Comparative test of athletes against naked bikes

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Comparative test of athletes against naked bikes

Comparison test of athletes against naked bikes

Family twist: athletes versus naked bikes

They come from one family and yet they are worlds apart. The question arises: which concept is more fun in real motorcycle life: naked bikes or super athletes?

E.The well-known advertising slogan gets to the point: It depends on what you make of it. This applies to concrete as well as to motorcycles. All the more if this freedom of design concerns the super sports engines and thus the culmination of technical advancement in the two-wheeler industry. Because the well-trained athletes’ hearts do not only pulsate behind tightly cut disguises, but ?? as an organ donation? also uncovered in siblingly connected naked bikes. There, however, the character is adapted, with pressure from the lower speed range instead of exorbitant top performance, with an upright seating position instead of a streamlined posture and at more moderate prices on top of that. Maybe even more fun than the sports department where it really matters in motorcycling life, namely on winding country roads, the purist relatives?

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Comparative test of athletes against naked bikes

Comparative test of athletes against naked bikes
Family twist: athletes versus naked bikes

BMW HP2 Megamoto versus HP2 Sport

You are spoiled for choice: disguised or naked?

Bavaria and cosiness ?? this connection seems to be a thing of the past. But no, they still exist. But right now the Bavarians are building a kind of parallel universe, far away from the rational white-blue solar system. With the sports enduro G 450 X or the four-cylinder superbike S 1000 RR, visions of the future already have a clearly defined shape. And even the present amazed? if the boxer recipe is presented as appetizingly as in the high-performance line. In fact, the HP2 Sport presented this year, in favor of which the sportiest Bavarian woman to date, the R 1200 S, has been removed from the range, is pushing the boxer’s limits anew: 133 PS ?? There has never been a stronger street-legal flat twin bike. On top of that, nothing more inspiring. Front fairing and rear in carbon, shift assistant, sport ABS, forged wheels, great milled parts without end ?? a poem. However: Almost 23,000 euros is a considerable sum.

That’s at least five grand more than the one presented last year and, at a good 18,000 euros, also not cheap Megamoto. Although it shines with less glamor, it sends a clear message: What does not directly serve the appearance in the winding curve, remains away. So on-board computer gone, paneling gone, passenger footrests only as an option. Yes, even the Telelever, a controversial BMW creed in sports circles, with which the HP2 Sport still comes up? path. Only one thing was added for the 2008 model year: an ABS.

The Megamoto benefits from this concentration on the essentials from the first moment of riding out with the HP2 Sport. Whereby it is not only the upright seating position and the generous feeling of space associated with its lush dimensions with which the Megamoto scores. Above all, it convinces with its confidence-inspiring suspension setup. The spring elements give crystal-clear feedback and still offer enough comfort. The handling fits, and the short gear ratio makes the 113 hp boxer alive.

The tighter it gets, the more sweat pearls on the sportsman’s forehead. It’s not the seat position, after all, the HP2 Sport has by far the most generous ergonomics ?? in other words, the largest distances between the handlebar halves, footrests and bench of all four athletes in the test field. Occasional swallowing in the lower speed range, somewhat stubborn turning in and the familiar indifferent feeling for the Telelever-guided front wheel together with the difficult-to-dose, snappy brakes make sprinting in narrow terrain more difficult. And even measurable. In the slalom of the top test course, the HP2 Sport was the only one of the four sports bikes to lag behind its bare sister.

Of course: the more open the terrain, the more water the athlete receives. Then it impresses with the objective arguments of pure performance and revving. Or with the enthusiasm for the clutch-free upshifting with the shift assistant, the smooth straight-line stability, the good wind protection and the ?? like in the Megamoto ?? very sporty ABS. In these moments, the HP2 Sport no longer resents the fact that there is no space for a passenger on the carbon fiber rear. Which in the 1000-point ranking of MOTORRAD (page 27) brings her the next defeat against her sister. Unfair? Yes and no. Because this result definitely reflects one thing: Despite all the nobility of the HP2 Sport, its high-heeled sister remains the more homogeneous motorcycle. It is the cheaper and more universal anyway.

Honda CB 1000 R versus Fireblade

Exciting duel: Fireblade versus Honda CB 1000 R.

If the world’s largest motorcycle manufacturer does something, it does it right. At least most. In terms of naked and sport bike collections, Honda is attacking both fronts this model year. For the sports fans there is a brand new Fireblade ?? And what a: completely new, now shorter-stroke engine with thin-walled camshafts, titanium intake valves, low-settlement exhaust, even tighter trim and slimmer rear frame, sportier-tuned suspension elements and a strictly adhered to diet for frame, engine and every little one Detail. That fits: Victory in the comparison test of the 1000 super sports car (MOTORRAD 6/2008).

But as spectacular as the sports coup is, it would almost have been sidelined by the hype surrounding the brand new one, the CB 1000 R. A street fighter so radical that one would not have expected from Honda. Aggressive front, minimal rear and a single-sided swing arm that allows the exhaust to be guided past the rear wheel by a hair’s breadth. Plus the 2007 Fireblade engine with CBF 1000 cylinder head, modified timing, ducts and modified air filter box. Everything put together so skillfully and compactly that the first delivery of Honda’s new macho bike was already sold out in advance. hats off.

And yet it is a Honda, this CB. After just a few meters, it shows the soft core behind its hard shell. At most, it irritates you with your very far forward, front-wheel-oriented seating position to angry pace, only to take it back immediately afterwards. The four-cylinder purrs silky smooth, quietly, thoroughly cultivated, lets you ?? if it has to be ?? Roll through villages in the sixth, then pull up without holes. The bad boy feeling, however, does not arise. It takes something tasty, pulling the cable. Then measured 123 PS pull on the chain, transforming the Nackedei, produced entirely in Italy, from a pious lamb into a wild goat. Then the CB eagerly pumps itself through the suspension travel on bumpy terrain, swings around the steering axis and rattles over the asphalt with the far too long fearful nipples giving an early warning. Clutch, gearshift, all of that slip. Only the pressure point of the brakes could be a bit harder, their controllability a shade better. And the test machine did not yet have an ABS (surcharge 600 euros). That’s only available these days with said first delivery. Whereby the whining is at a high level. Is it allowed?

Yes, if you are willing to add another 3700 euros for the almost 14,000 euros expensive Fireblade. For this, ABS is not even available on request, but no longer moaning. Finally, the monoblock brake calipers bite violently, stabbing the wiry 200-kilo athlete around every bend with millimeter precision, dampening the fork and shock absorber smoothly and waiting a test bench-certified 173 hp for the marching order. You catapult the Fire Blade in time-lapse dimensions? and often with the front wheel unintentionally raised ?? forward. It couldn’t be more precise, more efficient and more impressive. The Fireblade deliberately ignores even the torque advantage of the CB 1000 R, which is almost 7000 rpm, and is subjectively hardly more cautious in this area than the CB propellant. However: no service without consideration. The suspension comfort turned out to be mediocre, the seating position with extremely acute knee angles, deep handlebar stumps and a compact tank-seat combination also demanded a clear commitment to sport from the driver. Especially from the accompanying staff. The seat cushion is just enough for the common journey to the next bus stop.

In return, the Blade leaves its slightly plump sister at 220 kilograms wherever and whenever. On the highway anyway and just as easily on the country road. That’s it, period.

KTM 990 Super Duke R versus 1190 RC8

Fiery duo: KTM 990 Super Duke R and 1190 RC8.

It’s like this: It is precisely with this attitude that KTM has made a name for itself. Because if you love compromises and are looking for the universal, you will find it easier elsewhere. A KTM is either accepted as it is or not at all. In the recent past, the Austrians have added a clear sense of reason to their model range. Bikes such as the 990 supermoto are even suitable for a weekend tour for two. Was that too much of the bourgeois virtues? It seems so. Because what is currently rolling out of the halls in Mattighofen is doing it with the sleeves rolled up. The youngest offspring: the 990 Super Duke R. With a lighter crankshaft than the basic model, enlarged by three to 41 millimeters and ?? Thanks to Titan ?? nevertheless lighter inlet valves and throttle valves enlarged to 52 millimeters in diameter.

That’s enough for an impressive 133 hp on the test bench (990 Super Duke: 121 hp). Everything around it is as elegant as it is inspiring: radially hinged brake calipers including radial pumps on the brakes and clutch fittings, forged wheels, steering dampers, fully adjustable spring elements from WP Suspension. It can’t be cheap. At around 14,000 euros, it’s actually quite expensive. Of all naked bikes, the R keeps the price gap at 1750 euros compared to its sports counterpart the smallest: the 1190 RC8 costs 15,795 euros.

Is that why the Duke thinks she can behave so eccentrically? In any case, the 990 doesn’t think much of a cultivated demeanor. Nothing at all, to be precise. There is a loud thud from the stainless steel silencers, the left hand has to pull firmly on the clutch lever. On the other hand, after a short chopping below 3000 rpm, things are going tremendously. Throttle valve open, front wheel up ?? two things that belong together in this nude athlete. He is drawn to every curve with power. Brake hard, bend hard, accelerate hard? that’s exactly what the Super Duke R demands. Roll around? No thanks. Then it becomes wobbly, jerks through the curve with an unduly gruff throttle response. Bumpy slopes only make things worse. Not because of the spring elements. Although they are tight, but offer crystal-clear feedback. It is this outrageously uncomfortable, wafer-thin seat cushion that nobody can stand outside of the smoothly rolled racetrack asphalt for long and that decimates the potential clientele of the Super Duke R on the first test drive. No coincidence, she wants it that way.

In comparison, the 1190 RC8, as a super sports car, certainly the model policy milestone in the KTM company history, behaves almost like a kitten. Skillfully mixes the genes of an extreme athlete with the stylish appearance of a gentleman. The seating position alone makes them likeable. Less crouched and less compressed than on the Fireblade, it sits on the KTM. And yet sporty enough. Special wishes? No problem. The positions of footrests, levers, and even the height of the rear frame and the push rod of the shock absorber can be adjusted in a flash. Steering damper, radial brakes, elegant fittings, informative dashboard ?? everything series. Likewise the aggressive look, the squeaky clean finish, the tidy underfloor exhaust and the trademark of all KTM street models, the filigree tubular space frame. And the strength of a big heart. With a displacement of 1150 cm³ (990 Super Duke R: 999 cm³), the RC8 clarifies the pecking order internally. Moments when ?? as happened with the BMW and Honda pairing ?? The performance curve of the sports bike does not have to submit to the punch of the naked bike unit. The RC8 is the boss, that’s it.

She behaves like that too. Pushes like the devil, bites into every curve fantastically safe, can be easily thrown into an inclined position and brakes like a ship’s anchor. She can do everything, she does everything, almost everything pleases with her. And what not? Tight rumble slopes, the rear suspension got too hard and the throttle response too rough. Or the clutch, which does not always separate properly when the vehicle is stationary. The rest fits? and excellent. That is enough for second place in the two-cylinder Supersport comparative test in MOTORRAD 10/2008 and to outrun the extremely capricious Super Duke R in the handling course. Which, despite all its handiness, power and high-end equipment, has to pay tribute to its extreme disposition there and especially in real life.

Triumph Street Triple versus Daytona 675

Contrast program: Triumph Street Triple versus Daytona 675.

Triumph handles the parallel companies in-house in a completely different way than the competition. Obviously deliberately does not position the Street Triple at eye level with the super sports car. The frame and swing arm were taken over almost unchanged, the power only reduced by a nominal 17 to 106 hp through a new mapping with changed timing. Saving was made on the brakes (two-piston floating caliper instead of four-piston fixed caliper) and the spring elements, which can be adjusted in the spring preload, but not in the damping as with the Daytona. The downgrade has a clear effect ?? Luckily ?? only at the price: 7600 euros.

The Street Triple itself didn’t do any harm to the technical bloodletting. Because the brake still only has a slightly less clearly defined pressure point, the spring rates on fork and shock absorber ?? not that undesirable for country roads ?? be a tad too comfortable. So the driver can only benefit and rave about the Daytona legacy: from the impressively good manners of the 675 three-cylinder. From its brilliant acceleration from idle speed, not only for this displacement class, its inspiring smoothness and of course the exciting, throaty sound of the three-cylinder. Anyway, from the handiness created by the 190 kilogram weight, short wheelbase and relaxed seating position.

One would think that it will be tight for the 3000 euro Daytona. And feels literally confirmed, at least when it comes to sitting position. Hardly any other sports motorcycle clamps its rider so tightly between the low-mounted handlebar stubs, footrests and seat cushions. But that’s it for the criticism. Otherwise the Daytona only saddles on top. Pushes real 118 hp peak power without giving a single horse to it in the speed range, turns tremendously, offers on the suspension side not only acceptable comfort, but also significantly more damping reserves, doesn’t weigh a gram anymore, brakes even more efficiently ?? and therefore dives before the Street Triple and all other test candidates from the handling course.

Result: 3: 1 for the athletes. Especially under the aspects on which the focus was placed in this comparison ?? Handling, starting, highway efficiency ?? the result is surprising. Especially since the BMW HP2 Sport with a two-person registration underlay her naked partner in the hunt for the times would have moved up in the 1000-point ranking. The reason why the sports faction ultimately dominates is obvious: The super athletes are still the spearhead of motorcycle development. What is technically sensible and feasible is demonstrated with super athletes. In the case of naked bikes, calculations are made instead.

Data BMW HP2 Megamoto

The BMW HP2 Megamoto takes over the sporty ABS from the HP2 Sport.

engine
Air / oil-cooled two-cylinder four-stroke boxer engine, ohc, four valves, injection, Ø 47 mm, six-speed gearbox, cardan shaft, bore x stroke 101.0 x 73.0 mm, displacement 1170 cm³
Rated output 83.0 kW (113 hp) at 7500 rpm
Max. Torque 115 Nm at 6000 rpm

landing gear
Tubular space frame, upside-down fork, Ø 45 mm, two-jointed single-sided swing arm made of aluminum, tires 120/70 ZR 17; 180/55 ZR 17

Wheelbase 1610 mm, spring travel 160/160 mm, seat height * 860 890 mm, tank capacity 13.0 liters, country road consumption * 4.6 l / 100 km

price Test motorcycle 18,245 euros (including ABS, 915 euros), additional costs around 264 euros

* MOTORCYCLE measurements

Data BMW HP2 Sport

Nice and fast: BMW HP2 Sport.

engine
Air / oil-cooled two-cylinder four-stroke boxer engine, dohc, four valves, injection, Ø 52 mm, six-speed gearbox, cardan shaft, bore x stroke 101.0 x 73.0 mm, displacement 1170 cm³
Rated output 97.8 kW (133 hp) at 8750 rpm
Max. Torque 115 Nm at 6000 rpm

landing gear
Load-bearing motor-gear unit, telescopic fork, Ø 41 mm, two-jointed single-sided swing arm made of aluminum, tires 120/70 ZR 17; 190/55 ZR 17

Wheelbase 1487 mm, spring travel v / h 105/120 mm, seat height * 830 mm, tank capacity 16.0 liters, country road consumption * 5.3 l / 100 km

price Test motorcycle 22,515 euros (including ABS, 915 euros), additional costs around 264 euros

* MOTORCYCLE measurements

Data Honda CB 1000 R

The naked sister of the Fireblade: Honda CB 1000 R.

engine
Water-cooled four-cylinder four-stroke in-line engine, dohc, four valves, injection, Ø 36 mm, six-speed gearbox, O-ring chain, bore x stroke 75.0 x 56.5 mm, displacement 998 cm³
Rated output 92.0 kW (125 PS) at 10,000 rpm
Max. Torque 99 Nm at 7750 rpm

landing gear
Central tubular frame made of aluminum, upside-down fork, Ø 43 mm, single-sided swing arm made of aluminum, tires 120/70 ZR 17; 180/55 ZR 17

Wheelbase 1445 mm, spring travel f / h 120/128 mm, seat height * 830 mm, tank capacity 17.0 liters, highway consumption * 5.2 l / 100 km

price 10,090 euros, additional costs around 170 euros

* MOTORCYCLE measurements

Data Honda Fireblade


Artist

Thoroughbred racer: Honda Fireblade.

engine
Water-cooled four-cylinder four-stroke in-line engine, dohc, four valves, injection, Ø 46 mm, six-speed gearbox, O-ring chain, bore x stroke 76.0 x 55.1 mm, displacement 1000 cm³
Rated output 130.7 kW (178 hp) at 12,000 rpm
Max. Torque 112 Nm at 8500 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, two-sided swing arm made of aluminum, tires 120/70 ZR 17; 190/50 ZR 17

Wheelbase 1410 mm, spring travel v / h 120/135 mm, seat height * 830 mm, tank capacity 17.7 liters, country road consumption * 5.1 l / 100 km

price 13,760 euros, additional costs around 170 euros

* MOTORCYCLE measurements

Data KTM 990 Super Duke R


Artist

The youngest offspring from KTM: 990 Super Duke R.

engine
Water-cooled two-cylinder four-stroke 75-degree V-engine, dohc, four valves, injection, Ø 48 mm, six-speed gearbox, X-ring chain, bore x stroke 101.0 x 62.4 mm, displacement 1000 cm³
Rated output 97.0 kW (132 hp) at 10,000 rpm
Max. Torque 102 Nm at 8000 rpm

landing gear
Tubular steel frame, upside-down fork, Ø 48 mm, two-arm swing arm made of aluminum, tires 120/70 ZR 17; 180/55 ZR 17

Wheelbase 1450 mm, suspension travel f / h 135/150 mm, seat height * 870 mm, tank capacity 18.5 liters, country road consumption * 5.8 l / 100 km

price 13,795 euros, additional costs around 250 euros

* MOTORCYCLE measurements

Data KTM 1190 RC8

Sports freak: KTM 1190 RC8.

engine
Water-cooled two-cylinder four-stroke 75-degree V-engine, dohc, four valves, injection, Ø 52 mm, six-speed gearbox, O-ring chain, bore x stroke 103.0 x 69.0 mm, displacement 1150 cm³
Rated output 113.8 kW (155 PS) at 10,000 rpm
Max. Torque 120 Nm at 8000 rpm

landing gear
Tubular steel frame, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, tires 120/70 ZR 17; 190/55 ZR 17

Wheelbase 1430 mm, spring travel f / h 120/125 mm, seat height * 805 825 mm, tank capacity 16.5 liters, country road consumption * 5.5 l / 100 km

price 15 595 euros, additional costs around 250 euros

* MOTORCYCLE measurements

Data Triumph Daytona 675

Sportsman: Daytona 675.

engine
Water-cooled three-cylinder four-stroke in-line engine, dohc, four valves, injection, Ø 44 mm, six-speed gearbox, O-ring chain, bore x stroke 74.0 x 52.3 mm, displacement 675 cm³
Rated output 90.4 kW (123 hp) at 12500 rpm
Max. Torque 72 Nm at 11750 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, two-sided swing arm made of aluminum, tires 120/70 ZR 17; 180/55 ZR 17

Wheelbase 1392 mm, spring travel v / h 110/130 mm, seat height * 840 mm, tank capacity 17.4 liters, country road consumption * 5.6 l / 100 km

price 10,440 euros, additional costs around 250 euros

* MOTORCYCLE measurements

Data Triumph Street Triple

Lively: Triumph Street Triple.

engine
Water-cooled three-cylinder four-stroke in-line engine, dohc, four valves, injection, Ø 44 mm, six-speed gearbox, O-ring chain, bore x stroke 74.0 x 52.3 mm, displacement 675 cm³
Rated output 78.0 kW (106 hp) at 11700 rpm
Max. Torque 68 Nm at 9200 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, two-sided swing arm made of aluminum, tires 120/70 ZR 17; 180/55 ZR 17

Wheelbase 1395 mm, spring travel v / h 120/126 mm, seat height * 830 mm, tank capacity 17.4 liters, country road consumption * 5.0 l / 100 km

price 7,350 euros, additional costs around 250 euros

* MOTORCYCLE measurements

MOTORCYCLE conclusion

BMW
Small cause, big effect? the lack of two-person approval costs the HP2 Sport many points and victory in the family duel. Still: great technology, great bike ?? Incidentally, also the Megamoto.

Honda
The best of all current superbikes doesn’t have to fear its own sister. Nevertheless, the brand new CB 1000 R is also convincing? with smooth running, a powerful motor and a fresh look.

KTM
Refreshing irrationality has a successful tradition at KTM. But the Super Duke R clearly takes too much out of it. The RC8 is the better bike in every way? and still unreasonable enough.

triumph
An almost perfect naked bike can give in to a super athlete? if it is even more convincing. Both are true. Daytona 675 or Street Triple? Triumph can do it.

Comments MOTORCYCLE scoring

engine
4: 0 for the athletes
The engines of the naked bikes cannot compete with the concentrated power of the sports engines. In favor of better drivability, the uncovered forego top performance in all four pairings. The associated goal of superior torque at low revs, however, is only achieved by Honda. Up to 6500 rpm (see diagram on page 19) the drive of the CB 1000 R is superior to the Fireblade unit.

landing gear
3: 1 for the athletes
When it comes to chassis quality, the manufacturers do not spoil themselves with the model athletes. High-quality spring elements and elaborately coordinated chassis geometries clearly have an effect. The fact that the expensive BMW HP2 Sport has to rank behind the Megamoto in this respect is mainly due to the lack of two-person registration.

everyday life
1: 3 for the naked bikes
In particular, the good ergonomics due to the upright sitting position bring the Nackedeis points, even if the lead is eroded by the concept-related lack of wind protection. The exception this time is KTM. With a two-person registration, the Super Duke R would have pushed ahead of the RC8.

security
2-2 draw
Honda ?? albeit close? and KTM hold the sports flag high in front of the undisguised models. The BMW HP2 Sport fails with the brake metering, the Triumph Daytona 675 costs the braking behavior with pillion the family-internal victory.

costs
1: 3 for the naked bikes
The hour of the cheap nakeds. With the exception of the KTM, the athletes are more expensive in terms of both inspection and maintenance costs.

MOTORCYCLE test course

This is what the two handling courses in the MOTORRAD top test look like. Lean angle, tire grip, handiness and load change behavior can be assessed on this course. The subjective impressions are underpinned by the lap times. The values ​​given below result from the addition of the times in slow and fast slalom. Pole position goes to the Triumph Daytona 675, the red lantern is held by the Honda CB 1000 R..

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