Triumph Speed Twin 1200 2025 Review

For better or worse, the 2025 Triumph Speed Twin 1200 is a simple machine. It seamlessly blends classic style with modern performance, but it does so without any fuss or fanfare. To some, that is a perfect motorcycle. 

But simple doesn’t mean ill-equipped. The 2025 Speed Twin 1200 gets a chassis upgrade, improved suspension, an extra 5hp, new technology and a new look. 

And, if all that wasn’t enough, there is also a new Speed Twin 1200 RS version that gets fully adjustable Marzocchi and Ohlins suspension, Brembo Stylema calipers, a quickshifter, and Metzeler Racetec RR K3 tyres. 

In some ways, the RS is a replacement for the outgoing Thruxton, which has been discontinued by Triumph. And while the Speed Twin is not a carbon copy of the Thruxton, it offers the same café racer spirit and high-end performance. 

To find out if the 2025 Triumph Speed Twin 1200 is a winner, we took it for a spin in the hills above the Yarra Valley. And simple as it might be, it certainly didn’t disappoint. 

Related: New and improved Triumph Speed Twin 1200 for 2025
Related: Triumph Speed Twin 900 updated for 2025
Related: Upgraded Triumph Speed Triple 1200 RS coming soon

The standard 2025 Triumph Speed Twin 1200 starts from just $22,990 ride away. That price rises to $23,490 ride away for the Crystal White and Carnival Red colour schemes. 

And the RS version checks in at $26,990 ride away, with both Sapphire Black and Baja Orange colour schemes available. 

Of course, the big question is whether the RS is worth the extra $4000. We’ll touch on that in a minute, but when you start to add up the cost of the RS’s added features mentioned earlier, it’s easy to see where that $4k goes.

The Speed Twin’s classic styling is obviously a key drawcard, but it’s the smooth-as-butter parallel-twin motor that steals the show.

Boasting 103hp (77.2kW) and 112Nm, the Speed Twin’s engine isn’t exactly a monster, but it delivers its power in a way that is both versatile and thrilling. You can leave it in third or fourth and let the torque do the work. The engine moves smoothly and sharply through the rev range and it puts out quite a nice note too. 

Power figures are identical for both versions, but the RS does come with a “Sport” mode, which gives the bike a touch more flair in the twisty stuff. 

The Speed Twin weighs in at 216kg with fuel, and you do notice the weight a little in the tight stuff, but it’s still arguably the sportiest bike in Triumph’s Modern Classic lineup. Sure, it’s probably not a track weapon, but a spirited ride through the hills is more than possible and highly enjoyable. 

Of course, the brilliant Marzocchi/Ohlins suspension combo on the RS is a winner thanks to its superior adjustability, but the stock setup on the standard version is still more than up to the task. In fact, for most casual riders, the difference between the two versions will be relatively inconsequential.

Elsewhere, the ride position is comfy, the Brembo/Nissin stoppers are as good as it gets, and the Metzeler tyres on the RS were more than grippy enough, even despite us having some nervous moments on a slippery Reefton Spur.

The old Speed Twin had dual analogue/LCD displays to help with the classic style, but Triumph has rightly replaced those with a new single round digital display with a small TFT window. It looks good and suits the bike, but it is the same unit fitted to cheaper Triumph models, such as those in the 660 range. 

Why didn’t Triumph fit the full, more-detailed TFT display seen on other high-spec models in the lineup (Scrambler 1200 for example)? It’s hardly a big issue, but I feel a bike of this calibre should get Triumph’s top-shelf gear. This is especially true for the near-$27k RS. 

Likewise, there's no keyless ignition for either bike. Some traditionalists will say that it’s better to have an old-school key, but keyless start seems like a pretty standard feature these days – especially for a road bike over $22k. The convenience of leaving the key fob in your pocket when commuting is one thing I’m happy to admit I enjoy. 

But, if you haven’t noticed already, I’m clutching at straws here. There isn’t a whole lot to be disappointed about with either version of the new Speed Twin 1200. 

The real question should be: standard or RS? The updated base Speed Twin 1200 platform is great whichever way you look at it, but which version you pick comes down to how much money you have to spend.

It’s no surprise that the RS is the better of the two. The higher-spec suspension and brakes are excellent, and quickshift and “Sport” mode are welcome additions. 

But while all that equipment more than makes up for the $4k price difference, the actual performance benefits will only really matter to sport-focused riders looking for faster lap times. 

In other words, saving the $4k and choosing the standard version is not a bad idea. 

Either way though, you are getting a stylish, fun, and supremely capable motorcycle made with typical Triumph precision and attention-to-detail. Two thumbs up.  

ENGINE
Type: Liquid-cooled, eight-valve, SOHC, parallel-twin
Capacity: 1200cc
Bore x stroke: 97.6mm x 80.0mm
Compression ratio: 12.1:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 103.5hp (57.5kW) at 7750rpm
Claimed maximum torque: 112Nm at 4250rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet multi-plate with slip assist

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel twin cradle
Front suspension: 43mm Marzocchi USD fork, non-adjustable (standard), 43mm USD Marzocchi fork, adjustable (RS)
Rear suspension: Twin Marzocchi RSUs with external reservoirs and adjustable preload (standard), Twin Öhlins RSUs with external reservoirs, adjustable for pre-load, compression and rebound damping (RS)
Front brakes: Twin 320mm floating discs, Triumph branded four-piston radial calipers (standard), Twin 320mm floating discs, Brembo Stylema M4.30 radial calipers (RS)
Rear brakes: Single 220mm disc, Nissin 2-piston floating caliper (standard), Single 220mm disc, Nissin 2-piston floating caliper
Tyres: Front 120/70 R17, rear 160/60 R17

DIMENSIONS AND CAPACITIES
Rake: 22.4 degrees (standard), 22.6 (RS)
Trail: 91mm (standard), 92mm (RS)
Claimed wet weight: 216kg
Seat height: 805mm (standard), 810mm (RS)
Wheelbase: 1413mm (standard), 1414mm (RS)
Fuel capacity: 14.5 litres