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EBR 1190 SX, Kawasaki Z 1000 and Triumph Speed ​​Triple in the test

Two, three or four cylinders?

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They are powered by two, three or four-cylinder engines, and they come from the most diverse cultures on three continents. Despite all the differences, the naked bikes have one important thing in common: a lot of pressure in the boiler!

Ladies and gentlemen, if you will excuse me, my name is E.BR 1190 SX. I’m brand new and come from Wisconsin, USA, a wonderful country. The people there are very happy because they are now building my V2 themselves and no longer have to buy it in good old Europe. Fans are loving me because of my unusual technique. "

EBR 1190 SX, Kawasaki Z 1000 and Triumph Speed ​​Triple in the test

Two, three or four cylinders?

Kawasaki Z 1000 and bow to both of you, dear friends. But unfortunately I have to say: Japan builds better motorcycles – very reliable, very good quality, hai! And my four-cylinder is perfect, thank you very much, arigato. " 

In terms of performance, EBR is the most powerful sporty naked bike

Hold, stop, stop, that’s enough! We now intervene and check what’s behind the blah. To do this, we first take a look at the engines. The EBR 1190 SX climbs into the ring with an incredible 176 HP and 127 Nm. This makes it the most powerful sporty naked bike on the planet in terms of performance. From 7500 rpm the drive unpacks the hammer and thunders resolutely towards the limiter, which only switches off the juice shortly before 11,000 rpm. But unfortunately for a naked woman, the thrust sets in a little late. In fact, EBR implanted the sport twin of the Superbike 1190 RX one-to-one in the bare offshoot. Trimmed for maximum top-end power, it inevitably leaves a little feathers at the bottom and in the middle. But what really annoys are the two almost permanently running fans, the stiff clutch and the loud, high-frequency buzzing in push mode. The latter causes the chain pulley. The noticeable, powerful blow of the 72-degree V2, its dull thud and the menacingly deep intake snorkeling of the airbox comfort a little over these points of criticism.

The Triumph Speed ​​Triple undoubtedly also offers a high level of entertainment. In the meantime, although already graying, the triplet with 137 hp and 115 Nm has lost none of its fascination. Compared to the American, that sounds pretty poor at first. In practice, however, the shorter-geared Speedy easily stays with the EBR 1190 SX. The traction diagram shows the differences between the bikes. Unlike the conventional performance diagram, this graphic also takes the gear ratio into account and shows the power that ultimately drives the bikes. The diagram, however, cannot convey the ingenious, turbine-like roar of the triple. You just have to love his greedy puffing and hissing when the throttle valve is wide open! The downside: The gears still snap into one another, and the Speedy is still a bit hard on the gas. All in all, the engine is a source of joy at it’s best.

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Kawasaki Z 1000 terrific punches

The most potent engine, however, is the Kawasaki Z 1000. With the smallest displacement drive, it presses an impressive 141 hp and 112 Nm onto the test bench. The way the Kawa punches is simply terrific. Even just above idle speed, the quad hangs super on the gas and marches forward tremendously. He owes this to the by far shortest translation of the trio. At its locking speed of just under 11,000 / min, the green one runs just 237 things in sixth gear. The Triumph Speed ​​Triple is geared to 249, the EBR 1190 SX even to 285 km / h. The difference becomes particularly clear when pulling from 50 to 150 km / h in the last gear. With a phenomenal 7.4 seconds, the Kawasaki Z 1000 presses the EBR a whopping 2.4 seconds and the Triumph 2.0 seconds. This ingenious power is always present. In keeping with this, the Zett pulls the oxygen through its airbox in a wonderfully grim manner, and the lustful screaming of the four-in-a-row turns on. On the other hand, the rough engine running and the slightly delayed throttle response are less edifying. But once you have experienced the propellant, these peculiarities will pass you by for miles.

It’s just a shame that Kawasaki didn’t equip this great drive with a corresponding chassis: unwilling turning behavior, significant pitching moment when braking in an inclined position, slightly indifferent cornering behavior – this comes together a lot. The production tires Dunlop D 214 "T", which apparently do not harmonize with the Kawasaki Z 1000, make a significant contribution. She also doesn’t like bad running. There, the Z wedges violently because the strut is too tight. After all, it is extremely stable on level roads. The brakes are also great: crisp, with a great pressure point and brilliant braking effect. The ABS also works reliably and with short control intervals.

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EWC traction control raises questions

Unfortunately, the EBR 1190 SX does not have an ABS. Just like its Superbike sister, to whom it resembles like one egg to the next except for the fairing and handlebars. Unlike on the racetrack (PS 09/2014), the braking effect of the huge single disc is completely sufficient on the country road. But the traction control raises questions. Can be set to 20 times, rough regulation often prevents the load from moving forward, strangely enough, when driving straight ahead. In contrast, the TC does not intervene in bends. The best thing to do is to set it to a very low level or to disable it.

Due to the changed seating position and the higher center of gravity, the EBR 1190 SX does not behave quite as confidently with the curve bolt as the superbike. To turn in, it needs a clear steering impulse, and even in an inclined position it only stays exactly on course with minor corrections. The stoppy tendency also increases. Nevertheless, the lightest machine is clearly the handiest and has the greatest potential on the chassis side.

In contrast, the Triumph Speed ​​Triple looks like an old-school bike. The tank spreads its legs very wide, and the Speedy only bends slowly. And when anchoring, the stoppers first grip firmly, only to noticeably decrease shortly afterwards. The slow pressure build-up of the ABS is not entirely convincing either. After all, the Briton drives an excellent line, the first Metzeler Racetec Interact K3 tires make her a real precision tool. Each of the three candidates has their own special characteristics. But they are all addictive.

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Buy Triumph Speed ​​Triple on markt.motorradonline.de

Readings

Measured values ​​from the comparison test EBR 1190 SX, Kawasaki Z 1000 and Triumph Speed ​​Triple.

The 176 hp peak performance of the EBR 1190 SX is a word for a naked bike! The American can only use the power advantage from around 7500 rpm. Adopted one-to-one from the Superbike 1190 RX, the unit is a real athlete with corresponding performance.

Rather designed for thrust at lower and medium engine speeds, the power and torque of the Triumph Speed ​​Triple and Kawasaki Z 1000 are correspondingly higher – despite the significantly lower displacement. The Speedy develops its punch very evenly, but does not form a performance plateau. In combat mode, the pilot is more often surprised by the rev limiter that is used. 

Pulling power in 3rd gear

Diagram: tractive force in 3rd gear.

Often behind the competition in the upper diagram, the Kawasaki Z 1000 strikes back massively here. How come? In contrast to the curves above, the tensile force also takes the translation into account. That is the force that drives the load and that the pilot feels. Thanks to its short translation, the Kawa has the competition firmly under control over a wide range. 

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31 Pictures

Pictures: EBR 1190 SX, Kawasaki Z 1000 and Triumph Speed ​​Triple in the test

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Conclusion

31 Pictures

Pictures: EBR 1190 SX, Kawasaki Z 1000 and Triumph Speed ​​Triple in the test

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Data EBR 1190 SX

The EBR 1190 SX costs from 13,498 euros.

Drive: Two-cylinder 72-degree V-engine, four valves / cylinder, 128 kW (174 PS) at 10,600 / min *, 138 Nm at 8200 / min *, 1191 cm³, bore / stroke: 106.0 / 67.5 mm, Compression ratio: 13.4: 1, ignition / injection system, 61 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control.

frame & Brakes: Light alloy bridge frame, steering head angle: 67.6 degrees, caster: 97 mm, wheelbase: 1409 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Directly hinged central spring strut, adjustable in spring base, rebound and compression stage. Spring travel front / rear: 120/130 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, initial tires: Pirelli Diablo Rosso Corsa, 386 mm inside -Single disc brake with eight-piston fixed caliper at the front, 220 mm single disc with single-piston floating caliper at the rear.

Performance:
Max. Rear wheel power **: 120.6 kW (164 PS) at 268 km / h
Acceleration **: 0-100 km / h: 3.3 s; 0-150 km / h: 5.4 s; 0-200 km / h: 8.8 s   
Pulling speed **: 50-100 km / h: 4.9 s; 100–150 km / h: 4.9 s
Top speed *: 266 km / h
Dimensions and weight: Length / width / height: 2060/820/1240 mm, seat / handlebar height: 825/1000 mm, handlebar width: 740 mm, 204 kg fully fueled, v./h .: 53.2 / 46.8%
Consumption: Fuel type: Super Plus. Average test consumption: 7.0 liters / 100 km, tank capacity 17 liters, range: 242 km

Setup race track:
Setup fork: stat.neg. Suspension travel: 30 mm,
Compression: 7 U open, rebound: 4 U open, level: standard
Setup shock absorber: stat.neg. Spring travel: 10 mm, compression: 1.5 U open, rebound: 1 U open, level: standard
Base price: 13,498 euros (plus additional costs)

Data Kawasaki Z 1000

The Kawasaki Z 1000 costs from 12,195 euros.

Drive: Four-cylinder in-line engine, four valves / cylinder, 104 kW (142 hp) at 10,000 / min *, 111 Nm at 7300 / min *, 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, chain.

frame & Brakes: Light metal backbone frame, steering head angle: 65.5 degrees, caster: 101 mm, wheelbase: 1435 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base and rebound. Spring travel front / rear: 120/122 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, initial tires: Dunlop D 214 "T" , 310- mm double disc brake with four-piston fixed calipers attached radially at the front, 250 mm single disc with single-piston floating caliper at the rear, ABS.

performance
Max. Rear wheel power **: 95.5 kW (130 PS) at 207 km / h
Acceleration **: 0-100 km / h: 3.2 s; 0-150 km / h: 5.6 s; 0-200 km / h: 10.0 s   
Pull-through **: 50-100 km / h: 3.7 s; 100-150 km / h: 3.7 s
Top speed *: 237 km / h
Dimensions and weight: length / width / height: 2045/790/1055 mm, seat / handlebar height: 805/1000 mm, handlebar width: 710 mm, 222 kg fully fueled, v./h .: 50.2 / 49.8%
Consumption: Fuel type: Super unleaded. Average test consumption: 7.2 liters / 100 km, tank capacity: 17 liters, range: 236 km

Set up:
Setup fork: stat. neg. spring travel: 28 mm (completely relaxed),
Compression stage: completely open, rebound stage: 2.5 U open, level: standard
Setup shock absorber: stat. neg. spring travel: 8 mm, compression: not adjustable, rebound: completely open, level: standard
Base price: 12,195 euros (plus additional costs)

Data Triumph Speed ​​Triple

The Triumph Speed ​​Triple costs from 12,040 euros (including an accessory package worth 1721 euros).

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, mechanical
actuated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain.

frame & Brakes: 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. Spring travel front / rear: 120/130 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, test tires: Metzeler Racetec K3, 320 mm double disc brakes with radially attached four-piston fixed calipers at the front, 250 mm single disc with two-piston floating caliper at the rear, ABS.

Performance:
Max. Rear wheel power **: 95 kW (129 PS) at 240 km / h
Acceleration **: 0-100 km / h: 3.2 s; 0-150 km / h: 5.7 s; 0-200 km / h: 10.5 s   
Pulling speed **: 50-100 km / h: 4.4 s; 100–150 km / h: 5.0 s
Top speed *: 248 km / h
Dimensions and weight: length / width / height: 2150/880/1230 mm, seat / handlebar height: 825/1015 mm, handlebar width: 730 mm, 222 kg fully fueled, v./h .: 51.1 / 48.9%
Consumption: Fuel type: Super unleaded. Average test consumption: 7.1 liters / 100 km, tank capacity 17.5 liters, range: 246 km

Set up:
Setup fork. stat.neg. Suspension travel: 25 mm,
Compression stage: 2.5 U open, rebound stage: 3 U open, level: standard
setup shock absorber: stat.neg. Spring travel: 15 mm, compression: 1.5 U open, rebound: 0.25 U open, level: standard
Base price: 12,040 euros, plus additional costs (including accessories package worth 1,721 euros)

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