Sharper, racier and built with the track in mind, the limited-edition Street Triple 765 RX takes everything great about the RS and turns the excitement up another level.
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Triumph has been on a roll this year. Before unveiling the new Thruxton 400 and Scrambler 400 Tracker at Art of Speed 2026, Triumph Malaysia, under Didi Group, kicked off the year by introducing two exciting middleweight motorcycles, the all-new Trident 800 and the limited-edition Street Triple 765 RX.
I had the opportunity to ride both bikes during their launch at LYL International Karting Circuit, Cheras. While the Trident 800 impressed me as an everyday roadster, the RX immediately showed it had a completely different mission.
This isn’t just a Street Triple in a new set of graphics. Triumph literally took the exceptional Street Triple RS and sharpened its supersport edge without sacrificing an ounce of the addictive, hooligan charm that makes it so much fun on the street.
Following a week of street riding in Malaysia and track time at the LYL Circuit, I genuinely believe the RX is the finest Street Triple Triumph has ever built.
First Look & Impressions
The RX immediately distinguishes itself through its Matte Aluminium Silver livery, complemented by red graphics and matching wheels. It possesses a subtle presence that commands attention without being flashy. Side by side with the base RS, the RX delivers a more premium, aggressive stance, though the vibrant yellow RS remains undeniably eye-catching.
Small details go a long way. Between the machined top yoke, RX-embossed seat, and subtle flyscreen, it feels genuinely special without trying too hard. Swinging a leg over the bike, it immediately becomes clear this is no standard streetfighter.
Triumph swapped the standard upright bars for low clip-ons underslung beneath the top yoke. The result is a much more aggressive, front-weighted riding stance that effectively turns it into a fairing-less Daytona.
Engine & Performance
The heart of the RX remains Triumph’s brilliant 765cc inline-three, producing 128hp and 80Nm of torque. If you’ve ridden a Street Triple before, you’ll already know how addictive this engine is.
The genius of Triumph’s triple layout is how seamlessly it balances smooth low-rpm usability with high-revving fury. Under 6,000 rpm, the bike is a civilized daily commuter that handles urban traffic effortlessly.
Twist the throttle past 7,000 rpm, though, and it shifts personality, pulling hard all the way to redline while treating you to the signature screaming top-end and low-end punch that make middleweight triples so addictive.
That raw performance is refined by a brilliant standard quickshifter that handles up and downshifts flawlessly, whether you’re wide-open on a straight or downshifting into a tight turn. It already delivers one of the finest exhaust notes in its segment straight from the factory, leaving you to only imagine how sweet it would sing with an SC-Project or Akrapovič exhaust fitted.
Riding Experience
The biggest surprise wasn’t actually the engine, it was just how distinct the RX feels compared to the Street Triple RS. Around town, it remains perfectly manageable, but you definitely notice the shift in ergonomics.
The riding position is noticeably more aggressive, putting more weight on your wrists and demanding a bit more core strength during an hour-long crawl through heavy traffic. While it’s not quite as brutal as a dedicated supersport, it definitely tilts further toward raw aggression than the RS.
Peak-hour KL traffic and lane-splitting? Not a problem. It proved to be a completely manageable daily rider during my week-long test. But a weekend blast out to Lemang Tok’ki in Bentong revealed what the RX is really about. On the long sweeps of the Karak Highway, the bike is an absolute weapon; no matter where you are in the rev range, a twist of the wrist delivers instant, relentless drive.
Once you hit the twisties, everything clicks. Those clip-ons put your body weight exactly over the front contact patch, giving you sublime feedback and total confidence to carry absurd corner speed.
One bad habit I couldn’t shake was constantly lifting the front wheel. The RX makes wheelies feel ridiculously effortless. With so much usable torque on tap, a quick twist of the wrist is all it takes to send the front end floating into the air. It’s pure, unfiltered fun and totally addictive.
Suspension & Handling
If you’re wondering where that higher price tag went, look no further than the suspension hardware. Triumph fitted the RX with fully adjustable Öhlins NIX30 forks up front and an STX40 shock out back, a combination that completely transforms the ride.
Front-end feel is noticeably richer than on the RS, giving you surgical precision during hard braking, sudden direction changes, or quick mid-corner tweaks. Equally spectacular are the brakes. The Brembo Stylema calipers bite hard when you need them to, yet lever control remains smooth and progressive. For a bike that’s this small, agile, and absurdly fast, high-end suspension and anchor-like brakes are essential to keep everything under control.
Electronics
Electronics on the RX are straightforward and functional. You get five riding modes (Rain, Road, Sport, Track, and Rider) supported by a six-axis IMU that handles cornering ABS and traction control, safety features that have become essential on modern performance bikes.
Rain mode noticeably tames throttle delivery, whereas Track mode unlocks full sharp response while loosening up the electronics. The only thing that bugged me was how you adjust the traction control. Turning TC on or off requires navigating through a few layers of dashboard menus.
I really wish Triumph had included a quick-access shortcut button on the handlebars. It’s a minor flaw, but one you’ll definitely notice if you frequently switch between sensible commuting and full-on hooligan mode. Regardless, I found myself leaving the bike in Sport mode almost full-time, it hits the absolute sweet spot, delivering sharp, eager performance while remaining totally controllable.
Verdict
After spending proper time with the Street Triple 765 RX, I don’t see it as just another Street Triple. It genuinely feels like the spiritual successor to the Daytona. It has the aggression of a supersport, the comfort of a naked bike and one of the best middleweight engines on the market.
Yes, the regular Street Triple RS is already an excellent motorcycle. But the RX simply turns everything up to another level. The sharper ergonomics, premium Öhlins suspension and race-focused chassis make it incredibly rewarding whenever the road starts twisting or you roll into a circuit.
Will it be for everyone? Probably not. If you mainly commute every day, the RS is still the more comfortable choice. But if you enjoy track days, weekend canyon rides or simply want the most focused Street Triple ever built, the RX is absolutely worth considering.
After a week with it, one thing became very clear. The Street Triple has always been one of the best middleweight naked bikes money can buy. The RX just reminds you how close a naked bike can get to being a supersport without actually becoming one.
Triumph Street Triple 765 RX Specifications
Engine and Performance
- Type: Liquid-cooled, 12-valve, DOHC, Inline 3-cylinder
- Displacement: 765cc
- Max Power: 128.2 bhp (@ 12,000 rpm
- Max Torque: 80 Nm @ 9,500 rpm
- Gearbox: 6-speed with slip and assist clutch
- Exhaust: Stainless steel 3-into-1 header system with low single-sided silencer
Chassis and Suspension
- Frame: Aluminium beam twin-spar frame with high-pressure die-cast rear subframe
- Front Suspension: Fully adjustable Öhlins NIX30 upside-down forks with 115mm travel
- Rear Suspension: Öhlins STX40 piggyback reservoir monoshock with 131.2mm travel
- Front Brakes: Twin 310mm floating discs, Brembo Stylema 4-piston radial monobloc calipers, and Brembo MCS radial master cylinder
- Rear Brakes: Single 220mm disc with Brembo single-piston caliper
- Tyres: Front 120/70 ZR17, Rear 180/55 ZR17
Dimensions and Weights
- Seat Height: 839 mm
- Wheelbase: 1,397 mm
- Wet Weight: 188 kg
- Fuel Capacity: 15 litres
- Display: Full-colour 5-inch TFT instrument cluster
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