You may not have been aware, but the Speed Twin 900 (which up to 2022 was called the Street Twin) is an important bike for Triumph. Since its original launch in 2016, the British brand’s entry-level member of the Bonneville family has sold over 47,000 examples, making it the best-selling model in the British brand’s modern classic range, even outselling the core Bonneville and Scrambler variants.
For 2025, however, things have changed. The introduction of Triumph’s new 400cc single cylinder duo, the Speed 400 and Scrambler 400X means there’s now new and even more affordable entry level modern classics, while changes were also needed to meet the upcoming Euro5 regulations.
The result is a significantly updated 2025 Speed Twin 900, retaining its core appeal but having evolved into a more premium package. Engine performance is unchanged but is now Euro5+ compliant, while being more economical and sounding better than before. It’s gained a slightly sportier attitude with up-specced suspension and brakes, not to mention even lighter wheels.
The styling is subtly refreshed too, with a new tank and seat (which also improves ergonomics) to go with some modernised paintjobs. It also gets a new dash (which now has Bluetooth connectivity and a USB-C socket) along with improved electronics, in the form of cornering ABS and traction control.
Yes, performance from the outwardly identical 900cc version of Triumph’s Bonneville twin is unchanged, with peak power of 64bhp and maximum torque of 80Nm, but then, with the old version already so popular, and with the Speed Twin 900 now positioned between the 40bhp Speed 400 and 103.5bhp Speed Twin 1200, there was no need for wholesale change.
Instead, internal revisions ensure compliance with Euro5+, a new exhaust gives a richer soundtrack, fuel consumption is claimed to be improved and the result, as before, is an easy, effortless and characterful ride that won’t worry anyone. It is enjoyable without being exactly exciting, and it surfs a fat wave of torque that renders repeated gearchanges through the five-speed ‘box unnecessary. It’s brisk without being bonkers, invigorating without being intimidating, will happily squirt past traffic and cruise at 80-plus and makes you wonder why, on a retro roadster, anyone needs anything more.
The Speed Twin 900’s chassis, though, is updated more significantly, both to make it slightly sportier while also improving its roominess and accessibility to more riders, which we’ll discuss in more detail later. So, apart from the frame and ergonomic changes, the swingarm is now aluminium, both lighter and stronger, not to mention 15mm shorter than before.
This also translates to a 15mm shorter wheelbase, which improves agility. The cast wheels are new and also lighter (again aiding handling) while suspension front and rear sees the previous right-way-up Showa forks replaced with beefier upside down units from Marzocchi. The Italian company also provides the new, ‘piggy-back’ twin rear shocks too. The result, as before, is completely easy, natural and intuitive, while also being more convincing, taut and accurate if you wind on the pace a little.
Sure, there remain a few signs of the Speed Twin 900’s budget bias, for example the suspension is still a tiny bit basic and can crash over potholes. It is only preload adjustable at the rear but for the type of bike it’s trying to be, it’s more than adequate. Braking, meanwhile, is also improved slightly via a new, Triumph-branded, radial four-piston caliper (as per Triumph’s Tiger Sport 660) which now bites onto an enlarged 320mm single disc assisted by cornering ABS. It’s not sports bike sharp, of course, but is more than adequate. It’s also worth reminding ourselves that, if more performance, handling and brakes are required, Triumph also offer the Speed Twin 1200 in both standard and RS specifications.
The Speed Twin 900’s friendly, upright, roadster riding position is essentially unchanged and as a result is completely easy, unintimidating and natural. But a new, narrower, rear subframe and seat raises the saddle by 15mm, the unchanged handlebars are also raised by 15mm too (and forward 3.5mm) while the footpegs (now plain alloy rather than rubberized) are also repositioned slightly, to make the riding position roomier.
The result isn’t a taller and less accessible machine though – it’s not. The frame rear section and seat is narrower at the back of the tank to compensate and, besides, if you still want it lower, a 20mm lower seat is available as an optional extra. In short, the new Speed Twin 900 is easy, natural and suits many body shapes even better. This tester is 6’3” (190cm) and thought the old model to be slightly ‘dinky’, but not so here. Of course, it’s still an exposed roadster with no weather protection, but accessory flyscreens are available and, besides, that’s what you’re buying into anyway.
That said, the latest Speed Twin 900 is also as practical as ever – well, as practical as any mid-range roadster can be. As a naked bike the Speed Twin is never going to brilliant at everything – we wouldn’t particularly fancy attempting hundreds of motorway miles two-up, for example. But even so it’s a decent multi-purpose motorcycle, especially as a first ‘big’ bike. It’s a great commuter, is sufficiently entertaining and invigorating to be a satisfying Sunday toy and has bags of (customizable) style. For what it has been designed to do, it is difficult to criticize the 2025 iteration of the Triumph Speed Twin 900.
Despite no longer being the absolute entry into Triumph’s modern classic range, it remains a fairly basic, entry-level, affordable retro roadster and, as a result, its equipment levels are never going to be as lavish as, say, a full-size adventure bike. For all that, the spec sheet is better than you might expect and is an improvement on the outgoing model. The suspension front and rear is better quality, although still largely unadjustable.
The front brake is improved, too, while the new round digital display is from the Trident 660. It combines LCD digital and colour TFT elements and covers all the basics well – speedo, revcounter, clock, temperature, fuel gauge, trips, clock, gear and mode indicator (there are two riding modes, incidentally, Road and Rain) and so on. It also now has Bluetooth smartphone connectivity and a new USB-C charger socket.
There are also a huge range of official accessories available, allowing owners to modify their Speed Twins with parts ranging from flyscreens to performance exhausts and cosmetic add-ons. According to Triumph over 90% of new Speed Twin 900s are fitted with extras before leaving the dealer, making it a lucrative sideline for the manufacturer!
The 2025 Speed Twin 900 you see here currently starts at £9195 – although, actually, it doesn’t. Three colour options are available, silver, black and the ‘Gulf-esque’ white/orange/blue scheme of the bike we rode, and if you go for either of the latter two you need to add £350, which is a little bit miserly.
That said, it’s logically positioned. The Speed 400 starts at £5195, the Speed 1200 at £12,495 and its closest rival is probably something like Ducati’s Scrambler Icon which starts at £10,195. Other competitors include Moto Guzzi’s underrated V7 and the Yamaha XSR700. The Triumph should also be reasonably cheap to run. It has improved fuel consumption and long service intervals, while Triumph’s reliability and residuals are up on most rivals as well.
So, should you buy one? Well, going on the fact that the previous incarnation was already a best seller, and this new version is notably better in various areas, the answer’s probably, if you like the style and offer, ‘yes’. It is an appealing, straight forward, upright motorcycle with a slightly sporting flavour.
As a Triumph retro it comes with a great badge and a heritage style that has broad, fashionable appeal. Taking Triumph’s two new 400s out of the equation, it’s still the most affordable ‘big’ bike in Triumph’s modern classic line up and costs £3k less than the better specced and more powerful Speed Twin 1200.
It’s as friendly and fun as ever, a little better looking, better equipped and, if you’re after a ‘first big bike’ which is stylish, easy, proven and has bags of customization potential, it’s hard to think of anything better. I know both wannabe young bikers and novice 60-somethings who are interested in the Speed Twin and, on that basis, it’s easy to see the model’s success continuing.
Triumph Speed Twin 900 Specification
Price: From £9195
Engine: 900cc parallel twin, SOHC, four valves per cylinder, liquid cooled
Power: 64bhp (47.8kW) @ 7500rpm
Torque: 80Nm (59lb-ft) @ 3800rpm
Transmission: Five-speed, chain
Frame: Tubular steel double cradle
Suspension: (F) 43mm USD Marzocchi forks, no adjust (R) preload adjustable Marzocchi twin shocks.
Wheels: Cast aluminium, (F) 18 x 2.75in/ (R) 17 x 4.25in
Tyres: Michelin Road Classic (F) 110/90 x 18, (R) 150/70 x 17
Brakes: (F) 320mm disc, Triumph four-piston radial caliper, (R) 255mm disc, Nissin twin-piston caliper. Cornering ABS
Weight: 216kg (kerb)
Wheelbase: 1,435mm
Seat height: 780mm
Fuel tank: 12 litres
Fuel consumption: 70.6mpg (claimed)
Service intervals: 6000 miles/12 months
Warranty: 24 months unlimited mileage
Contact: https://www.triumphmotorcycles.co.uk
Words: Phil West
Photos: Triumph
