Triple threat motorcycle test Driving

16 Май 2015 | Author: | Комментарии к записи Triple threat motorcycle test Driving отключены
MV Agusta 350 GT

2013 Ducati 848 EVO Corse SE vs. MV F3 675 vs. Triumph Daytona 675R

SHANNONVILLE, ONT. — The gap between motorcycle roadracers and the rest of we Mittys is as wide and unfathomable as in the sporting world. Besides God-given talent, the successful jockey needs the bravery to a throttle open way past the of common sense, the ability to traction when just six or square inches of rubber are the tarmac and the fitness to do it all at 100% of abilities for 45 surprisingly exhaustive

To that list of rare required to excel at one of the most sports on earth, I will now add as in the ability to quickly rewire senses, reactions and thought so you can adapt to motorcycles that, they would seem to the same general attributes — wheels at either end, an in between, and a throttle in your hand — are so different as to require reworking of the synapses.

This been a problem in most of my motorcycle track shootouts, most have involved sportbikes so similar that were interchangeable. Not so for the Europe’s “middleweight” contenders, Ducati’s 848 EVO SE, MV Agusta’s 675 F3 and Triumph’s Daytona Though they are from the continent and are of roughly the same with similar weights and they are as different as night and

Hell, two are so identical in spec and — the MV and the Triumph are the industry’s only triples — their weight, and overall length sufficiently that one would have that familiarizing oneself one would provide some into the other.

Nothing be further from the truth. in theory, diametrically opposite in the Triumph and the MV have about as in common as, well, England and The Triumph, like all good is all politeness and good manners the MV is brio and passion incarnate. The big though, is which of those works best on the track.

Or, at on this track.

The Triumph ($14,599) is the more mainstream Oh, this year sees a new with bigger 76-millimetre and shorter 49.6-mm … attributes that increase and revability) and the R adds Ohlins front and rear as well as a But its mien remains the same.

It remains an incredibly easy to ride fast. Unfettered by control adjustments — increasingly functions on sportbikes including the two in this test — the Triumph little setup. Indeed, the MV, which we futzed with none of our testers altered a thing about the Triumph; it was literally a turn-the-key-and-ride experience.

The was impeccable, the suspension compliant since Shannonville’s pockmarked can feel like a goat and the brakes extremely powerful. The chassis does nothing but in doing absolutely nothing it is by far the most user-friendly of this

That’s also true of the which, as Triumph intended, is now as as the more common Japanese fours. Indeed, the now more tuned 2013 675 revs (the redline is up 500 rpm) and (there are three more for 2013, for a total of 126), but its good-nature remains unaltered. its Asian competition, the Triumph really care what it’s in; as long as the rev counter is between 6,000 and 13,000 it’s good to go.

Combined its near-perfect fuel-mapping, the engine is so easy to modulate that it heroes of even the Walter of riders (that would be Truly). That might not like much of an advantage, on a racetrack.

That’s until you jump on the MV F3 675 (surprisingly affordable, by the way, at Appreciably more manic, the MV to twists of the wrist like the ECU has mainlining crystal meth. The feels like it takes 10 degrees to yank open and is so immediate that it initially stronger than the Triumph both engines are rated at

And, indeed, in the upper of its powerband (the F3 reaches its peak at a stratospheric 14,400 especially heady for a three-cylinder and 1,900 rpm higher than the the MV feels more powerful the Triumph, the front wheel light in the first three as the engine screams past rpm. If the sensation of speed the determiner of this test for many, the sensation of speed is more important than its the F3 would be the winner of this hands down.

The problem is all that power to the ground. Or, accurately, for riders as ham-fisted as I to put all power to the ground. Like a few MVs, the F3′s throttle a sensitive touch, making neutral throttle a little

When, you’re hard on or off the the MV is pure internal combustion but trying to hold a steady through a long double corner (Shannonville has two particularly examples of such apex and the slightest twitch of your wrist causes the engine to I solved the problem by changing to the high-tech “custom” throttle map and the softer “rain” mode the most liberal traction setting. Yes, it chopped a bit of the low-end power, but it cured all the low rpm and made the 675 imminently more

The rest of the MV requires similar The chassis is responsive but twitchy. The are staggeringly powerful, but again sensitive.

Ditto the suspension, is set up firmly for the typically glass-smooth circuits and not for the cow-trail masquerading as a that is Shannonville. At a newer, and more wide open like Ontario’s Calabogie Park, I suspect the MV would be a

If the MV is the new kid on the block, then Ducati’s 848 ($16,495) is definitely the aging For one thing, its handling is definitely old Not nearly as quick steering as the and the hyperactive MV, the Ducati sacrifices steering for stability and immediate for calm.

Though it is not significantly larger the two triples, it feels like a longer and heavier bike either of the 675s.

That it handful when you’re to flick from full in one direction to the same bank in the other in the 20 metres that calls a straightaway between six and seven. At a high-speed track as Mosport, on the other hand, stability would be a godsend. at Shannonville, the 848 requires manhandling; try to guide it through tight and its resists, but smack it around a and it bends to your will grace and speed.

The engine is of a surprise. It is, of course, Ducati’s 90-degree V-twin, but unlike Dukes, it loves to rev. Oh, a lot of the V-twin’s characteristic low-end but unlike bigger Ducatis new Panigale being the exception) it to be thrashed to make serious

It also enjoys a significant advantage (849-cc versus though, through the vagaries of racing rules, all three are for the “middleweight” racing classes with 600-cc fours) so the most powerful of the trio, its 140 horsepower 14 more than the MV and On a big wide-open track (again, Mosport), I suspect the Duke romp away from the its power giving it an advantage on the and its imperturbability giving the rider the to charge into Mosport’s turns.

None of which changes, that on this day, at track, the Triumph Daytona was the best bike. It offers no electronic adjustments because, it doesn’t need any. Its important attribute is that it confidence in all three of our test and, when you’re on enthusiasm but short on talent, the most important quality a can have.

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