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BMW R 1200 R, Triumph Speed ​​Triple and Honda CB 1000 R in comparison test

Two, three or four cylinders?

Flair, charm and charisma: real two-wheeled personalities come together in the medium-strength roadsters. Machines with heart and soul. But above all with characteristic engines: the BMW R 1200 R with a two-cylinder boxer, the three-cylinder Triumph Speed ​​Triple and the four-cylinder Honda CB 1000 R. A matter of rational conviction or rather a question of faith?

They are the icing on the cake, the fuel in our hearts, the spark of our motorcycle passion: curves. They direct the propulsion, give direction to desire, circle the hill, climb the mountain, storm the sky. They guide us down to the valley, bring us home and far away. Twists that warm our souls. Left, right, left and back. Made for roadsters, driving machines of the purest water. Engine, wheels, tank and seat, done. No cladding, no pane filters the clear sensation. The pure lesson: pure passion, unadulterated driving pleasure. The BMW R 1200 R, Triumph competing against each other in this comparison test are strong roadsters S.peed Triple and Honda CB 1000 R, 125 to 135 HP, no power nakeds overflowing with performance.

BMW R 1200 R, Triumph Speed ​​Triple and Honda CB 1000 R in comparison test

Two, three or four cylinders?

BMW boxer now lifts a full 125 hp

Motorcycles that not only carry, but move. Which concept excites the most? That quickly becomes a question of faith. Here as there you inhale every second, broad-shouldered to receive the world. Everything is one: the motorcycle, the landscape, the road, the curve, you yourself. When it comes to a brisk three-way round the country road, the two-cylinder model, the BMW R 1200 R, has the right of way.

At BMW, partial water cooling counts after 90 years of air-cooled boxer tradition. Only the R nineT lasts
proudly air-cooled cylinders in the wind. All other R models now carry the uniform water boxer with a fairly large flywheel. So also the new BMW R 1200 R. Its combustion chambers are flown through more efficiently from top to bottom instead of earlier from back to front, with less curved intake paths. A performance-enhancing measure: with the same bore and stroke, i.e. exactly the same displacement of 1170 cm³, the boxer now has a full 125 hp instead of the 110 hp in the air / oil-cooled predecessor.

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At medium speeds, the boxer pushes up to 124 Newton meters

The completely new boxer strikes with a powerful punch. Like the hooks of the Klitschko brothers: hard, dry, with a lot of force. At medium speeds, the boxer pushes up to 124 Newton meters, surpasses the powerful Triumph Triple at easily by 15 Newton meters, the Nippon four-cylinder by up to 25 Newton meters. Tea BMW R 1200 R rushes forward with corresponding commitment and adventure. Crisp and powerful, with the best torque in sixth gear: from 60 to 140 km / h in just 7.3 seconds! That’s fast. But the 135 hp Triumph Speed ​​Triple and the 125 hp Honda CB 1000 R with an optional (and quite quiet) Akrapovic exhaust are not so easy to detach.

The Triumph Speed ​​Triple and Honda CB 1000 R weigh a whopping 21 and 22 kilograms less than the 242 kilogram BMW R 1200 R, which is equipped with many extras. Smaller displacements of 1050 and 998 cm³ put their lower torque into perspective. Real 111 (Triumph) and 101 Newton meters (Honda) stand for a damn good torque yield: over ten percent of the displacement in Newton meters! So they look great in the feed. The triple, 125 the four-cylinder and the BMW boxer 107 have a capacity of 128.5 hp per liter. After the peak of performance, it degrades at 8,000 turns. No nitpicking, it’s a question of character.

The two multi-cylinders offer potentially greater revving

Although you drive on country roads almost always in the lower half of the engine speed range, you never get more than 70 hp. Nevertheless, the two multi-cylinders offer potentially greater revving pleasure: The Triumph Speed ​​Triple achieves a full 135 hp even in the middle of the engine speed increase at 9300 rpm. The Honda CB 1000 R alone can easily enter five-digit speed ranges. This is ensured by the smallest individual displacements (249.5 instead of 350 or 585 cm³ each), the lowest mean piston speeds and the lightest pistons. The fact that it does not exhaust this potential, but waves in the sixth at a good 9900 revs, shows the design and nature of the compact powerhouse.

Because the Honda CB 1000 R inherited an ex-Supersport engine from the 2007 Fireblade in 2008. Heavily throttled, with the cylinder head of the CBF 1000, including new camshafts (timing!), Modified ducting and a larger airbox. Nevertheless, it is a technical trick that lets the sonorous, dull and full-sounding four-cylinder rush forward so stormily: its crisp, short overall ratio. The sixth gear of the CB 1000 R is only slightly longer than the fourth of the BMW R 1200 R and Triumph Speed ​​Triple, so the speed level is much higher. At 100 km / h in top gear, Triumph and BMW each turn around 3800 times, the Honda almost 4500 times.

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The 1000 barrel organ, which accelerates gently, successfully conceals its torque deficit and pulls better than the Triumph Speed ​​Triple! However, you are always looking for seventh gear on the Honda CB 1000 R. Their transmission is sporty and tight. And, as is typical of the brand, it can be shifted precisely. As with the Triumph, there is no gear indicator, you have to count as always. The CB coupling can be pulled smoothly and finely dosed. Really easy to use. The Triumph clutch, which can also be precisely metered, is the only one in the trio that is operated by cable. The switch box of this Speedy works less gnarled than in previous test copies. OK then.

The three-cylinder hangs wonderfully directly on the gas. Maybe too spontaneous. After longer periods of rolling with the throttle valve closed (push mode), it jumps forward pretty harshly when the cable is pulled again. At the apex of the curve, the Triumph Speed ​​Triple jerks. The sound makes up for that. The triple hisses, roars and growls like an animal from the unfavorably high exhaust duo, blow drying the cilia without being vulgarly loud. Acoustic aesthetics. The three-cylinder is simply cooler, more hardened than the even quieter row four.

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Long-stroke triple shines with very linear power delivery

The long-stroke triple shines with a very linear power delivery: Speedy Gonzalez increases power extremely evenly and predictably. Good for spontaneous power wheelies and great control. The Triumph Speed ​​Triple runs superiorly fast on unrestricted motorways, goes almost 250. Thanks to the "Fly Screen" window, it is standard like the front spoiler, you can even withstand higher speeds. The Honda CB 1000 R and the particularly straight-line stability BMW R 1200 R have less to do with wind protection and motorway heating. Vmax 230, should be enough.

Here and now, something else counts. Pine, plane and olive trees pass by, palm trees wait on the coast. Freshly peeled, gnarled cork oaks stand, old and dignified. A break in tradition at BMW: six-speed gearbox and oil bath clutch are now integrated into the engine housing. Old hat for other manufacturers, but not for Bavaria. The hand lever of the hydraulically operated clutch of the BMW R 1200 R can be pulled very smoothly, but can be digitally adjusted, on or off.

Shift assistant "Pro" at BMW only for an extra charge

Tea BMW R 1200 R has a real innovation for an extra charge: the shift assistant "Pro" for upshifting and downshifting without using the clutch. From third gear you can drive uphill and downhill without having to use the clutch. That goes perfectly with the nature of the R 1200 R. When shifting up, simply leave the short-stroke throttle fully open. Close the gas when downshifting, gently press the toe down, done. This works smoothly even in the middle of curves. The electronics take load peaks out of the drive train, synchronize the shaft speeds and double-declutch when shifting down. The anti-hopping clutch helps here, eliminating the rear wheel stamping that is otherwise common in cardan BMWs when downshifting wildly. Just drive! Shifted conventionally, the gearbox acts more trampling, with long shift travel and the typical "kalonk" noise.

The boxer lively hangs on the gas, reacts sensitively via ride-by-wire, but not too nervously when the right hand is folded down. Tea BMW R 1200 R series has two driving modes: In Road mode, the throttle response is more direct than in the gentler "Rain" mode. In rain mode, ABS and the basic ASC traction control intervene earlier. For a moderate 305 euros surcharge, two additional driving modes and the higher-quality DTC dynamic traction control with lean angle detection are on board.

Quite often in Road mode, the yellow warning light indicates that the DTC is intervening when chopping out of the bends.
Without being noticed. The additional dynamic mode allows more slip, i.e. minimal wedging of the rear wheel. Change of scene, the little streets get damp, then wet. Slippery bitumen strips require concentration. The traction control of the BMW R 1200 R conveys a lot of security.

BMW with the longest wheelbase

Well, the very thrifty boxer is pushing forward with power out of the tight turns. That kicks! The sound matches that. The boxer is already waking up barking, BMW used to be quiet. No more whispering, robust sound is the order of the day. And that’s exactly how the BMW R 1200 R drives. The BMW is in top form in the country road jungle, in the curve thicket. Shines with high steering precision, easy handling and excellent cornering stability. Really sporty!

Tight corkscrew bends or long, fast radii, the 1200 drives like a sleepwalker, turns playfully, hits the right line telepathically, stoically stays on course. Corrections at a deep incline? No problem, anytime. It’s fantastic how the BMW R 1200 R circles around every radius. Sharp and direct. The BMW has by far the longest wheelbase (1515 millimeters), the flattest steering head angle and the greatest caster. In other words, key data that point towards stability rather than agility. This is exactly the opposite with the Triumph Speed ​​Triple, its parameters stand for easy handling.

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But in reality the BMW R 1200 R drives lighter than it is. And circles around the Triumph Speed ​​Triple! The boxer plays the trump card of the longitudinal crankshaft for easy handling. Its low center of gravity makes it easier to turn into quick turns. It’s pure pleasure. The all-new tubular space frame with an upside-down fork is a real benefit. The Metzeler tires Roadtec Z8 (front "M", rear "C") create a lot of trust. The 180 rolls nice and round to the edge of the tire. At some point the footrests grind, shortly afterwards the optional main stand. A real experience, how the also extra costly semi-active chassis Dynamic ESA absorbs even unpleasant bumps, felt properly leveled.

The 1200 cushions and dampens comfortably, even more in Road mode than in the somewhat tighter dynamic mode. A spring displacement sensor on the shock absorber informs a sensor box with lean angle detection. This then acts electronically on the damper valves as an automatic adjustment depending on the driving situation. Works very well in milliseconds, with the best suspension comfort and impeccable handling, even when fully loaded. Nevertheless, this BMW R 1200 R doesn’t completely wrap you in cotton wool. The cardan single-sided swing arm passes short hard bumps at higher speeds quite dry. The feedback was better than with Telelever machines, although not quite as good as with the Honda CB 1000 R and the Triumph Speed ​​Triple.

Seat height adjustment desirable for the BMW R 1200 R.

Tea BMW R 1200 R places you very much in the motorcycle, a little passive. The assembled flat bench does not fit at all for tall guys. For them, a seat height of 77 centimeters, six less than on the Honda CB 1000 R and seven less than on the Triumph Speed ​​Triple, is already too tight. It tweaks and tweaks. BMW offers three other, much higher bench seats, but a seat height adjustment would be desirable. Honda’s compact seating position, close to the rather high handlebars, is almost reminiscent of a 600, but fits even tall riders. The knee angle is quite relaxed. The seat, which slopes slightly forward, forces you to be close to the tank, but a rubber protector protects your manhood from too hard contact.

The Triumph Speed ​​Triple’s wide tank spreads its legs quite a bit. The rider on the high seat is stretched to the elegant butted aluminum handlebars. The stooped posture looks a little old school. The footrests are high, the knee angle is sharp. Real connoisseurs don’t just drive. They celebrate gliding through the landscape, sailing through the curves. The Honda CB 1000 R is a good partner for this. It drives unobtrusively fast, neutral, handy and accurate. So sociable and predictable. Agile, yes jagged, the Honda turns in. She too masters the entire range of curve art. Anyone who comes from the Triumph feels the lively, good-natured Honda almost as fidgety.

Metzeler Racetec K3 tires do not get up to temperature

But the Honda CB 1000 R is just agile, at the same time a touch less stable than the Triumph Speed ​​Triple and especially the BMW R 1200 R. Later, the extra-long fear nipples drag under the footrests. The Bridgestone BT 015 tires do a good job with the special code "L": They adhere well and warn of possible loss of grip at an early stage and tell a lot about the road, the asphalt beneath you. Well, Honda and Triumph have to do without traction control. The CB shock absorber, which is directly linked to the BMW, only gets a little out of step on bad, poor stretches of road or with a passenger, especially the rebound damping. After all, it is easily accessible for a hook wrench and screwdriver. Street surfing: The speed triple’s freedom from lean angles cannot be explored. And the wide 190 rear slider needs more of that at the same speed.

Metzeler Racetec K3 are good tires in themselves. In July, on the racetrack. But now it’s January and the morning air is four degrees cool. The supersport tires just don’t get up to temperature. You irritate with spontaneous slides. The Triumph Speed ​​Triple doesn’t want to make it too easy for its driver, but rather to be pushed harder. In direct comparison with the BMW R 1200 R and the Honda CB 1000 R, it looks a bit stiff on the hips. You have to work honestly and actively, give in energetically, and commit yourself to a line before the curve. Hey, a street fighter is not a kid’s toy.

The good feeling for the front wheel is rewarded for this. If you want the easy, fast number, you should grab the little sister Street Triple. Basta. The Triumph Speed ​​Triple is stronger on bumpy roads and wants to be kept in line. In addition, it is not a comfort litter. In cool temperatures, it helps a lot for man (backbone!) And machine to open the damper screws quite a bit in the fully adjustable and quite tight chassis. You have to get used to the large turning circle. Result of the projecting, characteristic aluminum bridge frame made of double tube profiles in the front area. In contrast, the BMW R 1200 R turns on the palm of your hand.

All three are machines with no exaggerated evil aura

BMW and Triumph install Brembo brakes with steel braided lines. The components of the Triumph Speed ​​Triple come from an even higher range, including an adjustable radial pump. And that’s how they bite too. Uncompromising. In an inclined position, the four-piston calipers snap almost too poisonously at the 320 discs. Tea BMW R 1200 R throws the anchor more easily and even more brutally in the event of emergency braking. The eyeballs clap from the inside in front of the visor. Pulling the hand lever slows down the rear wheel. The latest generation of Conti-ABS balances admirably along the blocking limit. Only this BMW has to do without a brake buckle compensation due to the lack of Telelever.

The Honda CB 1000 R drives open three-piston floating calipers with a simpler design, operated by cheap rubber lines. But it makes the best of it, still brakes great and easy to dose. And like the BMW R 1200 R in combination – only the other way around: The pedal acts on the center piston in the right front brake caliper. Break plus final settlement at the street cafe. A hot spot on earth is the south of France. And sleet at home. All three are machines without an exaggerated evil aura, but they always seem daring enough. You can desire and admire them.

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Honda CB 1000 R looks less processed

Overall, the Honda CB 1000 R looks less high-quality, sometimes clumsy hardware store screws disturb. Their poorly readable, sparsely equipped instruments are no feast for the eyes. But like the Triumph Speed ​​Triple and the BMW R 1200 R, it has an immobilizer and an aluminum single-sided swing arm, here painted red, with an elegant rear wheel.

There is a huge argument in favor of the Honda CB 1000 R built in Atessa, Italy: 10,750 euros as the current special price! The icon from Triumph Speed ​​Triple is almost 2000 euros more expensive. It seems worth it. Thanks to noble materials and fine parts, such as the triple clamp of the lower triple clamp. Timelessly beautiful, the Triumph! As part and expression of the individual personality.

Triumph and BMW with a noble appearance

Like the Triumph Speed ​​Triple, the BMW R 1200 R also has a noble appearance, for example with forged aluminum footrests for the driver and passenger. Added to this are features suitable for touring alone, such as heated grips that are very welcome in the cold, navigation and suitcase options or an even more comfortable pillion seat. Tea high-tech on-board computer "Pro" reports outside temperature, recommendation to switch up, tire pressure with temperature compensation, date, next service appointment, failure of lamps and, and, and. The red (here a black) area of ​​the engine in the digital tachometer varies depending on the engine temperature: with a cold engine 4000, warm 8500 revs.

In the black of the lacquer variant "Style 2" the BMW R 1200 R looks more classic than the white copy with a red frame. The new roadster hardly shows any nakedness and is almost too perfect an everyday companion. Extras for a good 3,000 euros raise its price to over 16,000 euros. Uff. BMW haters have always known that a BMW wins a group test again. All fans of the brand suspect: The balanced R 1200 R deserves it.

Performance measurement

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Performance measurement.

Three truths. First: The BMW R 1200 R draws the greatest torque and the fullest power curve from the largest displacement – from idling to 8000 rpm. Between 5000 and 7000 tours, the boxer easily surpasses the triple of the Triumph Speed ​​Triple by around 15, the four-cylinder Honda CB 1000 R by 20 to 25 Newton meters.

Second: The sixth gear of the Honda CB 1000 R has a very short translation. In the last gear it turns as high as the Triumph Speed ​​Triple in fourth! This inflates the four-cylinder powerfully because it revs higher at the same speed: the rear wheel power of the Honda in the sixth is as great as that of the BMW R 1200 R..

Thirdly, the elastic, fiery Triumph Speed ​​Triple converts your 10 HP more power into better acceleration.

* Honda CB 1000 R locks in 6th gear at 9900 / min, 5th gear is open up to 10600 / min; Diagram: power on the crankshaft. Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

MOTORRAD test conclusion

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In the end, the BMW R 1200 R wins ahead of the Triumph Speed ​​Triple and the Honda CB 1000 R..

1. BMW R 1200 R
This is how roadster works today. The BMW R 1200 R is a good companion for every day. Active driving, dynamic and suitable for touring. New BMWs are what has so far distinguished Honda: a system in which the whole is more than the sum of its parts. Where everything fits together, chassis, engine, brakes. Now also styling and sound.

2. Triumph Speed ​​Triple
It was the original meter of the Streetfighter ex works. Today the Triumph Speed ​​Triple is no longer completely up to date. But timelessly sensual. A dignified, noble country road sportsman, quasi a gentleman with a hooligan attitude. It fits the macho appearance of Triumph that you have to touch it a little harder in corners.

3. Honda CB 1000 R
The bustling "big Hornet" is a good choice as the cheapest offer from the trio, and not just after the price drop. Anyone who wants to ride a motorcycle easily and quickly will find a great partner in her with a strong, unbreakable four-cylinder. The equipment and passenger comfort of the Honda CB 1000 R, built in Italy, are mediocre, there would be more.

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