Triumph Speed Twin 900 test: Introduction, positioning and rivals of the Triumph Speed Twin 900
If something characterizes Triumph, it is its ability to manufacture modern motorcycles with the taste and class of yesteryear, when fairings were the exclusive preserve of racing and drum brakes were the technology of the moment. The Triumph Speed Twin 900 (65 HP, €9,995) is the greatest exponent of that philosophy. It maintains the engine, chassis and rear shock absorber structure of the Bonneville, but its interior and components enjoy the latest technology.
The Speed Twin 900 is the second version of the Street Twin heir, at the time access version to the universe “modern classics” of the British firm. So it was still a Bonneville that dispensed with chrome and spoked wheels to be able to evaluate the price.
Now, the access range is 400 cc and the new Speed Twin 900, although it maintains the structure of the Bonneville, has a more sporty orientation than that, without ignoring its status as an everyday motorcycle.
It is no longer the “poor sister”, but rather enjoys first-rate components, such as an inverted fork, 4-piston radial caliper or ABS and cornering traction control, thanks to the newly incorporated IMU.
The segment in which it lives is the most juicy, because it ranges from young people, who have just gotten their A2 (or A) license, to veteran drivers, back from everything and who really know what they want. Brands also know this and there are many that offer at least one model that fits among the possible competitors of the Speed Twin 900.
With the same British flavor is the Royal Enfield Interceptor 650 (48 HP, €6,787), in another step regarding power and price, but with a similar appearance. Among the European brands, the Ducati Scrambler Icon Dark (73 HP, €10,690) and the Moto Guzzi V7 Stone (65 HP, €8,699) stand out. Among the brands of European origin (but with eastern capital), we find the Benelli Leoncino 800 (76 HP, €8,290) and the Moto Morini Seiemmezzo STR (61 HP, €6,590).
Among those that come directly from the Far East, Kawasaki proposes two alternatives: the Kawasaki Z650RS (68 HP, €8,625) and the Kawasaki W800 (48 HP, €10,399); The CFMoto 700 CL-X Heritage (73.8 HP, €5,999) and the Yamaha XSR700 (73.4 HP, €8,499) also stand out. Some are more powerful than the Speed Twin 900, others are less so; The same goes for prices.
All of them are motorcycles that do not present difficulties and can be used every day, but it is very likely that the emotional factor weighs heavily in the purchase decision. If you try the Triumph Speed Twin 900, it is quite likely that you will stop looking for a candidate.
Triumph Speed Twin 900 test: Technical characteristics of the Triumph Speed Twin 900
Although it may not seem like it at first glance, there are many new features in the Speed Twin 900. What has not changed is the 900 cc twin-cylinder engine, which produces 65 HP at 7,500 rpm and 80 Nm at only 3,800 rpm, a fact that, as you will read later, is key to the charm of the motorcycle. It complies with Euro5 + and its maintenance intervals are 16,000 kilometers.
As for electronics, it still has two engine modes, Road and Rain, but from there, almost everything is new, because it now has an IMU (Inertial Measurement Unit) that allows the ABS and traction control can now act on a curve. The accelerator is electronic and the cruise control is optional (great news).
The silencers, also newly designed, are now shorter and emanate music for the ears. Of course, there is a 35 kW version for the A2 license.
The chassis remains unchanged, but the subframe is now narrower, as is the seat, which grows in height to 780 mm, although a lower one can be installed as an option. The footpegs are 6 mm lower, but their thickness has also been reduced by the same amount, so as not to lose tilting capacity.
The levers are adjustable, although the left one (clutch) is somewhat short. It is not a problem if you only use two fingers to clutch, but if you use all your fingers, it is inevitable that the ball at the end of the lever on your little finger will bother you. Together with the handlebars, which are 15 mm higher and 3.5 mm further away, the riding position changes and is now wider.
With the introduction of small aesthetic changes, the bike adopts a sportier look. These changes range from the side covers to the fuel tank (12 liters) with more sporty shapes, as well as the beautiful cap, with lock and hinge cover, really beautiful.
It claims 4 l/100 km of consumption, but the reality is 10% higher, around 4.5 l/100 during the route we take, that is, at a light pace. The range is somewhere between 250 and 280 kilometers. The aluminum swingarm has also been shortened, leaving the wheelbase at 1,435 mm.
The new wheels (100/90 18 front, 150/70 17 rear), lighter and now shod with tubeless Michelin Road Classic tires, offset the added weight provided by the new 43 mm (previously 41 mm) diameter fork.
The final weight is the same as before, 216 kilos in running order, but there is less unsprung mass, increasing its agility and further facilitating maneuverability, which was already excellent.
The two Marzocchi shock absorbers are also new, with independent reservoirs and slightly less travel. They enjoy preload regulation.
Regarding the brakes, the front disc grows to 320 mm and is clamped by a Triumph 4-piston radial caliper. Behind it is a rear disc with a double-piston Nissin caliper.
The instrumentation uses the well-known double mixed LCD/TFT screen that shows all the desirable information: driving modes, computer and, in the case of equipping the optional connectivity, navigation by symbols (and the basic functions of the smartphone).
On the left edge of the watch there is a practical USB-C socket to charge any device. The headlights -full LED- are also new, smaller and incorporate DRL daytime running light.
There is a large number of options added to those already mentioned, among which the heated grips stand out, so useful in winter. If you don’t live in a very cold area, hand protectors may be enough for you.
Screens, saddlebags, trunk and the hardware that supports them make up an endless catalog, which includes all types of brushed or machined parts that allow you to customize the motorcycle to the maximum. Triumph boasts that 90% of Speed Twins sold leave the dealership with at least one original accessory installed.
The three colors available (white with blue and orange stripes, metallic black with gray stripes and gold stripes or plain metallic silver) are really attractive and it is difficult to decide which one suits you best. Throughout the international presentation, which took place between Sotogrande and the mountains of Malaga, I changed my mind several times as to what color I would choose. Blessed problem.
Triumph Speed Twin 900 test: How the Triumph Speed Twin 900 goes
I had been waiting for this presentation for a long time. Back in the day, I was able to test the first Triumph Street Twin in the city, the first link in the evolution of the Speed Twin 900 that we tested today.
Then it “only” had 55 HP, but I was amazed at the ease of driving and agility in a motorcycle that revealed itself to be a magnificent tool for the city and with an unmistakable style.
Due to life circumstances, until today I had not been able to try any of the evolutions that have led it to be what it is, but I suspected that I was going to like the Speed Twin 900. It’s wrong to say it, but I was right.
At first glance it is still a very proportioned motorcycle, the taste for details is evident wherever you look. There is a continuity in the design of the different elements, which make up a harmonious unitary whole, full of good taste.
The same thing happens to the touch, but above all, to the ear. The sound of the engine is really suggestive, it doesn’t matter if you are on the bike or if a Speed Twin 900 passes in front of you.
Once on top, you notice that there is more space than before. Everything is at hand. At first it seemed to me that the footpegs might be a little forward, but at the end of the day I thought I wouldn’t move them: they are where they should be.
The bike feels very narrow. If it weren’t for the tank, you almost feel like your knees could touch. Getting it started is very easy.
The clutch feels very soft and you immediately perceive the engine torque, present from the depths of hell. The first kilometers were the only ones that passed on a two-lane highway.
It is perhaps the least suitable ecosystem for the Speed Twin 900, because it does not enjoy aerodynamic protection, unless you turn to the accessories catalog. It is on the highway where I realized that it only has 5 gears (when looking for 6th). I soon realized that there is no need for it, 5 relationships are enough and more than enough.
The Triumph Speed Twin 900 takes little time to take you to its territory. Its engine delivers continuous thrust and although the maximum torque (80 Nm) is delivered at just 3,800 revolutions, it can stretch beyond that. However, you will rarely reach the top of the lap counter, because the enjoyment lies in taking the bike at medium speed, where the sensations are a real joy.
It is not a motorcycle for braking quickly or for brushing against everything, but it allows you to ride quickly with all the confidence in the world. The double rear shock absorber moves a little when changing asphalt and expansion joints, but the bike transmits confidence at all times, even in those movements, to the point that they are part of the charm of the bike.
The really fun thing is to ride trying to use the brakes as little as possible and take advantage of cornering in the highest gear you can. Because the Speed Twin 900 allows you to approach curves in at least two different gears.
That doesn’t mean the brakes are bad, quite the opposite. Power and dosage are remarkable, they are there “just in case”, although the ABS jumped on me a couple of times earlier than desired, a product of the IMU electronics, which in addition to being reactive is predictive.
It must be clarified that it only happened to me in the morning, with cold asphalt, downhill and in a straight line; The rest of the day, with the asphalt already hot and dry, it didn’t happen again.
Michelin Road Classic tires work very well once they have reached optimal operating temperature, but they take time to reach this temperature. They are fine for weekend outings, but they don’t seem very suitable for short trips in the city, probably where it is used the most.
I also don’t like the length of the clutch lever, too short. If you have ever had a clutch lever bent when the motorcycle fell while stopped, you will know what I mean when I say that the little ball at the end of the lever bothers your little finger.
These two aspects are as easy to solve as changing tires for ones you like once the Road Classic is finished and installing a clutch lever 1 cm longer than the standard one.
There are few drawbacks for one of the most beautiful motorcycles on the market, whose spirit is not in its beauty, but in its way of being. He may conquer you with his eyes; Once you meet, you will fall for his charms. It has happened to me.
