest of the family. Too frank rotations of the handle quickly make the machine jump. Polite, the bad boy prefers skipping school…

Motorway and expressways

In the powerful hum of its cigar flutes, the Speed ​​Twin 1200 easily hangs over 210 km / h at nearly 7,000 laps … on the German motorway and on the circuit. Speed ​​on the road is bad! We can never repeat enough. Ample, the thrust does not stop at the breaker. The high speeds make the machine vibrate noticeably, the protection is for absent subscribers … in short, we quickly come back to the legal system. In sixth, the big twin whirrs at 4,500 turns, ready to put the crew into orbit. The twin pulses are much more pleasant. At this speed, the cruise is pleasant, but here again the rebel Albion does not like to stay between two rails. The shackles are made to be broken, the first outing is the right occasion to slip away … in the English way.

Departmental

It’s winter all over Europe, even on an island in the Mediterranean. Cold, humidity … enough to test the Triumph objectively. And the heated grips – optional – installed on our test frames !

The priorities of the manufacturer of Hinkley on this model were to optimize the ease of handling, to lighten the machine and to optimize the cycle part in dynamics. In fact, the reduced inertia of the running gear and the "sporty" ergonomics of the Speed ​​Twin give it a very appreciable liveliness. I particularly appreciate the precision of the front axle and its setting on the natural angle. It certainly "engages" a little, but this feeling seems more linked to the tire mounting than to the geometry. Because the Pirelli Diablo Rosso 3 with a marked ogive profile, clearly amplify the tumbling effect. Especially since the rear envelope displays only 160 mm of section. This is now rare on a 1200 cc roadster! Combined with the large lever arm of the right handlebar, the set allows intuitive angle changes. And the steering position on the front allows good control of the steering gear. This chassis gives the machine real efficiency in dynamic steering when the bends are tightened..

An essential approval for the benefit of a particularly expressive engine. You may know the English twin, but its full character is enchanting. Full from low revs, it strengthens its thrust after 3,000 revolutions / minute. It is then an ample force, the fatty couple of an alert mechanics making of the Speed ​​Twin a big elastic. Enough to torment the tires on exiting the bends and activate the traction control on the cold asphalt. The power then arrives clearly crossing the best of the couple at 5,000 revolutions. The engine then climbs without hesitation towards the red zone and strongly propels Hinkley’s machine through the Mallorcan landscape. All in a cheerful sound signature making the surrounding air vibrate. Good English punk follows the evolution of the bad boy from a good family. And it’s good ! When downshifting, the large engine brake optimizes deceleration and makes the silencer flutes sing.

The engine modes, more precisely injection maps, modulate performance relatively little. In Rain, the engine is certainly much nicer before half of the tachometer, but does not hesitate to react thereafter. Road and Sport seemed pretty similar to me, the latter giving the grip a bit more responsiveness. There are sometimes a few jerks when going around in ride mode. With these looks of senators, the machine is a pleasure of the senses. Loaded with torque, the Speed ​​Twin relaunches on last gear, leading the crew into the heavy and syncopated roar of the exhausts.

During tight turns, when the pace increases sharply, the fork admits a somewhat flexible hydraulic for this use. And braking could deliver more bite; in short, the high-performance chassis makes you demanding and we would like a little more on these points. Because the Speed ​​Twin deserves it. Not enough to limit your ardor on the handlebars, but the pleasure, in absolute terms, would be better. In the large curves on the angle, the Englishwoman does not shudder and demonstrates a very correct homogeneity.

Part-cycle

Very classic, but lined with an aluminum cradle and offering excellent rigidity, the chassis provides first-class performance to the Speed ​​Twin 1200. Its suspensions are less brilliant at high speed. Conventional fork and dual combined shock absorbers deliver decent performance, but should offer adjustments. Thus the front axle offers a good road feel, but we would have appreciated an adjustment in preload and relaxation. The rear absorbs shocks fairly well, honestly absorbing bumps and holes in the asphalt. On the angle, the Speed ​​Twin 1200 stays the course and offers appreciable general neutrality.

Braking

The axial calipers allow very good control of decelerations. Progressive, powerful enough, we blame them for a slightly discreet attack when the pace is very sporty. The rear element is excellent, just as dosable and allows to clearly optimize the passages in curves. And the ABS does its job honestly.

Comfort / Duo

After around 280 km of roads, the Triumph Speed ​​Twin does not tire. We would set off again for a ride on the merry-go-round. Comfortable saddle, efficient suspensions, the English naked roadster takes care of its rider. And as a bad boy, he does not bother with frills to accompany him. However, the rear loop tubes make up the correct grab handles for medium-paced rides. Stay cool if you want to keep your other half.

Consumption

With an average of 5.5 liters per 100, the Speed ​​Twin provides 200 km of fun before reserve. Its screw cap, elegant but hidden under the aluminum cover, is not the most practical, but is part of the style.

Conclusion

The Triumph Bonneville Speed ​​Twin is an elegant, dynamic and efficient contemporary roadster. Its stylish Modern definition is compelling, retaining just the right amount of Classic to charm in the details. Efficient, the novelty brings the Bonneville out of their marked vintage positioning. It is € 100 more expensive than a T120, i.e. € 12,900 in Jet Black, € 13,200 in two-tone version.

A price placed against its main rival, the Kawasaki Z 900 RS asking € 11,999 at the entry level. Other competitors, the BMW NineT Pure available from € 13,000, the powerful Yamaha XSR 900 at € 10,000 and the Honda CB1000R at € 13,199. All these machines all benefit from state-of-the-art cycle parts and high-performance engines..

The Speed ​​Twin will oppose them with its demonstrative twin, its unparalleled sound and a distinct, endearing and seductive personality..

Strong points

• Dynamic and strong aesthetics
• Personality and engine availability
• Agile cycle part
• Saddle comfort and suspensions
• Precise selection
• Superb sound
• Quality of finishes
• Overall dynamic efficiency
• Pleasant instrumentation

Weak points

• Non-hydraulically adjustable suspensions
• Screw-in tank cap
• Readability of LCD screens

The technical sheet of the Triumph Speed ​​Twin

Test conditions

• Itinerary: winding roads with variable surface, dry, wet and cold, expressways
• Weather: humid mist and sun
• 280 km test
• Problem encountered: Ras

Test equipment

• AllOne Heritage LT Jacket.
• Dainese Tempest Boots
• HJC Rpha 70 Helmet

The video test of the Triumph Speed ​​Twin

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