Honda CBR 900 RR versus Triumph Daytona 955 i


Honda CBR 900 RR versus Triumph Daytona 955 i

Stronger, faster, super athlete? because life is a curve. Honda CBR 900 RR versus Triumph Daytona 955 i.

Japanese clocks seem to run faster than European ones. Especially with the super athletes, one new model chases the other. Still brand new today, tomorrow it will be topped by a radically revised successor. No machine proves better than Honda’s CBR 900 RR that this strategy does not leave customers frustrated, but rather leads to success. Thrown into a vacuum, so to speak, in 1992 for the first time and, with an unusual 900 cubic centimeters, placed between the real 750 cc superbikes and the high-displacement 1000 cc and 1100 cc. Eight years later, the CBR still bears the same model name, its relationship to the original CBR is still unmistakable, and it is still one of the bestsellers of the season.
In 1993 England also ventured into the still virgin 900 terrain. The super sporty attempt, however, only counts three cylinders and goes by the name of Triumph Daytona. Not quite as sporty, not quite as innovative as the CBR. Even if the British made the start easier with Japanese components, this triumph is representative of courage, entrepreneurial spirit and an independent character. Then as now, although the current 955i has little in common with the Daytona of the first hour. Of course, the three-cylinder sound has remained. It is still a pleasure to savor the rough hissing of the triple from the lowest engine speeds. You will forgive even the small performance gap between 4000 and 5000 rpm and simply turn a little higher.
The CBR, on the other hand, already draws from the full speed range. The four-cylinder, which has been strengthened for the new year, pushes the lightweight through thick and thin with confidence in all positions, is always available for a quick intermediate sprint and convinces with the best manners in terms of smoothness and clean throttle response. Vibrations only disturb in the range of 5000 rpm. Especially when pushing. The automatic speed increase when the engine is cold is also not particularly elegant. The engine is pounding annoyingly at over 2000 rpm until the temperature sensor signals that the engine is warm.
When it comes to pure maximum values, the 122 hp test Daytona cannot hold a candle to the much more powerful Honda in any discipline. In normal country road operations, however, there can be no question of clear inferiority. On the contrary, the three-cylinder looks more entertaining than the slippery Japanese because of its rough characteristics. The short throttle when downshifting is a real sound experience, the jerk-free, gentle throttle response of the injector a constant source of joy.
This overcomes the Triumph driver in view of the super-handy chassis. It’s child’s play to conduct, the Englishwoman cleverly conceals her extra pounds, falls almost on its own into an inclined position and arrow precisely through the trickiest combination of curves. Well, due to its external dimensions it looks a bit clunkier than the CBR, not as elegant in the finish. The wide, uncomfortably cranked handlebars, the sober cockpit or the voluminous, unfortunately still very warming tank do not necessarily invite you to cuddle.
The Honda offers a consistently more comfortable place. The Japanese attracts with a comfortable seat cushion, a playful but informative cockpit and excellent ergonomics. Whether you are Asian short stature or European guard: the CBR always fits. The same applies to the suspension set-up of the CBR. Regardless of whether it is a motorway, a fast main road or a curvy beet field, the Honda takes it easy. The new 17-inch front wheel leads neutrally in every situation, the suspension elements smooth out even the roughest bumps, and there’s nothing to complain about about the handiness.
How much better the set-up of the Honda is only noticeable at a faster pace on bad roads. Although the Triumph feels much softer, especially in the back, it hits the backbone of its pilot much more brutally. The diagnosis is too little damping and too early in the progression of the spring.
When comparing the brakes, finally an advantage for Europe. Perfect in the dosage and with a brutal bite, the Triumph stoppers are among the best that is currently available in series production. Nevertheless, the Honda hardly loses ground in an emergency, which is not least due to the fact that its front section does not crash as quickly as the Triumph fork when the well-known Nissin system is used hard.
Und so the super sports round clearly goes to Japan. The technically more sophisticated, more powerful and, last but not least, catalytic converter-cleaned concept, although the charm of the British three-cylinder is always worth an affair.

Technical data: Honda CBR 900 RR F

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, four valves, intake manifold injection, regulated catalytic converter, displacement 929 cm3, rated output 112 kW (152 hp) at 11,000 rpm, max. Torque 100 Nm (10.2 kpm) at 9000 / min, six-speed gearbox. Chassis: bridge frame made of aluminum profiles, tires 120/70 x 17; 190/50 x 17, wheelbase 1400 mm, spring travel f / h 120/135 mm. Dimensions and weights: Seat height * 820 mm, weight with a full tank * 202 kg, load * 182 kg, tank capacity / reserve 18 liters. Price incl. and ancillary costs 22520 MarkMOTORRAD measurement + high-torque four-cylinder, suspension set-up with reserves, easy handling, perfect ergonomics, easy-to-dose brakes, regulated cat-poor wind protection, annoying cold start behavior, does not achieve the promised performance

Technical data: Triumph Daytona 955i

Engine: water-cooled three-cylinder four-stroke in-line engine, two overhead camshafts, four valves, intake manifold injection, displacement 956 cm3, rated output 94 kW (128 hp) at 9900 / min, max. Torque 100 Nm (10.2 kpm) at 7500 / min, Six-speed gearbox. Chassis: bridge frame made of aluminum tubes, tires 120/70 x 17; 190/50 x 17, wheelbase 1440 mm, spring travel f / h 120/140 mm. Dimensions and weights: Seat height * 820 mm, weight with a full tank * 224 kg, load * 186 kg, tank capacity 18 liters. Price includes VAT. and ancillary costs 22,990 MarkMOTORRAD measurement + super handling, three-cylinder with a strong character, perfect load change behavior, unique optics, excellent brake performance gap between 4000 and 5000 rpm, too soft, underdamped chassis set-up, poorly cranked handlebars, tank heats up strongly, no exhaust gas cleaning

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