Triumph Speed Triple 1200 RX Review

There are those moments when a motorcycle is not just a vehicle, but the embodiment of an idea. As the morning sun casts its warm rays over the asphalt of the Autódromo Internacional do Algarve, I stand before a machine that embodies just that: the new Triumph Speed Triple 1200 RX. Only 1,200 units are available worldwide. A motorcycle that blurs the lines between the realms of naked bikes and supersports.

From the first glance, the intention is clear: in vibrant Performance Yellow, with carbon accents on the fenders and side panels, the prominent RX logos, and the lower positioned clip-on handlebars, this motorcycle signals its ambitions. It aims for more than just being another naked bike.

The clip-ons are positioned exactly 69 mm lower and 52 mm further forward than on the Speed Triple 1200 RS. The footpegs have been raised by 14.5 mm and moved back by 25.5 mm. A clear statement: this is about focused, sporty riding. About precise control. About reducing to the essentials.

As I start the first lap on the slightly damp track of Portimão, it becomes immediately clear: this Speed Triple X is indeed a fascinating hybrid motorcycle. A crossbreed attempting to unite the best of both worlds. And a first glance at the speedometer after the last corner onto the home straight reveals: in the very first turn, I'm already 8 km/h faster than before with the Speed Triple 1200 RS – despite occasional wet patches on the asphalt. And there's a long day ahead of me!

The third-generation electronic Öhlins suspension is at the heart of the riding experience. As the laps pile up on the demanding Portimão circuit, the depth of the adjustment possibilities reveals itself. "It's fascinating to set up your suspension so you don't have to compromise," I think, as I consciously soften the fork damping in the braking zone at the curve entrance to improve handling and gain easier access to the inside line.

The system calculates the optimal damping setting 100 times per second based on various parameters: speed, lean angle, throttle position, brake pressure. The trick here is that each riding condition can be optimized separately. In fast sections with high rolling speeds, I increase the stability by two clicks under the "Cornering Support" menu – and the suspension noticeably calms down without losing agility.

The electronic Öhlins SD EC steering damper is more than just an accessory. It is an integral part of the suspension setup, seamlessly integrated into the Smart EC3 system. The pressure-vented design prevents any play and ensures a precise steering feel without interference. In tight corners, it offers freedom in front-end control, while in wheelie sections, it provides the sensation of having "a rock-solid and stable superbike beneath you." The electronic suspension is fundamentally the same as the one on the "RS," but the semi-active steering damper is exclusive to the "RX."

The riding position reveals the balancing act Triumph is attempting here: sporty enough for the racetrack, yet just comfortable enough for longer rides. Despite the sportier setup, even a full-grown Central European rider provides ample space. The front-wheel-oriented stance forces you into a more dynamic posture, yet you still retain the freedom to move.

In fast corners, the altered geometry shines. The bike feels more stable and controlled. The new seat, covered in an Alcantara-like material with an embossed RX logo, offers additional grip—a detail much appreciated during sporty riding.

However, the increased stability comes at a cost: in tight corners, the RX feels somewhat less agile than the handling marvel that is the Speed Triple RS. The narrower handlebars provide less leverage compared to the wide bars of the Speed Triple RS, where the bike can be pushed into the corner with playful ease. The RX loses some of that flickable nature in certain sections. But let's be clear: the RX is the faster machine! Stability trumps agility—that's my conclusion after just a few test laps.

The 1160cc triple engine remains the heart of the machine. With 183 horsepower at 10,750 rpm and 128 Nm at 8,750 rpm, it propels the mere 199 kg machine forward with vigor. The liquid-cooled triple with its twelve valves and a compression ratio of 13.2:1 works harmoniously with the six-speed gearbox and the excellent quickshifter.

However, at top speed, a downside of naked bikes becomes evident: at 250 km/h, it's truly brutal in the saddle. Even the crouched forward riding position can't help you there. The headlight mask and small flyscreen offer no significant aerodynamic protection for the rider—a compromise one likely has to accept with this concept. Even in the RX, the Speed Triple remains a true naked bike. It is elegant and beautiful, lacking aerodynamic elements. This look fits into the harmonious overall concept. It's not a stripped-down superbike but a genuine naked bike that rides very sportily. But you can feel it clearly in the RX's saddle—this was always designed as a naked bike. This distinguishes this motorcycle significantly from other power naked bikes.

The standard Akrapovič exhaust with a titanium body is not only a visual treat but also saves 700 grams compared to the standard version. The carbon accents on the fenders and side panels emphasize the sporty intent, while the 5-inch TFT color display clearly presents all the essential information. Visibility was consistently excellent.

The electronic riding aids—from wheelie control to cornering ABS to traction control—operate at a high level in the background, providing a tight safety net. The RX and RS share the same electronic system, with one exception: the RX also integrates the steering damper into the electronic system. For the fastest riders in the group, the wheelie control even at its highest setting is still too conservative, prompting them to opt for extra stiff suspension setups. In the end, it was impressive how wide the motorcycle's spectrum ranged. The lap time differences among the riders were certainly around 20-30 seconds per lap. Both fast and slower riders were included, yet all dismounted with a broad grin. The Speed Triple is simply fun and satisfies a broad audience. While this capability is partly due to the excellent hardware, a significant portion is also credited to the software.

With a price of 21,695 euros in Germany (excluding additional costs), 25,595 euros in Austria, and 21,995 CHF in Switzerland, the Speed Triple 1200 RX is clearly positioned in the premium segment. However, given the offered features, the price difference from the standard RS seems justified.

You don't feel like you're just paying for the brand; you get quality hardware for your money: the premium Akrapovič exhaust, the electronic steering damper, the carbon accents, a beautifully crafted triple clamp, and not least, the altered ergonomics that significantly influence the riding experience.

The Öhlins Objective Based Tuning Interface represents the essence of modern suspension technology—a digital evolution that doesn't replace the analog feel of motorcycling but rather elevates it. Instead of demanding cryptic damping adjustments for rebound and compression, the system uses intuitive terms: more or less support in corners, stronger or weaker dive when braking, altered stability when accelerating. The true magic happens behind the scenes: 100 times per second, the electronics analyze the riding conditions and adjust the damping characteristics in real-time. What was once the domain of factory riders and race engineers—finding the perfect setup—is now available at the touch of a button. The spool valve technology allows not only for significantly faster adjustments than conventional needle systems but also for a wider range of settings between comfort and sporty firmness. The Triumph Speed Triple 1200 RX thus becomes a chameleon, adapting its character in fractions of a second to the track's demands and the rider's preferences. The RX's suspension is identical to the RS in terms of hardware and software—with one exception: the RX also integrates the steering damper into the electronic system.

When Triumph introduced the first Speed Triple in 1994, no one anticipated that it would establish a new category of motorcycles. With its distinctive twin headlights, robust triple engine, and—yes—its clip-on handlebars, it was a pioneer of the streetfighter segment before the term was even coined. The irony in the evolution of the Speed Triple lies in its transformation over the years from a sportily radical original to an increasingly comfortable naked bike, only to return to its roots with the RX. The sweeping clip-ons of the early models gave way over generations to broader, higher handlebars, making the Speed Triple the epitome of the sporty naked bike. With the 2025 RX, this circle closes in a remarkable way: the clip-ons return, but this time they encompass a state-of-the-art aluminum twin-spar frame with electronic high-tech suspension instead of the original steel tube frame with conventional suspension components. What remains is the untamed character of the triple engine—now with 183 HP instead of the original 98 HP.

After extensive test rides at the Autódromo Internacional do Algarve, a clear picture emerges: the Speed Triple 1200 RX is once again a pure naked bike, not a stripped-down supersport. It is a high-quality evolution of the Speed Triple concept, but it consciously seeks a middle ground between these worlds—setting its own accents in the process.

It also caters to riders who fundamentally enjoy supersports but no longer have the endurance to sit on a supersport in everyday life or even on the racetrack. It offers a supersport character with a somewhat relaxed riding position—a balancing act that is remarkably well achieved.

The Speed Triple 1200 RX is not a revolutionary concept but the consistent advancement of a proven platform. It takes the strengths of the Speed Triple RS and refines them for those riders seeking a bit more sportiness without fully sacrificing everyday usability.

With 30 years of Speed Triple history, this in a way closes a circle: with the clip-ons, the series visually returns to its roots—yet technically, it sets new benchmarks in terms of control, precision, and focus.