Aprilia SL 750 Shiver GT, BMW F 800 R, Suzuki GSR 600, Triumph Street Triple R.

Aprilia SL 750 Shiver GT, BMW F 800 R, Suzuki GSR 600, Triumph Street Triple R.
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Aprilia SL 750 Shiver GT, BMW F 800 R, Suzuki GSR 600, Triumph Street Triple R.

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There is an unconditional desire for unlimited fun on country roads, nobody complains, a few large bills are under the pillow or in the bank account, the sun is smiling. You can’t make up your mind?

Then let’s test it and think together.

Let’s start from the following basic consideration: 9,000 euros plus / minus are factored in, but less than 10,000 euros is a must – otherwise there’ll be real trouble at home. The motorcycle should definitely be sporty, everyday use wouldn’t be bad either. Scooters or pseudo-chopper stuff do not come in the bag, strictly according to the motto: "I want to ride a motorcycle and not idle around." Cubic capacity and top performance should guarantee low fuel consumption. The maintenance should also be manageable, which means that an athlete is eliminated. That leaves, for example, a mid-range naked bike with around 100 hp. A good, honest, serious piece of motorcycle.

But that doesn’t make things any easier: In this area in particular, a lot has happened in recent years, and now fresh meat has even been added. BMW, for example, launched the F 800 R. The centerpiece is the in-line twin, as it has been installed in the S, ST and GS for some time. The two-cylinder sweeps A.prilia SL 750 Shiver through the market, but with a V-engine and with the abbreviation GT now including a pretty half-shell. It even promises a high level of touring suitability – maybe worth an additional consideration? It always offers good wind protection. The price? 9213 euros – is on budget. Let’s go.

Aprilia SL 750 Shiver GT


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Aprilia SL 750 Shiver GT.

The seat test is positive. The handlebars are comfortably cranked, the knee angle fits, and yet the whole thing feels quite active. The Aprilia SL 750 Shiver GT sinks deeply with the driver; you can look forward to the chassis. One press on the starter and the two-cylinder hums off; sounds like a real motorcycle.

The first meters of research in the wild reveal typical V2 vibrations with which one can easily live. The sound is really good. However, the throttle response is annoying: the Aprilia SL 750 Shiver GT gets to work in a rough and rowdy manner when the cockpit mode "S." as "Sports" indicates. Well, let’s press "T" as "Touring" in – is better, but at the expense of the draft. Strange: Although the test bench measurement attests the Shiver a dead straight performance curve, it seems a little tired even in the aforementioned S mode at medium speeds. It noticeably increases again at 6500 rpm and then subjectively breaks down again at 1500 revolutions.

The gearbox works properly, the gears slip cleanly, the clutch requires a bit of a powerful finger, but you can do that even with weak forearms. And then it happens! On a slight downhill section, a cat jumps out of the rape field directly in front of the front wheel. Emergency stop! Panic attack because of rapid rollover. "SECTION" is clearly legible on the front fender, the sensor rim on the front wheel clearly indicates its presence. But what the ABS can do is simply dangerous. If we provoke it, the steepest stoppies are effortlessly possible. In addition, the brake is rather difficult to adjust.

Unfortunately, the chassis does exactly what it said when it was stationary. On an uneven track, the strut hits through and hammers the tail back onto the rider’s rear. The fork responds poorly, chucks and struggles to stay on track when hit hard. When tilted, the Aprilia SL 750 Shiver GT tends to stand up. The naked sister also showed this behavior in the PS test (PS 8/2008), but the chassis did significantly better at the time. Hm, the appearance of the Italian was not really convincing.

BMW F 800 R.


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BMW F 800 R.

Let’s see what the BMW F 800 R can do. The Bavarians call for 7850 euros – base price, mind you. That probably convinces the critics of the whole history of motorcycle buying at home, but without ABS and the nice accessories it is nothing. So turn on the LED indicators, small windshield, on-board computer, why not the heated grips and definitely the ABS. Phew, 9115 euros – still fits.

This bike is big, and yet you sit on it quite aggressively. This is mainly due to the high-mounted footrests, which longer contemporaries compress the knuckle quite a bit – regardless of the seat height. The idling of the in-line twin is completely unspectacular, even trying cool and repeated turning of the throttle cannot change anything. Sound is actually not a topic on the BMW F 800 R..

But the engine’s smoothness is convincing. With the exception of a small hole, the BMW F 800 R works its way up through the revs harmoniously by around 5000 rpm, starts with full torque, and accelerates cleanly and smoothly after every gear change; all unspectacular, but skilful. However, the BMW F 800 R amazes with a very long turning range on the throttle. To get the last power of the engine, you either have to reach unnaturally or, if necessary, pull it down far and jointly.

Now the chassis can show what it can do. On bumpy stretches, the BMW irons almost everything. The dampers respond well and the whole box does not swing. However, the BMW F 800 R makes a little effort when it comes to bending. Somehow it needs pressure from the driver, but then it is very stable and neutral, which makes long, clean asphalt corners a real pleasure. The brake works properly. The delay is not wild or brutal, but easy to dose, progressive and suitable for everyday use. The ABS is definitely worth its 710 euro surcharge and saves its user the Shiver experience.

Suzuki GSR 600


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Suzuki GSR 600.

Let’s come to the strongest selling point from the point of view of every finance minister: 7650 euros for 98 hp and a complete motorcycle including ABS. No doubt, only a Japanese woman can do that from a huge series. The Suzuki GSR 600 is a hit in this regard. Only the Yamaha FZ6 undercuts this price with 7,495 euros (Kawasaki Z 750: 7895 euros, Honda Hornet 8390 euros – all with ABS as standard).

But you also get an unspectacular two-wheeler with a lot of proverbial appearance, especially made of plastic. And the Suzuki GSR 600 is quite broad compared to the alternatives tested here, due to the in-line four-cylinder.

As expected, the sound of the engine from older GSX-R days and remodeled for naked bike use is not exactly outstanding. Its performance characteristics correspond to what has been heard, read and driven: The engine needs speed, otherwise nothing works. The GSR engine is at best a cuddle cat below 9000 rpm. However, one with claws, because the throttle response is hard. In any case, the Suzi driver, in order to be allowed to be regarded as such, must have a weakness for his left foot and must not treat increased switching operations with gross incomprehension.

The gearbox is a willing partner for this type of gear, the gears slip cleanly in, and the clutch is remarkably smooth. Treated in this way, the Suzuki GSR 600 is a real sweeper and peppers fun-filled on the country roads. In long curves it stirs something; She doesn’t like bumps at all. The Suzuki GSR 600 is by far the most softly designed motorcycle on the chassis side of our purchase considerations. When the asphalt gets really bad, she is hopelessly overwhelmed, has great difficulty staying on course and shakes the driver tremendously.

Another accusation that the Suzuki GSR 600 has to put up with: It is also not the handiest. The rather inactive seating position in the motorcycle with its somewhat oddly arranged handlebars contributes to this. Otherwise, the Suzuki GSR 600 is a real toy, with which, if the surface and driving style match, even very large bikes can be annoyed – except on the brakes: only a dull thing tries to slow down a super athlete before the next low mountain bend with this blunt thing. Those who lack this ambition can perhaps live with it. In any case, the buyer can rely on the ABS. And that’s really something, because our next candidate can’t come up with that at all.

Triumph Street Triple R.


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Triumph Street Triple R..

Triumph has forged a very hot iron for our project with the Street Triple R. But for the 8,640 euros that the British want for the 675 three-cylinder with fully adjustable chassis without the Daytona plastic, there is no ABS and no extra charge. Well, let’s take it sporty, practice braking and hope that we never get into a situation in which we pull the lever in an uncontrolled manner.

Since we can’t spend ABS money at all, the Triumph Street Triple R gets a windshield and a rear wheel cover to protect the adjustable shock absorber against dirty splash water. We are still below the 9,000 euro limit. Your loved one will rejoice – at least until the first trip together. Certainly she would volunteer a few more euros at the first stop with the Triumph Street Triple R: "Is there something like an exhaust extension for them? I smell terrible of exhaust gas."

The Triumph Street Triple R immediately makes it clear to the driver that it holds the subject of sport very high in this segment. So active and yet tidy as you sit on the Britin on any other. And then the sound from three cylinders! Growling like a fox terrier, she pulls you out to those moments that make motorcycling so unique. The Street Triple’s engine run is also unique: It is as smooth as silk, with punch in every position. One turn of the handle and off Marie goes. This engine does not suffer from breathlessness or break-ins. At this point, apologizing for the competition, it must be emphasized that the Triumph Street Triple R with almost 10 hp more in its quiver is the undisputed leader of the field ahead of the Suzuki.

Let’s go back to the brake. Even though the Triumph Street Triple R does not have ABS, the stoppers on the Triumph Street Triple R are still the best in the test field, because they can be dosed absolutely cleanly, grip resolutely and simply decelerate perfectly. The Triumph Street Triple R also has no objections to patches and bumps. The chassis is designed to be tight, but responds very harmoniously and reacts well above average, even with a surface that no longer deserves this name. In other words: Streety stays on course, gives a feeling of security and has just enough comfort in store for the street worker to keep the cock cocked without fear of intervertebral discs.

On winding and neatly laid asphalt strips, the Triumph Street Triple R is undoubtedly the king of the ring. It reports clearly and transparently to the control center upstairs what is possible and what can still be done – if you want to. Bend, turn over, enjoy sloping positions in long curves, play, scratch, bite – everything is possible. Seen soberly, the Triumph Street Triple R can be fully exhausted if you look at its chassis and want to exhaust the adjustment options. More is not possible in public space with a clear conscience anyway.

Nice to know that even after a few steps forward you won’t get tired of driving the Triumph Street Triple R. Anyone who is at the beginning of their motorcycle passion will have their fun anyway.

Aprilia SL 750 Shiver GT, BMW F 800 R, Suzuki GSR 600, Triumph Street Triple R.

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Data Aprilia SL 750 Shiver GT


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Aprilia SL 750 Shiver GT.

Aprilia SL 750 Shiver GT

Drive: Two-cylinder V-engine, 4 valves / cylinder, 70 kW (95 PS) at 9000 / min *, 79 Nm at 7250 / min *, 750 cm³, bore / stroke: 92.0 / 56.4 mm, compression ratio 11, 0: 1, ignition / injection system, 52 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear: Composite frame made of steel and screwed-on aluminum parts, steering head angle: 65.2 degrees, caster: 109 mm, wheelbase: 1440 mm. Upside-down fork, Ø fork inner tube: 43 mm, central spring strut, adjustable in spring base and rebound. Suspension travel front / rear: 120/130 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Dunlop Qualifier. 320 mm double disc brake with four-piston fixed calipers at the front, 245 mm single disc with single-piston floating caliper at the rear, ABS

Measurements and weight: Length / width / height: 2130/970/1260 mm, seat / handlebar height: 830/1060 mm, handlebar width: 860 mm, 228 kg fully fueled, v./h .: 47.8 / 52.2%

Rear wheel power in last gear: 59 kW (80 PS) at 190 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 4.1 / 8.4 / 21.0 s, pulling speed 50-100 / 100-150 km / h: 6.4 / 6.9 s

Top speed: 210 km / h *

Consumption: Fuel type: Super unleaded. Average test consumption: 5.0 liters / 100 km, tank capacity: 15 liters, range: 300 km

Base price: 9213 Euro (plus ancillary costs)

* Factory specification

Data BMW F 800 R


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BMW F 800 R..

BMW F 800 R.

Drive: Two-cylinder in-line engine, 4 valves / cylinder, 64 kW (87 PS) at 8000 / min *, 86 Nm at 6000 / min *, 798 cm³, bore / stroke: 82.0 / 75.6 mm, compression ratio 12.0: 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear: Light alloy bridge frame, steering head angle: 65.0 degrees, caster: 91 mm, wheelbase: 1520 mm. Conventional telescopic fork, Ø fork inner tube: 43 mm. Central spring strut, adjustable in spring base and rebound. Suspension travel front / rear: 125/125 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Metzeler Sportec M3, 320 mm double disc brake with four-piston fixed calipers at the front, 265 mm single disc with single-piston floating caliper at the rear

Measurements and weight: Length / width / height: 2010/880/1240 mm, seat / handlebar height: 825/1020 mm, handlebar width: 805 mm, 205 kg fully fueled, v./h .: 48.8 / 51.2%

Rear wheel power in last gear: 64.7 kW (88 PS) at 206 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.7 / 7.3 / 15.8 s, pulling 50-100 / 100-150 km / h: 5.1 / 5.9 s

Top speed: 210 km / h *

Consumption: Fuel type: Super unleaded. Average test consumption: 4.8 liters / 100 km, tank capacity: 16 liters, range: 333 km

Base price: 7850 euros (plus ancillary costs), ABS surcharge: 710 euros

* Factory specification

Data Suzuki GSR 600


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Suzuki GSR 600.

Suzuki GSR 600

Drive: Four-cylinder in-line engine, 4 valves / cylinder, 72 kW (98 PS) at 12,000 rpm *, 65 Nm at 9600 rpm *, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression ratio 12.5 : 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear: Light alloy bridge frame, steering head angle: 62.5 degrees, caster: 104 mm, wheelbase: 1440 mm. Conventional telescopic fork, Ø fork inner tube: 43 mm, adjustable in spring base. Central spring strut with lever system, adjustable in spring base and rebound. Suspension travel front / rear: 130/134 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Bridgestone BT 014, 310 mm double disc brake with four-piston fixed calipers at the front, 240 mm single disc with single-piston floating caliper at the rear, ABS

Measurements and weight: Length / width / height: 2110/810/1270 mm, seat / handlebar height: 800/1020 mm, handlebar width: 680 mm, 217 kg fully fueled, v./h .: 48.8 / 51.2%

Rear wheel power in last gear: 67.3 kW (91.5 PS) at 189 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.6 / 7.0 / 16.1 s, pulling speed 50-100 / 100-150 km / h: 6.1 / 6.6 s

Top speed: 220 km / h *

Consumption: Fuel type: Super unleaded. Average test consumption: 6.0 liters / 100 km, tank capacity: 16.5 liters, range: 275 km

Base price: 7650 Euro (plus ancillary costs)

* Factory specification

Data Triumph Street Triple R


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Triumph Street Triple R..

Triumph Street Triple R.

Drive: Three-cylinder in-line engine, 4 valves / cylinder, 78 kW (106 HP) at 11,700 rpm *, 68 Nm at 9200 rpm *, 675 cm³, bore / stroke: 74.0 / 52.3 mm, compression ratio 12.7 : 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear: Light alloy bridge frame, steering head angle: 66.1 degrees, caster: 93 mm, wheelbase: 1390 mm. Upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression. Central spring strut with lever system, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Dunlop Qualifier. 308 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

Measurements and weight: Length / width / height: 2100/860/1250 mm, seat / handlebar height: 830/1030 mm, handlebar width: 730 mm, 190 kg fully fueled, v./h .: 49.1 / 50.9%

Rear wheel power in last gear: 70.5 kW (96 PS) at 216 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.3 / 7.0 / 13.8 s, pulling speed 50-100 / 100-150 km / h: 4.1 / 4.7 s

Top speed: 216 km / h *

Consumption: Fuel type: Super unleaded. Average test consumption: 5.5 liters / 100 km, tank capacity: 17.4 liters, range: 316 km

Base price: 8640 Euro (plus additional costs)

* Factory specification

Power and torque diagram

Power and torque diagram.

The curve of the Aprilia SL 750 Shiver GT is astonishing: the test bench measurement and the tester feeling have rarely been so far apart. But both agree: 95 HP factory specification are pretty optimistic.

The Triumph Street Triple R surpasses the promised 106 hp, but that’s wasted; more important are their good manners.

The BMW F 800 R, which is equipped with a lot of flair, has that too. It does not hold out in a straight line, but the engine is successful.

The Suzuki GSR 600 confirms that the speed requirement for such four-cylinder engines is not a cliché, but a bare fact.

Aprilia SL 750 Shiver GT, BMW F 800 R, Suzuki GSR 600, Triumph Street Triple R.

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Comparison test: Aprilia SL 750 Shiver, Benelli TnT 899S, Ducati Monster 696, Triumph Street Triple


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HP verdict Aprilia SL 750 Shiver GT


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Aprilia SL 750 Shiver GT.

Aprilia SL 750 Shiver GT

Drive: 3 stars
The soundscape of the V2 is deceptive. Despite the sparkling clean test bench curve, the engine looked inharmonious and the hard throttle response is annoying.

Chassis: 2 stars
Set-up moment, impact strut, poorly responding fork and a poorly metered brake. The ABS carries risks!

Ergonomics: 3 stars
The space behind the small touring fairing is very comfortable and yet extremely active. The bench should be a little better padded.

Driving pleasure: 3 stars
The Shiver has her moments in gliding on well-developed roads. Tackled hard and on bad ground, it weakens.

PS rating: 11 stars, 4th place
There remains a question mark: We had experienced much better properties with the naked Shiver, especially with the chassis. This ABS is questionable.

HP judgment BMW F 800 R


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BMW F 800 R..

BMW F 800 R.

Drive: 4 stars
The opposite of Shiver: poor sound, clean performance. This is what distinguishes the parallel twin. The effective range of rotation of the throttle grip is too long.

Chassis: 4 stars
The BMW’s damping is comfortable enough and effective, and the response is good. A little unwieldy when turning, otherwise everything is fine.

Ergonomics: 4 stars
The BMW builds up in front of you. The knee angle may be too acute for some, but the very active position suits committed drivers.

Driving pleasure: 4 stars
Except for the rough bending behavior, the F 800 R is fun for sweeping country roads with pleasure. A little emotionless, but just fine.

PS rating: 16 stars, 2nd place
A worthy second place for a fine motorcycle. The BMW can do a lot and is good value for money.

HP judgment Suzuki GSR 600


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Suzuki GSR 600.

Suzuki GSR 600

Drive: 3 stars
Anyone who lets out such a four-cylinder has to shift a lot and mustn’t fear revs. The throttle response is tough.

Chassis: 3 stars
The chassis is designed too much for comfort and therefore far too soft. Heavy asphalt mattes them. A little unwieldy. The brake is blunt.

Ergonomics: 3 stars
Deep down and inactive, Suzi embeds her driver behind the strangely cranked handlebars. In addition, the wide tank pushes the bones apart.

Driving pleasure: 3 stars
The GSR is good to use as a toy on winding, acceptably paved roads. Only the brake could be more snappy.

PS rating: 12 stars, 3rd place
If there were a star for price-performance, the GSR would certainly have an extra point. So she comes in third, because the first two are too far ahead.

PS judgment Triumph Street Triple R


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Triumph Street Triple R..

Triumph Street Triple R.

Drive: 4 stars
There’s actually nothing wrong with the Street Triple engine. Great performance! However, the gearbox is notchy – a star deduction.

Chassis: 5 stars
The chassis is convincing all along the line. Good design, fully adjustable. The brake is also in a class of its own. There is no ABS.

Ergonomics: 5 stars
The Streety embeds its driver in a sporty way, from active to aggressive. In any case, one is so fully involved. This is PS style and therefore full points.

Driving pleasure: 5 stars
Diving along the country road, chasing the city traffic, driving a motorcycle with relish. The Street Triple can do it all.

PS rating: 19 stars, 1st place
A definite victory. And to be honest: PS testers have rarely been so unanimous about who and, above all, how superior the winner is. Congratulations!

Conclusion


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Aprilia SL 750 Shiver GT, Triumph Street Triple R, BMW F 800 R, Suzuki GSR 600.

Conclusion: The decision is clear: The Triumph Street Triple R wins the race – but the ABS story should not be ignored lightly. If you want this safety aspect, the BMW F 800 R is a technically very good offer and something that is financially feasible. If it is the cheapest, the Suzuki GSR 600 is at the top of the wish list. The driving style is then mapped out. With the Aprilia SL 750 Shiver GT you shouldn’t take the first one; we already had better ones in the test.

Aprilia SL 750 Shiver GT, BMW F 800 R, Suzuki GSR 600, Triumph Street Triple R.

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