Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test

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Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Comparison test between Kawasaki Z 1000 SX and Triumph Tiger 1050 Sport.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Faster wheel changes thanks to the accessory main stand and single swing arm.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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The Triumph cockpit is tidy and easy to read. All useful information is available at a glance.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Triumph Tiger 1050 Sport.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Triumph Tiger 1050 Sport.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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“The one very close to the super sports car, the other sporty in its own way – an SUV on two wheels. Both are fun, as you can see “.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Not as fine as on the Tiger: The preload can only be adjusted with a hook wrench.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Functional, no-frills cockpit.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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…Unfortunately this only increases the wind noise, not the wind pressure.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Height adjustment of the windshield possible.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Kawasaki Z 1000 SX.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Kawasaki Z 1000 SX.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Triumph Tiger 1050 Sport.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Triumph Tiger 1050 Sport.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Exemplary spring preload using a screwdriver.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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Exemplary spring preload using a screwdriver.

Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test
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The Kawasaki Z 1000 SX wins the group test ahead of the Triumph Tiger 1050 Sport.

Comparison test Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX

Sporty tourers in a concept comparison

Content of

A comparison of concepts on the subject "The other athlete" – a tricky task. The opponents are as different as the driving styles that they call up to shoot with them in a sporty way.

The three-cylinder hums wonderfully from the Arrow silencer from Triumph’s own range of accessories. Even after the first few meters, some prejudices are destroyed, positive impressions join the sheer joy of riding a motorcycle. The handlebars, which are very wide at 790 millimeters, and the Pirelli Angel ST mounted as standard are just two components that make up the Triumph TMake the iger 1050 Sport look pretty handy from the very first few meters. She skilfully rolls through the narrow, winding streets of the mountain village in the south of France. Behind the village, however, the long-awaited labyrinth of curves lurks – fire!

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Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX in comparison test

Comparison test Triumph Tiger 1050 Sport against Kawasaki Z 1000 SX
Sporty tourers in a concept comparison

Braking with ABS


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The Kawasaki Z 1000 SX is very close to the super sports car, the Triumph Tiger 1050 Sport is sporty in its own way.

A small downer, however, is the somewhat insensitive fork. It lets short bumps in the asphalt pass through to the wrists almost unfiltered and sags too quickly when braking hard. The fork then reaches its limits all too early and goes into block, the sportsman inadvertently gets into the control range of the ABS and the braking distances become longer. Heavy braking via the rear brake then ultimately overwhelms the ABS. The pressure modulator is obviously overloaded with this gait and lets the handbrake lever harden. The same result here too: a long braking distance.

However, there is an elegant solution to still be able to be super sporty on the go. The ABS can be switched off in the on-board menu. Then only your physical condition stands in the way of the hot attacks. Drifting and wheeling is a lot of fun with the Triumph Tiger 1050 Sport. Tears of joy in the helmet and streaks of joy on the asphalt are clear evidence of this.

But: If you want to drive extremely sporty or if you want to go over 130 km / h, driving fun becomes a real show of strength. Despite the successful geometry, the physical limits of such long-legged bikes cannot be completely outwitted. The high center of gravity and the weight of 246 kilos take a toll. But all of this takes place in speed ranges that are far above what is customary and permitted on country roads – just note that!

Kawasaki Z 1000 SX


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Kawasaki Z 1000 SX.

Those who like things a bit sportier can intuitively sit on the Kawasaki Z 1000 SX, because its appearance alone conveys something of the nasty green racing spirit. Surprise! Nevertheless, you don’t have to fold yourself up on the Kawasaki Z 1000 SX like with origami, but sit upright and relaxed. People with shorter stilts will enjoy a moderate seat height.

The drive around splashing fountains and well-smelling cafés is, however, arduous. The cold Bridgestone BT 016 BB follow the selected track only with increased effort. As the tire temperature increases on the journey towards the summit, the all-clear is given. With the chain tensioned, the Kawasaki Z 1000 SX drives neatly around corners as if on rails. Every line succeeds uphill without a brake. Super handy and relaxed, it sticks to the asphalt. The chassis swallows holes and edges generously. However, when going downhill and when braking in bends, you have to push the handlebars.

If, on the other hand, things get faster and harder, this phenomenon disappears almost completely. Aha, real super sports genes! Late braking is clearly the strength of the Kawasaki Z 1000 SX. The ABS brakes and regulates at the limit of adhesion, is truly designed to be sporty. Braking at the rear is also not a problem; However, stoppies only work when ABS is switched off.

Power and torque in practice


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Triumph Tiger 1050 Sport.

Playing with the Kawasaki Z 1000 SX is a delight. The low center of gravity and the predictable engine facilitate the dance of unstable driving situations – the alleged sports tourer becomes a stunt queen. But with all the fun: Despite 6 hp more power and very easy-to-shift gearbox, the Kawasaki Z 1000 SX has the disadvantage of the Triumph Tiger 1050 Sport on the winding mountain. It already has a powerful 104.3 Nm of torque at 4300 rpm. You don’t have to worry too often about the poorly functioning transmission. The seconds gained in this way keep the Kawasaki Z 1000 SX in check, and the mountain pass route is the top discipline of the Triumph Tiger 1050 Sport.

If, on the other hand, the turns are longer and if you elicit 7000 revolutions and more from the Kawasaki engine, the four-cylinder burns its gasoline-air mixture much more effectively. The Kawasaki Z 1000 SX can only stand out from the Triumph Tiger 1050 Sport at over 130 km / h.

With that, both philosophies and character traits are actually easy to outline. Anyone who dismounts from the super sports car in order to sit more moderately and not always shoot to the limit, but still want to keep the fire of their past or the touch of the racetrack glowing, will fall in love with the Kawasaki Z 1000 SX. Should it be something new, to drive significantly less stressful than a super sports weapon, maybe even now and then comfortably casual, with a lot of pressure around, but still more aggressive than the classic sports tourer – boom, why not the Triumph Tiger 1050 Sport?

A wide range of accessories allows further motorcycle requirements to be met. At Triumph, the range is even more extensive. The high windshield mounted on the test Tiger, for example, does its job much better than the standard screen on the Kawasaki. For this, however, another 219 euros must be invested.

We couldn’t do anything with all the case racks, topcase brackets and the plastic boxes at the rear, which are available for a high additional price for both test models, and we quickly unscrewed the stuff. Of course, this also has an impact on driving behavior, especially when you are engaged in a committed pace – without this ballast a definitely positive one.

If you are thinking about traveling with your bikes and want to invest in appropriate equipment, you have to be aware of that when it comes to the chassis. Both bikes are dampened in a sporty way, but they don’t really offer much freedom of movement. In the case of additional pounds, a suspension revision could then make sense under certain circumstances.

And what about the egg now? Let’s put it this way: some like it soft, others hard, some have big ones, others prefer to rock them. With these so different motorcycles, it depends more on the type of rider than on the machines themselves – there is no question that there is enough sportiness, performance and fun factor for experienced motorcycle drivers in both test candidates.

PS rating / judgment


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The Kawasaki Z 1000 SX wins the group test ahead of the Triumph Tiger 1050 Sport.

Max. Points Kawasaki Z 1000 SX Triumph Tiger 1050 Sport drive
acceleration 10 7th 6th
Draft 10 8th 7th
Power delivery 10 6th 8th
Responsiveness 10 8th 8th
Load change reaction 10 7th 6th
Running culture 10 6th 8th
Gear actuation 10 8th 6th
Gear ratio 10 7th 7th
Clutch function 10 6th 6th
Traction control 10
Subtotal 100 63 62
landing gear
Driving stability 10 8th 7th
Handiness 10 7th 9
Cornering stability 10 8th 7th
feedback 10 7th 9
Suspension tuning in front 10 7th 6th
Chassis set-up at the rear 10 7th 6th
Braking effect 10 8th 8th
Brake metering 10 8th 7th
Righting moment when braking 10 6th 9
ABS function 10 8th 6th
Subtotal 100 74 74
Everyday life and driving fun
Sitting position 10 8th 8th
Windbreak 10 4th 4th
Furnishing 10 3 3
consumption 10 4th 4th
Driving fun 10 8th 8th
Subtotal 50 27 27
Total 250 164 163
placement 1. 2.

Urtei

1. Kawasaki Z 1000 SX
The SX is the sportier one, as the sleek full fairing shows. The pointed character of the four-cylinder also speaks for it. The relaxed seating position and the excellent ABS generate aplomb.

2. Triumph Tiger 1050 Sport
Anyone who wants to enter the “SUV segment” is well served with the Triumph. Its strengths lie in its handiness. The engine is great fun. Because of the unsporting ABS, however, victory is gone.

Kawasaki Z 1000 SX (YOC 2013)


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Kawasaki Z 1000 SX.

drive
Four-cylinder in-line engine, four valves / cylinder, 101.5 kW (138 PS) at 9600 / min *, 110 Nm at 7800 / 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

landing gear
Light metal backbone frame, steering head angle: 65.5 degrees, caster: 102 mm, wheelbase: 1440 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. Suspension travel front / rear: 120/138 mm

Wheels and brakes
Cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/50 ZR 17. Tires: BT 016 “BB”. 300 mm double disc brake with radially bolted four-piston fixed calipers at the front, 250 mm single disc with single-piston floating caliper at the rear, ABS

measurements and weight
Length / width / height: 2105/790/1230 mm, seat / handlebar height: 820/1020 mm, handlebar width: 700 mm, 231 kg fully fueled, v./h .: 50.8 / 49.2%

consumption
Fuel type: Super unleaded, average test consumption: 8.1 liters / 100 km, tank capacity: 19.0 liters, range: 230 km

Base price
12,595 euros (plus additional costs, around 180 euros)

Triumph Tiger 1050 Sport (YOC 2013)


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Triumph Tiger 1050 Sport.

drive
Three-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 9400 / min *, 104 Nm at 6250 / 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-disc oil bath clutch, six-speed gearbox, G-Kat, chain

landing gear
Light metal bridge frame, steering head angle: 66.8 degrees, caster: 90 mm, wheelbase: 1540 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression stage. Central spring strut with deflection, adjustable in spring base and rebound. Single-sided swing arm. Suspension travel front / rear: 140/150 mm

Wheels and brakes
Cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17. Tires: Pirelli Angel ST. 320 mm double disc brake with radially screwed four-piston fixed calipers at the front, 255 mm single disc with two-piston floating caliper at the rear, ABS

measurements and weight
Length / width / height: 2150/835/1310 mm, seat / handlebar height: 840/1095 mm, handlebar width: 790 mm, 246 kg fully fueled, v./h .: 51.0 / 49.0%

consumption
Fuel type: Super unleaded, average test consumption: 8.0 liters / 100 km, tank capacity: 20.0 liters, range: 250 km

Base price
12 190 euros (plus additional costs, around 395 euros)

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