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Comparison test: Honda CB 1000 R, Yamaha FZ1, Triumph Speed ​​Triple, Kawasaki Z 1000

Large naked bikes in comparison

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At its premiere in December 2009, Kawasaki referred to the Z 1000 as "Wolf in wolf’s clothing". Now Ms. Wolf is facing the competition. Can it hold its own against the Honda CB 1000 R, Triumph Speed ​​Triple and Yamaha FZ1?

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The four big ones in comparison: Honda CB 1000 R, Triumph Speed ​​Triple, Yamaha FZ 1 ABS, Kawasaki Z 1000.

Kawasaki actually makes beautiful motorcycles, but this is definitely not one of them." The enthusiasm of PS intern Iris about the design of the new Kawasaki Z 1000 has its limits. Beefy, crouched down, with all sorts of polarizing plastic applications and an aggressive front mask, the Japanese cult naked bike does not suit everyone’s taste. In particular, the seat upholstery in snakeskin look, which Kawasaki installs in the brown color variant of the Z, is something the average Central European takes getting used to. The designers obviously put a lot of effort into making their latest litter stand out from the rest of the naked bikes.

But Kawasaki did not only do a lot in terms of looks "Wolf in wolf’s clothing" to distance itself from the competition – and not least from its hapless predecessor. The Japanese developed a 1043 cm³ in-line four-cylinder especially for the Z, which is significantly go along than the counterpart of the previous model based on the ZX-9R engine. In addition to 13 HP more peak power, the aim is to generate torque suitable for naked bikes at low and medium speeds.

Whether that’s enough to drive the established naked bike competition out of the area? Honda CB 1000 R, Triumph Speed ​​Triple and Yamaha FZ1 ABS are ready for the first exchange of blows – all three slightly revised for 2010. The changes are the smallest with the Honda. The CB 1000 R starts the year 2010 technically unchanged, only the dark red color variant Pearl Siena Red is new, but for the Honda 200 euros extra charge. Ducati sends its regards.

The Yamaha engineers also left the base of the uncovered R1 counterpart FZ1 unchanged, with the exception of a new, now completely black muffler. Instead, they worked on the mapping in order to elicit more power from the four-cylinder at medium speeds. A sensible intervention: the 150 hp naked bike had previously taken it easy at speeds below 7000 rpm, only to suddenly start spurting out as if stung by the tarantula.

This bad habit is alien to Triumph’s street queen, Speed ​​Triple. The engine, largely unchanged since 2005, already spoils you with plenty of lard and great sound from idling speed. Unsurprisingly, therefore, that the British took the chassis instead of the engine in the facelift of the Speedy. For example, the fork and shock absorber received new innards for a better vehicle balance, and a softer spring at the rear should ensure more driving comfort.

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The Kawasaki Z 1000 stays ahead.

Can the Speed ​​Triple conquer the naked bike crown in this modified form? On a mountain pass in the south of France, the four opponents have to show what they can do. The Kawasaki makes the start. Start button, first gear, let’s go. From the first meter, the Z 1000 hangs greedily on the gas and sprints away. Accompanied by bewitching hissing from the airbox, the wolf briefly lifts the front wheel, climbs the speed ladder with tremendous force and ignites the afterburner at 7000 rpm. What an idea. This is how a Kawasaki should drive and sound! A short pull on the clutch lever, the smooth gear is engaged in second gear and the Z is out of sight of your three playmates.

Where does this power come from? On the one hand from the strong, large engine, which, as the manufacturer propagates, actually has significantly more torque between 4000 and 7000 rpm than the previous engine, and on the other hand from the short gear ratio of the new model. At 100 km / h the Z turns 4500 / min, at 120 km / h 5500 / min. A nuisance for long stretches of the motorway, perfect on narrow country lanes. The successful translation is also reflected in the torque values, where the Kawa burns the competitors between 0.8 and 2.3 seconds with 8.2 seconds from 50 to 150 km / h. The only points of criticism of the new Z 1000 engine concern the somewhat hard throttle response in very tight first-gear turns, the rather rough engine running, which constantly transmits slight vibrations to the pilot via the notches and handlebars, and the tight 15- liter tank.

The FZ1 has now recovered from its initial paralysis in view of the impressive acceleration of the Kawa and is about to strike back. Second gear, put on the gas and … nothing happens. In slow motion the tachometer approaches the 7000 mark, suddenly comes to life and pulls the pilot forward with brute force and adrenaline-pumping sports engine roar. New mapping? Better drivability? Wasn’t there something? A later look at the performance curves of the new and old FZ1 solves the puzzle. In fact, the performance curve of the 2010 model exceeds that of its predecessor – but only from 7000 rpm. There is hardly any difference between the two. In conjunction with the long overall gear ratio, the new FZ1 lacks punch on the country road in the medium engine speed range, which is not least reflected in the worst torque values ​​in the test. It doesn’t help her that her maximum power of 150 hp is well above the competition and that the sound really turns on at high speeds. Another criticism applies to the electronically regulated throttle response. The YCC-T implements throttle commands with a slight delay and is also annoying when applying the throttle after longer shift phases due to its very hard response.

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The four of them have to prove what they can do on French mountain passes.

While the Yamaha rider is still struggling with choosing the right gear, the Speed ​​Triple hums past him with a sonorous three-cylinder rumble. The 1050 engine is still a stunner. Linear performance from idle to limit, pressure in all situations, decent response behavior – it is not for nothing that the Speedy has won one test after another in the past. If only it weren’t for the transmission. Already in the previous tests the big Triumph annoyed with a somewhat hooked transmission, but this time it is particularly unruly. The Englishwoman stubbornly defends herself against changing gears, especially when downshifting, and can only be moved to the next lower gear with double-declutching and great effort. Dear Triumph people: Please check out the gearbox for the next model upgrade.

The CB 1000 R shows how it can be done better. As soft as butter and without any effort, the Honda follows the driver’s shift requests. The Honda engine also behaves absolutely problem-free in all other respects. The CB turns up very linearly, with a soft use of power, it is barely audible to the outside world. Pure understatement. Between the character bikes from Kawasaki, Triumph and Yamaha, the CB 1000 R looks a bit boring despite its upbeat look, single-sided swing arm, new paintwork and the second-best torque values.

After all, the Honda sets accents in the chassis: The handling of the red Japanese woman is convincing across the board. It whizzes effortlessly through the narrow corners and hairpin bends of the pass road in the south of France, but still runs stably through the curves and gives the pilot the feeling of sitting on a 600 rather than a 1000. There are other pluses for the brake . The Combined ABS works excellently, the pressure point and controllability of the Nissin system are also convincing – even if the manual force of the brake is slightly higher than that of the three competitors. The fork and shock absorber are designed to be more comfortable, but also tolerate a sporty driving style. However, the shock absorber of the Honda is a bit bumpy and insensitive.

Comparison test of the large naked bikes: Part 2

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When driving through the picturesque mountains there is hardly any time to look at the landscape.

The spring elements of the Yamaha FZ1 are also quite soft and also lack some sensitivity. In addition, the Yamaha tends to hit the handlebars when accelerating over rough bumps. But the brakes shine with sporty qualities. With a full bite, little hand strength and great transparency, it makes up the meters when braking on the many 180-degree turns that it lost due to the low-torque motor when accelerating. The ABS works well, but does not reach the level of the Honda. When turning in, the FZ1 with its Dunlop tires needs a little pull on the unusually straight handlebar, but then turns in neutrally and keeps the line aimed at.

Now the hour of the she-wolf strikes. Like the Yamaha, the Z 1000 has a 190 rear tire, but struggles a lot more with the properties of the wide tire. To change direction, the pilot needs a lot of power, especially in alternating bends, balances the Z with a strong hand in an inclined position and also has to force the she-wolf onto the desired line at the exit of the bend. The front of the Z also behaves a bit peculiar and reluctantly gives in. Obviously, the Pirelli Diablo Rosso mounted on the ABS models do not harmonize as well with the Z 1000 as the Dunlop D 210, on which the motorcycles rode without ABS at the press presentation. Keyword ABS: The control intervals of the Kawasaki system are a bit rough, and the Z 1000 is annoying with the peculiarity of always controlling the front regardless of the grip level of the front tire when the rear wheel is locked.

Since the Z is only available with ABS in Germany, we can only hope that Kawasaki will make some improvements here. The braking effect itself leaves nothing to be desired. Sensitive and with a lot of bite, it makes it easy for the pilot to recapture the forward thrust of the powerful four-cylinder engine at any time. The chassis fails to match this agile concept. Sporty, tight, with a huge adjustment range and great responsiveness, it gives the Z 1000 a sovereignty that others can only dream of.

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Before the sun goes down, you accelerate again vigorously.

And how is the revised Triumph chassis doing? The Briton goes a somewhat idiosyncratic way and relies on firm damping and – especially at the rear – soft suspension. On the bumpy side streets of southern France, the Speed ​​Triple therefore needs a rather unusual chassis setting: damping wide open, shock absorber far preloaded. Modified in this way, the Speedy chassis cushions nasty bumps cleanly, but it lacks a bit of sensitivity and, despite all the settings, buckles a little at the rear during hard acceleration phases. The handling of the Speedy is fun. The Briton can be directed over the pass without much effort, but does not achieve the light-footedness of the Honda. The Speed ​​Triple continues to impress on the brakes. Good dosage, little hand strength – that’s how a naked bike brake should work. However, the Triumph was the only motorcycle in the test without ABS.

When it comes to the seating position, the four manufacturers go different ways: The Triumph positions its pilot very high as usual, pulls him far over the wide tank to the high handlebars that are mounted far forward, while the knee angle is rather moderate. The Kawa is completely different: it embeds its driver lower, positions the handlebars significantly further down and to the rear. Not uncomfortable, but different. However, if you slide your feet backwards on the notches, the boots will hit the very wide end pots of the Z 1000, which is particularly annoying when hanging off. There are also space problems on the Honda: Here the left boot scratches the swingarm. Otherwise, the CB 1000 R picks up its pilot high, but in a rather concentrated manner, which in combination with the nimble handling reinforces the impression of sitting on a smaller motorcycle.

The FZ1 places its driver in the most idiosyncratic position: The pegs are high and far forward, the handlebars are short and straight, plus the wide tank – you have to get used to this sitting position. As well as the non-adjustable clutch lever protruding far from the handlebar. Speaking of equipment: none of the cockpits has a gear indicator or a steering damper.

At the end of the test, the four jokers stand at the foot of the pass in the deep evening light, crackling quietly – no trace of turf wars anymore. Even intern Iris shows herself from the conciliatory side, gently strokes the tank of the brown Kawasaki and mumbles: "You don’t look that bad after all, dear Kawasaki."

Data + horsepower rating Honda CB 1000 R

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Honda’s combined ABS system works perfectly on country roads and is very sensitive. The long fear nipples on the footrests are just as irritating as the elongated under-engine exhaust.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 10000 / min *, 99 Nm at 7750 / min *, 998 cm³, bore / stroke: 75.0 / 56.5 mm, compression: 11.1: 1 , ignition / injection system, 36 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy central tube frame, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1445 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression stage, central spring strut with deflection, adjustable in spring base and Rebound stage, front / rear travel: 120/133 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 four-piston fixed calipers at the front, 256 mm single disc brake with two-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2113/800/1200 mm, seat / handlebar height: 830/1010 mm, handlebar width: 710 mm, 220 kg fully fueled, v./h .: 49.1 / 50.9% rear wheel power in the last gear: 81 kW (110 PS) at 206 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.2 / 5.8 / 11.2 s, pulling speed 50-100 / 100-150 km / h: 4.5 / 4.5 s

Top speed:
230 km / h *

Consumption:
Fuel type: normal, average consumption: 7.3 liters / 100 km, tank capacity: 17.0 liters, range: 232 km

Base price:
11290 Euro + 200 Euro special paintwork Pearl Siena Red (plus additional costs)

* Factory specification

SCORING:

Drive:
The Honda engine works very unobtrusively. Quiet and with even power delivery, it almost seems boring, but in reality it has a lot of pressure.
(4 out of 5 stars)

Landing gear:
The CB shines with great handling on narrow streets. It also has the best ABS. The chassis is soft, but doesn’t respond very well.
(4 out of 5 stars)

Ergonomics:
The compact seating position gives the pilot the feeling of sitting on a smaller motorcycle. The knee angle is relaxed and the sitting position is high.
(4 out of 5 stars)

Driving fun:
The full draft and the light-footed handling of the CB 1000 R put you in a good mood, but despite its eye-catching appearance it lacks a bit of character.
(4 out of 5 stars)

Data + horsepower rating Kawasaki Z 1000

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The eccentric is one of the most eye-catching and beautiful details of the new Z 1000. The chassis shines with a large adjustment range and a sporty, taut basic set-up. The golden plastic air inlets look rickety.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 101.5 kW (138 PS) at 9600 / min *, 110 Nm at 7800 / min *, 1043 cm³, bore / stroke: 77.0 / 56.0 mm, compression: 11, 8 : 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy central tube frame, steering head angle: 65.5 degrees, caster: 103 mm, wheelbase: 1440 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression stage, central spring strut with deflection, adjustable in spring base and Rebound, front / rear travel: 120/138 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/50 ZR 17, first tires: Pirelli Diablo Rosso "K", 300 mm double disc brake with four-piston fixed calipers at the front, 250 mm single disc brake with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2100/865/1245 mm, seat / handlebar height: 815/1035 mm, handlebar width: 715 mm, 222 kg fully fueled, v./h .: 50.0 / 50.0% rear wheel power in the last gear: 94 kW (128 PS) at 215 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.3 / 5.2 / 9.9 s, pulling speed 50-100 / 100-150 km / h: 4.2 / 4.1 s

Top speed:
240 km / h *

Consumption:
Fuel type: Super unleaded, average test consumption: 7.9 liters / 100 km, tank capacity 15 liters, range: 191 km

Base price:
11 295 Euro (plus ancillary costs)

* Factory specification

SCORING:

Drive:
The engine of the Z 1000 hangs great on the gas and delivers the best pull-through values ​​in the test field. The suction noise from the airbox is addicting.
(5 out of 5 stars)

Landing gear:
When it comes to handling, the Z 1000 suffers from its 190 rear tire and only goes around the corner with difficulty. The chassis, on the other hand, is completely convincing, the brakes are good.
(4 out of 5 stars)

Ergonomics:
The Z positions its pilot quite low, but not uncomfortable. When the feet are in a sporty position, the boots hit the wide end pots.
(4 out of 5 stars)

Driving fun:
Tight chassis, good brakes, plus a robust engine with a great sound: the Z 1000 is really fun. Only the sluggish handling bothers a bit.
(4 out of 5 stars)

Data + horsepower rating Triumph Speed ​​Triple

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The strut that was revised for 2010 is particularly noticeable due to its unusual tuning: firm damping, soft spring. The Speed ​​Triple was the only one in the test to have no ABS. The rear wheel rim is still an absolute eye-catcher.

Drive:
Three-cylinder in-line engine, four valves / cylinder, 97 kW (132 hp) at 9250 / min *, 105 Nm at 7500 / 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

Landing gear:
Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 84 mm, wheelbase: 1429 mm. Upside-down fork, Ø fork inner tube: 45 mm, adjustable in spring base, rebound and compression stage, central spring strut with deflection, adjustable in spring base, rebound and compression stage. Suspension travel front / rear: 120/140 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. First tires: Metzeler Sportec M3, 320 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc brake with two-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2050/900/1250 mm, seat / handlebar height: 850/1020 mm, handlebar width: 740 mm, 223 kg with a full tank, v./h .: 48.7 / 51.3% rear wheel power in the last gear: 92 kW (125 PS) at 236 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.2 / 6.0 / 10.8 s, pulling speed 50-100 / 100-150 km / h: 4.4 / 5.1 s

Top speed:
240 km / h *

Consumption:
Fuel type: Super unleaded, average test consumption: 7.2 liters / 100 km, tank capacity 18 liters, range: 248 km

Base price:
11740Euro (plus additional charges)

* Factory information

SCORING:

Drive:
The performance and sound of the big Triumph triplet are still great. In the test, however, the transmission turned out to be particularly notchy.
(4 out of 5 stars)

Landing gear:
The new chassis of the Speedy surprises with firm damping and a soft spring at the rear. The missing ABS is one point deducted.
(3 out of 5 stars)

Ergonomics:
The Triumph embeds its driver as usual: high seating position, high, wide handlebars. Even after five years you still feel that you are in good hands.
(4 out of 5 stars)

Driving fun:
The Speed ​​Triple lives primarily from its great engine. Chassis and handling are ok, as is the seating position. The hooking gear is annoying.
(4 out of 5 stars)

Data + horsepower rating Yamaha FZ1 ABS

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The brake of the FZ1 is the sportiest in the test: little hand strength, full bite. The ABS works properly. Outwardly, the 2010 model only stands out from its predecessor thanks to the now completely black muffler.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 110 kW (150 PS) at 11000 / min *, 106 Nm at 8000 / min *, 998 cm3, bore / stroke 77.0 / 53.6 mm, compression ratio 11.5: 1, Ignition / injection system, 42 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 65.0 degrees, caster: 109 mm, wheelbase: 1460 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: 130/130 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/50 ZR 17. First tires: Dunlop D 221 "AT."/"G", 320 mm double disc brake with four-piston fixed calipers at the front, 255 mm single disc brake with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2119/800/1240 mm, seat / handlebar height: 800/1010 mm, handlebar width: 685 mm, 230 kg with a full tank, v./h .: 50.7 / 49.3% rear wheel power in the last gear: 97 kW (132 PS) at 267 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.6 / 5.9 / 10.3 s, pulling speed 50-100 / 100-150 km / h: 5.2 / 5.3 s

Top speed:
252 km / h *

Consumption:
Fuel type: Super unleaded, average test consumption: 8.3 liters / 100 km, tank capacity 18 liters, range: 216 km

Base price:
11,195 euros (plus ancillary costs)

* Factory information

SCORING:

Drive:
The revised mapping only helps the FZ1 to become more agile from 7000 rpm. Among them, the thousand-naked bike engine continues to disappoint.
(4 out of 5 stars)

Landing gear:
Above all, the sporty, snappy brakes of the Yamaha are convincing in every respect. The chassis is on a Honda level, the handling on that of the Triumph.
(4 out of 5 stars)

Ergonomics:
The FZ1 cannot convince ergonomically. The clutch lever sticks out very far, the high footrests, which are mounted far forward, take some getting used to.
(3 out of 5 stars)

Driving fun:
The lack of pressure at low speeds spoils the driving pleasure a little. Yamaha urgently needs to make improvements here. The brake is fun.
(3 out of 5 stars)

CONCLUSION + VIDEO

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From the first meter the Z 1000 is greedily attached to the gas, at 7000 rpm it ignites the afterburner. That’s how a Kawasaki has to drive!

CONCLUSION:

The wolf is not to be trifled with. The Z 1000 wins the naked bike crown straight away and shows the competition its teeth. Above all, its powerful engine and the sporty chassis are convincing. As is typical for Honda, the CB 1000 R holds back discreetly and unobtrusively climbs to second place. Triumph’s Speed ​​Triple is now getting on in years: The very bony gear and the lack of ABS testify to this. The FZ1 still suffers from a lack of pressure at low speeds.

PS JUDGMENT:

1st place: Kawasaki Z 1000
The Z 1000 immediately prevailed against the competition and took the test victory. You like to look over the unconventional look.
(Total 17 stars)

2nd place: Honda CB 1000 R
The CB is a typical Honda. She does everything well without standing out too much. The engine has pressure, the handling is great. A good second place.
(Total 16 stars)

3rd place: Triumph Speed ​​Triple
The Speed ​​Triple 1050 has been on the market since 2005. It’s still a good bike and it could do even better with a bit of improvement.
(Total 15 stars)

4th place: Yamaha FZ1 ABS
Despite the new mapping, the FZ1 suffered primarily from its low-torque engine in 2010 and came last behind the Speed ​​Triple.
(Total 13 stars)

MEASUREMENTS:
Up to 7000 rpm, the 1050 three-cylinder of the Speed ​​Triple is the measure of all things. Its torque curve clearly surpasses the three competitors. The fact that the Z 1000 of the Speedy still drops two tenths of a second when pulling through from 50-100 km / h is due to the shorter gear ratio of the Kawa. The performance and torque curve of the Honda runs almost perfectly without any dips – which makes it appear a bit boring subjectively.

The Z 1000 provides a lot of torque between 3000 rpm and 5000 rpm and feels very strong in this area. At just under 7000 rpm, it really takes off and reaches its maximum torque at just under 8000 rpm. The Yamaha curve speaks for itself. Below 4000 rpm is dead, then it goes moderately forward, only at 7000 rpm does the four-cylinder come to life. Their long overall translation also costs them agility.

VIDEO:

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