Athletes versus naked bikes

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Athletes versus naked bikes
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Athletes versus naked bikes

Full in shell? Pure pleasure

For many years we bowed deeply above all that proved advanced piste suitability and dressed up. But slowly the rebels are overtaking the athletes? they propagate a relaxed joie de vivre in a very upright manner and almost without plastic. Can this be?

Anyone who believes in coincidence here is waiting
also on the Christ Child. The sensation of this year’s Intermot was ??
n / A? ?? Yamaha’s brilliant nude named MT-01. And not Suzukis either
fulminant full cladding called GSX-R 1000. Their 180 HP stand opposite just 90 horses. And just under 200 kilograms full of fuel
a whopping 240 dry. Superlatives here, mediocrity at best. And yet: The star was without a shell. Just like that at-
their eye-catchers BMW K 1200 R, KTM 990 RC8 Venom, the new Triumph Speed ​​Triple or even the big Sachs Mad Ass.
No question about it, something is happening. Conservative circles call this change in values, while progressive circles speak of the new fun society. Away from the deadly serious
Chasing fast lap times, away from the racing replica. But also away from the leisurely charm of old-fathers custom. The new meaning of life: the rock ver-
sport and leisure time, fun in all situations. The whole thing is pretty upright, very emotional and of the highest entertainment value.
What is it about the new movement? MOTORRAD sent three pairs of candidates into the ring and paid special attention to the dynamic criteria (see points assessment of driving fun on page 36) to find out whether the new nudes can really stand up to the established sports competition. On the country road and on the Alsatian piste of Anneau du Rhin, where the topic was not the lap times, but simply having fun. This is easier to determine in the border area on closed terrain.
At MV Agusta, where not only the athlete but also the naked topic was tackled with the typical consistency, it clearly starts with the first visual contact. Because
As beguiling the design language of the F4 S is, so lovingly the detail work, so coherent
the color scheme? the Brutale S is not inferior to the sportswoman. Even more: Despite largely identical chassis dimensions, the lack of plasticine aerodynamic aids gives the naked body an almost sensual compactness. In addition, it shows its filigree tubular space frame, its fine housing cover and the curved manifold system like a touch of fine lace. A little frivolous, but never breaking the limits of good taste, big appearances in front of the ice cream parlor or at the motorcycle meeting point are even more spectacular with her than with her sporty sister.
But that’s only a minor aspect. The important thing is on the square, said Otto Rehagel. Or rather on the street, to stick to two-wheeled jargon. And when switching from the F4 S to the Brutale, infinite relief spreads over being freed from a predicament. Because people not only maintain an upright gait, but also like to maintain an upright sitting position.
But the sports cannon F4 S also sacrifices
the smallest approach of ergonomic comfort of aerodynamics and supposedly faster lap times. The latter in particular do not play a role in the everyday search for maximum fun.
A radical ergonomic concept, as the following figures show: stretch bench compatible eleven centimeters more than on the Brutale, the upper body has to stretch over the tank on the F4 in order to reach the handlebars that are 17 centimeters lower. For comparison: at the-
recognized competitive athlete Yamaha R1 only separate seat and handlebars–
collected one and a half centimeters from the commode FZS 1000 values, whereby the difference in height between the handlebar ends is even slightly larger at 17.5 centimeters, but this is due to the very high handlebars of the Fazer.
The mood in the happy An-
Gas on the home route drastically affects the radically conceived sportiness on the F4 S, which is getting on in years. A stiff neck, all the weight in the world on your wrists, tightness in your stomach? Only when narrow and bad terrain is exchanged for very fast passages or the Anneau du Rhin race track does the athlete feel good-
are a. Because that’s what it was designed for, and then wind or pressure to succeed won’t let you feel the tension.
It is a little different with the Brutale. Although it is not built for fast driving, it still draws its fascination in large part from the fact that it is also a master of this profession. At least when it comes to stability, the basic quality of the chassis components ?? and how these factors, together with the high-performance 750 series, can make every meter an unforgettable experience. And that, although the bone-hard tuning of the shock absorber compared to the F4 S can not be described as completely successful.
Be that as it may: In the “beware position” behind the broad handlebars, elbows exposed, every fiber of the body taut, the Brutale driver uses the playful handling, enjoys the direct feedback, lets the engine turn and delights in it unique sound from the airbox. The brutal condenses the experience-
nis motorcycling at least on good ones
Streets in a fascinating way. Even on the circuit it sets limits in terms of lean angle and feedback only very late, and compared to its rather stubborn sister, it is not quite as imperturbable and with less cornering speed, but more manageable, almost wobbly around the track. And even leaves critical natures in the un about blatant weaknesses such as the unwilling response of the engine, which it shares with the F4-
look over the lower speed range. With the result that this internal brand duel, purely in terms of driving pleasure and without a focus on times and placements, is won by her. Yes, even on the top test course, which is considered a sure indicator of dynamic motorcycle qualities, the brutal remains on par with the athlete (see page 36).
For the founder of the trend and the mother of all modern naked bikes, the Triumph Speed ​​Triple, this is even more extreme: her sporty sister Day-
tona, from whom she has taken over all essential things, is she clearly superior in most criteria relevant to driving pleasure? and you drive away in all disciplines in the top test course.
How can that be, one wonders in view of this almost 100 percent identical construction? And it comes down to the fact that in addition to the racing-oriented seating position and the long tank, those modifications in particular that the Day were counterproductive-
tona should ensure competitiveness in the concert of the potent four-cylinder athletes. The best example next to that
Stability-reducing, steeper steering head (67.2 instead of 66.5 degrees) as well as the shorter caster (81 instead of 84 millimeters) is the power delivery. In search of more and more top performance, the three-cylinder in the Daytona lost power and torque almost over the entire engine speed range. With the result that it can only overtake the triplet of the Speed ​​Triple well beyond 8000 rpm and delivers its 139 hp at a time when no one needs it in normal life.
On the other hand, the civil three-cylinder Speed ​​Triple, with its spontaneous and gentle throttle response, draws a performance curve as if drawn with a ruler, stomps powerfully out of the corners and even keeps the powerful FZS 1000 in check up to 7000 rpm. The only downer: When the maximum output of 122 hp at 9400 rpm is reached, the Speed ​​Triple, like the Daytona at 10700 rpm, runs hard into the limiter and forces it
Driver to select the next higher speed level in good time for the popular and often celebrated wheelies.
This often used driving state says a lot about how the lively and uncomplicated nature of the Speed ​​Triple is transmitted to the driver. She is happy, with an exuberant temper? and that is contagious. Stoppie, wheelie, guided quickly into the corner with a light hand on the wide handlebars and out again with effort? the diverse talents that even
can convince on the racetrack are gladly used. Speed ​​Triple ?? that is sheer driving pleasure, and in almost perfect form, because the British lady can convince in almost all driving dynamics criteria.
The causes that let the sports sister fall behind in terms of sheer driving pleasure are not in themselves dramatic, but in sum they are clearly noticeable. A little engine, a little chassis, a good deal of the seating position. In other words, it is the lack of out-
outstanding athletic qualities that put the fascination potential of the Daytona behind that of the M.V Agusta F4 S can step back. Because it shines with all the ergonomic weaknesses and the critical response of the engine with its unshakable stability and inspiring accuracy, with beautiful details and fine workmanship. The Daytona, on the other hand, is largely mediocre? and that is not only enough in the family duel, but also in the highly competitive world of athletes.
As demonstrated by opponents like a Yamaha YZF-R1. Together with her three Japanese competitors, she belongs to a generation of athletes that the world did not until recently
knew. Terribly light, terribly strong, with wonderful details ?? and yet of a commitment to handling that, in contrast to the F4 S, makes it a popular figure even off the racetrack. The handling ?? superb. The stability ?? exemplary. Throttle response and power delivery ?? despite the high spit-
Zen performance without underhandedness. And finally the ergonomics ?? a chapter of its own. Specifically on the R1 used in this one
Relationship leads the super sports guild.
When switching directly from the extreme F4 S or from the somewhat more moderate Daytona, the difference becomes particularly noticeable. The upper body is almost horizontal on the MV, more compact, but more lying than sitting on the Triumph ?? and then the
relaxed, gathered, natural position on the Yamaha R1. It feels like you can pull up trees.
In between there is more than one model-
generation. The same is true if you do that
Weight considered. The 750-F4 S and the 950-Daytona weigh 219 and 220 kilograms, respectively, and 203 brings them out-
Grown 1000cc super athlete from Yamaha with a full tank on the scales. Even the petite brutal is 212 of them
Kilograms still far away ?? and the in-house competition, the Fazer, even by light years.
Yes, it is indeed the FZS 1000 that is holding the flag of high-tech naked bikes at Yamaha. Full tank 233
Weighing kilograms, with a double loop frame made of steel instead of the R1 aluminum bridge, with much comfort-
better matched spring elements ?? and yet the sportiest thing Yamaha has in store in this category (see also box on page 38). But in contrast to the Honda Hornet 900 or Kawasaki Z 1000, the FZS 1000 still has a lot-
Lich young athlete’s heart, namely that of the R1 predecessor, which was equipped with a U-Kat for the 2005 model year. So the big Fazer has to go? even if the comparison of times in the top test course shows that it cannot hold a candle to the famous R1 in terms of driving dynamics and is clearly defeated in slalom and circular tracks.
What distinguishes the FZS 1000 from the super athlete, however, is not just times and speeds, it is not just the limited maneuverability and mediocre steering precision. First and foremost, it is the experience value that drives them
Lets R1 step back. The seat bench is soft, the spring elements comfortable, the wheelbase and caster long, the steering head flat ?? the naked 1000 is despite
the uncomplicated handling, despite a brilliant engine and the powerful and finely adjustable brake-
no motorcycle that would enhance the driving experience
makes a sensation. Where the R1 on the
Landstrasse unmistakably communicates with
The great Fazer simply filters out what difficulties it is currently coping with, what strengths it is resisting, what skills it has at its disposal, levels out, denies it. Weighs the driver in a ver-
Trustworthy uniformity, banalized what others accentuate, in short: despite its powerful and modern engine, it represents the traditional, distant naked bike style on the chassis side.
This manifests itself not least in the sitting position. After the crouched variant on F4 S and Daytona, after the assembled upright position on Bru-
tale and Speed ​​Triple and the focused, sporty stance on the R1, another comes into play with the Fazer: the more relaxed, slouching, with high handlebars and low footrests. Like that
relaxed and additionally from the handlebar server-
clothing is effectively protected from the wind, so you can sit on the Fazer for longer cars-
Cope with train stages without any problems and make them a travel steamer in this test field. With regard to the dynamic qualities, such as those required on the circuit in Alsace, it has to be clearly behind its sporty sister. Scratching curves, lurching, with little feedback and even less damping reserves, she does her laps on the racetrack. No wonder: after all, with the first tires (Metzeler ME Z4) it shows where its destination is, while it is-
whose couples come together on sporty tires.
The fact that the R1 ranks ahead of all others not only in this respect (Michelin Pilot Power), but also in the overall points rating, confirms the high level on which the current super athletes operate. Neither the Daytona nor the F4 S can come close to keeping up. That these two are also fun when it comes to driving
under their undisguised sisters-
shows where the wind is blowing from. Technically high-quality naked bikes with athletes ‘hearts and athletes’ chassis are a serious alternative to super athletes who not only entertain them in everyday life, but even during race training-
Samere, although perhaps not the quicker choice. And so, after several days with this test field, all the drivers had a favorite that has yet to be built: an R1 in the style of Brutale and Speed ​​Triple. Not fully in the shell, but with the sheer pleasure of driving.

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Athletes versus naked bikes

Athletes versus naked bikes
Full in shell? Pure pleasure

Technical data: MV Agusta
F4 p

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, arranged radially, bucket tappets, wet sump lubrication, injection, Ø 46 mm, no exhaust gas cleaning, alternator 650 W, battery 12 V /
9 Ah, hydraulically operated multiple discs-
Oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 73.8 x 43.8 mm
Displacement 749 cm3
Compression ratio 12.1: 1

rated capacity
101 kW (137 hp) at 12650 rpm
Max. Torque 75 Nm at 10500 rpm
Pollutant values ​​(homologation) in g / km
CO 7.252 / HC 2.094 / NOx 0.262

landing gear
Steel tubular frame, upside-down fork, Ø 49 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, six-
Fixed piston calipers, rear disc brake, Ø 210 mm, four-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Dunlop D 207 RR tires tested

mass and weight
Wheelbase 1398 mm, steering head angle 66 degrees, caster 98 mm, spring travel f / r 118/120 mm, seat height * 820 mm, weight with a full tank * 219 kg, load * 151 kg, tank capacity 21 liters.

Two year guarantee
Service intervals every 6000 km
Colors red / silver, silver
Price 16,800 euros
Additional costs 200 euros

Technical data: MV Agusta Brutale S

engine
Water-cooled four-cylinder, four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder,
arranged radially, bucket tappets, wet sump lubrication, injection, Ø 46 mm, approx-
regulated catalytic converter, alternator 650 W,
Battery 12 V / 9 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 73.8 x 43.8 mm

Displacement 749 cm3

Compression ratio 12.0: 1

Rated output 93 kW (126 hp) at 12,000 rpm
Max. Torque 75 Nm at 10500 rpm
Pollutant values ​​(homologation) in g / km
CO 3.637 / HC 0.496 / NOx 0.180

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 49 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, six-piston Fixed calipers, rear disc brake, Ø 210 mm, four-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/65 ZR 17; 180/50 ZR 17
Dunlop D 207 RR tires tested

mass and weight
Wheelbase 1398 mm, steering head angle 66 degrees, caster 98 mm, spring travel f / r 118/120 mm, seat height * 815 mm, weight with a full tank * 212 kg, payload * 158 kg, tank capacity 19 liters.

Two year guarantee
Service intervals every 6000 km
Colors red, black
Price 14,950 euros
Additional costs 200 euros

Technical data: Triumph Daytona 955i

engine
Water-cooled three-cylinder four-stroke in-line engine, one balance shaft, two above-
low, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter with secondary air system, 480 W alternator, 12 V / 12 Ah battery, mechanically operated multi-plate oil bath clutch, six-speed gearbox, X-ring chain.
Bore x stroke 79 x 65 mm
Cubic capacity 956 cm3
Compression ratio 12.0: 1

rated capacity
108 kW (147 hp) at 10600 rpm
Max. Torque 100 Nm at 8400 rpm
Pollutant values ​​(homologation) in g / km
CO 4.428 / HC 0.528 / NOx 0.075

landing gear
Bridge frame made of aluminum, load-bearing motor, telescopic fork, Ø 45 mm, adjustable
Spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-
Fixed piston calipers, rear disc brake, Ø 220 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Bridgestone BT 010 F / R »J« tires tested

mass and weight
Wheelbase 1440 mm, steering head angle 67.2 degrees, caster 81 mm, spring travel f / h 120 /
130 mm, seat height * 840 mm, full weight-
fueled * 220 kg, payload * 180 kg, tank-
content 21 liters.

Two year guarantee
Service intervals every 10000 km
Colors black, red, yellow
Power variant 72 kW (98 PS)
Price 11750 euros
Additional costs 240 euros

Technical data: Triumph Speed ​​Triple

engine
Water-cooled three-cylinder four-stroke in-line engine, a balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 44 mm, regulated catalytic converter with secondary air system, 480 W alternator, 12 V / 14 Ah battery, mechanically operated Multi-disc oil bath clutch, six-speed gearbox, X-ring chain.

Bore x stroke 79 x 65 mm

Cubic capacity 956 cm3

Compression ratio 12.0: 1

Rated output 88 kW (120 PS) at 9100 rpm
Max. Torque 100 Nm at 5600 rpm
Pollutant values ​​(homologation) in g / km
CO 0.552 / HC 0.410 / NOx 0.162

landing gear
Bridge frame made of aluminum, load-bearing motor, telescopic fork, Ø 45 mm, adjustable
Spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-
Fixed piston calipers, rear disc brake, Ø 220 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Bridgestone BT 010 F / R »J« tires tested

mass and weight
Wheelbase 1429 mm, steering head angle 66.5 degrees, caster 84 mm, spring travel f / h 120 /
140 mm, seat height * 820 mm, weight with a full tank * 221 kg, payload * 174 kg, tank capacity /
Reserve 21/3 liters.

Two year guarantee
Service intervals every 10000 km
Colors black, green, red
Power variant 72 kW (98 PS)
Price 10,750 euros
Additional costs 240 euros

Technical data: Yamaha FZS 1000 Fazer

engine
Water-cooled four-cylinder, four-stroke in-line engine, two overhead, chain-driven camshafts, five valves per cylinder,
Bucket tappet, wet sump lubrication, constant pressure carburetor, Ø 37 mm, uncontrolled Kata-
lysator, generator 365 W, battery 12 V /
12 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 74 x 58 mm
Displacement 998 cm3
Compression ratio 11.4: 1

rated capacity
105 kW (143 hp) at 10,000 rpm
Max. Torque 106 Nm at 7500 rpm
Pollutant values ​​(homologation) in g / km
CO 1.100 / HC 0.670 / NOx 0.080

landing gear
Double loop frame made of steel, screwed beams, telescopic fork, Ø 43 mm, adjustable-
bare spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 298 mm, four-piston fixed calipers, disc brake at the rear, Ø 267 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Metzeler ME Z4 »Y«

mass and weight
Wheelbase 1450 mm, steering head angle 64 degrees, caster 104 mm, spring travel f / r 140/135 mm, seat height * 820 mm, weight with a full tank * 233 kg, payload * 187 kg, tank capacity 21 liters.

Two year guarantee
Service intervals every 10000 km
Colors gray, blue, red
Price 9475 euros
Additional costs 175 euros

Technical data: Yamaha YZF-R1

engine
Water-cooled four-cylinder, four-stroke in-line engine, two overhead, chain-driven camshafts, five valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, 560 W alternator, 12 V / 9 Ah battery, mechanically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain.
Bore x stroke 77 x 53.6 mm
Displacement 998 cm3
Compression ratio 12.4: 1

rated capacity
126.4 kW (172 hp) at 12500 rpm
Max. Torque 107 Nm at 10500 rpm
Pollutant values ​​(homologation) in g / km
CO 2.140 / HC 0.642 / NOx 0.137

landing gear
Bridge frame made of aluminum, load-bearing motor, screwed rear frame, upside-down fork, Ø 43 mm, adjustable spring-
basis, rebound and compression damping, two-arm swing arm with aluminum beams, central spring strut with lever system, adjustable-
bare spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Tires in the Michelin Pilot Power “C / G” test

mass and weight
Wheelbase 1395 mm, steering head angle 66 degrees, caster 97 mm, spring travel f / r 120/130 mm, seat height * 815 mm, weight with a full tank * 203 kg, payload * 192 kg, tank capacity / reserve 18 /
3.4 liters.

Two year guarantee
Service intervals every 10000 km
Colors blue, red, silver
Price 13,100 euros
Additional costs 195 euros

Scoring: drive

In terms of top speed, the R1 is inevitably ahead in terms of its performance, in terms of acceleration-
inclination too. And the super athlete also outclasses the competition when it comes to pulling through, while the F4 S shows what unsatisfactory performance characteristics can do in combination with a fairly long secondary gear ratio. The same applies to the brutal version, which is translated much more quickly, in the chapter on performance. The Daytona, on the other hand, loses points due to the bony gearshift. Respectable in all chapters is the strong Fazer ?? and ends up in second place with the balanced Speed ​​Triple.

Scoring: chassis

With a clear gap, the R1 also collects the most points for the chassis. It achieves top marks almost everywhere. This is followed by brutal and speed
Triple in the places, being the brutals because of them
Rock-hard suspension setup loses points
and the Speed ​​Triple doesn’t run straight ahead.
The soft FZS 1000 can’t shine anywhere.

Scoring: Security

All brakes work at a very high level
Level. Only the dosability of the too snappy
Triumph systems leave something in the event of emergency braking
to be desired. When it comes to fast cornering,
The only thing missing is the naked Yamaha with their early morning
ground clearance, while the Brutale and Speed ​​Triple are practically at the athlete level.
With regard to the view in the rearview mirrors then lie
the naked bikes easy ?? or in the case of MV Agusta
clear ?? front. In the rear-view mirrors of the F4 S there is practically nothing to be seen apart from its own elbows.

Scoring: everyday life

The large fazer of the main stand brings plenty of points, while the MVs and R1 have to leave counters for the range. It looks very bad for the Brutale in terms of payload. And for that one
on the F4 S when your thumb jams when maneuvering, you should actually get minus points in handling.

Scoring: comfort

Finally: the hour of the Fazer, which is at the fore not only in terms of seating comfort for driver and front passenger, but also in terms of wind protection and smoothness. The two MV Agusta have in this
Chapter traditionally no chance, the YZF-R1 is doing great given its orientation.

Scoring: costs / environment

Great results for the speed
Triple: low consumption, low inspection costs, good emissions. The MVs can with their high
Consumption, the even higher acquisition costs and
hardly score points for the poor exhaust gas values. And the R1 also clearly loses out on the Fazer in terms of inspection costs and price-performance ratio
but like the Italians with great workmanship.

Performance chart

Performance, performance above all else? When it’s all about driving pleasure,
what the Speed ​​Triple offers is enough. Especially when the power and torque curves are so exemplary, however
unfortunately do not offer any speed reserves. The MV Agustas have more problems, not only in terms of torque in a hole at 3000 rpm
fall, but generally need a much higher speed than the rest
of the field. Only beyond 6000 rpm does it move forward.

The new, old wave

Naked bike ?? the new trend! The older ones among us can only laugh about that. Naked bikes have always been around.
They used to be called simply motorcycles.
Like Honda’s epoch-making CB 750 from 1969. The CB with the first large-scale series-
Four-cylinder of Japanese origin was not just any motorcycle, it was “the” motorcycle. And she was before Kawasaki with the
Z 900 countered, including “the” athlete.
The first attempts at disguise, which were still very cautious at the time, came from Munich. BMW R 90 S was the name of the motorcycle that was the first to feature a half-shell as standard. Better wind protection and more top speed were the goals.
But it took time for the trend to spill over to Japan. Only at the beginning of the eight-
Ziger began the age of disguise in Nippon, before the era of racing in 1984-
Replicas broke. Suzuki GSX-R 750, Yamaha FZ 750: Light, strong, fast, extreme and
disguised ?? henceforth the attributes of the models that were in the limelight were called, even if classics like the Ya, released in 1994-
maha XJR never died out. And it has remained with this distribution of roles to this day.
But now the trend is reversing? and again Europe is leading the way. It began with the Ducati Monster and reached its first high point with the Triumph Speed ​​Triple. In her case, the plastic-reinforced athlete was upgraded. Without paying attention to the habit that has developed over the years that bare motorcycles have to have more tired brakes, underdamped spring elements and a high weight. It continued with the second Speed ​​Triple generation, Aprilia followed, and now KTM and BMW are also ready for extremely sporty nudes.
There are also indications that the Japanese will continue to develop these suggestions and go to work with the usual consistency. The Yamaha MT-01 is a harbinger. Suzuki’s brute B-King is already in the starting blocks.

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