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- Displacement instead of fairing: large naked bikes in comparison
- Comparison test: Large displacement naked bikes part 1
- Comparison test: Large displacement naked bikes part 2
- PS judgment / measured values
37 photos
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In comparison: Benelli TnT 160 R, Honda CB 1000 R, MV Agusta Brutale 1090 RR and Triumph Speed Triple.
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In the test: Benelli TnT 160 R.
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Comparative test: large-displacement naked bikes.
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The mapping of the TnT can be switched with a button (bottom left).
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The combination of wave discs and Brembo pliers works great. An ABS is missing.
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Exhaust of the Benelli TnT 160 R.
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In the test field, the Benelli TnT 160 R brings up the rear.
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The rattling dry clutch of the Benelli is protected by carbon.
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The Benelli is the only one in the test field that does not have a single-sided swing arm. The eccentric compensates.
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Not for shadow parkers and warm showerers: Benelli TnT 160 R.
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Comparative test: large displacement naked bikes.
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In the test: Honda CB 1000 R.
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Comparative test: large displacement naked bikes.
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A special design element of the Honda CB 1000 R is the minimalist cockpit.
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The fork and shock absorber on the Honda CB 1000 R are very comfortably matched.
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Honda CB 1000 R and Triumph Speed Triple share second place.
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The extra long fear nipples disrupt the otherwise sporty look of the naked Honda.
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Not bad for a Japanese: the rear wheel rim of the Honda CB 1000 R is a real eye-catcher.
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Honda CB 1000 R: It’s nice when being good is so much fun.
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Comparative test: large displacement naked bikes.
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In the test: MV Agusta Brutale 1090 RR.
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Comparative test: large-displacement naked bikes.
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The cockpit of the MV Agusta Brutale 1090 RR offers a lot of information, but is difficult to read in sunlight.
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With the MV Agusta Brutale 1090 RR, the fork and shock absorber still have reserves, thanks to the sporty, taut coordination, even when driving quickly.
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Filigree forged rim served on a chic single-sided swing arm. Just one of the delicacies on the MV Agusta Brutale 1090 RR.
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The test winner: MV Agusta Brutale 1090 RR
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The MV Agusta Brutale 1090 RR was the only bike in the test to have a steering damper.
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Beautiful Italian with almost no weaknesses: MV Agusta Brutale 1090 RR.
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Comparative test: large-displacement naked bikes.
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In the test: Triumph Speed Triple.
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Comparative test: large displacement naked bikes.
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The tachometer with its integrated info lights dominates the Speedy cockpit.
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The chassis of the Triumph Speed Triple offers clean responsiveness, good feedback and sufficient reserves.
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The Triumph Speed Triple took second place in the test behind the MV Agusta Brutale 1090 RR.
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The Triumph Speed Triple has a dipstick instead of an oil sight glass.
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Trademarks interpreted in a contemporary way: The rear wheel rim now has a 190 tire.
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In the PS 02/2011 test winner, the Triumph Speed Triple shares second place with the Honda CB 1000 R in a comparison of the large-displacement naked bikes.
Comparative test: large displacement naked bikes
Displacement instead of fairing: large naked bikes in comparison
Content of
After a splendid debut, the Speed Triple faces the competition again. Can she prevail in the fight for the naked bike crown against Benelli TnT 160 R, Honda CB 1000 R and MV Agusta Brutale 1090 RR?
Comparison test: Large displacement naked bikes part 1
The first warm rays of the sun herald spring and wake the biker in the man from his hibernation. Time to mothball reason and indulge in the good things in life.
And the Benelli TnT 160 R, Honda’s CB 1000 R, the new Triumph Speed Triple and MV’s naked bike have beautiful sides B.rutal 1090 RR more than enough to offer. Even while standing, the four pamper the beholder’s eyes.
Truss instead of single swing arm: the Benelli TnT 160 R.
Benelli TnT 160 R
The Benelli catches the eye: it is the only bike in the test that carries its rear wheel between a tubular frame instead of a single swing arm. The rest of the Italian also presents itself independently. Striking underseat muffler, aggressive front mask in an insect look, the two side-mounted coolers, hidden behind sweeping plastic hoods: enjoyment in a very special way. Does the thing drive as wild as it looks? Try out!
The sitting position does not meet expectations. Surprisingly comfortable, with a relaxed knee angle, the Benelli welcomes its pilot, only the hard seat cushion gives a hint of evil. The pressure on the start button. Angry, the Benelli barks briefly at the pilot several times and nervously rattles the dry clutch before its 1131 cubic centimeter in-line three-cylinder finally comes to life.
Harsh the clutch: stiff and with a hard-to-feel drag point, requires concentration when starting up. The speed needle passes the 3000 mark. A quick pull on the throttle – gentlemen, this girl has a temper! With the force of a hungry tigress, the TnT dives forward, snorkels, snorts and pulls the rider’s arms out. Getting to know each other slowly? Nothing! The Benelli goes straight to the point. Only at 8500 rpm does the impetuous forward thrust dry up somewhat.
The everyday qualities suffer from the spirited coordination of the triple. The engine jerks noticeably below 3000 rpm, and the significant load changes are also disturbing.
The brake fits into the picture. The mix of radial pump, wave discs and Brembo pliers is sporty and aggressive, but can be dosed very well. Shadow parkers and warm showerers may miss an ABS, but for this clientele the Benelli is the wrong choice anyway. Despite the sporty brakes, the Benelli cannot easily be decelerated with pinpoint accuracy. The rear wheel rattles when braking and sometimes messes up the turning point.
The fork also gets problems when anchoring hard on nasty bumps. Despite tight coordination, the TnT fork then hits through. On the other hand, the wild Italian feels right at home on smoothly ironed slopes. It rushes stoically through wide arches, lies full and provides transparent feedback thanks to the sporty spring elements. You can forgive her that she needs a little pull on the wide handlebars when entering and exiting corners in order to stay on course – despite the easy-to-use Michelin Pilot Power.
Sit on it, feel good, drive off: The Honda CB 1000 R.
Honda CB 1000 R.
The CB 1000 R is the complete opposite. With a cheeky, appealing appearance, but without really falling out of the ordinary, it suits everyone. Just a Honda.
Sit on it, feel good, drive off. Everything goes without saying, everything looks familiar right away. The power unfolds almost linearly, which makes the CB appear rather weak compared to the fiery Benelli in the speed basement. From a purely metrological point of view, the torque values are better than with the much more powerful Benelli thanks to the short gear ratio.
With a jagged driving style, high speeds are therefore required – which the Japanese hondalike does not acknowledge with clearly noticeable vibrations. When it comes to load changes, the Honda vest is also not pure. The Honda accelerates with a clear jolt. The response behavior is exemplary. The Honda converts every turn of the throttle into propulsion.
However, the real strength of the CB is the curve dance. It can be thrown effortlessly from one lean angle to the next, swirls through tight alternating curves as nimble as a 600 and playfully follows any direction your driver wishes to take. Responsible for this surprisingly agile handling is primarily the 180 mm rear tire, which is narrower than the competition.
When cornering too hard, the somewhat softly tuned chassis slows down the pilot’s sporty enthusiasm again. The fork and shock absorber are very comfortably matched. In conjunction with the soft seat bench, the driver enjoys sofa-like comfort on nasty bumpy stretches, but the Honda is extremely active. With hard bumps in an inclined position, the long fear nipples of the notches mounted quite far in front and at the top also come into play. The feedback also suffers from the soft coordination. The CB only provides its rider with very watered information about the grip conditions on the somewhat antiquated Bridgestone BT 015.
However, at least when braking, this is not a problem. The ABS works very well, regulates late and reliably protects against sneaky front wheel slips. Finely dosed, the CB can be compressed perfectly and precisely on the country road. It’s nice when being good is so much fun.
Comparison test: Large displacement naked bikes part 2
37 photos
Images: Comparative test: large displacement naked bikes
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Seductive and beautiful: the MV Agusta Brutale 1090 RR.
MV Agusta Brutale 1090 RR
The brutal is again of a completely different kind. Seductive, beautiful and above all processing doubts, she welcomes the pilot, proudly shows her distinctive shapes and enjoys the view of her beautiful details. And the Italian has plenty of them. Starting with the wonderfully organically designed single-sided swing arm, via the eccentric adjustable foot lever to the elegant forged wheels. Even while standing, you fall hopelessly for the Italian.
The MV also has the pilot under control ergonomically. With notches far in front and at the top and a handlebar positioned close to the body, it keeps your pilot compact, but still gives him enough freedom of movement.
Pressing the start button wakes up the powerful four-cylinder. From the very first few meters, it becomes clear what kind of temperament this piece of Italian motorcycle engineering is all about. The Brutale hangs on the accelerator with extreme eagerness, slipping elegantly onto the rear wheel in first gear at the slightest turn of the gas. Wow! This girl has to be handled carefully. Because even in second gear, the front wheel still rises into the air. This pressure from the low revs is simply brutal. So this machine can only be called Brutale.
This enormous power generates brilliant pulling power: from 50 to 150 km / h the MV Agusta needs just a good seven seconds in sixth gear. Any questions? Even the nominally eleven hp (on the test bench there were seven) stronger Benelli keeps the MV in check thanks to the shorter gear ratio. Fortunately, the four-cylinder does not let up really tough and fires linearly up to the limiter up the speed ladder. In view of this brilliant performance, one gladly accepts the rough engine running and the noticeable load changes. Whereby the MV has improved significantly compared to earlier test copies.
Like the engine, so is the chassis: only smiling testers’ faces under their helmets. Thanks to the sporty, tight set-up, the fork and shock absorber still have reserves even when driving very quickly and provide very good feedback. This is how sporty motorcycling is really fun. The handling is also convincing. Not with the lightness of a Honda CB 1000 R, but without great effort, the MV falls wonderfully neutrally into the curve, is well on course and cannot be diverted from the chosen direction when accelerating at the exit of the curve.
The Italian has a special treat on the brakes: it is the only bike in the test to have an anti-hopping clutch that gives the rear wheel a lot of grip and allows wonderful braking drifts. A lot of fun, which unfortunately is somewhat diminished by the mixed braking effect. While the MV stoppers bit their discs energetically on the first two pass laps, after a certain amount of time they seemed a bit toothless during hard braking maneuvers. But that’s also the beautiful Italian’s only weakness.
Bulging eyes and single-sided swingarm: The Triupmh Speed Triple.
Triumph Speed Triple
And the British? Completely overhauled for the 2011 season, it already showed what it can do in the first comparison test in PS 2/2011 and relegated the Kawasaki Z 1000 and the Ducati Streetfighter / S to their places. Will she succeed again in the current test field??
Visually, she still goes her own way – typically British. The eye-catching bulging eyes, the chic single-sided swing arm and the small butt have been recognizable features of a Speed Triple since the beginning of the model and radiate more the charm of a relaxed buddy than the flawless beauty of an MV Agusta Brutale. The sitting position was relaxed and easy. Sublime, with a sporty but comfortable knee angle, the triple driver sits enthroned, ready for new atrocities.
And the Speedy doesn’t take long to ask. Accompanied by this unique, horny three-cylinder sound, it burns off. Not quite as vehement as the Brutale, but always impressive. Up to 8000 rpm, the three-cylinder is really fun, but then it loses a bit of desire. Running smoothness and responsiveness are flawless, but noticeable load changes also annoy the triumph driver. The biggest annoyance of the Speedy drive turns out to be the wobbly gearbox. Especially when downshifting from third to second gear, the test motorcycle resisted with all its might and could only be forced to change gear with a lot of pressure on the gear lever.
The landing gear reconciles the Speedy and its pilot again. With a clean response, good feedback and sufficient reserves, the Triumph feels at home on asphalt fields as well as on well-developed roads. The Briton follows the targeted line with wonderful precision and does not stand up even on bumps in the slope. However, she doesn’t stay as stoic in fast corners as the tighter Italians and wants to be pushed into the corner with a little force at the corner entrance.
The ABS of the test motorcycle caused bigger problems. We already reported in the last comparison test of a hardening pressure point and a simultaneous decrease in the lag. However, if this phenomenon only occurred sporadically under extreme conditions at the time, this time it regularly caused uncertainty when braking. But even without this problem, the Triumph brake was not completely uncomplicated. The test Speedy’s brake lever had no free travel, which made it difficult to apply the brake. Hopefully an isolated case.
The triumph in this group test is only enough for second place, which it also has to share with the amazingly fast-driving Honda. The victory goes to the MV Agusta, whose powerful engine clearly outperforms the competitors and which otherwise hardly allows any weaknesses.
PS judgment / measured values
A close race for test victory between Benelli TnT 160 R, Honda CB 1000 R, MV Agusta Brutale 1090 RR and Triumph Speed Triple.
PS judgment
1st place: MV Agusta Brutale 1090 RR with 177 out of 250 points
With ultra-strong acceleration at low speeds and a first-class chassis, the MV pulls past the competition. In addition, it is beautiful and exclusive – but also expensive. MV just.
2nd place: Honda CB 1000 R with 170 out of 250 points
The Honda also lives up to the brand image and creeps into second place without any particular abnormalities or weaknesses.
2nd place: Triumph Speed Triple with 170 out of 250 points
The Triumph scores level with the CB 1000 R. With small changes to the wobbly gearbox and the idiosyncratic ABS, more would be possible. It’s still fun.
4th place: Benelli TnT 160 R with 153 of 250 points
A lot of pressure in the low revs, plus a tight chassis and a striking look: The TnT shines with the same attributes as the MV, but has some weaknesses in the details. The load changes are annoying, and she doesn’t really want to go around the corner.
archive
Engine speed in 1 / min x 1000, power on the crankshaft, measurement on Dynojet roller test bench.
To the measured values
The wavy torque curves of the two Italians are less disturbing when driving than on paper. The clear drop in the Benelli at 6000 rpm is hardly noticeable on the country road. The subjectively strong impression of the MV is confirmed by the very good pulling power.
The Triumph offers plenty of torque across the entire engine speed range. From 3500 rpm, it constantly presses over 100 Nm on the crankshaft. The Honda offers the least power, but delivers it wonderfully evenly and, thanks to the short gear ratio, comes in second when pulling through.
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Images: Comparative test: large displacement naked bikes
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Technical specifications
In PS 2/2011 the Triumph Speed Triple relegated Kawasaki and Ducati to the places – this time it has to give way to the MV Agusta Brutale 1090 RR.
MV Agusta Brutale 1090 RR
Drive:
Four-cylinder in-line engine, four valves / cylinder, 106 kW (144 PS) at 10 600 rpm *, 115 Nm at 8000 rpm *, 1078 cm³, bore / stroke: 79.0 / 55.0 mm, compression ratio: 13, 0: 1, ignition / injection system, 46 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain
Landing gear:
Steel tubular space frame, steering head angle: 65.0 degrees, caster: 103.5 mm, wheelbase: 1438 mm, upside-down fork, Ø fork inner tube: 50 mm, adjustable spring base, rebound and compression stage. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 130/120 mm
Test winner: The MV Agusta Brutale 1090 RR.
Wheels and brakes:
Forged light alloy wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, test tires: Dunlop Qualifier RR, 320 mm double disc brakes with four-piston fixed calipers at the front, 210- mm single disc with four-piston fixed caliper at the rear
Measurements and weight:
Length / width / height: 2009/850/1240 mm, seat / handlebar height: 830/1020 mm, handlebar width: 705 mm, 214 kg fully fueled, v./h .: 51/49%
Rear wheel power in last gear:
93 kW (127 PS) at 221 km / h **
Consumption:
Fuel type: Super unleaded. Average test consumption: 9.3 liters / 100 km, tank capacity 23.0 liters, range: 247 km
Base price:
18 500 euros (plus ancillary costs)
Honda CB 1000 R.
Drive:
Four-cylinder in-line engine,
four valves / cylinder, 92 kW (125 PS) at 10,000 / min *, 99 Nm at 7750 / min *, 998 cm³, bore / stroke: 75.0 / 56.5 mm, compression ratio: 11: 1, ignition – / injection system, 36 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain
Landing gear:
Light alloy central tube frame, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1445 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 120/133 mm
In second place: the Honda CB 1000 R.
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, test tires: Bridgestone BT 015 “L”, 310 mm double disc brakes with four-
Piston fixed calipers at the front, 256 mm single disc with two-piston floating caliper at the rear, C-ABS
Measurements and weight:
Length / width / height: 2113/800/1200 mm, seat / handlebar height: 830/1010 mm, handlebar width: 710 mm, 220 kg fully fueled, v./h .: 49.1 / 50.9%
Rear wheel power in last gear:
81 kW (110 PS) at 206 km / h **
Consumption:
Fuel type: normal. Average test consumption: 8.0 liters / 100 km, tank capacity 17 liters, range: 214 km
Base price:
11 390 euros (plus ancillary costs, special paintwork 100 euros)
Triumph Speed Triple
Drive:
Three-cylinder in-line engine, four valves / cylinder, 99 kW (135 PS) at 9400 / min *, 111 Nm at 7750 / min *, 1050 cm³, bore / stroke: 79.0 / 71.4 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, chain
Landing gear:
Light alloy bridge frame, steering head angle: 67.2 degrees, caster: 91 mm, wheelbase: 1435 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm
Also in second place: The Triumph Speed Triple.
Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, test tires: Metzeler Racetec K3, 320 mm double disc brakes with radially screwed four-piston fixed calipers at the front, 255 mm single disc with two-piston floating caliper at the rear
Measurements and weight:
Length / width / height: 2150/880/1230 mm, seat / handlebar height: 840/1020 mm, handlebar width: 730 mm, 221 kg fully fueled, v./h .: 50.0 / 50.0%
Rear wheel power in last gear:
92.5 kW (126 PS) at 240 km / h **
Consumption:
Fuel type: Super unleaded. Average test consumption: 7.5 liters / 100 km, tank capacity 17.5 liters, range: 233 km
Base price:
11 845 euros (plus ancillary costs)
Benelli TnT 160 R
Drive:
Three-cylinder in-line engine, four valves / cylinder, 114 kW (155 PS) at 10,300 / min *, 120 Nm at 8,000 / min *, 1131 cm³, bore / stroke: 88.0 / 62.0 mm, compression ratio: 11, 2: 1, ignition / injection system, 53 mm throttle valves, hydraulically operated dry clutch, six-speed gearbox, G-Kat, chain
Landing gear:
Steel tube / light metal bridge frame, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1443 mm, upside-down fork, Ø fork inner tube: 50 mm, adjustable spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression (high / low). Suspension travel front / rear: 120/115 mm
The red lantern in the test: The Benelli TnT 160 R.
Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, test tires: Michelin Pilot Power, 320 mm double disc brakes with radially screwed four-piston fixed calipers at the front, 240 mm single disc with double-piston floating caliper at the rear
Measurements and weight:
Length / width / height: 2113/800/1200 mm, seat / handlebar height: 820/1040 mm, handlebar width: 730 mm, 225 kg fully fueled, v./h .: 52.4 / 47.6%
Rear wheel power in last gear:
101 kW (138 PS) at 256 km / h **
Consumption:
Fuel type: Super unleaded. Average test consumption: 9.4 liters / 100 km, tank capacity 16 liters, range: 171 km
Base price:
14 490 Euro (plus ancillary costs)
* Manufacturer information ** PS measurement
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