2011 BMW F 800 R vs. Ducati Monster 796 vs. Triumph Street Triple R …

16 Май 2015 | Author: | Комментарии к записи 2011 BMW F 800 R vs. Ducati Monster 796 vs. Triumph Street Triple R … отключены

2011 BMW F800R vs. Ducati 796 vs. Triumph Street Triple R Test Comparison

photography by Wing

[This 2011 BMW vs. Ducati Monster 796 vs. Triumph Triple R Road Test was originally published in the April issue of Rider magazine]

to right: Ducati Monster Triumph Street Triple R, BMW in action.

Gathered around the all-knowing orb in Rider’s soundproof tank, our hands lightly minds melded into an intellectual force capable of all the world’s problems (if only it as well as motojournalism), the staff and I a stale tuna sandwich and what shall we compare the new BMW F 800 R we in the last issue? Not quite tourer, not quite sportbike nor tourer, this odd twin-cylinder is in a class of one. We weren’t ready to give it back, so we put the names of every other motorcycle model into the orb and it a whack.

The orb quickly checked Myface social calendar and the number of riders free on the day as the photographer, then spit out the of two perfect bikes. Yes! is why we only use ammonia-free Windex on the strangely helmetlike shell.

The Triumph Street Triple R . of an obvious choice, for it, too, And the Ducati Monster 796 . again for like the other bikes it from Europe, where knows one another. What a that orb!

Coincidentally, all bikes share similar prices, too.

Based on the two paragraphs, Yours Truly need a lot of help with comparison. The two staff riders I made us just as diverse a as the bikes. There’s Donya, lady spider monkey, tall, slender profile and arms and legs are the complete of my average height and stout like a fireplug with limbs.

Post-holiday Greg of combines the two, like a monkey who ate a fireplug. Three bikes, three diverse other words, stop right now if you’re expecting meaningful from this.

Despite our racy tucks, all of these middleweights have upright seating positions varying amounts of legroom. to right are the Ducati, Triumph and

We sure had fun, though, we also picked a perfect California day to take all three on a loop that included of twisting canyons, miles of winding two-lane highway, a for bananas and then a long, slog on the freeway. We had highs in the 80s and in the 50s, light and darkness, potholed bumpy roads and water crossings. And we rollercoasted the One That Rules Them

Wikipedia continues to insist the translation of its Spanish name is Mountain, and has resisted my numerous to correct it to Wa-Hoo Hill.

what follows is my stab at down our thoughts and impressions of three bikes when back-to-back. Ridden on their we might come away an entirely different impression of because then we would be attention. If you want to know about their technical and benefits, consult the spec our individual tests, their websites or that guy in the bathroom—he’s in there with the press

Take hand sanitizer. For story my only references our rapier-sharp wits, combined years of experience and our monkeybutts. The must be in there somewhere, but I may a flashlight.

Akrapovic slip-on is an option and adds a nice, bark to the F800R without mods or excessive noise.

comparo began with the BMW F 800 R, as I BMW’s latest bike to use its liquid-cooled, transverse parallel originally from the F 800 S. Today the is also found in the F 800 ST sport F 800 GS adventure tourer, and (embarrassingly) in the F 650 GS, it’s still 798cc. ask, just appreciate sell beer in the lunchroom at

Sporting dual overhead and four valves per cylinder, unique engine uses a conrod to (not very dampen the mill’s vibes. The aluminum frame solidly the engine as a stressed member, as as the twin-sided aluminum swingarm.

Together with the bike’s tubular handlebar, upright reasonable seat height and of plastic, the F 800 R is the quintessential … its high footpegs and nimble push it into … territory. Starting at $9,950, galore on our test bike ABS, a trip computer, pressure monitor, flyscreen and grips also push the up to almost $12,000.

Street R is the sporting rider’s do-it-all Smooth, fast and comfortable, it a tank- and seatbag easily not so much) and only needs a comfortable seat for long

The Triumph Street Triple R has the flat bar style and more yet there’s no mistaking this for anything but a … sportbike. the liquid-cooled, 675cc, transverse triple shares the same of tune as the standard Street with nearly 100 quick-revving on tap and a redline of 12,500 rpm, the only tune it needs.

on the twin-spar, all-aluminum chassis and swingarm from the Daytona the R’s Kayaba suspension is upgraded standard Street Triple adding full adjustability and rear and a piggyback reservoir on the shock. The R also gets calipers and a radial master for the front dual-disc brakes, and bits of sporty plastic a flyscreen, belly pan and rear cowl.

Riding the Ducati is a like trying to break a horse. In typical Ducati suspension is overly stiff in and can’t be adjusted (a change in oil weight might be in order). It quickly and flicks like a Devil, though.

The Ducati 796 we nicknamed Lil’ Devil for its test last year standard with ABS for 2011, yet carries its 2010 price of In classic Ducati style, the 803cc, air-cooled, L-twin with two desmo-actuated valves per hangs from a tubular-steel frame.

Starting with the 696 a few years ago was able to increase chassis and reduce weight by incorporating a center subframe to which the and seat sections are bolted. A cast-aluminum swingarm helps it the lightest bike here. The L-twin is still a stressed in the frame which, like the carries a nonadjustable front and single rear shock spring preload and rebound adjustments.

Other than price, these three bikes only share a few All have electronic fuel six-speed transmissions, chain drive and the same wheel and sizes, and all require premium Beyond that they ways.

The Ducati’s air-cooled, 90-degree L-twin has a wet clutch the company’s superbikes. It engages but works OK.

As soon as you start the you appreciate that among three stallions it’s the and unbroken mount. Even the rattle of a dry clutch (the 796 Ducati’s wet APTC unit), the has a raucous, loping, cammy like a small funny car for the green light.

Though it has the same power output and twin-cylinder midrange of the BMW, due to too-tall gearing the 796 just like to be ridden below 4,000 rpm, where it and lurches as though you’re it. Above 4,000 the engine has rapid power delivery and a great sound from the exhaust, but staying in that without hitting redline at rpm requires both a lot of shifting and of throttle (the phrase it like you stole it” comes to It’s definitely fast and fun to within those limitations, and rarely need fifth and gears, which are like

Liquid-cooled, 798cc parallel in the BMW F800R uses a third as a counterbalancer.

Compared to the Ducati, the engine is a pussycat. Its torque isn’t much different, but the saner gearing and broader engagement make its powerband far wider and easier to use. As the bike here, you have to the gearbox to get good drive out of and keep it on the boil when aggressively, but unlike the light, Ducati it’s also pleasant to ride at low speeds town or on tour.

Ducati 800 Sport
Ducati 800 Sport

The BMW engine’s chief problem is a coarse, high-frequency, low-amplitude that makes the grips at all but one or two places in the powerband. We noticed it in our first test bike for the issue, but our red, white and bike tested here was a little better.

Liquid-cooled, in-line triple in the Street R is unchanged from standard but makes plenty of horsepower.

means the best-engine award to the Triumph, which is smooth idle to redline and revs and cleanly with an awesome and near-perfect delivery (there’s no or abruptness to the EFI on any of these bikes, in The triple is just fine short-shifted and ridden from around town or cruising the highway, with a torque so flat it’s more a table.

Yet when racer beckons, the bike’s 97 horsepower at the wheel more than flat scream. There’s a detectable amount of high-frequency in the grips at certain speeds, but it bother any of us. The Triumph also has the shifting, followed closely by the and then the BMW, which a few upshifts in the canyons.

Sport will find the Triumph’s very firm but highly and compliant, and it can be adjusted to suit a of riders and riding styles. it and the Ducati can be harsh on bumpy preferring smooth asphalt and corners to u­neven superslab and backroads.

While the Triumph under control in the bumps, the Ducati’s front end pitches the around a bit, and there any adjustments to back off its excessive damping. Suspension-wise the BMW is the sport-touring of the bunch, with plenty of compliance and control for most riding, though it would firming up for aggressive sport or days. Steering feel, and overall handling on all three are great, with the Triumph the BMW most stable and the Ducati the most feedback.

We were unanimous in liking the brakes best for their linear feel front and and nonintrusive but smooth (and ABS. You’d think the fancy radial stoppers be the easy pick, but while as heck they’re actually a bit and hard to modulate, and ABS is not available.

The front brake had decent but lots of initial travel and to pump up with a second or squeeze, and the rear pedal—as is the case on Ducatis—traveled a long way and meager force. The now-standard ABS is a big and works well, though.

the Triumph is king for taller as it offers a mostly upright position and lots of legroom, and its way seat can be easily changed offers an optional gel one). Two of us the comfort nod to the Beemer, though, as we bothered by its high footpegs, and the and grip position are more for sport touring.

The Ducati work well for shorter but none of us liked being against the tank by the sloping and its handlebar is lowest and puts weight on your wrists. with my 29-inch inseam I flat-foot all three bikes at a None offer any real protection despite the presence of stylish flyscreens.

At the end of the day the Ducati was our favorite for the slog home due to its position, and it’s also the suited to a passenger. By comparison, the well-shaped and padded seat and grips were worth over; it also has plenty of for a copilot and a touring accessory a mile long. That includes the trip computer and pressure monitoring system on our bike, side cases and higher or lower seats.

Except for the seat the Triumph is pleasant on long rides, and the Ducati’s and BMW’s plastic tanks its steel one will a magnetic tankbag.

Asked our spirited day ride which they would choose if a) were no object, b) they only own one motorcycle, and c) it had to be one of these one cohort would most pick the Triumph, and the other assuredly the BMW. She liked the a lot, but found the BMW easier to fast and smoothly out of the gate, and its strong, linear brakes to the grabby ones.

Both the Ducati third, as would a track-day bike or canyon-carver a blast but is too narrowly focused and compared to the other two bikes to do against them on a long It did win the looks contest 2-1 over the get the 796’s front fork well, put a decent seat on it and you come close to its musical sculpted style and point-and-shoot

If the BMW were smoother I’d have a time choosing between it and the but as-is the F 800 R’s buzziness relegates it to a second. That makes the Street Triple R the winner of mishmash, especially since the least expensive of the three. us wonder, too, how the standard Triple would have which is even less.

ask the orb….

BMW’s stacked are left of LCD trip computer which auto-dims in daylight. numbers are quite small.

Ducati 800 Sport
Ducati 800 Sport


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