More than 30 years ago, the Triumph Speed Triple was one of the first production streetfighters, a proper sportbike with its bodywork removed and an upright handlebar. For years, it has been one of Rider‘s staff favorites.
For 2025, the Triumph Speed Triple 1200 RS has become the most high-tech model in Triumph’s lineup. It now makes 180.5 hp and 94.4 lb-ft and is brimming with the latest tech, including Öhlins’ latest-gen SmartEC3 semi-active suspension and a full suite of top-level electronic rider aids, including ride modes, cornering ABS and traction control, new wheelie control, and more.
We traveled to Portimao, Portugal, to test the new Speed Triple on windy back roads and the Algarve GP circuit. It rained during both of our testing days, which gave us a unique opportunity to test the Öhlins suspension and electronics in less-than-ideal conditions.
2024 Distinguished Gentleman’s Ride in Valencia, Spain
The Distinguished Gentleman’s Ride, an annual fundraising ride in which participants dressed in their most dapper attire ride and enjoy vintage and classic motorcycles, will take place in more than 1,000 cities across the world on Sunday, May 18, 2025.
2024 Distinguished Gentleman’s Ride in Izmir, Türkiye
The event, which was founded in 2012 in Sydney, Australia, by Mark Hawwa, raises funds and awareness for men’s health. The DGR will once again partner with Movember, the leading charity for men’s health, mental health, suicide prevention, prostate cancer, and testicular cancer. Since DGR’s founding, it has raised more than $45 million and will continue the good work with another event in 2025.
“Ten years ago, we knew we needed to do more for men’s mental health,” said Mark Hawwa. “That’s why we partnered with the world’s largest men’s health charity, Movember. In the last 10 years, we have been proud to support men’s health on a global scale, in supporting the critical causes of prostate cancer and men’s mental health. Together with our community, we are proud to continue riding dapper for men’s health.”
2024 Distinguished Gentleman’s Ride in San Francisco, California, USA
Triumph Motorcycles will return for the event as the official motorcycle partner of the DGR for the 12th year in a row. Triumph staff, dealers, and riders are encouraged to participate in this growing global event.
2024 Distinguished Gentleman’s Ride in Nijmegen, Netherlands
“As well as raising even more funds for research through our involvement,” said Paul Stroud, Triumph’s chief commercial officer, “we hope to increase awareness and encourage men to talk more about their health, helping them seek timely advice and support. It’s also a chance for all of us to simply enjoy some time together in May, bonding over our shared passion for vintage and modern classic motorcycles.”
2024 DGR in Algarve, Portugal
Hedon Helmets, a manufacturer of luxury motorcycle helmets, also joins the DGR, offering uniquely designed helmets as rewards for the top 100 fundraisers. Other sponsors of the DGR include Brett Eyewear, CMSNL (supplier of classic motorcycle parts), ELF Lubricants, and Quad Lock.
Find a DGR group ride near you, register to participate, or make a donation at the DGR website.
We rip around on the new Triumph Sport 800 adventure-sport tourer in Portugal. (Photos by Kingdom Creative)
If you were riding a motorcycle on the roads near the southern edge of Portugal, you’d feel lucky to be on the new 2025 Triumph Tiger Sport 800. Its balance of agility, comfort, technology, and performance are exceptional. Essentially, it’s a Tiger Sport 660 with Street Triple 765 performance, resulting in a machine I dubbed “the practical hooligan” after riding it around the wonderful roads of Portugal.
This “tall-rounder” joins a cadre of sporty adventure-tourers filtering into the market, bikes that give up off-road capabilities but retain an open ergonomic triangle and longer-travel suspension suitable for sport-touring duties. BMW’s S 1000 XR was one of the first when it debuted in 2015, and Yamaha’s Tracer 9 is one of our favorite recent examples.
An open rider triangle, high-performance engine, and sporty chassis come together to form what we call the “practical hooligan.”
A Triumph Stew | 2025 Triumph Tiger Sport 800
The Tiger Sport 800 is distinct from the dirt-worthy 888cc Tiger 900s or even the defunct Tiger 850 Sport, all of which use Triumph’s T-plane Triple crankshaft timing that emits a Twin-like exhaust note. This new 798cc Triple is a hybrid of the 900 (with a shorter stroke) and the lovable Street Triple 765 with its screamer crankshaft timing.
The bike’s 798cc Triple makes 113 hp at 10,750 rpm and 66 lb-ft at 6,850 rpm.
The result is a sonorous motor with enhanced top-end power. It cranks out 113 hp at 10,750 rpm, which is 6 horses up from the 900, while torque dips from 66 lb-ft at 6,850 rpm to 62 lb-ft at 8,500 rpm. Despite its more high-strung nature, the 798cc mill exhibits a flat and usable torque curve.
As for the Tiger 800’s chassis, Triumph borrowed from the Tiger 660, using its steel frame but augmenting it with a new aluminum swingarm. The frame was tweaked to fit in three 44mm throttle bodies that replace the single fuel mixer on its 80-hp little brother.
The graphite/sapphire black Tiger retails for $12,495. Other colorways, like the Cosmic Yellow of our test bike, cost an extra $125.
As befits a sport-adventure bike, the Tiger Sport 800 has more suspension travel than most streetbikes: 5.9 inches at both ends. Up front is a 41mm inverted Showa separate-function cartridge fork with adjustable compression and rebound damping. The Showa shock is adjustable for rebound damping and spring preload, the latter via a remote hydraulic adjuster to conveniently and quickly accommodate various loads.
Triumph built the Tiger 800 to be used as a sport-touring rig, so cruise control is standard equipment, as are the hand-adjustable windscreen, integrated deflectors in the side fairing panels, and self-canceling turnsignals.
J.Juan calipers were more than powerful enough to keep up with the Tiger, and the Michelin Pilot Road 5 tires provided confident handling.
Attractive luggage options are available. Stuart Wood, Triumph’s chief engineer, expects most customers will purchase the accessory hardshell saddlebags, which are available for a reasonable $640. The bags secure via neatly integrated slots in the tailsection, use ignition-matched keys, and combine for 57 liters of capacity. They are included in the GT Pack, which adds handguards and heated grips for $1,156. A 47-liter topbox and its mounting plate retail for $432.
Pleased to Meet You | 2025 Triumph Tiger Sport 800
The Tiger Sport 800 looks almost debonaire in the flesh, with clean lines and a welcome absence of overstyling that’s seen on several contemporary motorbikes. The bodywork looks modern without crossing over into garish. The tailsection is particularly tidy, considering its integrated grab handles and unobtrusive saddlebag mounts.
This sport-tourer is ready to hit the road as-is, but it can be made even more touring-ready with the addition of Triumph’s accessory hardshell saddlebags, topcase, handguards, or heated grips.
Rather than employing a massive muffler to meet emissions requirements, most of the Tiger 800’s muffling is accomplished in an under-engine box ahead of the rear wheel. The stainless-steel headers merge into the chamber and exit through a diminutive side-mounted stainless-steel silencer – nice and clean.
Instrumentation is provided by the Tiger Sport 660’s gauges, which consists of an LCD upper section augmented with a 2.7-inch color TFT screen below. It looks a little pedestrian compared to the Tiger 900’s 7-inch TFT, but it includes Bluetooth connectivity for turn-by-turn navigation, phone notifications, and music info through the Triumph Connectivity System.
Instrumentation includes an LCD screen above a small 2.7-inch TFT screen.
Triumph trumpeted the Tiger’s low cost of ownership compared to its rivals, with class-leading service intervals (10,000 miles / 12 months) and valve adjustments unnecessary until 20,000 miles. All parts are covered by a two-year, unlimited-mile warranty.
“The Tiger Sport 800 is designed to deliver a perfect balance between thrilling sports performance and long-distance touring capability,” says Triumph. We’ll see about that.
Saddle Up | 2025 Triumph Tiger Sport 800
I was pleased with the Tiger’s narrow midsection, which allowed secure footing despite the 32.7-inch seat height. A 4.9-gallon fuel tank nestles between knees and offers a 236-mile range in mixed riding, according to Triumph. Full of fuel, the Tiger scales in at a husky 471 lb.
Before heading out for our ride, I asked Stuart Wood which bike he’d choose to be on for this ride: the wonderful Speed Twin 1200 we tested a few months earlier or this new Tiger. Although Wood is justifiably proud of the ST12, he said he would choose the playful Tiger.
The Tiger Sport 800 offers the open cockpit of an adventure bike paired with street-going 17-inch wheels and sport-touring tires.
Triumph brought some of its homeland’s inclement weather to Portugal, so we began our day on wet roads. The slick conditions gave us a chance to sample the bike’s Rain mode. Unlike most Rain modes, the Tiger’s supplies relatively loose interventions from traction control, with throttle response mildly attenuated.
The cockpit is a pleasant place from which to rack up miles. The Tiger has a comfortable and commanding riding position, with roomy ADV-like ergonomics that permit altering butt and leg positions as they become stale. The generous amount of suspension travel makes bumpy roads smoother.
The windscreen is adjustable by hand and provides more protection than we expected.
Wind protection is exceptional for a bike without a full fairing. The modestly sized windscreen is hand-adjustable to suit rider sizes and preferences, as well as changeable weather conditions. More impressive is the shelter offered for legs, as the fairing’s small extension panels were surprisingly effective at keeping rain from soaking my lower limbs above the boot area.
Putting the Sport into Sport-Touring | 2025 Triumph Tiger Sport 800
The Tiger dips into corners neutrally and briskly, thanks in part to the leverage-inducing handlebar position. The Michelin Pilot Road 5 tires felt secure in the wet conditions and confidence-inspiring when the roads dried. A 6-axis IMU offers a full suite of electronic rider aids, like lean-sensitive traction control and ABS, which Triumph says is predictive (as well as reactive) to offer seamless responses.
Brisk handling and a characterful Triple bring out smiles.
So the new Tiger is comfy and steers nicely – that’s not really uncommon. But what makes the Tiger Sport 800 special is its sportiness, taking a big swig of the Street Triple’s vivacious character to create one of the most playful sport-tourers I’ve ever ridden.
Triumph’s latest Triple sings like a 765 but with a more robust spread of power, pulling smoothly from as low as 3,000 rpm regardless of the ride mode selected. First gear is barely needed, even on tight canyon corners, and 3rd gear can ably transport you from 25 to 75 mph without breathing hard.
Get out to the best motorcycling roads in comfort and enjoy playful performance and power when you get there.
The engine’s invigorating payoff begins as revs climb through the midrange. It delivers a lovely surge of grunt beginning around 7,000 rpm, and the surge gets evermore thrilling as the tachometer stretches into quintuple digits. This could be the revviest sport-touring motor on the market, and it’s easily kept on the boil with a slip/assist clutch and one of the best quickshifters in the business.
The Tiger’s chassis is fully up to the sporty nature of its engine. Steering is adroit, and the bike retains its composure even when ridden like a sportbike. I don’t think there’s another sport-tourer on the market I’d rather take to a trackday.
Shedding speed is the responsibility of radial-mount 4-piston calipers biting on 310mm dual discs. The monoblock calipers are from J.Juan, which is a name not nearly as prestigious as Brembo, but they likely perform better than you expect. Braided-steel lines provide a firm lever, and the strength of the brakes is far beyond adequate.
All lighting is LED, including the center-mounted Daytime Running Lamp mandated in Europe. DRLs are brighter and more focused than the “position” lights used on bikes destined for the U.S. market.
Final Analysis | 2025 Triumph Tiger Sport 800
Upon arriving back at the hotel, I chatted up Wood again, offering praise for the Tiger Sport 800’s breadth of capabilities, from commuting to touring to sportbiking. When I described the bike as “the practical hooligan,” he chuckled and said I nailed it.
The Tiger Sport 800 hits a sweet spot in the market – powerful enough to run with the big dogs but in a smaller, easier-to-manage package that’s financially achievable for many riders, with prices starting at $12,495. The amiable Tiger Sport 660 stickers at $9,695, but its performance levels can’t come close to those of its 798cc sibling.
BMW’s F 900 XR would be a decent alternative, as it looks similar to the Tiger and is priced about the same. However, it’s unlikely that gearheads would prefer the Beemer’s 105-hp parallel-Twin motor over Triumph’s splendid Triple.
The Tiger 800 might not have a full fairing, but its adjustable windscreen and fairing extensions keep the rider protected from wind and rain.
Yamaha’s Tracer 9 is a worthy competitor, as it also uses a 3-cylinder engine and is priced nearly the same as the Tiger even though saddlebags and a 7-inch TFT screen are standard equipment. However, I’ll bet the Yamaha’s futuristic styling won’t please as many eyes as the Tiger.
I’m an avowed fan of Triumph’s Street Triple 765, and this Tiger Sport 800 has about 85% of the Street Trip’s performance, with 25% more comfort and maybe 70% more wind protection. It puts the sport into adventure-sport touring, and it might be my favorite motorcycle of the year.
The 2025 Triumph Tiger Sport 800 combines sporty performance with touring comfort into an entertaining and versatile package. This bike uses the frame of the Tiger 660 paired with a 3-cylinder 798cc engine that makes a claimed 113 hp and 62 lb-ft of torque, and it really sings when it’s wound out. It includes fully adjustable Showa suspension, integrated wind deflectors, an adjustable windscreen, Michelin Road 5 sport-touring tires, and integrated saddlebag mounts. Also included are cornering traction control and ABS, three ride modes, and cruise control as standard.
To test out the Tiger 800 Sport, we traveled to Portugal and put this mid-size sport-tourer through its paces. We came away impressed with the bike’s blend of performance, versatilty, and accommodating ergonomics – we dubbed it a “practical hooligan.” Competing with bikes like the Yamaha Tracer 9 GT+ and the BMW F 900 XR, the Tiger retails for $12,495.
2025 Triumph Speed Triple 1200 RS in Granite and Diablo Red
The Triumph Speed Triple 1200 RS is updated for 2025 with more power and torque, new electronic rider aids, and new Öhlins semi-active suspension. The Speed Triple will also be available in new colors and graphics, and it’ll begin arriving in dealerships in March 2025.
Starting with the engine, the 1,160cc Triple features 3 hp more than before with 180.5 hp arriving at 10,750 rpm. Torque is boosted by 2.2 lb-ft to 94.4 lb-ft at 8,750 rpm. These performance upgrades are thanks to a new free-flowing exhaust system with a lightweight silencer, and the new exhaust also helps centralize mass. Triumph is also offering an Akrapovič silencer as an option. The bike features chain drive, a slip/assist clutch, and a 6-speed transmission.
The new Öhlins SmartEC3 semi-active electronic suspension system allows riders to set their suspension preferences for different types of riding and road conditions.
The second major update to the Triumph Speed Triple 1200 RS is the adoption of Öhlins’ latest-gen SmartEC3 semi-active suspension. The suspension adjusts damping characteristics in real time to account for current riding conditions and rider preference. Using the Öhlins Objective Based Tuning Interface, riders can customize their preferred suspension characteristics through the 5-inch TFT instrumentation. There are seven parameters for the suspension that can be adjusted by the rider: front firmness, rear firmness, braking support, acceleration support, initial acceleration support, cornering support, and cruising support. For example, riders can adjust braking support independently to increase compression damping at the front and rebound damping at the rear to reduce the tendency of the bike to pitch forward. With new spool-valve technology, the suspension system reacts more quickly than before. Also new from Öhlins is the adjustable steering damper.
The bike gets new Pirelli Diablo Supercorsa SP V3 tires, as well as a couple changes to its ergonomics. The handlebar is now slightly wider and set higher than before. Brembo Stylema front brake calipers and a Brembo MCS master cylinder are included, and the brake lever is span and ratio adjustable.
New lightweight wheels are wrapped in Pirelli Diablo Supercorsa SP V3 tires
To reduce weight, the bike receives new lightweight wheels, with the front wheel being 0.44 lb lighter and the rear being 0.64 lb lighter than before, reducing unsprung weight. A new lithium-ion battery also helps to shed weight.
The Speed Triple 1200 RS features premium Brembo Stylema front calipers.
Returning features include the Speed Triple’s twin headlights and single-sided swingarm, as well as its aluminum twin-spar frame. The bike weighs in at a claimed 439 lb ready to ride.
New tech comes in the form of a front wheel lift control system, which is adjustable to four levels. Ride modes include Rain, Road, Sport, Track, and Rider (customizable). The bike includes engine brake control, brake slide assist (available only in Track mode), cornering ABS, switchable cornering traction control, an up/down quickshifter, and cruise control. New for 2025 is the Emergency Deceleration Warning, which activates a high-frequency flash of the brake light during hard braking or rapid deceleration.
New graphics adorn the Speed Triple’s tank.
The 5-inch TFT instrument employs My Triumph Connectivity to enable smartphone connection for turn-by-turn navigation and phone and music control. The instrumentation is operated via a five-way joystick, and the switches are backlit. The ignition, steering lock, and fuel cap feature keyless operation, which can be disabled with the press of a button.
New colorways for 2025 include Jet Black, Granite and Diablo Red, or Granite and Performance Yellow, all with new graphics. The 2025 Triumph Speed Triple 1200 RS has an MSRP of $19,995.
The Triumph Icons Tour will take place in 13 U.S. cities in January and February and will offer a look at special 2025 models.
Triumph owners and fans can enjoy light food, beverages, live music, and a look at 2025 Triumph models during the Triumph Icons Tour showcase parties in January and February, 2025. Taking place in 13 U.S. cities, the tour offers a unique chance to see new and limited-edition models while gathering with other Triumph owners in your area.
2025 Triumph Bonneville T120 Elvis Presley Edition
The tour will travel throughout the U.S., beginning January 14 in Orlando, Florida, and ending February 13 in Houston, Texas. Admission is free, but space is limited, so it’s important to register early to secure your spot. The first 100 guests will receive a complimentary goodie bag.
Those interested can pre-register to reserve their spot at the Triumph website. To find Triumph news and bike reviews, visit Rider’s Triumph page.
Triumph’s Bonneville Bobber is one of its most commonly customized models, with its minimalist design offering ample opportunity for personalization. The new 2025 Triumph Bonneville Bobber TFC takes advantage of the possibilities of Bobber customization with its own unique details, a special gold paint design, and updated engine mapping. Only 750 individually numbered units will be available, and they’ll arrive at dealerships in February 2025.
The side panels feature hand-painted gold accents.
“TFC” in the model’s name stands for “Triumph Factory Custom.” The Bobber TFC is recognizable by its two-tone paint with hand-painted marble gold textured accents on the tank and side panels, and the tank includes the artist’s signature on the underside. Replacing the standard Bobber’s handlebar are clip-ons, and the standard Bobber’s 16-inch front wheel is replaced by a 19-incher on the TFC.
The Triumph Bonneville Bobber also gets a pair of slash-cut Akrapovič silencers with carbon-fiber end caps. It swaps out the standard Showa suspension for Öhlins suspension front and rear, including a gold-anodized 43mm NIX 30 inverted fork and a hidden rear shock. Adding more splashes of gold to the bike are the billet-machined engine-cover badges and the drive chain, as well as details on the ignition key. The premium leather seat is embossed with the triangular Triumph logo.
The Bonneville Bobber TFC is limited to only 750 individually numbered units and swaps the standard Bobber’s handlebar for a pair of clip-ons.
The liquid-cooled 1,200cc parallel-Twin produces the same peak power and torque as in the standard Bonneville Bobber, but in the TFC, those numbers arrive lower in the rev range, with peak power of 77 hp arriving at 6,000 rpm (6,100 rpm on the standard) and peak torque of 78.2 lb-ft arriving at 3,750 rpm (4,000 rpm on the standard). The TFC also gets Sport riding mode in addition to the standard’s Road and Rain modes, and traction control and ABS are standard. Overall, the TFC weighs 30 lb less than the standard Bobber, with a claimed wet weight of 523 lb.
2025 Triumph Bonneville Bobber TFC
The 2025 Triumph Bonneville Bobber TFC will have an MSRP of $18,495. Visit the Triumph website for more information.
The Speed Twin 1200 RS ups the sport ante with better suspension, brakes, tires, and a more lenient Sport ride mode.
The Triumph Speed Twin 1200, one of Triumph’s best-selling Modern Classics, returns for 2025 with upgrades including a new IMU, a revvier powerplant, and new instrumentation to go along with its more chiseled appearance. The up-spec RS version includes fully adjustable suspension, Brembo Stylema brakes, an extra ride mode, and sportier ergos. But is the more premium RS version worth the bump in price?
We traveled to the Spanish island of Mallorca to test both versions of the Speed Twin 1200 on delightfully twisty roads, switching between the two during a full day of riding. Despite their retro-inspired designs, the Speed Twins proved to have fully modern sporting potential and carve out a unique spot in the marketplace.
The updated-for-2025 Triumph Speed Twin 1200 delivers surprisingly sporty performance and agility when pointed down twisty roads. (Photos courtesy Triumph)
I was looking forward to riding the updated Triumph Speed Twin 1200, even though my excitement level was far from pegged. After all, it’s just a warmed-over Bonneville, innit?
But after hammering the Speed Twin around the twisty Spanish roads of Mallorca, I’ve come to realize it’s a special machine in its own right. Perhaps I’m being overly nostalgic or was swayed by the paella…
The Speed Twin 1200 devours corner after corner with confidence and style.
In Context | Triumph Speed Twin 1200
The Speed Twin was an offshoot of the successful Bonneville model, joining Triumph’s Modern Classic lineup in 2018. Ironically, the Speed Twin nameplate debuted in 1937, 22 years prior to the original 650cc Bonnie.
As the name implies, the Speed Twin is a sportier version of the twin-cylinder Bonneville, and it’s available in 900cc and 1,200cc variants. Globally, some 20,000 have been sold since 2018. American customers appreciated the retro-mod style of the platform, and the Speed Twin 900 became the best-selling Triumph on our shores after its debut. The top spot on the sales charts eventually was supplanted by the Trident 660 and, more recently, by the 398cc Speed/Scrambler 400 platform.
The exhaust system on the new Speed Twins looks clean and uncluttered from both sides of the bike.
Both Speed Twins have been massaged for 2025, and it was the 1,200cc variants that we tested in Spain. Key upgrades include the addition of an IMU that enables cornering ABS and lean-sensitive traction control, as well as a revvier powerplant with 5 extra ponies near the top of its 500-rpm higher rev limit. A new circular gauge pack with a TFT panel is easier to read and includes a USB-C plug for charging devices on the move.
It’s aesthetically upgraded too, featuring a more chiseled fuel tank with knee cutouts for a slimmer feeling, nicely sculped side panels with vent windows, and oodles of aluminum – er, “aluminium” – finishes, including its new flip-up filler lid. The overall package looks classic yet somehow contemporary.
The gold-anodized fork and piggyback shock reservoirs make it easy to identify RS version of the Speed Twin 1200.
DD or DH?
In Triumph-speak, the “DD” is the base model Speed Twin 1200. If you’re a more-is-better type of consumer, you’ll want to pry your wallet wider for the up-spec RS version of the Speed Twin 1200: the “DH.” Its 43mm inverted Marzocchi fork gains full adjustability, and its fully adjustable Öhlins shocks replace preload-adjustable Marzocchi dampers. It’s the sportiest Modern Classic since the demise of the Thruxton model.
The standard Speed Twin 1200 employs J.Juan front brake calipers concealed by Triumph logos. The 4-piston radially mounted binders performed far better than their humble origins might lead you to believe.
While you won’t enjoy more power from the RS’s motor, you will get a Sport ride mode the base model doesn’t have and the first quickshifter ever offered on a Modern Classic Triumph. The RS is also blessed with Brembo’s impeccable Stylema front brake calipers biting on 320mm discs, while the standard ST12 gets by with radial-mount J.Juan 4-piston calipers. Although you won’t go faster with the RS’s brushed-aluminum fenders and suede-like rider seat, you will look cooler among the cafe-racer cognoscenti.
The Speed Twin 1200 looks more like a contemporary resto-mod than a pure throwback to a bygone era.
Buenos Dias!
The Speed Twin pairs well with Mallorca, as EIC Greg Drevenstedt found out a few years ago when he sampled the original ST on the Spanish island and returned with a glowing review. When I visited, I arrived with a sharpened fine-tooth comb to discern the ST’s foibles.
Mallorca is a wonderful place to ride any motorbike.
My objectivity became skewed when I got a look at the Speed Twin 1200 in the flesh. While the traditionally styled Bonneville hews too far retro in my eyes, the ST expertly straddles the fine line between retro and modern. I especially appreciated the many aluminum accents slathered about, as well as the uninterrupted run of its exhaust system that culminates in a lovely pair of small mufflers, one on each side – a super-stylish way to meet emissions regulations.
Triumph did such a nice job concealing coolant routing that your riding buddies could be fooled into believing the Speed Twin has an air-cooled motor.
Kudos to Triumph for making a liquid-cooled engine appear air-cooled, thanks to cleverly concealed coolant routing and cylinder finning highlighted with polished edges. The engine’s case covers were reprofiled to sharpen up the Bonneville’s rounded covers. New turbine-pattern twin-spoke wheels seem airy enough to appear almost like traditional wire-spoke wheels.
Some modern motorcycles look like spaceships or insects. The Speed Twin 1200 is, as the Brits might say, a proper motorbike.
The Speed Twin 1200 has a muscular stance. Note the narrow mounting of the LED turnsignals, which sadly will become wider and more obtrusive on U.S.-market versions.
Twin Speeds | Triumph Speed Twin 1200
The Speed Twins don’t feel much different when straddling their bench seats, which are located at similar heights: 31.7 inches on the standard model and 31.9 inches on the RS. The standard riding position is quite open, with its bar ends up 0.7 inch and 0.5 inch farther back compared to the previous model; footpegs are in the same location.
The RS version of the Speed Twin has a sportier riding position than the standard model, but it’s reasonably comfortable and is less onerous than the former Thruxton model.
The RS’S bars are in the same location as the previous generation, which are lower and farther forward than the standard model but higher than the Thruxton R’s. The RS’s pegs are up 0.3 inch and 1.6 inches rearward.
Firing up the inline-Twin, ears are greeted with the rumbly note of a 270-degree firing order that sounds meaty without being boisterous. The single round gauge cluster doesn’t look as traditional as the former dual-clock analog gauge setup, but it is highly readable and includes more info. Bar-end mirrors are stylish and function well, plus they don’t stick as far outward as some mirrors of their type, and efficient self-canceling turnsignals alleviate “old man” jabs for leaving them blinking unnecessarily.
Scenery-blurring speed is easy to achieve on the Speed Twin 1200s. Note the nice aluminum finishes here and everywhere. Cruise control is optional on RS versions.
The gearbox is notchy but precise, and sufficient torque is always at hand, allowing the Twin to pull reasonably well from as low at 2,500 rpm, peaking at 4,250 rpm with the same 82.6 lb-ft as previous. More excitement is found at the other end of the rev range, with the new tuning resulting in a rev-happier engine that now surges to its 8,000-rpm rev limiter, peaking with 103.5 hp at 7,750 rpm. The previous engine would tail off around 7,000 rpm.
Another performance upgrade comes in the suspension category. The standard model’s Marzocchi suspenders are nonadjustable aside from rear preload, but the setup is better tuned than before and offers a smooth but controlled ride.
Whether it’s time to hunt apexes or just a cafe Americano at the coffee shop, the Speed Twin 1200 feels right at home.
The fork uses the same spring rate but has softer compression and rebound damping settings to offer a plush ride and reasonable control over its 4.7 inches of travel. The shocks have less compression but more rebound damping, which tames the old bike’s flouncy reactions. Dual-rate springs are retained, but their crossover point engages the stiffer spring earlier in its stroke.
Sportier riders will appreciate the extra control offered from the RS model’s suspenders, which have firmer damping at both ends and are fully adjustable. Öhlins shocks deliver 4.8 inches of travel and can be dialed in to suit a rider’s weight and preferences.
Upping for the RS version of the Speed Twin 1200 rewards riders with fully adjustable Ohlins shocks, along with an adjustable fork, quickshifter, a Sport ride mode, and stickier Metzeler Racetec rubber.
Mallorca Twist | Triumph Speed Twin 1200
The Spanish island is a rider’s paradise, with delightful twists and turns as roads rise and fall over hilly terrain. They would be ideal on a pukka sportbike, but the Speed Twins perform remarkably well as sporty steeds. Turn-in response is immediate, with a steep rake angle combining with a relatively narrow 160/60-17 rear tire to deliver more agility than expected for a 476-lb roadster.
It only required a few corners to acclimate to the Twins’ sporty responses and feel secure when leaned over at steep lean angles. It was in these situations where the traction control cut in too early in the Road ride mode, seeming to be cued mostly by lean angle rather than rear-tire slip, which took away from the excitement of getting a strong drive out of corners.
The Speed Twin 1200 RS ups the sport ante with better suspension, brakes, tires, and a more lenient Sport ride mode.
The RS’s Sport mode alleviates the primitive TC intrusion of Road mode, resulting in immediate throttle response while exiting corners. However, Sport mode has considerably sharper throttle responses, too sharp for my taste, making me wish for Road throttle tuning but with Sport’s significantly reduced traction control, which also lets the hooligans among us loft the front tire for gentle wheelies. TC can be disabled to allow full hoonery. Despite the rear-set footpegs on the RS, its cornering clearance is similar to the standard Speed Twin – footpegs can be scuffed but not readily.
Braking performance is another highlight of the Speed Twins. Rather than the Brembo M50 calipers and 305mm discs on the old Speed Twin, front rotor sizes have been bumped to 320mm. The base model’s front calipers are Triumph-branded to disguise their J.Juan origins, but they offer a reassuring firm lever and potent power. The Brembo Stylemas on the RS deliver greater precision and feedback, but the difference isn’t as great as I imagined.
The 2025 Triumph Speed Twin 1200 is more than a retro nod to the past, it’s a legitimate sports roadster in contemporary terms.
The RS rolls on high-grip Metzeler Racetec RR K3 tires, while the base M9RR Metzelers seemed nearly as sticky. The up/down quickshifter on the RS was nice to have, but gear changes in the bottom cogs weren’t executed smoothly, so I preferred to simply use the breezy assist/slipper clutch. The quickshifter isn’t available on the base model because of its different footpeg position.
Competition? | Triumph Speed Twin 1200
The Speed Twin 1200 appeals as a retro-themed roadster with considerable backroad chops. Triumph reps called out two bikes that might be cross-shopped: the Kawasaki Z900RS and BMW R 12 nineT.
The Kawi is an appealing platform, but its 948cc engine gets outgunned in this trio, although it’s priced at a relatively affordable $12,149 and weighs the same as the Triumphs. The Beemer has power ratings similar to the Trumpet, but its MSRPs start at $16,990 and can stretch past the $20K mark when optioned up. It’s also heavier and less agile.
The Speed Twin 1200 seamlessly blends yesteryear style with modern performance.
Sitting in the sweet spot is the Speed Twin 1200, which has a starting price of $13,595. The premium bits on the RS version vaults the MSRP to $15,995. Alternatives include Triumph’s T100 ($10,995) and T120 ($12,895) Bonnevilles, but those are more classically styled cruisers than sporty roadsters like the Speed Twins.
Beauty is in the eyes of the beholder, but the Speed Twins look handsome and appealing to mine. Combining laudable styling and the premium finishes throughout, Speed Twins pull on my heartstrings if not all the way to my wallet.
If the prices don’t frighten you away and you can tolerate 3.7 gallons of fuel capacity, the Speed Twins are guaranteed to satisfy riders who love classic motorbike styling blended with contemporary performance. My wallet’s getting itchy…
Triumph expects the Speed Twin 1200 will appeal to both younger riders and nostalgic vets.
Three years ago, when the 2022 Triumph Tiger Sport 660 was introduced, it was the first middleweight sport-tourer powered by a 3-cylinder engine, which it shares with the Trident 660. For 2025, the Tiger Sport 660 has been updated with a new quickshifter, a dedicated Sport ride mode, cruise control, cornering optimized ABS, and smartphone connectivity with turn-by-turn navigation.
Built by a brand known for Triples, the Tiger Sport 660 is powered by an inline 3-cylinder engine that displaces 660cc (74.0 x 51.1mm bore/stroke) and makes a claimed 80 hp at 10,250 rpm and 47.2 lb-ft of torque at 6,250 rpm, with more than 90% of peak torque available throughout the rev range. The engine is mated to a slip/assist wet clutch and a 6-speed transmission with Triumph Shift Assist, which allows clutchless up- and downshifts.
Throttle-by-wire enables ride modes that adjust throttle response. In addition to the previously available Road and Rain modes, a more aggressive Sport mode is new for 2025. Also new is cruise control, which allows riders to give their right wrist some relief on long rides.
The Tiger Sport 660’s chassis consists of a tubular-steel perimeter frame and a pressed-steel swingarm. Suspension is provided by Showa, with a nonadjustable 41mm inverted separate-function fork with 5.9 inches of travel and a rear shock with a remote preload adjuster and 5.9 inches of travel. A pair of 310mm front discs are squeezed by 2-piston Nissin calipers, and a 255mm rear disc is squeezed by a 1-piston caliper. ABS was standard on the previous Tiger Sport 660, and for 2025 ABS is now cornering optimized. Switchable traction control is also standard.
Another update to the Tiger Sport 660 is a large LCD instrument panel that incorporates a full-color TFT screen. The My Triumph Connectivity system is now standard, enabling turn-by-turn navigation, call handling, and music control.
Designed for lightweight sport-touring, the Triumph Tiger Sport 660 has an upright riding position, an adjustable windscreen, a plush two-up seat, and integrated passenger grab handles. It rolls on Michelin Road 5 tires and has a 4.5-gallon fuel tank, a 32.9-inch seat height, a claimed 456-lb wet weight.
Triumph offers more than 40 dedicated Tiger Sport 660 accessories, including integrated panniers with optional color-coded inserts, a top box large enough to hold two helmets, a luggage rack, a 30-liter roll bag, a dual comfort seat, a belly pan, and more.
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