Menus

• Cheers to the three
• Kawasaki does without three-cylinder
• Yamaha MT-09
• Handlebars positioned high and close to the driver
• Triumph Speed ​​Triple
• Good road holding and solid feedback
• Triumph Street Triple R.
• Triumph Street Triple R tuned too tight
• MV Agusta Brutale 675 and MV Agusta Brutale 800
• The 675 digests bad country roads better than the 800
• The engines: the fascination of three cylinders
• Better handling, brilliant sound and a narrower overall width
• Performance measurement
• Results and conclusion

50 photos

1/50
This swelling, threatening screeching isn’t about a squadron of pilots, but about the five three-cylinder engines on the small country road that winds down into the valley.

2/50
Although it does not quite reach the level of the Yamaha or the MVs, the braking effect, controllability and the control behavior of the Streety stoppers and ABS combinations match the agile overall appearance of the little Brit.

3/50
The Triumph Street Triple R is punchy and easy to drive. That promises driving pleasure.

4/50
Because of its impropriety, the MV Agusta Brutale 675 addresses a downright rebellious people.

5/50
Characteristic MV rear: Small, crisp and not exactly passenger or luggage-friendly. We still like it.

6/50
Three cylinders, three tubes. Unfortunately, the MV manifolds are very much covered by the radiators.

7/50
The tank of the MV Agusta Brutale 675 has a total of 16.6 liters.

8/50
The cockpit of the MV Agusta Brutale 675 is complex and confusing because of the small numbers.

9/50
The front light of the MV Agusta Brutale 675.

10/50
The name says it all – the MV Agusta Brutale 675 is brutal, regardless of whether it is in the upper speed range or acoustically.

11/50
The Brutale 675 fascinates because it wants to be abused.

12/50
The five pilots of the Triples scramble like young dogs, fly downhill in close association. The engines whine, screeching heartbreakingly, only to become a little quieter again seconds later, babbling and slapping.

13/50
The Japanese have the best three-cylinder engine currently available in the Yamaha MT-09. Not surprisingly, after all, it is the most modern design in the test field.

14/50
Cock up and up the wheel! The Yamaha MT-09 whirls like a world champion.

15/50
The Arrows system is standard on the Triumph Speed ​​Triple in 2014.

16/50
Still nice – the “free” rear wheel on the Triumph Speed ​​Triple single-sided swing arm.

17/50
The 1050 Triple is the great-grandson of the modern three-cylinder. But now he is getting on in years and a replacement is needed.

18/50
Everything about the Speedy looks full, dignified – simply sovereign. She doesn’t let herself be stressed and passes this feeling on to her pilot.

19/50
The cockpit of the Triumph Speed ​​Triple.

20/50
The engine called “CP3” (CP stands for “Cross-Plane”, ie the crankshaft design, the 3 for the number of cylinders) impresses with its robust acceleration, powerful torque and silky smooth running.

21/50
Compact and complete, the information desk of the Yamaha MT-09.

22/50
You can hardly get enough of this pipe mill. The trick is to achieve the same manifold lengths in a small space.

23/50
The three-cylinder in-line engine of the Yamaha MT-09 with four valves / cylinder has a total of 115 hp.

24/50
The horizontal strut is the Achilles heel of the MT-09. Too soft and not sensibly adjustable, it gives away sports potential.

25/50
Who dares Wins! At the end of last year, a Japanese brand finally dared to bring a respectable three-cylinder onto the market again – Yamaha lit the MT-09.

26/50
Pure three-cylinder power in all its glory!

27/50
The five pilots of the Triples scramble like young dogs, fly downhill in close association.

28/50
A rare background noise on a low-traffic working day in the northern Black Forest.

29/50
And without a penny surcharge, which results in a saving or a price advantage of a whopping 1721 euros.

30/50
The Arrows exhaust system as well as the gel seat, the front spoiler, the fly screen and the milled aluminum brake fluid reservoir are also part of the special equipment package that Triumph is giving to every buyer of a Speed ​​Triple in 2014.

31/50
The Triumph Strett Triple R is and remains a classy, ​​fun-stud. This combination of low weight, sufficient performance and crisp handling inspires anew every time.

32/50
We like the mix of analog and digital elements in the Triumph cockpit.

33/50
The three-cylinder in-line engine of the Triumph Street Triple develops a total of 106 hp.

34/50
Nice swing and useful interference pipes on the Street Triple manifold. The big collector hides behind a panel…

35/50
The footpegs of the Triumph Street Triple R..

36/50
The compact stub exhaust is on the right-hand side of the Triumph Street Triple R..

37/50
Awesome sound, killer punch, awesome road holding: the MV Agusta Brutale 800 doesn’t get any more emotion!

38/50
The MVs, here the Brutale 800, are eccentric and are neither stingy with one nor the other.

39/50
The MVs offer four different mappings that can be selected with the starter button while the engine is running.

40/50
So this is it, the real, unadulterated big bike ride. The Triumph Speed ​​Trpple beds the pilot high and spreads its legs too wide with its wide tank.

41/50
220 mm single disc with two-piston fixed caliper at the rear.

42/50
The passenger of the MV Agusta Brutale 800.

43/50
Music for some, noise for others. The MVs articulate themselves powerfully.

44/50
The MVs, which are quite inexpensive by Italian standards, even have an automatic gearshift on board.

45/50
Even die-hard motorcyclists quickly get embarrassed by the MVs. In clear words: The MVs sound great, especially over 8000 tours, but they are far too loud!

46/50
Like its little sister, the MV Agusta Brutale 800’s tank holds 16.6 liters

Manufacturer

47/50
The MV-Drilling: He has to go with 675 and 800 cubic in both the naked bike Brutale and in the disguised athlete F3. In the naked bikes with less horsepower.

Manufacturer

48/50
The Triumph Street Triple drive comes from the Daytona 675 and was throttled for its purpose in the bare street.

Manufacturer

49/50
The long triple of the Speedy is not a “sport” engine. Its dimensions are simply too big.

Manufacturer

50/50
On the contrary, the MT-09 drive. A sporty chassis would look great on the compact, powerful engine.

Comparison test of naked bikes with three-cylinder engines

Cheers to the three

Content of

There is no more fascinating drive concept for country roads than the three-cylinder engine. In the comparison test of naked bikes with three-cylinder engines, PS took a closer look at all common triples in sport-oriented chassis.

A busy working day in the northern Black Forest. A few strollers and forest workers duck their heads in shock, involuntarily flinch, and frantically seek cover. With a panicked look they first search the sky, then the area for approaching fighter pilots from the Second World War. And they are relieved to see this growing, threatening screeching not from a squadron, but the five naked bikes with three-cylinder engines Yamaha MT-09, Triumph Speed ​​Triple, Triumph Street Triple R, MV Agusta Brutale 675 and MV Agusta B.rutale 800 on the small country road winding down into the valley.

Buy complete article

Comparison test of naked bikes with three-cylinder engines
Cheers to the three

MV Agusta Brutale 675 and MV Agusta Brutale 800 as well as Triumph Street Triple R and Triumph Speed ​​Triple argue here for the laurel wreath.

Kawasaki does without three-cylinder

Flashback: At the end of 2006, the author sat at the presentation of the second Kawasaki Z 1000 generation on one of the Spanish islands off Africa and talked to press spokesman Andreas Seiler. It was about the engine of the Z 1000, which had become more powerful and brawny, but logically remained a four-cylinder. We philosophized back and forth until I begged Andi and Kawasaki to build naked bikes that are powered by three-cylinder engines in addition to the Z series.

Kawasaki in particular, with its three-cylinder two-stroke tradition, seemed to me predestined to stand up to the Triumph brand, which relies on this engine concept, and – much more importantly – to supply the market with these really provocative, versatile engines. At the time, Seiler dismissed it with words like “too expensive”. Back in the here and now. Who dares Wins! Because at the end of last year, a Japanese brand, Yamaha, finally dared to bring another socially acceptable three-cylinder onto the market – the Yamaha MT-09.

technology & future

test & Technology: three-cylinder motorcycles

Three cylinders are enough?

read more

motorcycles

MOTORRAD CLASSIC three-cylinder special

Out and about on the three-cylinder engines of the 1970s and 1980s

read more

Naked bike

Aprilia Shiver 750 ABS, BMW F 800 R, MV Agusta Brutale 800, Triumph Street Triple, Kawasaki Z 800, Suzuki GSR 740, Yamaha FZ8 in the test

Middle class naked bikes with 2-, 3- and 4-cylinder engines

read more

Yamaha MT-09

Cock up and up the wheel! The Yamaha MT-09 whirls like a world champion.

The Japanese have the best three-cylinder engine currently available in the Yamaha MT-09. Not surprisingly, after all, it is the most modern design in the test field. The engine called “CP3” (CP stands for “Cross-Plane”, ie the crankshaft design, the 3 for the number of cylinders) impresses with its robust acceleration, powerful torque and silky smooth running. A dream of an engine that is sporty, crisp, but also easy to move comfortably, whose transmission shifts smoothly in Japanese and which is also very stingy with fuel with the given performance.

The only real shortcoming of the Yamaha MT-09 is its throttle response. In standard and sport mode (STD and A) she accelerates too hard. And in B mode, the only one with a soft throttle response, the good guys are unfortunately missing almost ten horsepower. More annoying than the missing horses in B-mode is the peculiarity that the standard mode is automatically reactivated every time the ignition is switched off. A little thing that is better turned off with the upcoming facelift.

Naked bike

Yamaha MT-09 in the top test

Queuing for the fleet manager

read more

Handlebars positioned high and close to the driver

It is striking how the Yamaha reacts to different tires. It is delivered with the Bridgestone S20 in special specification “M” on the front wheel, which is supposed to ensure that the Yamaha MT-09 still drives straight ahead even at its (electronically limited) Vmax of 210 km / h. However, this entails restrictions in handling and steering precision. Our test bike stood on the S20 without any special specifications and was more manageable, leaned more deeply and provided the rider with a little more feedback. An improvement that every MT-09 rider can enjoy as soon as the first tires are worn

In contrast, the ergonomics of the Yamaha MT-09, which is far too passive for us PS students, is difficult to change. The handlebars are high and close to the driver, the entire seating position is comfortable, but unsporting. On the other hand, the crisp brakes and the offered driving comfort inspire, which is at the expense of the feedback. Is the MT-09 now a heating iron or an everyday sofa? It is just like the cloud of sound with which it surrounds itself – subtle Japanese, but by no means boring or conservative. And simply places itself in between.

Triumph Speed ​​Triple

So this is it, the real, unadulterated big bike ride. The Triumph Speed ​​Triple puts the pilot high and spreads its legs too wide with its wide tank.

Those who switch directly from the Yamaha MT-09 to the Triumph Speed ​​Triple will get big eyes. So this is it, the real, unadulterated big bike ride. The Speedy beds the pilot high and spreads her legs too far with her wide tank. The knee angle is sporty, but not excessive, and the handlebars nestle in your hands by itself. As soon as the 1050 triplet has come to life – which can sometimes take a while for the starter to start organizing – you move forward with a throaty gurgle from the arrows slip-on bags from idle.

The Arrows exhaust system as well as the gel seat, the front spoiler, the fly screen and the milled aluminum brake fluid reservoir are also part of the special equipment package that Triumph is giving to every Triumph Speed ​​Triple buyer in 2014. And without a penny surcharge, which results in a saving or a price advantage of a whopping 1721 euros.

Naked bike

Driving report: Triumph Speed ​​Triple R

Triumph’s tightened naked bike

read more

Naked bike

Honda CB 1000 R, MV Agusta Brutale 1090 RR ABS and Triumph Speed ​​Triple R in the test

What can the R versions of the naked bikes?

read more

Good road holding and solid feedback

Everything about the Triumph Speed ​​Triple looks full, dignified – simply sovereign. She doesn’t let herself be stressed and passes this feeling on to her pilot. Which is not to say that it is sluggish or even slow. Are you kidding me? Are you serious when you say that! She swims effortlessly within the five-man combo that is fighting through the Black Forest. Requires a stronger hand only when bending, but compensates for this deficiency with the fullest road holding and solid feedback. The latter looks washed out in deep lean angles, but even with sporty country road use you rarely get into this lean angle area.

It is clearly not a racer, the Triumph Speed ​​Triple. And conceptually it is the oldest moped in the test field – you can feel that. Its large and long motor (the only one with one behind the other instead of one above the other) is the center around which everything revolves. It decelerates the handling in the same way as it does not accelerate. Very straightforward and calm, always with enough lard on the chain. On the other hand, the front brake and the associated ABS are not very inspiring. The stoppers act degressively and the ABS regulates too slowly, i.e. it opens too long in the regulating range.

Triumph Street Triple R.

The Triumph Street Triple R is punchy and easy to drive. That promises driving pleasure.

The little sister of the Triumph Speed ​​Triple, the Triumph Street Triple R, which is equipped with a more modern ABS, can do better. Although it does not quite reach the level of the Yamaha or the MVs, the braking effect, controllability and the control behavior of the Streety stoppers and ABS combinations match the agile overall appearance of the little Brit. Unfortunately, the test motorcycle sold by Triumph and provided by a dealer suffers from badly worn tires.

A replacement was not available in the short time, which is why the Triumph Street Triple R stood up noticeably on the brakes in an inclined position and had to accept point deductions. Although this peculiarity tarnishes the driving pleasure, it hardly distorts the true character of the Street Triple R. She is and remains a classy, ​​fun-stud. This combination of low weight, sufficient performance and crisp handling inspires anew every time. With 106 hp it is the weakest motorcycle in the test field, but you don’t notice it.

Naked bike

2012 model year of the Streety versus the new 2013 model

Triumph Street Triple R old versus new in the top test

read more

Naked bike

The Triumph Street Triple R

The sheer madness

read more

Naked bike

Comparison test: Triumph Street Triple R, Honda Hornet 600 and Ducati Monster 1100 Evo

A comparison of mid-range naked bikes

read more

Triumph Street Triple R tuned too tight

There is always enough pressure, it is just served a little too evenly. What looks good on the big Triumph Speed ​​Triple looks boring on the smaller, sportier Triumph Street Triple R. In order to really fascinate, her good-sounding, not too loud triple lacks a little kick around the top. But that is whining on a high level. Worse, and a real criticism of the Streety R, is the whining that the pilot makes on bad stretches of the road. Because the British woman is way too tightly tuned. On the fork, the damping must be fully opened for road use in order to work properly. Your shock absorber, on the other hand, works wonderfully, even if the driving experience doesn’t quite match that of the big sister.

The English women agree on the smoothness of the engine running and the somewhat clumsy gear operation. What the Triumph Street Triple R and the Triumph Speed ​​Triple lack, however, not to survive in everyday life, but to collect important points in the overall standings, are equipment features such as different driving modes or traction control. The latter is really “too much”, as the English would say.

Although it does not quite reach the level of the Yamaha or the MVs, the braking effect, controllability and the control behavior of the Streety stoppers and ABS combinations match the agile overall appearance of the little Brit.

MV Agusta Brutale 675 and MV Agusta Brutale 800

The MV Agusta Brutale 675 fascinates because it wants to be abused.

What is “too much” for the British is just good enough for the Italians. Regardless of whether it is about the engine’s ability to turn, its electronic equipment or the strength of the sound with which it competes. The MV Agusta Brutale 675 and MV Agusta Brutale 800 are eccentric and are neither stingy with one nor the other. The two MVs have a lot in common, their name Brutale is very apt. Because they get down to business brutally, whether in the upper speed range or acoustically. The latter in particular, the driving noise, is “too much”. The soundscape described at the beginning is largely on the account of the two Italians and bystanders.

Even die-hard motorcyclists will quickly get embarrassed by the MV Agusta Brutale 675 and the MV Agusta Brutale 800. In clear words: The MVs may sound great, especially over 8000 tours, but they are far too loud! Anyone who throws up a file like this every morning at seven o’clock to get to work shouldn’t be surprised if one day they have flat tires or if they otherwise fall victim to vigilant vigilante justice by an angry neighbor. Despite, or perhaps because of, this impropriety, the two riot brothers address a downright rebellious people.

Naked bike

Driving report: MV Agusta Brutale 675

Three-cylinder brutal from MV Agusta

read more

Naked bike

Comparison test: 675-series naked bikes

MV Agusta Brutale 675 and Triumph Street Triple in comparison

read more

The 675 digests bad country roads better than the 800

What has already been shown in the performance test of the MV F3 800 (PS 6/2014) proves to be true in this test: The MV triple have finally received acceptable mappings. The engine management of the two Italo three-series is not quite as smooth as that of Yamaha and Triumph, but the N mode in particular is convincing on both. Spontaneous acceleration is inherent in the design of the two short-stroke engines, short gear ratios help translate this into good acceleration and pulling power. Both are the same as the gearboxes, which work imprecisely in spite of the automatic gearshifts and which often annoy with idle times. In spite of this shortcoming, the MV three-cylinders encourage heating, whereby the 800 does this in all engine speeds, the 675 only above 7500 rpm. This is where the biggest difference between the two is revealed. If the MV Agusta Brutale 800 has mastered the virtue of low-speed driving, the MV Agusta Brutale 675 literally craves the whip. If you don’t swing it, it’s not fun.

The undercarriages show amazing things. Despite the cheap, non-adjustable dampers, the 675 digests bad country roads better than the 800. This fails above all on the shock absorber in the high-speed range of the damping and allows short, hard hits to pass unfiltered to the pilot’s backbone. The chassis designs, on the other hand, deserve great praise. The MVs are manageable without end, not only deliver great feedback, but also drive with wonderful precision. The parentage from the super athlete F3 is omnipresent. The brakes, which harmonize very well with the Bosch ABS, go well with this. So when things have to go fast and extravagance is called for, there is no way around a brutal one.

Naked bike

MV Agusta Brutale 800 in the test

The Brutale’s big sister 675

read more

Naked bike

Comparison test: Naked bikes from MV Agusta and Triumph

MV Agusta Brutale 800 and Triumph Street Triple R in comparison test

read more

The engines: the fascination of three cylinders

The three-cylinder in-line engine of the Triumph Street Triple R has 106 hp.

What makes a three-cylinder engine so unique and why is it the ideal country road drive in a motorcycle?
A modern three-cylinder manages to combine the advantages of two- and in-line four-cylinders without adding their conceptual disadvantages. This results in clear advantages for road use. The fact that an engine is livelier, more powerful and more aggressive at the top, the shorter its bore / stroke ratio and the smaller its individual cubic capacities, the same for all designs.

Assuming always the same cubic capacity, the three-cylinder offers itself as a powerful, but also revolving and powerful engine, since its individual cubic capacities are between those of a two- and four-cylinder. In addition, fewer parts move in a triple than in a four-cylinder, and its bearing points do not have to be as large as in the twin. This reduces internal friction and increases efficiency.

Better handling, brilliant sound and a narrower overall width

In addition, there is the asymmetrical firing order of a triplet, which causes its crank pin offset. This is not only responsible for the ingenious sound, but also for an easily controllable power output, which is always very convenient for a motorcyclist. The shorter crankshaft length of the triple compared to the four-cylinder makes handling easier, the narrower overall width allows narrow frames, which in turn benefits the entire vehicle.

Of course, a parallel twin is even narrower, but in order to offer the performance of a triple of the same size, it would have to be designed with a significantly shorter stroke than this one. Which is at the expense of the torque in the lower speed range. A short-stroke twin is then not at all capable of cultured shooting from the depths of the lower speed range due to the larger individual displacement. Not even the upgraded KTM 1290 Super Duke R succeeds in doing this. Four-cylinder engines can only keep up in the lower and medium speed range if they are designed with a significantly longer stroke, have a larger displacement or have a much shorter gear ratio.

Performance measurement

BILLION

The power measurement of the three-cylinder.

Pure three-cylinder power in all its glory! It’s wonderful to see that there is no substitute for displacement with this engine concept either. The Triumph Speed ​​Triple dominates nominally with the greatest torque and the highest peak performance – but in real life the lighter, better geared MV Agusta Brutale 800 pulls through better.

It is also easy to see how steadily the Triumph Speed ​​Triple, the Triumph Street Triple R and the Yamaha MT-09 are gaining pressure. What is perceived as too linear by the English women is perfectly fine with the MT-09. The freely rotating MV Agusta Brutale 675 and MV Agusta Brutale 800 feel less harmonious, but more fascinating for sporty motorcyclists.

Results and conclusion

The five pilots of the Triples scramble like young dogs, fly downhill in close association.

	Max. Points	MV Agusta Brutal 675	MV Agusta Brutal 800	triumph Street Triple R	triumph Speed ​​triple	Yamaha MT-09
drive
acceleration	10	5	6th	5	7th	6th
Draft	10	7th	8th	6th	7th	7th
Power delivery	10	6th	7th	8th	8th	9
Responsiveness	10	6th	6th	8th	8th	9
Load change reaction	10	8th	8th	7th	7th	9
Running culture	10	6th	7th	9	9	10
Gear actuation	10	5	5	7th	6th	9
Gear ratio	10	9	10	8th	9	9
Clutch function	10	6th	6th	6th	6th	6th
Traction control	10	5	5	–	–	–
Subtotal	100	63	68	64	67	74
landing gear
Driving stability	10	7th	7th	7th	8th	6th
Handiness	10	9	8th	7th	5	9
Cornering stability	10	10	10	8th	8th	6th
feedback	10	9	9	8th	8th	7th
Suspension tuning in front	10	7th	8th	6th	9	5
Chassis set-up at the rear	10	7th	5	8th	8th	5
Braking effect	10	9	9	8th	7th	9
Brake metering	10	9	9	7th	6th	9
Erection moment when braking	10	9	9	6th	8th	8th
ABS function	10	9	9	8th	6th	8th
Subtotal	100	85	83	73	73	72
Everyday life and driving fun
Sitting position	10	9	9	8th	7th	5
Windbreak	10	2	2	1	3	1
Furnishing	10	4th	6th	6th	6th	6th
consumption	10	6th	6th	8th	7th	8th
Driving fun	10	7th	9	8th	7th	8th
Subtotal	50	28	32	31	30th	28
Total	250	176	183	168	170	174
placement		2.	1.	5.	4th.	3.

1st MV Agusta Brutale 800
Who would have thought that the MV Agusta Brutale 800 would win. It has finally reached the level of maturity that also inspires ordinary consumers and not just brand enthusiasts. You can’t drive an undisguised three-cylinder in a more sporty, lazy gearshift and yet livelier way, but it is quieter. Well equipped and with only slight weaknesses in detail, the 800 Brutale achieves a deserved victory.

2nd MV Agusta Brutale 675
Second place for a motorcycle that doesn’t have an adjustable suspension? That’s fine. And through a good basic set-up. We even like the MV Agusta Brutale 675 better than that of the 800. However, the drive is a matter of taste. Below the 675 is too poor, the poorly shiftable transmission is also annoying. If you have the money, you should definitely go for the more expensive 800.

3. Yamaha MT-09
Too few sporting ambitions cost the Yamaha MT-09 many points. The handy Japanese is still a lot of fun and guarantees one thing above all: Japanese quality and durability. It is a companion for every day, which is also allowed to reach its limits during the hot after-work round. Her subtle appearance, the ingenious engine, its restrained consumption and the pleasant acoustics make her the secret winner.

4. Triumph Speed ​​Triple
Not everyone is into anorexic supermodels or fond of light-footed motorcycles. All those who feel addressed have to resort to the Triumph Speed ​​Triple. Her engine is still a stunner, her appearance is still worth seeing. It exudes strength and stability and thus manifests the sovereignty of a large bike.

5th Triumph Street Triple R
No, the Triumph Street Triple R is not a loser. It gets the fewest points, but anyone who likes the combination of three-of-a-kind, handling, controllable performance and socially acceptable demeanor simply has to love and buy it.

Related articles

• Comparison test of mid-range naked bikes over 100 hp

  31 photos 1/31 Yamaha MT-09 SP, Kawasaki Z 900, Triumph Street Triple R, KTM 790 Duke, Ducati Monster 821 and Suzuki GSX-S 750…

• Comparison test: three-cylinder nakeds

  25th photos 1/25 Three-cylinder naked bikes in the comparison test: Yamaha MT-09 against Triumph Street Triple and MV Agusta…

• Comparative test of 800 naked bikes

  31 photos 1/31 Winner price-performance ratio Yamaha MT-09: Most points and the cheapest price, that can only give the best…

• Comparative test of naked bikes 2013

  fact 37 pictures fact 1/37 Aprilia Shiver 750 ABS, Triumph Street Triple 675, Suzuki GSR 750, Kawasaki Z800, Yamaha FZ8, MV Agusta Brutale 800 and BMW F …

• Nine power naked bikes in a comparison test

  fact 57 pictures fact 1/57 Simple, good: excellent readable instrument cluster with analog tachometer and the most important digital. fact 2/57 The …

• Comparison test: naked bikes BMW, Ducati, Triumph, Yamaha, Kawasaki

  fact 66 pictures fact 1/66 If you want a real all-rounder, the Yamaha FZ8 is the right choice. fact 2/66 No trace of saving: Despite the …

• Comparative test: large displacement naked bikes

  37 photos 1/37 In comparison: Benelli TnT 160 R, Honda CB 1000 R, MV Agusta Brutale 1090 RR and Triumph Speed ​​Triple….

• Comparison test of naked bikes from Italy

  Art 7 pictures Ducati 1/7 Ducati Streetfighter / S Ducati 2/7 Ducati Streetfighter / S Ducati 3/7 Ducati Streetfighter / S Ducati 4/7 Ducati Streetfighter / S …

• Comparative test of naked bikes – reason machines

  j.kuenstle.de 39 photos 1/39 Suzuki B-King: Price 14,490 euros, additional costs around 145 euros. 2/39 Kawasaki Z 1000: Price…

• Comparative test of mid-range naked bikes

  Artist 22nd photos Artist 1/22 One finger on the Triple’s brake lever is enough for a brute anchor. There is no ABS. Artist 2/22 The Triumph is…