When we think of classic British bikes, most of us instinctively default to Triumph. This pervading sense of the manufacturer’s rich history of cool and rebelliousness is one solid reason why its recent generations of Modern Classics have been such a success story. From the “new” Bonneville and Thruxton to the Scrambler, Bobber, and Speed Twin range—not to forget the entry-level Speed 400—every new retro design manages to tweak enough nostalgia glands to make it a sales success. That Triumph logo, some old but carefully updated styling cues, and a dash of cleverly engineered soul combine with some meaty performance, bang up-to-date handling, and electronic technology to do it time and again. And for 2025 the new Speed Twin 1200 looks set to carry on this proven formula.

Triumph has not one but two new 1200s for 2025: the base-model Speed Twin 1200 and the excitingly sporty Speed Twin 1200 RS, which approximately fits into the vacant spot the Thruxton will leave when it is taken off sale this year. Typically, Triumph hasn’t reinvented the wheel here and has stayed with the familiar air-cooled-look 270-degree parallel twin, albeit with 5 hp more top-end power. The tubular-steel cradle frame remains unchanged but the suspension and stopping power have been overhauled. In the electronics department, the Speed Twin gets its first taste of lean-sensitive traction control and ABS.Triumph has subtly modernized the appearance of the retro twin, blending sharp modernity with soft retro design. It’s more like a nip and tuck than a Hollywood face-lift but the effect adds understated attitude. There’s a new, single circular TFT dash with connectivity, an eye-catching new headlight, and a myriad other cosmetic changes.

The base model (which Triumph should have called R) and RS share the frame, engine, performance, gearbox, and drive, and according to Triumph, weigh the same too. Aside from the obvious color options, the main differences are to the suspension, stopping power, ergonomics, and electronic rider aids.Fit and FinishSome buying decisions are heavily based on looks, image, and desirability, and here in Mallorca, up close and personal, the new Speed Twin scores highly, especially in RS-only Baja Orange. It’s full of the past but thoroughly modern. It oozes attitude, and it’s gorgeous.The 1,200cc eight-valve parallel twin, complete with faux cylinder finning, looks air-cooled but, as we all know by now, is not. The plumbing for the water-cooling is neatly hidden. The flowing 2-into-2 exhaust looks far too crafted for a high-volume major manufacturer obliged to meet Euro 5+ emissions, with the catalytic converter cunningly disguised.

New rider aids bring more sensors and wiring, but again these have been kept out of sight. There is a new reshaped tank, new flip fuel cap, new side panels, and a new single headlight and display, plus other detail changes. It’s a big ask to produce a liquid-cooled motorbike that can punch its weight in a high-tech modern world while transmitting genuinely cool air-cooled retro vibes, but Triumph has done it. Furthermore, the finish is pure class and top-level, especially on the RS with its added glitz of Brembo and Öhlins.Standard vs. RSAs noted, the base Speed Twin shares most of the RS’ attractive qualities; the main differences are in the riding position and the specification of the suspension, electronics, and tires. The RS comes with fully adjustable twin Öhlins shocks on the rear and fully adjustable 43mm Marzocchi fork, as opposed to Marzocchi units front and rear on the base bike with only spring preload adjustment on the rear. Brembo Stylema brake calipers are featured on the RS, while the standard runs Triumph-branded units. Sporty Metzeler RaceTec RR K3 rubber is fitted on the RS, while more street-biased Metzeler M9 RRs appear on its cheaper sibling.

Tech-wise, both come with lean-sensitive rider aids, but the RS gets an additional Sport mode to augment Road and Wet, and the Shift Assist quickshifter comes as standard and is not available on the base bike. The RS also gets a much sportier riding position, with lower bars and higher, farther setback pegs.The Standard RideOur unseasonably chilly test day was split into two, with the morning on the standard bike and the afternoon on the RS. Jumping onboard, it was immediately obvious this is a new model. Its minimalist, single circular TFT dash has elbowed out the old-school twin clocks of before. It’s clear and uncluttered, especially the gear position indicator. Despite the successful melding on modern tech and traditional styling, some may still prefer the older traditional twin clocks.The 31.7-inch (31.9 on the RS) bench seat is comfortable, and the riding position is roomier than before, with higher and slightly farther forward bars. Despite being a big-cube retro bruiser and topping the scales at a claimed 475 pounds, it’s a doddle to manage at slow speeds and isn’t nearly as intimidating as it appears. In the standard Road mode, fueling 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 adjusted; it’s either set to Road or Wet, or deactivated.

Close to Palma are some stunning roads 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 4,250 rpm. You don’t need to rev the 1,200cc, just ride the torque and enjoy. Triumph has added five more horses, but they are all at the top-end and above 7,000 rpm (peak power is at 7,750 rpm), and for the morning ride I don’t think I ventured past 6,000 rpm. Instead, short-shifting through the box allows you to enjoy the 1200′s delicious, surging drive.Handling of the base-model Speed Twin matches its relaxed but potent power unit. Ride quality is excellent, designed for comfort over performance, with the suspension set up softer than the previous generation. The steering could never be described as sharp: The 1200 rolls into corners in the traditional manner rather than dives to the apex—is 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 non-Öhlins Speed Twin bike seems unstressed but can deliver sporting drama. For a naked retro, ground clearance is excellent, the feedback through the chassis is far from dull, and the Metzelers work well in mixed conditions. By midmorning, 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. The bars could be a fraction wider to give more leverage and more of an old-school streetfighter feel like the BMW R nineT, but otherwise it’s hard to fault the stock bike.

It’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 is 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 fork struggling to cope. Fortunately for sporty lovers of retro British iron, Triumph offers the opportunity to step up to the RS.The RS RideYou might question the need to produce the RS, as both models spin up 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 RS’ wheels, now wrapped in sportier Racetec rubber, are turning you feel the difference. The riding position is more radical with lower bars and feet further back and higher up. It’s not extreme, you’re just positioned a little more aggressively without putting weight onto wrists—like the outgoing Thruxton or similarly set up cafe racer.

Despite the same quoted weight (476 pounds), the steering is 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 multiadjustable lever rather than a full handful for the same stopping force. The multiadjustable Marzocchi fork has more support and also copes 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 and more over-the-front-end riding position, it is more natural to shift body weight to the inside and ride it like a modern-day naked sportbike. You have to pick your knee up on occasion and remind yourself you’re not wearing knee sliders.Short-shifting the base 1200 exploiting its rich low-down torque is great, but aboard the RS you understand why the Hinckley factory has added horsepower to the top-end. Now working the RS-only Shift Assist and using the RS-only Sport mode you can rev the twin to the redline at 8,000 rpm (7,500 rpm previously)—and it moves.

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 is clear the RS wouldn’t be out of place on a trackday. Admittedly, we had the perfect tight and twisty roads in Mallorca—and sure, 476 pounds and just over 100 bhp might not be that exciting to some—but it is surprising how responsive and rewarding the RS is. Even with the TC active in Sport mode, this retro is 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 midafternoon I’d be having this much fun. Should I have packed leathers and sliders?On the base 1200 you can get a glimpse of the limitations of the handling and brakes, but on the RS 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 be able to take even grippier rubber on track.ComplaintsThe 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 quickshifter is basic and can’t be transferred to the standard bike. And while that is being picky, I don’t like bar-end-mounted mirrors, but that is a personal thing. Complaints over.VerdictIn terms of looks, styling, character, and with the odd pop on the overrun, exhaust note, it’s a resounding thumbs-up for Triumph and the 2025 Speed Twin 1200. As mentioned, some buying decisions are going to be based primarily on looks and image, and in this regard I don’t think anyone will be disappointed. My iPhone currently has more photos of the Speed Twin than of my children.If you opt for the standard bike and save $2,500, then equally you won’t be disappointed by its smooth torquey motor and sweet, easygoing ride. The rider aids, riding modes, and dash are relatively basic but are all you need. The standard rubber will work all year around, it has the same engine performance as the RS, which means it’s fun and has that extra turn of speed at the top-end. Most customers will probably buy the base 1200. My only advice to them is not to ride the RS.

The RS is even more fun with a tauter, more responsive chassis and much-sharper handling and stopping power. Its RS graphics, color options (especially in orange), and the extra blanket of Öhlins and Brembo bling add even more appeal. The quickshifter bumps energy to the ride, so too the sportier riding stance.The RS isn’t as comfortable, especially over large potholes and poor road surfaces, and at $15,995 is a significant price increase over the standard. Some may prefer the twin dials of the previous bike or want more sophisticated rider aids, and I’m guessing more than a few will want the quickshifter on the standard bike (annoyingly, it won’t fit), but those wanting a modern retro are going to be queuing up for a test ride. Just to repeat that warning: Don’t ride the RS if you can only afford the standard machine—it’s very hard not to like.2025 Triumph Speed Twin 1200/1200 RS Specs