Duel Z900 Vs Street Triple S: one fight, two bosses
Displayed at 8,900 euros, the Z900 and the Street Triple S use very different arguments to appease bikers. However, is the match unbalanced? On the contrary, the Kawasaki and Triumph roadsters are fighting neck and neck in this battle of leaders. Test !
Z900 Vs Street Triple S: page 3 – The Kawasaki is no match ?
By starting the two machines, we immediately perceive the difference in displacement: at idle, the "Z948" has a lower tone of voice than the "S765". But at the first gas strokes, the little Englishwoman takes over thanks to her "silent" as short as it is loud. !
Specific to Hinckley engines, the whistle emanating from the new "Tripeul" will continue to satisfy fans of the "Turbine Touch", and to pierce the ears of others … Extremely lively, the 3-cylinder medium does not balk at taking towers, even more than the big 4-legged. Yum.
By settling on board, Site realizes that the two machines hide their game well. Admittedly, the impressive Zed spreads more thighs with its big engine and its imposing tank (of 17 liters) but one could expect to which it flexes its legs less than its more compact-looking rival. It’s quite the opposite.
Because of its taller, more backward footrests topped with large gums, but also its imitation crocodile saddle – in the look as in the hardness! – placed at only 795 mm from the ground, the Kawasaki almost gives the impression to the pilot to go up "in" the motor bike, while he lands "on" the Triumph.
People of 1.80 m and over should seriously consider adopting the high saddle for the Zed, in order to free the knees, which are too bent over long distances even when backing up as far as possible on the machine. A comfort saddle would not be luxury either !
The saddle of the Stritees is more welcoming thanks to its more generous padding. Barely higher (810 mm) and more flexible, it allows medium-sized pilots to put both feet on each side without any worries. The low version of the S, named "LRH" (Low Ride Height) with its specific suspensions and saddle will be reserved for the shortest on legs..
With its larger tank (17.4 l) and its slightly lower, forward and narrow handlebars, the Street Triple S offers a more natural riding position. It is sportier than on the Z900 but in the spirit only, because it fortunately does not pour into the discomfort of real Supersport or Superbike…
The two motorcycles are very caring for – all – their users since their levers are – all – adjustable: from 1 to 5 for the brake (large to medium hand) and 1 to 5 for the clutch (large to small) on the Kawasaki, from 1 to 5 on the right (large hand to very small) and from 1 to 4 (very large to medium) on the Triumph.
Smaller riders will prefer to take it in hand – with gloves required! – the Street Triple S: the twenty kilograms which separate it from the Z900 are very sensitive during maneuvers on foot. The Englishwoman is a little less good robber (21 cm more to turn around in the alley behind the bank) but that ultimately goes unnoticed.
Taller, round and heavy, the Zed requires more force to maneuver with the engine off. The feet slip more easily on gravel and you struggle more on false flats. Fortunately, as soon as the engine is turned on, this (over) weight disappears as if by magic..
The Zed and the Street hide their game well…
If the Z900 "is no match" against the slight Street Triple S at very low speed, the trend is reversed as the speed increases! From 25 km / h, the steering of the Kawasaki becomes lighter than that of the Triumph…
But beware, the latter does not become heavy for all that: Triumph simply favored stability over handling, and this results in a front axle so riveted to the asphalt that it requires a little more effort to s’ tilt than its Japanese counterpart.
Against all expectations, the Zed turns out to be more alert than the Str speed in town. Plus, the Verte’s ultra-smooth clutch control helps endure through congested cities. The Street S which does not have an assisted / anti-slip clutch – unlike the R or RS, and the Z! – requires more endurance in the left hand.
Whether you are on the Japanese or the English, the left foot is not likely to tire him. On the Kawasaki, the gears shift like butter and we quickly settle into 3rd to wander in built-up areas thanks to the 4-cylinder: a delectable big load of soup flexibility !
On the Triumph, the reports pass like in butter "ultralight 0%" (!) And the 3-cylinder does not lack elasticity … But its elasticity precisely, is less tight: the revivals under 5000 rev / min are more shy, which forces to fall the two or even the one (they pull a little longer) to stay in the wheel of the Zed.
In terms of comfort, however, the Street Triple S drives home the point: softer saddle, as we have seen, it has softer suspensions which better absorb the obstacles encountered in town. Speed bumps, potholes, cobblestones, sidewalks, etc. to focus on other traps.
On the handlebars – and especially in the saddle – of the Kawasaki, the pilot is more disturbed. He will be tempted to open the hydraulics of his suspensions while his comrade on his Street "entry level" does not even ask the question: it is impossible but above all useless as the compromise found by Triumph is excellent..
The fight, decidedly fierce between these two roadsters, turns to the advantage of the Z900 in terms of braking. The frank and direct attack of the right lever makes it possible to dose very finely the power of the front brake. But the rear is also responsive and efficient.
The Street can be stopped as clean as its rival, but the longer lever guard and its feel a spongy hint – despite the "avia" hoses ?! – slightly affect accuracy during low or medium decelerations. However, congratulations to the English brand for proving once again that a good 2-piston caliper does not have to be ashamed of a 4-piston! Conversely, the hard pedal more often involves the ABS on hard braking.
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