Menus
- We go shooting!
- Razor blade of the finest British blacksmithing
- Readings
- Kraft (on) the wheel of Robert Gluck
- Off to Monday training in Hockenheim
- Little Panigale is clearly too loud
- Conclusion
- Handling & Co by Volkmar Jacob
- Ducati 899 Panigale a bit stubborn and stubborn
- Conclusion
- Jekyll & Hyde by Uwe Seitz
- That is a real brake!
- Conclusion
- Ducati 899 Panigale
- drive
- chassis & Brakes
- performance
- Set up
- Honda Fireblade SP
- drive
- chassis & Brakes
- performance
- Set up
- Triumph 675 Daytona
- drive
- chassis & Brakes
- performance
- Set up
31 photos
1/31
There are currently no brand new athletes. Some people therefore complain that nothing is moving anymore. Not correct! In the emotionlessly titled new vehicle market, there may be dead pants. But we’re moving! Let’s just drive!
2/31
When such a Fireblade turns into the limiter in fourth gear at 273 km / h on the speedometer, then you are simply happy that you still have enough power and two more speed levels are available.
3/31
The power of the 180 HP of a fire blade ensure great pleasure, leave the annoying vibrations between 5000 and 7000 tours behind and wipe the hard load blows off the table.
4/31
If you can do without the brutality of a thousand, you are welcome to look around for more characterful engines. After all, the sound makes the music.
5/31
It’s great on the race, because the Daytona arrows very stable around the radii and provides fantastic grip.
6/31
With the Daytona 675, Triumph has been contributing an extravagant athlete to the scene for some time.
7/31
The Triumph ABS can not only be switched off, it can also be adapted to the race track using the “Circuit” mode.
8/31
The cockpit of the Triumph 675 Daytona.
9/31
The Triumph is doing better on the racetrack, and the levers are better than those of the Blade.
10/31
The Triumph’s 675 triple is exactly the opposite of the Honda. Strong character, unique, robust.
11/31
The British woman demands a lot more tolerance from the driver on the country road than on the race track – the ergonomics fit perfectly.
12/31
The Triumph is also often bought to escape the Japanese everyday gray.
13/31
To be out and about with super athletes requires an absolute commitment to this type of vehicle.
14/31
Remarkable: On the chassis side, each of the three bikes has great qualities – but also a few weaknesses.
15/31
Honda’s four-cylinder has leased almost eternal life, but it is a soulless drive unit.
16/31
The cockpit of the Honda Fireblade SP.
17/31
The Honda brakes work very well on the country road. The ABS torpedoes real attacks on the slopes.
18/31
Let’s grab a few representatives of the Supersport class and do what makes them so great: We go shooting!
19/31
The motivation of many manufacturers is finally those customers who miss homologations for international racing series on the pressure body part of their seat – as in the case of the Ducati 899 Panigale.
20/31
Three-cylinder tubes or V2 hammers instead of quadruple whine, listening pleasure instead of noise pollution. You buy a Ducati 899 Panigale to escape the Japanese everyday gray.
21/31
Whereby: The Panigale is really exaggerating on this topic. The 899 is clearly too loud in everyday use, and on the race you have to be afraid of being excluded because of the increasing noise limits.
22/31
The 899’s brake is sensational, and the very good ABS can also be controlled electronically in the cockpit.
23/31
The damping is still okay on the slopes, but the Duc part works uncomfortably on hard edges.
24/31
Ducati’s little twin turns properly and hardly vibrates. Unfortunately, the performance range is very narrow.
25/31
The Panigale lacks pressure around the bottom. If you can still make ends meet with her on the country road, her powerful performance band on the race is too narrow.
26/31
The small Panigale burns extremely stable through the corners and steers very precisely – the absolute hammer!
27/31
All three bikes have their advantages and disadvantages.
28/31
The most glaring example of the accuracy of the brakes is the Fireblade. On the country road, their stoppers do just about everything right. The controllability is right, the effect is right, the ABS defuses dangerous moments. On the other hand, there are stricter laws on the slopes, and the hairpin in Hockenheim becomes the Bermuda triangle for the Fireblade.
29/31
Kickback is not an issue for the Fireblade. The superbike has shone since its predecessor (SC 57, from 2004) with an electronic steering damper, which then and now effectively prevents bad handlebar beating.
30/31
Nevertheless, the revised Blade for this year, which proudly bears the abbreviation “SP” in its name as a noble variant, gives cause for criticism in terms of handling.
31/31
However, the Triumph turns out to be a favorite. Two of our authors praised the bike.
Ducati 899 Panigale, Honda Fireblade SP and Triumph Daytona 675 in the test
We go shooting!
Content of
Tester souls want to drive. Best of all super athletes – that’s what we’re here for. But what if real innovations are sure to keep waiting for Intermot? Just drive what the market has to offer: Ducati 899 Panigale, Honda Fireblade SP and Triumph Daytona 675.
NThere aren’t any brand-new athletes. Some people therefore complain that nothing is moving anymore. Not correct! In the emotionlessly titled new vehicle market, there may be dead pants. But we’re moving! Let’s just drive!
Buy complete article
Ducati 899 Panigale, Honda Fireblade SP and Triumph Daytona 675 in the test
We go shooting!
Ducati 899 Panigale.
This means that there is no need to win a Supersport, Superbike or other World Championship. It is built for people who swear by butt-boom, love their dynamism, appreciate the power of the drives and like to take away a moderate price that is noticeably below the real superbikes. This reminds me a bit of the early days of the 1000s, the first R1 for example. Somehow at this point you have to bow to Suzuki, who kept this class alive with the 750 series despite all racing regulations.
Razor blade of the finest British blacksmithing
For novelty fetishists, a Triumph Daytona 675 may seem outdated, but it is still a razor blade of the finest British blacksmithing. Although it received a World Championship homologation, it has never played a real role in international racing. For sports skiers on and off the slopes. Precisely because it is so “unsportsmanlike” and opposes the barrel organ character of the four-cylinder 600 with more punch in the middle, so that it can handle everyday life and still arrows quite aggressively. In addition to MV Agusta with the small F3, the fact that people like it finally rediscovered Kawasaki and reanimated the Ninja 636. The feeling is exhilarating: small, light, bustling bike with a decent punch.
But the majority of the people who like to reach deeply for the stub and throw themselves from curve to curve now drive 1000s. Statistically verifiable – that’s how it is. There’s nothing wrong with it, is there? Punch should never be an issue here, there is plenty of it. No matter if BMW, Kawasaki’s ZX-10R, the Yamaha R1 or the good old Gixxer: These things are always and everywhere. And that alone ensures hormone releases in the gigabyte range.
So is there nothing better than 1000? If one were to lump all athlete fans together, one could come to this result. But this group, too, is as heterogeneous as Muslims, the electorate or the flavors of toothpaste – or the mind-set of the PS editorial team. We just tried it out: three men, three bikes, racetrack, country road. Have fun and talk about gasoline. Life can be so beautiful.
MOTORCYCLE market: Used Triumph Daytona 675
Super athlete
Test: 600cc sports motorcycles – with suspension settings
Comparison test of the 600 super sports car in 2012
read more
Super athlete
Driving report: Triumph Daytona 675 R (with video)
Three-cylinder super sports car: Daytona now also in R version
read more
Readings
PS
The measured values of the three super athletes.
Logically, the Honda Fireblade SP surpasses the two “little ones” in terms of performance. In fact, this means that you don’t have to drive cleanly with a blade. Because whoever cocks the tap with her on the straight, depends on the Ducati 899 Panigale and Triumph Daytona 675. The 675 is more sensitive. Your thrust can be accessed even at a deep lean angle because it does not immediately cause the rear wheel to spin. The triple is always fun, easily accessible with a wide speed range. The 899, on the other hand, only gets really fat between 7000 and 10,000 tours. Its short-stroke design costs the Twin Power in the lower speed range.
Kraft (on) the wheel of Robert Gluck
31 photos
Pictures: Ducati 899 Panigale, Honda Fireblade SP and Triumph Daytona 675 in the test
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A look into the shark tank of the sports motorcycles shows us how diverse the drive concepts are. On the one hand there is the mass of four-cylinder in-line engines with the most varied of cubic capacities, on the other hand the outsiders of the two-, three- and four-cylinder in V or in-line design. So let’s pick three different representatives and have fun with them. With the Daytona 675, Triumph has been contributing an extravagant athlete to the scene for some time. Ducati has lived the V2 concept since time immemorial and launched the 899 Panigale, a little sister of the 1199 superbike. And with the Fireblade SP, Honda is holding up the flag of the ubiquitous four-cylinder superbikes.
Off to Monday training in Hockenheim
It starts, we’re going to Hockenheim for Monday training to finally let the pig out again! Before that, you can fully cock the tap on an unlimited motorway and load it properly! I haven’t done it for years and on the one hand I’m assi, on the other hand it’s also a lot of fun. When such a Fireblade turns into the limiter in fourth gear at 273 km / h on the speedometer, then you are simply happy that you are still fed up with power and have two more speed levels available. Life cycle assessment – it doesn’t matter! Tire wear – it doesn’t matter!
The fat representatives in their TDI carriages in front of or behind you, who otherwise get on your nerves every day – it doesn’t matter! The power of the 180 HP of a fire blade ensure great pleasure, leave the annoying vibrations between 5000 and 7000 tours behind and wipe the hard load blows off the table. Thousands are not driven out of reason, but because of their performance and superior driving dynamics. And you don’t drive a 1000cc Honda because of its top-end performance, but because of its almost eternal life. You shouldn’t expect emotions from their drive. Only faithful fulfillment of duty at all times.
Super athlete
Honda Fireblade SP in the PS performance test
Prettified, smoothed and lifted
read more
Super athlete
Honda CBR 1000 RR Fireblade SP in the driving report
Refinement and Precision
read more
Little Panigale is clearly too loud
In contrast, the Triumph Daytona 675 and Ducati 899 Panigale are completely different. You don’t buy them because of their durability. No, you buy them almost exclusively to escape the Japanese everyday gray. Three-cylinder tubes or V2 hammers instead of quadruple whine, listening pleasure instead of noise pollution. Whereby: The Panigale is really exaggerating on this topic. In everyday use, the 899 is clearly too loud, on the race you have to be afraid of being excluded because of the increasingly severe noise limits. You really enjoy the British triple. Sonorous and acoustically present, it underlines the enjoyable driving without being too intrusive. Driving away in the morning succeeds without waking up the entire neighborhood. Once on the road, the smooth acceleration of the 675 impresses, which always pushes nicely, but could kick a little harder in the five-digit speed range.
The Ducati 899 Panigale, on the other hand, lacks pressure around the bottom. If you can still make ends meet with her on the country road, her powerful performance band on the race is too narrow. Pressing fat it only does between 7000 and 10,000 tours. Above it it gets tough, underneath the quite long secondary translation kills the forward thrust. The much too high manual force of the Ducati clutch is completely incomprehensible. The panes can only be separated with the strength of a bear, which turns city operations into hell.
Conclusion
If you can do without the brutality of a thousand, you are welcome to look around for more characterful engines. After all, the sound makes the music.
Handling & Co by Volkmar Jacob
31 photos
Pictures: Ducati 899 Panigale, Honda Fireblade SP and Triumph Daytona 675 in the test
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Honda Fireblade SP is not to be disturbed
Kickback is not an issue for the Honda Fireblade SP. The superbike has shone since its predecessor (SC 57, from 2004) with an electronic steering damper, which then, as now, effectively prevents bad handlebar beating. A real milestone, in my opinion. In addition, the set-up of the Japanese at the front and back was not nearly as extreme as the British. Nevertheless, the reworked Blade for this year, which proudly bears the abbreviation “SP” in its name as a noble version, gives cause for criticism. Although the fine Ohlins fork is great, the front dips quickly and deeply when anchored sharply. Closing the cushioning further does not help to a certain extent, as harder springs or a smaller air cushion are required here.
With the shock absorber, the lazy rebound stage damping is surprising, and when completely closed it is just enough – no reserves. But the part pleases with a wide setting range for the pressure level, which offers the right setting both when spinning on the slopes and on the country road. In addition, the Honda puts the competition in its place when it comes to driving stability – it doesn’t disturb anything. In terms of handling, accuracy and cornering stability, however, it is only a good average. Ultimately, I would have expected a lot more from the Honda Fireblade SP on the chassis side after the revision.
Ducati 899 Panigale a bit stubborn and stubborn
Like the Triumph Daytona 675, the small Ducati 899 Panigale burns extremely stable through the corners and steers very precisely – the absolute hammer! In deep inclines, however, it would like to be kept on course with light pressure, as it tends to form wide lines there. Typically Italian: a bit stubborn and stubborn, but very charming. The 899 also shows peculiarities when setting up the suspension elements. Similar to the Honda, the fork dips deeply in the event of braking attacks. On the other hand, the part shines with fine responsiveness and a wide adjustment range. There is also ambivalence with the shock absorber. If the monoshock still dampens the rebound movement in an exemplary manner, the compression stage on the race must be completely closed.
In addition, the rear of the Ducati 899 Panigale bumps insensitively over hard edges – a clear sign of too much high-speed damping. On the other hand, there are only positive things to report about the handling. The Duc rushes around radii of all kinds like a whirlwind and it is a beastly mood to chase the red one through the course.
Super athlete
Ducati 899 Panigale in the driving report
When reason is fun
read more
Super athlete
Ducati 899 Panigale in the PS driving report
Waiver? Only on the single-sided swing arm
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Super athlete
Presentation of the Ducati 899 Panigale
New super sports car from Bologna
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Conclusion
Remarkable: On the chassis side, each of the three bikes has great qualities – but also a few weaknesses. Bottom line
I like the Triumph Daytona 675 best. Although it is sometimes annoying off the racetrack because of its tight setup, the advantages clearly outweigh the advantages. Second place in my ranking is shared by the Honda Fireblade SP and the Ducati 899 Panigale. The Blade fascinates with its stoic calm and balance, the Panigale with its great turning behavior and great cornering stability.
Jekyll & Hyde by Uwe Seitz
31 photos
Pictures: Ducati 899 Panigale, Honda Fireblade SP and Triumph Daytona 675 in the test
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ABS must be able to be switched off
The competitors offer more elegant solutions. The Triumph ABS can not only be switched off, it can also be adapted to the race track using the “Circuit” mode. We really liked the ABS, even if users of the rear brake have to forego braking drift – the Triumph Daytona 675 regulates too early during such maneuvers. But it can be caught exclusively via the hand lever and less experienced brakemen can feel their way to the limit. The Triumph stoppers also look a bit more snappy than their counterparts of the Honda Fireblade SP.
When it comes to dosing, on the other hand, neither of them give each other anything: really good, but not outstanding. On the other hand, there is complete agreement on the highway, the Triumph Daytona 675 is on the level of the Honda Fireblade SP. Also gratifying: with the first Pirelli Supercorsa tires, both of them stay on the brakes in an inclined position and do not stand up.
motorcycles
KTM 1190 Adventure with MSC from Bosch
Tried new lean ABS
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That is a real brake!
The Ducati 899 Panigale clearly shows what a real hammer brake is. It is the measure of all things both on and off the racetrack – full marks in terms of dosage and effectiveness. But there is more, namely with ABS. With the 899 Panigale, this can be adjusted in three stages for every taste. Even braking drifts are possible at advanced level 1. Then only the ABS-assisted front brake decelerates hard along the blocking area. If you also fine-tune the engine braking torque, you will even be able to brake your way past friends and foes with great precision. The Ducati 899 Panigale clearly outperforms the Triumph Daytona 675. The Honda Fireblade SP is just behind the Englishwoman.
And what about the driving pleasure in general? In addition to our three main focuses, the engine, chassis and brakes, the overall feeling also logically plays a major role with the super athletes and is therefore dependent on the driver. Precisely for this reason, a controversial discussion arose among the three of us testers, while we were completely in agreement on the three criteria mentioned.
While for some the very sporty seating position of the Ducati 899 Panigale with the badly outwardly positioned stumps on the country road is absolutely unacceptable, but he found this ergonomics to be particularly successful on the racetrack, I was plagued by the very high and far forward sitting footrests of the Honda Fireblade SP both on longer cross-country journeys and when attacking the slopes. Instead of the SP surcharge, a different, adjustable footrest system would therefore be top priority for me. The wind protection, however, is acceptable on the Blade, as well as on the Triumph. The Triumph Daytona 675 demands significantly more tolerance from the driver on the country road than on the racetrack – the ergonomics fit perfectly. The Ducati is something for Ducatisti, because you simply have to have a weakness for two-cylinder from Bologna, from the engine to the chassis to the seating and driving experience, but then it is a gold piece.
Workshop
Pascal Eckhardt’s driving tips for the racetrack
Part 1 introduction
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Race track training with the MOTORRAD action team
Conclusion
To be out and about with super athletes requires an absolute commitment to this type of vehicle. This goes without saying on the racetrack; on the country road, not only pure performance but also personal taste play a major role. My favorite is the Triumph Daytona – because punch isn’t always everything.
Ducati 899 Panigale
The motivation of many manufacturers is finally those customers who miss homologations for international racing series on the pressure body part of their seat – as in the case of the Ducati 899 Panigale.
drive
Ducati’s little twin turns properly and hardly vibrates. Unfortunately, the performance range is very narrow.
Two-cylinder 90 degree V-engine, four valves / cylinder, 109 kW (148 PS) at 10 750 / min, 99 Nm at 9000 / min, 898 cm³, bore / stroke: 100.0 / 57.2 mm, Compression ratio: 12.5: 1, ignition / injection system, 62 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain, traction control.
chassis & Brakes
Load-bearing motor with light metal subframe, steering head angle: 66.0 degrees, caster: 96 mm, wheelbase: 1426 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression stage. Central spring strut with deflection, adjustable in spring base, rebound and compression. Spring travel front / rear: 120/130 mm, cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/60 ZR 17, first tires: Pirelli Diablo Rosso Corsa, 320 mm Double disc brake with radially attached four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed caliper at the rear, ABS.
performance
The damping is still okay on the slopes, but the Duc part works uncomfortably on hard edges.
Max. Rear wheel power: 96 kW (131 PS) at 248 km / h
acceleration
0-100 km / h: 3.6 s
0–150 km / h: 5.9 s
0-200 km / h: 9.2 s
Draft
50-100 km / h: 5.6 s
100–150 km / h: 5.5 s
Top speed: 270 km / h
measurements and weight
Length / width / height: 2075/820/1100 mm
Seat / handlebar height: 825/860 mm
Handlebar width: 710 mm
200 kg with a full tank
v./h .: 52.4 / 47.6%.
consumption
Fuel type: Super unleaded
Average test consumption: 6.8 liters / 100 km
Tank capacity: 17 liters
Range: 246 km
Set up
Setup fork
stat.neg. Spring travel: 30 mm, compression: 4 U (2 U) open, rebound: 6 U (5 U) open, level: standard.
Setup shock absorber
stat.neg. Spring travel: 8 mm, compression: 0.5 U (0.25 U) open, rebound: 10 K (2 K) open, level: standard.
Base price
15490 euros plus additional costs
Honda Fireblade SP
The most glaring example of the accuracy of the brakes is the Fireblade.
drive
Honda’s four-cylinder has leased almost eternal life, but it is a soulless drive unit.
Four-cylinder in-line engine, four valves / cylinder, 133 kW (181 hp) at 12,000 / min *, 114 Nm at 10,500 / min *, 1000 cm³, bore / stroke: 76.0 / 55.1 mm, compression ratio: 12 , 3: 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.
chassis & Brakes
Light alloy bridge frame, steering head angle: 66.7 degrees, caster: 96 mm, wheelbase: 1410 mm, upside-down fork,
Inner fork tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Spring travel front / rear: 120/138 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, first tires: Pirelli Supercorsa SP, 320 mm double disc brakes With
Radially attached four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear, ABS.
performance
The Honda brakes work very well on the country road. The ABS torpedoes real attacks on the slopes.
Max. Rear wheel power: 124 kW (169 PS) at 256 km / h
acceleration
0-100 km / h: 3.2 s
0-150 km / h: 5.1 s
0-200 km / h: 7.4 s
Draft
50-100 km / h: 5.3 s
100–150 km / h: 4.0 s
Top speed: 293 km / h
measurements and weight
Length / width / height: 2090/840/1140 mm
Seat / handlebar height: 820/860 mm
Handlebar width: 680 mm
212 kg with a full tank
v./h .: 52.2 / 47.8%
consumption
Fuel type: Super unleaded
Average test consumption: 6.6 liters / 100 km
Tank capacity: 17.7 liters
Range: 268 km
Set up
Setup fork
stat.neg. Spring travel: 32 mm, compression: 22 K (16 K) open, rebound: 18 K (16 K) open, level: standard.
Setup shock absorber
stat.neg. Spring travel: 20 mm, compression: 20 K (3 K) open, rebound: completely closed, level: standard.
Base price
18290 euros plus additional costs
Triumph 675 Daytona
It’s great on the race, because the Daytona arrows very stable around the radii and provides fantastic grip.
drive
The Triumph’s 675 triple is exactly the opposite of the Honda. Strong character, unique, robust.
Three-cylinder in-line engine, four valves / cylinder, 94 kW (128 hp) at 12,500 / min *, 74 Nm at 11,900 / min *, 675 cm³, bore / stroke: 76.0 / 49.6 mm, compression ratio: 13 , 1: 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.
chassis & Brakes
Light alloy bridge frame, steering head angle: 67.0 degrees, caster: 87 mm, wheelbase: 1375 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression (high / low). Central spring strut with deflection, adjustable in spring base, rebound and compression (high / low). Spring travel front / rear: 110/129 mm, 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: Pirelli Supercorsa SP, 310 mm double disc brakes with four-piston fixed calipers attached radially at the front, 220 mm single disc with single-piston floating caliper at the rear, ABS.
performance
The Triumph is doing better on the racetrack, and the levers are better than those of the Blade.
Max. Rear wheel power: 88 kW (120 PS) at 222 km / h
acceleration
0-100 km / h: 3.4 s
0-150 km / h: 5.3 s
0-200 km / h: 9.4 s
Draft
50-100 km / h: 4.3 s
100–150 km / h: 4.5 s
Top speed: 258 km / h
measurements and weight
Length / width / height: 2080/820/1130 mm
Seat / handlebar height: 820/855 mm
Handlebar width: 670 mm
191 kg with a full tank
v./h .: 52.6 / 47.4%
consumption
Fuel type: Super unleaded
Average test consumption: 6.7 liters / 100 km
Tank capacity: 17.4 liters
Range: 259 km
Set up
Setup fork
stat.neg. Spring travel: 25 mm, compression level high / low: both fully open, rebound: fully open, level: standard.
Setup shock absorber
stat.neg. Spring travel: 10 mm, pressure level high / low: 4 U / 17 K (4 U / 13 K open), rebound: 9 K (9 K) open, level: standard.
Base price
11890 euros plus additional costs
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