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

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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?

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An additional "R." in the model name promises pure sportiness. And not only fully disguised racers have this letter, but more and more naked bikes too. How much sport is there really in MV Agusta Brutale 1090 RR ABS, Honda CB 1000 R and Triumph Speed ​​Triple R.?

E.A small side street in the hinterland of Baden-Wurttemberg. Embedded in a picturesque hilly landscape, the path leads past lush green and bright yellow. Idyll unplugged! Suddenly noise. Accompanied by the screaming noise of the engine, a rotating, smoke-covered rear wheel whines for mercy.

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?

Iron and check through Wallachia

On the MV Agusta Brutale 1090 RR ABS, Jo presses a fat, 50 meter long black line into the asphalt with a rolling burnout! At the same time, Rob shoots past with the Honda CB 1000 R on the rear wheel, this propellant also yodels just below the speed limit. Only the author is still holding back on the Triumph Speed ​​Triple R and first observes the scenery from the roadside. Where is the photographer when you need him? With the stunts, the two pump their bodies full of adrenaline and get in the mood for two action-packed days.

Day one started early in the morning. Mission: ironing through Wallachia and checking what the bikes can do on the country road. As usual, we also create a setup. On the second day there is a trip on standard tires to the race in Hockenheim. Then we burn down the brand new Michelin Pilot Power 3 on the slopes. What the skin can do here and there is in the Michelin Pilot Power 3 chapter. Overall, the test should answer important questions at the end of the day: Which naked women convince where? Are such bikes even suitable for use on the slopes? How much attack they can take?

Changes worth mentioning only in the Brutale

Within the trio, only the Brutale experienced significant changes for 2013. The most important: For the first time the Italian power bolt MV Agusta Brutale 1090 RR with ABS decelerates. In addition to the normal mode, the system also offers a sharp race position, and it can also be deactivated. The other modifications target the visual center, but hit right in the heart: paintwork, rim design, LED light strips around the mini front fairing and indicators integrated in the mirror give the MV a breathtaking appearance.

In comparison, CB 1000 R looks like a wallflower

In direct comparison, the Honda CB 1000 R looks like a wallflower. That is not surprising, after all, it was launched in 2008. For Honda standards, the beefy design with corners and edges as well as the round additional light below the headlight was a small revolution at that time and apparently encouraged the marketing strategists to add the famous "R" to the name. However, the Japanese did not dare to use a nastier styling, and so purists still consider the CB to be at most a “light” villain. The German importer knows that too, of course, and spiced up the naked bike a bit: the test Honda was decorated with an accessory muffler (Akrapovic), carbon covers and a handful of panels in a titanium look. Together they add up to almost 2000 euros. For Umme, however, there is the only standard change for 2013, the new paint in matt white.

Triumph Speed ​​Triple R only with different chassis

And the triumph? As an R version, the strong character from Britain only hit the market last year. Technically, it differs from the base only in the chassis: firm Ohlins dampers, light PVM forged wheels, sharp Brembo monoblocks, hot soles from Pirelli. The Speedy rushes into the current model year unchanged.

Country road

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The power nakeds are perfect for adrenaline junkies.

Get up and go! Each of the three nakeds offers your pilot an upright and comfortable spot. However, the MV driver has to fold the legs a little more tightly because of the high notches. If he also places his right foot with the ball of the foot on the rest, the boot hits the side of the exhaust cover, which is a bit annoying. From the legs to the hands: the MV Agusta Brutale 1090 RR ABS has a slightly narrower handlebar than the competition and is mounted quite close to the driver. Amazingly, that doesn’t force him into an overly passive position. And even though the rider sits in rather than on the bike, he can always direct his pedestal perfectly. The same applies without restriction to the Triumph Speed ​​Triple R..

Honda CB 1000 R drivers also have their vehicle perfectly under control at all times, and as usual, Honda places the driver very well on this machine too. No traffic, clear streets, open the tap! Good weather, the MV Agusta Brutale 1090 RR ABS dashes off like a fury! With 159 lively stallions, the screeching four-cylinder keeps the competition at bay in terms of performance. Caution when squeezing out the propellant: Danger of acceleration noise! If the ponies really get going, however, you risk the rag. So it comes in handy that the 1078 cubic drive, thanks to the very short gear ratio, cracks vehemently even at a moderate speed and the torque goddess Triumph Speed ​​Triple R stays close on the heels. The vibrations of the Italian are kept within acceptable limits. However, the switch box looks a bit bulky. The MV shows itself from a better side with the engine tuning, there are two mappings to choose from: normal and sport. They only differ in their responsiveness, the power delivery is identical. For the country road, the somewhat gentler normal mode is the better choice.

Triple sound robs your senses

The Triumph Speed ​​Triple R only offers one set-up and immediately jumps a little harder on the gas than the MV Agusta Brutale 1090 RR ABS. On the other hand, the sonorous, bear-like sound of the triplet when the locks are fully open still steals your senses. In addition, the British woman serves her powerful punch very evenly and easily controllable. Running culture? High. Vibrations? Just pleasant ones. Experience factor? Immense. So there’s only something to complain about on the drive side of the switch box, because the gear changes are somewhat resinous, similar to the MV Agusta.

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Empty streets – the best prerequisites for our comparison test.

As far as the drive is concerned, the Honda CB 1000 R shows its greatest asset here. Because the gear wheels find each other almost by themselves and the stepping through the gears works wonderfully smoothly. Just like the British, the CB 1000 R delivers its lard very evenly, but the four-cylinder vibrates quite pronounced. He’s also under less pressure. The maximum output is 134 to 126 PS in favor of the triplet, the torque 111 to 101 Nm. Nevertheless, the Japanese bravely keeps up with the acceleration, from a standstill to 150 km / h there is only an academic tenth between the two. When pulling from 50 to 150 km / h in last gear, the Honda gives the Triumph a good half a second. Your handicap: lack of emotion. In a direct comparison, both Europeans simply exude a lot more flair.

Lousy subsoil separates the wheat from the chaff

The streets are getting narrower, the asphalt more bumpy. Surprise: Even the Speed ​​Triple R, which is tuned rock hard at the front and rear, masters furrowed terrain very well – provided the setup is right. The Brutale vote is a bit inconsistent. The Italian tends to work at the front and rear with a lot of compression and comparatively little pull damping. Huge praise to the Honda: On the country road, its chassis works very well and only needs minor adjustments.

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Uneven ground shows the strengths and weaknesses of the naked bikes.

Lousy subsoil also separates the wheat from the chaff with ABS, because this shows how quickly the system builds up brake pressure again according to the regulation. The systems from MV and Honda are beyond any doubt, they master even the most violent braking attacks over cabbage-and-beet asphalt with great ease. It’s a bit different with the Speedy. During this exercise, the pressure point of the lever quickly hardens and the braking power is noticeably reduced.

The Triumph also has to back off when it comes to bending with production tires, as the competitors wag a little more light-footed around the radii. This is surprising, because in terms of weight, the machines are only a maximum of three kilograms apart. In addition, at least MV and Speed ​​Triple are absolutely identical to the Pirelli Diablo Supercorsa SP. Obviously the balance plays a big role here, keyword focus and concentration of the masses. In terms of accuracy, feedback and stability, the Pirelli-tyred bikes have an advantage over the Honda when they are sporty and under ideal external conditions. It rolls on the very handy but good all-rounder Bridgestone BT 15 in special specification "L".

Racetrack

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The pack behind the Nakeds is already lurking. But not everyone came by on the slopes.

The Michelins are up, the traffic light is green, let’s go! Oops, the Honda suddenly turns stubbornly and drives wide arcs, corrections in an inclined position are almost impossible. Back to the box, check the air pressure. But at 2.3 bar (cold) at the front and rear, it exactly matches the air pressure of the other two bikes – and they go around in circles without any problems. Apparently the Pilot Power 3 and the CB 1000 R are not meant for each other. The same applies to the Honda in general for racetracks. With its soft, indifferent chassis, it is completely out of place here. The stoppers also reach their limits, at least when braking at the hairpin in Hockenheim from top speed, and lack a bit of bite.

Brutale shows that there is another way. It cuts an amazingly good figure and plows around the course at racing speed – who would have thought that. She can let her many horses run free on the ring. In addition, it shines with incredible cornering stability, burns precisely around the radii and angles nice and handy. Only in the full throttle Parabolika curve does the pilot direct a slight restlessness into the landing gear due to the lack of fairing and because of the wide handlebar, which is not a problem. Unlike on the country road, where the normal position of the ABS is completely sufficient, the race setting of the ABS makes sense here. It is true that at this level it allows a tumble forward because the system intervenes at an ultra-late stage. But brakes are rare on the race, and the pilots are usually much more concentrated here.

Much unrest in the Speedy framework

The Speed ​​Triple R cannot fully convince on the slopes, despite its chassis set-up that is geared towards racing. Fork and shock absorber do not work synchronously, at least within the few turns of the short Monday training there is hardly any coordination. As a result, there is always a lot of unrest in the Speedy framework, which affects the stability. At least she steers in quite precisely, and handling is okay too. The ABS, on the other hand, frowned once again, as it did not build up the braking pressure quickly enough when anchored over several successive bumps in the road. Fortunately, it can be turned off. Then the triple delays as it should: precisely, reliably and predictably.

So are the nakeds suitable for use on the slopes? Yes and no. The MV is doing well there, but there are bikes that are more suitable for regular curling. The Speedy chassis needs a lot of patience when setting up, result open. Only with the Honda is the case clear: absolutely no racing!

Data Honda CB 1000 R

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The Honda made its debut in 2008. The test bike has accessories worth around 2000 euros.

drive
Four-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 10,000 / min *, 99 Nm at 7750 / min *, 998 cm³, bore / stroke: 75.0 / 56.5 mm, compression ratio: 11.1: 1, ignition / injection system, 36 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain.

landing gear
Light alloy bridge frame, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1445 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 120/128 mm.

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT 015 "L", 310 mm double disc brake with radially attached four- piston Fixed calipers at the front, 256 mm single disc with two-piston floating caliper at the rear, C-ABS.

measurements and weight
Length / width / height: 2113/800/1200 mm, seat / handlebar height: 835/960 mm, handlebar width: 725 mm, 221 kg fully fueled, v./h .: 48.6 / 51.4%.

Rear wheel power in last gear
84.5 kW (115 PS) at 212 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 7.4 liters / 100 km, tank capacity 17 liters, range: 229 km

Base price
11,490 euros, test machine: 13,462 euros (plus additional costs)

Data MV Agusta Brutale 1090 RR ABS

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Shapes and colors that inspire: the brutal 1090 RR is one of the most beautiful nakeds ever.

drive
Four-cylinder in-line engine, four valves / cylinder, 116 kW (158 PS) at 11,900 / min *, 100 Nm at 10,100 / min *, 1078 cm³, bore / stroke: 79.0 / 55.0 mm, compression ratio: 13, 0: 1, ignition / injection system, 46 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.

landing gear
Steel tubular space frame, steering head angle: 65.0 degrees, caster: 104 mm, wheelbase: 1438 mm, upside-down fork, Ø fork inner tube: 50 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 125/120 mm.

Wheels and brakes
Forged light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, initial tires: Pirelli Diablo Supercorsa SP, 320 mm double disc brakes with radially attached four-piston fixed calipers at the front, 210 -mm-single disc with four-piston fixed caliper at the rear, ABS.

measurements and weight
Length / width / height: 2009/850/1240 mm, seat / handlebar height: 840/1030 mm, handlebar width: 715 mm, 218 kg fully fueled, v./h .: 50.9 / 49.1%.

Rear wheel power in last gear
109 kW (148 PS) at 238 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 8.4 liters / 100 km, tank capacity 23 liters, range: 273 km.

Base price
17,990 euros (plus additional costs)

Data Triumph Speed ​​Triple R

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Tea "R." is the sporty triple version. It houses high-quality chassis components.

drive
Three-cylinder in-line engine, four valves / cylinder, 99 kW (135 PS) at 9400 / min *, 111 Nm at 7750 / min *, 1050 cm³, bore / stroke: 79.0 / 71.4 mm, compression ratio: 12, 0: 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, chain.

landing gear
Light alloy bridge frame, steering head angle: 67.2 degrees, caster: 91 mm, wheelbase: 1435 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm.

Wheels and brakes
Forged light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, initial tires: Pirelli Diablo Supercorsa SP, 320 mm double disc brakes with radially attached four-piston fixed calipers at the front, 250 -mm single disc with two-piston floating caliper at the rear, ABS.

measurements and weight
Length / width / height: 2150/880/1230 mm, seat / handlebar height: 825/1015 mm, handlebar width: 730 mm, 220 kg fully fueled, v./h .: 50.5 / 49.5%.

Rear wheel power in last gear
92 kW (125 PS) at 222 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 7.4 liters / 100 km, tank capacity 17.5 liters, range: 236 km.

Base price
14,990 euros (plus additional costs)

PS judgment

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In comparison, it quickly became apparent who was ahead on the race and country roads.

Max. Points Honda
CB 1000 R		 MV Agusta
Brutal 1090 RR		 triumph
Speed ​​Triple R
drive
acceleration 10 6th 8th 7th
Draft 10 7th 8th 7th
Power delivery 10 9 9 10
Responsiveness 10 8th 9 9
Load change reaction 10 7th 9 7th
Running culture 10 6th 7th 9
Gear actuation 10 10 6th 6th
Gear ratio 10 10 10 10
Clutch function 10 6th 8th 5
Traction control 10 – 0 –
Subtotal 100 69 74 70
landing gear
Driving stability 10 8th 8th 8th
Handiness 10 8th 8th 7th
Cornering stability 10 6th 9 7th
feedback 10 5 9 8th
Suspension tuning in front 10 7th 8th 7th
Chassis set-up at the rear 10 6th 7th 7th
Braking effect 10 8th 9 9
Brake metering 10 9 9 9
Righting moment when braking 10 7th 8th 8th
ABS function 10 9 10 6th
Subtotal 100 73 85 76
Everyday life and driving fun
Sitting position 10 9 8th 9
Windbreak 10 1 1 2
Furnishing 10 6th 9 7th
consumption 10 5 4th 5
Driving fun 10 6th 9 8th
Subtotal 50 27 31 31
Total 250 169 190 177
placement 3. 1. 2.

1st MV Agusta Brutale 1090 RR
Test victory for the Italian: powerful engine, great chassis, great ABS. As the only one of the trio, she also cuts a fine figure on the racetrack. Annoying: The traction control still does not work.

2. Triumph Speed ​​Triple R
Actually designed for the racetrack, the Speedy weakens precisely there due to its unbalanced chassis. But their engine is a real bomb!

3. Honda CB 1000 R
Technically and visually inconspicuous, the Honda plays the gray mouse in this test field. It is very balanced, but it cannot track.

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