Lo ammetto, I have a soft spot for the Triumph Speed Twin. Without this proper confession I will try to be as objective as possible. I have been with her for more than 1.000 km as usual mixed: ho fatto un po’ di autostrada, un po’ di città, molte provinciali di campagna e un po’ di curve di montagna.
So here is everything I learned about her.
What a bike it is
Triumph Speed Twin. The name is legend: in 1937 the Speed Twin was a revolution and this heir, almeno sulla carta, takes the best of both worlds: the refined aspect of the classic and the most current contents, without forgetting a particular taste for riding.
Technically it is a roadster with a twin cylinder in line 1200 cc, 8 valvole, raffreddato a liquido, with 270 ° crank mechanism, accredited by 97 CV a 6750 rpm and 112 Nm a 4950 giri.
Si tratta dello stesso motore “Hi Power” di Thruxton e Scrambler che a differenza di quello “High Torque” montato sulla Bonneville T120 that I tried in mine last year trip to the Camargue, is more brilliant and responsive.
The differences concern electronics, camshaft and cylinder treatment but also lighter valve covers and crankcases the difference in character is felt on the wrist and scale.
The Triumph price list places it among the most valuable among the Modern Classic: 13.300 euro for the monocolor black version. 300 euros more for the two-tone gray-black like the one I had on trial or red-black.
Small note: the tested specimen had a couple of accessories from the official Triumph catalog. In particular, we can see the arrows that on the tail also replace the position and stop light. Read more, here you find the Triumph configurator.
How it is made
That the Speed Twin belongs to the high end of the Triumph Modern Classic range is evident at first sight. The aesthetic care and the attention to detail is almost obsessive and it is a pleasure to go and look for every detail. Classica e un po’ special è davvero bellissima e ce lo confermano i numerosi sguardi curiosi ogni volta che ci si ferma.
The drip tank from 14,5 litri è rifinito a mano e “firmato” dall’esecutore, the saddle is well made and everything is extremely clean and tidy. The only plastic elements are the side panels, however well made and painted, while the rest is all metallic with a particular mention to the brushed aluminum fenders, really very beautiful.
The instrumentation is classic in design, con doppio orologio analogico con all’interno le spie di servizio – non sempre al top per visibilità – e due display digitali con tutte le informazioni. Here we understand that there is a lot of modernity: traction control disinseribile, marica indicator, on-board computer that shows the consumptions are on the left.
On the right display there is fuel level, remaining autonomy and riding mode indicator inserted. You can choose between Rain, Road e Sport, easily through a button on the left block.
Moving on to more traditional technical issues: at the front there is a 41mm diameter Kayaba fork and 120 mm of excursion not adjustable and adorned with two bellows. At the rear, the style obliges a pair of classic Kayaba shock absorbers but adjustable in preload with a key. Ruote da 17″ con pneumatici 120-70 and 160-60. La scelta dei Pirelli Diablo Rosso III fa capire lo spirito “piegaiolo” della Speed Twin tanto da apparire quasi eccessivi. When stationary.
Disc brakes from 305 mm in front with Brembo four - piston caliper e 220 mm behind with two-piston Nissin caliper and obviously ABS that cannot be disengaged.
I conclude with a note on the saddle pad: spotlessly clean and tidy, there is not even room for a pin, but it offers a convenient USB socket.
How you are riding the Speed Twin?
It doesn't look like a 1200! Anyone who fears the excessive size alerted by the large displacement can rest assured: the Speed Twin looks small, especially once in the saddle. It is not surprising to read that it has 1.430 mm of wheelbase, shorter than that of the Speed Triple (1.445 mm). The seals to 807 mm above the ground basically it allows everyone to put their feet down, ma scende leggermente in avanti e porta a schiacciare un po’ l’inguine sul serbatoio; il manubrio porta a caricare un po’ in avanti ma senza eccessi; the controls are all where they must be and the levers of excellent workmanship (I recommend that of the Brembo radial pump brake) are adjustable. Le ginocchia stanno un po’ piegate. Inevitable both in view of the compact size and the type of bike.
As you drive
The Speed Twin walks a lot and it is a great pleasure to conduct. The torque is pretty substantial right away even if the engine works higher than that of the T120. If you turn the throttle it roars with a beautiful full and never annoying song, but if you measure the gas he can be polite and accommodating. Despite being a 1200 it is a bike far from demanding to ride and indeed it is very intuitive. The performance is there, but there is no anger.
Nel complesso è molto più reattiva e un po’ più nervosa delle altre Bonneville, but it is not so bad that it becomes a problem or uncomfortable. The chassis is sincere and well calibrated and this immediately forgives the absence of adjustments.
In general, the Modern Classic Triumphs do not offer a large suspension compartment and I cannot say that this case is an exception, but you also have to be honest and give Hinkley what is Hinkley's: they do exactly what is needed for this type of bike.
If you overdo it, some limit emerges with the fork that tends to lunge, but a more sustained calibration would make the Speed Twin much more uncomfortable at low speeds or on rough roads. Quindi… va bene così grazie.
Between the curves light dance. Weighs alone 196 kg (a secco) than for a 1200 cc seems to me a gentleman's result and if you look carefully I am 10kg less than Thruxton! You can feel it because it never tires of mixing, ever and never. The changes of direction are sporty naked and folds up to the footboards without difficulty, also thanks to the Diablo Corsa it must be said.
Excellent braking both for feeling and for power and also very good the elasticity of the engine to recover in sixth at low revs. Finally consumption: in the mixed guide, including highway and mountain, I registered a consumption of 20 km / l. Which seems to me very good always in relation to the displacement and performance. Il serbatoio però è un po’ piccino e ci si deve comunque fermare spesso se si vuole viaggiare (about each 200-250 km). In the end, however, it is a type of bike that invites you to take a few more stops just to relax your neck as you are perpetually exposed to the trade winds.
What I like
I like all this Triumph Speed Twin, but choosing three aspects I would say:
- the style, I would spend hours looking at it and noticing every subtlety, Every detail.
- the engine which is nice generous, vigorous, full on bass, peaceful when walking but with so much push when you turn the throttle and when you release it melodious bangs
- the behavior sincere dynamic, responsive the right, helps between curves.
What I do not like
Difficult to find out-of-tune notes in this beautiful score and if there are they are just small things. Direi:
- the position porta un po’ a schiacciare l’inguine sul serbatoio
- the lack of adjustments of the fork in relation to the price
- heat of the engine especially towards the right thigh
To the council
In primis la consiglio a chi è stanco delle “solite” naked moderne tutte spigoli, manga numbers and quotes. But also for those who love the roadster genre and feel a lover of beauty. La consiglio anche a chi ama le classiche ma le trova un po’ noiose e quindi cerca più pepe. I don't recommend it to more purists, because beyond the aspect here there is a lot of modernity. It is also good for those who travel alone to hunt curves and state roads. I do not recommend it to those who travel as a couple even if the portion reserved for the passenger is not the most uncomfortable: it is simply not the ideal choice due to lack of loading space.
I am convinced that an informed motorcyclist is a more aware motorcyclist and in his own small way he will act for a better world. For this reason, the articles and videos that I publish on Motoreetto.it are accessible to everyone and without advertising banners because the information must be open and shared.
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It would be fantastic if you also considered being part of it.
photographs by Massimiliano Serra
