the electronic suspension—eas-
ily 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 Ac
-
celeration and Mid Corner—ac-
tual riding scenarios rather than
suspension jargon. Input your
weight, and the system recom-
mends settings. It's rider-friendly
tech that speaks your language.
Honestly, the RX feels like a
full-blown race bike that's mis-
placed its bodywork. I caught
myself eyeing apexes and won-
dering if I should drop an elbow.
That's not a feeling I associate
with naked bikes.
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
VOLUME ISSUE JULY , P103
(Top) Dash
operation is
clunky and not up
to the standard
of the rest of the
bike. (Bottom)
Öhlins SmartEC3
suspension has
moved the
electronic
suspension game
substantially
forward. It's the
same system as
on the new Ducati
Panigale V4 S and
Streetfighter V4
S, and the Honda
CBR1000RR-R SP.
(Left) Despite
having a lower
horsepower
number than
some of its key
rivals, the RX will
be more rideable
for longer for
most riders.
