BMW, Ducati, Suzuki and Triumph super sports cars in a comparison test

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A comparison of super sports cars of different displacement classes

Superbikes from BMW, Ducati, Suzuki and Triumph

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With super athletes on the country road, it is similar to wild animals in the zoo. This is not really a species-appropriate attitude, but it is definitely better than being a chimney rug, respectful living room decoration.

S.Let’s be honest: Isn’t it quite GAGA to take part in public traffic with motorcycles whose main purpose is to circumnavigate closed, one-way streets as quickly as possible? In which just turning second gear on country roads can lead to long or permanent loss of the driving license? The speeds achieved are between 151 (Ducati) and 182 km / h (BMW). Where after a short time your wrists hurt and your fingers get stuck in the fairing when maneuvering, like with the Ducati? Or where useful features such as the ability to take luggage or even a passenger with you are at best not understood?

Of course it’s GAGA, but let’s be honest: Didn’t we, out of reason, opt for the station wagon and against the convertible and for Karola and against Chantalle? But at some point you have to put an end to reason, right? I see dear reader, we understand each other, after all, you have just got horsepower – the sports motorcycle magazine in your hand and not about "Better living".

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Triumph Daytona 675.

Triumph Daytona 675

Let’s start with the oldest (since 2006 on the market) and at the same time the smallest displacement model in the test field, the Triumph Daytona 675 without the "R", ie the basic version. It differs from the R version mainly in that the spring elements come from Kayaba and not from Ohlins, as well as some non-existent carbon knick-knacks. In addition, it is a whopping 1500 euros cheaper and also the better choice for country hunters because the "R" rushes through life with a very tight basic set-up. As if by themselves, the hands fall on the stub, which is not too deep, and the very bottom finds a not too tight spot. The narrow three-cylinder allows a tight knee closure.

The three-cylinder engine in general: if it didn’t yet exist, it would have to be invented as quickly as possible. The acoustic performance alone justifies the purchase, although the test machine was equipped with a Bodis pot, which is somewhat more generous in this regard than the original. The triple pulls evenly and linearly without depths, but also without real kicks from idle speed up to almost 13,000 rpm. This may seem boring to some, but such inconclusive performance characteristics definitely have their advantages in everyday life. And despite all the revving, the triple can be driven quite lazily, as the torque values ​​on page 25 prove. What is a bit annoying in the long run are the ever-present vibrations of this threesome. There were already much quieter specimens.

The chassis is just as flawless. Effortless turning is paired with neutral driving behavior. As with the other three test candidates, freedom from leaning is not an issue at all. At best, the noticeable righting moment when braking in an inclined position gives cause for criticism. The brake itself belongs to the category of one-finger systems. She goes about her task with vehemence in its effect and with a clean pressure point. However, there is no ABS.

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Suzuki GSX-R 750.

Suzuki GSX-R 750

The Suzuki does not have that either, but the need would be greater here, because the rather blunt brake on this test specimen tempts you to pull hard on the right lever. When the two 310 mm discs come up to temperature and with it the effect, it is sometimes too much of a good thing. But before braking comes acceleration and before that comes riding. Your wide four-cylinder requires a wide tank, which in turn spreads the driver’s legs more than their colleagues, even more than the BMW. Together with the strangely cranked and quite high handlebar stubs, this results in a relatively passive sitting position. The adjustable footrests don’t change that much either. But we want to take a look at Suzi, after all, she is the direct descendant of the legendary 1985 GSX-R that got the ball rolling. Without them, the world of super athletes would look very different today. Back then, the heron quad with 750 cubic meters was the measure of all things. He’s no longer on the race today, but he can easily keep up in real life.

According to old fathers custom, the foursome wants and must be turned. If you want to move quickly, the red needle should already have passed the 8 mark. Then he delights with a violent forward thrust, but without the brutal elemental force of modern thousands, load changes are largely alien to him. Which sometimes has a pleasantly lowering effect on the adrenaline level. Unfortunately, the engine of this test bike is a rather jarring, albeit economical, representative of its craft. The gearbox is the best Japanese standard, up and down the gears can be effortlessly and precisely and, if necessary, even knocked in without the clutch. Thanks to the anti-hopping clutch, the rear wheel remains steady even during heavy braking and shifting maneuvers.

When it comes to chassis tuning, the Suzuki men have found the ideal solution: Tight enough for fast laps on the race on the one hand and sufficiently comfortable on the other hand not to suddenly find the bit in the helmet on bad roads. The adjustment range of the big piston fork and rear shock absorber allows both areas of use. This only applies to a limited extent to the steering behavior. With a clear impulse on the handlebars, the Gixxer wants to be brought out of the central position and with fast changing corners you need a strong hand if the change of direction should proceed quickly.

In the sum of her properties, Suzi does not cut a bad figure, but she looks pretty soulless. In this quartet, it is most likely the object of daily use and not the object of desire that one sits in front of after the trip with an after-work beer and lets both eyes and thoughts wander. Above all, the many black panels made of mundane plastic, which would sooo much like to be made of carbon, are a horror for the aesthetes.

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Ducati 848 Evo Corse SE.

Ducati 848 Evo Corse SE

The Ducati 848 Evo gets its money’s worth, especially with the Corse SE version driven here. For an extra 1000 euros compared to the standard Evo, this includes the three-color paintwork, an automatic gearshift, traction control that can be set in eight stages and an Ohlins shock absorber instead of the Showa damper. Last but not least, the Brembo Monobloc pliers can bite into brake discs that have grown by 10 to 330 millimeters. The test winner is undoubtedly certain for the ice cream parlor rating. But PS puts the main focus on the function. As soon as you sit on it becomes clear that the Italians have their own ideas about successful ergonomics. The days of the 916, where the handlebars felt at the front axle level, are over, but they are definitely lower than that of the opponents. If you want a clear view to the front through the visor, it says: “Don’t chew for a long time, put your head on your neck!” In return, the slim twin of the 848 allows knee closure, which Catholic convent students should be familiar with. The narrow cladding cutouts, which make maneuvering a painful affair for the fingers, have already been mentioned. But enough of the grumbling, let’s go. As usual, the starter acts as if it were about to collapse, but always sets the V2 in independent rotation. Compared to its big sister, the 1098 replaced by the Panigale, the 848 twin proves to be much more civilized and therefore more suitable for everyday use. Speed ​​below 3000 rpm is an abomination to him, too, but he does not express his displeasure by hacking the drive chain wildly. After all, she can’t help it. Instead, he dutifully accepts the gas offered to him, works his way through the valley of tears at 5000 rpm with great effort and with clear vibrations, only to wake up from 6000 revs and deliver top quality two-cylinder fireworks up to around 10500 rpm . The fact that this is done with relatively gentle force, which is far less brutal than that of the 1098, makes the 848 even more interesting for normal people. The automatic gearshift emphatically supports the efforts to accelerate quickly, and whoever thinks that the little twin has no pressure, the eight-level traction control in level 5 belies bad roads with frequent interventions.

Like all Ducatis, the 848 is no handling miracle either. She likes wide and fast arcs best, which she rushes through with unshakable stability. Straight-ahead running is also not an issue, but who wants to drive on the Autobahn? Although the windbreak is quite good.

The suspension tuning is not quite as good, because following an old Ducati tradition, here too a rather soft fork is opposed to a stubborn hindquarters, but this problem can be alleviated with a handle on a screwdriver. Basically, the 848 lacks the length-adjustable push rod for height adjustment of the rear, and the steering damper is not adjustable. But it is the only one in the quartet to have a hydraulically operated clutch. But this is not enough for her advantage, she requires by far the greatest hand strength. But that doesn’t challenge a real Ducatista, he enjoys the crystal-clear pressure point of the brake, which two fingers reach for vehement deceleration. At least at the front, because the rear system primarily shines because of its presence. The 848 does not have an ABS either.

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BMW S 1000 RR.

BMW S 1000 RR

BMW has all of this and much more. Measured 202 PS call for an equal opponent on the deceleration front. And not just there. Physical and psychological stability are also not a mistake when using the S 1000. On the one hand. On the other hand, when looking at the gear diagram, it quickly becomes clear that there is only one possibility in public road traffic to come even close to the 200 HP: When driving onto a freeway as free as possible. This is basically the same with the other three, but the absolute number of normally unused horses is by far the highest at BMW.

But before that happens, the question arises: How would we like it? Both the mapping and the traction control can be set on the left handlebar switch using buttons in the Rain, Sport, Race or Slick modes. Those who have just learned that their mother-in-law is coming to visit for 14 days can also completely deactivate both systems and let fate decide. If you want to entertain your surroundings with wheelies and stoppies, you should stay in slick mode, otherwise sport fits. And even in rain mode there is no feeling of poor performance.

It is always fascinating to see what bandwidth the equally rough Bavarian four-cylinder engine covers. Already at the bottom he behaves well, although his throaty growl indicates that he really wasn’t built for that. Anyone who moves in the range between 6,000 and 8,000 turns is already very fast, and everything that goes beyond that can be safely forgotten off the racetrack. See above for exception. The automatic gearshift (extra charge 365 euros) also works on this side of the full throttle position and is not absolutely necessary, especially since the clutch is very smooth and easy to adjust.

The chassis and brakes are built for higher tasks and are of course not really used on country roads. But they keep the composure and please the driver with a fine response behavior with ample damping, without being unduly tough. Cleverly done: The fork’s damping adjustment is very easy using the ignition key that fits exactly into the slot in the adjuster. The brake cannot be adjusted apart from the hand lever, but one finger is usually enough to restore the usually rapidly shrinking distance to the person in front at any time.

It almost seems as if there is nothing to complain about about the BMW, especially since it does not cut a bad figure even with such mundane things as light, wind protection, visibility in the rear-view mirrors and the like. But at the latest when you approach it with the above-mentioned after-work beer and let your gaze wander, the discrepancy between the beautiful multi-part, welded and partially polished swing arm and some extremely windy plastic parts becomes apparent. The upper covers of the side panels and the tank cover look and feel like a Chinese scooter. But the accessories trade knows what to do.

Apart from that, the BMW shows what is currently possible in series production. Every Porsche and other sports cars can also sing this song that it usually fails to implement in everyday life. Still it’s nice that there is such a thing. For friends of the down-to-earth there is the Suzuki, individualists take the Triumph. And the Ducati is a case for love it, or leave it anyway. And to come back to the question mentioned at the beginning: Yes, it is GAGA, but one thing is much more, namely very GEIL.

PS rating / judgment

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Ducati 848 Evo Corse SE, BMW S 1000 RR, Suzuki GSX-R 750, Triumph Daytona 675.

Max points Bmw Ducati Suzuki triumph drive
acceleration 10 9 7th 8th 7th
Draft 10 8th 2 5 6th
Power delivery 10 9 7th 6th 8th
Responsiveness 10 9 8th 7th 8th
Load change reaction 10 8th 7th 7th 6th
Running culture 10 8th 7th 7th 8th
Gear actuation 10 9 5 9 7th
Gear ratio 10 8th 6th 9 9
Clutch function 10 9 3 9 6th
Traction control 10 8th 7th – –
Subtotal 100 85 59 67 65
landing gear
Driving stability 10 9 9 8th 7th
Handiness 10 9 6th 7th 8th
Cornering stability 10 9 8th 8th 8th
feedback 10 9 8th 7th 8th
Suspension tuning in front 10 8th 7th 9 7th
Chassis set-up at the rear 10 8th 7th 8th 7th
Braking effect 10 9 9 6th 8th
Brake metering 10 9 9 7th 9
Righting moment when braking 10 9 7th 6th 8th
ABS function 10 10 – – –
Subtotal 100 89 70 66 70
Everyday life and driving fun
Sitting position 10 8th 5 7th 6th
Windbreak 10 8th 7th 6th 6th
Furnishing 10 9 7th 6th 6th
consumption 10 8th 7th 8th 7th
Driving fun 10 10 7th 7th 8th
Subtotal 50 43 33 34 33
Total 250 217 162 167 168
placement 1. 4th. 3. 2.

PS judgment

1. BMW S 1000 RR
Anything other than the test victory would have been a surprise. The drive can be both everyday life and angry animal. Then you are happy for every bit that helps to keep the monster in check. In principle, you have to like and pay for electronics clutter.

2nd Triumph Daytona 675
“Enough of everything, nothing too much” could be the Daytona’s motto. It is a formidable country road burner that is not overwhelmed, gives a lot and takes little, even without ABS. And pursued an independent concept for this. With a sound that is addicting.

3. Suzuki GSX-R 750
The Suzuki is a case for lovers of the old school, which is called four-cylinder. And a case for those who don’t look to electronics to make driving fun. With a little fine-tuning of ergonomics and driving behavior, the BMW 750 could move closer to the fur.

4. Ducati 848 Evo Corse SE
Ducatis are not built to win comparison tests, but to make Ducatisti happy. That succeeded. A horror for pencil sharpeners, but a feast for fans. And on top of that with only a few real weaknesses. Still only partially suitable for country roads.

Technical specifications

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Triumph Daytona 675.

BMW S 1000 RR

drive 
Four-cylinder in-line engine, 4 valves / cylinder, 142 kW (193 hp) at 13,000 / min *, 112 Nm at 9750 / min *, 999 cm³, bore / stroke: 80.0 / 49.7 mm, compression ratio: 13, 0: 1, ignition / injection system, 48 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control

landing gear 
Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 99 mm, wheelbase: 1423 mm, upside-down fork, Ø fork inner tube: 46 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression (high / low). Suspension travel front / rear: 120/130 mm

Wheels and brakes 
Cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Metzeler Racetec K3, 320 mm double disc brakes with four-piston fixed calipers at the front, 220 mm Single disc with single-piston floating caliper at the rear, ABS

measurements and weight 
Length / width / height: 2020/800/1090 mm *, seat / handlebar height: 805/855 mm, handlebar width: 640 mm, 208.5 kg with a full tank, v./h .: 51.5 / 48.5%

Rear wheel power in last gear
137 kW (186 PS) at 273 km / h

consumption 
Fuel type: Super unleaded. Average test consumption: 5.6 liters / 100 km, tank capacity 17.5 liters, range: 310 km

Base price 
16,100 euros (plus additional costs, ABS + DTC 1,230 euros, automatic switch 364 euros, heated grips 197 euros)

Ducati 848 Evo Corse SE

drive 
Two-cylinder 90-degree V-engine, four valves / cylinder, 96 kW (131 PS) at 10,500 rpm *, 98 Nm at 9750 rpm *, 849 cm³, bore / stroke: 94.0 / 61.2 mm, compression ratio: 13.2: 1, ignition / injection system, 60 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain, traction control

landing gear 
Steel tubular space frame, steering head angle: 65.7 degrees, caster: 97 mm, wheelbase: 1430 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 127/120 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: Pirelli Diablo Supercorsa "SP", 330 mm double disc brakes with four-piston fixed calipers at the front, 245 -mm single disc with two-piston fixed caliper at the rear

measurements and weight 
Length / width / height: 2080/780/1100 mm, seat / handlebar height: 820/850 mm, handlebar width: 670 mm, 196 kg fully fueled, v./h .: 49.6 / 50.4%

Rear wheel power in last gear 
92.5 kW (126 PS) at 260 km / h

consumption 
Fuel type: Super unleaded. Average test consumption: 5.8 liters / 100 km, tank capacity 14.5 liters, range: 250 km

Base price 
15,350 euros (plus additional costs)

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Ducati 848 Evo Corse SE.

Suzuki GSX-R 750

drive 
Four-cylinder in-line engine, 4 valves / cylinder, 110 kW (150 PS) at 13,200 / min *, 86 Nm at 11,200 / min *, 750 cm³, bore / stroke: 70.0 / 48.7 mm, compression ratio: 12, 5: 1, ignition / injection system, 42 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain

landing gear 
Light metal bridge frame, steering head angle: 66.5 degrees, caster: 97 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 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, initial tires: Bridgestone BT 016 "G", 310 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

measurements and weight 
Length / width / height: 2040/820/1140 mm, seat / handlebar height: 805/845 mm, handlebar width: 635 mm, 194 kg fully fueled, v./h .: 52.6 / 47.4%

Rear wheel power in last gear 
95 kW (129 PS) at 251 km / h

consumption 
Fuel type: Super unleaded. Average test consumption: 5.6 liters / 100 km, tank capacity 17 liters, range: 300 km

Base price 
13,140 euros (plus additional costs)

Triumph Daytona 675

drive 
Three-cylinder in-line engine, 4 valves / cylinder, 92 kW (125 PS) at 12,600 / min *, 72 Nm at 11,700 / min *, 675 cm³, bore / stroke: 74.0 / 52.3 mm, compression ratio: 12, 65: 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, chain

landing gear 
Light alloy bridge frame, steering head angle: 66.1 degrees, caster: 89 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 110/130 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: Pirelli Diablo Supercorsa "SP", 308 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.

measurements and weight 
Length / width / height: 2047/796/1100 mm, seat / handlebar height: 830/845 mm, handlebar width: 660 mm, 191 kg fully fueled, v./h .: 51.8 / 48.2%

Rear wheel power in last gear
82 kW (111 PS) at 230 km / h

consumption 
Fuel type: Super unleaded. Average test consumption: 6.1 liters / 100 km, tank capacity 17.4 liters, range: 280 km

Base price 
11,490 euros (plus additional costs)

* Manufacturer information

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