Comparison test: large naked bikes

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Comparison test: large naked bikes
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motorcycles

Comparison test: large naked bikes

Comparison test: Large naked bikes, Ducati Monster S4, Kawasaki Z 1000, KTM 990 Super Duke R, Triumph Speed ​​Triple
Naked fun hammers

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Four of the most characterful nude actors on the planet are fighting for the title of the ultimate fun mobile. Two-, three- or four-cylinder: which concept stands out? Shows the brand new Kawasaki Z 1000 its adversaries the taillight?

Volkmar Jacob

02/13/2008

Party time! It is one of those comparative tests in which the air burns as soon as the candidates are announced: Triumph Speed ​​Triple, British nude queen and battle-hardened serial winner of numerous arguments; KTM 990 Super Duke, Austrian defensive bullet and fun beating par excellence; Ducati Monster S4R, the latest creation of the charismatic volume model from Bologna, Italy, and ?? last but not least ?? the latest expansion stage of the Kawasaki Z 1000, heir to the name of the glorious legend and representative of Nippon. They meet for a tough national battle.

Place of the event: LuK Driving Center, a locked driving safety center and cornering paradise near Baden-Baden in southern Germany. Special guest: Jo Bauer, stunt professional and full throttle supermoto driver, on the road in the Prestige Open class of the International German Championship. So the conditions are perfect, the show can begin. Jo grabs the kawa. A quick tug on the throttle, a slight pull on the handlebar, and the front wheel clicks ?? zack! ?? upwards. The stunt driver playfully holds the thousands on the rear wheel and loads through the gears. The Japanese woman’s easy-to-shift gear, her soft throttle response and the direct implementation of the throttle commands support such feats excellently. What is useful to the professional also pleases the normal. The linear power delivery is just great; neither sagging nor peaks in performance cloud the performance. Even when touring just above idle, the four-cylinder goes to work bravely and dashes evenly through the rev range. A shorter secondary gear ratio supports lazy cruising that Z 1000 but also loves turning gears with relish. The Z only powers above 9000 rpm with slightly braked foam, and the otherwise quite sophisticated drive starts to vibrate slightly at medium speeds. But there is no question about it: The engineers have done extremely well with the latest revision of the engine that already powered the ZX-9R and the Kawasaki modified for the 2003 Z 1000.

To get more pressure from the lower speed with the same displacement (953 cm3)
generate, the Japanese modified the cylinder head. Camshafts, timing and valve diameters are just as new as the diameter of the throttle valves. They shrank by 2 to 36 millimeters. A second, computer-controlled throttle valve enables the smooth load changes and new injectors for a finely atomized mixture. The engine’s electronic control unit received a program tailored to the changes. A more permeable exhaust system blows the exhaust gases into the open. According to Kawasaki, the drive now generates 125 hp (2 hp less than its predecessor) and 99 Nm of torque (plus 3 Nm).
Irritant topic of the Z 1000 exhaust. With many new bikes, the Euro 3 standard requires the viewer to have a certain aesthetic ability to suffer. The Kawa strains it quite a lot, because the massive blocks left and right disturb the stylish, biting line of the Z 1000. This starts with the front fender mount with sharp corners and edges and continues consistently and with attention to detail over the whole bike to the rear of the frame. Did the Japanese designers look to Austria for the design and color scheme? This is where the original comes from: the aggressively designed KTM 990 Super Duke. Pure aggressiveness on two wheels. The only thing about it are the rims. You hate them or you love them. There is nothing in between. Meanwhile, their phenomenal dynamics are undisputed. The engine alone: ​​a pure bundle of energy. You don’t notice that the revised KTM is nominally the weakest in the test field. She marches like hell. Just tap the throttle and off you go. Greedy, direct, spontaneous ?? the Super Duke hangs fantastically on the gas and sweeps through the engine speed range, which has been expanded by 500 rpm, as if unleashed. The much shorter final translation of the 2007 Super Duke sustainably supports their unbridled forward thrust. Due to the perfect interaction of all drive components, the KTM is a real whirlwind, it doesn’t know half-heartedness. It constantly tempts its pilot to always call up the full program.


Comparison test: large naked bikes


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New model and familiar look. Monster time.

The Euro 3 standard does not slow down the 990s. It still delivers 120 hp and has even improved its smoothness: the twin thuds pleasantly softly, and the shapely underseat exhaust emits a wonderful two-cylinder sound. In addition, a modified starter mechanism (can be retrofitted) and a special program prevent the ugly beating during the starting procedure known from the previous model. On top of that, the Austrian authorizes herself less fuel. Although it still pumps a decent dose of benzene juice through the jets at 8.1 liters per 100 kilometers, double-digit consumption seems to be a thing of the past. In combination with the fuel barrel, which has grown to 18.5 liters, the bike finally achieves ranges that are suitable for everyday use.

That’s what triumph is about Speed ​​triple never lacking. A decent tank volume and moderate drinking habits: There is no need for action here. The Speedy goes into the new model year with only minor changes to the engine. The catalytic converter migrated from the silencers into the riser pipe between the manifold and the mufflers, and the engine management system received a new mapping. Otherwise everything stayed the same. Unchanged, every turn of the throttle puts the pilot in a real ecstasy of joy. The velvety smooth running of the engine, the irresistible sound and the thrilling start ?? what an ingenious propellant. The Triumph already delivers its tremendous thrust from idling speed, and its revving ability knows hardly any limits. The diagram on page 21 shows the British woman’s motor superiority. Its performance curve clearly surpasses that of the competition; especially the huge mountain of torque in the lower speed range seems overwhelming. And yet there is something to complain about: The Triumph goes hard on the gas as always, and the gearbox could be smoother to shift. In addition, the short, crisp mufflers allow exhaust gases to reach the rear of the vehicle and penetrate the pilots’ clothes. The bottom line, however, is that the Speed ​​Triple’s drive system remains what it has always been: a pearl in engine construction. The same applies to the Monster S4R unit. The Italians implanted the potent Testastretta in the new Ducati. It is a cheap offshoot of the sinfully expensive and noble S4Rs. The R only has to do without its high-quality Ohlins chassis and some carbon covers, otherwise it is identical to the Rs. This also applies to the drive, of course. You can feel the decades of experience of southern Europeans with two-cylinder engines in its silky smoothness, smooth throttle response and pronounced liveliness. The power output is also impressive: Fantastic 129 hp are available on the crankshaft. That is the second highest value after Triumph. Up to 6000 rpm the curve runs like a string. From there up to 8000 rpm, however, there are two performance gaps that slow the V2’s upward urge for a short time. The twin compensates for this from 7500 rpm with a powerful beating from the cylinder head and, accompanied by angry suction noise from the airbox, starts the grand finale up to the locking speed of 10500 rpm.

Change of subject. Undercarriages. As standard, the Z 1000 is very rear-heavy on its wheels. As a result, it turns imprecisely into corners and clearly understeers, that is, drives wide arcs. Due to its own weight alone, the Kawa sinks in at the rear by 30 millimeters, with the driver it is over 50 millimeters. Too much of. So pre-tension. So far that the stern only sinks 10 millimeters without a pilot. Slacken the fork springs by 5 turns for a total of 7 turns. With these measures, more weight is shifted to the front wheel, whereupon the Z 1000 sticks through the arches with much more precision and maneuverability. That the Kawasaki still bends relatively bulky? even the Ducati is a bit more manageable ?? In addition to its heavy weight of 236 kilos, this is also due to the tires. With the Dunlop Qualifier, the Kawa turns into a corner rather unwillingly, especially on the brakes. To make matters worse, it rolls on the back of a fat 190. Once in an inclined position, the Z 1000 is extremely full in slow and medium-speed corners and gives your jockey a crisp feeling of the driving condition. So it happens that the footpegs scrape cheekily across the asphalt in jagged curves despite the unscrewed fear nipple. In high-speed corners (from around 150 km / h) the load commutes minimally; The oversized rear tire presumably leads to slight unrest in the chassis on bumps. The other planers are on the 180 mm slippers in unison. Clearly the better choice for country roads. The monsters in particular are surprising here. Unknowingly agile, it arrows around the radii. What a difference to previous monster models! This is the result of the new, super-handy initial tires (Michelin Pilot Power). In combination with the low weight of 204.5 kilos, the S4R can now fully exploit its potential. If only she repositioned the driver! A deep seat, long tank and handlebars mounted far forward force the pilot into a very inactive position. Also not very suitable for everyday use: the extremely stiff clutch. Stop-and-go traffic requires a blacksmith’s forearms and wrists.


Comparison test: large naked bikes


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No, that’s not the KTM. The Kawasaki just got the wrong color.

Which also applies to the KTM to a lesser extent. Your hydraulically operated clutch also requires a lot of manual effort. In return, the Super Duke offers its pilot a comfortable and extremely active seat. No other bike combines comfort and attacking stance as ingeniously as the KTM. Their handling is also impressive. Regardless of whether there are alternating curves, long arcs or tight radii: The Austrian, who weighs only 203 kilos, takes all bends in a storm and also shines with impeccable stability. Part of the responsibility: the D 208 RR from Dunlop. They are a very good choice on the Super Duke. The Triumph also runs on superb soles. As on the Duc, French rubbers encircle the rims. Steering behavior, accuracy, handling: everything at its finest. On top of that, it is very stable in corners. The tightly dampened rear ensures calm when sloping, the front is a little more comfortable. Nevertheless, the overall balance is right. Only on the nastiest bumpy slopes can bumps get through to the driver.

And the Kawasaki? Due to its tight spring elements, it is extremely full. No rocking, no swaying, the ?? Z ?? literally sticks to the floor. However, she also needs a little attention to adjust the damper. As if there were: Open the rebound stage of the fork from the completely closed state 1.5 turns, for the rebound stage of the shock absorber it is 1 turn. Adjusted in this way, the Z 1000 is well prepared for hot rides. What also applies to its brakes: the Kawa is the only one with ABS. A real safety plus for everyday use and will probably be a must for all manufacturers in the foreseeable future. The Z 1000 requires more manual force than the ABS-free competitors. For this, the system regulates late at the front and at fine intervals. The anti-lock device on the rear wheel might not really convince? the rough control intervals and the clear rattling sound strange. With the Ducati stoppers, however, everything is clear. The brembos slow down tremendously? too powerful. The pistons snap shut mercilessly when the brake is applied lightly, and fine dosing requires a great deal of tact. To make matters worse, the very soft fork of the Duc dips away early and deeply. Despite this vote, the fork does not respond very sensitively. Unevenness in the road reaches the handlebars only poorly filtered. The shock absorber is designed to be sufficiently tight, but this could also be a bit more sensitive.

Like the Super Duke. Long spring travel, decent damping and good responsiveness ?? the package is right. Only the rebound is a bit slack, the damper screw should be completely closed. The front works sensitively and has acceptable damping reserves.

About the Duke brakes: The Mattighofen-based company built tamer pads into the current model. They don’t bite as radically as the pads of the predecessor. That makes the Super Duke a little more suitable for everyday use without restricting its super sports orientation. Because with increasing hand strength, the KTM continues to decelerate brutally.

Conclusion: Every party comes to an end. In this case with a wealth of knowledge: KTM 990 Superduke and Triumph Speed ​​Triple share the top podium. They offer riding fun and dynamism like hardly any other bike. Third place goes to the new Kawasaki Z 1000. The revision went very well, but it does not quite match the performance of the test winners. But does it have ABS? a purchase argument that should not be underestimated. Just behind: the Ducati Monster S4R. With its new tires, it has gained significantly in maneuverability, the engine is a real hammer apart from the small breather breaks between 6000 rpm and 8000 rpm. However, the seating position and chassis do not allow for a better placement. In addition, the brakes are overly aggressive? it would certainly tame other coverings in a beneficial way.

Technical specifications


Comparison test: large naked bikes


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The shapely underseat exhaust releases a wonderful two-cylinder sound.

Ducati Monster S4R

Drive: two-cylinder 90-degree V-engine, four valves / cylinder, 89 kW (121 PS) at 9500 / min *, 104 Nm at 7500 / min *, 997 cm3, bore / stroke: 100.0 / 63, 5 mm, compression ratio: 11.4: 1, ignition / injection system, 50 mm throttle valves, hydraulically operated multi-plate dry clutch, six-speed gearbox, G-Kat

Chassis: Steel tubular space frame, steering head angle: 66.0 degrees, caster: 94 mm, wheelbase: 1440 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, compression and rebound damping. Central spring strut, adjustable in spring base, compression and rebound damping, spring travel from / h .: 130/148 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: Michelin Pilot Power, 320 mm double wheel-
benchtop brake with four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed calipers at the rear

Dimensions and weight: length / width / height *: 2090/900/1230 mm, seat / handlebar height: 805/965 mm, handlebar width: 745 mm, 204.5 kg fully fueled, v./h .: 48.7 / 51 , 3%
Rear wheel power in last gear: 88.0 kW (120 PS) at 230 km / h

Performance: Acceleration 0 100/150/200 km / h: 3.4 / 5.8 / 10.2 s, pulling 50 100/100 150 km / h: 5.2 / 5.2 s
Top speed: 245 km / h
Consumption: Fuel type: Super, average consumption: 6.9 liters, tank capacity / reserve: 15 / 3.5 liters, range: 217 km

Price: 12550 Euro (plus ancillary costs)

Kawasaki Z 1000

Drive: four-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 10000 / min *, 99 Nm at 8200 / min *, 953 cm3, bore / stroke: 77.2 / 50.9 mm, compression ratio: 11 , 2: 1, ignition / injection system, 36 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Chassis: steel central tube frame, steering head angle: 65.5 degrees, caster: 103 mm, wheelbase: 1445 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base and rebound damping. Central spring strut, adjustable in spring base and rebound damping, spring travel front / rear: 120/150 mm

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, initial tires: Dunlop Qualifier ?? PT ??, 300 mm -Double disc brake with four-piston fixed calipers at the front, 250 mm single disc with single-piston floating caliper at the rear, ABS

Dimensions and weight: length / width / height *: 2100/830/1255 mm, seat / handlebar height: 820/1020 mm, handlebar width: 700 mm, 236 kg fully fueled, v./h .: 48.7 / 51.3 %
Rear wheel power in last gear: 84.5 kW (115 PS) at 220 km / h

Performance: Acceleration 0 100/150/200 km / h: 3.3 / 6.0 / 10.6 s, pulling 50 100/100 150 km / h: 4.7 / 4.8 s
Top speed: 245 km / h
Consumption: Fuel type: Super, average consumption: 7.2 liters, tank capacity / reserve: 18.5 / k. A. liters, range: 257 km

Price: 10 395 euros (plus ancillary costs)

KTM 990 SUPER DUKE

Drive: two-cylinder 75-degree V-engine, four valves / cylinder, 88 kW (120 PS) at 9000 / min *, 100 Nm at 7000 / min *, 1000 cm3, bore / stroke: 101.0 / 62, 4 mm, compression ratio: 11.5: 1, ignition / injection system, 48 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Chassis: Steel tubular space frame, steering head angle: 66.1 degrees, caster: 100.7 mm, wheelbase: 1450 mm, upside-down fork, Ø fork inner tube: 48 mm, adjustable spring base, compression and rebound damping. Central spring strut, adjustable in spring base, compression and rebound damping, spring travel from / h .: 135/160 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: Dunlop Sportmax D 208 RR, 320 mm double disc brakes with four-piston fixed calipers at the front, 240 mm single disc with single-piston floating caliper at the rear

Dimensions and weight: length / width / height *: 2080/910/1235 mm, seat / handlebar height: 845/1030 mm, handlebar width: 750 mm, 203 kg with a full tank, v./h .: 51.2 / 48.8 %
Rear wheel power in last gear: 82.3 kW (112 hp) at 229 km / h

Driving performance: acceleration
0 ?? 100/150/200 km / h: 3.4 / 6.0 / 11.0 s, pulling 50 100/100 150 km / h: 4.9 / 4.6 s
Top speed: 220 km / h
Consumption: Fuel type: Super, average consumption: 8.1 liters, tank capacity / reserve: 18.5 / k. A. liters, range: 228 km

Price: 12 498 Euro (plus ancillary costs)

Triumph Speed ​​Triple

Drive: three-cylinder in-line engine, four valves / cylinder, 97 kW (132 PS) at 9250 / min *, 105 Nm at 7500 / min *, 1050 cm3, bore / stroke: 79.0 / 71.4 mm, compression ratio: 12 , 0: 1, ignition / injection system, 46 mm throttle valve, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, SLS

Chassis: light metal bridge frame, steering head angle: 66.5 degrees, caster: 84 mm, wheelbase: 1429 mm, upside-down fork, Ø fork inner tube: 45 mm, adjustable in spring base, compression and rebound damping, central spring strut, adjustable in spring base, Compression and rebound damping, spring travel v./h .: 120/140 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: Michelin Pilot Power, 320 mm double disc brakes with four pistons Fixed calipers at the front, 220 mm single disc with two-piston floating caliper at the rear

Dimensions and weight: length / width /
Height: 2115/780/1250 mm, seat / handlebar height: 840/1000 mm, handlebar width: 735 mm, 220.5 kg fully fueled, v./h .: 48.3 / 51.7%
Rear wheel power in last gear: 92.0 kW (125 PS) at 236 km / h

Performance: Acceleration 0 100/150/200 km / h 3.3 / 5.8 / 10.2 s, pulling power: 50 100/100 150 km / h 4.1 / 5.7 s
Top speed: 240 km / h
Consumption: Fuel type: normal, average consumption: 7.0 liters, tank capacity / reserve: 18/4 liters, range: 257 km

Price: 11240 Euro (plus ancillary costs)

reviews


Comparison test: large naked bikes


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Not much has changed on the Triumph, just a few minor changes to the engine.

Ducati S4R

Engine:
Cultivated, lively and with great throttle response: the Testastretta is a great guy. There is a deduction for the slight drops between 6000 / min and 8000 / min.
Landing gear:
With the new series tires, the Duc pleasantly gained in handiness. On the other hand, there is an unbalanced chassis and brakes that are too snappy.

Ergonomics:
Not the monsters’ parade discipline. The driver’s posture is passive and not particularly comfortable. Or did PS not understand something about philosophy?

Driving fun:
The monsters can be circled around the corners like never before. Even the angry one
Enthusiastic start with the sonorous background noise from 7500 rpm.

Verdict:
The S4R is the most agile monster that PS has tested so far. Chassis and ergonomics, however, thwart the Italian’s plan.

4th place, 14 points

Kawasaki Z 1000

Engine:
Significant improvement over the previous model. The Kawa won especially in the lower and middle speed range, which is very important for Nakeds.

Landing gear:
With a modified setup, the Z 1000 lies perfectly on the road. Limitations: wide tires and the heavy weight. Buying incentive: the standard ABS.

Ergonomics:
With the rear raised and the front lowered, the seating position is comfortably oriented towards the front wheel. The knee angle and handlebar position are perfectly fine.

Driving fun:
Powerful engine and good road holding: the Z 1000 offers plenty of fun potential. On the other hand, they are heavy and somewhat sluggish to handle.

Verdict:
Fought bravely and still only in 3rd place, however, 16 points achieved are worthy of all honor, the competition in this test field is overwhelming.

3rd place, 16 points

KTM 990 Super Duke

Engine:
Greedy from the first turn. The spontaneity of the V2 is in a class of its own. Deduction for the highest consumption and missing

Landing gear:
Power on the Triumph. The Duke is full despite the long spring travel. The rebound of the shock absorber is a bit slack, the brakes bite brutally with increased hand force.

Ergonomics:
The pilot is enthroned super comfortably and absolutely active at the same time. Great attack position. 5 stars despite haemorrhoids breeding because of the hard bench.

Driving fun:
At KTM you inevitably go into raptures. It is the ultimate giver of joy and offers everything you need for well-kept heating.

Verdict:
1st place for the Super Duke. Despite its increased suitability for everyday use, it is still wonderfully unreasonable. Their price is also unreasonably high.

1st place, 18 points

Triumph Speed ​​Triple

Engine:
You just have to love this drive. Silky smooth, with a beguiling sound and the best driving performance. 5 stars despite load changes and bony gear.

Landing gear:
The spring elements work inconspicuously, only the roughest asphalt faults reach the driver. The brake is easy to adjust and grabs properly.

Ergonomics:
As on most nakeds, the rider sits upright and comfortably on the Speedy. That makes milling with this type of motorcycle very pleasant.

Driving fun:
If you don’t enjoy the Speed ​​Triple, you should get a chopper! The Briton inevitably casts a spell over sporty bikers.

Verdict:
Another test win for the Triumph. The fact that she shares this with the KTM does not diminish her glory. It’s a grown up motorcycle and worth every sin.

1st place, 18 points

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