We tested the Triumph Speed Twin: 97 hp and 112 Nm of emotions for an exquisite aesthetic
Note of Motorpasion Motorcycle
The first Triumph Speed Twin was born in 1938 to become the first series-produced parallel-twin motorcycle. That machine designed by Edward Turner marked a before and after for street bikers who were able to access a technology that until then had never left the competition environment.
By design and mechanics it was a revolution, and today, in 2019, the Triumph Speed Twin has returned after decades of absence to run as one of the most attractive bikes of the season and much more, because we have already been able to test it and it really works well, it's fun and has some house brand finishes.
2019 Triumph Speed Twin: Classic Looks, Mainstream Behavior
While some brands are heading to manufacture models that do everything well but without standing out in anything, Triumph is working on a range of motorcycles that, although they do not shine in some aspects, dazzle in others.
This is the case of Hinckley's Modern Classic range, an increasingly large family of models that has in this Triumph Speed Twin the maximum exponent of the perfect marriage between a rabidly canonical design, advanced technology and exciting behavior. Ok, yes, it is not a motorcycle that stands out precisely for its aggressive and modern lines, but perhaps there, in its discretion, is its greatest virtue.
Outside you see it. If the Speed Twin has won many hearts since its introduction last fall, seeing it in person it's hard not to be dazzled by a very, very attractive presence. The classic spirit is still present in this new model (not in vain it is still 100% Bonneville philosophy) but it brings a teaspoon of modernity and a sporty look that was just what the range of British classics needed.
Halfway between a Bonneville T120 and a Thruxton, the Speed Twin juggles between a sober retro look and that British racing touch that is sometimes so difficult to implement in a motorcycle design. In Triumph they are masters in these matters and the final result is captivating.
A large, long, low, smooth-lined sheet metal tank forms practically the entire body of the bike, along with a flat seat that speaks for itself. They are accompanied by simple brushed metal fenders and those modern but classic-looking touches such as air filter covers or injection covers that simulate vintage elements.
Some modern touches stand out from the rest of the set but are well integrated, such as a light signature that uses LEDs in turn signals, pilot light and daytime running light, the water radiator at the front or the engine itself, which continues to use its oldschool aesthetics. with machined fins. Numerous brushed aluminum parts here and there, two conical silencers, fork with bellows and double shock absorber... Charm everywhere.
As usual in the British firm, the taste for detail can be seen in every corner. Each material has been taken care of and the finish is perfect. Each element has a practical and/or aesthetic function in order to create a set that in its global perception is highly suggestive. All house and the quality of materials and finishes is excellent.
We put our leg on this new Triumph Speed Twin and its seat at 807 millimeters high gives us the first joy. It's a big bike, but it feels really manageable. You get perfectly with both feet on the ground and the knees allow you to hug the tank comfortably, since the central part is narrower than it seems.
The Speed Twin is derived from the Thruxton, but it is not a Thruxton that has had some changes made to it. The chassis is based on the same base but uses a new aluminum swingarm, new forged aluminum wheels, new battery, new aluminum engine mounts and an engine that has seen its weight reduced (engine covers, covers camshaft, clutch) by 2.5kg to shed a total of 10kg against its sportier relative.
Modern dynamics and very, very funny
We start the engine and the parallel two-cylinder engine greets us with the characteristic purr of British engines with the crankshaft set at 270º. Serious, hoarse and powerful, it is wonderful to listen to these propellers at a time when the sound of motorcycles is less and less exciting.
We engage first by squeezing the left lever, soft to the touch thanks to the assisted clutch and slipper operation, and we begin to move. Soft, docile, pleasant. The Speed Twin moves easily, at very low speeds thanks to an almost electric torque delivery and more than good handling only slightly overshadowed by a tight turning radius.
The two-cylinder in-line propeller produces 97 hp and 112 Nm of torque, but the most work Hinckley has done is to make his answer an ode to usability. The power curve is almost completely linear, and the torque curve is practically flat. From well below the rev counter, just above 2,000 rpm, more than 100 Nm of torque are already available, which translates into determined thrust in any gear and at any speed.
Looking for open areas, this delivery is consolidated with an energetic response to the right fist that can even surprise those who think that the Modern Classics are boring. It is true that it does not shine especially in the upper part of the rev counter, but the progression towards the red line is exciting in sections of curves and gives a lot of play, especially if we take the needle in the middle zone, where it knows how to play best.
Rolling at full throttle, in those periods when you only need a small dose of delivery sporadically, the engine is a bit abrupt in the transition from closing-opening-closing the right fist. It has a kick, although that, for some (as is my case), is a sign of character that is appreciated.
If in urban environments it showed itself as an agile motorcycle, in curves it continues along the same path. The Speed Twin is a bike that allows itself to be done, it allows itself to be insinuated towards the inside of the curves with some uncertainty at first but with a very good tread once we have put it in the curve. The chassis doesn't feel compromised at a brisk pace or braking into the corner, and the slipper clutch works smoothly and precisely.
It is a very stable bike and, in fact, it is longer between the axles than a Thruxton (1,430 mm against 1,415 mm), but at the same time it is 10 kg lighter. It is playful and with it you can go really happy on curves. It lets itself be done and it holds up well to one of those uses that make you smile under the helmet while your eardrums are filled with the melodic snoring of its exhausts. Only at high speed do we notice parasitic movements in the handlebars, as if an extra weight had to be loaded on the front end.
After a few kilometers touring corners on the Speed Twin, our rear begins to tell us that if we stop to stretch a little. It is not that it is an uncomfortable seat, which it is not, but the soft one is a bit hard compared to what we could expect, at least for those of us who have little meat in the ass.
At the suspension level, the Triumph Speed Twin is the same as its aesthetics: simple but effective. A 41-millimeter telescopic fork is fitted in the front, accompanied by a double shock absorber in the rear. The adjustments are limited to the preload of the rear shock absorbers and that would be a point to improve, although the truth is that the setting that has been used for both trains has a surprising result.
At this point, when much of it is appearance, a conventional fork with bellows may seem anachronistic, but nothing could be further from the truth. Both the front and rear of the Speed Twin are very well tuned and its calibration is suitable for any use, even pulling a little hard.
It is clear that Hinckley wanted to give character to this Modern Classic and the apparently simple suspension does not translate into imprecise behavior. Quite the contrary. If we had to be precise, we would say that the Speed Twin has been adjusted for sportier use than most customers of the model will give it.
In the brake section, the Speed Twin uses Brembo material for the pump and calipers, while the hoses are made by J.Juan. The double front disc is 305 millimeters and, together, they perform even one step above the level of the bike. It brakes very, very well, so much so that even the first touch of the pump (radial) is a bit rough until you get used to it; there is a lot of bite.
Triumph Speed Twin: brit balance
There are elements in which it is appreciated that Triumph has wanted to keep the Speed Twin with a price as tight as possible. The front fork without regulation, the double sphere control panel (instead of the digital one of the Triumph Scrambler 1200) or the axial brake calipers have allowed this new model not to step on the Thruxton's garden.
Those cuts do not translate into scarce equipment. At the electronic level and continuing with the aesthetic-practical juggling of the brand, electronic equipment includes electronic accelerator, three driving modes (Rain, Road and Sport), traction control, ABS, LED lighting, USB socket and key with immobilizer .
And it is that the starting price (without accessories) of the Triumph Speed Twin is 13,100 euros for the Jet Black version and 13,400 euros for the sweeping decorations with paint in two colors and finished off by hand. By the way, at the lower end of the tank, under the seat, you can see the signature of the craftsman who made the brush finish.
In this way, the Speed Twin is placed 1,100 euros below the basic Thruxton (14,200 euros). Looking out, we find that the Speed Twin is going to be part of an increasingly competitive vintage segment in which we find the Kawasaki Z900RS for 12,999 euros, the Yamaha XSR900 from 10,499 euros or the BMW R nineT from 16,550 euros. With a bit of hindsight, the Speed Twin might seem a bit pricey, but it sits roughly in the middle of the price range with consistent equipment and top-of-the-line trim levels.
Triumph Speed Twin 2019 - Rating
7.2
In favor
Against
Triumph Speed Twin 2019 - Specs
| Motor | ||
|---|---|---|
| Type | Twin-cylinder in parallel with 270º draft, 8 valves, SOHC. Liquid refrigeration | |
| displacement | 1,200cc | |
| Diameter | 97.6mm | |
| Race | 80.0mm | |
| compression ratio | 11.0 :1 | |
| maximum power | 97hp (72kW) @ 6,750rpm | |
| maximum torque | 112Nm @ 4,950rpm | |
| System | Electronic injection | |
| end drive | String | |
| Clutch | Multi-disc bathed in oil assisted (anti-rebound) | |
| Gearbox | 6 speed | |
| cycle part | ||
| Chassis | Tubular frame steel cradle | |
| swingarm | Aluminum double arm | |
| Front wheel | Aluminium alloy. 17" x 3.5", 120/70 ZR17 | |
| rear wheel | Aluminium alloy. 17" x 5.0", 160/60 ZR17 | |
| front suspension | 41mm conventional fork with 120mm travel | |
| rear suspension | Double shock absorber with preload adjustment. 120mm travel | |
| Front brake | Dual 305mm disc with Brembo 4-piston calipers, ABS | |
| Back brake | 220mm disc with Nissin 2-piston floating caliper, ABS | |
| Dimensions and weights | ||
| Handlebar width | 760mm | |
| Height (without mirrors) | 1,110mm | |
| seat height | 807mm | |
| Distance between axis | 1,430mm | |
| Launching | 22.8º | |
| Advance | 93.5mm | |
| dry weight | 196kg | |
| Tank capacity | 14.5 liters | |
| Price | €13,100 - €13,400 |
See complete gallery » Triumph Speed Twin 2019, test (80 photos)
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