Well, we certainly can’t miss it now. The luminescent performance yellow beast before us may have been carefully hidden from the internet, from the press, and from the whole world until this moment, but now, with warmers wrapped around its Pirelli slicks and looking like it was already doing 100 mph, it pulsates light and aggression in the Portimão pit lane. The Triumph Speed Triple 1200 RX had truly entered the room.Like the equally yellow Street Triple 765 Moto2 Edition of 2023, this is Triumph doing full sports—showing the world that its flagship super-naked may not quite hit the 200-hp high notes of BMW’s M 1000 R and Ducati’s Streetfighter V4 S, but that it is no less capable of cutting a race-pace lap time. And doing so for far fewer bucks.

It is, fundamentally, a 2026 Speed Triple 1200 RS with track-focused tweaks. The 1160cc triple makes the same climbed 180 hp as the RS, while the frame, event-based Öhlins EC3 suspension, and chassis geometry remain unaltered too. It arrives, however, with a far sportier riding position, an Akrapovič silencer, and a semi-active EC3-controlled Öhlins steering damper. There’s a fresh sprinkling of carbon fiber and a grippy race seat, plus, of course, that unmissable yellow finish. It will be priced at $21,495, just $1500 more than the standard RS. RX on the TrackCycle World readers will recall that we recently rode the 1200 RS upgrade in mixed conditions at Portimão in Portugal.During that rain-hit test back in early March, the highlight was the RS’ sophisticated and highly versatile Smart EC3 Öhlins semi-active suspension, which, replete with NIX 30 EC fork and TTX 36 EC shock, proved capable of transforming the bike’s ride from that of plush sport-tourer to track-ready streetfighter with the touch of a button.

Unfortunately, we didn’t get to test the system due to a treacherously slippery track but, thankfully, conditions were perfect this time around, allowing us to test the RX both on its standard Pirelli Diablo Supercorsa tires and race Pirelli slicks.

First lap out on track, you can tell the difference between the RS and RX. The new clip-on bars are 2.7 inches lower and 2 inches farther forward than the conventional one-piece bar on the RS. The pegs are 0.6 inch higher and 1 inch farther backward. There’s a generally racier, more aggressive approach to the job in hand. Your weight is moved farther forward; there’s a stronger connection with the front wheel, which encourages you to run hotter into turns from the word go. The new titanium and carbon Akrapovič silencer is Euro 5+ compliant, but gurgles and barks nicely, adding yet more racy vibes to the early laps. Given that the oversize muffler on the RS looks rather like it’s been pinched from the Triumph factory’s air-conditioning system, it’s a visual improvement too.

Like the stock RS, fueling is perfect, the up and down quickshifter works effortlessly, and when you miss your braking mark or enter a turn a ratio too high, there is always the triple’s surging torque on hand to dig you out of a corner and shovel onto the next.There are four riding modes to choose from: Rain, Road, Sport, and Track. In perfect riding conditions the top choice is Track, which puts the suspension into its Dynamic setting and the rider aids are reduced to track mode to match the conditions.

As noted, the RX doesn’t have more power than the standard RS, despite the Akro bolt-on, but it feels stupendously quick. Obviously, the nose-flattening experience of riding a super-naked hard exacerbates your sense of speed, but the 20 hp the Speed gives up to its 200-hp competition is more than matched by its sheer usability. Even in Track mode, the fueling is without any sharp edges, and with grip and confidence in abundance, I could dial in 10,750 rpm, and just hold on for the ride.Despite the RX’s stretched-out and more aero riding position, it’s still hard work to lap quickly without a fairing, but this bright yellow beastie doesn’t care about any of that. It just loves corner speed. It turns to apexes with absolute accuracy, holds its line even on the power, and there is not a hint of understeer. Steering is faultlessly precise, and the higher pegs mean there’s plenty of ground clearance, even on lean-hungry slicks.

The best compliment I can give is to say the RX feels like a modern racebike (with the bodywork removed). It’s that good. I ended up looking at apexes and thinking, Should I put my elbow down? Which I would never have thought of on the standard RS and is quite unusual for a naked bike. In the afternoon, Triumph fitted Pirelli slicks to our test RX and invited us to put the hammer down. Before obliging, a little time was spent with the TFT dash electronically setting the suspension, which can be done via the switch gear. The only need for spanners is if you want to change the spring preload (set for an 187-pound rider as standard). The system is easy to understand. Instead of using terms such as “compression” and “rebound,” it offers settings for Brake Support, Initial Acceleration, Acceleration, Mid-Corner, Cruising, Front Firmness, and Rear Firmness, which are far more relatable to most riders.

A key difference between the RS and RX models is the steering damper. The RX’s Öhlins SD16 damper is electronically controlled and replaces the conventional Marzocchi item on the RS. The advantage of the new system is that the Öhlins unit can react and change constantly. Running down pit lane or when ridden on the road around town, the damper would be working at a minimal level, making the steering lighter. As speed increases, so does the damping rate, and it can react to any vicious shaking of the bars, for example, as it’s connected to the OBTI (Objective Based Tuning Interface). Like the main suspension units, the electronic damper is constantly changing and reacting to how you ride. If you ever wanted to test a steering damper and suspension system’s capabilities, then Portimão is the perfect track as its crazy crest and undulations give countless opportunities to upset a live, quick-steering chassis. I deliberately tried to provoke a few head shakes, but the RX was unflappable.

It’s not always easy to get excited about the micro-details of suspension, but when Öhlins says its latest spool-valve-actuated EC3 system gives rapid and wide-ranging electronic adjustment, it is not exaggerating. Coming down Portimão’s waterfall section, short-shifting to control the wheelie and drop, even deliberately crossing the bars couldn’t phase the chassis. Despite its agility in turns, the RX is always planted when it needs to be.The wheelie control system is another key part of the RX’s handling package and is excellent, especially for less experienced riders, at holding the wheelie at an electronically controlled height, even with the throttle at 100% (dependent on the preset level). However, as good as the intervention is, the reintervention of power is a little hesitant, and it’s worth noting that when you turn off the TC the wheelie control is also deactivated. In other words, you can’t have wheelie control with the TC removed. And while I’m muttering and grumbling, the RX has the same rather dated dash as the RS.

The Brembo Stylema brakes and changeable engine-braking strategies are worth a mention as the previous RS launch conditions prohibited a proper test. This time, the stoppers prove powerful with no indication of fade despite some heavy abuse. You can remove the ABS from the rear and just have conventional ABS on the front, but you cannot remove the ABS entirely. However, I only felt the ABS kick in a few times, and it is smooth when it does. I also dialed in lots of engine-braking as I like feeling the bike slide a little into the apex, but again this can be changed, even reduced to give an almost brakeless two-stroke glide into turns. Triumph Speed Triple RS or RX?On the road, the RS will be a better ride with its more relaxed riding position. Wrists and knees will certainly come under scrutiny on longer journeys on the yellow RX. But as good as the standard Speed Triple 1200 RS is, the Speed Triple 1200 RX is even more refined and more desirable, and would certainly lap a track quicker and, possibly, more easily too.

In fact, handling, braking, and agility of the RX are so good, this super-quick and sophisticated super-naked would certainly give a dedicated sportbike with more power a run for its money. The problem for potential buyers is that only 1200 units will be put on sale and expect those to sell out quickly. After all, despite its exclusivity, the $21,495 RX is the cheapest bike in this market segment, which makes it quite a bargain.

2026 Triumph Speed Triple 1200 RX Specs