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Naked bike comparison test 2011: Ducati, Kawasaki and Triumph

The triumph of the new Speed ​​Triple

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Triumph strikes back. After the competition easily put the grayed-out Speed ​​Triple in the tests, her successor wants to move forward again. But it won’t be easy.

A unique soundscape breaks the silence. Angry, the Ducati Streetfighter S thunders its bass into the open, triumphs S.peed Triple hisses into the melody, and the Kawasaki Z 1000 completes this hard rock concert with a grim roar. Two-, three- and four-cylinder: Despite different concepts, the bikes have a lot in common. For example, their rebellious spirit, thanks to which the Trio infernale never avoid a fight.

ENGINES
The strengthened Speedy seems to be best equipped for tussles: With 135 hp and 111 Nm, the Briton sends three ponies and a full six Newton meters more to the pasture than her predecessor. The PS test bench even attests to the test machine 137 PS and 115 Nm. The three-cylinder still jumps on the accelerator abruptly, which makes it difficult to apply the gas sensitively, especially when accelerating out of tight corners – the new programming of the engine management system has no advantages here. The gear changes of the revised transmission are still a bit tricky. But that’s it with the criticism, there is nothing more to criticize about the propellant. As usual, the sleek three-of-a-kind shoots through the rev range with breathtaking vigor and with breathtaking vigor, and thanks to the extra power it conjures up an even wider grin on the pilot’s face.

The drive of the Z 1000 manages that too. It does run rough, as is typical for Kawa, and annoying with omnipresent vibrations. It also implements commands from the throttle with a minimal delay. But the enormous power that presses the thousands onto the street is simply sensational. Thanks to the short translation, all you need to do is pluck the throttle grip and it breaks "Zett" the asphalt in pieces. A clever move by Kawasaki to briefly translate the Z 1000; Especially with nakeds this is an advantage when a crisp draft comes far before high-speed orgies. Who plows the autobahn with the naked? The Z 1000 is also a highlight when it comes to loading the aisles. In contrast to the competition, the Japanese gears slide gently into one another.

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The Duc cannot score, but its appeal cannot be measured in points.

The Ducati Streetfighter S occupies a special position in this test. Reason: Since there was no longer an official test bike, PS resorted to a slightly modified demonstrator from the Marz company. Instead of the dead straight standard handlebars, Marz installed the handlebars of the Ducati Hypermotard; the street fighter also has an underseat exhaust. However, the changes are not included in the rating, nor do they influence the test results. What the modifications bring is in the Duc conversion box.

Despite the changes, the Duc retained its original character: mean, strong, defensive. Already in series production it sends a full 22 Cavalli more than the competition with 159 hp. Numbers that only partially reflect the experience value of the V2. From around 3500 rpm, the powerful engine hammers its incomparable, powerful beat, and the Ducati driver listens to his delighted screams of joy. The Italian only recorded a notable acceleration advantage beyond 150 km / h, where she buzzed her opponents a few meters up to the 200 mark. The pulling exercise in the last gear from 50 to 150 km / h can be done by the Bologna bike, which is too long, as fast as the Speedy, and it loses a whopping 1.2 seconds on the Kawa. At speeds from 3500 rpm the Ducati runs quite cultivated; underneath, the drive rattles and wriggles and whips the chain unabashedly.

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Although the Kawasaki cannot claim first place, she remains a great naked woman with a great badass image.

FRAME
Despite the stronger engine, the new Speed ​​Triple does not quite come close to the engine performance of its competitors. Does it strike back with its new chassis for that? Oh yeah! Thanks to extensive modifications to the frame, swingarm, wheels, seating position, rear suspension and the changed weight distribution, the British woman bends willingly and wonderfully evenly, remains stable in an inclined position and runs exactly on the targeted line – perfect! This is undoubtedly also due to the new tires. The Speedy triumphs in the hypersporting Metzeler Racetec K3. It is a top skin when it warms up, only when the outside temperature is in the low single-digit range the rubber does not get the grip level of more well-behaved street tires.

Thanks to the new deflection of the shock absorber, comfort increased significantly. The Speedy smoothly irons the asphalt furrows; no comparison to before, when she insensitively trampled over bumps. Only short, hard edges still penetrate the driver.

The ABS is also impressive. It doesn’t regulate too early and keeps the rear wheel clean on the ground. This guarantees short braking distances. Only with several emergency braking in a row over bumps does it sometimes happen that the system only builds up full braking pressure after a few fractions of a second. Then the driver feels a hardening pressure point with a simultaneous decrease in deceleration. But this extreme situation is extremely rare, even in everyday sport.

Curve wagging, however, takes place continuously. At least that’s what we all want, because shooting in bows of all kinds is the salt in the sports driver’s soup. This also and especially applies to the Ducati. At 198 kilograms, it is 23 and 24 kilograms lighter than its rivals (Triumph: 221, Kawasaki: 222 kilograms). The Duc takes advantage of this weight advantage and throws away its pursuers in alternating curves: left, right, left; zack, zack, zack – what fun! This is only thwarted by the ergonomics, which took some getting used to in the original state, with a comparatively high seat and a deep, straight handlebar. As a result, the rider does not have the bike properly under control and has to constantly shift his weight when cornering. Because of the lack of ABS, the Duc requires an experienced pilot, because the brake bites hard even with little hand force. Instead, the stoppers shine with their crystal-clear pressure point, high transparency and remarkably high stability.

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Many strengths and no notable weaknesses: This is the new Triumph Speed ​​Triple.

Qualities that the Italian street fighter shares with the Kawasaki. The brakes of the Japanese also snap violently when necessary, but the biters are easier to dose than those of the Duc. The Kawa also brakes with ABS. The lock preventer regulates a little more coarsely than that of the Triumph, but the braking performance is completely okay.

On the other hand, the stubborn cornering behavior of the Z 1000 is annoying. First you don’t get the box into the corner, then it stands up in an inclined position on every bump. The wide and flat rear tire (190/50), the lead-heavy wheels and the low center of gravity pay tribute. The spring elements are nothing but sunshine. For the sporty pace, the crisp, tight set-up is perfect; In addition, the fork and shock absorber have a wide adjustment range and respond very well – what more could you ask for??

CONCLUSION: The Triumph celebrates a tailor-made return: it came, saw and won. It owes this in particular to its revised chassis. Second place goes to the Kawa: powerful drive, great brakes. The Ducati Streetfighter S lands in third place. Your engine is great, but the special handling and ergonomics cost points.

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Triumph Speed ​​Triple

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With love for the analogue: the speedometer of the Triumph Speed ​​Triple.

category drive:
Compared to its predecessor, the three-of-a-kind has increased its dynamics significantly – great! There is a deduction for the meager draft, the load changes and the hooked gear.
4 out of 5 stars

Category chassis:
The revision of the chassis has paid off: neutral and good-natured handling, convincing suspension elements. Good stoppers equipped with ABS.
5 out of 5 stars

Category ergonomics:
On the Speedy you sit well and upright; the handlebar is mounted comparatively close to the driver. Nevertheless, it can be fine-tuned with the British.
4 out of 5 stars

Category driving fun:
With its sharp sound, the smooth, powerful three-cylinder and its balance, the Speed ​​Triple takes athletes’ hearts by storm.
5 out of 5 stars

PS judgment:
Many strengths, no weaknesses worth mentioning: this is what test winners look like. Triumph modified the Speedy without changing its nature. applause!
18 out of 20 stars

Kawasaki Z 1000

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The clear and clearly legible speedometer of the Kawasaki Z 1000.

Category drive:
Quiet is different, the delayed throttle response bothers a bit. Nevertheless, the power block fascinates with its bombastic power delivery.
5 out of 5 stars

Category chassis:
Tightly coordinated, very appealing spring elements with a wide adjustment range. Great brake, ABS. Clumsy handling.
4 out of 5 stars

Category ergonomics:
This is how you create a sufficiently comfortable ergonomics that triggers sheer aggressiveness. Unfortunately, the boot heels hit the end pots.
4 out of 5 stars

Category driving fun:
Grab, bite, fight: the kawa challenges the animal in you. Bad boys and girls, and those who want to become one, get their money’s worth with the Zett.
4 out of 5 stars

PS judgment:
One point separates the Z 1000 from winning the test. She gives it away because of her stubborn driving behavior in curves. Otherwise a great nude with a badass image.
17 out of 20 stars

Ducati Streetfighter S

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Lots of indicator lights for any possible Ducati problem.

Category drive:
155 HP and 115 Nm: this engine is a real shell. Translated too long, he doesn’t take much advantage of it. The V2 rattles tremendously below 3500 rpm.
5 out of 5 stars

Category chassis:
Despite its low weight, the Duc requires increased physical effort when spinning. Soft fork, stiff shock absorber, snappy brakes, no ABS.
3 out of 5 stars

Category ergonomics:
Sitting position still takes some getting used to: low and straight handlebars, plus a relatively high seat. The right foot hits the exhaust cover.
3 out of 5 stars

Category driving fun:
The Duc is fun with its Power-V2 and its low weight; their exclusivity also turns them on. Not very exciting: ergonomics and steering behavior.
3 out of 5 stars

PS judgment:
Only third place for the Streetfighter S. Schnode points do not adequately reflect the charm of the Duc. Fans and those in the know are delighted with their extravagance.
14 out of 20 stars

archive

The performance diagram of the three nakeds.

This performance diagram is a prime example of the fact that the crankshaft performance and the torque only reflect the dynamics of the individual machines to a limited extent. The curves of the Kawa are always below those of the competition; but when it passes through it drives away from her. Reason: The Z 1000 has a fairly short gear ratio, which means that it climbs out of the low-performance rev range faster. Great: all three motors roar evenly and without any noticeable drop in performance through the speed range.

Ducati Streetfighter S

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The Ducati Streetfighter S.

drive:
Two-cylinder 90-degree V-engine, four valves / cylinder, 114 kW (155 PS) at 9500 / min *, 115 Nm at 9500 / min *, 1099 cm3, bore / stroke 104.0 / 64.7 mm, Compression ratio 12.5: 1, ignition / injection system, 60 mm throttle valves, hydraulically operated multi-plate dry clutch, six-speed gearbox, G-Kat

landing gear:
Steel tubular space frame, steering head angle: 64.4 degrees, caster: 114 mm, wheelbase: 1475 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: 120/127 mm

Wheels and brakes:
Forged alloy wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Pirelli Diablo Corsa III. 330 mm double disc brake with radially screwed four-piston fixed callipers and radial brake pump at the front, 245 mm single disc with two-piston fixed calliper at the rear

Measurements and weight:
Length / width / height 2140/925/1135 mm, seat / handlebar height 840/965 mm, handlebar width 730 mm, 198 kg fully fueled, front / rear 48.0% / 52.0%

Rear wheel power in last gear:
109 kW (148 PS) at 246 km / h

Performance:
Acceleration 0-100 / 150/200 km / h 3.2 / 5.5 / 8.8 s
Draft 50-100 / 100-150 km / h 5.0 / 4.3 s
Top speed: 250 km / h *

consumption:
Fuel type: Super unleaded. Average test consumption: 8.3 liters / 100 km, tank capacity / of which reserve: 16.5 / k. A. liters, range: 198 km

Base price: 18,700 euros (plus ancillary costs)

Kawasaki Z 1000

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The Kawasaki Z 1000.

drive:
Four-cylinder in-line engine, four valves / cylinder, 101.5 kW (138 hp) at 9600 rpm *, 110 Nm at 7800 rpm *, 1043 cm3, bore / stroke 77.0 / 56.0 mm, compression ratio 11.8: 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

landing gear:
Light alloy backbone 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. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 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 radially screwed four-piston fixed calipers and radial brake pump at the front, 250 mm single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height 2100/865/1245 mm, seat / handlebar height 815/1025 mm, handlebar width 715 mm, 222 kg fully fueled, front / rear 50.0% / 50.0%

Rear wheel power in last gear:
94 kW (128 PS) at 215 km / h

Performance:
Acceleration 0-100 / 150/200 km / h 3.3 / 5.7 / 9.9 s
Pulling speed 50-100 / 100-150 km / h 4.1 / 4.0 s
Top speed: 240 km / h *

Consumption:
Fuel type: Super unleaded. Average test consumption: 7.9 liters / 100 km, tank capacity / of which reserve: 15 / k. A. liters, range: 189 km

Base price: 11,595 euros (plus ancillary costs)

Triumph Speed ​​Triple

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The Triumph Speed ​​Triple.

drive:
Three-cylinder in-line engine, four valves / cylinder, 99 kW (135 PS) at 9400 / min *, 111 Nm at 7750 / 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: 67.2 degrees, caster: 91 mm, wheelbase: 1435 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: 120/130 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Metzeler Racetec K3. 320 mm double disc brake with radially screwed four-piston fixed calipers and radial brake pump at the front, 255 mm single disc with two-piston floating caliper at the rear

Measurements and weight:
Length / width / height 2150/880/1230 mm, seat / handlebar height 840/1020 mm, handlebar width 730 mm, 221 kg fully fueled, f / r 50.0% / 50.0%

Rear wheel power in last gear:
92.5 kW (126 PS) at 240 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h 3.2 / 5.7 / 10.5 s
Pulling 50-100 / 100-150 km / h 4.4 / 5.0 s
Top speed: 248 km / h *

Consumption:
Fuel type: Super unleaded. Average test consumption: 8.5 liters / 100 km, tank capacity / of which reserve: 17.5 / k. A. liters, range: 205 km

Base price: 11 845 euros (plus ancillary costs)

Duc conversion company in March

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The slim underseat exhaust from Quat-D (QD) has an ABE.

The accessory exhaust brings about four HP more peak power and a fuller speed mid-range "Magnum" of the Italian manufacturer QD together with a modified mapping of the ignition / injection system on the Ducati Streetfighter. The Duc implements gas commands ultra-directly, hardly changes load, thuds robustly and the ABE system is almost five kilograms lighter. Cost: 2300 euros.

The handlebars of the Ducati Hypermotard are attached to the bike. It reaches higher and is more comfortable than the standard part thanks to the successful offset. With it, the rider has the bike better under control, but the wheelie tendency increases. Information: Firma Marz, 76275 Ettlingen, Tel .: 07243/59 30 13, www.maerz.biz.

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