Honda CB 1000 R ABS in Triumph Speed Triple 1050
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Yes, we also found it difficult to focus on a pair of motorcycles when photographer Sasha drove them through the lens along with half-naked calves. In fact, to be honest, that morning (Madonna, there are times when something interesting happens) we did not communicate much with either Honda or Triumph, but we helpfully helped the girls choose and dress up pastries. ...
Oh no, sometimes it's really hard for us! But let's be clear - the introduction, despite its dubious content, is talking about motorcycles. However, it's true that when it comes to eating cars with character like R and Triple, it's not hard to find parallels with meaty pleasures. So - let's compare Honda and Triumph. CB 1000 R in Speed Triple. Japanese of Italian origin and a real British. Beauty and the (beautiful?) Beast.
The Triumph Speed Triple, almost the same as this year, had already won the Autoshop comparison test in 2005, but at the time there was no ghost or rumor of the Honda competition as we know it today. They proposed the Hornet 900, which was more "naked" than a "street fighter" (damn, I like Slovenian, but here you can't do without foreigners). Last year, following the success of the 600 cubic meter Hornet that dispelled the myth of a timeless round light, another 1.000 cubic meter version of the CB 1000 R was born, without the Hornet name undoubtedly its successor.
Small in size, fiery, almost cosmic in shape (hey, you might think - even our editor, who otherwise doesn't show crazy signs of affection for two-wheelers!) liked it!) And an engine stolen from CBR cubic meters. previous generation. Thus, Honda has more cylinders than Triumph, which traditionally relies on three rollers placed in a row. The fact that Honda will become wider because of this was not noticed.
Moreover, at first glance, one can say that it is smaller than the British one. This is the result of the extremely compact design that Hondo has noted in recent years. A short and small headlight and a minimalist, pointed tail without an exhaust pipe keep the Honda small and almost cosmically modern. Casual fans compared the light ahead to a predator from the movie. .
Triumph is the complete opposite. Ahead, instead of pointed lines, we find two circles - as if the British took inspiration from breakfast, which usually offers the eyes scrambled eggs and bacon. The Honda Triumph stance has an artfully curved frame and a pair of mufflers placed next to the rear seat. Both cars proudly display a beautiful piece of die-cast aluminum due to the one-way rear wheel mount, and we couldn't decide which was better, the 14-inch or XNUMX-inch Triumph.
The rear of the Speed Triple is also small and short, but not quite as good as the Honda, so the passenger's belts will feel better there. But that's why the British ass has another setback - there are no handlebars in the back, while the Honda, otherwise small in size and very close together, has them. That's it for comfort in the back. If you ask us, we don't care. She will suffer in a short trip, otherwise these are cars designed for the driver.
The driving position is the same on both cars, but with slight differences. On a Honda, it sits a toe higher and therefore struggles more aggressively with the road, and long-legged Triumph riders will be worried about their knee touching the bulging frame and therefore tingling a little. The Honda steering wheel allows for large extreme deflection, which we appreciated when cornering and driving around town.
The new two-wheeler has a more modern, fully digitized instrument panel that simultaneously displays speed, coolant temperature, engine speed, fuel, hours and mileage, while Triumph leaves the speed display with a classic analog gauge with a white background to warn of low fuel levels. ... assigned (only) light, but there is also a stopwatch. We were unanimous in the opinion that the classic hand more clearly conveys the speed of the motor.
At idle, the Triumph is louder, more mechanical sounds and whistles than in a quiet and muffled roaring Honda. This already speaks of other characteristics of the engine, which later appear when driving. The Briton is already showing muscles in the lower range, and by the time the counter reaches 5.000 rpm, he is already pulling. Anyone expecting a linear increase in power will be disappointed by the red field as the Speed Triple is already losing its breath there. Honda is also surprisingly agile, but still less explosive than its rival, in terms of the low-to-mid-range four-cylinder.
There are no sudden power changes while driving, so the rule of thumb when driving a Honda is that if you want to go slow, the engine can rev slowly, and if you want to be fast, the engine must rev fast. It is so simple. Triumph adds a few more vibrations to the steering wheel that aren't annoying at all. Both machines pull over 230 (which is more than enough with zero wind protection) and are thirsty if we want to get the most out of them. Triumph averaged 7 litres, Honda wanted two more kids per mile. Keep your head down - with a smooth ride, the consumption of both drops below six liters.
In both machines, we value quality components. Both offer fully adjustable suspension (preload, return, damping) and very good brakes. Here, despite having fewer pistons in the front calipers (the ABS version has three but no four-piston ABS calipers), the Honda has a slight advantage, offering lighter brake force metering with the reassuring thought that “you can’t fucking.”
The test version is equipped with an anti-lock braking system, priced at a surcharge of 600 euros, and this system is sporty enough not to impose its (electronic) will on hard driving. The British are not offering ABS this year, but it is rumored that they will show reinforced cavalry with this safety accessory at the Milan Salon. By the way: if you buy a Honda from an authorized dealer, you are offered a safe driving school for 40 euros, and in Španik (Triumph) you will even be given a training.
Below the line, we decided that this time the Honda deserved penultimate place, and the Triumph a great second. Heh, we want to say that both engines of the car and a half and as such are very equal, but in the end, more modern design, more modern design, better price and last but not least, the best sales and service in Slovenia ( also Prekmurje after the first show season for Triumph they deserve praise!) turn the scales on the CB 1000 R. There are so many of us, but we can say with great confidence that your taste will prevail before you buy. You know, he knows how to cook, iron and clean, he has an above-average education and a well-paid “shift”. .
But what are you going to do about it if you don't like it?
1.Mesto: Honda CB 1000 R ABS
Test car price: € 10.590, special price € 9.590
engine: inline four-cylinder, four-stroke, liquid-cooled, 998 cm? , 4 valves per cylinder, electronic fuel injection.
Maximum power: 92 kW (125 KM) at 10.000/min.
Maximum torque: 99 Nm @ 7.750 rpm
Energy transfer: Transmission 6-speed, chain.
Frame: aluminum.
brakes: front coil? 320, Nissin radially clamped inflow-jaws, rear disc? 256, Nissin twin-piston caliper.
Suspension: front adjustable inverted telescopic fork? 43mm, 120mm travel, rear adjustable single shock, 128mm travel.
Tires: 120/70-17, 180/55-17.
Seat height from ground: 828 mm.
Fuel tank: 17 l.
Wheelbase: 1.445 mm.
Fuel weight: 222 kg.
Representative: Motocenter AS Domžale, Blatnica 3a, Trzin, 01/562 33 33, www.honda-as.com.
We praise and reproach
+ flexible and powerful motor
+ ease of driving
+ stability
+ suspension
+ brakes
+ form
– back comfort
- transparency of mirrors
2. Seat: Triumph Speed Triple 1050
Base model price: 11.990 EUR
Test car price: 12.527 EUR
engine: in-line three-cylinder, four-stroke, liquid-cooled, 1.050 cm? , electronic fuel injection.
Maximum power: 97 kW (132 KM) at 9.250/min.
Maximum torque: 105 Nm @ 7.550 rpm
Energy transfer: Transmission 6-speed, chain.
Frame: double aluminum tubes.
brakes: front coil? 320 mm, radially mounted Brembo four-tooth jaws, rear disc? 220mm, Nissin twin-piston caliper.
Suspension: Showa front adjustable inverted telescopic fork? 43mm, 120mm travel, rear adjustable single Show shock, 134mm travel.
Tires: 120/70-17, 180/55-17.
Seat height from ground: 815 mm.
Fuel tank: 18 l.
Wheelbase: 1.429 mm.
Dry weight: 189 kg.
Representative: Španik, doo, Noršinska ulica 8, Murska Sobota, 02/534 84 96, www.spanik.si.
We praise and reproach
+ irreplaceable form, significance
+ motor
+ gearbox
+ brakes
+ suspension
+ agility
- a slight turn of the rudder
- no ABS options
– contact of the knees with the frame
Matevž Gribar, photo: Saša Kapetanovič
Basic data
Base model price: € 11.990 XNUMX €
Test model cost: € 12.527 XNUMX €
Technical information
engine: in-line three-cylinder, four-stroke, liquid-cooled, 1.050 cm³, electronic fuel injection.
Torque: 105 Nm @ 7.550 rpm
Energy transfer: Transmission 6-speed, chain.
Frame: double aluminum tubes.
brakes: front disc Ø 320 mm, radially mounted four-bar Brembo jaws, rear disc Ø 220 mm, Nissin twin-piston caliper.
Suspension: front adjustable inverted telescopic fork Ø 43 mm, 120 mm travel, rear adjustable single damper, 128 mm travel. / Front Ø 43mm Showa Adjustable Inverted Telescopic Fork, 120mm travel, Showa Adjustable Single Shock Rear, 134mm travel.
Fuel tank: 18 l.
Wheelbase: 1.429 mm.
Weight: 189 kg.
