Once again, Euro 5 has pushed a manufacturer to update one of its models … here, the Triumph Speed Twin. The 2021 Speed Twin has engine changes that slightly increase peak horsepower and move the torque peak lower in the rpm range. New forks, front brake calipers and lighter wheels are also offered.
Take a look at all of the changes outlined in the following press release and the video at the bottom of this article.
With the perfect combination of character, style and genuine sports performance, the new Speed Twin is significantly updated for 2021 with higher performance, better handling, enhanced technology and even more premium custom style and detailing.
Higher Performance – Significant Engine Update
- 3PS more peak power, now 100PS at 7,250rpm
- More mid-range power and torque
- Peak torque now lower down the rev range, with 112Nm at 4,250rpm
- More responsive with a 17% reduction in inertia
- Lower emissions and fully Euro 5 compliant
- High 10,000 mile / 16,000km first major service interval
- Upgraded riding modes – Road, Rain and Sport
- High specification of standard equipment:
- ABS and switchable traction control
- LED lighting with DRL headlight (market specific)
- Torque-assist clutch
- Under-seat USB charging socket
- Immobiliser
More Premium Style and Detailing
- New stylish 12-spoke wheels
- New brushed stainless-steel twin upswept silencers
- New anodised headlight and mudguard mounts
- New distinctive tank graphics
- Three contemporary colour schemes
50+ Custom Accessories
- Genuine Triumph accessories for added style, practicality and security
Launched in 2018, the Speed Twin set the benchmark for how a Modern Classic performance roadster should ride and feel thanks to its class-leading handling, thrilling and responsive engine, advanced rider technology and beautiful, modern custom style with category-defining premium finish and detailing.
An award-winning motorcycle, the Speed Twin has been a great success and a customer favourite. Recognised for having the power and torque of the Thruxton R in an even more accessible set up, the Speed Twin delivered the contemporary custom style and engaged ride of the Street Twin, with even more premium and beautiful details and touches.
And now for 2021, the Speed Twin brings an evolution in every dimension, from power and performance, to handling, technology and style – making it the perfect combination of character, style and genuine sport performance.
Higher Performance
Significantly updated for 2021, the Speed Twin’s characterful 1200cc High Power Bonneville twin engine now has even higher performance, as well as lower emissions, making it fully Euro 5 compliant. The engine now delivers 3PS more peak power with 100PS at 7,250rpm, plus more power in the mid-range than the previous generation.
Alongside the incredibly strong and linear power delivery, the 2021 Speed Twin also has a fuller torque curve, with peak torque of 112Nm arriving more than 500rpm lower down the rev range compared to the previous generation.
The responsiveness of the Speed Twin engine has also been enhanced, thanks to a 17% reduction in inertia obtained via a new lightweight crankshaft and alternator. These enable the engine to spin up faster than the previous generation, and rev harder for longer, with a red line now 500rpm higher than before. In addition, new high compression pistons, revised ports and a new cam profile complete the list of performance enhancements.
The distinctive sound of the Bonneville Twin is amplified by the new brushed stainless steel megaphone twin upswept sports silencers, that have been carefully crafted for a deep, throaty roar to match the Speed Twin’s legendary name. The innovative and uninterrupted exhaust header run cleverly conceals the catalyst box, delivering the characteristic clean-line “straight-run” design.
As with all of the models in Triumph’s Modern Classic range, the cost of ownership is kept low thanks to the high first major service interval of 10,000 miles / 16,000 kilometres.
Better Handling
Already acknowledged for its superb, sure-footed comfortable handling, the new generation Speed Twin benefits from a number of significant upgrades for an even more precise, agile and dynamic ride.
New for 2021, the Speed Twin comes equipped with higher specification upside down 43mm Marzocchi front forks with cartridge damping, bringing a more confidence-inspiring and comfortable ride with 120mm wheel travel. These are perfectly matched to the twin rear suspension units with adjustable spring preload, and 120mm rear wheel travel, both precisely tuned for even better handling and the perfect modern roadster ride.
Further enhancing the new generation Speed Twin, braking performance is improved with new higher specification Brembo 4-piston M50 radial monobloc front brake calipers and twin 320mm Brembo discs. Alongside the Nissin 2-piston floating rear caliper with 220mm disc, and ABS fitted as standard, these deliver a stronger initial braking-bite, more feel and better fade characteristics.
Ensuring incredible grip, precision and high-speed stability, new Metzeler Racetec RR tyres are fitted as standard for the 2021 model, along with new cast aluminium wheels, 17” on both front and rear, with a lightweight 12-spoke design.
A beautifully balanced motorcycle, the Speed Twin brings an intuitive and confidence-inspiring ride. The ergonomics are perfectly proportioned with an accessible 809mm seat height, a slim stand over width, tapered handlebars and a comfortable roadster foot-peg position, which are 38mm further forward and 4mm lower than the Thruxton, providing the rider with a more relaxed riding position.
Enhanced Technology
The new generation Speed Twin is packed with rider-focused technology, including a sophisticated ride-by-wire system that ensures precise throttle control and enables three riding modes: Rain, Road and Sport. These have been enhanced for 2021, adjusting both the throttle response and traction control settings to suit the rider’s preference. The riding modes can be changed at the touch of a button while on the move, to respond to any change in riding conditions, maximising rider confidence and safety. The rider can also choose to switch the traction control off independently through the instrument menu.
The bike is also equipped with an LED rear light and indicators, and, where market legislation permits, the signature LED Daytime Running Light (DRL) is incorporated into
the headlight.
The contemporary 3D clocks incorporate a digital menu system accessed by the scroll button mounted on the handlebar. This provides the rider will all of the key information, including gear position, two trip settings, fuel level and range-to-empty, as well an average and current fuel consumption, access to traction control settings and TPMS indicator if fitted as an accessory.
Other rider focused technology includes an under-seat USB charging socket, an accessory Tyre Pressure Monitoring System and an immobiliser with transponder integrated into the premium Triumph branded key.
More Premium Style and Detailing
Incorporating Triumph’s timeless DNA with a contemporary stripped-back custom style
and poise, the new 2021 Speed Twin is even more beautiful and now comes with even
more stylish details.
In addition to the new 12 spoke cast wheels and twin upswept sporty silencers with brushed stainless-steel headers, the Speed Twin is characterised by its signature-shaped 14.5L tank with knee indents, beautiful bar end mirrors, sculpted side panels and stylish bench seat.
Premium details and finishes are harmonised across the bike, including brushed aluminium front and rear mudguards with new mounts, plus brushed aluminium side panel finishers and heel guards. Additional premium touches and details can be found in the new anodised headlamp mounts to compliment the painted headlamp bowl, classic Monza fuel cap and clear anodised aluminium swingarm.
For 2021, the Speed Twin is available in three paint schemes: the new vibrant and lustrous Red Hopper scheme, the sophisticated Matt Storm Grey with subtle yellow accents, or the timeless Jet Black.
The Genesis of a Motorcycle Icon
Changing the face of motorcycling, the original 1938 Triumph Speed Twin, with the world’s first successful parallel twin engine packaged into a game changing chassis, was a revelation to ride. Its smooth dynamic handling and superb responsive feel established Triumph as the number one motorcycle marque globally for performance and handling, setting the template for all that followed, and earning a global reputation for being the first real ‘riders bike’.
For 2021, the new Speed Twin sets the benchmark all over again for its balance of torque-rich performance, agile and dynamic handling, and stunning contemporary custom motorcycle design and character.
50+ Custom Accessories
The 2021 Speed Twin is the perfect platform for personalisation with over 50 custom accessories that riders can add to enhance the style, practicality and security of their bike. These range from multi-function LED indicators, to quilted seats and luggage, knee pads, engine embellishers, head bolt covers, sump plates, heated grips and many more.
All genuine Triumph accessories have been designed and developed alongside the bike itself, to the same exacting standards, to ensure perfect integration and excellent durability, and all come with the same two-year unlimited mileage warranty.
SPECIFICATIONS
| ENGINE AND TRANSMISSION | |
| Type | Liquid cooled, 8 valve, SOHC, 270° crank angle parallel twin |
| Capacity | 1200 cc |
| Bore | 97.6 mm |
| Stroke | 80 mm |
| Compression | 12.1:1 |
| Maximum Power | 100 PS / 98.6 bhp (73.6 kW) @ 7250 rpm |
| Maximum Torque | 112 Nm @ 4250 rpm |
| Fuel System | Multipoint sequential electronic fuel injection |
| Exhaust | Brushed stainless steel 2 into 2 exhaust system with twin silencers |
| Final Drive | O ring chain |
| Clutch | Wet, multi-plate torque assist clutch |
| Gearbox | 6-speed |
| CHASSIS | |
| Frame | Tubular steel, with steel cradles |
| Swingarm | Twin sided aluminium |
| Front Wheel | Cast aluminium alloy 17” x 3.5” |
| Rear Wheel | Cast aluminium alloy 17” x 5.0” |
| Front Tyre | 120/70 ZR17 |
| Rear Tyre | 160/60 ZR17 |
| Front Suspension | Ø 43mm USD Marzocchi forks, 120mm travel |
| Rear Suspension | Twin RSUs with adjustable preload, 120mm rear wheel travel |
| Front Brakes | Twin Ø 320mm discs, Brembo M50 4-piston radial monobloc calipers, ABS |
| Rear Brakes | Single Ø 220mm disc, Nissin 2-piston floating caliper, ABS |
| Instruments | Twin dial analogue speedometer and tachometer with LCD multi-functional displays |
| DIMENSIONS & WEIGHTS | |
| Length | 2099 mm |
| Width (Handlebars) | 778 mm |
| Height Without Mirrors | 1097 mm |
| Seat Height | 809 mm |
| Wheelbase | 1413 mm |
| Rake | 22.3° |
| Trail | 91.5 mm |
| Wet weight | 216 kg |
| Fuel Tank Capacity | 14.5 litres |
| FUEL CONSUMPTION | |
| Fuel Consumption | 5.1 litres / 100 km |
| CO2 Figures | 116 g/km |
| Standard | EURO 5 CO2 emissions and fuel consumption data are measured according to regulation 168/2013/EC. Figures for fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results. |
Vey well done, beautiful motorcycle. Best total package for my money for quite a while. A couple of cosmetic tweaks and maybe a couple mild performance upgrades from the aftermarket and it is a long term keeper.
While I agree the tank may be a little small (capacity wise), the tail light sure as hell is dinky. Maybe it is real bright, but I’d prefer a larger item there. Not sure how visible that dinky thing would be at night. Don’t much care for the fender extension either. The rest of it looks nice though.
Looks about perfect. But could they please make the gas tank a little smaller and also put another gallon or two into it? Then I’m sure I’d buy one. Honest I would.
smaller tank …larger capacity..how is that possible ..lol
you have to think in the 4th dimension
That is a NICE bike. I dare not demo one.
Fantastic bike. Hope Triumph sells a ton of ’em.
Pet peeve: Motorcycle videos should let you hear the motorcycle, especially if they take the time to describe how good the mufflers sound. It’s like saying the bike looks fantastic in red, and then shooting the video in black and white.
All this talk about too tiny of a tank makes me think you’re all just KTF gimmicks. 😉
KTF ? – Keep the fuel, Kindly Triumph folks, Kentucky turkey frappes, Kluges to foil, Keep the faith, Kawasaki technical foolery, huh ?
WTF, Over.
kermit the frogg
Gary – This is the first time cruise control makes any sense to me on a motorcycle. So far the only time. Now if we could get rid of radios blaring on the bagger peeps while operating a motorcycle, life would make sense.
The T120 is for you old souls who don’t like the sporty stance on this sporty bike.
I don’t know… I think it could have been executed better. Just look at bikes like the R nine T, the new CBs from Honda, Royal Enfield 650s, even the Z900 from Kawasaki. There’s no need to look like your front fork springs failed or like you’re constantly hard on the brakes.
https://storage.kawasaki.eu/public/kawasaki.eu/en-EU/model/18ZR900C_40RBN1DRS00D_A.png
https://www.webbikeworld.com/wp-content/uploads/2019/12/2020-BMW-R-nineT-_5-05.jpg
https://cdnmedia.endeavorsuite.com/images/catalogs/17473/products/detail/6b02601a-420d-41e2-8f6c-6dd4036bdf18.jpg
One can well argue that both the absolute # of great bikes is larger than ever before and for all bikes available the current ratio that are desirable is larger than ever before.
Thanks for posting those 3 shots; first I’d seen of the Duc and BMW. I love all 3 and the Triumph too of course.
I hate to be one of Buts or Ifs. It’s really close to perfect, what’s with the tiny tanks? This bike needs an extra gallon.
Great looking bike! But fuel capacity too small-should be at least 17lt. Plus no sidestand.
Claimed 98HP sounds good-I recall the 94 SPRINT i had was measured at 92 on a magazines dyno-hopefully the Speed Twin will match that.
Trivia- 1984 K100 4-cyclinder claimed 90HP
It clearly has a side-stand. Perhaps you meant no center-stand, or perhaps I misread you and you meant it should not have a side-stand.
Never liked the big “flying bricks” I rode, preferring the better handling and infinitely smoother engine in the under-appreciated K75.
Straight-line speed wise Honda’s VF700S Sabre would incinerate a K75 and likely even beat a K100.
Bloody cool mates! Please shitcan the apehangers,they belong in the neanderthal period.I thought we were civilized blokes.
“Come this way, sir, and I’ll show you our Thruxton line.”
love the updates. Wish it had cruise and piggyback shocks would look better, but that’s not a deal breaker. price went up only around $100, Suzuki should take a note on that.
Beautiful bike I like the mix of classic and racy.
But, but, but the CB1100? that design is also beautiful!
All that digital technology and no cruise control … not even as an option. Seems like a huge missed opportunity. Memo to bike builders: your target demographic still skews strongly to old farts with carpal tunnel (like me). Our right hands go numb after 30-40 minutes and we don’t buy bikes without cruise.
Seems like a nice enough bike, performance- and looks-wise. My only minor complaint is that a gas tank with only 3.8 gallons seems a little meager. Another half gallon would have been good, a full gallon would have been ideal. Probably not a deal breaker, though.
Bet it looks sweet with a bikini fairing on the front… (Personally I’d probably go with a Street Triple R and save a couple grand but I wouldn’t rule this one out.)
While I would agree on your stated desire for another half-gallon (or more) of fuel capacity, if you take the claimed fuel consumption and do the math, it equates to about 180 miles of range (I’m assuming these are highway miles, I don’t know how they calculate consumption). 180 miles just isn’t a deal-breaker for me – my V-Max, if memory serves, only had about 120-140 miles of range, and I remember starting to look for gas stations as soon as my RD400 crossed the 100 mile mark. So relatively speaking, it just doesn’t sound that bad to me. Anyone know the “median range” of most bikes in this class that are manufactured today?
Props just for typing “RD400!” Amiright?
3.8 gallons is over 200 miles on my 690…
Nice looking standard bike.
Overall very decent styling but at first I thought the side cover was not properly attached. I do prefer a more consistent horizontal appearance between engine, tank bottom, side cover but I guess Triumph wanted a bit different, less classic/traditional look for this model and most buyers will probably like it.
Love the look of this bike. I am a fan of the empty spaces between the engine and the frame in both the front and the rear. The airbox isn’t taking up space visually, no unsightly wires/cables. The exhaust is also on point. The engine specs sound on point for a fun ride as well.
Well done Triumph!
it’s over. If I claim to be in the market for a bike, and I claim to want the quintessential motorcycle with a classic look and feel, a good power to weight ratio and with proven reliability, but I still don’t buy this bike, then I’m a liar. This is it. The search is over.
Agreed.
Dig.
IMO this new Triumph is a jewel.
I don’t recall ever thinking sloshing fuel in the tank impeded handling on my ’79 CB750SS, which cornered superbly for a bike of its weight in that era. Conversely, several years ago in the showroom I tossed a CB1100 L/R with the fuel tank about half filled. I’m convinced the weight transfer from sloshing fuel would degrade cornering performance; fuel felt high above the center of gravity.
I suspect no such issue with this Triumph.
“More responsive with a 17% reduction in inertia”.
A very odd performance quote. Can someone please explain this?
It means the engine spins up more quickly. Combined with the 500 rpm-higher redline, the reduction in inertia will make for a revvier-feeling motor.
It means that rotating mass has been reduced (specifically in this case a lightweight crankshaft and alternator). Power isn’t being used to accelerate the rotating mass, it’s being used for motive power. The trade-off to this is increased vibration, although I’m sure this was addressed in the counterbalance design.
It SHOULD mean less mass is being spun in the engine, lighter rods, pistons, crank and such.
But it’s advertising copy, so who knows?
“JAGUAR. Sleek and Smart. For men who’d like hand jobs from beautiful women they hardly know”
“Darn it, Greg, if you’re not willing to concentrate, I’m just going to stop!”
Although, thinking about it, Mr. Marmalarde probably had an MGB, and not a Jag. On the other hand…
The greater an engine’s reciprocating mass the greater is the engine’s gyroscopic effect and the greater does the bike resist any change in cornering attitude; IOW the greater is “inertia,” which resists any change of the bike from its current lean angle.
20 years ago I knew the guy in San Francisco whom imported carbon fiber wheels and chassis for Ducati Superbikes. Just swapping from OEM cast wheels to carbon fiber wheels cut lap times more than twice as much spent on any other upgrade.
As one might expect, the greatest difference is in quickly flipping from a deep lean angle one direction to the opposite side and back.
Support a bicycle axle with wheel and tire mounted, one end of the axle in each hand. Lean the wheel L then R with stationary wheel. With the wheel spinning fast note the increased resistance to any angle change.
The gyroscopic theory has been proven wrong 50 years ago. Read this: https://www.scientificamerican.com/article/the-bicycle-problem-that-nearly-broke-mathematics/
The performance improvement in your example is due the decrease in mass of the wheels, not changes in handling. Rotating mass reduction is the single best way to increase performance, all other things being equal. Mass reduction as far away from the axis of rotation is best.
I think the people making the comments about the chassis attitude must be cruiser guys. Look at the numbers and you’ll find they are in the sweet spot for a good handling bike with sporty intentions.
I am absolutely not a cruiser guy, and I still don’t like the look of the forward-canted side cover, seat, engine, and tank. I definitely prefer the more conventional lines on the normal Bonneville.
Nope, it’s those of us that have and are used to classic or conventionally styled bikes. Sport bikes even!
Honestly, they could have made the live in the past types happy if they would have set the front rake by changing the steering head angle on the frame and not by using shorter forks and longer shocks.
That said, the live in the past folks could simply swap in a shorter set of shocks and have a bike that sits lower and steers in a more more period correct fashion.
But, unfortunately, the live in the past set doesn’t seem to want to work on their bikes like people did in the past.
They certainly are a hard bunch to please.
What’s a “cruiser guy”? Is that a sexual connotation? Are “cruiser guys” not capable of forming opinions on motorcycle chassis? What can they form opinions on?
I am asking you because you seem to be able to recognize these “cruise guys”.
I’m with those who think the styling is spot on. I strongly considered buying the last iteration of this, but if I’m honest 99 hp is still too much for me to stay out of trouble, and I am also not crazy about liquid cooling on this kind of bike. I ended up going in the other direction entirely and buying a Royal Enfield 650 for half the price (and half the horsepower). Air cooled and screw tappet valve adjustment. This Triumph is still a really well executed bike though. At the lasst pre-COVID bike show I kept going back to it and sitting on it – it kinda gave me the feels. My only gripe would be that at this price point I want at least preload and rebound adjustment at both ends.
Agree on the suspension adjustability/price point Y.D.
I love the looks of this bike and consider it to be the singular best looking standard In production today.
I also very much like the water cooling integration. It’s practically invisible and truth be told, I don’t think I’d own an air cooled bike any more. Too many practical advantages to liquid cooling.
I don’t quite understand the extreme rake. It’s the sort of “trailer” look, you know, when you cinch the front end down on a trailer. The headlight is pointing at the ground even.
Quite certain, that when one sits on it, both wheels will be parallel with the surface of the earth, and pointed in the same direction.
🙂 Nice
Sounds like the suspension is unbalanced then. Front forks would be too stiff if they don’t compress the same amount under load.
22.3° – Wow, that is really steep. Even steeper than trials bikes and super sports. Interesting.
Rake in itself is not an indicator of anything other than that.
You cannot deduce anything meaningful about the handling from that number alone.
I simply do not get the complements on the looks and styling. To me it looks boxy and unbalanced. What’s with the big hole in the center and the stubby look front to rear? It’s not horrible I would not call it great either. I do love to see Triumph putting out options.
That is one good looking motorcycle. Except for the bar-end mirrors, I hate those.
I’m not a fan either, but in this instance they at least styled them right. And they fit the character of the bike.
This is the first new motorcycle in a very long time that I have ZERO issues with the styling. It’s perfect IMO.
(And if you say “BuT tAnK sEaMs” I will throw up on you.)
Tank seams.
They suck. They’re unnecessary. They stick out like a cheap-looking sore thumb on the red one.
The seamless tank on my CB1100 looked so much classier.
Does sloshing fuel in the tank degrade handling on your CB?
Such finer points of handling minutiae are lost on the long, slow, heavy, softly sprung CB1100. You could lob a pterodactyl into the CB’s front spokes and that big ol’ freightliner would continue to track straight and true, thoroughly unruffled.
Lovely bike, though weirdly high in the rear, like it’s ready to snap a football. Glad to see this model selling well enough to get significant updates.
* When all the screwy looking ‘motorcycles’ make you want to take up croquet and stamp collecting, Triumph keeps the faith, with sensible performance and original elegance.
agreed. This is why I am a Triumph convert. no one else makes machines that appeal to me. This may replace my Super Hawk someday.
Guy rode (well within the speed limit) through my neighborhood today on a Triumph Scrambler; damn that thing looked fantastic. No matter how aggressively one searches for cosmetic flaws in some of these Triumphs it’s really hard to find one.
Nice looking bike and good numbers.
Only nitpicks for me would be gap between rear tire and fender, and the bar end mirrors, neither of which would stop me from buying if I were in the market.
Those bar-end mirrors work amazingly well on the Speed Twin. Much better, completely unobstructed rear view, and totally buzz-free.
As for the seat-tire gap, it pretty much vanishes once you’re on the bike.
My two nitpicks are the same as before, namely, the forward tilt of the side cover, seat, and tank, and the very obvious seam on the tank.
If the rear wheel gap disappears when you sit on it wont that also bring the line of the side covers, seat and tank into parallel alignment with terra firma?
If the bike levels out when you sit on it, doesn’t that mean the suspension isn’t balanced, front to rear? Shouldn’t the front compress just as much if your springs are set up correctly?
https://smartcdn.prod.postmedia.digital/driving/images?url=http://smartcdn.prod.postmedia.digital/driving/wp-content/uploads/2019/04/19tdy149p.jpg&w=580&h=370
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https://pictures.topspeed.com/IMG/crop_webp/201812/2019-triumph-speed-twin-8_1600x0.webp
Like I said, “pretty much.” Sitting on the bike doesn’t level everything completely, but it does level things a fair amount. At that point, at least to my eye, it ceases to be an issue.
I’m surprised so many are taking issue with this bike’s ride height/attitude. To me, it’s the only Bonneville that looks “right”.
Lovely execution combining current standards of performance,braking and handling with tradional elegant styling.
Gotta hand it to Triumph, they’ve built a bike here I’d love to try out for size. 98 hp and 83 ft. lbs. seems just about right for these old bones, but the relatively low wet weight is what makes it all possible. I might prefer another inch or so of seat height, but that’s just me, most people will prefer it where it’s at. The copy keeps tilting back to intangibles like “character” and “total package”, but that is what bikes like these are heavily weighted to anyway, so all’s good. I sure do hope there’s a Triumph dealer within striking distance of where I end up.