Menus

• Two, three and four-cylinder naked bikes in comparison
• Mid-range naked bikes
• Ducati Monster 796
• Superb handiness, clouded feedback
• BMW F 800 R.
• Circles stable and neutral
• Triumph Street Triple
• More cornering than the BMW
• Yamaha MT-09
• Most agile participant in the test field
• Kawasaki Z 800
• A bit wobbly around the central axis
• Yamaha FZ8
• All-round wellness package
• Data and measured values ​​two-cylinder
• Data and measured values ​​three-cylinder
• Data and measured values ​​four-cylinder
• Advantages and disadvantages of engine concepts
• 2-cylinder
• 3 cylinder
• 4 cylinder
• Performance measurement
• Result and scoring
• engine
• landing gear
• everyday life
• security
• costs

66 photos

1/66
If you want a real all-rounder, the Yamaha FZ8 is the right choice.

2/66
There is no trace of savings: despite the price, the beautifully drawn twin-arm swing arm is made of aluminum.

3/66
Another questionable trend: what good is the stylish display if you can’t see anything while driving?

4/66
Such a narrow moped, and then such a strange rear end with a fat LED rear light and an opulent license plate holder.

5/66
The front wheel of the Yamaha MT-09.

6/66
The seating arrangement of the MT-09 lets the driver twirl through the curves in the most relaxed way.

7/66
The Yamaha MT-09 is the youngest of the group.

8/66
If brisk country road speed is enough for you, you can shift into the next gear at 6000 revs without any worries. If you want to speed, you just let the gas stand up to 12,000 tours and cheer through the rev range as if you had a pure sports engine under you.

9/66
Since the latest model year, finally with a stylish stub exhaust. The banana swing arm is made of light metal.

10/66
This is what the rear should look like: not too pompous, a bit of elegance and a slim license plate holder.

11/66
The LCD provides information on temperature and remaining range, and the rev counter has a shift light.

12/66
The three-cylinder four-stroke in-line engine.

13/66
The ABS control behavior is only average, however.

14/66
The three-cylinder four-stroke in-line engine.

15/66
If the Yamaha MT-09 folds down willingly in an inclined position, it must then be held in line with noticeable pressure on the inside of the handlebar end. Sure, you get used to it after a while, but the Triumph or the BMW give you significantly more confidence right from the start.

16/66
At 231 kilograms, the heaviest motorcycle in this group shines with excellent torque.

17/66
The four-cylinder four-stroke in-line engine of the Kawasaki Z 800.

18/66
Not only does it look fat, it sounds like it too. The chunky silencer makes an angry sound.

19/66
Z reluctantly transports a pillion passenger, you can see that on the narrow seat bun. That’s why people like to look at her behind.

20/66
The on-board computer is unfortunately not operated from the end of the handlebar, the rev counter in the middle is cruel.

21/66
The chain drive of the Kawasaki Z 800.

22/66
The front wheel of the kawasaki Z 800.

23/66
The double throttle flaps nip hard load changes in the bud and allow an almost playful use of the throttle.

24/66
The Kawa steps on the gas as smoothly as butter, so that the spit stays away.

25/66
The Kawasaki Z 800 presented this year promptly introduces the “Four Wins” project with its four-cylinder engine.

26/66
Four-cylinder: Kawasaki Z 800 and Yamaha FZ8.

27/66
The front wheel of the Triumph Street Triple.

28/66
Triumph Street Triple chain drive.

29/66
Analog instruments remain the measure of all things when you are fast
Look also what would like to recognize.

30/66
The Brembo brakes – the BMW is also equipped with ABS.

31/66
The exhaust of the BMW F 800 R..

32/66
Great: a chic pillion cover paired with a bulky top case carrier. Not every combination makes sense.

33/66
High-quality cast aluminum swing arm with directly hinged strut. The spring base and rebound damping are adjustable.

34/66
The two-cylinder four-stroke in-line engine of the BMW F 800 R..

35/66
The supposed model boy can drive sensationally. And the good
besides: you don’t notice it.

36/66
The nominally 87 hp twin with a free Karl Dall view does not show any weakness in any discipline.

37/66
The F 800 R has made life difficult for the competition for years.

38/66
Two-cylinder: the BMW F 800 R and the Ducati Monster 796.

39/66
The BMW F 800 R, Ducati Monster 796, Triumph Street Triple, Yamaha MT-09, Kawasaki Z 800 and Yamaha FZ8 were tested.

40/66
Dear two-, three- and four-cylinder, I hereby open the 2013 annual general meeting of the mid-range Nakeds.

41/66
On the road, however, the F 800 R is a reliable whirlwind.

42/66
You don’t ride a Ducati Monster to break records, you ride a naked bike with a long tradition.

43/66
This suits the sports driver as well as the moderate connoisseur type, who looks forward to the open-air spectacle anew every weekend.

44/66
The pilot sits super integrated and yet active in the British.

45/66
Since the debut of the Triumph Street Triple in 2006, it has set the tone in the mid-range in the engine and chassis categories, has finally been available with ABS since this year’s update and has recently come with a four-year guarantee.

46/66
Three-cylinder: Triumph Street Triple and Yamaha MT-09.

47/66
The naked Duc doesn’t drive worryingly or badly, just not as committed as the young competitors.

48/66
The two-cylinder four-stroke 90 degree V engine of the Ducati Monster 796.

49/66
The mighty single-sided swing arm with upper pull looks solid. It has to be the chain too, the engine chops on it a lot.

50/66
Visually and acoustically, you immediately identify them as monsters.

51/66
With the elaborate single-sided swing arm, elegantly wound manifold pipes and a lamp mask that comes across as cheeky, fresh and yet somehow “old school”, she inspires the senses of her fan base.

52/66
What use is all the information if you cannot read it? This LC display can be optimized.

53/66
Ducatisti can design. Shapely rear end that sets the scene for the two sonorous, bubbling mufflers.

54/66
Front wheel of the Ducati Monster Monster 796.

55/66
Aiming high and preferably at an angle: the troop at the last curve swing of the season.

56/66
Not everyone likes to take a quick turn around the corner. The
The sportiest is the Street Triple.

57/66
In the slalom the handling of the middle class nakeds is tested.

58/66
The Yamaha FZ8 offers an all-round feel-good package.

59/66
The exhaust of the Yamaha FZ8.

60/66
Here, too, a passenger only takes a seat for a short time. Only a small or tough partner is good for the tour for two.

61/66
The equipment of the cockpit is only mediocre, the control buttons fiddly,
the tachometer, however, chic.

62/66
The four-cylinder, four-stroke in-line engine.

63/66
The swing arm is made of aluminum, the suspension strut has been adjustable in terms of spring base and rebound damping since this year.

64/66
The adjustable rebound damping front and rear noticeably increases the chassis reserves on poor asphalt quality.

65/66
The Yamaha FZ8, which has also been updated for the 2013 vintage, is now also being launched with adjustable spring elements.

66/66
The offer is large and varied, the choice is not always easy. But one thing is clear: three-cylinder engines are all the rage.

Naked bikes from BMW, Ducati, Triumph, Yamaha and Kawasaki in the test

Two, three and four-cylinder naked bikes in comparison

The season is over. So it is high time for the annual general meeting of engine representatives from the middle class. How many cylinders can you go wild with? And which bike will the new chairman be? MOTORRAD tests.

Mid-range naked bikes

I.In the comparison test of the mid-range naked bikes, two-cylinder, three-cylinder and four-cylinder units are competing.

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Naked bikes from BMW, Ducati, Triumph, Yamaha and Kawasaki in the test
Two, three and four-cylinder naked bikes in comparison

F 800 R and Ducati Monster 796

Three-cylinder: Triumph Street Triple and Yamaha MT-09

Four-cylinder: Kawasaki Z 800 and Yamaha FZ8

Let’s go, everyone against everyone!

Ducati Monster 796

You don’t ride a Ducati Monster to break records, you ride a naked bike with a long tradition.

"Dear two-, three- and four-cylinder, I hereby open the general meeting of the middle class naked bikes." The air-cooled honorary chairman Ducati Monster 796 speaks with a proudly swollen tubular space frame. None of the other five participants really resent this self-confident attitude. After all, the Ducati Monster 796 can now look back on twenty years of history. Monsters have been driving the streets of the world since 1993. But instead of terrifying everything and everyone around her, as her name suggests, she enchants people with her melodious, subtle bassy sound of the desmodromic-controlled four-valve Vau-Zwo. That hasn’t changed until today. Visually and acoustically, you immediately identify them as monsters. With the elaborate single-sided swing arm, elegantly wound manifold pipes and a lamp mask that comes across as cheeky, fresh and yet somehow “old school”, she inspires the senses of her fan base. That the last fresh cell treatment was three years ago? Incidental to a monster!

Superb handiness, clouded feedback

You don’t ride monsters to break records, you ride a naked bike with a long tradition. That’s why she is also the honorary chairman and not the boss. One can neglect that the seating position compared to the competition is quite abusive for the wrists due to the rather low handlebars and the long tank and that the engine hackles the chain unteachable below 3000 tours. Honorary chairmen can also be divas. The somewhat tired performance characteristics are less forgivable. You would expect a little more punch from a worthy two-cylinder with 803 cubic capacity. Only after 4500 tours does he push the 190 kilograms forward with pressure. The Ducati Monster 796 is also not particularly fond of load changes, which is why the driver can sometimes hit the target line. The naked Duc doesn’t drive worrying or badly, just not as committed as the young competitors.

The exception here is their superb handiness, which makes you scratch the footrests and the gearshift lever faster than expected. On bumpy and slippery asphalt you should still take the gas out and not hold a full pound in the corner with the honorary chairwoman. The strongly dampened upside-down fork transmits unevenness to the upper body as rumbling vibrations. In addition, the somewhat clouded feedback only lets you guess how grippy the asphalt really is. The Ducati Monster 796 does not look good at cold deformation. The fact that their brakes only decelerate moderately does not really fit into the picture.

BMW F 800 R.

The BMW F 800 R has made life difficult for the competition for years.

“Thank you for the introductory words, Ms. Honorary Chairwoman. As discussed, I, the BMW F 800 R, now come to the annual report of the in-line twin cylinders. ”A loud groan immediately goes through the hall. “Boring” and “Nerd Bayer”, whisper the four-cylinder. But why this malice?

The BMW F 800 R has made life difficult for other members for years. The nominally 87 hp twin with a free Karl-Dall view does not show any weakness in any discipline. If you want to criticize something, it is mainly the acute knee angle, which does not fit the upright posture of the upper body. Or the drowsy sound from the stainless steel pot. Regardless of the speed level, the in-line twin sounds bland, bloodless, rattles more than it knows how to translate the combustion cycles into voluminous thunderbolts. And one more little thing stands out. The only steering damper in the test field is designed to be unusually tight, which leads to slight oscillation at speeds below 50 km / h.

But the supposed model boy can drive sensationally. And the good thing about it: You don’t notice it. He leaves the engine driver alone, does not challenge him, but makes motorcycling easier for him. That may arouse few emotions and look pale to many, but the F 800 R is a reliable whirlwind on the road. Compared to the Ducati, the twin, which is significantly more long-stroke, works from 2500 revolutions already over 70 Newton meters on the crankshaft, in order to dash towards the horizon with smack from 5000 tours. One likes to believe the performance diagram that the BMW surpasses its homologated performance by a whole seven hp – even if it looks a bit tough on the top and vibrates vigorously despite the compensating rod.

Circles stable and neutral

Motivated curve grinding or pleasurable gliding is answered by the chassis calmly. The telescopic fork is not particularly sensitive, but it absorbs unevenness in a formidable way and allows the BMW F 800 R to circle around all kinds of radii in a stable and neutral manner. This not only creates a lot of trust, but also enables rapid country road speed without being overwhelming. And if you overdo it, you can completely rely on the brakes. Nobody bites into the double disc brakes more vehemently. “If you brake later, you drive faster for longer,” says BMW, skilfully rubbing its general competence under the eyes of the other meeting participants. Even if she has to admit that her stoppers cannot be precisely dosed. But in the mixture of all its properties, the good (chargeable) equipment and the very late footpegs, the supposed nerd manages to transform himself into an easy-to-drive, sporty roadster this year as well.

Triumph Street Triple

Since the debut of the Triumph Street Triple in 2006, it has set the tone in the mid-range in the engine and chassis categories, has finally been available with ABS since this year’s update and has recently come with a four-year guarantee.

“Wait a minute,” suddenly interferes with the sporting director. “All the virtues of the two-cylinder team with all due respect, but when it comes to sport and dynamism, the machines with three pistons have the crown. Not only do we have a lot of pressure down below, we can also be squeezed into the five-digit speed range without us suffering from gasping. ”The Triumph Street Triple is apparently pretty sure of its job. And she can do that too. Since its debut in 2006, it has been setting the tone in the engine and chassis categories in the mid-range, has finally been available with ABS since this year’s update and has recently come with a four-year guarantee. compliment.

The workplace of the Triumph Street Triple initially reveals multifunctionality like a smartphone. The pilot sits super integrated and yet active in the British. This suits the sports driver as well as the moderate connoisseur type, who looks forward to the open-air spectacle anew every weekend. Because of the narrow knee angle, only long distances require a lot of suffering, especially from tall people. The handlebar position again fits perfectly, bends the upper body slightly forward and offers your trainer a great feeling for the front. The fact that the shock absorber is only adjustable in the spring base and the upside-down fork cannot be adjusted at all can confidently be dismissed as a venial criticism. Because even without a lot of adjustment on the dampers, the Triumph roasts through the bumpy terrain as if there were no more tomorrow. For the normal hunt, the balanced coordination is always enough.

More cornering than the BMW

The Triumph Street Triple is as handy as the Ducati, thanks to the front-oriented weight distribution even a tad more corner-stable than the Munich Roadster and can be turned so neutrally that one wonders why it can’t be so easy on every motorcycle. Only the British woman’s floating caliper brake system should be more energetic. A lot of manual strength is paired with moderate braking power and a rather coarse ABS control.

“Come to the point at last”, the BMW F 800 R now demands, “you wanted to praise your sparkling engine in the sky!” Right! The drive of the Triumph Street Triple always gives the competition food for thought and even annoys the Bavarian all-rounder. The 675 cubic centimeters of displacement, distributed over three pots, combine elasticity, revving and linear power output perfectly. From the lowest revs, the triple growls when the throttle is turned and pushes the 190 kilograms forward without complaint and playfully. If brisk country road speed is enough for you, you can shift into the next gear at 6000 revs without any worries. If you want to speed, you just let the gas stand up to 12,000 tours and cheer through the rev range as if you had a pure sports engine under you. As smooth, self-evident, powerful and smooth-running as the Streety engine – the two-cylinder engines have to brush their sails. Above all because, regardless of the speed, the load change reaction is low and it is easy for beginners and professionals to work out the right cornering speed even in an inclined position. Bravo!

Yamaha MT-09

If the Yamaha MT-09 folds down willingly in an inclined position, it must then be held in line with noticeable pressure on the inside of the handlebar end. Sure, you get used to it after a while, but the Triumph or the BMW give you significantly more confidence right from the start.

“Stop! Stop! Could it be that you haven’t got me completely on the pan yet? ”Asks the youngest member of the congregation. “Your skills are undisputed, dear Triumph Street Triple. But I can do it all too. And better. For those of you who don’t know me yet: I am the Yamaha MT-09. ”A small commotion breaks through the previously quite sensible debate in the assembly. Is there actually someone who can hold a candle to Streety?

Oh yes, a masterpiece was conjured up in Hamamatsu. Compared to the Street Triple, the new three-cylinder from Yamaha has a displacement advantage of 172 cubic centimeters and instantly flattens the competition like Marc Márquez in MotoGP. If the 115 PS and 88 Newton meters already look delicious on paper, the triplet hits you right in the heart when you first turn the whisk. From 2000 tours, 70 Newton meters already weigh on the crankshaft, which increases quite evenly to the promised 88 up to 8500 revolutions. Thus, the Yamaha MT-09 snaps off quickly with every throttle opening and overtakes the competitors with lifting front wheel and a fat grin from the driver. The driver almost doesn’t care about gear selection – the Yamaha pushes the 192 kilograms so energetically towards the horizon. If you insert the B-Mapping that is most suitable for everyday use from the start and quickly forgets the aggressive A and ultra-direct standard modes, the engine gets down to business gently and plays at eye level with the Streety when it comes to load change behavior. No question about it, the newcomer now has the crown in the engine classification and impresses with a high-quality, crisp, short gear ratio in the first four gears.

Most agile participant in the test field

“Great thing. But we still hang on your neck in curves, ”the Triumph Street Triple and the BMW F 800 R interrupt the one-man show, somewhat irritated. You’re not entirely wrong with that. The high steering head and the wide handlebars make the Yamaha MT-09 the most agile participant in the test field, but there is still room for improvement in terms of stability and steering behavior. Especially in fast, undulating corners, the new model lacks not only damping, but also neutrality. If it initially folds down willingly in an inclined position, it must then be held in line with noticeable pressure on the inside of the handlebars. Sure, you get used to it after a while, but the Triumph or the BMW give you significantly more confidence right from the start.

The seating arrangement of the Yamaha MT-09 allows the driver to twirl through the curves in the most relaxed way. The legs bend comfortably, the upper body stays upright, and thanks to the short step length, even smaller people can stand securely. Speaking of standing: the fixed piston calipers slow down vehemently and can be precisely dosed. The ABS control behavior is only average, however. Still: a great performance by the newcomers!

Kawasaki Z 800

The Kawasaki Z 800 presented this year promptly introduces the “Four Wins” project with its four-cylinder engine.

The two four-cylinder colleagues don’t want to be fobbed off so easily. The Kawasaki Z 800 presented this year promptly introduces the “Four wins” project. Can that work with this field of participants? The aggressively styled Kawasaki definitely benefited from the increase in displacement compared to its predecessor, the Z 750. With torque-enhancing measures such as longer intake ports and interference pipes between cylinder pairing one / two and three / four, the evil grumbling inline four-cylinder does not have to hide behind the competition. On the contrary, at 231 kilograms, the heaviest motorcycle in this group shines with excellent pulling power, is on par with the three-cylinder and even outperforms the two-cylinder thanks to cleverly selected gear ratios.

Someone should say that four-cylinders lack torque. Pah! In addition, the Kawasaki Z 800 accelerates as smoothly as butter, so that the spit stays away. The double throttle flaps nip hard load changes in the bud and allow an almost playful handling of the throttle. The motor acknowledges commands of all kinds with a pleasant pleasure.

The ergonomics, however, convey the opposite. If you sit on the Kawasaki Z 800, you will get the feeling of sitting on a wicked street fighter. The wide tank spreads the thighs wide, the footrests are high up, the handlebars let the elbows stick out – the wider, the further, the faster? Well, you can quickly drive the Kawa safely through the track. Their stable chassis, their good lean angle and their powerful motor with linear power delivery and 110 hp at the top offer an optimal starting position.

A bit wobbly around the central axis

On good asphalt, the Kawasaki Z 800 zips quickly around the corner. But a few points spoil the spectacle. Similar to the Yamaha MT-09, the Kawa does not steer neutrally, it even appears a bit wobbly around the central axis. In addition, the feedback from the front is not transparent, which is partly due to the tires (Dunlop D 214 with the special specification “J”), which are not convincing at single-digit temperatures. The same applies to the responsiveness of the upside-down fork, which can be adjusted in rebound and spring base, and the monoshock. They pass short bumps directly to the driver’s cross, and they reach their limits on pocky and wavy surfaces. Here the spring elements could use a bit more cushioning.

In return, the Kawasaki Z 800 scurries pleasantly nimble and handy across the road despite its high overall weight and, thanks to its bearish and revving motor, constantly conjures up a fat grin on the driver’s face. If you thought that four-cylinder driving was boring, the Kawa teaches you better.

Yamaha FZ8

If you want a real all-rounder, the Yamaha FZ8 is the right choice.

“Even if some have already forgotten me: if you want a real all-rounder, you should focus on me,” the second in-line four-cylinder in the test field now raises the issue. The Yamaha FZ8, which has also been updated for the 2013 vintage, is now also being launched with adjustable spring elements. The adjustable rebound damping at the front and rear noticeably increases the chassis reserves on poor asphalt quality. She now manages to iron over potholes nonchalantly without rocking herself. With the high-quality aluminum bridge frame, the Yamaha FZ8 gains a few pounds compared to the Z 800. She weighs 217 kilograms. Everything sounds great so far, if it weren’t for the somewhat tired performance characteristics that are particularly noticeable in this test field. Despite a longer stroke than with the Kawa, it does not get out of the quark at low engine speeds, even falls into a hole between 4000 and 5500 rpm and only gives a lot of rubber from then on. Okay, you can like this performance characteristic. The MT-09 from the same company, however, shows how you can get to the point much faster.

All-round wellness package

The Yamaha FZ8 offers an all-round feel-good package: The dampers respond well and spring comfortably. The driver sits on the most comfortable bench in the test field and enjoys the good overview and the handlebars that lie nicely in the hand. The brakes do not decelerate phenomenally, but they can be controlled perfectly. In addition, the FZ offers good-natured driving characteristics, steers cleanly and rushes through alternating curves in a stable manner, although not extremely manageable. But the four-cylinder Yamaha is not made for heating either. Both the early footpegs and the tires that do not inspire confidence (Bridgestone BT 021, special code “BB”) indicate this..

“That is hard to beat in terms of mediocrity,” blaspheme the two-cylinder with laughter. This may be. But the measure of the middle helped one or the other to victory. A bold goal of the Yamaha FZ8?

Data and measured values ​​two-cylinder

Two-cylinder: the BMW F 800 R and the Ducati Monster 796.

	BMW F 800 R	Ducati Monster 796
engine
design type	Two-cylinder four-stroke- In-line engine	Two-cylinder four-stroke- 90 degree V engine
injection	Ø 46 mm	Ø 45 mm
coupling	Multi-panes- Oil bath clutch	Multi-panes- Oil bath clutch (Anti-hopping)
Bore x stroke	82.0 x 75.6 mm	88.0 x 66.0 mm
Displacement	798 cc	803 cc
compression	12.0: 1	11: 1
power	64.0 kW (87 hp) at 8000 rpm	64.0 kW (87 hp) at 8250 rpm
Torque	86 Nm at 6000 rpm	78 Nm at 6250 rpm
landing gear
frame	Bridge frame aluminum	Tubular frame Steel, engine supporting
fork	Telescopic fork, Ø 43 mm	Upside-down fork, Ø 43 mm
Steering damper	hydraulically	–
Brakes front / rear	Ø 320/265 mm	Ø 320/245 mm
Assistance systems	SECTION	SECTION
bikes	3.50 x 17; 5.50 x 17	3.50 x 17; 5.50 x 17
tires	120/70 ZR 17; 180/55 ZR 17	120/70 ZR 17; 180/55 ZR 17
Tires	Metzeler Sportec M5	Pirelli Diablo Rosso II
mass and weight
wheelbase	1520 mm	1450 mm
Steering head angle	65.0 degrees	66.0 degrees
trailing	91 mm	87 mm
Front / rear suspension travel	125/125 mm	120/148 mm
Seat height ‘	790 mm	800 mm
Weight with full tank ‘	212 kg	190 kg
Payload ‘	193 kg	200 kg
Tank capacity / reserve	16.0 liters	13.5 liters
Service intervals	10000 km	12,000 km
price	8900 euros	9990 euros
Price test motorcycle	9700 Euro²	9990 euros
Additional costs	390 euros	305 euros
MOTORCYCLE readings
Top speed *	210 km / h	215 km / h
acceleration 0-100 km / h 0-140 km / h 0-200 km / h	3.7 sec 6.4 sec 15.8 sec	4.4 sec 7.6 sec 22.3 sec
Draft 60-100 km / h 100-140 km / h 140-180 km / h	4.0 sec 4.6 sec 5.1 sec	5.9 sec 7.3 sec 9.4 sec
Consumption highway	4.3 liters / super	4.8 liters / normal
Reach country road	372 km	281 km
* Manufacturer information; ” MOTORCYCLE measurements; ²incl. Dynamic package (300 euros): LED turn signals, LED rear light, engine spoiler, passenger cover. Tour package (500 euros): on-board computer, luggage rack, main stand, heated grips, Suitcase holder, socket; 3incl. Instrument cover (219 euros), frame protectors (159 euros), stand mount (20 euros), fork protectors (49 euros), chain fin (35 euros); 4incl. ABS (500 euros)

Data and measured values ​​three-cylinder

Three-cylinder: Triumph Street Triple and Yamaha MT-09.

	triumph Street Triple	Yamaha MT-09
engine
design type	Three-cylinder four-stroke- In-line engine	Three-cylinder four-stroke- In-line engine
injection	Ø 44 mm	Ø 41 mm
coupling	Multi-panes- Oil bath clutch	Multi-panes- Oil bath clutch
Bore x stroke	74.0 x 52.3 mm	78.0 x 59.1 mm
Displacement	675 cc	847 cc
compression	12.65: 1	11.5: 1
power	78.0 kW (106 hp) at 11,850 rpm	84.6 kW (115 PS) at 10,000 rpm
Torque	68 Nm at 9750 rpm	88 Nm at 8500 rpm
landing gear
frame	Bridge frame aluminum	Bridge frame Cast aluminum
fork	Upside-down fork, Ø 41 mm	Upside-down fork, Ø 41 mm
Steering damper	–	–
Brakes front / rear	Ø 310/220 mm	Ø 298/245 mm
Assistance systems	SECTION	SECTION
bikes	3.50 x 17; 5.50 x 17	3.50 x 17; 5.50 x 17
tires	120/70 ZR 17; 180/55 ZR 17	120/70 ZR 17; 180/55 ZR 17
Tires	Pirelli Diablo Rosso Corsa	Bridgestone S20
mass and weight
wheelbase	1410 mm	1440 mm
Steering head angle	65.9 degrees	65.0 degrees
trailing	95 mm	103 mm
Front / rear suspension travel	115/135 mm	137/130 mm
Seat height ‘	805 mm	810 mm
Weight with full tank ‘	190 kg	192 kg
Payload ‘	187 kg	173 kg
Tank capacity / reserve	17.4 liters	14.0 liters
Service intervals	10000 km	10000 km
price	8490 euros	7495 euros
Price test motorcycle	8972 euros³	7,995 euros 4
Additional costs	450 euros	170 euros
MOTORCYCLE readings
Top speed *	226 km / h	210 km / h
acceleration 0-100 km / h 0-140 km / h 0-200 km / h	3.5 sec 5.7 sec 12.9 sec	3.3 sec 5.4 sec 11.5 sec
Draft 60-100 km / h 100-140 km / h 140-180 km / h	3.6 sec 4.1 sec 4.8 sec	3.3 sec 4.0 sec 4.4 sec
Consumption highway	4.5 liters / normal	4.5 liters / normal
Reach country road	387 km	311 km
* Manufacturer information; ” MOTORCYCLE measurements; ²incl. Dynamic package (300 euros): LED turn signals, LED rear light, engine spoiler, passenger cover. Tour package (500 euros): on-board computer, luggage rack, main stand, heated grips, Suitcase holder, socket; 3incl. Instrument cover (219 euros), frame protectors (159 euros), stand mount (20 euros), fork protectors (49 euros), chain fin (35 euros); 4incl. ABS (500 euros)

Data and measured values ​​four-cylinder

Four-cylinder: Kawasaki Z 800 and Yamaha FZ8.

	Kawasaki Z 800	Yamaha FZ8
engine
design type	Four-cylinder four-stroke- In-line engine	Four-cylinder four-stroke- In-line engine
injection	Ø 34 mm	Ø 35 mm
coupling	Multi-panes- Oil bath clutch	Multi-panes- Oil bath clutch
Bore x stroke	71.0 x 50.9 mm	68.0 x 53.6 mm
Displacement	806 cc	779 cc
compression	11.9: 1	12: 1
power	83.0 kW (113 hp) at 10,200 rpm	78.1 kW (106 hp) at 10,000 rpm
Torque	83 Nm at 8000 rpm	82 Nm at 8000 rpm
landing gear
frame	Bridge frame stole	Bridge frame aluminum
fork	Upside-down fork, Ø 41 mm	Upside-down fork, Ø 43 mm
Steering damper	–	–
Brakes front / rear	Ø 310/250 mm	Ø 310/267 mm
Assistance systems	SECTION	SECTION
bikes	3.50 x 17; 5.50 x 17	3.50 x 17; 5.50 x 17
tires	120/70 ZR 17; 180/55 ZR 17	120/70 ZR 17; 180/55 ZR 17
Tires	Dunlop D 214 “J”	Bridgestone BT 021 “BB”
mass and weight
wheelbase	1445 mm	1460 mm
Steering head angle	66.0 degrees	65.0 degrees
trailing	98 mm	109 mm
Front / rear suspension travel	120/137 mm	130/130 mm
Seat height ‘	820 mm	810 mm
Weight with full tank ‘	231 kg	217 kg
Payload ‘	180 kg	193 kg
Tank capacity / reserve	17.0 liters	17.0 liters
Service intervals	6000 km	10000 km
price	9495 euros	8850 euros
Price test motorcycle	9495 euros	8850 euros
Additional costs	180 euros	170 euros
MOTORCYCLE readings
Top speed *	230 km / h	218 km / h
acceleration 0-100 km / h 0-140 km / h 0-200 km / h	3.3 sec 5.7 sec 14.0 sec	3.8 sec 6.4 sec 15.2 sec
Draft 60-100 km / h 100-140 km / h 140-180 km / h	3.8 sec 4.1 sec 4.8 sec	4.5 sec 5.5 sec 5.9 sec
Consumption highway	5.0 liters / normal	5.1 liters / normal
Reach country road	340 km	333 km
* Manufacturer information; ” MOTORCYCLE measurements; ²incl. Dynamic package (300 euros): LED turn signals, LED rear light, engine spoiler, passenger cover. Tour package (500 euros): on-board computer, luggage rack, main stand, heated grips, Suitcase holder, socket; 3incl. Instrument cover (219 euros), frame protectors (159 euros), stand mount (20 euros), fork protectors (49 euros), chain fin (35 euros); 4incl. ABS (500 euros)

Advantages and disadvantages of engine concepts

Not everyone likes to take a quick turn around the corner. The sportiest is the Street Triple.

2-cylinder

BMW

In-line twin or V2: Both variants have a lot of pressure at low speeds.

Two-cylinder engines are generally known for their bearish acceleration from low speeds and for their moderate revving. But why is it? With an 800, the individual cubic capacity is an impressive 400 cm³, so that all moving parts of the crank drive are larger and heavier than with the three or four cylinders. Large pistons and long levers on the crankshaft result in high torque peaks. But more mass also means slower behavior and higher mass forces.

The piston speeds also increase due to the larger stroke, high speeds are less popular with twins. In order to ensure that the large combustion chambers are properly filled, large inlet cross-sections and valve diameters are required, which makes coordination in the partial load range more difficult. In the Ducati’s 90-degree V-2, the vibrations are kept within limits, there are practically no moments of inertia, only second-order inertia forces. The in-line twin of the BMW F 800 R principally produces enormous vibrations due to its pistons working in parallel, which have to be eliminated by an elaborate mechanism with a compensating connecting rod and swing arm below the engine

Alternative:
Aprilia Shiver 750 ABS
V2, 95 PS, weight 210 kg, 0–100 km / h: 4.0 sec, Vmax 210 km / h, consumption 4.9 liters, ABS, 8690 euros (including additional costs).

3 cylinder

Yamaha

More and more popular in motorcycles and cars: the three-cylinder. After Triumph, Benelli and MV Agusta, it is now also available from Yamaha.

Many say three cylinders are the ideal compromise between two and four cylinders. That sounds banal, but there is definitely something to it. Drilling has advantages especially in the middle class with individual cubic capacities between 600 and 900 cm³, because individual cubic capacities between 200 and 300 cm³ are considered the ideal size for efficient combustion. If the triple is designed with a short stroke, it creates similarly high speeds as the four-cylinder, but still delivers good torque at low speeds. And it combines the even torque curve with very good running smoothness and lots of character.

That also has to do with the internal mass forces. Due to the even firing sequence every 240 degrees of crankshaft rotation, the inertial forces have only a small effect on the torque output, which preserves the pulsating character of the triple. Since the three-cylinder produces moments of mass, but no first or second-order mass forces, the triple runs fairly quietly by default, which the two three-cylinders confirm in the test.

Alternative:
MV Agusta Brutale 675
R3, 110 PS, weight 185 kg, 0-100 km / h: 3.6 seconds, Vmax 225 km / h, consumption 5.2 liters, ABS, 10865 euros (including ancillary costs).

4 cylinder

Suzuki

The Japanese four-cylinder is considered unbreakable, speed-resistant, powerful and smooth-running.

In-line four-cylinders offer the advantage of smaller individual cubic capacities, with an 800 it is only 200 cm³. Pistons, connecting rods, inlet and outlet valves are therefore smaller and lighter than the two- and three-cylinder models. This enables the short-stroke four-cylinder engines to reach high speeds. Since it is generally easier to fill small combustion chambers than larger ones, a multi-cylinder can also achieve a higher specific output with increasing speed. With a 180-degree crank pin misalignment, no first-order inertial forces arise, including no moments of inertia.

Because a four-cylinder ignites twice as often per crankshaft revolution compared to a twin, its torque output is more even, the peaks lower. This puts less stress on all components in the drive train. A disadvantage of the four-cylinder is the large number of parts that add weight and cost. In addition, the higher internal friction of the many moving parts increases fuel consumption

Alternatives:
Honda CB 650 F.
R4, 87 hp, weight 208 kg, 0-100 km / h: ns. A., Vmax: k. A., consumption k. A., ABS, price not yet known.
Suzuki GSR 750 ABS
R4, 106 PS, weight 214 kg, 0-100 km / h: 3.3 seconds, Vmax 225 km / h, consumption 4.2 liters, ABS 8780 euros (including ancillary costs).

Performance measurement

BILLION

The measured performance of the six naked bikes.

First the theory, now the practice: At first glance you can see that the two-cylinder engines reach their torque plateau early, but that they don’t turn as high as the three- and four-cylinder engines. The fact that the MT-09 engine dominates the field to a large extent is only partly due to its displacement advantage. On closer inspection it is noticeable that it not only produces more evenly and at its peak even more torque than the parallel twin of the F 800 R, but also rotates just as fast as the competitors with four cylinders.

If you also consider the displacement disadvantage of the Street Triple of around 125 cc compared to its rivals, its torque and power curve also represents a successful combination of the respective advantages of the two- and four-cylinder units. In addition to the three-cylinder units, the Kawasaki Z 800 also does better as brave. Between 3500 and 10 500 revolutions, it always produces more than 70 Newton meters and thus almost completely surpasses the air-cooled V2 of the Ducati Monster.

Result and scoring

The offer is large and varied, the choice is not always easy. But one thing is clear: three-cylinder engines are all the rage.

The election of the chairman is pending. All participants line up. The voltage increases. But in the end it is like in real life: not the one who screams the loudest wins. But the one who gets the most points in all categories. Unfortunately, it wasn’t quite enough for the new MT-09, and the twin from Bavaria also has to admit defeat: Congratulations on the chairmanship, dear Triumph Street Triple!

1st place: Triumph Street Triple
The British woman really deserved the win. It doesn’t fail in any discipline, its three-cylinder engine is as fascinating as it was on the first day, its four-year guarantee and its low consumption are exemplary.

2nd place: BMW F 800 R
The twin row of the Munich Roadster is definitely enough for the country road. With a lot of torque and a stable, balanced chassis, you can fry out of the corners with relish.

3rd place: Yamaha MT-09
What an amazing engine! The engine rating goes straight to the modern three-cylinder from Japan. A great bike for the low price. Only the chassis should be tighter.

4th place: Kawasaki Z 800
The Z 800 is the heaviest machine in the test field. But you rarely feel that while driving. The good chassis and the powerful and velvety four-cylinder are a lot of fun.

5th place: Yamaha FZ8
The four-cylinder Yamaha has to give up a lot compared to the younger stable colleague. The drive of the FZ8 is missing
simply in terms of torque. It’s a shame, because the chassis is impressive.

6th place: Ducati 796 Monster
The air-cooled traditionalist remains far behind the competition in terms of points, which is not only due to the tired V2 engine. But what the heck: Nobody thuds more beautifully than the representative from Bologna.

engine

	Maximum score	BMW F 800 R	Ducati Monster 796	Kawasaki  Z 800	triumph Street Triple	Yamaha  MT-09	Yamaha FZ8
Draft	40	29	14th	30th	31	33	24
acceleration	40	24	16	29	29	31	24
Top speed	30th	15th	16	19th	18th	15th	16
Engine characteristics	30th	22nd	17th	19th	23	25th	18th
Responsiveness	20th	12th	14th	10	15th	15th	13
Load change	20th	12th	11	15th	14th	14th	13
Smoothness	20th	10	8th	14th	15th	15th	14th
coupling	10	8th	6th	8th	8th	7th	6th
circuit	20th	11	12th	13	12th	11	12th
Gear ratio	10	8th	7th	8th	8th	9	7th
Start	10	9	8th	8th	8th	9	7th
total	250	160	129	181	181	184	154

The Yamaha MT-09 not only has the highest peak performance in nominal terms, but also felt. No engine pushes harder and snaps the bike forward more brilliantly. The Street Triple remains close on her heels, however, followed by the velvety-smooth running four-cylinder of the Kawasaki Z 800. If these three motorcycles show no weakness in terms of load change behavior, the BMW, the Ducati and in parts also the FZ8 want a sensitive one Gas hand can be moved. The clutches of the Monster and the FZ8 disengage fairly sharply and make low-speed starting more difficult.

Winner engine: Yamaha MT-09

landing gear

	Maximum score	BMW F 800 R	Ducati Monster 796	Kawasaki  Z 800	triumph Street Triple	Yamaha  MT-09	Yamaha FZ8
Handiness	40	28	29	28	29	31	27
Stability in turns	40	28	25th	26th	29	27	28
Steering behavior	40	28	25th	24	31	28	27
feedback	10	6th	6th	6th	8th	8th	7th
Inclined position	20th	18th	13	17th	18th	17th	14th
Straight-line stability	20th	16	14th	14th	15th	13	15th
Suspension tuning in front	20th	12th	11	14th	12th	12th	14th
Chassis set-up at the rear	20th	12th	12th	13	12th	12th	13
Adjustment options undercarriage	10	4th	2	3	1	4th	3
Suspension comfort	10	5	5	5	6th	7th	7th
Driving behavior with a passenger	20th	14th	9	14th	13	12th	13
total	250	171	151	164	174	171	168

The Ducati Monster shines with great handiness, but it lacks the feel for the front wheel and sufficient lean angle to be able to use this feature. The Street Triple is most stable and reliable when it comes to slow and tight radii, which is mainly due to its front-heavy weight distribution and homogeneous chassis setup. The BMW impresses with a high level of driving comfort and at the same time sufficiently firm damping – a great compromise. The same applies to the FZ8, whose adjustable spring elements are impressive at the front and rear.

Chassis winner: triumph

everyday life

	Maximum score	BMW F 800 R	Ducati Monster 796	Kawasaki  Z 800	triumph Street Triple	Yamaha  MT-09	Yamaha  FZ8
Ergonomics driver	40	26th	22nd	27	29	30th	29
ErgonomicsSocius	20th	12th	7th	6th	10	6th	11
Windbreak	20th	3	3	1	1	0	2
view	20th	13	11	10	12th	13	14th
light	20th	15th	11	15th	13	14th	15th
Furnishing	30th	20th	9	14th	16	15th	11
Handling / maintenance	30th	19th	19th	16	18th	17th	17th
Luggage storage	10	5	1	2	1	1	1
Payload	10	6th	7th	4th	5	3	6th
Range	30th	23	15th	20th	24	18th	20th
processing	20th	15th	14th	14th	15th	15th	15th
total	250	157	119	129	144	132	141

The upright sitting position and the dresser knee angle make driving on the MT-09 very comfortable. Anyone who is toying with the F 800 R and is taller than 1.70 meters should have the machine fitted with the higher bench at the factory. This is the only way to remedy the excessively acute knee angle. The pillion, on the other hand, sits perfectly on the BMW, and its equipment (subject to a surcharge) is also excellent. In the chapter range, however, it has to admit defeat by the Triumph due to the smaller tank.

Winner everyday life: BMW

security

	Maximum score	BMW F 800 R	Ducati Monster 796	Kawasaki  Z 800	triumph Street Triple	Yamaha  MT-09	Yamaha  FZ8
Braking effect	40	30th	27	30th	29	31	27
Brake metering	30th	23	22nd	24	25th	26th	23
Braking with a passenger / fading	20th	13	11	14th	13	13	13
Righting moment when braking	10	8th	6th	6th	8th	7th	7th
ABS function	20th	14th	11	12th	11	12th	11
Handlebar slapping	20th	15th	13	15th	13	12th	14th
Ground clearance	10	8th	7th	8th	7th	7th	7th
total	150	111	97	109	106	108	102

The fine controllability of the MT-09 brake is a poem and its braking effect is excellent, the ABS function, however, only average. Here again the Bajuwarin can score, whose delay is brutal. Thanks to their steering damper, you don’t have to worry about the handlebars slapping.

Safety winner: BMW

costs

	Maximum score	BMW F 800 R	Ducati Monster 796	Kawasaki  Z 800	triumph Street Triple	Yamaha  MT-09	Yamaha  FZ8
guarantee	30th	17th	17th	15th	18th	15th	15th
Consumption (country road)	30th	23	20th	19th	22nd	22nd	19th
Inspection costs	20th	17th	16	11	16	15 *	15th
Maintenance costs	20th	12th	12th	9	9	8th	9
total	100	69	65	54	65	60	58
* preliminary rating; exact inspection times are currently being determined

The British are extending the warranty for the Street Triple to four years. The competition cannot keep up. In total, however, this chapter goes to BMW.

Winner costs: BMW

	Maximum score	BMW F 800 R	Ducati Monster 796	Kawasaki  Z 800	triumph Street Triple	Yamaha  MT-09	Yamaha  FZ8
Overall rating	1000	668	561	629	670	655	623
placement		2.	6th.	4th.	1.	3.	5.
Price-performance note	1.0	1.3	2.9	1.8	1.1	1.0	1.7

Price-performance winner: Yamaha MT-09

The MT-09 is a top offer from Yamaha: With ABS, you get the robust three-cylinder for 7,995 euros.

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