Duel Honda CB1000R 2018 Vs Triumph Speed Triple RS: chic duo for shock duel
Two new maxiroadsters land in 2018: the CB1000R, eagerly awaited by Honda and the Speed Triple, a surprise from Triumph. Two motorcycles with similar approaches that clash on MNC: on the way to a duel of beauties and rebels !
CB1000R Vs Speed Triple RS: page 2 – The CB1000R plays big arms
The saddles of "our" two motorcycles are at or near the same height: 830 mm for the Honda, 825 mm for the Speed Triple. The access to the ground is as good on one as on the other, and the reception of the fine stools and a little padded at their base, is also comparable..
The same – negligible – 5 mm gap separates the size of the two handlebars: 785 mm wide for the Japanese, 780 for the English (MNC measurements). But the similarities end there, because on the CB1000R 2018, the pilot spreads his arms a little more than on the Speed Triple…
The pilot’s hands are separated by 515 mm (according to Site still) on the "Cebe", and 495 mm on the "Spideresse". The Honda is however far from uncomfortable, especially as its handlebars a little higher than that of the Triumph, induces a more upright and relaxed posture..
On the Speed Triple (S or RS), the slight pressure on the wrists is generated by the handlebars placed a little lower, but also – and above all – by the footrests fixed a little higher and back. The bust is more inclined to the front, without falling into the attitude of a "street-fighter" outright … !
On the CB1000R, the knees are spread by the – pretty – plates of the air box, or even for larger pilots, by the tank itself … The cutting of the latter is indeed particularly concave, which prevents d ‘stick the thighs to it all along. Pity !
The Speed Triple pilot is more integral with his machine: he can completely enclose and wedge himself against the convex tank … but smaller by 7 deciliters (15.5 Vs 16.2 L according to the manufacturers’ technical sheets , on page 5). The pilot of the CB1000R on the contrary, is entitled to wonder if he does not risk going over his tank, very flat, at the first big braking. ?
There is another annoying little point about the Honda, at least at the very beginning: the center stand lug is placed exactly under the footrest! It is therefore necessary to raise the footrest first, then lower the crutch. Not very practical.
English robbery…
But there is unfortunately more painful on the Speed Triple: its turning radius is worthy of that of a Daytona! Le Journal moto du Net measured that during a U-turn, the front wheel of the Speed describes a semi-circle of 6.26 m in diameter, against 5.55 for the Honda. On a daily basis, it is felt.
On the practical side still, the Speed Triple RS scores a small point against the CB1000R ("+" or standard): it benefits from a keyless start and electric steering lock. No risk of theft on the terrace of a cafe while the bill is being paid: the "access card" must be within one meter of the motorcycle to activate the system.
The elbow to elbow between our two motorcycles intensifies when we take a look under the passenger seats: we slip a disc lock in the Honda, a yellow vest only in the Triumph … But it retaliates by offering a USB socket that allows you to connect a smartphone. Useful in case of glitch … and smartphone without battery !
Definitely more modern, the Triumph has a magnificent 5-inch TFT color panel, originally fitted to the RS and the S: no jealousy! The more ergonomic British controls include a really practical joystick for navigating the menu of the on-board computer.
The instrumentation of the Honda seems much more basic in comparison, but its LCD screen has the merit of being stylish, well organized and very complete. A lot of information also scrolls through controls on the handlebars. And the Japanese have added a little extra gadget…
A multi-colored LED skylight placed at the top right of the table matches a color to each gear ratio: green for the sixth, for example. The idea is original, but would have been brighter if the colors corresponded to an engine speed: "economic" green at the bottom, "rare" red in the turns, blue for the in-between ….
The Japanese have not broken their heads too much when it comes to the controls: the brake lever is adjustable, but not the clutch. On the Speed Triple RS as we saw on the first page, the clutch is adjustable, the brake is doubly so, but MNC realizes that it favors large hands.
A simple push on the starter of the Honda is enough to start the 4-cylinder. Its sound is rather flattering: dry and rumbling when you put on a little gas, the pot crackles when you release them. But the Speed Triple RS quickly takes over.
You have to pull the clutch lever to start the Triumph. A kick of the starter and the two Arrow pots immediately gain the upper hand over the Honda’s stock short and low pot: the tone of the 3-cylinder is deeper, sporty, buzzing but not drunk..
During the first kilometers of this duel, Site was surprised by the Honda’s tough selection. Let us recall, however, that "our" CB1000R is itself in its first kilometers … The quickshifter on the other hand does not need to be broken in: it works better than that of the Triumph, which is not a little write !
A little faster than on the English, the Japanese shifter is a great asset on a daily basis: no need to install the DCT on the CB1000R to benefit from upshifts and downshifts without the slightest downtime and jerk! If the cosmetic accessories of the CB1000R + may seem futile, the quickshifter is very useful.
However, it is difficult not to fall under the spell of the small big English: each "downshift" from mid revs is accompanied by a gas stroke, small but strong. It invites to put much bigger in acceleration … "Nice".
Catch Me If You Can…
Site uses urban exit signs as so many starting lines: the two roadsters easily cross each town at 50 km / h or even below, on the sixth and last gear. They then relaunch to attack the small roads, side by side…
As soon as the throttle opens wide (Sport modes previously selected on the two motorcycles of course), the Speed Triple leaps in front of CB1000R and irresistibly moves away from several lengths! On the German motorway, the dozen meters conceded by the Honda could not be taken back. "Sayonara", the Honda !
The Speed pulls a hint shorter in 6th and weighs a little less. But the impressive gap is above all widened thanks to the "Tripeul", copiously better filled than the 4-legged on a big first half of the tachometer. To stay at the level of the Triumph, the Honda rider must enter fifth gear. But he doesn’t walk past that !
Linear and wise under 7000 rpm, the mill – red – of the new CB1000R seems perfect for everyday or even utility use. But it turns out to be disappointing for bikers who wish to benefit from muscular times from low revs and / or on upper gears. Especially compared to the "fabulous" engine of the 2018 Speed Triple…
Often criticized for their efficient but placid productions, the Tokyo engine manufacturers have nevertheless given this 4-cylinder a strong character: past 7500 rpm, it becomes much more demonstrative and the rest until the red zone placed 3000 rpm more high.
In the last quarter of the digital tachometer, the 2018 CB1000R walks – runs, flies! – significantly stronger. This impression is supported by the rattle produced by the air box. On the other hand, the muffler still lacks a little voice: nice when stationary, it is not audible enough while driving.
By keeping the CB1000R in high revs, we finally manage to stay under the pots of this damn English. The 4-cylinder is then as dynamic as the 3-cylinder, but remains less "dynamite". The tone of voice of the Triple is more serious and deep, the volume higher, especially when wringing copiously the right handle. What MNC does not deprive! We continue the duel on page 3…
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