Husqvarna Nuda 900 R versus LSL-Triumph UrbanX

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Husqvarna Nuda 900 R versus LSL-Triumph UrbanX
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Husqvarna Nuda 900 R versus LSL-Triumph UrbanX

Comparison test between Husqvarna Nuda 900 R and LSL-Triumph UrbanX
Fun bikes for the country road

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The Husqvarna Nuda 900 R fun bike is getting a new playmate – the ambitious UrbanX study from LSL based on the Triumph Tiger 800. PS moves out onto the playground with both of them.

Robert luck

05/22/2012


Husqvarna Nuda 900 R versus LSL-Triumph UrbanX


fact

LSL-Triumph UrbanX and Husqvarna Nuda 900 R.

Around one hundred horsepower in the stable, powerful, handy, lightweight, with wide tubular handlebars and long suspension travel – this is what a real country road fun bike looks like. Husqvarna has such a burner in the form of the Nuda 900 R in its range. Her direct playmates are the Aprilia SMV 750 Dorsoduro, Ducati Hypermotard 1100 and the strong Osi sisters KTM 990 Superduke and SM R.

A similarly fun and long-legged driving machine can not be found in the Triumph model range. The island sisters Triumph Speed ​​and Street Triple are either too fat or too barrel-organ – and above all, they are too short-legged. This fact annoyed Jochen Schmitz-Linkweiler from LSL, who was in love with triumph. And so he started one Tiger 800 to strip and model it into a fun triumph. In doing so, he followed the age-old Supermoto idea of ​​arming a slim long fork with 17-inch wheels and other changes for everyday use.

The result of his work is impressive and stands opposite us in the form of the UrbanX. The former travel enduro naturally lost its narrow-chested tires during the conversion to the UrbanX. It now rolls on beautiful Kineo spoked wheels which, thanks to a special spoke mount on the rims, bed the tires (120 / 70-17 front and 180 / 55-17 rear) tubeless. So common footwear to shoot with relish. Further renovation work on the UrbanX should not go unmentioned. Labor-intensive and therefore expensive, the frame was exposed and powder-coated in white. Since the entire cladding was moved to the shelf, the front had to be redesigned. New brackets fix the single headlight and the multi-instrument in their new places in front of the driver. His feet are supported on rigid notches that are moved upwards and backwards, his hands grip a wide LSL tubular handlebar with a pleasant, sporty offset.

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Comparison test between Husqvarna Nuda 900 R and LSL-Triumph UrbanX
Fun bikes for the country road

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The design of the new stern was complex. A prototype fairing is still installed on the UrbanX during the test drives, but it will also be manufactured in exactly this way in the future. Frame-fixed crash balls protect the treble hook from scratches, while the Remus slip-on muffler gives the ex-Tiger a throaty voice after pressing the starter button.

The Nuda 900 R has that too, thunders full and powerful against the sonorous roar of the British triple. Exactly, it thunders! The pitiful sewing machine hum of the 800 BMW twin, which at least provides the basis of the Husqvarna drive, has become a socially acceptable, well-toned Vau-Zwo sound experience in the Italo 900. 45 degrees crank pin offset and an exhaust flap under the engine are largely responsible for the change from a boy’s choir voice to a dirty street rocker in a class of its own.

The different characters of the two fun machines become clear as soon as you circled through the city traffic. The Husky is an inflated super-moto with a hard seat, narrow knees and aggressive stoppers, while the UrbanX cannot completely deny its travel sofa genes. With a comfortable seat, gently responding brakes and the smoother, no-hectic engine, it glides out of town rather than driving. A fun motorcycle that “glides”? What is that supposed to be? The Nuda 900 R asks itself and pulls the first wheelie out of the curve. That’s fun!


Husqvarna Nuda 900 R versus LSL-Triumph UrbanX


fact

Husqvarna Nuda 900 R.

We choose the most pathetic road in the northern Black Forest to be the Langgabler chassis test track. Nasty bumps, hard edges and grooves in the discarded asphalt demand everything from the chassis. The husky rushes towards the valley ahead and is very sumo-like. Tightly and directly, she forwards hard blows to the pilot, fidgets and defends herself, wants to be controlled and not give in. She declares battle for the driver and signals that when he is flat, she can still do it. Accordingly, the speed of the descent is controlled by the pilot and his urge to survive. The dampers of the Nuda 900 R do not respond really well, but they have plenty of reserves. It is noticeable that the Husqvarna does not steer neutrally. On the contrary: Despite the correct tire pressure, it drives like a motorcycle with square rear tires. It must be thrown into an inclined position with pressure on the handlebars and held in this position. She stands on bumps, whatever challenges further. In contrast, the lean changes are playful. Briefly shift the pressure from one end of the handlebar to the other – bang, and off you go in the desired direction. The Italian wants to fight, acts like a young male who wants to juggle but not fight.


Husqvarna Nuda 900 R versus LSL-Triumph UrbanX


fact

LSL-Triumph UrbanX.

The UrbanX, on the other hand, has not completely given up its tourer character despite the 17-inch model. While the Husky burns up and away, twitches, wedges and thunders, the LSL-Tiger pulls on cleanly and evenly, steadily picks up speed and turns steadfastly into the first corner. Your chassis is in the original Tiger condition, rests on soft springs and acts with firm damping. As a result, the UrbanX already loses a lot of spring travel when the pilot sits on it, which in turn costs freedom from banking. And that is the undoing of the UrbanX when driving at high speed. While the Husky flies downhill the bumpy road furiously towards the Nagold, the Triumph rocks cheerfully over the bad asphalt behind. It does require quite a bit of steering force, but turns cleanly and on the desired line – until it touches down much too early with the side stand kill switch (to the left) and the brake pedal (to the right). That would be manageable if the UrbanX either had less spring movement or did not touch down with immobile frame parts such as the kill switch. As it is, however, depending on the speed and bump, it hits extremely hard to the left and there is a risk of it being pried open. This is exactly why the test drivers stop trying to chase the husky and arrive a few seconds later, but less stressed, in the valley.

It continues through the country on perfectly flat tracks. Here the Nuda play their more agile handling and the livelier engine into the cards. She always manages to set herself apart from the UrbanX. Instead, she begins to pester her rider’s bottom from the second tank of fuel, which is due far too early. The hard, narrow bench indicates that a grand sumo is not a world tour motorcycle. And so the hour for UrbanX strikes. With a large tank, stress-free driving behavior, comfortable seating and neutral handling, it will amuse its driver exactly when the husky driver begins to suffer.

So the question arises as to whether a fun motorcycle should be more of a sprinter or a long-distance runner. A question that only the customer can answer himself. What is much more important for us is the realization that a converted Tiger 800 can be just as much fun as a real supermoto. Of course, their brakes are not as heavy as the Nuda’s. Logical, it is a little heavier and less agile – but at the end of the day everyone had fun, whether aggressively athletic or dignified and unreasonable.

The UrbanX study from LSL shows a motorcycle that is missing from the Triumph model range. Just imagine the following: more lean angle, more aggressive brakes like those of the Street Triple and a sporty, adjustable chassis like that of the Speed ​​Triple. The “Racing-Tiger” would already be well in business and could really get on with its colleagues Nuda, Dorsoduro and Hypermotard.

PS rating / judgment

max points Husqvarna LSL triumph drive
acceleration 10 5 3
Draft 10 7th 6th
Performance development 10 8th 8th
Responsiveness 10 9 8th
Load change reaction 10 9 7th
Running culture 10 7th 9
Gear actuation 10 7th 7th
Gear ratio 10 7th 8th
Clutch function 10 5 5
Traction control 10 – –
Subtotal 100 64 61
landing gear
Driving stability 10 7th 8th
Handiness 10 7th 6th
Cornering stability 10 7th 6th
feedback 10 8th 7th
Suspension tuning in front 10 7th 5
Chassis tuning at the rear 10 6th 5
Braking effect 10 10 7th
Brake metering 10 7th 7th
Righting moment when braking 10 7th 8th
ABS function 10 – 9
Subtotal 100 66 68
Everyday life and driving fun
Sitting position 10 7th 6th
Windbreak 10 3 1
Furnishing 10 4th 2
consumption 10 5 5
Driving fun 10 8th 7th
Subtotal 50 27 21
Total 250 157 150
placement 1. 2.

1. Husqvarna Nuda 900 R
The Husky is good at many things, but is far from perfect. Their cornering stability and, above all, their neutrality could be better, the supermoto-like “driving over the handlebars” takes getting used to. Nevertheless, it wins the fun device comparison against the LSL study by a wide margin.

2. LSL triumph UrbanX
Dear Mr. LSL, unfortunately we could not drive slowly with your UrbanX. The fun potential is too high, the rattle of the triplet too cool. Now please add a little more lean angle and you have an alternative to the twin-cylinder sumos.

Technical specifications


Husqvarna Nuda 900 R versus LSL-Triumph UrbanX


fact

LSL-Triumph UrbanX and Husqvarna Nuda 900 R.

Husqvarna Nuda 900 R

drive 
Two-cylinder in-line engine, four valves / cylinder, 77 kW (105 PS) at 8500 / min *, 98 Nm at 7000 / min *, 898 cm³, bore / stroke: 84.0 / 81.0 mm, compression ratio: 13.0 : 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-disc oil bath slipper clutch, six-speed gearbox, G-Kat, chain

landing gear 
Steel tubular space frame, steering head angle: 65.5 degrees, caster: 101 mm, wheelbase: 1495 mm, upside-down fork, Ø fork inner tube: 48 mm, adjustable in spring base, rebound and compression. Central spring strut without deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 210/180 mm

Wheels and brakes 
Cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Metzeler Sportec M5 Interact, 320 mm double disc brakes with radially screwed 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: 2190/895/1220 mm *, seat / handlebar height: 875/1115 mm, handlebar width: 800 mm, 197 kg fully fueled, v./h .: 48.2 / 51.8%

Rear wheel power in last gear 
73 kW (99 PS) at 192 km / h

consumption 
Fuel type: Super unleaded. Average test consumption: 7.3 liters / 100 km, tank capacity 13.0 liters, range: 178 km

Base price 
11 590 euros (plus additional costs)

LSL-Triumph UrbanX

drive 
Three-cylinder in-line engine, four valves / cylinder, 70 kW (95 PS) at 9300 / min *, 79 Nm at 7850 / min *, 799 cm³, bore / stroke: 74.0 / 61.9 mm, compression ratio: 11.1 : 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain

landing gear 
Steel tubular space frame, steering head angle: 65.6 degrees, caster: 97 mm, wheelbase: 1540 mm, upside-down fork, Ø fork inner tube: 43 mm, not adjustable. Central spring strut with deflection, adjustable in the spring base. Suspension travel front / rear: 180/170 mm

Wheels and brakes 
Light alloy rims with steel spokes, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Bridgestone BT 016 Pro, 308 mm double disc brakes with two-piston floating calipers at the front, 255- mm single disc with single-piston floating caliper at the rear, ABS

measurements and weight 
Length / width / height: 2220/900/1350 mm *, seat / handlebar height: 860/1080 mm, handlebar width: 740 mm, 208 kg fully fueled, v./h .: 51.4 / 48.6%

Rear wheel power in last gear 
67 kW (91 PS) at 215 km / h

consumption 
Fuel type: Super unleaded. Average test consumption: 7.3 liters / 100 km, tank capacity 19 liters, range: 260 km

Base price 
16 290 euros (including ancillary costs)

* Manufacturer information

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