Just a few months after Triumph launched the excellent 1200RS, the British firm has surprised us with a ‘limited edition’ track-focused model dubbed the RX.
Triumph says it’ll only make 1,200 of these beauties, perhaps in the hope it’ll get the collectors out in force (although whether that warrants the limited tag is debatable, Ed). Drenched in a head-turning ‘Performance Yellow’, the RX takes the 180bhp RS as its base, then turns the volume up.
It gets a racier riding position, an Akrapovič silencer that sings a throatier tune, and a semi-active Öhlins steering damper to match the RS’s already brilliant EC3 electronic suspension. There’s more than a sprinkling of carbon fibre, plus a fresh seat for good measure. All this will set you back £18,995 in the UK. That’s £1500 more than the RS, and will sound like a bargain to many ears - for extra bragging rights if nothing else.
When I rode the RS at the press launch earlier this year, it was in mixed conditions on both road and track, so the chance to properly unleash the RX in the dry at the same Autódromo Internacional do Algarve (aka Portimão) was not to be sniffed at. It remains one of the world’s most thrilling circuits and this is a bike that looks like it’s doing 100mph while parked up.
Can it live up to Triumph’s hype? There was only one way to find out...
Riding impressions
Back in early March, our rain-soaked shakedown of the Speed Triple 1200 RS left one standout impression: Triumph’s Öhlins Smart EC-3 semi-active suspension was nothing short of genius. With the tap of a button, it could morph the bike from a plush sport-tourer to a snarling streetfighter.
Sadly, we couldn’t push it hard on track at the time. Now, under Portimão’s blue skies we had the perfect conditions, and plenty of laps, to give the RX a proper thrashing, both on standard Pirelli SuperCorsas and racing slicks.
Hop aboard and the changes are obvious. Clip-on handlebars are part of the Speed Triple heritage. The first café racer styled models, introduced in 1994, wore them until Triumph properly streetfightered the Speedy with the T509 model of 1998.
On the RX, the ‘bars sit 69mm lower and 52mm further forward than the RS’s more upright items. Footpegs are higher and further back, putting you in a full tuck even before you leave the paddock stand. It looks angry, feels aggressive, and is clearly built for speed—not Starbucks runs.
Our first session was damp, but still dry enough to re-learn Portimão’s demanding layout and to hear the tune played by that Akrapovič pipe. It’s Euro5+ compliant, so don’t expect MotoGP acoustics, but it adds a welcome bark and seriously sharpens the RX’s visuals. Let’s be honest—the RS’s stock pipe hides single sided rear wheel like it’s in witness protection.
Even at warm-up pace, the RX feels different (to the RS). With more weight shifted forward, there’s a greater connection to the front wheel and chassis. The ergonomics alone tighten the bond between rider and machine.
Everything that made the RS great—flawless fuelling, a seamless quickshifter, and that glorious surge of torque—is still here. But now, it’s more focused. The 1160cc triple is a joy: flexible, raucous, and urgent, with lean-sensitive rider aids quietly keeping you from becoming part of the gravel scenery.
With dry conditions finally on our side, it was time to switch from Sport to Track mode. The Öhlins suspension stiffens to its Dynamic setting, rider aids back off, and the RX sharpens its claws.
The RX has no extra power over the RS, despite the Akra, but 180bhp is plenty. While some might scoff at it in today’s 200+ bhp naked arms race, the RX is brutally effective—and arguably more usable. With grip dialled in, I could chase that 10,750rpm redline with confidence. At those speeds, the challenge isn’t acceleration—it’s hanging on.
Portimão’s infamous crest on the straight isn’t so much a corner as a physics experiment. Even with the lower ‘bars, I had to brace myself for the windblast. Add in a headwind and the RX had me doing an accidental impersonation of a human parachute. Honestly, more power would’ve just added to the workout.
But this isn’t a bike that just wants to go fast in a straight line. It lives for corner speed. Lap after lap, I found myself diving deeper into that long final right-hander, experimenting with short-shifting versus revving it out. Whichever way I played it, the front kept going light over the startline crest. You either shift your weight and modulate the throttle… or trust the wheelie control and stay pinned.
The RX’s new Öhlins SD16 steering damper replaces the RS’s Marzocchi unit and works in tandem with Triumph’s OBTI (Objective Based Tuning Interface). It lightens up for city riding, stiffens as speeds climb, and generally keeps things composed—even when I tried to provoke a wobble or slap.
That said, the wheelie control—though impressively effective—is a bit slow on the re-application of power. It’s subtle and likely won’t bother most riders, but those of us raised on cable throttles and mischief might prefer to go fully manual. For info, turning off traction control also disables wheelie control.
In the afternoon, Triumph stuck on some Pirelli slicks and told us to go nuts. Before letting rip, I jumped into the TFT dash to adjust the electronic suspension—easily done via the switchgear. You won’t need a toolkit unless you’re changing spring preload, which is preset for an 85kg rider.
The menu uses intuitive terms like Brake Support, Initial Acceleration, and Mid Corner—actual riding scenarios rather than technical suspension jargon. Input your weight, and the system recommends settings. It’s rider-friendly tech that speaks your language – a bit like having a crew chief sat inside your dashboard.
Honestly, the RX feels like a full-blown race bike that’s forgotten its bodywork. I caught myself eyeing apexes and wondering if I should drop an elbow. That’s not a feeling I often associate with naked bikes.
It steers with laser precision, holds its line mid-corner and gives you more ground clearance than you’ll likely need. After a session, I found myself thinking ‘Triumph, just slap on some fairings and give us a full on superbike already’. It’s not like Triumph aficionados haven’t been asking for a ‘big Daytona’ for decades now, have they?
The Brembo Stylemas and customisable engine braking round out the RX’s arsenal. Now in dry conditions, the brakes showed their muscle with zero fade and total confidence. You can turn off rear ABS while keeping it active on the front—handy for trail braking heroes. I dialled in max engine braking for a little sliding drama, but you can smooth it out for a two-stroke style glide if that’s your thing.
Verdict
Triumph didn’t have to build the Speed Triple 1200 RX. The RS is already a superb piece of engineering—fast, refined, and more than capable on road or track. But someone at Triumph clearly put their hand up and said, “Let’s go full-send.” And thank goodness they did.
Yes, the RS will likely be the better road bike thanks to its more relaxed ergonomics. But make no mistake: the RX is more desirable. It’ll lap quicker, feel sharper, and offer more confidence when pushing hard. Where the RS is track-capable, the RX feels track-bred. It’s a naked superbike—no fairings, no fluff, just business.
Once again, the EC3 Öhlins suspension shines as the star of the show. We've seen it work beautifully on the RS, and here it’s just as magical—able to transform the RX from composed commuter to pit-lane predator at the touch of a button.
That said, it’s not perfect. The dash still looks and behaves like something from a bygone era—sluggish, slightly clunky, and lacking the crispness you’d expect at this level. And while the lean-sensitive rider aids do their job admirably, they don’t offer the fine-tuned control of systems from rivals like Ducati or Aprilia. Not being able to run wheelie control without traction control, for example, feels like a missed opportunity for more rider customisation.
But here’s the kicker: at just shy of £19,000, the RX undercuts much of its high-performance competition. The Ducati Streetfighter V4 S? Nearly £25k. And while the RX might not offer 200+ horsepower or dramatic aero wings, it still delivers a focused, thrilling experience for less cash.
Only 1,200 will be built, and they’ll probably sell fast – although you probably have to feel for some of the RS owners who immediately slapped down a deposit on a new RS. I’m sure a few of them are wistfully eyeing the RX and wondering, “What if I’d waited?” Honestly, I wish Triumph had gone just a little further—give it something to really set it apart, even if not more power. Still, what’s here is impressive. And if you want one, don’t hang around because, if Triumph stick to their word, when they’re gone they’re gone.
2025 Triumph Speed Triple 1200 RX Specification
Price: £18,995
Engine: 1160cc triple, DOHC, four valves per cylinder, liquid cooled
Power: 180.5bhp (134.6kW) @ 10,750rpm
Torque: 128Nm (94.4lb-ft) @ 8,750rpm
Transmission: Six-speed, chain final drive
Frame: Aluminium twin spar, aluminium single-sided swing arm
Suspension: (F) 43mm USD Ohlins forks, fully adjustable with SmartEC3 OBTi system electronic compression / rebound damping (R) Öhlins RSU monoshock with SmartEC3 OBTi system electronic compression / rebound damping.
Wheels: Cast aluminium, (F) 17 x 3.5in/ (R) 17 x 6.0in
Tyres: Pirelli Diablo Supercorsa SP V3 (F) 120/70 x 17, (R) 190/55 x 17
Brakes: (F) 320mm disc, Brembo Stylema monobloc four-piston radial calipers, (R) 220mm disc, Brembo twin-piston caliper. Cornering ABS
Weight: 199kg (wet)
Wheelbase: 1,445mm
Seat height: 830mm
Fuel tank: 15.5 litres
Fuel consumption: 51.4mpg (claimed)
Service intervals: 10,000 miles/12 months
Warranty: 24 months unlimited mileage
Contact: https://www.triumphmotorcycles.co.uk
Words: Adam Child ‘Chad’
Photography: Triumph/Chippy Wood
