2019 Speed Twin
Engine: 1,198cc liquid-cooled SOHC parallel twin, 97.6mm x 80mm bore and stroke, 11:1 compression ratio, 96hp @ 6,750rpm
Fueling: Multipoint sequential electronic fuel injection
Transmission: 6-speed, chain final drive
Electrics: 12v, electronic ignition
Frame/wheelbase: Dual downtube steel cradle frame w/aluminum cradle/56.3in (1,430mm)
Suspension: Twin shocks with adjustable preload rear
Brakes: Twin 12in (305mm) discs front, single 8.7in (220mm) disc rear, ABS
Tires: 120/70 x 17in front, 160/60 x 17in rear
Weight (dry): 431.2lb (196kg)
Seat height: 31.8in (807mm)
Fuel capacity/MPG: 3.8gal (14.5ltr)/45-55mpg (est.)
Price: Starting at $12,100
Check out Triumph’s ever-growing Bonneville family of Modern Classics, and until now you’d have found 11 different versions available of the iconic parallel-twin range, which was resurrected back in 2000 by company owner John Bloor.
Since then, some 313,994 examples of the born-again Bonneville have been produced, making up around 40 percent in any given year of Triumph’s production at its two factories in the U.K., and three in Thailand. That makes it a key ingredient in the modern day success story that Triumph Motorcycles represents.
Triumph has now made it an even dozen different variants in its 2019 Bonneville lineup, with the unveiling of a new addition. To mark the 80th anniversary of the model, Triumph has revived the Speed Twin. While the original Speed Twin, initially produced in 1938, was designer Edward Turner’s ground-breaking and highly successful parallel-twin which brought new levels of performance and handling to the 500cc category, the new 2019 Speed Twin strives to do the same via a clever combination of parts bin engineering coupled with empirical development, as expressed via a total of 80 new components fitted to the bike.
The chance to ride the result on an enjoyable 170-mile test day spent bisecting the mountainous Spanish Balearic Island of Mallorca via the demanding roads where local hero Jorge Lorenzo honed his three-time MotoGP World title-winning skills, provided an insight into Triumph’s ambitions in creating the new bike — and whether they’ve been achieved.
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What a great looking motorcycle. Just wondering if it can be fitted with PIAA if ever the light or lamp kit needs replacement?
Very good looking machine. For those whining about weight, just chill. My Rocket 3 Roadster at just under 800lbs would argue otherwise. It’s fast, stops well and handles like a sport bike. Having owned cruisers, Harley’s and sport bikes, the Rocket is the best of both worlds for me. So weight, yeah, not a big deal on the street, but definitely the track.
Very good looking machine. For those whining about weight, just chill. My Rocket 3 Roadster at just under 800lbs would argue otherwise. It’s fast, stops well and handles like a sport bike. Having owned cruisers, Harley’s and sport bikes, the Rocket is the best of both worlds for me. So weight, yeah, not a big deal on the street, but definitely the track.
agree on the lightening effort suggested...heavy bikes handle poorly and are less fun to ride. add 32 lbs of fuel and the thing is a brick. a well designed and pretty brick (and one i want), but a brick just the same. start with the seat pan, go to the fork clamps, swap-in a light battery, lose the cast wheels...i can do this all day. beautiful bike (and two 600 cc jugs must sound glorious) but i'm selling the dyna for the same reason. too heavy and no fun. honey, fire up the rd350... fun story, back in the late 70's i would race up and down the angeles crest on my RD350...ONLY the guy on the triumph 750 could semi keep up in the corners. he pulled me in the straights but i took it all back in the corners. fortunately the crest has more corners than straights...the day was usually to the kid on the RD. next time in thailand i will visit the factories...i prefer the old school style...the giant helicopter engine sized pistons are gravy
That is a very handsome machine.
I wish Triumph would take a look at the quoted 431lbs dry weight and launch a targeted initiative to drive that weight down to below 350lbs - and call it a Superleggera version. Review the weight of every component, examine its usefulness in that light, can we do without it, could it be made lighter and yet still perform to spec. I'm sure there are substantial weight savings to be made. Motorcycles perform better when lighter - handle better, accelerate faster, stop quicker.