Triumph Trident 800 vs. Triumph Street Triple 765 RX

Why does the top-of-the-range Street Triple with the RX suffix even need to exist, when the equally new and far more versatile Triumph Trident 800 for 2026 brings a solid 115 hp, fully adjustable suspension, a quickshifter, cruise control and modern rider aids to the table – all while costing over €4,000 less? We invited both roadster siblings from Hinckley, Britain, to a head-to-head duel on the twisty roads around Neukirchen am Großvenediger.

No wonder the new Trident 800 is generating so much pub-talk right now. It not only fills the gap between the Trident 660 and the Street Triple, but comes as standard with lean-angle-sensitive rider aids, fully adjustable suspension and a spec sheet you'd previously have associated with bikes costing considerably more. That's precisely why the question is more pressing than ever: is the Trident now enough, or can the new Street Triple RX still justify its hefty premium?

Unsurprisingly, both naked bikes rely on charismatic Triumph triples, but their characters are fundamentally different. The Trident 800 carries over the 798 cc engine from the Tiger Sport 800, delivering 115 hp and a grunty 84 Nm of torque. The Street Triple RX, on the other hand, trusts in the Daytona-derived 765 cc triple with a punchy 130 hp, though it manages "only" 80 Nm of torque. What's interesting here is less the peak output and more the way the power is delivered. The Trident pulls strongly from mid-range revs and conveys a pleasantly effortless feel. You barely need to work the engine to make swift progress. That's exactly what makes it so enjoyable on country roads. The biggest difference, however, shows up not on paper but in everyday riding. While the Street Triple wants to be ridden hard and kept on the boil to access its 130 hp, the Trident often just needs a hearty twist of the wrist. When accelerating out of tight hairpins or executing a quick overtake, the available torque is frequently enough without needing to drop a gear first. It's precisely this too-lazy-to-shift, relaxed riding feel that makes the 798 cc triple so likeable. The Street Triple takes a decidedly sportier approach. It demands revs, but rewards committed riders with an exhilarating high-revving character that practically explodes all the way to the rev limiter. Anyone who loves to ride actively, quickstepping through the gearbox and letting the engine work, will quickly fall for the RX.

The differences become even more pronounced when it comes to the chassis. The Trident 800 features a fully adjustable Showa upside-down fork and an equally adjustable rear shock. Triumph has deliberately chosen a well-judged middle ground here. The bike remains stable while simultaneously responding with pleasing sensitivity to surface imperfections. Especially on rough country roads or longer tours, the Trident feels exceptionally well-balanced. The base setup is deliberately a touch more comfort-oriented. This costs it a hint of precision compared to the RX, but it deals with patched roads, bumps and poor asphalt far more composedly. On typical alpine roads in particular, this creates a level of riding comfort you rarely find in this class. The Street Triple RX, however, plays in a different league entirely. Up front works an Öhlins NIX30 fork, out back an Öhlins STX40 shock. The result is a bike that translates every steering input instantaneously and conveys an enormous amount of feedback. Especially during spirited riding it quickly becomes clear why the RX is set to become the benchmark among mid-class naked bikes. It feels razor-sharp, extremely precise and remains stoically stable even at very high speeds. Anyone who regularly visits the race track or is chasing that last fraction of precision on public roads will feel the difference immediately.

It becomes clear from the moment you swing a leg over that both bikes appeal to different riders. With its seat height of just 810 mm, the Trident greets its rider in an exceptionally accessible manner. The wide handlebar and relaxed riding position inspire confidence immediately. You climb on and feel at home straight away. Responsible for this are not only the lower seat height, but also the significantly lower-positioned footpegs and the pleasantly accommodating handlebar. You sit more in the bike than on it and can comfortably spend many hours in the saddle. The Street Triple RX, by contrast, opts for a decidedly sportier ergonomic setup. The clip-ons, the seat height that is nearly three centimetres higher (839 mm) and the sharper knee angle place the rider in a far more active position on the bike. This riding position delivers enormous control at pace, but demands considerably more effort on longer stints. The standard clip-ons provide a fantastic feel for the front wheel and make absolute sense on the race track. In everyday use, however, they feel almost overqualified. Anyone out for several hours needs a certain tolerance for discomfort and a solid core. The Trident simply doesn't know these ergonomic compromises and is currently one of the most comfortable roadsters in its class.

Weight also separates the two bikes by more than the bare numbers suggest. The Street Triple RX tips the scales at just 188 kg ready to ride, making it around ten kilograms lighter than the Trident. The aluminium frame is partly responsible for this, while the Trident relies on a steel bridge frame. Those ten kilograms make themselves felt. The RX turns in even more spontaneously, changes direction more playfully and feels altogether more nimble. The Trident is by no means ponderous, but deliberately conveys a little more composure and serenity. The reason the Street Triple feels so light on its feet is not least down to its construction. The aluminium frame has its roots in the supersports world and fits perfectly with the bike's uncompromising character. The Trident, by contrast, deliberately pursues the more versatile approach.

The Street Triple RX also sets the benchmark when it comes to braking. The Brembo Stylema monobloc calipers deliver an impressive combination of bite, modulation and feel. Together with the high-quality brake master cylinder, the result is a braking system you'd more readily expect on a supersports bike. The Trident brakes with plenty of force and is absolutely trustworthy, but doesn't quite reach the exceptionally high level of the RX.

The two bikes also take different approaches to their cockpits. The Trident carries over the familiar combined LCD and TFT display. It's excellently legible and does its job without fault, though it's starting to look a little dated by now. At least connectivity with arrow navigation is included. The Street Triple RX, on the other hand, features a fully digital display with a contemporary look and numerous display options. Legibility isn't perfect here either, though – particularly in difficult lighting conditions it could be better.

Ultimately, it's less about the technology and more about the intended use. The Trident 800 is the bike for riders who want to cover as many bases as possible with a single machine. It impresses with pleasant ergonomics, strong grunt, a comprehensive standard spec and an exceptionally harmonious overall package. In everyday use it often feels even more assured than its sportier sibling. After two intensive test days around Neukirchen, my personal verdict turned out to be surprisingly clear-cut. On alpine passes, my heart genuinely beats for the Trident 800. It rides incredibly easily, demands almost no concentration on the engine and yet conveys enough sportiness to keep even ambitious riders happy. I never once missed more power or "more" suspension on public roads. The Street Triple RX pursues a more uncompromising concept. It wants to be pushed and rewards committed riders with a precision and riding dynamics that are rarely found on a production bike. In essence it feels like a Daytona without the fairing. Anyone who regularly visits the race track or genuinely wants to attack every corner to the maximum will be able to justify the premium. That's when the RX plays all its cards. On public roads, however, you first have to be able to actually access that performance.

The new Trident 800 (Austria: from €11,395, Germany: from €9,695) gets closer to the Street Triple RX (Austria: from €16,095, Germany: from €13,995) than you might expect. It offers more power than you'll ever need in everyday riding, impresses with its grunty triple and combines sportiness with a level of comfort that many riders may actually prefer. Perhaps its greatest strength is how easy it makes fast riding. You don't need to constantly hunt for the right gear or wind the engine out to the limiter to make swift progress. The Street Triple can objectively do more, but demands considerably more engagement from its rider in return. The Street Triple RX nevertheless remains the more emotional bike. It's lighter, more powerful, more precise and more uncompromising. Anyone who wants to attack every corner to the maximum or regularly sniffs race track air will be able to justify the premium. The real surprise of this comparison, however, is this: for the majority of riders, the Trident 800 is now genuinely the better overall package. It rides more relaxedly, costs significantly less and still delivers so much riding pleasure that you'll rarely miss those 15 hp on public roads. The decisive question therefore isn't which bike is objectively better, but rather: how much sportiness do you personally actually need?!