Triumph Bonneville Speedmaster (2026 – ) review

The Bobber and Speedmaster might sit at the top of the Bonneville-based Modern Classics line-up but play to very different audiences. Indeed, where the Bobber apparently appeals to a surprisingly youthful demographic let’s just say the Speedmaster attracts a more mature audience. Which isn’t surprising, given the lashings of chrome, smart two-tone paint schemes and trad Triumph badging on the tank. While technically part of the Bonneville family on closer examination the Speedmaster reveals itself to be something rather different thanks to its hardtail aping ‘hidden’ rear suspension, cruiser-style peg position and more overtly American influenced vibe. In that sense it very much feels like a British Harley-Davidson in looks and riding manners, though it’s considerably keener in kerbweight and price than equivalent American V-twins. Design-wise little has changed with this update beyond the adoption of lighter aluminium wheels for improved handling, a slightly bigger tank and a more conventional handlebar shape than before. Modern features like the new LED headlight and USB charging port have been subtly integrated so as not to spoil the retro looks, a theme carried through to every last detail on the bike.

The previous Speedmaster’s swept-back, beach cruiser style bars have been replaced with a more conventional shape to bring your weight a little further over the front wheel for a slightly sportier set-up than before. The standard feet-forward peg position means it’s still more cruiser though, putting some useful distance between the Speedmaster and sportier Bonneville T120. You can, if you prefer, opt for the Bobber’s more mid-position pegs. Which, given how easily the standard ones deck out, might be worth considering if you enjoy riding twistier roads. Other than that, the position is a nice balance between bum-scraping American cruisers and more traditional British roadsters, and more comfortable than the Bobber.

Where the Bobber is a strict single-seater the Speedmaster at least offers the opportunity to share the fun with a pillion, even if their seat looks a bit of a raw deal when compared with the more generously proportioned rider’s saddle. There is at least a chrome grab handle and bar to stop them sliding off under acceleration. If you only ride solo and prefer a cleaner look you can also remove the second seat relatively easily. In terms of comfort and all-round practicality the Speedmaster is more usable than the related Bobber, though probably a bit precious to consider as a daily and better reserved for sunny Sundays than used and abused in all weathers. If you are looking to travel a little further Triumph offers an accessory windscreen and some suitably retro waxed cotton panniers, which look smart. But even with these the Speedmaster is unlikely to be used as a tourer by all but a committed few.

On paper the Speedmaster’s 78 horsepower looks a little modest for a bike with a 1,200cc twin, and lags behind equivalent big-cube Harleys and Indians. But keep scrolling down the specs to the kerbweight and you’ll see the Triumph weighs as much as 90kg less than a big American twin, this and the 106Nm of torque meaning a gutsy power delivery and surprisingly sprightly performance, all underscored with an impressively bassy throb from the exhausts. As you’d expect of a Triumph the fuelling, throttle response and control weights are all perfectly balanced as well, the engineers sensibly not messing with the proven powertrain at the heart of the bike. Third gear covers most bases, the lazy riding style this encourages suiting the Speedmaster’s laid-back nature but the bike perfectly eager to respond to a more enthusiastic riding style as suits. The addition of an A2 restrictor kit is an interesting move as well, this opening up Speedmaster ownership to a new and younger audience perhaps attracted by the retro looks and charismatic riding experience.

Our first miles on the Speedmaster were on a particularly twisty bit of Southern Californian backroad and let’s just say we soon learned hairpin bends are not its forte, the pegs decking out even at a very modest pace. Generously you’d say this is a tactful early warning from the bike that you’re approaching its limits but it can be somewhat alarming. Things improve on more open roads, where the lazy torque of the engine, the throb of the exhausts and the more conventional riding position make it easier to get along with than the more extreme Bobber. While lighter than the equivalent big American cruisers the Speedmaster still takes some slowing, the twin axial-mounted Brembos up front needing a good squeeze. For all the limited travel and hidden rear suspension system the Speedmaster proves impressively composed and comfortable, though, the handling commendably balanced and confidence inspiring for such a big bike. Just not as fun to chuck about as a Bonneville.

If not cheap to buy the Speedmaster looks good value against equivalent American cruisers, or the BMW R 18 that may also be on your shortlist, and at least their equal in terms of fit, finish and now tech. That heft isn’t going to be kind to brakes or tyres, but the relatively lazy performance and likely fair weather usage model should be gentler on chains, sprockets and the like while the smaller engine won’t guzzle the gas quite as greedily as a big American twin.

Triumph has wisely taken the ‘wasn’t broken, why fix it’ approach to the proven 1,200cc twin at the heart of the Speedmaster and, indeed, various other bikes in its Modern Classics line-up. So, no worries on that score. The electronics might be new to the Speedmaster but, likewise, are carried over from other bikes in the range so shouldn’t cause any issues on that score.

Triumph’s standard two-year warranty can be extended by up to two years if you feel the need, at relatively modest cost and so long as you do it within the first 18 months of ownership. Which might help resale value, if you’re looking to move it on within that time frame. Beyond that the 10,000-mile service interval inspires confidence, even if few Speedmasters are going to be seeing that level of use in the course of a year’s riding.

Where some rivals have embraced modern tech and big screens the Speedmaster perhaps wisely sticks to a more traditional analogue clock, and minimal intrusion from modern gadgets and gizmos. Or, at least, the kind that you can see. To those ends the new cornering ABS and traction control are nice-to-haves and bring the Speedmaster in line with increasingly sophisticated American rivals and don’t intrude on the riding manners. Until such point as you might need them to. These systems are configurable via two different rider modes, though fair to say we didn’t have much cause to try the ‘Rain’ setting on our Californian test ride! Cruise control is standard, if basic in its operation, while heated grips are among the many and various cost options, taller bars and various dress-up parts among them.

Big American cruisers are fun but carry with them a degree of emotional baggage. And while a Royal Enfield Classic 650 Twin or Super Meteor 650 seemingly does much of the same for half the money neither can match the Triumph for quality, performance or now tech. For those reasons the Speedmaster might just be the perfect halfway-house for those who prefer to chill out and enjoy the vibes, though a Bonneville T120 offers much of the same but with a much sportier riding style.