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A few weeks ago we left comparative with the two high-end Ducati Monster, and in these same pages we talk about the pleasure of driving big roadsters loaded with technology. This time we have brought together the best of each house to share feelings with the test team. Some of you will miss the exclusive Aprilia Tuono V4 and we would have loved to have a test unit, but it was impossible. As for models like the Honda CB1000R, Kawasaki Z1000 or Suzuki GSX-S 1000, we are talking about motorcycles with a simpler endowment of suspensions, brakes or electronics.
In any case, the selection of big naked that we have enjoyed for a few days is really interesting and all of them demonstrate the interest of manufacturers in a sector that in recent times has gained leadership. The phenomenon of these naked is sweeping in countries with great tradition such as France or Italy, where, as in our country, these naked superbikes are replacing super sports.
They are not cheap motorcyclesYes, but one of the conclusions that we have drawn after shooting with all of them in different environments is that they are really worth what they cost. In other words, there is no trick or cardboard here, since all of them assemble high-end components, sophisticated electronics, a high-level cycle part and extraordinary engines that are prepared to give more power, but that with good judgment in some cases have been used. limited and adapted to the use for which a motorcycle of this style is intended.
Another reading that I take after enjoying all of them is that, thanks to electronics, the great naked are now motorcycles less radical and more versatile. It is surprising how they adapt to the day to day and how they are able to demonstrate very good manners on the open road or even circuit.
Logically, each one of them has its own character, and thus, for example, the BMW is the most radical and least urban of the group, while the Super duke It seems to me the most universal. But to be honest, out of the bikes in this meeting under the sun, I think I’ll stick with the Yamaha. Those of Iwata They have set the bar very high in terms of technique and their behavior seems extraordinary to me, although aesthetically, a very important factor, has not convinced me, and without any doubt I like each and every rivals of this comparative. Curious…
The question is whether the Yamaha It is superior to the rest in terms of behavior, and the fact that I especially liked it does not necessarily mean that it is the best bike in the group.
But being the last to arrive, it seems to me a very complete motorcycle that knows how to handle itself very well in any scenario. The driving position is very reasonable to load the weight in front but without exaggeration, the engine is smooth and progressive, with a spicy point, and in the cycle part it seems easy to drive and that allows you an easy and precise driving.
At mid-range it vibrates too much, but the response of the Crossplane from Yamaha It is the most exciting of the group. A missile and yet between just 3,000 laps and 6,000 rpm has a very generous character, as it responds cleanly even in sixth below 3,000 rpm. Beyond 6,000 rpm, it turns up in a devilish way, but it does not get out of hand.
At the other extreme, when it comes to smoothness, we may find the BMW, which will appeal to those who attract strong emotions. It is the most extreme bike of the group, with a radically different riding position than the Yamaha and conveys the feeling of being stiffer, more sporty. It is very narrow at the junction between the Deposit and the seat, but the body is far behind. In other words, they have not modified the fuel tank to be able to load more weight on the front end.
On the Ducati, the position seems appropriate to me, since the triangulation between seat, handlebar and footrest is correct. Keep the DNA of the Italian bikes with a rigid chassis and, in this version, black leg suspensions, but the exhaust continues to bother when placing the foot on the right footrest.
The KTM is the roadster of the group whose position is closest to that of a trail with the handlebar higher and the legs well fitted. Together with the Ducati, which in this version is presented with more suspension travel so that those who get into the circuit have it easier, it is more raised at the front. But in the KTM what stands out the most is the power and the sensations, as well as the ease of driving.
Finally, the Triumph has a more affordable price in its favor. The driving position is a bit conditioned by mounting the muffler outlet under the seat, but in general it is comfortable. She lacks the agility of her hiking colleagues in demeanor, but she is also more relaxed and less demanding.
Belonging to high society has a lot of advantages. And one of them is to be able to equip top-level components as all the protagonists of this story do. By concept, aesthetics and behavior you will like one or the other more, but all They mount top-notch suspensions, brakes and tires.
At first it might seem that suspensions from Öhlins They should make a difference (Ducati, BMW and Triumph), but the truth is that the WP of the KTM and especially the Kayaba of the Yamaha they are also very level. Regarding electronics, all of them are well served with different modes, traction control and ABS.
The sensations are different if the traction control acts on the ignition cut-off or if it does so on the throttles of the injection body, since in this case the classic and more obvious ignition cut-off is not appreciated, but rather a decrease in power that in the BMW seems more evident to me.
The feel of the Yamaha throttle is very precise and at the other end I would place that of the BMW. Regardless of the quality of the suspensions, the behavior between curves is logically defined by geometry, frame stiffness or swingarm design.
The Yamaha I think the motorcycle more compact and easy to drive, without giving up a very exciting point thanks to the chameleon character of the engine. It is a motorcycle with which you can speed up the braking until the entrance of the curve without having a tendency to take you outside. And also the feel of the fork is extraordinary, because it transmits very precise information.
At the other end I would place the Triumph, which is longer, wider and costs more to move. The most pronounced difference between the two occurs on narrow roads with small curves, where with the Yamaha you enter enough when turning and with the Triumph you can come jumping, misplaced and you have a harder time turning it. Of course, on faster roads, the “brit” shows great poise.
The Monster It is very effective and Ducati has managed to combine a sporty character with great driving ease, in addition to the fact that the electronics offer many variants when it comes to regulating it. With the KTM everything is very easy: brake, turn, open the throttle.
It loads the weight more on the front axle and at the rear personally I don’t think it is the best due to the lack of linkage. But the truth is that being a roadster, by behavior it could be the representative of an exclusive type of motorcycle that the Austrians invented: roadster sensations but with almost 180 hp of power at the throttle and a differential sport point …
And the BMW? Well, it is very exciting and will appeal to those who want superbike sensations. It is shorter than KTM, but not as much as the Yamaha, which is more compact. The German bike requires more effort than the Yamaha, KTM and possibly Ducati, but it is very precise. Of course, on it and due to the explosive nature of its engine and the feeling of rigidity, one feels like a pilot. And also its semi-automatic transmission, which is very precise, makes it super exciting.
All of them are motorcycles thatThey go from 0 to 100 in less than four seconds, and the Ducati is the slowest as we have seen in the performance published by an Italian magazine that has given us the data, since we have not yet been able to include the Yamaha in our measurements. So without specifying data, since we are missing the MT-10, which will surely be the reference, I can tell you that the Ducati is the slowest of 0 to 100 meters, but what about 0 to 1,000 beats the Triumph.
In recoveries, the motorcycle italian It is also the slowest, but the truth is that these values do not have to be definitive, much less when deciding on one of our protagonists.
The top speed It should not be a determining factor either and I can point out that all of them reach the 250 kilometers per hour top speed according to measurements made on Nardo’s ring. This is a piece of information that will only be of interest to those burned who get into the circuit, and in this sense I have to remember that Yamaha decided to limit its maximum speed to 245 kilometers per hour. Whoever wants to run more can buy an R1, which reaches 300 kilometers / hour if they find a track long enough to try to reach them.
It is more interesting to know which of them is more comfortable on the highway. The BMW has the advantage that the body remains enough flattened, the Triumph is the one that protects the least, the KTM stays somewhere in the middle, like the Monster, and the Yamaha seems somewhat more comfortable due to the design of its front. But against the MT-10 it is necessary to point out a very high consumption, which in our case rose to almost 8 liters per 100 kilometers, almost two liters more than the Triumph.
We are not going to try to convince you which of them is the most recommendable, because here enter a long series of evaluations ranging from aesthetics to character, going through its price. But I would like to finish this first comparison with a brushstroke on each of these fantastic naked from high society.
The Yamaha it seems to me technologically It is superior to its rivals and its behavior is surprising both in sporty driving and when going for a walk. As I have already said, I am not convinced by its aesthetics. The KTM is a mix. It is very fun, exciting and, boy, its power does not leave you indifferent. The BMW is very racing, exciting, but the least gentle, the most radical, and that means that it will appeal, from my point of view, to a more public …
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