Comparison test between the Honda VF 750 C and the Triumph 900 Adventurer


Comparison test, Honda VF 750 C, Triumph Adventurer 900

Honda VF 750 C versus Triumph 900 Adventurer

For space gliders there are English and Japanese cruisers, Top Fun instead of Top Gun?

Dependent employment relationships not only promise a regular salary, they also occasionally require you to jump over the top of your own shadow: for example, early on Monday morning – and it was cold on top of that – you should ask yourself the comparison of the Honda VF 750 C with the Triumph 900 Adventurer. A request that cannot be easily refused. Colleague Siggi Guttner, who was also asked to take part in the test, could not say no either, and so it happened that two more sporty, ambitious motorcyclists asked each other, somewhat perplexed, the question: What, if you please, is a cruiser?

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Comparison test between the Honda VF 750 C and the Triumph 900 Adventurer

Comparison test
Honda VF 750 C versus Triumph 900 Adventurer

VF 750 C smooth. The fork is even more sensitive than that of the Triumph and offers optimal comfort. The rear with two simple spring struts also hovers gently over every hump. The rebound damping alone could be stronger, because the rear beckons over long bumps. In addition: Motorized cruises seem to be a thing for lonesome sailors, because the Honda only has a meager pillion seat ready, with the Triumph this is even subject to a surcharge. There are also worlds between the two rivals in terms of driving stability. In bends with bumps, the Triumph begins to commute happily, constantly demanding course corrections.

The Honda, on the other hand, is stubbornly on the wind, tilting slightly around its longitudinal axis on bumps at most. In normal cruising it is of little importance, while the lesser known variant, speed cruising, has a lively life of its own, triumph. At 160 km / h it begins to commute frighteningly. In curves, even the most hardened fur seal takes off the gas. The Honda, on the other hand, pulls its course undeterred and even bumps with a swinging rear do not dissuade it. The Triumph, on the other hand, has clear advantages in terms of handiness.

 On the narrow, winding roads in the Vosges, it is clearly superior to the competition. It can be turned much more easily than the Honda, which demands more emphasis in tight corners and wants to take a wide curve. Of course, the different chassis designs take their toll here. In addition, the 125 millimeter wide Honda front tire makes turning unnecessarily difficult. The Adventurer is satisfied with a reasonable 103 millimeters. The different tire widths are also clearly noticeable when braking in an inclined position, because while the Triumph itself then only positions itself minimally, the Honda suddenly strikes up. The brakes, in turn, are very similar to one another, and the single-disc systems in the front wheel are completely sufficient to decelerate both motorcycles with moderate manual force. The pressure point and the dosage alone are more spongy on the Triumph. The rear systems support the front ones rather inconspicuously.

The drives are all the more different: even in terms of configuration, the three-cylinder in-line engine and the four-cylinder V clearly differ. But further: Although the triple, tamed by means of the balance shaft, vibrates only a little, the switch to the Honda surprises every time anew. Even comfort fetishists are delighted with the V-Vier, so cultivated it runs over the entire speed range. The two also differ in terms of performance. The 900 cc three-cylinder are plagued by major set-up problems in the lower speed range, it only takes on the gas properly from 5000 revs.

Especially at low engine speeds, the Triumph engine reacts most willingly when the throttle valves are not fully open. In the middle speed range, he then flexes his muscles, only to fall back into lethargy from 6500 revs. Despite the set-up weaknesses, it can pull away from the Honda, which is blessed with only three quarters of a liter displacement, in the lower speed range in the last gear, at higher speeds it catches up again. With an exemplary uniform power development without any dips, it turns up to the limit of almost 10,000 revolutions. If the driver uses the gearshift box, the excess power of 20 hp comes into play, and when fully committed, overtaking maneuvers become child’s play.

The Triumph then seems much tougher. Her gearbox also shifts clatter than that of the Honda. The drivetrain works less conspicuously in the Triumph because that of the Honda noticeably jerks in lower gears in stop-and-go traffic. It is slowly becoming clear that the MOTORRAD trial cruisers cannot be dazzled by gleaming chrome. So it shouldn’t be surprising if they also dislike the CEV instruments of the Triumph, which are not only visually but also functionally reminiscent of the English Smiths watches. The speedometer needle shakes up to 160 km / h, only to get stuck at this speed. Even the tachometer can only guess at the speed with insufficient damping and simply refuses to commit to a speed in the upper range. The Honda instruments give no reason for complaint.

On the other hand, the VFC 750 is annoying when you start driving with separate ignition and steering locks, and the choke is not very user-friendly on the carburettors. You only need the jump start for a short time, the warm-up phase of the Adventurer takes much longer at lower temperatures. Center stand for easier chain maintenance doesn’t seem cruiser-like. The low and high beam of the motorcycles illuminate the road properly, if not sensationally. The Triumph has slight advantages in terms of headlight range and strength, but it is clearly ahead in handling fuel. Depending on how you drive, it consumes up to one liter less. In addition, their tank volume allows a greater range, with the reserve allowing both motorcycles to travel around 65 kilometers on moderate journeys.

After all, the Triumph has a clear advantage when it comes to the environment. It alone has an uncontrolled catalytic converter which – judging by the blue-tarnished manifolds – quickly reaches its working temperature. A sea trip that is fun: Even after two days of cruising over the mandatory straights, but also through hundreds of narrow and wide bends, it was not to be expected that the two sporty testers would change banks. But they also didn’t send SOS. Much to the astonishment of their curious colleagues, they report that the Honda, with its relaxed seating posture and cultivated drive, induces even the sports driver to relax and glide, probably what is meant by cruising.

Due to ergonomic, drive and landing gear weaknesses, they refer the Triumph back to the shipyard. Don’t adjust properly. It just shows that everything really has to be done properly. Especially cruisers. Then they’re out again to cruise. On CBR and GSX.

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