By Adam Child ‘Chad’

When you think of classic British bikes, Triumph almost certainly springs to mind—and for good reason. Their knack for blending old-school cool with modern performance has made hits of the Bonneville, Thruxton, Scrambler, Bobber, and Speed Twin ranges. From nostalgic styling to cutting-edge tech, Triumph’s formula keeps working, and the 2025 Speed Twin 1200 is no exception.

For 2025, Triumph’s giving us two Speed Twins: the base model (needed a catchier name) 1200 and the sportier 1200 RS, which you could argue steps into the void left by the departing Thruxton. No drastic overhauls here—just thoughtful tweaks. The 270° parallel-twin now packs an extra 5hp, while the steel cradle frame stays put. What’s new? Lean-sensitive ABS and traction control, updated suspension and brakes, and a modernised design with sharper details and a sleek TFT dash. Yes, no more twin clocks. Think tasteful nip and tuck, not over-the-top Hollywood makeover.Both models share the same engine, performance, gearbox, and frame, but differ in suspension, braking, ergonomics, and electronics. Triumph’s formula? Timeless style, modern thrills, and just enough nostalgia to tug at your heartstrings. Lets go ride.

The 1200cc parallel twin has those charming faux cooling fins to fake its air-cooled vibe, while hiding its water-cooling bits with surgical precision. The two-into-two exhaust looks way too custom for a mass-produced, Euro5+ compliant machine, and Triumph’s kept the new electronics and sensors out of sight. The reshaped tank, flip fuel cap, new headlight, and updated side panels all contribute to a perfectly judged retro-modern balance. Add RS-exclusive Öhlins, Brembo brakes, and premium finishes, and it’s clear Triumph designers have worked overtime.The base Speed Twin shares much of this beauty, but with notable differences. The RS boasts fully adjustable Öhlins and Marzocchi suspension, while the base model sticks with simpler Marzocchi units and preload adjustment only. Brembo Stylemas vs. Triumph-branded brakes, sticky Metzeler RaceTec tires vs. street-friendly M9RRs, and the RS-exclusive quick-shifter and Sport mode underline its more aggressive character. The RS also tweaks the riding position—lower bars, higher pegs—for a sportier, more attack-ready feel. Classic looks, cutting-edge tech, and proper attitude—Triumph’s nailed it again.Our test day was split into two, with the morning on the stock bike and the afternoon on the RS. Jumping onboard, it was immediately obvious I was on a new model, its minimalist, single circular TFT dash having elbowed out the old-school twin clocks of before. It's clear and uncluttered – I especially liked the gear position indicator – but judging by the response on my social media, most prefer the older traditional twin clocks.

The 805mm (810mm RS) bench seat is comfortable, and the riding position feels roomier than before, with the bars now higher and slightly further forward. Despite being a big-cube retro bruiser and topping the scales at 216kg, it’s a doddle to manage at slow speeds and isn’t nearly as intimidating as it appears. In the standard Road mode, fuelling is accurate and easy, but there is a lot of torque low in the rpm, which in the early morning cold and damp made me thankful for the new lean-sensitive traction control. The TC can’t be trimmed, incidentally, it’s either set to Road or Wet, or deactivated.Close to Palma are some stunning roads, and soon it was time to enjoy the new Speed Twin's performance. There is still that familiar big-twin torque that delivers muscular low-down drive, with peak torque at just 4250rpm. You don’t need to rev the 1200cc, just ride the torque and enjoy. Triumph has added five more horses, but they are all at the top end above 7000rpm (peak power is at 7750rpm), and for the morning ride I don’t think I ventured past 6000rpm. Instead, I short shifted through the box on the conventional shift and just revelled in the 1200's delicious, surging drive.The handling of the base-model Speed Twin matches its relaxed but potent power unit. The ride quality is excellent, designed for comfort over performance, with the suspension seemingly set up softer than the previous bike. The steering could never be described as sharp: the 1200 rolls into corners in the traditional manner rather than dives to the apex – it’s more labrador than greyhound – but you soon get into a flow. It covers the ground, carries its speed, short shifting not screaming, and should not be underestimated.

Seriously, don’t be fooled. The stock Speed Twin bike may feel unstressed and relaxed but can deliver sporting drama. For a naked retro, ground clearance is excellent, the feedback through the chassis is far from dull, and the Metezlers work well in mixed conditions. By mid-morning, with the ambient temperature rising, so too was the pace. Endless switchback mountain passes were taken with rhythmic ease and growing confidence in the ability of the 1200. I’d like the bars to be a fraction wider to give more leverage and a more old-school streetfighter feel like the BMW R NineT, but otherwise, it’s hard to fault the stock bikeIt’s only when you ask for track-levels of grip and handling that you approach the limitations of the suspension and brakes. Ride aggressively and the rear feels soft and a little underdamped while the brakes require all four fingers on the lever for rapid deceleration. Under hard braking, the ABS can also chime in early, but this is mainly due to the softly sprung forks struggling to cope. Fortunately for sporty lovers of retro British iron, Triumph now offers the opportunity to step up to the RS.You could question the need to produce the RS, as both models produce the same power and torque, share a frame, and have very similar dimensions – but the step-up in handling is instantly noticeable. As soon as the RS's wheels, now wrapped in sportier Racetec rubber, are turning, you feel the difference. The riding position is more radical, with the bars lower, feet further back and higher up. It’s not extreme, you’re just positioned a little more aggressively than before without putting weight onto wrists like the outgoing Thruxton or a similarly set up Café Racer.Despite the same quoted weight (216kg), the steering feels lighter and the RS turns with a directness absent on the stock Speed Twin. There's a genuine personality shift going on here: aboard the RS you start to attack sections of unfamiliar road, rushing into corners with more confidence, carrying more corner speed, and getting on the power sooner.As you might expect, the Brembo Stylema stoppers are much stronger and require just one or two fingers on the multi-adjustable lever rather than a full handful for the same stopping force. The multi adjustable Marzocchi forks have more support and also cope better with aggressive braking, and once warm the racy Racetec rubber provides more grip and rider confidence. I found myself trusting the front more, turning to the apex with newfound gusto.Ground clearance is ample on the base bike but the RS sits higher on firmer suspension, meaning you can lean further. With the more poised, more over-the-front-end riding position, it feels more natural to shift bodyweight to the inside and ride it like a modern-day naked sports bike. I had to pick my knee up on a few occasions, reminding myself I wasn’t wearing knee sliders...

I loved short shifting the base 1200 and exploiting its rich low-down torque, but aboard the RS I suddenly understood why the Hinckley factory has added horsepower to the top end. Now I was working the RS-only Shift Assist up-and-down quick-shifter and using the RS-only Sport mode, revving the twin to the redline at 8000rpm (7500rpm previously) – and it was moving.The base Speed Twin 1200 is fun and will party until late, but the RS wants to party hard until dawn. After an intense and absorbing mountain ride, it was clear the RS wouldn’t be out of place on a track day. Admittedly, we had the perfect tight and twisty roads in Mallorca – and I’m sure 216kg and just over 100bhp might not be that exciting to some – but I was surprised by how responsive and rewarding the RS felt. Even with the TC active in Sport mode, this retro was more than happy to loft its front wheel. Early in the day, when I first laid eyes on the RS, I had no idea that by mid-afternoon I'd be having this much fun. I should have packed leathers and sliders.On the base 1200 you can get towards the limitations of the handling and brakes, but on the RS I believe you’d need a racetrack before you'd start scraping pegs or wanting to adjust the suspension. The RS comes with fully adjustable suspension, so may take even grippier rubber on track. The only limitation to a hot lap will be the standard ABS, which can’t be deactivated. It would also be nice to be able to trim the TC, which is either on in one of the selected modes or off. There are also no anti-wheelie or engine brake strategies, the quick-shifter is basic and can’t be transferred to the standard bike. And while I'm being picky, I don’t like bar-end-mounted mirrors, but that is a personal thing. Complaints over.

Verdict

When it comes to looks, styling, and character—plus that cheeky pop on the overrun—the 2025 Speed Twin 1200 gets a big thumbs up. Let’s just say my iPhone now has more pictures of this bike than of my kids. Opting for the standard bike and saving £2000 isn’t exactly slumming it. You still get the same torquey, smooth motor and laid-back ride, along with basic rider aids and modes. The rubber is year-round ready, and the engine’s top-end punch makes it plenty of fun. I reckon 80% of buyers will be happy for the base model—just don’t test-ride the RS. Seriously, don’t.The RS? That’s where the fun really ramps up. Sharper handling, better brakes, and tauter suspension make it a more engaging ride. Add RS-exclusive graphics, Baja Orange paint, Öhlins bling, and a quick-shifter, and it’s tough to resist. It’s also more aggressive—sportier riding stance, stickier tyres, but a ride that’s less forgiving on potholes. At £14,495, it’s creeping into premium territory, and yes, some will miss the old-school twin dials or crave more advanced rider aids. Add some accessories, start to personalise, and you could be north of £15,000 – it’s easy to get carried away.

Bottom line: if you’re after a modern retro, you’ll love either version. Just beware: riding the RS when you can only afford the base bike is heartbreak waiting to happen.

Photography by Chippy Wood / Gareth Hartford