2025-on Triumph Speed Triple 1200 RX review: Flagship super-naked gets sporting transformation

The riding position of the Speed Triple RX is noticeably more aggressive than the naked Speed Triple RS, but it’s not uncomfortable, and certainly not as focussed or intimidating as a fully-fledged superbike.

Sure, the newfound reach to the bars draws you into the front end and encourages you to attack the tarmac ahead of you, but it’s not heavy on your wrists and should make for a capable, fast roadster as well as occasional trackday toy.

Like the RS, you can approach it from cold and feel at ease very quickly, and although the pegs offer more ground clearance than before, it’s still very easy to move from one side of the bike to the other.

Triumph themselves say the RX is more aggressive than the RS, but less wristy than the now-discontinued RR model – providing a happy medium that’s likely to draw in a wider net of customers, looking to migrate away from a traditional sportsbike.

Although our one-day test was carried out entirely on track, I can say with some certainty that the more aggressive stance is likely to contribute to greater discomfort over distance. Both models come with cruise control though, meaning you should be able to take the weight off your wrists as required.

Like its upright sibling, the addition of the optional small fly screen is a must to take some of the wind off your shoulders, as well as tidy up the space behind the five-inch TFT dash.

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The end of Portimao’s fast front straight also highlights the biggest issue with naked bikes on track – with the wind blast doing its best to peel your head off your shoulders at the top end of sixth gear.

Although Triumph maintains it was always destined not to have a fairing fitted, it’s a great shame that one wasn’t incorporated – even as an accessory kit - to really set it apart from the RS.

Elsewhere, there’s the same 830mm seat height as before, however the rider’s perch is now finished in a slightly different material and treated to an RX logo for a little extra flair. Like the RS, there’s plenty of give in the padding for comfort, and there’s enough grip to stop you sliding forward into the rear of the fuel tank under hard braking.

We got to know the RX’s strengths on circuit intimately – sampling the bike on the standard trackday-focussed Pirelli Diablo Supercorsa SP V3 tyres, as well as fully-fledged circuit slicks.

The biggest complement I can pay is it feels incredibly easy to get on and ride. It might have 180.5bhp, but under braking and into the bends, it holds your hand and encourages you to lean on that composed front end.

Suspension is semi-active, using the latest Öhlins Smart EC3 technology, and with the correct weight inputted for the rider it feels predictable and direct – turning on demand without the need to force the issue.

Changes are now made faster than the semi-active system used on the old Speed Triple 1200 RR, thanks to a move away from a needle valve to a spool valve set-up. You also get an Öhlins SD EC steering damper which adds or reduces pressure based on data points such as acceleration, braking, and motorcycle lean angle.

Sampling the RX was the first dry track time I’ve had since the summer of 2024, and it was ideal for getting my head back into the game. There might be analogue superbike-rivalling power, but after a few sessions it becomes easy to predict exactly what it’s going to do beneath you, with enough confidence in the front tyre to trail the front brake into a turn.

The new suspension features something Öhlins call the Objective Based Tuning Interface (OBTi for short) which continuously monitors and adjusts the suspension damping, depending on what the bike and rider are doing.

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It also allows riders to change parameters including support under braking, and initial hard acceleration. Although preload remains manually adjusted, suggested weight settings are available through the TFT dash.

Although impressive, my first session was met with gentle understeer – brought on by my own failure to correctly set my weight. I initially opted for 75kg, without taking into account the full weight of my riding kit. Upping it to 85kg dramatically improved the rate of turn and front-end feel, and with more time (or a set of scales) I could fine-tune this further still.

And then there’s the braking. Wonderful. The dual front Brembo Stylemas and MCS master cylinder give a wonderful level of feel to your fingertips and you can comfortably trail the brake as you tip into a bend. Unlike some Japanese offerings, there’s no push back or protest from the ABS in the sportier riding settings and provides more than enough hardware for a spirited stint on a countryside lane.

The trouble for the RX though is the RS is also very good at going round a track, with the same chassis, braking and suspension componentry. Although not as aggressive in positioning, it’s still likely to offer plenty of composure and thrills on circuit for around £1500 less. I personally prefer the positioning of the RX, but it’s worth taking the time to test ride before pulling the trigger yourself.

The 1160cc three-cylinder engine is just divine. It’s an updated version of the motor first found in the 2021-2024 Speed Triple 1200 RS, with a boost in both power and torque – despite meeting more stringent Euro5+ regulations.

The first thing you notice is the induction noise, which is a now amplified thanks to the more involved riding position. It’s a deep, rich classic triple tone that’s unlike anything else available on the super-naked market.

Unchanged from the current RS model, the RX makes a claimed 180.5bhp at 10,750rpm, with torque at 94.5lb.ft at 8750rpm. This has actually come down from 9000rpm on the old RS for more shove at road speeds, and the crank balancing strategy has been worked on for a smoother output.

The engine was never a bad unit to begin with, and with the new balancer strategy in place, it’s only improved. Although we didn’t get the chance to ride the RX on the road, the power felt smooth and vibe-free against your extremities on circuit – with no tingling fingers or toes to report.

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Having ridden the RS on the roads surrounding the circuit, I’m pleased to confirm it performed there, too – with enough torque to be lazy with the gears around town, and enough real-world shove to be engaging in the twisties without losing your licence.

Prior to riding the RX, I was disappointed that Triumph hadn’t done some internal revisions to unlock a little more power to set it apart from the standard machine, but in truth it really doesn’t need it. This is a very fast road bike, with enough drive across the revs to satisfy any racetrack in the UK. I wouldn’t buy it with the sole intention of doing trackdays though.

Despite being considerably warmer than my last trip to Portimao, there was still next to no engine heat against your body either - despite the entire side profile of the motor being exposed.

The boost in performance partly comes as a result of a new single-exit exhaust system, which is a freer flowing design than the previous incarnation. It allowed Triumph to tune the bike differently for a little extra power and torque, with more mass-centralisation to help improve the handling.

This has been taken a step further for the RX, with an Akrapovič end can that remains road legal, but also shaves a further 700g. It doesn’t add any extra noise, pop and bang, or spit flames, but it does neaten up the back end a little more, and works well with the luminous livery.

There are optional degrees of engine braking available depending on your preference, too, as well as a wonderful up/down quickshifter that works most of the time.

The fit and finish of the RX is classic Triumph quality, with each body panel slotting into place like a precision-cut jigsaw. Sitting stationary in the cool Portuguese sunshine, the vibrant yellow – almost lime green – bodywork truly pops, with the strips of carbon fibre cutting through to add a touch of class.

It might cost just shy of £19,000 but it feels like a bike to be proud of – serving up a healthy dose of grin factor every time you open the garage door. Much of the RX is based on the £17,495 Speed Triple 1200 RS – itself utilising the same overall engine, and chassis design since it was overhauled for 2021.

Owners’ reviews of this generation of Speed Triple award the bike an average of 4.1 out of a possible five stars for reliability, with criticisms levelled at recall work, the occasional electronic issue, and difficulties with the Triumph app. There are no reports of major failures, and the RX gives no impression of anything going wrong.

Both power and torque have had a gentle increase for 2025, with the crank balancing strategy worked on to produce a smoother delivery of power. It’s now also Euro5+ compliant.

Triumph offer a two-year warranty on all of their road bikes, with service intervals coming every 10,000 miles or annually. The Hinckley brand now boasts 950 dealers across 68 countries, meaning you’re likely to be looked after wherever you are, should something go wrong.

I did occasionally experience missed shifts going up the gearbox, but I put this largely down to not connecting properly with the lever on the complex Portimao race circuit. I had no such issue with the standard RS, meaning the new peg position could also be a contributing factor. On the whole, the up/down change is crisp running in both directions through the gearbox.

Coming at £18,995 on the road (and available to order from May 2025) the Speed’s main rivals are now the recently updated BMW S1000R, Aprilia Tuono V4 Factory, and KTM 1390 Super Duke R variants. The more aggressive stance of the RX pulls it towards models like the KTM, where the rider sits further over the front wheel.

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You could also consider Triumph’s own Speed Triple RS as a competitor, priced at £17,495 otr, as well as the more exotic four-cylinder MV Agusta Brutale 1000 family that also combines naked looks with clip-on bars. These produce in the region of 205bhp though, and start at £25,000. The dealer network is nowhere near as well established either.

Looking at something a little less powerful, you could also consider Triumph’s own 2023-on Street Triple 765 Moto2 Edition, which offers similar three-cylinder thrills, at a gentler 128bhp power output. Like the RX, the naked Street was produced in limited numbers, uses a similar Triumph Racing-inspired paintjob, and gets dropped clip-on for a more focussed riding position. Just 765 were made in both white and yellow.

Much of the RX’s base equipment is shared with the RS model, with the new machine standing out thanks to its luminous yellow paint scheme, carbon fibre trim, and homologated Akrapovič end can.

The blacked-out pipe comes in at a claimed 700g lighter than the base-spec exhaust and goes some way to justifying the bike’s increase in price, as it comes available as a £1440 optional extra on its more upright sibling. It gets a titanium outer wrap and carbon end cap.

Being limited to just 1200 units worldwide, the newly designed top yoke is numbered, and there’s a semi-active Öhlins SD EC steering damper to replace the manually adjustable unit on the RS. The seat material is also different, with a number of RX decals on the bodywork finishing things off.

Outside of that, the base equipment level is the same as before. This is no bad thing though, with the Speed Triple family now the most powerful and advanced it’s ever been.

Starting with the suspension, both the RX and the RS are treated to the latest Öhlins Smart EC3 semi-active forks and shock. Both compression and rebound damping are adjusted in real-time, with data taken from the six-axis IMU, throttle inputs, braking, wheel speed, and more at 100 times a second.

Preload remains manually adjustable, however suggested changes are now available based on rider weight via the full colour TFT dash. It’s a cutting-edge design first introduced on the 2024 Honda CBR1000RR-R Fireblade SP, with the only other bikes outside of Triumph currently utilising the system being the 2025-on Ducati Streetfighter V4S and Panigale V4S.

There’s also a fully lean-sensitive electronics package, courtesy of a six-axis IMU, with a ride-by-wire throttle unlocking features like cruise control, operated via the backlit switchgear.

The goodies don’t stop there either, with five riding modes, a four-stage front lift (wheelie) control system, and traction control set-up that dips in and out of proceedings where required.

The bike rolls on trackday-focussed Pirelli Diablo Supercorsa SP V3 tyres (great deal on these in April 16th's Bargain Hunter) as standard, and we also got the chance to sample the bike on race-ready slicks for a session of our launch test.

Much like on its RS sibling, the wheelie control was seriously impressive. Set to level one for much of our day, it allowed the front wheel to skim along the tarmac to maximise drive in a straight line – raising its head in a comfortable, predictable manner without hampering acceleration for much of each lap.

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Being hunched further forward than the standard model, the RX does feel less inclined to lift the front end. The wheelie control made its presence known over the extreme undulations of Portimao circuit too, noticeably limiting power in a bid to reduce the angle of lift – something which you could notice at English circuits like Oulton Park and Cadwell Park.

If you’re feeling cheeky, you can also turn it to setting four, and allow the front wheel to lift to its highest controlled setting. Here, the bike is taking data from the IMU, wheel speed, and various other sensors to achieve a controlled continuous lift of around 60cm – giving even the shyest of stunt riders the chance to unlock their inner Gary Rothwell.

Fighting against your own brain, you simply pin the throttle hard in first or second gear and let the front lift. To keep things going further, simply feed the bike gears via the quickshifter.

The onboard algorithms catch the wheelie at the desired height and hold it there for as long as you hold that throttle pinned. There’s no rear brake involved, and no need to ping the clutch, with system taking into account the wheel speed, angle, and throttle input of the rider to deliver the required dose of torque to keep the front wheel raised.

Having sampled the system already on the RS, I’d say it’s slightly harder to get a prolonged rise with the new hunched-over position, but it’s still easy to do.

My brain forces me to bail out of the lift on the first attempt, but soon enough I’m on the back wheel without any real skill at all – both amazed and impressed that such a technology has made production in such a restricted, safety-centric world. Well done Triumph.

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The goodies don’t stop there either, with a keyless ignition that also unlocks the fuel filler cap, plus meaty Brembo Stylema front brake calipers biting onto 320mm discs, and a Brembo MCS master cylinder. A single-sided swingarm shows off the seven spoke rear wheel, with a striking yellow strip cutting through the gloss black finish, and the five-inch dashboard can be connected to your mobile for turn-by-turn navigation.

The wireless function on the key can be switched off at the click of a button to help combat risk of theft, and the rear M-shaped brake light will flash during aggressive stopping motions to alert the road users around you.

It’s a really impressive base level that comes in at almost £6500 less than a standard Ducati Streetfighter V4S – a bike that Triumph themselves don’t consider a direct rival, but a comparison that potential buyers will undoubtedly make.