All Comparisons – MT-09 Vs Street Triple Vs Z800 e: the 3-legged Yam ‘against the roadster references! – Improving is good, innovating is better

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MT-09 Vs Street Triple Vs Z800 e: the 3-legged Yam ‘against the roadster references !

All Comparisons - MT-09 Vs Street Triple Vs Z800 e: the 3-legged Yam 'against the roadster references! - Improving is good, innovating is better

To return to the front of the roadster scene, Yamaha is refocusing on the fundamentals of the category with a new light and responsive bike, the MT-09. MNC opposes him the brilliant Triumph Street Triple and the bestseller Kawasaki Z800 … !

Improving is good, innovating is better

Let’s put it bluntly: the new Yamaha MT-09 has not finished talking about it, if only because of the originality of its lines. The tastes varying according to the individuals, Site leaves to each the freedom to judge if it stands out precisely "thanks to" or "because of" its design (read our).

Because whatever the angle from which it is detailed, this motorcycle challenges, surprises, impresses, intrigues, seduces … or repels. Some will love its stripped side reinforced by its high-legged silhouette, others will stumble upon the "patchwork" aspect linked to its mix of styles (fire inspired by the MT-01, remote instrumentation as on the first FZ-6, prominent air and mesh type V-Max 1200) … The fact remains that ultimately, the MT-09 will not leave anyone indifferent !

As such, the Iwata crest deserves the jury’s congratulations: daring and creativity are back at Yamaha, after several years of soft consensus. Another reason for satisfaction: the finish has not been sacrificed on the altar of innovation. Although everything is new on this bike – from its new three-cylinder 847 cc to its aluminum frame, through the running gear and the trim – the quality of manufacture has not been neglected (read our).

Faced with it, the two competitors summoned by MNC to face it during this comparative test do not tremble during this first "static" round. It is true that at the level of the presentation and the care taken in the assembly, the Kawasaki Z800 "e version" and the Triumph Street Triple do not really have lessons to receive from the Yamaha (read in particular our).

The examination of details even turns in favor of the Englishwoman, thanks to this little additional "touch of class" that it owes to its more qualitative surface treatments, to its chrome engine screws, to its perfectly camouflaged electrical network (this which is not the case on the Z at the level of the injection body, in particular) or its aviation hoses (rubber on the two Japanese).

The brushed metal touches affixed here and there reinforce this observation, especially at the level of the silencer: its partly chromed cover gives it a classy appearance, while guaranteeing it excellent resistance over time. The MT-09 could be inspired by it, whose exhaust manifold and short R6-style silencer were already slightly marked on our test model totaling 4300 km…

The Street Triple drives home the point by showing off the prettiest, most complete and legible instrumentation of these three motorcycles: apart from the too small clock digits, this set made up of a digital dial juxtaposed with an analog tachometer. attracts only compliments (see all the details in our table "Practical aspects and equipment" on the penultimate page). It only lacks the controls on the handlebars … just like its two rivals, by the way. !

On the MT-09, the 100% digital instrumentation presents all the important information, with the addition of the air temperature (absent on the other two). Too bad the engine speed is difficult to distinguish while driving, due to the small size of the characters. Similarly, the general appearance of this console is a little cheap and it is not the jumble of cables that run behind that will make this feeling positive..

The fully digital block of the Z800 suffers from the absence of a gear indicator engaged and the delicate readability of its bar graph tachometer. In return, this instrumentation offers a refreshing originality, with its central tachometer on which the speed is read from bottom to top and not from left to right as is more traditionally encountered. !

What is a Z800 e version ?

The Z800 e version is Kawasaki’s response to the requirements of, and in particular the prohibition for a young license to start with a motorcycle developing more than twice the limit of 35 kW (47.5 hp) in Full.

The 806 cc in-line 4-cylinder of the Z800 spewing 113 hp everywhere except in France, the Greens cleverly got around the problem by proposing a second "Zed", irreversibly restricted to 95 hp: the "e version" (read our ).

To adapt to the less crowded portfolio of novice riders, Kawasaki has also revised down the equipment of its Z800 "young European license": the inverted 41 mm fork is not adjustable (trigger and preload on the Z800 " tout-court "), the shock absorber body is made of steel (aluminum on the Z800) and offers only preload adjustment, while the front brake calipers have only two pistons against four on the Z800. Note however that with the ABS option, the axial calipers of the Z800 e version carry two additional pistons. A complicated but potentially profitable stratagem, so much the Kawa appeals to young people !

This stylistic originality, the Green cultivates it to the end of the rims where aesthetic discs with petals are attached. Stocky and all in sharp angles, the Z800 brings the "Zed spirit" to its climax, as evidenced by its double "Z" formed by the leds of its rear light! Akashi’s coat of arms, however, did not rework only the subtleties of its "manga" style and also set about improving its perceived quality..

Like its two adversaries, the Z800 e version thus enjoys careful manufacturing and exhibits several very pleasant parts to look at, such as its hollowed out and polished plates on the back or the worked forms of its engine casings. Unlike the "short" Z800, on the other hand it ignores the original saddle embellished with multiple "Z" in screen printing (see box opposite concerning the Z800 th version).

At this stage, one can wonder about the choice of this version "A2 approved", rather than the Z800 "quite short", more powerful and more sporting – thus on paper better armed against its two sharp rivals. The answer is in four figures: displayed at 7999 euros, the Z800 "e version" is exactly in the price range of this comparison (7990 euros for the Street Triple and 7799 euros for the MT-09). The Z800 "short", she asks for a check for 8899 euros, the price of a Street Triple R and a hypothetical – but predictable – MT-09 "R".

And the delta increases even more if we opt for ABS, an option billed at 600 euros at, 400 euros at and 500 euros at. In short: at the budget level, the Green blushes a little (!), Which also leads to questions about its pricing position…

Because, yes, the look of the Z800 and its neat finish are eye-catching. But if its trim is regularly – and talented – brought up to date, this is not the case with what is below: the engine base is derived from the late ZX-9R, the chassis is made of steel and the swingarm is a basic square section element cast in the same metal.

However, its price is similar to that of the Street Triple and the MT-09, two motorcycles of recent conception (3-cylinder 675 cc derived from the Daytona for the first, all new engine for the second) and equipped with attractive aluminum frames.

The situation does not get better for the Kawasaki when the static confrontation gives way to the first dynamic observations. Due in particular to its dated design and its additional cylinder, the Green is primarily overweight compared to its slender rivals: 226 kg all full against 188 kg for the MT-09 and 182 kg for the Street Triple (all details and measurements in our Technical Data Sheets on the last page).

Insofar as the Z800 e version is also the highest saddle (834 mm against 815 for the MT-09 and 800 for the Street Triple) and that its tank of 17 liters (17.4 on the Triumph and only 14 on the Yamaha) noticeably spreads the knees, it is clearly not at its handlebars that low-speed maneuvers are the easiest. Especially for pilots measuring less than 1m70 !

The two "triples" oppose it with a diabolical lightness and handling, two arguments which the Yam ‘and the Triumph use and abuse while also benefiting from a better turning radius. Besides, the MT-09 and the Street Triple require exactly the same space to turn around. To believe that Yamaha was not satisfied to "be inspired" by the engine architecture dear to the coat of arms of Hinckley to design its novelty !

At a standstill or at very low speed, it’s the MT-09 that puts everyone in agreement thanks to its driving position, at the crossroads between roadster and trail. Installed at a height, its very wide handlebars ensure optimal guidance of the 17-inch front wheel without exerting any constraints, which is not exactly the case with the footrests located a little too far behind.

The resulting position is initially quite confusing, especially since the rider is installed on the back of the motorcycle. On the Triumph, the trim is on the contrary tilted forward – like the sporty Daytona from which it is derived. This different weight distribution, as well as its narrower handlebars and installed closer to the upper triple tree, explain that the Street Triple requires a hint of additional effort to handle the engine off..

The Kawasaki offers a very natural driving position (straight bust, little bent arms and legs), pleasant in the countryside as in the city. But its solid oak saddle and its noticeable engine vibrations from mid-revs spoil its urban pretensions. Its small trunk does not play in its favor at this level either, unlike that of the Street Triple which is the only one to be able to carry a specific U-lock (that of the Yam ‘accommodates at best a disc lock and some small items ).

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