Tested: Kawasaki W800 vs Triumph Bonneville T100 Motorcycle Trader New Zealand

9 Мар 2015 | Author: | Комментарии к записи Tested: Kawasaki W800 vs Triumph Bonneville T100 Motorcycle Trader New Zealand отключены
Kawasaki W800

Kawasaki W800 vs Triumph T100

Kawasaki W800 vs Bonneville T100 tested

You can into a fuel stop on a of superbikes with a combined top of 600kph and nobody pays When we stopped on the W800 and the T100, people actually got out of cars to take a closer and have a chat.

The general is never sure if the bikes are new or beautifully restored but that matter — someone’s father or had one just like it in the 1950s or Current owners of W800s and are used to this level of but don’t buy either bike if you to maintain a low profile.

Here’s at you, kid

The view ahead the seat of Kawasaki’s W800SE Edition’ — alas, not available in Only the standard version is on sale here) is, frankly, You scope across the pin-striped and the shapely, lockable, hinged cap to flattish ‘bars fitted beautifully proportioned, almost switchblocks.

Directly in front are an speedo and tacho with art-deco-style numerals and a minimalist in the speedo to provide a few bits of information. Behind the instruments is a which juts out purposefully and is, beautifully proportioned. The whole is so damn good looking almost dangerous: you find looking down while the is in motion just to admire the

Kawasaki has gone to great to disguise the parentage of the W800 and the logo appears everywhere in of the Kawasaki insignia. Unfortunately, told the seat-cover blokes and a gold Kawasaki spreads the seat’s rear end.

In with the view from the chair on the W800, the T100 is bordering on industrial. The tank is but you don’t get the two-tone effect from a side-on view. The are larger diameter and the switchblocks are the of fists. Tester Chris describes it as manly, but brutish springs to mind. The analogue are large but the numbers are small and difficult to read.

The speedo and are mounted on a black metal which, again, highlights function rather than

The seat on the T100 is thin and While it feels initially it doesn’t seem to deteriorate as you up the kilometres. Its thinness is part of the which produces a low 775mm height.

The seat is big, as is the generally, and is a better proposition for thinking long distances, and luggage.

The W800 seat is softer but compresses under the backside. While Kawasaki a seat height of 790mm, the of the foam and the narrowing of the seat at the means a rider sits and can keep his/her legs together. Seat height-wise, isn’t much between two but, overall, the Kawasaki a much smaller bike.

This is confirmed by the claimed wet figures of 217kg for the Kawasaki and for the Triumph. With a tank of 16 litres, the T100 carries an two litres of fuel over the but, as we discovered, it needs it. mixed-use testing, the Triumph 5.5 litres per 100km,

while the managed to use just 4.1 litres in the conditions. This gives it a range of 340km compared the Triumph’s 290km.

Both fire up instantly with electric starts. The T100 has a fast idle knob but it rarely be used. With its 865cc twin being fed by sequential electronic fuel it’s smooth from the and idles evenly.

While the is also fuel injected, the uneven way it’s air-cooled, engine heats up from can result in the engine hunting initially to establish the right speed. Once the engine a little, fuelling is faultless.

You to ride these bikes to understand how different they are on the The raw statistics hint at what you expect. The Triumph produces (50kW) at 7500rpm while the produces a very modest (35kW) at 1000rpm less.

The Triumph should be a lot faster, It also produces 68Nm of at 5800rpm. The Kawasaki engine almost as much torque but at an amazing 2500rpm.

What means in practice is that all the torque is available from off idle. It makes the bike frisky and responsive in town and allows for plenty of grunt in any from just about any speed. You can tool along in at anything above 2000rpm and be to accelerate strongly if needs be changing gear.

While the doesn’t get its maximum torque 5800rpm, its torque curve is and flat, allowing it also to strongly from relatively low It’s not as comfortable doing as the W800 but it gets its own back as the rise.

We conducted top gear from 40kph and the bikes together until 120kph the T100’s extra power to show. It should be pointed out the T100 had Triumph’s sports fitted — not really cheating, as what most owners

The T100 is around a third powerful than the W800, at the top end. The Bonnie can make if given enough road. The loses interest from ( but 170kph is possible).

High speeds raise the of chassis integrity. The Kawasaki has a steel, double-cradle frame 27 degrees of rake, a front wheel and a rear 18-inch The plot is suspended by twin at the back with spring adjustment.

All this makes the feel light, responsive and to speeds up to 140kph. From the W800 starts feeling a over-responsive and the suspension isn’t enough to wrestle effectively bumps and pot holes.

Likewise, the has a steel cradle frame rather than round and together in places), a more 28 degrees of rake, a 19-inch wheel and a 17-inch rear.

Its is similar to the W800s but is firmer, road shock to be transmitted to the more noticeably at lower The T100 is stable, though, up to its top speed. Attempting to ride the hard on tighter roads problems related to the frame’s

The Bonnie engine is excellent but it a better frame for its potential to be explored.

Brakes are good on bikes, although there’s initial bite from the front disc. Its rear is perhaps too good — the rear can be locked fairly easily in an stop. The rear brake on the is a period-perfect drum, well to the front disc although the brake needs a firmer to get the best from it.

Which one for you?

In a normal test, the fastest bike wins. What the W800 and the have in common is a parallel engine and retro references in styling. If performance was really to you and you wanted a parallel twin, you wouldn’t be considering either of bikes — there are faster, twins out there.

While of the W800 and the T100 are about Triumph sells around the number of Bonneville’s overall. For buyers, the name ‘Triumph’ is — a company that dates to 1902 and has iconic status. The can be said for fans of the Green

It does, in the end, come to price, the stock standard T100 retails for $14,490 (+ compared with $15,350 for the W800 + ORC (you can pick up a W800, virtually identical to the model, for $13,995 + ORC). Of there are several variations of the for sale here, in various (including possibly one of the most modern retros, the Steve SE, for which the Ed would give his to own!). And unfortunately the SE version of the which is shown here currently available in good old New more’s the pity. I do like the red

Kawasaki has its own history with twins to draw on. It’s making big twins for longer Ducati has been making

The Kawasaki is a brilliant town perhaps one of the easiest to use that ever ridden. It was designed by who understood what riders and has all the features you enjoyed around without any of the vibration. It’s owner-friendly and is highly regarded by all who own one.

It’s also true to the concept and spirit of Attention to detail is exemplary, all the way to the metal guards and period K81

It remains the smaller of the two bikes and alone might sway decision one way or the other. If style and are your main game, the W800 is the one that delivers.

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