Triumph Speed Twin is a name that has survived since before the outbreak of World War II when the 500cc 5T version was produced between 1938 and 1940. After the war, it continued to be produced until the mid-’60s. Currently there are two variations of the open-class Speed Twin, the 1200 and 1200 RS, and then this new Speed Twin 900. Prior to 2024, you could argue that the Speed Twin 900 and the Street Twin that preceded it were the most entry-level machines in Triumph’s Modern Classics lineup. But the introduction of the 2024 Speed 400 created a motorcycle more aligned with that title in the range.

For 2025, Triumph has taken this middle child of the family and revamped and upgraded almost every area of the bike. Key updates were made to the chassis, electronics, and styling, while less significant changes were made to the engine. What’s better is that despite the design team touching almost every aspect of the bike, the base pricing of the machine has only increased $100 for 2025.To get familiar with the Speed Twin 900 we headed to the south of Spain, where we spent an entire day riding a variety of roads. This bike, like so many in Triumph’s Modern Classics range, provides gobs of nostalgia, without any of the shortcomings associated with a vintage machine. If that’s of interest to you, this bike needs serious consideration.

Chassis and ErgonomicsIf there is one aspect of the Speed Twin 900 that has evolved the most, it’s the chassis. Triumph’s goal was to improve the handling and braking performance of the machine by upgrading most of the components in those two areas.

While the steel cradle frame remains unchanged, an all-new cast aluminum swingarm replaces the previous model’s steel unit. This new swingarm is not only lighter in weight, but stiffer than the outgoing unit, in an effort to provide better precision and rider control. Managing the rear end are a pair of new Marzocchi piggyback shocks with provisions for preload adjustability. Rear travel drops slightly from 4.7 to 4.6 inches. At the front is a new upside-down 43mm Marzocchi fork with 4.7 inches of travel, but without adjustability.

All of the major chassis dimensions have been tweaked for 2025, with the aim to improve handling performance to complement the new suspension. The wheelbase now measures 56.4 inches compared to 57.1 inches on the 2024 model, while the steering geometry is slightly steeper at 24.9 degrees compared to 25.1, with trail increasing a smidge to 4.1 inches from 4.0. New hollow-spoke wheels are stylish and a bit lighter than before and are mounted with Michelin Road Classic tires in 100/90-18 front and 150/70-17 rear sizes.

The front braking package is all new, with a single radial-mount four-piston caliper and large 320mm disc. The rear setup retains the same twin-piston Nissin caliper and 255mm disc. But equally important is the new lean-sensitive ABS that is controlled by the bike’s new six-axis IMU, that allows the ABS to be tailored to not only the ride mode but to the angle of lean the bike is at in any given moment.Perhaps one of the most important attractions to a roadster like the Speed Twin 900 are the ergonomics, and Triumph revamped all of the related figures for 2025. The seat height is actually taller than the outgoing model, now measuring 30.7 inches compared to 30.1 inches, but for those who want an even lower seat, Triumph offers an optional low unit that drops the height down to 29.9 inches. Despite the increased measurement, the narrower rear frame section and reshaping of the seat provides easier standover and therefore better footing at a stop. Other changes to the rider cockpit include a handlebar that is 0.6 inch taller and moved slightly forward, and footpegs that have been dropped about a quarter of an inch lower.

On that theme, the Speed Twin 900 provides easy manageability for almost any rider. The seat height makes getting on the bike incredibly easy, while the reach to the bars is relaxed and neutral, letting this 5-foot-11 rider’s arms fall to the bars with an almost perfect, level, and relaxed bend. The relationship between the seat and footpegs puts the knees at a bend just past 90 degrees, but allows long-range comfort, while keeping the pegs from digging into the tarmac too frequently when really leaned over.Chassis Ride ImpressionOur ride was composed of a bit of everything, from urban congestion and a ton of roundabouts, to open multilane highways, but most importantly a lot of really fun tight and twisty mountain roads. In two of those areas the Speed Twin excels. Around town, the bike’s low center of gravity, low seat height, and easy footing at stops makes the Speed Twin easy to live with. The new suspension sucks up broken pavement, potholes, and all of the obstacles you typically encounter in the city.

But more surprising was how well the bike handles up in the mountains when riding at a sporty pace. Some we were on are perfectly smooth with excellent pavement, while a few others left a lot to be desired. In both cases the Speed Twin 900 handles all the curves thrown its way with equal poise. Big G-outs can bottom out the rear suspension if you don’t dial in some rear preload to compensate, but then you may compromise the really plush ride quality elsewhere, so we left the settings right in the middle.From a handling perspective, the 900 turns into the corner really nicely, which is aided by the upright handlebar and good leverage. The fork provides good feedback of the available grip from the front tire and is well set up in terms of damping and response—even when the pace gets a bit hot. Never does the fork feel overly soft or under damped considering the bike’s design target.

Even when ridden in a really sporty manner, we had full faith in the new front brake, especially when the bike is in the Road mode. You have to really be rocking along at an aggressive pace to get the ABS working, which we did feel on a few occasions due to some bad pavement, but overall power is plenty strong for this type of bike, and knowing that the lean-sensitive ABS has your back when you get into a diesel-covered roundabout is reassuring. The only place where the Speed Twin 900 is slightly less enjoyable is on the freeway, where the lack of wind protection eventually makes you exit for some more twisties.Engine and ElectronicsSharing the same engine platform with the Bonneville T100, the liquid-cooled parallel twin has a single overhead cam and four valves per cylinder. Bore and stroke measure 84.6 x 80mm, while a 270-degree firing order replicates the thump of a V-twin. Fuel is delivered by EFI, and is now controlled by ride-by-wire, which gives better control of the two ride modes (Road and Rain), and allows for an optional cruise control.

While the engine did receive some small tweaks for 2025, they were made to adhere to Euro 5+ emissions while not losing any performance. Claimed output remains identical to the previous model with 64 hp at 7,500 rpm and 59 lb.-ft. of peak torque at a low down 3,800 rpm.Don’t let those middle-of-the-road power figures steer you away from the Speed Twin 900, because while this engine can’t compete with its bigger 1,200cc sibling, it delivers very enjoyable performance. While you aren’t always going to win the stoplight-to-stoplight drag race, the power delivery is torque rich and peppy. In urban settings, the power is smooth and predictable without ever feeling like a handful; you can jump off the line and easily get clear of traffic. Engagement from the cable-actuated clutch is crisp, while the lever itself is adjustable for different hand sizes or rider preference.

Where the engine is more surprising is out in the mountains on twisty roads. Even on really tight sections linked by 180-degree hairpins, the 900′s midrange torque allows the engine to pull hard exiting corners and doesn’t force you to rely on revving the thing to the moon. And while a spirited pace might require a bit more shifting back and forth between gears, the five-speed transmission is super slick with broadly spaced ratios.Another addition for 2025 that is tied into the new electronics is the lean-sensitive traction-control system, even if it’s a feature that you only know you need when it saves your bacon. Once again, diesel in European roundabouts makes this much more obvious. Getting into the menus and accessing these new features is quite simple with the updated dash that features a hybrid LCD/TFT display. Navigation of menus from the left-bar controls is intuitive and easy, while the convenience of a USB-C socket on the side is nice to have.

Overall, the engine in the Speed Twin 900 is very enjoyable. Most people considering this bike aren’t looking for a sportbike—if that’s the goal, the Speed Twin 1200 RS, Street Triple, or Speed Triple are better choices. But the ST 900 does exactly what it was designed for, and it does it very well. The performance is predictable, enjoyable, and isn’t lacking when riding the bike at a fun pace on a mountain road. It delivers very balanced performance around town, where most of these machines are likely going to spend their time. So while the Speed 400 is a bike truly aimed at newer riders, the Speed Twin 900 will appeal to and satisfy a much larger cross section of buyers, delivering enough performance that you won’t soon be looking for another bike.Styling UpdatesSo much of the appeal to the Speed Twin 900 is about its styling and look. Triumph has really executed these aspects of its Modern Classics really well for ages. Like so many in the lineup, you get the nostalgic appearance without sacrificing modern technology and features. Take the lighting for instance; the new LED headlight is attractive without taking away from the classic lines, while LED signals and the taillight are modern without making it feel contemporary.

The fuel tank, side panels, fenders, and the fork covers have all been touched for crisper styling. Designers even made subtle tweaks to the appearance of the engine to make it look sharper and less cluttered. Part of the goal was to give the Speed Twin an appearance that more resembles ‘70s styling than that of the ‘60s. If the Pure White/Maui Blue/Tangerine Orange paint on the tank of our testbike doesn’t convey that, we don’t know what will. If that’s not your thing, two other options, Aluminium Silver/Carnival Red/Jet Black or Phantom Black/Aurum Gold, are more subtle.ConclusionSo much about the Speed Twin 900 comes down to either loving the bike’s classic lines, paint, and modern convenience. Most buyers of this bike we’re sure will have made a decision before ever reading a review, but if you’ve fallen in love with the look of this bike, you surely won’t be disappointed by its performance and functionality.

Triumph went to great effort to improve aspects of the Speed Twin 900 that will make it a much more enjoyable motorcycle over the long run. New suspension, updated brakes, added tech, and modern touches all make this bike so much more than just a stylish-looking machine, they make it a great riding bike, with a proven and enjoyable engine.Bikes will arrive in dealerships starting in February with the silver/red/black bike starting at $9,995, and the other two paint options costing an additional $500. Options include the aforementioned cruise control, heated grips, various luggage options, and a ton of bolt-on accessories that will help you make the bike your own.

2025 Triumph Speed Twin 900 Specs