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The Bonneville branch of motorcycles from Triumph couldn’t be more straightforward in their purpose and design. They are here to scratch that itch for nostalgia and vintage good looks, while delivering some modern amenities to make the ride a bit more comfortable and reliable.
For a motorcycle that has been exhaustively covered across many articles, is there anything original left to say about this Bonneville sibling? For starters, Triumph has made a name switch for this year and the former “Street Twin” is now known as the “Speed Twin 900.” This rebrand is due to Triumph’s desire “to better represent the family connections across the iconic Bonneville line-up, and their specific engine capacities.” The Speed Twin 900 is just a slightly different flavor from the Scrambler 900 and Bonneville T100, each of them having their own slight tweaks to entice a different connoisseur of antiquity (the Scrambler for the off-road curious, the Bonneville for the vintage purist, and the Speed Twin for the retro modern).
For this “one tank of gas” review, I tackled the busy rush-hour traffic of Los Angeles and the meandering curves of backcountry San Diego on my own journey of discovery riding the Speed Twin 900.
New generation with an old spirit
In the “looks” department, Triumph leaves the more faithful interpretation of the old Bonnie to the Bonneville T100 namesake, and the Speed Twin 900 instead is a modern interpretation of all the highlights. It is a machine that is very direct in its styling — classic silhouette, nothing more and nothing less.
Getting settled into the saddle, the 30.31-inch seat height is more than manageable for my five-foot, four-inch frame and the riding position is as comfortable and neutral as one could hope to find in a motorcycle. This range of seat height is normally reserved for low-slung cruisers (typically 27.5 inches to 30 inches) or the cuteness of the Honda Grom (30 inches), but on a standard like the Speed Twin 900 it gives shorter riders a lot of control in an attractive package.
For the rider looking to escape to a simpler time, this dash will check all the right boxes. Aside from the analog speedometer there is an itty-bitty LCD screen that will read out features such as trip A or B mileage, a 24-hour clock, miles until empty, and a digital tachometer. These functions are easy to scroll through with a touch of the info button on the lefthand cluster. The Speed Twin only comes with two ride modes — rain and road. Again, one simple button toggles between the two modes. And that, ladies and gentlemen, is it. The Speed Twin dash is truly distilled to only the barest essentials.
The beating heart of a legacy
With the key in the ignition (just like a vintage bike!) I hit the starter button and the Speed Twin struggles to putter to life. And then it dies. I laugh in my helmet — is Triumph so keen on capturing the spirit of yesteryear that it has intentionally engineered a cranky cold start-up? Or is this hiccup the result of some faulty fuel mapping? Either way, what would normally be scowl-inducing on any other brand new motorcycle is somehow an endearing trait on this wanna-be-old Brit bike.
Now humming after a proper warm-up, I must admit the 900 cc “High Torque” 270-crank parallel twin engine has so much more character than expected. I normally find parallel twins to be a complete bore, diligently doing their jobs with a docility that makes me yawn. The Speed Twin engine, however, vibrates with life — there is volume and distinction in the exhaust note without being obnoxious or feeling like it's trying too hard. It certainly can make power too, but it does so with a gentleman-like civility, not like some rampaging wild animal.
That quirky nature inhabiting the Speed Twin reveals itself yet again on the first crack of the throttle. There is a noticeable delay before the Speed Twin eases into its mid-range powerband, which on this bike feels somehow appropriate. Remember that this is a motorcycle with an old soul, and it’s not bothered to take off in a hurry. However, don’t take that to mean the Speed Twin is devoid of power or excitement. Once in that mid-range, the Speed Twin is super responsive and it will burst forward with a brisk blip of the throttle, until it finally tapers off again at the top of the rev range.
Country roads, take me home
It’s a fall day and I am heading up the mountain roads of San Diego to Julian, an old gold mining town now famous for apple pie. It is a scenic ride and there honestly might not be a better motorcycle for the job than the Speed Twin 900.
The road begins with wide-open vistas and up-tempo speed limits. This is undoubtedly the Speed Twin’s happy place. Despite the Speed Twin having only a five-speed gearbox, Triumph has found a secret formula in the gearing ratios so that the 900 cc will canter at ease. The pace of these backcountry roads puts the bike in the meat of its powerband and every gentle sweeper nearly makes me sigh with contentment.
As we begin to climb elevation, the road tightens and curls back on itself. It is here I am expecting the Speed Twin to begin showing its weaknesses — perhaps a sloppy suspension, soft mushy brakes, or maybe awkwardly tall gearing. For a motorcycle of this price point and mission, I assumed a certain degree of forfeit in performance. Instead, the Speed Twin rolls up its sleeves and embraces the curves with unanticipated competency.
It all starts with the application of the brakes, a soft initial bite of the Brembo system slowly builds pressure, and while the fork is nothing fancy (i.e., non-adjustable and not brand name), it tracks well with the mounting feedback as the front end loads up. The transition from tip-in and through the mid-corner is easy and drama-free. There are no hiccups on the suspension rebound, and the Speed Twin power plant has a casual wind-up as it accelerates out of a corner.
I didn’t intend to try to find the edge of the limits of the Speed Twin, but the open road will test you and your bike when you least expect it. Around a blind corner there was suddenly a lone fireman standing on the double yellow lines. I stood the Speed Twin up and firmly squeezed the brake lever, and with surprising composure it swiftly came to a stop in our lane. I appeared and stopped so fast the fireman literally jumped, waving his stop sign at me and signaling me to slow even though I already had both feet on the ground.
A bright yellow Corvette had smashed into an embankment and lost a front wheel, leaving bits of glass, bodywork, and gravel strewn across the road. As I tip-toed my way through the carnage, I was grateful the Speed Twin had handling skills that exceeded all of my expectations. It is good peace of mind to know that even if this bike was born and bred for its old-school looks, the Speed Twin has the modern capabilities that its ancestral brethren were certainly lacking.
A modern bike with an old soul
As I sat and ate that well earned slice of apple pie and mused over the Speed Twin, I could appreciate why this particular bike is one of Triumph’s global top sellers. What I thought was just a superficial exercise in throw-back aesthetics turned out to be a competent machine and, even better than that, one with true personality.
Because it offends my sensibilities to finish a one tank of gas review without a single complaint, I did jot down a few nitpicks. I found the Speed Twin engine did radiate heat that cooked my legs a bit, especially in the gridlocked traffic of L.A. The suspension is just a tad stiff, most noticeably riding through the potholes on city streets. Finally, the Speed Twin has no windscreen and so for any prolonged freeway stints the buffeting wind would certainly become a nuisance. Again, these are the nitpicks, and possibly solved by accessories or tinkering with settings.
The final verdict? The Speed Twin 900 knows its given purpose of being a retro-inspired bike, it delivers on that promise authentically (and arguably goes beyond that mission with its performance), and does so at a price point that actually seems fair.
| 2023 Triumph Speed Twin 900 | |
|---|---|
| Price (MSRP) | $9,695 |
| Engine | 900 cc, liquid-cooled, eight-valve, 270-degree-crank-angle parallel twin |
|
Transmission, final drive |
Five-speed, chain |
| Claimed horsepower | 64.1 @ 7,500 rpm |
| Claimed torque | 59 foot-pounds @ 3,800 rpm |
| Frame | Steel, twin cradle |
| Front suspension | 41 mm cartridge fork |
| Rear suspension | Twin shocks adjustable for preload |
| Front brake | Single Brembo four-piston caliper, 310 mm disc with ABS |
| Rear brake | Nissin two-piston caliper, 255 mm disc with ABS |
| Rake, trail | 25.1 degrees, 4.0 inches |
| Wheelbase | 57.1 inches |
| Seat height | 30.1 inches |
| Fuel capacity | 3.2 gallons |
| Tires | 100/90-18 front, 150/70R17 rear |
| Claimed weight | 476 pounds |
| Available | Now |
| Warranty | 24 months |
| More info | triumphmotorcycles.com |
