The 2026 Suzuki GSX-8T and GSX-8TT are two new retro-inspired naked bikes that combine classic style with modern technology and features. These two bikes are expected to arrive in dealerships later this summer.
2026 Suzuki GSX-8T in Candy Burnt Gold
The only difference between the 8T and the 8TT is that the 8TT includes a factory-designed headlight cowl, an undercowl, and a different seat to invoke a vintage roadracer appearance. All other features are shared between the 8T and 8TT. Using the theme of “retro spirit, next generation performance,” the bikes include a mono round LED headlight inspired by Suzuki models of the 1960s and ’70s, bar-end mirrors (a first for Suzuki), and a uniquely shaped 4.3-gallon fuel tank.
These two bikes are equipped with bar-end mirrors.
They’re powered by the 776cc parallel-Twin also found in the GSX-8R and GSX-8S. They include a 270-degree crankshaft, the Suzuki Cross Balancer, a 6-speed transmission, and the Suzuki Clutch Assist System. The Suzuki Intelligent Ride System includes Suzuki Drive Mode Selector, Suzuki Traction Control System (three settings plus Off), Bi-Directional Quick Shift System, ABS, Suzuki Easy Start System, and Low RPM Assist. These bikes are also Suzuki’s first U.S. models to be equipped with a lithium-ion battery, as they include a compact HY battEliiy P-Series starter battery.
Both the 8T and 8TT feature a stainless steel muffler cover.
The 8T and 8TT feature a steel frame and a unique aluminum swingarm. KYB suspension includes a nonadjustable inverted fork and a preload-adjustable link-type rear shock. Cast-aluminum wheels are wrapped in Dunlop Sportmax Roadsport 2 tires, and dual radial-mount front brake calipers pinch 310mm discs. The tapered aluminum handlebar contributes to an upright riding position. The 8T gets a retro-inspired tuck-and-roll seat, and the 8TT’s seat adds stitched upholstery. Instrumentation includes a 5-inch full-color TFT display, and a USB-C socket is included to charge your devices.
2026 Suzuki GSX-8TT in Glass Sparkle Black
The 2026 Suzuki GSX-8T will be available in Candy Burnt Gold or Metallic Matte Black, and the Suzuki GSX-8TT will be available in Glass Sparkle Black or Pearl Matte Shadow Green. Pricing has not yet been announced. Visit the Suzuki website for more information.
The CB1000 Hornet SP delivers the smooth power delivery and high-pitched wail we love from inline-Fours. (Photography & videography by Align Media)
The 2025 Honda CB1000 Hornet SP arrives in the U.S. with big-boy performance and premium touches. It’s powered by a re-tuned 998c inline-Four from the CBR1000RR and offers five ride modes, a slip/assist clutch, and a quickshifter. It comes with a fully adjustable Showa fork and fully adjustable Öhlins rear shock, dual Brembo Stylema front calipers, ABS, traction control, wheelie control, and a 5-inch TFT display with smartphone connectivity.
We took this streetfighter for a spin through California’s Gold Country and enjoyed its smooth and fast character, premium components, and predictable handling. Its combination of street-going comfort and high-tech performance makes it particularly appealing to seasoned riders.
The CB750 Hornet is a light, flickable bike. (Photography & videography by Align Media)
The Honda CB750 Hornet has finally landed in the U.S. for 2025 after two years in Europe. It’s powered by a 755cc Unicam parallel-Twin shared with the XL750 Transalp and includes a 270-degree crank and five ride modes. Other features include Showa suspension, Nissin brakes, a stiff steel-diamond frame, upright ergos, and a 5-inch TFT display with smartphone connectivity.
We head to California’s scenic Sierra Nevada foothills to test this bike from twisty canyons to highways. This middleweight Hornet impressed us with its versatile performance, capable of everything from commuting to backroad bombing at a reasonable MSRP of $8K.
Honoring the racing legend that won 15 world titles, 123 world championship races, 18 Italian Championship titles, and 10 Tourist Trophies, the MV Agusta Superveloce 1000 Ago is a limited-edition model with special top-quality details and signed by Giacomo Agostini himself.
Giacomo Agostini’s signature will adorn each Superveloce 1000 Ago. Also notice the gold plate that reads “15 Titoli Mondiali.”
The model is limited to 83 units worldwide to mark Agostini’s 83rd birthday in 2025, and each unit’s individual number from 1 to 83 can be found on a real-gold plate on the steering head, as well as on the certificate of authenticity. One particularly unique feature is that a brass coin on the shell of each ignition key is made from an original trophy won by Agostini and that Agostini selected and donated to MV Agusta for this purpose.
This brass coin on each ignition key was made from one of Agostini’s trophies. It reads “Ricavato da un Trofeo di Giacomo Agostini.”
Drawing inspiration from Agostini’s racing bike, the Superveloce 1000 Ago will feature Fire Red Matte and Magnum Silver Matte colors, along with a yellow side panel with a number 1 on it. The bike features full carbon-fiber bodywork, the spoked wheels include a silver color, and a leather strap runs over the fuel tank. On the leather strap is a golden plaque that reads “15 Titoli Mondiali,” translating to “15 world titles.” The black Alcantara seat is embroidered with “Agostini” with arrow-shaped stripes reminiscent of Agostini’s racing suite, as well as an MV Agusta logo.
A leather strap extends across the fuel tank.
Other than the special details described above, the Superveloce 1000 Ago shares specifications and high-quality parts with the MV Agusta Superveloce 1000 Serie Oro, a limited-edition model announced for 2024. It’s powered by MV’s 998cc inline-Four that makes a claimed 208 hp at 13,000 rpm and 85.9 lb-ft of torque at 11,000 rpm, with redline at 14,000 rpm. Top-quality components include forged titanium connecting rods, DLC-coated cams, and titanium valves.
On the steering head is a plate with each bike’s individual number out of 83.
It also features a steel trellis frame, and the aluminum single-sided swingarm has a height-adjustable connector pin. Öhlins electronic suspension includes a 43mm inverted fork (electronically adjustable for compression and rebound and manually adjustable for spring preload), a 36mm monoshock (electronically adjustable for preload, rebound, and compression), and an adjustable steering damper. Braking is provided by Brembo and includes two front 320mm discs with radial Stylema 4-piston calipers, as well as a rear 220mm disc with 2-piston caliper.
MV Agusta Superveloce 1000 Ago
Technology includes ABS (with Sport and Race modes), eight levels of traction control, front lift control to optimize wheelies, launch control, cruise control, the MV EAS 4.0 up/down quickshifter, and four ride modes (Rain, Sport, Race, and Custom). The 5.5-inch TFT display features a Trip Record function to record and share the rider’s completed route, speed, gear, lean angle, altitude, and travel times. It also includes an alarm managed through the Greenbox app, for which MV provides one year of free use.
The bike comes with a dedicated kit that includes a certificate of authenticity, a dedicated motorcycle cover, a passenger seat in leather and Alcantara, passenger footpegs, carbon passenger heel guards, CNC-machined brake and clutch levers, and height-adjustment plates for the swingarm pin.
Each unit comes with a dedicated kit.
Available to customers of the MV Agusta Superveloce 1000 Ago are a special Dainese suit and AGV helmet. The Dainese Demone GP 3X suit features the D-air Racing Shield 3X airbag system, titanium shoulder and knee plates, and Dianese’s pentaxial elasticated back. Customers who choose to add the suit will get a dedicated measurement session at a Dainese store and the option to customize their name on the leather back. The AGV Pista GP RR helmet features a full carbon shell, an Ultravision visor, a Pro rear spoiler, and the 360-degree Adaptive Fit interiors system. The suit and helmet are available only to Superveloce 1000 Ago owners and at no additional cost.
This special AGV helmet and Dainese suit are only available to owners of an MV Agusta Superveloce 1000 Ago.
The MV Agusta Superveloce 1000 Ago will have a U.S. MSRP of $80,098 and will come with a 5-year factory warranty. Units are expected to arrive in January 2026. For more information, visit the MV Agusta website.
Two new-for-2025 Honda Hornet models, the CB750 Hornet (left) and CB1000 Hornet SP (right), inject new energy into the streetfighter segment. (Photos by Align Media)
Most people fear hornets, but they are surprisingly shy and only become aggressive when they have to be. This is also true for two new-for-2025 Honda Hornet motorcycles. After creating buzz in Europe since 2023, the long-awaited CB750 Hornet and CB1000 Hornet SP have finally landed in the U.S., ready to inject fresh energy into the streetfighter category. Both offer aggressive styling, modern tech, and finely tuned performance that targets everyone from new to veteran riders.
The 2025 Honda CB1000 Hornet SP (left) is available in Matte Metallic Black and the CB750 Hornet (right) is available in Matte Pearl White (shown) and Matte Metallic Black.
Honda invited us to test both Hornets during a two-day press ride across nearly 400 miles of California’s scenic Sierra Nevada foothills and historic Gold Country. From twisty canyons to roller-coaster roads and sun-drenched highways, we got friendly with these two sharp additions to Honda’s lineup.
Day 1: Honda CB750 Hornet
We like the splash of red on the Matte Pearl White color option on the CB750 Hornet.
We kicked off from downtown Sacramento, riding northeast into the Sierra Nevada foothills toward Auburn State Recreation Area, looping back via Placerville. This 200-mile route gave us a chance to put the CB750 Hornet through its paces, and it delivered.
The CB750’s 755cc Unicam parallel-Twin is shared with the XL750 Transalp, and it’s an absolute treat. It’s smooth down low but really comes alive in the mid to upper rev range. The 270-degree crank gives it a throaty, engaging feel, and for a stock exhaust, the sound is surprisingly deep and growly. I love the tune of the exhaust; it impressed me more and more throughout the ride.
The CB750 Hornet’s 755cc parallel-Twin is shared with the Transalp. In the U.S., it makes 83 hp at 8,500 rpm.
What really sets the CB750 apart is its handling. With a 422-lb curb weight and a stiff steel-diamond frame, it feels flickable and light on its feet. The Michelin Road 6 tires with a 160/70 rear help the bike dive into corners confidently and carve through canyon roads. The Showa suspension, a nonadjustable Separate Function Fork-Big Piston and preload-adjustable, remote-reservoir Pro-Link shock with 5.1 inches of travel front and rear, punches above its weight. It handled whatever I threw at it! From soaking up bumps and keeping things planted during spirited riding to bringing the front wheel up on command, it took it all in stride.
The CB750 Hornet is a light, flickable bike.
Comfort and usability were clearly top of mind when designing the CB750. At 5-foot-6, I found the 31.3-inch seat height approachable, and the upright ergos, wide handlebar, and slightly rear-set pegs provide a natural, in-control position. There are multiple ride modes to choose from: Standard, Sport, Rain, and customizable User 1 and User 2. User modes allow the rider to set preferences for throttle response, engine braking, and traction control, adding to the bike’s versatility. The 5-inch TFT display is crisp and easy to read, and Honda’s RoadSync integration adds smartphone functionality like navigation, calls, and music. Menus and settings are controlled via a four-way backlit switch on the left grip. All lighting is LED, there’s a USB-C port under the seat, and turnsignals are self-canceling.
Honda Selectable Torque Control (aka traction control) with integrated wheelie control has three levels or it can be turned off.
The CB750 Hornet is the definition of a “sleeper.” It might not scream superbike, but it delivers thrills in abundance, especially on twisty roads. It’s more composed and less twitchy than rivals like the Yamaha MT-07, yet it still has that raw 2-cylinder charm. The electronics are helpful without being overbearing, and the ergonomics make it accessible for a wide range of riders. The handling is sharp, the powerband is exciting but manageable, and the whole package feels light, intuitive, and fun. Keeping up with the other riders on the CB1000 was no issue while riding the CB750, and I couldn’t hold back my grin while chasing them down!
For commuting, backroad bombing, or anything in between, the CB750 Hornet is a confident, charismatic middleweight that delivers versatile performance for a reasonable price. It’s a perfect entry-level or upgrade machine for newer riders, but it won’t leave seasoned riders bored.
Day 2: Honda CB1000 Hornet SP
The Honda CB1000 Hornet SP replaces the CB1000R Black Edition.
The second day brought a shift in character and machinery. Riding through California’s Gold Country on a 190-mile loop, I stepped up to the CB1000 Hornet SP. This bike brings big-boy performance with premium touches, and you feel it the moment you twist the throttle.
Powered by a re-tuned 998cc inline-Four from the 2017 CBR1000RR, the CB1000 Hornet SP is smooth, fast, and full of character. It’s paired with a throttle-by-wire system with rider modes (Sport, Standard, Rain, User 1, and User 2) and a 6-speed transmission with a slip/assist clutch. The SP is also equipped with a quickshifter with auto-blip capabilities, and the quickshifter’s sensitivity can be adjusted to respond to a softer to harder press of the shifter.
Compared to the CB750 Hornet, the CB1000 Hornet SP is a big step up in terms of power, performance, and refinement.
Despite being derived from a superbike engine, the CB1000 Hornet SP felt entirely controllable. The power never seemed too much and certainly not too little. The linear power delivery was so smooth that I didn’t realize how fast I was going until I looked down at the speedo…and saw a high number!
While heavier than the CB750, the CB1000 didn’t feel like a lumbering brute. Its Bridgestone Battleax S22 tires with a 180/70 rear delivered excellent grip and agility. It took more muscle than the CB750 to flick it into tight turns, but it responded predictably and with poise. The fully adjustable 41mm inverted Showa SFF-BP fork and fully adjustable Öhlins TTX36 rear shock are a big upgrade, keeping the ride composed even when pushing hard on less than perfect pavement. The CB1000 thoroughly surprised me with how comfortable it felt at differing speeds and riding environments. It handled excellently in the twisties, comfortably on the highway, and easy in city commuting.
The Showa SFF-BP is fully adjustable, and the front calipers are primo Brembo Stylemas.
Braking was equally impressive, thanks to Brembo Stylema front calipers squeezing 310mm discs, serious hardware with real bite. The rubber brake lines did not seem to limit the performance of the brakes, and the ABS was not intrusive. The only hiccup for me was the Honda Selectable Torque Control (aka traction control), which felt a bit too eager for my taste. Wheelie control is also integrated into HSTC, but luckily, it’s easy to turn off so I could test how light I could make the front end.
The 5-inchTFT display has three themes: a bar-style tach (shown), a circle-style tach, or a simple theme with just numbers. Both Hornets feature Honda’s RoadSync Bluetooth system.
Like the CB750, the CB1000 has a 5-inch TFT display with three display modes and Honda’s new RoadSync system, which pairs to a smartphone via Bluetooth. It also has a four-way backlit menu controller on the left grip, LED lighting, self-canceling turnsignals, and a USB-C port under the seat.
The CB1000 Hornet SP is the grown-up sibling. It’s not as immediately playful as the CB750, but it brings a level of refinement, speed, and tech that places it firmly among other naked bikes such as the Yamaha MT-10. Despite its power and size, it’s surprisingly approachable. The engine is predictable and tractable, the electronics make it customizable, and the chassis feels solid at both high and low speeds. The Öhlins shock gives it an edge in ride quality, and the Brembo brakes provide plenty of stopping power. And let’s not forget that classic inline-Four sound and performance, a staple among sportbike enthusiasts.
The CB1000 Hornet SP delivers the smooth power delivery and high-pitched wail we love from inline-Fours.
The SP is a bike that feels right at home on a Sunday backroad sprint, on long stretches of freeway, and even in the close quarters of city riding. For experienced riders who want sportbike thrills without committing to clip-ons and race ergonomics, the CB1000 Hornet SP hits the sweet spot.
Honda Hornet Final Thoughts
Honda has given us two very different expressions of the streetfighter with the 2025 Hornet lineup, and both sting in their own way.
The CB750 Hornet is the scrappy boxer that’s lightweight, flickable, and loaded with charm. It’s easy to ride but rewards confidence, and its parallel-Twin delivers just the right amount of punch for real-world fun. It’s ideal for newer riders or anyone who wants a bike that’s as playful as it is practical.
The CB1000 Hornet SP is the polished heavyweight that’s powerful, refined, and high-tech. It brings in serious performance chops from the Fireblade family but is packaged for the street. For seasoned riders who want liter-bike power without sacrificing comfort, this one’s a knockout.
Perhaps the most attractive factor to consider is the price of these enticing machines, with the CB750 Hornet priced at $7,999 and the CB1000 Hornet SP at $10,999. These are competitive prices when considering other naked bikes in their respective classes.
The BMW Concept RR superbike was unveiled at the Concorso d’Eleganza Villa d’Este at Lake Como in Italy on May 23. Inspired by the factory superbike BMW M 1000 RR, the Concept RR was presented as “the ultimate performance statement in terms of technology and design for the future generation of BMW RR models.”
Very few technical details have been released yet. The M 1000 RR was updated recently for model year 2025, and the Concept RR is still far from production, but it offers a look at where the model is headed.
“Never before has BMW Motorrad provided such an early glimpse into a future generation of the RR models,” said Markus Flasch, head of BMW Motorrad. “The BMW Motorrad Concept RR is a true masterpiece of our development team, both technically and in terms of design language.”
BMW’s M 1000 RR, in the hands of rider Toprak Razgatlioğlu, proved the dominating force in the FIM World Superbike Championship in 2024. The Concept RR builds on those championship-winning technologies. Its engine is the same liquid-cooled inline-Four of the World Superbike champ, delivering a claimed 230 hp, and borrows the M 1000 RR’s electronic control regulation systems such as engine management, traction control, and engine braking.
BMW claims that the concept bike sets a new benchmark in terms of lightweight construction and aerodynamics. It makes use of high-tech materials like carbon and aluminum, and its aerodynamics were designed with three objectives in mind: riding stability at very high speeds, maximum cornering speeds, and minimal air resistance for optimal top speed. To achieve these goals, the Concept RR features reduced external attachments, precision of airflow, and ventilated front and rear sections. Also included are integrated winglets in the fairing. An illuminated RR symbol on the downside of the aluminum tail adds to the bike’s appearance.
This 2026 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will also include 2027 teasers as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.
Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.
2026 BMW R 12 G/S
2026 BMW R 12 G/S in Light White
Inspired by the BMW R 80 G/S of the 1980s, the new 2026 BMW R 12 G/S puts an off-road spin on the existing R 12 roadster. Its engine remains the same air-/oil cooled, 1,170cc boxer with DOHC, and it comes with a 6-speed and shaft drive. Also carrying over from the R 12 family is the one-piece tubular bridge steel frame, with a tubular steel rear frame bolted on. The R 12 G/S’s footpegs are positioned under the flat solo seat and the aluminum tube handlebar is positioned high and close to the rider, and standard seat height is 33.9 inches. The G/S rides on 21-inch front and 17-inch rear cross-spoke wheels, and suspension is fully adjustable with 8.3 inches of travel up front and 7.9 inches in the rear. Ground clearance is 9.4 inches. The bike includes ABS Pro, three ride modes, Engine Drag Torque Control, traction control, full LED lighting, a round instrument display, and a 12V socket.
The 2026 BMW R 12 G/S comes standard in Night Black Matte with an MSRP of $16,395. The nostalgic Light White paint option includes G/S graphics and a red seat, and the Option 719 Aragonit option includes Sand Rover Matte / Racing Red Matte / Mineral Gray Metallic Matte paint.
Replacing the BMW R 1250 R is the new 2026 BMW R 1300 R. It receives the same updated 1,300cc liquid-cooled boxer as the R 1300 GS. Displacement is increased from 1,254cc to 1,300cc. Horsepower is increased from 136 hp to 145 hp at 7,750 rpm, and peak torque is increased from 105 lb-ft to 110 lb-ft at a slightly higher 6,500 rpm. The new powertrain has a weight savings of 14 lb compared to the previous one. The sheet-metal steel frame is also new and is said to offer higher levels of stiffness and a more compact package than the previous frame. The previous tubular-steel subframe is replaced with a die-cast aluminum unit. Ergonomics are updated for a sportier, more aggressive riding position. Slightly rear-set footpegs and a flatter handlebar position the rider farther over the front wheel for improved front-end feedback. Standard seat height on the base model is 30.9 inches. Also new is a 47mm inverted telescopic fork and revised EVO Paralever suspension. Ride modes include Rain, Road, and Eco as standard, and engine Drag Torque Control, Dynamic Traction Control, and Integral ABS Pro are standard.
The base 2026 BMW R 1300 R is available in Snapper Rocks Metallic. The Exclusive variant features Racing Blue Metallic, the Performance variant comes in a Lightwhite color, and the Option 719 Kilauea variant has a Blackstorm Metallic color. Pricing starts at $16,595.
The 2026 BMW R 1300 RS sport-tourer is updated with a more powerful engine, revised styling, more aggressive ergonomics, a new chassis, and more – all aimed to make the machine sportier than its predecessor. The engine is the same updated liquid-cooled 1,300cc boxer as in the R 1300 R above, making 145 hp and 110 lb-ft. Ride modes include Road, Rain, and Eco as standard, with Eco working in collaboration with BMW ShiftCam technology to maximize range. The sheet-metal steel frame is also new and is said to offer higher levels of stiffness and a more compact package than the previous frame. The previous tubular-steel subframe is replaced with a die-cast aluminum unit. Rear-set footpegs and a flatter handlebar position the rider farther forward over the front wheel. The handlebar is also 1.4 inches wider than before. Seat height is 31.1 inches. Also new is a 47mm inverted telescopic fork and revised EVO Paralever suspension, offering 5.5 inches of travel up front and 5.1 inches in the rear.
The BMW R 1300 RS comes standard in Racing Blue. The Style Triple Black variant includes Black Storm Metallic paint. he Option 719 Cuyamaca variant comes in Brooklyn Gray Metallic paint, and the Style Performance option comes in Light White. Pricing starts at $16,995.
The 2026 BMW R 1300 RT is updated to make it even more capable and comfortable for long-distance touring. The engine is the same updated liquid-cooled 1,300cc boxer as in the R 1300 R above, making 145 hp and 110 lb-ft. Ride modes include Road, Rain, and Eco as standard. The frame has been updated to a new steel sheet metal unit, said to offer more stiffness than the previous frame. Also new is an aluminum lattice tube subframe, which also allows two-stage seat height adjustment for the rider’s seat and longer, more comfortable seats for both rider and passenger. Suspension is upgraded with electronically adjustable EVO Telelever and EVO Paralever systems, offering 5.9 inches of front travel and 6.2 inches in the rear. New 17-inch cast-aluminum wheels shave 3.0 lbs compared to the previous wheels. Fully Integral ABS Pro comes as standard. As standard, the RT also comes with two 27-liter saddlebags that have been redesigned to fit more closely to the motorcycle without sacrificing passenger legroom.
The 2026 BMW R 1300 RT base model comes in Alpine White with Mineral Gray Metallic Matte. The Style Triple Black comes with Black Storm Metallic paint, the Style Impulse version is in Racing Blue Metallic paint, and the Option 719 Camargue option comes in Blue Ridge Mountain Metallic paint. Pricing starts at $22,495.
Limited to only 1,200 units worldwide, the new 2026 Triumph Speed Triple 1200 RX takes the updated 2025 Speed Triple 1200 RS to the next level. The clip-ons are 2.71 inches lower and 2.04 inches farther forward than on the RS, while the footpegs are 0.57 inch higher and 1 inch farther rearward to create a more focused riding position. Complementing the RS’s new Öhlins SmartEC3 semi-active electronic suspension, the RX receives an integrated Öhlins SD EC steering damper. The RX also received a new Akrapovič muffler with a titanium outer wrap and mounting bracket and a carbon fiber endcap and exhaust valve cover, finished with a laser-etched Akrapovič logo. The upgraded performance seat features an embossed RX logo. All other components are carried over from the Speed Triple 1200 RS.
The 2026 Triumph Speed Triple 1200 RX comes in Triumph Performance Yellow and Granite with an MSRP of $21,495.
Due to the popularity of the 2025 Special Edition model, Triumph has announced a 2026 Triumph Trident 660 Special Edition version with new colors. Compared to the 2025 Special Edition, the 2026 version will also benefit from the model’s updates announced for the 2025 model year, including optimized cornering ABS and traction control, the Triumph Shift Assist up/down quickshifter, cruise control, and Sport ride mode to join previous Road and Rain modes. Finally, the Showa 41mm inverted fork was upgraded to a Separate Function Fork-Big Piston version. The 2026 model retains the 2025’s special Cobalt Blue and Diablo Red highlights, along with the ’67 race number graphic on the tank, but the white of the previous model is swapped for glossy Sapphire Black paint for the new edition. Diablo Red wheels, a flyscreen with graphic details, and sculpted belly pan are also included.
The 2026 Triumph Trident 660 Triple Tribute Special Edition will be available starting at $8,745.
The 2026 Triumph Speed Triple 1200 RX limited-edition model features more aggressive ergonomics, an Öhlins steering damper, an Akrapovič muffler, and carbon-fiber bodywork, as well as a unique color and graphics scheme.
Limited to only 1,200 units worldwide and available to order now, the new 2026 Triumph Speed Triple 1200 RX takes the updated 2025 Speed Triple 1200 RS to the next level with a more aggressive riding position, premium technology, and top-notch components.
An integrated Öhlins SD EC steering damper is added to the RX.
The RX’s riding position offers more focused ergonomics. The clip-ons are 2.71 inches lower and 2.04 inches farther forward than on the RS, while the footpegs are 0.57 inch higher and 1 inch farther rearward.
The front fender is carbon fiber.
Complementing the RS’s new Öhlins SmartEC3 semi-active electronic suspension, the RX receives an integrated Öhlins SD EC steering damper, which is adjusted via the Öhlins Objective Based Tuning Interface in the TFT menu.
The lightweight Akrapovič muffler features a titanium outer wrap and a carbon-fiber cover. Also notice the Triumph Performance Yellow accent on the rear wheel.
The RX also received a new Akrapovič muffler with a titanium outer wrap and mounting bracket and a carbon fiber endcap and exhaust valve cover, finished with a laser-etched Akrapovič logo. The upgraded performance seat features an embossed RX logo.
RX graphics are easily visible from the cockpit.
This limited-edition model also features unique styling with a Triumph Performance Yellow and Granite graphic scheme and white RX accents. It includes carbon fiber for the front fender and tank bodywork, and the rear wheel features Triumph Performance Yellow accents.
Special RX details are included.
All other components are carried over from the 2025 Triumph Speed Triple 1200 RS, which is the most powerful and high-tech model in Triumph’s lineup. The updated model includes a boost in horsepower and torque thanks to a freer-flowing exhaust, resulting in 180.5 hp at 10,750 rpm and 94.4 lb-ft at 8,750 rpm. The advanced spool-valve technology in the Öhlins SmartEC3 semi-active suspension provides instant and highly sophisticated suspension adjustment and is only available on a few high-end sportbikes. New IMU-supported electronics include adjustable front wheel lift control, engine braking control, and brake slide assist, and lighter wheels and a new lithium-ion battery results in a lighter 439-lb wet weight.
The upgraded performance seat includes an embossed RX logo.
Find full details and riding impressions of the RS in our 2025 Triumph Speed Triple 1200 RS review, for which we traveled to Portugal to test the bike on the road and at the Algarve International Circuit MotoGP track.
The headlights are carried over from the updated 2025 Triumph Speed Triple 1200 RS, the most powerful model in Triumph’s lineup.
The 2026 Triumph Speed Triple 1200 RX has an MSRP of $21,495 (+$1,500 compared to the RS), and delivery is expected in June 2025. Visit the Triumph website for more information.
2026 Triumph Trident 660 Triple Tribute Special Edition
Available for only one year, the 2025 Triumph Trident 660 Triple Tribute Special Edition was a race-inspired tribute to the “Slippery Sam” Trident that claimed five consecutive Isle of Mann Production TT wins in the 1970s. Due to the popularity of that Special Edition model, Triumph has announced a 2026 version with new colors.
The 2026 Triumph Trident 660 Triple Tribute Special Edition will also benefit from the model’s updates announced for the 2025 model year, including optimized cornering ABS and traction control, the Triumph Shift Assist up/down quickshifter, cruise control, and Sport ride mode to join previous Road and Rain modes. Finally, the Showa 41mm inverted fork was upgraded to a Separate Function Fork-Big Piston version.
The 2026 model retains the 2025’s special Cobalt Blue and Diablo Red highlights, along with the ’67 race number graphic on the tank, but the white of the previous model is swapped for glossy Sapphire Black paint for the new edition. Diablo Red wheels, a flyscreen with graphic details, and sculpted belly pan are also included.
Aside from the colorway and the addition of Triumph Shift Assist up/down quickshifter, the Special Edition is the same as the updated 2025 Triumph Trident 660. It’s powered by a liquid-cooled 660cc 3-cylinder engine that makes a claimed 80 hp at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm. It has a seat height of 31.7 inches, a wheelbase of 55.2 inches, a wet weight of 419 lb, and a fuel capacity of 3.7 gallons.
In addition to the Showa SFF-BP fork, suspension also includes a Showa monoshock with preload adjustment. Nissin brakes include two 310mm discs pinched by two-piston front calipers. The bike also includes 17-inch cast-aluminum wheels shod in Michelin Road 5 tires and a TFT display with Bluetooth connectivity to display navigation, calls, and music.
Triumph’s accessories lineup to accompany the Trident 660 Triple Tribute includes 32 accessories. Riders can tailor their bike with protective pieces like a rubber tank pad or CNC-machined fork protectors, or they can add luggage, a USB charging socket under the seat, tire-pressure monitoring, bar-end mirrors, heated grips, and more.
The 2026 Triumph Trident 660 Triple Tribute Special Edition will be available starting at $8,745. It will begin arriving in dealerships in June 2025. Visit the Triumph website for more information.
We spent two days testing the 2025 Triumph Speed Triple 1200 RS on the street and track in Portugal. (Photos by Kingdom Creative)
Introduced in 1994, the Triumph Speed Triple was one of the first production streetfighters – combat-ready sportbikes stripped of their fairings (often after a crash) and tarted up with upright handlebars, rowdy exhausts, and performance mods. These days we call them naked bikes, and they’re enjoying an upswing in popularity. As you’ll read in this 2025 Triumph Speed Triple 1200 RS review, the ST has made a huge leap forward and is now the most powerful and high-tech model in Triumph’s lineup.
You’ve Come a Long Way, Baby
The Speed Triple has gone through an interesting evolution over the past three decades. The earliest models had a single round headlight, but after a few years the signature twin round headlights were adopted. Early models were carbureted, powered by a liquid-cooled 885cc inline-Triple that made 108 hp, and fitted with a conventional two-sided swingarm. As the years rolled by, the engine became fuel injected, displacement and horsepower increased, the swingarm became single-sided, aluminum replaced steel for the frame, and an upright handlebar replaced the clip-ons. The Speed Triple’s model designation evolved too, from T309 to T509, 955i, 1050, and 1200 RS.
A photo used in advertisements for the 1994 Triumph Speed Triple.
The Speed Triple 1200 RS was introduced in 2021, replacing the 1050 version, which had gone through a series of changes since arriving on the scene in 2005. With serious competition in the naked bike segment, Triumph went all-in to create the 1200 RS. Displacement of the inline-Triple grew from 1,050cc to 1,160cc, and engine output jumped from 140 to 177 hp and 83 to 92 lb-ft of torque. It also lost more than 30 lb, gained a state-of-the-art electronics suite, and was fitted with top-notch Öhlins suspension and Brembo Stylema front calipers.
The 2025 Triumph Speed Triple 1200 RS comes in Jet Black for $19,995 and Granite/Diablo Red (shown) or Granite/Triumph Performance Yellow for $20,320.
That brings us to 2025. The name may be the same, but four years after its debut, the Speed Triple 1200 RS has moved into rarefied air. A freer-flowing exhaust better centralizes mass and boosts output, now up to 180.5 hp at 10,750 rpm and 94.4 lb-ft at 8,750 rpm. The electronics package now includes Öhlins SmartEC3 semi-active suspension, an advanced system that’s only available on a few high-end sportbikes, all of which cost more than the Triumph’s $19,995 MSRP.
The Speed Triple’s Öhlins SmartEC3 electronic suspension system pairs a TTX 36 EC shock with an NIX 30 EC inverted fork. The “SV” stands for spool valve.
The IMU-supported electronics include new rider aids: adjustable front wheel lift (wheelie) control, engine braking control, and brake slide assist (in the Track ride mode). Lighter wheels save 1 lb of unsprung weight, and a new lithium-ion battery is 5 lb lighter than the previous lead-acid battery. The Speed Triple now weighs just 439 lb with its 4.1-gallon tank full and all fluids.
The O.G. streetfighter is now a highly refined sportbike.
Precipitation in Portugal
Triumph hosted a two-day press launch for the Speed Triple 1200 RS in Portimão, a city on the southern coast of Portugal that’s home to the Algarve International Circuit, a 2.9-mile MotoGP track known for its elevation changes and tricky corners. We’d spend one day testing the RS on the road and another testing it on the track. Global press launches with multiple waves of journalists from around the world take months to plan, and the dates can’t be easily changed when the weather doesn’t cooperate. Rain was forecast for the days we’d be there, so I packed waterproof gear and hoped for the best.
Dark clouds and rain put a damper on our 2-day street and track test, but it also gave us an opportunity to evaluate the Speed Triple’s electronic rider aids in less than ideal conditions.
My first press launch assignment at Rider was for the 2008 Triumph Speed Triple 1050 and was a street-only test in and around Great Smoky Mountains National Park in Tennessee and North Carolina. Being the FNG, I was nervous about riding an unfamiliar motorcycle on unfamiliar roads that were damp from overnight rains. This was back in the day before ABS and traction control were common features on sportbikes. It all worked out, but I had flashbacks to that anxiety-filled day when we saddled up on the latest Speed Triple as light rain fell.
The Speed Triple’s Pirelli Diablo Supercorsa SP V3 tires did better than expected on wet roads.
Part of my concern had to do with the Triumph’s Pirelli Diablo Supercorsa SP V3 dual-compound tires, which have minimal rain sipes. To ease into things, I selected the Rain ride mode, which reduces available power to 100 hp, softens throttle response, and cranks up the intervention for the cornering-optimized ABS and TC. Our first few wet miles were drama-free.
The Speed Triple’s iconic “bug eye” dual headlights debuted on the 1997 T509 model. They were round for years, but they were replaced by sculpted “fox eye” headlights on the 2011 Speed Triple 1050.
As we would learn over the next two days, the storms passing through southern Portugal were patchy. There’d be dark clouds in one direction and bright sunshine in another. When we arrived at our first photo stop, we had escaped the rain and found a mostly dry road, but it was a rural two-lane with pavement that was far from perfect – the sort of surface that brings a sportbike’s hard edges into sharp relief.
Our street test was on rural backroads in Portugal that put the Öhlins SmartEC3 electronic suspension to the test.
But thanks to the Öhlins SmartEC3 electronic suspension, the Speed Triple felt remarkably plush. The SmartEC3 system, which combines a suspension control unit with an NIX 30 EC inverted fork and a TTX 36 EC shock, uses what Öhlins calls an Objective Based Tuning Interface (OBTi). It continuously monitors and adjusts damping characteristics in different riding scenarios. Seven different parameters can be adjusted independently: front firmness, rear firmness, braking support, acceleration support, initial acceleration support, cornering support, and cruising support.
The Öhlins Objective Based Tuning Interface allows riders to adjust seven damping parameters independently, or they can rely on Triumph’s three preset modes.
The system allows a far wider range of adjustment than what’s possible with manually adjustable suspension because it can maximize damping in hard braking or acceleration situations and then relax the settings back to a base level, all in the blink of an eye. Changes in damping happen so fast because the Öhlins system uses spool valves, which operate up to seven times faster than conventional needle valves.
The Öhlins SmartEC3 electronic suspension system continuously monitors inputs from the 6-axis IMU and other sensors to determine the bike’s behavior.
During the launch, I had a chance to speak with Stuart Wood, Triumph’s chief engineer, about the SmartEC3 system. “Öhlins is performance based, but they’ve given us a system where we can dial in an immense amount of comfort,” he said. “The system will decide for you exactly the suspension adjustments that you need at every point in time. It recognizes when you’re braking for a corner, driving out of a corner, going around a corner, or going in a straight line, and it will give you the appropriate damping setting. You can even dial in your own weight, and it will adjust the suspension for that.”
In terms of adjusting the objective-based parameters, Wood said “The rider can tell the system what outcome they want, and the system decides what to do. You don’t have to think, ‘I need two clicks of rebound and three clicks of compression.’ If you want less dive under braking, you can dial up braking support. And the harder you ride, the more support it gives you. You can adjust each parameter individually or just use our presets and it will work really well for you.”
There’s a lot to love about this front wheel. It’s 0.4 lb than its predecessor, it’s attached to an Öhlins NIX 30 EC fork, and it has a pair of Brembo Stylema calipers that squeeze 320mm floating discs.
Triumph’s presets include Normal, Comfort, and Dynamic, and for our street test I used both Normal and Comfort. As expected, Normal felt a little firmer in most situations, but both delivered very good compliance and ride quality over some very poor-quality roads. Because semi-active suspension uses an array of sensors to detect a motorcycle’s behavior and respond accordingly, the best systems deliver a magic-carpet-ride experience in terms of comfort, responsiveness, and chassis stability. The Öhlins SmartEC3 elevates the experience to a whole new level.
Around the Algarve
After a day of testing the Speed Triple 1200 RS on mostly wet roads and rarely getting an opportunity to shift higher than 3rd gear, we took a bus down the hill from the Algarve Race Resort hotel to the circuit. The weather was no better than the day before, and at times it was much worse with occasional heavy rain.
Pirelli World Superbike rain tires meant that our wet track test wasn’t a wash.
Due to the wet conditions, Triumph fitted our test bikes with Pirelli World Superbike rain tires. Learning the layout of a tricky, new-to-me track in the rain would normally call for very conservative lean angles and inputs to the throttle and brakes. WSBK rain tires were also a new experience for me, and they exceeded all expectations in terms of grip.
World SBK rain tires provide incredible grip on wet pavement.
In a closed-course environment, especially one with a 0.6-mile front straight, we could finally get hard on the gas and feel the Speed Triple’s full 180.5-hp fury. Rain mode limits power, but the entire can of beans is available in other ride modes, which include Road, Sport, Track, and Rider (customizable). As I turned more laps and gained more confidence, especially in the tires’ grip and their ability to endure intense loads under acceleration and braking, I rode farther and faster down the front straight. Over 200 kph (125 mph), the windblast on the naked Speed Triple became intense. I finally got as high as 260 kph (161 mph) before throwing out the anchor for Turn 1 and called it good.
The Algarve circuit is known for its elevation changes, including a rise leading onto the front straight and a blind crest at the end of the straight, seen here falling away to Turn 1.
Here’s the thing. I’m not a former racer, and I’m not much of a track guy. I like to ride fast, but I mostly ride on the street, and it’s a fool’s errand to wring out a 180-hp motorcycle on public roads. I’m not skilled enough to push a bike like the Speed Triple to its limits on a track either. But the wet conditions provided a unique opportunity to test what cornering ABS, cornering traction control, and other electronic rider aids can do. Ultimately, they made the experience safer and allowed me to ride with more confidence. Isn’t that what we all want?
The coolest part of our day on the track was testing front wheel lift control, which uses inputs from a 6-axis IMU and has four levels. Under hard acceleration, Level 1 will only allow the front wheel to skim the road surface to maximize acceleration. Each subsequent level allows the front wheel to lift to a progressively higher level, and once that level is reached it will stay there as long as the rider maintains steady throttle and upshifts if necessary.
Wheelies made easy thanks to the Speed Triple’s front wheel lift control.
Algarve’s Turn 15 is a long right-hand sweeper that leads to a gradual rise before the front straight. Approaching the straight in 2nd gear with revs at about 7,000 rpm, a brisk roll-on brings the front wheel right up to the specified level, no clutch or skills required! It worked like a charm every time, though I’d forget to shift before banging into the rev limiter and the front wheel would drop back down. Next time, I’ll try to remember to upshift.
After two days of testing, I was thoroughly impressed by the new Speed Triple. Yes, I’d love to repeat the experience on dry roads and track, but even in the rain the experience was a true thrill.
We had a couple sessions where the rain stopped and the track became merely damp rather than soaking wet.
All Grown Up
Over the past 31 years, the Triumph Speed Triple has matured from a rough-and-ready streetfighter to a proper sportbike with all the latest technology and refinements. It’s gotten better in every conceivable way: more power, less weight, better handling, more features, and better fit and finish. It also has the good bits that I failed to mention earlier, like a 5-inch TFT display with the Triumph Connectivity System, backlit switches, cruise control, an electronic key fob, and emergency deceleration warning (flashes brake light).
The Speed Triple’s 5.5-inch TFT display is paired with a joystick and menu buttons on the left switchpod, making it easy to adjust settings.
Rider’s first test of a Speed Triple was published in the March 1998 issue, and the 1997 T509 version that we compared to three other naked bikes (a Ducati M900 Monster, a Buell S1 White Lightning, and a Moto Guzzi V10 Centauro) retailed for $9,995, the equivalent of $19,918 in today’s dollars. The 2025 Speed Triple 1200 RS is the most powerful, sophisticated Triumph ever built, and it costs just $77 more. Sounds like a bargain to me. I just wish it was available in Nuclear Red.
The Triumph Speed Triple has come a long way in three decades.
Bringing you the Best Motorcycle News from Around the Web!
We use cookies to ensure that we give you the best experience on our website. If you continue to use this site we will assume that you are happy with it.Ok
