2018 Triumph Speedmaster launch review

Those Triumph modern classics just keep on coming! It feels like ages ago that we first began riding the completely revamped range, and the family has recently grown again with the Bonneville Bobber Black and the Bonneville Speedmaster. Yet more choice, and impressive ones at that.

We recently sampled both bikes at the national press launch in Sydney and its environs, and we’ll have a full review on the Bobber Black soon – which included an outing at Sydney Dragway to test our reflexes and the thrill of the quarter-mile hunt! Until then, you can watch a video we published on the Bobber Black a few weeks back.

That leaves the all-new Bonneville Speedmaster for this forum – and unlike the Bobber Black, which is a derivative of the Bobber that scooped best cruiser in the 2017 Bikesales Bike of the Year Awards, this bike has scored a thorough update to bring it up to modern spec with a much higher level of specification.

BONNEVILLE SPEEDMASTER PRICES AND SPECS IN BIKE SHOWROOM

Compared to the previous generation Speedmaster, we’re talking a totally different motorcycle from just about every chassis, mechanical and visual angle – maybe except for the continuation of the forward pegs. The tyre sizes have also changed from 18/15 to chunky 16/16-inchers, and the whole silhouette is far more compact. The bike has wire-spoked wheels wrapped around Avon Cobra tyres.

The $19,500 Speedmaster’s DNA is essentially a fusion of the whole modern classic family, but the most obvious part of the equation is the rear end with the swing cage straight from the Bobber handbook. That hard tail look replaces the previous twin shocks.

Other features include a five-inch LED headlight, daytime running light, one-touch cruise control, two riding modes – Road or Rain – both delivering full power, and a single clock with an analogue speedo and LCD display.

The Speedmaster has interchangeable twin and single seat setups, while there are three liveries: Jet Black, Cranberry Red or Fusion White/Phantom Black.

Power packed
The Speedmaster has always erred on the sportier side of the cruiser equation, at least compared to its long-time sibling, the America. Triumph has maintained that same strategy in the new Speedmaster, with the 1200cc High Torque (HT) parallel-twin – found in bikes likes the Bobber, Scrambler and T120 – delivering 106Nm of heady torque (at 4000rpm) and 77hp at 6100rpm.

Those figures are, understandably, light years ahead of the previous Speedmaster and its 865cc air-cooled engine, so a direct comparison doesn’t really mean a lot. The Speedmaster is more potent than the T1200 with the 1200cc HT engine though – up to 10 per cent for power and torque.

The powerplant has machined engine fins and carb-styled twin throttle bodies, a look that Triumph has perfected.

Triumph is also the master of producing user-friendly engines, and there’s not really a lot we can add to the plaudits about the ride-by-wire 1200cc HT that haven’t already been disseminated. It’s creamy smooth – everywhere – and it can punch put a quarter mile in a tick over 12 seconds (we knew that from the Bobber Black the previous day!).

There’s a decent note from the chromed stainless-steel exhaust, and the 270-degree engine has a twin airbox. Love the bronze engine badges, as well.

Parramatta Road in Sydney is the ultimate in start-stop commuting, and the Speedmaster handled that with ease – and with tall gearing as well. And we’re not really talking natural habitat for the Speedmaster, either, so that was an early thumbs up for its accommodating nature. The 710mm seat height also means no problems for most people to put both feet on the ground, and the swept-back beach bars are nice and narrow for lane filtering. There are also adjustable levers to get the comfort levels just right, and you won’t have any problems with the mirrors.

Third gear is about all you need in city traffic on the Speedmaster, and there was no requirement to feather the clutch either, which we were told by long-time Triumph Australia tech guru Cliff Stovall isn’t the best thing for slip-assist type clutches anyway. That’s why he was telling us to stop pussy footing and just ‘dump’ the clutch at the drag strip the day before. The clutch is a typical Triumph design, though: a beautifully smooth and supple activation.

Along for the ride
The Speedmaster’s energy levels and level of spec are way more suited to the open road than pussy footing around in the city, where that strapping engine and slick gearbox – no encouragement required at all to slide through the cogs – and willing Brembo brakes (gripping 300mm discs) can take on a more engaging role. It’s a cruiser, no doubt, but you can point and shoot the Speedmaster without working yourself into a lather – the limits of ground clearance notwithstanding.

It does, without a hint of surprise, hit the deck quite easily, and the wheel travel is 90mm on the front and 73mm on the rear. You will feel jarring on high-compression bumps – there’s no way around it. The Speedmaster has 41mm KYB cartridge forks and a hidden KYB monoshock in that hard tail back end – way higher spec than the previous Speedmaster. There are also signature Triumph rubber fork gaitors.

As for comfort levels, the forward pegs and beach bars make for solid citizens – my back gave it the thumbs up – and the foam seat is about 95 per cent to my liking save for the too-small support lip on the back of it. Mind you, I nearly found it as comfortable to put my feet on the pillion pegs when we pushing through the twisties, and it also kept my riding boots clear of a scraping frenzy as well.

The beach bars did feel a little cramped for me, though – but that’s where customisation comes to the forefront if you want to refine the operation. There are dedicated kits such as ‘Highway’ (soft luggage panniers, adjustable touring screen, comfort seat, wider pillion seat and chrome galore) and ‘Maverick’ (brown quilted single seat, raked-out bars, Vance & Hines exhaust and other black-out bits ) for a meaner look, or you can simply delve into the 130-product accessories catalogue yourself. That brown seat alone on the Maverick makes it the pick of the inspiration kits for me.

Click here to visit the Triumph online configurator for the Speedmaster.

Outside of the kits, if you just want a single seat configuration on the Speedmaster, the pillion seat and chrome grab rail are easily removable.

Meanwhile, if you like to keep the Speedmaster spinning freely with hit-the-stops type acceleration, you probably won’t see much more than 170km between fuel stops, but plonk it in the true overdrive and you’ll reap the benefits of a miserly Euro 4 engine with well over 200km. Either way you look at it, 12 litres is heaven compared to the Bobber’s tiny nine-litre tank!

Summing up
Triumph is a marvel at making tactile motorcycles, from sporting cocktail like the Street Triple 765 range to the simpler, more laid-back modern classic fare.

That translates into motorcycles which are eager to please, and in the case of the Speedmaster it’s comfortable, competent, stable and willing – but certainly not lacking in pizazz, as the ride on the Putty Road so amply demonstrated.

The Scrambler is still my pick of the modem classic brood, but the Speedmaster isn’t far behind. If you want a cruiser with versatility, visual clout and performance, the Speedmaster fits the bill.