Duel Z800 Vs Street Triple R: the road stars of 2013 !
In-depth reviews, both technically and aesthetically, the new Kawasaki Z800 and Triumph Street Triple R intend to ignite the powder in the roadster category in 2013. Site has opposed these two balls of nerves: verdict !
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However, in view of its many evolutions, the Street Triple 2013 could easily justify a tariff inflation. Thanks to a sharpening of its cycle part (2.4 kg gained on the rear loop, the swingarm and the new rims) and to the abandonment of the silencers under the saddle (-3.6 kg), it has everything first lost the trifle of 6 kg and weighs only 182 kg all full facts.
Faced with such a result, admit that we can easily forgive the relative "Japaneseization" generated by the adoption of this new exhaust in the low position, Hornet 600 style! Especially at the dynamic level, outings under the saddle only bring constraints: in height and far from the center of gravity, they hamper the agility of the bike..
In addition, this positioning is detrimental to the enjoyment of a duo (hello sauna sessions in summer!) And to the capacity to carry under the saddle. Triumph has also perfectly seized the opportunity: the trunk of the new Street Triple can now be closed on a U-type lock of medium size. A detail oh so appreciable, like the appearance of an immobilizer by coded key.
In town, its lighter steering combined with the improvement in its turning radius (from 28 to 31 °) allows it to maintain the advantage over the Z800. Less agile, it also suffers from its higher saddle height (834 mm against 820 mm), its width greater than the crotch and especially its more substantial mass: by passing from one to the other, we have the feeling of opposing a 600 cc to a 1000 cc !
Both lighter and more practical than before, the Triumph immediately gives up complexes to the Z800 … Between its trunk unable to accommodate even a disc lock and its less readable instrumentation (at engine speed level, in particular) and less complete (it lacks a gear indicator engaged), the Kawasaki is less frequent than the Street Triple R.
Its warning control, the folding lug on its stand and its passenger handles hollowed out under its hull (three elements absent on the Triumph) temper this observation, although these notches are difficult to understand with heavy gloves. On a daily basis, the angled valves and the English adjustable clutch lever (only the brake on the Japanese) are just as appreciated (read our table "Practical aspects" on the following pages) !
But it is especially on the technical level that the "Zak" accuses the blow: with its 47 kg (!) Additional (229 kg all full facts, that is to say three more than the Z750), the Z800 pays here the consequences of a redesign more focused on form than on substance. Its steel frame and basic square-section swingarm, for example, are bound to weigh more than the carefully assembled aluminum parts of the Street Triple..
Same sanction for its four-cylinder derived from the late ZX-9R, whose displacement is increased to 806 cc by an increase in the bore (from 68.4 to 71 mm). Although completely overhauled to deliver more torque and power (83 Nm and 113 hp in Full), this "new" engine is fatally more bulky than the compact three-cylinder 675 cc from the old generation of Daytona 675.
Almost unchanged, the thruster of the Street Triple was essentially the subject of adjustments on the admission and the injection in order to improve its responsiveness and reduce its fuel consumption. The first gear has also been lengthened, but the overall performance remains similar to 2012: 106 hp and 69 Nm of torque (68 Nm previously).
Despite its lack of displacement (-131 cc), will the English puncher be able to go the distance against the trunk of the Japanese puncher (80.5 Nm and 106 hp in France)? The continuation of this fight of the chiefs on following pages…
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