2025 Triumph Speed Triple 1200 RX Review

It feels like just yesterday we were here at Portimao, lining up to ride Triumph’s all-new Speed Triple 1200 RS. Fast forward a few weeks, and we’re back—this time with sunshine instead of soggy leathers—to throw a leg over the limited-edition, track-hungry RX. Only 1200 of these beauties will be unleashed on the world, so it’s got “collector’s item” written all over it (in carbon fiber, naturally).

By Adam Child | Photography by Chippy Wood

Drenched in a head-turning “Performance Yellow,” the RX takes the 180 hp RS as its base, then turns the volume up. It features a racier riding position, an Akrapovic silencer that produces a throatier tone, and a semi-active Öhlins steering damper to complement the RS’s already brilliant EC3 suspension. There’s more carbon fiber sprinkled around than a superbike, plus a fresh seat for good measure. All this will set you back $21,495 MSRP—$1500 more than the RS, which sounds like a bargain for extra bragging rights.

We rode the RS in mixed conditions across road and track, so the chance to properly unleash the RX in the dry at one of the world’s most thrilling circuits? Yes, please. It’s the kind of bike that looks like it’s doing 100 mph while parked. But can it live up to the hype? Only one way to find out…

Back To Portugal We Go | 2025 Triumph Speed Triple 1200 RX Review

Back in early March, our rain-soaked shakedown of the Speed Triple 1200 RS (read the review 2025 Triumph Speed Triple RS Review HERE) left one standout impression: Triumph’s Öhlins SmartEC3 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 the track at the time. Now, under Portimao’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 slicks.

The RX was unveiled just 12 hours before the test, shrouded in secrecy but wearing Triumph’s not-at-all-subtle “Performance Yellow” paint like a high-vis warning: this bike is here to take names. Built to shred racetracks in a way no Speed Triple has before, it’s immediately clear this isn’t just a dressed-up RS.

Hop aboard, and the changes are obvious. The new clip-ons sit 69mm lower and 52mm further forward than the RS’s upright bars. Pegs 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—just enough to relearn Portimao’s rollercoaster layout and sample that new Akrapovic 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 the swingarm like it’s in witness protection.

Even at warmup pace, the RX feels different. 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 fueling, a seamless quickshifter, and that glorious surge of torque—is still here. However, it’s now 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.

No extra power over the RS, despite the Akra, but 180 hp is plenty. While some might scoff at it in today’s 200+ hp naked arms race, the RX is brutally effective—and arguably more usable. With grip dialed in, I could chase that 10,750 rpm redline with confidence. At those speeds, the challenge isn’t acceleration—it’s hanging on.

Portimao’s infamous crest on the straight isn’t so much a corner as a physics experiment. Even with the lower handlebar, 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 famous crest before the line. 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 somewhat slow in reapplying 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. (Note: turning off traction control also disables wheelie control.)

In the afternoon, Triumph bolted on Pirelli slicks and told us to go nuts. Before letting rip, I dove 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 a 187-pound rider.

The menu uses intuitive terms like Brake Support, Initial Acceleration and Mid Corner—actual riding scenarios rather than suspension jargon. Input your weight, and the system recommends settings. It’s rider-friendly tech that speaks your language.

Honestly, the RX feels like a full-blown race bike that’s misplaced its bodywork. I caught myself eyeing apexes and wondering if I should drop an elbow. That’s not a feeling I associate with naked bikes.

It steers with laser precision, holds its line midcorner, 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 sportsbike already.”

The Brembo Stylemas and customizable engine braking round out the RX’s arsenal. In dry conditions, the brakes demonstrated their capabilities 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 dialed in max engine braking for a little sliding drama, but you can smooth it out for a two-stroke glide if that’s your thing.

Verdict | 2025 Triumph Speed Triple 1200 RX Review

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 pitlane 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 customization.

But here’s the kicker: at just shy of $22,000, the RX undercuts much of its high-performance competition like the $29,295 Ducati Streetfighter V4 S. And while the RX might not offer 200-plus horsepower or dramatic aero wings, it still delivers a focused, thrilling experience for less cash.

Only 1200 will be built, and they’ll sell fast—very fast. Some RS owners might even find themselves 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. This one’s going to disappear faster than a knee slider on Portimao’s last turn.CN

2025 Triumph Speed Triple 1200 RX Specifications

 

 

Click here to read the 2025 Triumph Speed Triple 1200 RX Review in the Cycle News Digital Edition Magazine.

 

Click here for the latest Cycle News Naked motorcycle reviews and news.

 

Click here for more Triumph motorcycle reviews and news.