The new generation of Street Triple RS has some significant updates in terms of the level of performance and tech on offer

Triumph Motorcycles beefs up its Street Triple R line in 2020 with a new generation that includes the base “R” model and the souped-up “RS” variant. These two sleds share a powerplant, but the RS enjoys an upgrade in overall output over its base version to further set it apart from the pack. Top-shelf suspension completes the upgrade package.

The Street Triple RS produces 121 horsepower and 58 pound-feet of torque. That's five ponies and one pound o' grunt more than the base R model, and it's all accomplished through the electronic engine control system. A 77.99 mm bore and 53.38 mm stroke give the engine its 765 cc total displacement. It has a spicy, 12.5-to-1 compression ratio that'll demand high-octane pusholine.

This is a transverse-mount, water-cooled, in-line triple with four poppets per cylinder and dual over-head cams with which to time them. Electronic throttle control and fuel injection meters the air-fuel mixture to help meet its new Euro 5 emissions obligations that come with this newest generation engine. Power flows through a slipper-style clutch for the anti-hop properties it brings to the table, with a six-speed gearbox and chain-type final drive.

Top speed varies according to model. The Street Triple R top speed is 144 mph while the Street Triple RS top speed is 150.4 mph, though I imagine individual results may vary because of reasons. The Triumph quick shift feature comes stock to help you bang your way both up and down the range with nary a touch of the clutch lever or even having to roll off the throttle. I guess the factory was trying to keep the price down when it decided to go beyond the stock trio of Riding Modes with any sort of higher ride-control electronics, so you can count on fairly honest feel, feedback, and responses.

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Both the Street Triple R and RS fall well within the naked-sportbike genre. However, the RS adds a small chin fairing/belly pan to the mix.

Like any track-tastic bike, aerodynamics were a front-burner subject for the design team. The front fender comes pared down to a minimum with spoiler-type uprights that reduce the drag generated by the round fork tubes that follow close behind.

The dual LED headlights rock brow-like DRL bars that give it quite the angry looking {visage} when viewed head-on. LED-lightbar turn signals mount on the sides of the bodywork in a vulnerable position if you go down for a slide or even a bad drop in the parking lot. Maybe someone has a relocation kit for it, I don't know. Sticking the blinkers in the mirror bodies would be a good start. Credit where it's due, I'm loving those stock bar-end mirrors, even without the integral turn signals.

A low-profile flyscreen tops off the headlight housing, but it's vestigial at best and does little to protect the pilot. It does, however, do a marvelous job of protecting the five-inch TFT display and digital instrumentation from the incoming weather.

The 4.6-gallon fuel tank comes with generous flanges that help smooth the airflow down the sides while leaving room for aggressive body English techniques. Stock seat height on the R and RS measures 32.5 inches off the deck, but the R has a “Low” version that slams the saddle right on down to 30.5 inches high.

A discreet pillion pad joins subframe-mount, fold-up passenger foot pegs to accommodate a date. The rear end is set up racebike style with only the taillight actually mounted in the bike itself, while the rest of the gear in the rear mounts to a standard mudguard-boom structure and a swingarm-mount hugger to complete the coverage.

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Aluminum was the material of choice for the beam twin spar main frame structure on the Street Triple RS because of the lightweight strength it adds to the mix. Cast-aluminum alloy makes up the dual-side, gull-wing swingarm.

It goes further yet; the 17-inch wheels are also cast-aluminum to reduce overall weight as well as the inertia and gyroscopic effects associated with high-speed operation. This is just the thing for such a machine.

Z-rated rubber lines the wheels in a 120/70 ahead of a 180/55, and will take everything you and the triple can dish out. Don't worry about the hoops being the weak link in the chain.

Rake and trail vary according to model. The R platform runs with 23.5 degrees of rake with 3.87 inches of trail while the RS has 23.9 inches of trail with 3.9 inches of trail. Both of which are deep in nimble territory.

The R runs on Showa suspension front and rear with its 41 mm, usd, SF-BPF stems with a Showa piggyback shock out back and the full trinity of suspension tweaks. The RS rocks the same front end but follows up with an Öhlins STX40 rear shock, both with the full trifecta of adjustments.

Brembo gets a win as it covers both ends of both bikes with two of its four-bore M4.32 monobloc anchors and dual 310 mm disc brakes up front, followed by a 220 mm disc and single-piston caliper out back. Switchable ABS completes the electronic yummygoodness so you can take it or leave it as you please.

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The Triumph Street Triple RS costs $12,995. That's for the base colorway that runs Matte Jet Black over blackout. If you prefer the Silver Ice finish, you can plan on spending $13,245. The base R comes in Matte Silver Ice and Sapphire black with a $10,945/$11,195 sticker, respectively.

Plenty of marquees miss the mark with dissimilar engine sizes. However, Suzuki Cycles hits close to the mark with its GSX-S750Z ABS.

Suzuki adopts a decidedly Asian look that has proven popular with younger riders on both sides of the Pacific. Many of the same performance items make it onto the Gixxess, from the wind tunnel-tested front fender to the narrow waist that begs for some body English.

The GSX-S also carries a belly pan to leave the headers exposed to aid in cooling of the hottest exhaust-gas temps. As for the engine itself, it's a four-bore, 749 cc mill that produces 112.6 horsepower against 121 ponies with a 142 mph top speed. This also falls just a tad short of the Brit bike. As for electronics, Suzuki bolts on an advanced traction control feature to go with ABS and dual-valve throttle control for a slight edge in safety electronics.

Suzuki brings the pain at the checkout though. The base GSX-S750 ABS rolls for $8,949 to leave quite a bit of cheddar on the table.

“The newer Triumph Roadsters were never really my thing. I'm kind of old school in that fashion, but there's no denying the attention to detail our British buddies put into this project. To be honest, I thought it could do with traction control, and maybe even some drag-torque mitigation, but there's always next year, right?”

My wife and fellow motorcycle writer, Allyn Hinton, says, “If you're comparing the Street Triple R and RS, this is the model with the TFT display. It also has five ride modes instead of three, and the rear suspension is fully adjustable. Overall, the RS is a step-up in sophistication, but you'll have to decide for yourself if the R or the RS best fit your needs.”

TJ got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn’t discriminate against any particular brand or region of origin. He currently holds an Associate’s degree in applied mechanical science from his time at the M.M.I.