Triumph Street Triple 765 RX (2026 – ) review

The Street Triple formula is well-proven and has evolved over four generations into the standard 765 RS and this fancier RX. All are built around the same 765cc triple, which itself is proven in Moto2 competition where it has been the control engine since 2019. Power has steadily increased to the point where now puts out 130 horsepower, which is more than competitive against rivals like the equivalently priced Yamaha MT-09 SP and new Ducati Monster. Upgrades for the RX most obviously comprise blingy Öhlins forks and shock, a racier riding position courtesy of the clip-on bars, top-quality touchpoints like span-adjustable Brembo levers and a suitably jaunty colour scheme and graphics package. The celebratory Moto2 version – of which just 1,000 will be built – takes this idea and runs with it with its own graphics package and numbered top yoke but if you don’t need the bragging rights the regular RX has all the important stuff for a more affordable price.

Where the standard Street Triple 765 RS uses more conventional riser bars for a relatively upright and relaxed riding position the RX’s intent is clear through the swap to lower clip-ons and the racier tuck they encourage. This is a decisive step on from even the likes of the equivalent Yamaha MT-09 SP, which has a similar combination of howling triple power and fancy suspension but sticks with regular bars. If more focused the RX’s riding position isn’t perhaps as extreme as you might fear, and not as heavy on the wrists as a full-on race rep. Rather, it just puts you in the right mindset to fully exploit the power and handling at your disposal, the Street Triple’s compact size and lack of weight meaning you naturally find yourself throwing shapes around the bike through the corners. In that sense it’s a more committed riding experience than the RS, but you know what you’re in for from the looks and it’s not an uncomfortable bike by any means.

The Street Triple’s compact size, chuckability and punchiness mean it has a broad operating window, and is just as good around town as it is in the twisties. True, the RX’s more focused riding position makes it a little less suited to the commute than the regular RS, and it’s probably a bit flashy to daily. But it’s not one of those bikes that feels frustrated when trundling about town, even if it relishes being let off the leash when the moment comes. By its nature it’s exposed, raw and minimal so you’re at the mercy of wind, rain, spray and all the rest. And in terms of luggage the official accessory range is limited to just a tank bag and quick-release tail pack, so if you have ambitions for longer trips or weekends away you’ll have to pack light. If you like the sound of the Street Triple’s character but really need more practicality there’s always the Tiger Sport 800 as well, which has a stroked-out version of the same engine and shares some of the feistiness. But if you buy into the whole minimalist vibe of sporty nakeds the RX is one of the best of its type.

This side of the Speed Triple 1200 RX this is probably the angriest and sharpest engine in the Triumph range, its race-proven character heart and soul of the Street Triple experience. Where the 660 and 800 versions in the Trident and Tiger Sport maximise smoothness the 765 goes all-out aggressive, with a sharper response, greater appetite for revs and engaging rawness in the power delivery. In this (and every other) respect it’s a decisive step up from the Trident 800, even if they look relatively close on the spec sheet. Like all Triumph triples it does it all, hauling with great flexibility from low revs and spinning out freely all the way into five figures with an intoxicating top-end howl. Slick fuelling and a crisp shift action make it simply gorgeous to flick up and down the gears, whether you operate the clutch yourself or use the standard quickshifter. 130 horsepower gives the 765 a useful top-end advantage against the MT-09 as well, though the Yamaha’s extra cubes gifts it a bit more grunt. On any given road the two will be very evenly matched, though. Braking is just as good, the feel and modulation through the gorgeous Brembo MCS lever just as critical to the riding experience as the bite of the Stylema calipers, the rear brake nicely balanced and the set-up controlled by lean-sensitive cornering ABS.

At just 188kg fully fuelled the Street Triple 765 RX is impressively light, even compared with the pared-back and minimalist build of the latest Ducati Monster. Power-to-weight favours the Triumph in this comparison, too, and that athletic build dominates the riding experience and makes it feel wonderfully agile and chuckable. But it’s the Öhlins suspension that really makes the difference over the Ducati, proving there’s a lot more to the set-up than the (admittedly welcome) addition of gold-anodised bling. There’s a huge range of adjustment in the NIX30 fork and STX40 shock but we were happy with the settings out of the box, the front end tracking the road beautifully even with just 115mm of travel for maximum confidence when attacking the bends, the rear similarly supple and controlled and the chassis as a whole showing the benefits of quality suspension in keeping tyre contact pressures constant, readable and predictable. Whatever your level of experience, this gives you huge confidence in the Street Triple’s grip levels, and means you can push as hard as you like while keeping plenty in reserve. In this respect it feels a lot less flighty than the standard Monster, which is exciting in its liveliness but can get a bit flighty on lumpy roads. It would be a closer call with the MT-09 SP given its equivalently fancy suspension but, as a package, the Street Triple 765 RX’s combination of exploitable performance and on-point handling is the dream ticket for both road and track.

The Street Triple 765 RX is pitched more as a plaything than a workhorse, and its price reflects this and the quality of the finishing kit. It’s also quite a chunk more expensive than the MT-09 SP it most closely resembles in terms of performance, character and spec but, going the other way, is only a little more expensive than a base Ducati Monster but with more power, a sportier riding position and far superior suspension. Ride the RX as intended and you can expect to get through brakes, tyres and chains at a rate and you’ll not want to skimp on the quality of their replacements. But the lack of weight and relatively modest power should mean it’s a little less ruinous in that regard than heftier and more powerful alternatives.

The engine at the heart of the Street Triple 765 RX has evolved over many years, and has the added benefit of being race proven with over a million competition miles under its belt in Moto2 and other championships. Triumph claims lessons learned in the heat of battle here inform the engine in the road bikes, too, and there’s no reason to doubt that. Combine that with the top-quality cycle parts and the brand’s usual attention to detail and we have every faith the Street Triple 765 RX will be as dependable as it is fun.

The racier nature of the Street Triple’s engine is reflected in the fact it needs a service every 6,000 miles, not 10,000 like most other Triumphs. But this should be fine for most owners. Warranty-wise you can, at extra cost, extend the standard two-year cover to four years if you wish, albeit with a commitment to main dealer servicing for the duration.

This is a minimalist sporty naked with the focus on fun rather than gadgets and gizmos, but for the job at hand the Street Triple 765 RX has all you need whether it be the support of cornering rider aids or aesthetic delights of beautifully finished components like the machined top yoke. We’ve already waxed lyrical about the gains from the Öhlins suspension and Brembo finishing kit, both of which have genuine functional benefits in terms of ride quality and ergonomics in addition to the obvious pose value. Pirelli Diablo Supercorsa SP V3 tyres are another sign Triumph has sweated the details that matter to those who want the best out of their bike, too. Tech heads and fettlers may be the only ones disappointed, though, the Street Triple’s screen and interface on the basic side and lacking in the huge range of electronic configurability you get on an MT-09 or Monster. Saying that, Triumph’s base settings were dialled enough that we didn’t feel motivated to mess about with them anyway.

Gorgeous to look at, intoxicating to ride and rewarding whether you’re a relative noob or experienced hand, the Street Triple 765 RX is a lesson in how handling, ride quality, lack of weight, character and ergonomics all matter more than outright power. The 130 horsepower output is perfect for the road, more than enough to enjoy yourself on the track and means you feel you’re getting more from the bike than you might on something more potent. Nor did we feel the RX’s sportier riding position was too much of a compromise in all-round usability over the admittedly more affordable RS. If you like the sound of all that act now, given the RX’s is only going to be on sale for a year.