Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

Two new maxiroadsters arrive last year: The CB1000R, highly anticipated at Honda and the Speed ​​Triple, surprise of Triumph. Two motorcycles with similar approaches who compete against MNC: on the way to a duel of beautiful and rebellious! The readers rebelsnreaders.blogspot.com who, as everyone knows, have a little more RAM than others, remember that Honda had taken its time to replace the Hornet 900 with the CB1000R: for two long years (2006- 2007), the catalog of the winged coat of arms no longer displayed a maxiroadster!

Strangely, the success of the CB1000R was also slow: due to the entry into force of the Euro 4 emission standard, the Tokyo Reds did not offer any bikes last year against the Kawasaki Z1000, GSX-S1000 Suzuki or MT-10 from Yamaha.

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

This slight misfortune, Honda intends to fill it by taking the opposite of its compatriots. At least in terms of look! If it remains true to the 4-cylinder line, the new "Cebe" and its touch "retro" actually break with the - recent - tradition of Japanese machines that seem straight out of manga.

Although the first CB1000R has already been designed "in Europe, by Europe and for Europe", the second adopts much more "Western" features. It is in this that it is close to another great novelty, much more unexpected this one: the Speed ​​Triple 2018 which, despite the "Brexit", remains a reference in terms of roadster on the old continent!

MNC test - Honda CB1000R 2018: Universe change

Triumph Speed ​​Triple RS 2018 MNC test: the roadster raises the tone and sound

Deeply revised in 2016, the maxiroadster has evolved again this year. His "Tripeul" was at the center of attention Hinckley firm: the 3-cylinder 1050 cc now develops 150 horses, against 145.5 ch for the 4-legged 998 cc of the CB1000R, derived from the engine Fireblade 2017.

While maintaining a relatively reasonable maximum power, the Speed ​​stands out from its own European rivals: Aprilia's Tuono V4 twin and KTM's 1290 Super Duke R spew respectively 175 and 177 hp, the 4-in-line of the BMW S1000RR comes out 165 hp.

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

As everyone knows, are a little more demanding than the others will miss the Ducati Monster 1200S whose philosophy of motorcycle looks neat, powerful-but-not-scary engine and the Honored cycle part could have joined this duel. But this is not a 2018 novelty! And incidentally, we could not try it in 2017.

The confrontation between the new Honda and Triumph seemed unavoidable: on the one hand, the second novelty preferred by readers, on the other, one of the biggest favorite editorial this new Year. A nice duel in anticipation!

Only problem (noted by some commentators informed on our smart-videos), the two roadsters were entrusted to us by their respective importers in different versions: Honda France kindly lent us a CB1000R with quickshifter but without "+", while Triumph France kindly passed a Speed ​​Triple RS with "shift assist" as well. Moto-Net.Com will try to take this into account.

CB1000R 2018: the Honda + expected

For this duel unpublished here- as on all the canvas -, the testers received the keys of a brand new CB1000R 2018: its odometer displays only 40 km at our departure! Completely original, this machine has the services of a quickshifter (to 695 euros) to go up and down the reports without resorting to the clutch lever.

But this accessory is the only one that distinguishes the standard model from its "+" version in terms of dynamic behavior. Indeed, the heated grips, aluminum fender inserts, wind deflectors, saddle bonnet and radiator grille do not change the acceleration, braking or handling of the motorcycle.

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

rebelsnreaders.blogspot.com , which has already been tested on the real CB1000R + during its press launch, can therefore estimate that it is running on the high-end version of the all-new Honda roadster, invoiced at 14,699 euros, ie 1,500 euros more than the CB1000R " anyway".

Even without a few "plus" skins, the CB1000R remains a magnificent motorcycle: its engine benefits from an exemplary finish. The finely and partially polished housings echo at the level of the hub of the rear wheel carried by the massive single-arm all aluminum.

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

The black color of the beast is also perfectly associated with the beautiful brushed aluminum parts of the headlight, the radiator and the air box. Aluminum also, but as cut in the mass, the plates of footrest before could perhaps have gained to be openwork. They are none the less admirable.

The frame is steel, but its configuration "mono backbone" (backbone!) Makes it completely invisible: the engine is even more valuable! Ditto for the rear rim design that oscillates between classy and aggressive: the wheel is not too hidden by the compact pot that MNC did not find terrible in the photos, but who likes in the end!

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

The general line of the "Cébé" is also very successful, alternating classic touches and modern spikes, avoiding mistakes of taste. The round, flat lighthouse is equipped with modern LED lighting, whose night lights evoke a horseshoe. There is a second iron in the back: the Japanese want to put the odds on both sides of their bike!

The tank levitating above the mill hides its welds carefully. Pretty flat, it also seems particularly long where the touch of gray paint "alu" just in front of the saddle of the pilot ?! The rear of the machine is aerial: the passenger seat is placed on a back loop whose perfectly smooth finish makes superfluous any plastic cladding.

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

This first review of the Red is it all rosy? No. For example, it is regrettable that Honda has mounted mirrors of pentagonal shape, today rather banal. At

rebelsnreaders.blogspot.com, we find that retro rounds would have been more in the tone. Not chrome either, just round.

Similarly, if we can congratulate the Reds for having adopted a remote plate support that accentuates the truncated appearance of the rear loop, we can also wonder about the need to split it. One arm was not enough to carry the license plate and the tiny fender?

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

By inspecting the Honda very, very closely,

rebelsnreaders.blogspot.com is surprised that the electronic engine injection system is so apparent on the left, that a strand of black cable strolls under the saddle of the driver and that the Expansion tank is under the shock absorber and above the "pot" of the muffler!

Finally, the front mudguard of "our" seems a bit basic in its shape - retro look, why not - and much too much in its raw plastoc finish. But the CB1000R + only partially corrects this fault menu with its aluminum inserts. This is not the same "halu" as the Speed ​​Triple which has a carbon fender in its version " RS ", we come here!

Speed ​​Triple 2018: the Triumph surprise

Triumph has given us the key - contactless! - a Speed ​​Triple RS, the "top" model 2018 tested and approved by Moto-Net.Com this winter. Unfortunately for the Journal moto du Net, for its readers and for Triumph (also, yes!), No standard model was available to measure the CB1000R "a little +".

It is therefore in her haute couture and big brands that the Speed ​​is aligned for this duel. So she leaves with a serious handicap: its price of 15,850 euros, enhanced by 429 euros for the quickshifter ("up / down", as on the Honda) that does not even appear in the original endowment of the RS. "What The Flute"?!

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

However, compared to the extra 1500 euros that cost the CB1000R + compared to the CB1000R "any short", the 2050 euros required by Triumph to acquire a Speed ​​Triple RS rather than a Speed ​​Triple S seem perfectly justified.

The "Spideresse" includes a beautiful pair of Arrow titanium and carbon pots (1299 euros in the catalog), Öhlins suspensions (which replace the Showa of the "Spidesse"), adjustable levers (doubling to the right, in spacing and offset !) signed MCS and a Continental electronics with inertial unit (the "famous" IMU Superbike)

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

In addition to these electro-mechanical improvements a painted engine shoe, a fender and carbon radiator scoops, small wheel axle hubcaps or on the frame and even without these little tricks, the standard Triumph clearly has nothing to blush in the face of the sculptural Honda in terms of finish.

Less refined than those of its Japanese competitor, the lines and shapes of the English are generous and curved. The "devastating" look of the Speed ​​is carefully preserved by Triumph over the years, rightly so: it seduces the majority of motorcyclists crossed by rebelsnreaders.blogspot.com. It is also unanimous within the writing

rebelsnreaders.blogspot.com!

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

Installed on the beautiful beast for 20 years (!), The double headlights that are no longer round since 2011 are faithful to the post, as are the two escapes under the saddle, as impressive as they are essential. "What did you expect"? The rims on the other hand are redesigned for 2018: the five sticks offer them a delectable flavor "ultralight".

In addition to these new wheels, the S and RS versions of the new triple triple also share the front Brembo (Nissin rear) braking system with aviation-type hoses, as well as the Pirelli Supercorsa SP tires with super-sticky tires, please!

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

To summarize: the Speed ​​S is a bike that "marks", the Speed ​​RS is one that "re-brands" even more! At the same time, there are multiple inscriptions "Triumph" or "T" scattered on the maxiroadster produced in Hinckley, England. More classy then, than the label "Made in Thaïland" worn by the little brothers Street Triple!

Common to the Speed ​​S and RS also, the mirrors at the end of the handlebars bring them a coffee Racer touch that may not be denied by future buyers of CB1000R, spearhead of the new segment "Neo Sports Café" at Honda! Stylish, they are very effective and not too disabling in the city.

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

Is the new Speed ​​Triple perfect from an aesthetic point of view? "Well, nobody's perfect!" Thus, the ABS plant and its channels (like gas plant) and the gasoline vapor filter (tin style "ptipoicarote") would have deserved to be too well camouflaged than the injection of the Modern Classics range (like carburetors!).

Another detail - but on a motorcycle charged 16,279 euros, we can quibble! -: The "aluminum" color of the rear loop is unnecessarily different from the deep gray of the frame and the passenger footrests. Same for the Brembo front brake mounting bracket that is not painted black, like the handlebar and the rest of its hardware. "Shocking".

Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS: chic duo for shock duel

Let us note to conclude that the passage of the cables around the steering column is a little cleaner on the Triumph than the Honda. More disturbingly, the left rear flashing of "our" Speed ​​bathed in the water. This did not prevent him from working during our two days of driving. Will it be two decades?

It is high time to climb on our maxiroadsters who form a particularly chic duo in static and a "duel of shock" in dynamics? Answer on page 2 of our new MNC duel: in the saddle!

Duel Aprilia 125 RS4 VS Yamaha YZF-R125: The return to bottom of six!

No offense to the purists, the reign of motorcycles 125 sports 4-stroke is now established. So we organized a duel between the two sharpest representatives of this category: The new Aprilia RS4 versus the Yamaha YZF-R125... This the duel of 125cc! Let's the battle begin!

Despite a limited turning radius, the R125 is much more fun to drive in town than its competitor transalpine, mainly thanks to its flexible and available engine. Relatively coupleux, the small block 4-time agrees to resume from 4000 rpm.

It is also well supported by a nice 6-speed gearbox, but it will of course not hesitate to play the selector to always stay on the good report! For the rest, the Yamaha manages to completely forget its 138 kg all full facts by offering a nice maneuverability.

The conciliatory Japanese

As on the larger motorcycles, we find on Aprilia an Italian particularism. The RS4 offers less easily than its competitor and to make the most of it in the city, its driver should not be idle!

Its engine first is very hollow under 7000 rpm (47 mm stroke against 58.6 on Yam!) And requires constant gear changes to avoid sub-revs. In this, we find the rather capricious side of the old blocks 2-time who were forgiven, however, leaving almost 35 hp!

The gearbox of the RS4 is also not free of blame. On our test bike (barely rode with its 500 km on the meter) the first report refused to lock, requiring two or even three times.

The (bad) Italian character

Between traffic and traffic jams, our two sports are still not in their element of predilection. It is nice to spit in the paws, we are systematically taxed by the X-Max and other S-Wing, both at the start or the game of basting between the lines.

As much as possible, we will also shorten as much as possible the motorway stages to find small bucolic roads. Thanks to a better length, the Aprilia takes the advantage to maintain a cruising speed correct (100-110 km / h) and hangs even the 130 km / h meter (125 km / h GPS).

Behind, the Yamaha struggles to stabilize at the same cruising speed. In point on the 6th report, the breaker rather frustrating comes from 123 km / h (118 km / h GPS). We are far from the 200 km / h - or almost, "what are you like gear ?!" - some unrestrained and accessible 2-stroke motorcycles, within a certain weight / power limit, to only big cubes license holders!

It's the job that comes back!

Like their older 2-stroke, the Aprilia RS4 and the Yamaha YZF 125R may be our future drivers. As such, they are a good school for the rider who intends to complete his license A.

Look, trajectory, braking, speed curve: the driver is completely focused on what he does, much more than on a scooter that just take you from point A to point B. In turns tight, the battle is tough and relatively balanced between our two "mini-moths".

The Aprilia boasts its bright and efficient chassis and the lengthening of its engine, while the Yamaha puts more on its solid engine and its cycle part a little less lively but ultra reassuring.

Mini engine for great pleasure

Particularly agile with their thin pneumatic tires (130/70 on the rear) and their small wheelbases (1345 mm on the RS4, 1355 on the YZF), the two small sports cars twirl from one turn to the other with a big ease.

Too bad that in the famous climb of the 17 turning of the Vallée de Chevreuse, the slightest sub-regime is paid cash: we find ourselves at a standstill! On the other hand in the other direction - downhill! The absence of power is much less penalizing.

The RS4 and YZF-R125 even have something to do with much bigger ones, thanks to their remarkable agility. Both well suspended, they offer a very convincing compromise between comfort and handling.

As for their oversized chassis, they would happily support the double of horses! Finally, note that the tires of Aprilia ("Sava", not the Pirelli Supercorsa press presentation, read our test MNC June 1, 2011: Aprilia RS4 125, the star of the courses (es ) of recreation! ) finally showed up at the level of our small rural arsouilles. Pic by; moto-net.com

Duel KTM 790 Duke VS Kawasaki Z900

The KTM strengthens its offering in the competitive segment of mid-sized roadsters with its unprecedented 790 Duke twin-cylinder engine. To gauge it, the Journal moto du Net opposes it to the best French sale in the category: the Kawasaki Z900. Duel special A2 license, in flanged version at 47.5 hp (35 kW).

Small booster: since June 1, 2016, all future bikers, whatever their age, put the boot on the license A2, intermediate format limited for two years to motorcycles 35 kW (47.5 hp). Permit A without power limitation is only accessible after this period and a paid 7-hour training. Completed the direct access to license A from 24 years old that authorized the old device... 

This questionable constraint, the license B allows him to drive from 18 years all types of cars, including a Bugatti Veyron 1000ch! involves closing many large motorcycles to make them accessible to new motorcycle licenses. Including Sacros-saints roadsters from 700 to 900cc, a popular and competitive category.

As if that were not enough, this clamping is only allowed on motorcycles whose power in free version does not exceed 70 kW (95 hp), which is twice the maximum threshold in A2. In other words: the Z900 and the new 790 Duke are theoretically out of reach of young people, because they develop respectively 125 and 105 hp in Full! 

Fine strategists, the manufacturers however found the parade to adapt their motorcycle too powerful to the requirements of the A2 license: to propose an identical declination, but irreversibly clamped to 95 hp. This is the case of the Kawasaki roadster best selling in its category in Europe in the first half of 2018 and its new rival KTM, opposed here in their A2 configuration of 47.5 hp.

In static, the Orange passes before the Green

Apart from this clamping at 35 kW, the Kawasaki Z900 and KTM 790 Duke "A2" are identical to the standard models. Aesthetics, cycle part and peripherals are exactly the same, as much to flatter the ego as to contain the costs of production. So, no need to build two separate motorcycles as Kawasaki had experienced with the fire Z800e!

Their equipment, however, seems oversized compared to their power limited to 47.5 hp and their status as "first bike". The remark is especially for the KTM: its robust boxed swingarm imposes, as well as its monobloc calipers with radial fixing manufactured by the Spanish manufacturer J. Juan and its optical LED to the shape of horseshoe.

But it is especially in terms of technology that the 790 Duke is illustrated, contiguous to the suffix "L" in version A2 with its electronic throttle, traction control and ABS corner-sensitive, four driving modes and his assistant initially, like sports bikes. It even receives always standard, a bidirectional shifter (up and down without declutching), equipment worthy of a Superbike! 

No rival offers so much to date, but its price is felt: 9490 euros against 9099 euros for the Z900 A2 (currently on sale at 8499 €). Young people will cough... Except that "young license" does not necessarily mean "young biker": the quadra or the fifties A2 with the generally higher purchasing power can ignore these tariffs to afford the fun to start on a bike at the top! 

Still, the Z900 blows the blow against this riot of equipment: it's very simple, except ABS mandatory, the Kawasaki is devoid of any form of assistance! Its axially fixed calipers and swingarm square section reinforce this "basic" appearance against the KTM, which still marks points with its bent valves, reinforced hoses and wide color screen controlled from the handlebars.

The static sleeve of our duel is it folded so far? Not necessarily because the Z900 goes green obviously! Thanks to its finish a notch above, strong of an irreproachable presentation with the exception of the cache in plast (oc) ique on the median part of its tubular lattice. Above all, its suspensions offer an even wider range of settings.

The need for compromises is actually felt in two areas that KTM usually deals with: the quality of depreciation and that of certain materials. Excessively sharp scoops along the tank of the 790 Duke are particularly "cheap", its mirrors seem to date and the electrical circuit could in some places be better integrated.

But the main disappointment comes from its suspensions, very basic despite their provenance from WP (brand KTM): the mono-damper, mounted without link and it is adjustable only preload, while the inverted fork is deadlocked altogether on any form of adjustments. The Z900 has an adjustable preload and trigger at the front and back.

Finally, if "our" test KTM displays skilfully Pirelli Diablo Rosso III (Dunlop Sportmax D214F on the Kawasaki), its original mounts is not normally so sporty: the 790 Duke receives standard Supermaxx ST tires from at Maxxis, Taiwanese manufacturer renowned in the world of cycling and off-road motorcycle but almost unknown on the road segment.

Light Duchess, zealous Kawa

To shine in the category, KTM did not go with the back of the key of 12: not content to be as "electronically" as an Airbus, the 790 Duke also sets new benchmarks in terms of weight. Announced at 185 kg all full facts, the "Duchess" immediately glue complexes to the Z900 and its 210 kg...

This difference of 25 kg (!) The advantage during the engine maneuvers cut, then in traffic: a valuable asset for beginners, reinforced by its ease of handling. Despite a seat perched at 825 mm (795 mm on the Kawa), the 790 Duke is indeed surprising by its accessibility: a biker (e) of 1m75 easily laying two feet flat.

The Austrian has this quality to its size incredibly small menu: it is barely more stocky than the very playful 690 Duke, despite its additional cylinder! KTM was able to draw from the compactness of its parallel twin, the narrowness of its saddle and the small volume of its tank (14 liters Vs 17 on the Z). 

Far from making the "Z'arms", his Japanese rival replicates with his saddle ultra low (-30 mm) which seems as if dug in his chassis. The Z900 thus easily jumps from 1m70 despite its larger volumes. A nice feat to the extent that its "4-legs" has two cylinders and 149 additional cc (948 cc Vs 799)!

The other side of the coin: the legs are more folded than on the KTM because they have less space available. The 790 Duke pushes its advantage thanks to its slightly arched handlebar and high enough, which generates a posture with arms outstretched and bust right halfway between roadster and trail. A bit like his other big Japanese rival: the Yamaha MT-09!

On the Kawasaki, the driver has to bow more to catch his handlebars, not only lower but also wider (830 mm against 815 mm for the KTM according to measurements). The position is more aggressive, evoking the street-fighter spirit, without being radical. 

Air for the KTM!

Between its extra kilos and this less favorable ergonomics, the Z900 did not go favorite in urban congestion and yet, it is better than standing up to the slender 790 Duke: the "Green" is particularly worth its ultra turning diameter short (4.63 m against 5.16 according to the measurements) and, above all, its mechanical elasticity.

Its four-cylinder capable of idling in the sixth is a valuable ally, as well as the remarkable flexibility of its clutch lever. Again, young and old A2 license will appreciate! More rough in the first third of the tachometer, the twin of the KTM requires more fingering despite a better calibrated injection.

Although the 790 Duke is devoid of the hiccups that taint the go-around on the Z900, its engine revolves at low speeds: its threshold of flexibility is around 2500 rpm (50 km / h in 4th). In the city, it is better to favor the third report to keep the roundness, even the second in a busy traffic.

And that's great, because its two-way shifter makes shifting gears instant and fun: the KTM device is soft and responsive, even at low speeds. A nice surprise in this price range: that of the MT-09, for example, is more recalcitrant in addition to being a single effect (mounted only). And the "Zed"? It simply lacked: "Nine without help", as the headline at its release in 2017! 

This pleasant efficiency of the shifter "Orange" largely offsets the relative hardness of the clutch lever of the 790 Duke, in that it becomes virtually useless: it is used only to start, maneuver and stop! As much ease and pleasure even lead to wonder about the interest of a motorcycle automatic transmission...

Still, if the 790 Duke shines on this aspect, especially since the selection of the Z900 is a little rough other small "through" appear in the urban cycle. In addition to its lower availability than the Kawasaki, its engine also expels many calories: in summer, its heat up to the thighs are troublesome. No problem at this level on his rival.

The message is clear: quickly, go on clear courses to breathe the Austrian twin, preferably with an abundance of sinuous portions to take advantage of the slogan "Ready to Race" (dear to Mattighofen!

Ready to ... Race behind the Z900!

Place to action so for the "Scalpel", very promising nickname given to the 790 Duke in promotional videos KTM with very, very sporty accents. That which comes to flesh out an offer so far limited to the single cylinder is an Orange "pure juice", the blood type: yum!

Alas, the reality is not so tasty... Certainly, the novelty enjoys exceptional handling, despite the slight restraint exerted by its steering damper at very low speed. KTM does not enlarge the feature on its vivacity: the 790 Duke dives a flick, then dodge the spit with a celerity that leaves on the paf!

The Z900 accuses the blow, and severely: its additional mass does not allow as much improvisation, the additional inertia that it generates impacting all phases of driving. To summarize: the one flirty relaxed while the other requires more concentration.

On the other hand, the "surgical precision" vaunted by the Austrian manufacturer is not at the rendezvous on the 790 Duke, the fault to its amortization quickly exceeded in dynamic driving. Too soft and not particularly well tuned, its suspensions do not offer the expected rigor of such a bike. Casting error ?!

Their insufficiency is significant when the bitumen is clutched: maintaining a high rhythm generates poorly channeled movements, in addition to highlighting a perfectible stability at high speed. Subject to strong constraints, fork and shock collapse without restraint, to the detriment of precision and driving pleasure...

Driving fast with the KTM requires fluid handling and a nickel coating, like the one borrowed during our press presentation in Spain. Here, dear, curious chance! In the end, the "Scalpel" singularly lacks sharpness. Who would've believed that? Certainly not the current owners of 690 Duke! Beginners, at first less demanding, will undoubtedly be less disappointed.

Much more firm suspensions, the Kawasaki shakes more in the brittle portions: the Z900 here pays its more restricted travel (120 and 140 mm against 140 and 150), held among others to contain its seat height. Assise that turns out to be extremely hard on these two motorcycles: to believe that no one has exceeded 100 km of a draft during their development?!

Still, the compromise of depreciation of the Green is more effective: despite its dry absorption of bumps, the Z900 has this cohesion that is lacking his Austrian rival. Healthier, the Japanese take the opportunity to take and keep the lead in the succession of turns. 

On the other hand, Akashi's bike loses a few points when braking, which is rather inconsistent when the lever is pulled. Power is present, but needs to be summoned firmly. The radial callipers of the KTM are much more efficient and easy to dose. At the back, one and the other are sufficiently powerful to correct a trajectory.

K-character engine

Another area in which the 790 Duke takes revenge on the Z900: the engine temperament, very - too - smoothed on the Kawasaki in this version flanged to 47.5 hp. The explosive and torque character of the original "4-leg" is totally watered down by its specific "A2" cartography. Result: the "Zed" accelerates with vigor, but extremely linearly.

Our comparisons of recoveries are without appeal: Green is dominated by the KTM at 3000 rpm and at 5000 rpm, regardless of the ratio. Its excess weight also explains this striking difference in yield. Too bad that the vibrations of the entire series "Z" are still in the game, despite serious progress over the old Z800...

The 790 also vibrates significantly, especially under the boots and hands, but it is readily forgiven this "small" inconvenience because of its cheerful communicative mechanical. The twin growls and farting generously in his exhaust raised, and it is not that the swagger: she walks the Katoche, even slammed to 47.5 hp!

The novelty takes turns with vivacity up to 5500 rpm, the threshold where the bridle suddenly cuts the class. The 790 Duke continues to take turns, but slowly and without really accelerating: the 47.5 hp is reached, the engine will not deliver one more!

His raises remain nonetheless very consistent between 3000 and 5000 rpm, with beautiful peaks of torque that give him a friendly character and player despite its limited power. Of the two, the 790 Duke is clearly the most fun in terms of engine.

The Kawasaki, clamped over the entire speed range, is too timid on this point: its acceleration has virtually no peak up to 7000 rpm, then begins to decrease to meet the power limitation. In other words, shooting the remaining 5,000 rpm is useless... 

Verdict: the 790 Duke "A2" serious strengths 

Lively, light and extremely well equipped, the KTM 790 Duke wins our duel against the Z900 in this configuration A2. The new bikers who choose it to learn the joys of the bike will appreciate its devilish handling, its reassuring size, its player engine and its plethoric endowment. 

Their satisfaction could nevertheless evolve at the end of their two-year apprenticeship, when the desire to accelerate the pace and take advantage of the 95-hp release will occur. The soft damping of the 790 Duke may disappoint some, especially those who imagined chisel trajectories and "cut" the competition with their "Scalpel"...

The Kawasaki Z900, certainly neglected in electronics, is much more consistent and efficient in this area. And as its 4-cylinder returns much of its liveliness from 35 to 70 kW, said that the outcome of this game would have probably turned in his favor with unbridled bikes to 95 hp!

Duel Honda X-ADV 750 VS Yamaha TMAX 530 DX

Duel Honda XADV Versus Yamaha TMAX. The luxurious Yamaha TMAX 530 DX today faces the hybrid Honda X-ADV 750. A match at the top for two maxi scooters with the technique very singular and just as different to driving.

Here is the shock of 2018 maxi scooters high-end! On the one hand, the must-have Yamaha TMAX 530, sales leader in maxi scooters for ages and represented here in its best equipped and most technological version, the TMAX DX. On the other side of the ring, the new Honda X-ADV 750, a scooter that scrambles the cards, a kind of cross-over between the maxi scooter and the bike. What make it a real rival for the king TMAX, without giving the feeling of being in front of yet another copy. We chose to oppose them today, tests daily, road and measured in support to verify the arguments of each one. Is the Yamaha TMAX 530 DX still the must have of the segment? the new Honda X-ADV 750 is it relevant at all levels? The answers are here and now!

Citroën C3 Aircross VS Renault Captur VS Seat Arona: The battle of urban crossovers

This is the star niche of the moment! Urban crossovers provide the bulk of sales growth in Europe. Citroën has replaced the C3 Picasso by the C3 Aircross, Seat advances an Arona with attractive dynamic pretensions, while the Renault Captur is still a favorite. Which one to choose?

We could have also included the Peugeot 2008, elbow to elbow with the Captur. But the novelty, the C3 Aircross appeared last year will be the representative of the PSA group in this match that led us to Israel, Tel Aviv in the middle of the Negev desert, through Judea - Samaria. A rather unusual setting for a Turbo! Let's face it, our three pseudo-fighters have not really been put to the test of off-road traps. That's hardly what they're asked to do, even if a brief all-day getaway was not finally a mere formality. By the way, only the C3 Aircross, with its protective shoes and prominent wheel arches, vaguely cultivates an adventurous spirit. It is also the only one to offer something to improve motor skills in all-road conditions: the Grip Control is charged € 300 (a kind of improved traction control, as found on the 2008 for reminder).

The other two are less likely to be Sunday explorers. The Captur remains conventional, the discrete restyling of the spring of 2017 having not fundamentally changed its look... nor its success, on the side of sales figures. The Arona, him, takes again the rather sporting drawing of the Ibiza, all in edges and lines cut with the billhook. As the trend goes, all three compete in combination of hues and customization options.

Life on board

In front of the very classic Seat Arona which takes up an environment almost identical to the cockpit of the Seat Ibiza (a bit austere despite inserts of color), Citroën offers the opposite on board the C3 Aircross: it's fun, original and does not look like anything known on the market. Except the C3, which we find here some effects of style. Round ventilators, suspended screen, and saddlery as pleasing to the eye (tweed fabric) as comfortable... but devoid of lateral support! Too bad, it will be the only really noticeable quack of the nice little Citroën crossover, which plays the adventurous spirit even in its position of conduct a little special.

Citroën C3 Aircross dashboard

Renault Captur dashboard

Seat Arona dashboard

His two rivals are quite conventional, in terms of both driving position and layout. Captur and Arona inherit the qualities and defects of the city-dwellers from which they derive. Namely, an interesting modularity, embellished with multiple storage on the Renault side. On the other hand, basic and fragile plastics and slow R-Link interface show a few more years of design than the Arona. The rear space is also slightly less generous than on board its two rivals. Especially the C3 Aircross, the most welcoming of the lot and more finished than the Captur. Some details and plastics unfortunately are poor bill.

Spanish also does not shine by its materials, almost exclusively composed of rigid plastics, but the assemblies are rather treated. And difficult to compete, in terms of simplicity, with the multimedia Seat and its big screen of 8 inches. Question storage and tips by cons, the Arona is content with basic amenities.

Renault Captur

Like the space on board, the Seat displays one of the largest chests in the segment: 400 l minimum is better than the Captur (377 to 455 l), and only slightly less than the C3 Aircross (410 to 520 l). However, the Captur benefits from a sliding bench: this figure is measured backrest retracted to the maximum, thus freeing up a wider leg space. We can not have everything. On the Citroën side, we manage to reconcile the two, on our Shine version at least: interesting modularity (sliding and splittable bench, height adjustable boot floor, optional folding front right backrest for € 290) and living space. In the end, the sense of welcome and the counter-current presentation of the C3 Aircross tilt the balance side rafters in terms of life on board.

On the road

Difficult to reach the excellent compromise comfort / dynamism and the precision of the touch of road of a Peugeot 2008, undoubtedly the best of the niche in terms of road benefits. But the Arona approaches it, with its lively chassis and very well kept. Opposite, the Captur shines rather by its smooth walk and its progressivity. Not so precise, at the level of commands and especially the direction, but far from being unpleasant. The bias is different, that's all.

Citroen C3 Aircross

The first contact is more unusual at the wheel of the C3 Aircross. The driving position surprises, a little high pitched, with the foot pedal implanted low. A little utilitarian, it's curious! We get used to it. After a few kilometers, we take advantage of a suspension flexibility and interesting balance, better held than the Captur which has a tendency to crash on its supports. However, the damping a little firm at low speed seems strangely calibrated given the quiet and comfortable vocation of the C3 Aircross. Less drought would be welcome.

 Renault Captur

Placidity of setting also, side engines. At Citroën, the 110-hp 1.2-liter Puretech three-cylinder engine is only strong enough to be able to play frequently with the long-range gearbox... and whose movements are just as good. Even with the city C3, the Aircross deserves some extra horses despite a rather generous couple: 205 Nm at 1,500 rpm, like the Captur but 500 laps earlier. Opting for the version of 130 hp is probably a good idea (€ 1,000 surcharge), although the performance here is nothing ridiculous in road use (0 to 100 km / h in 10.2 s).

Seat Arona

Opposite, the smallest 1.0 TSI of the Arona is not much more powerful (115 hp) but delivers a better approvaland above all, benefits from better insulation (in sound as in vibrations at low speeds). Slightly stronger than the PSA 3 cylinders in recovery, too... but here too, a lack of going low revs is felt (200 Nm to 2,000 rpm). Small weakness which the 1.2 l TCe, unique 4 cylinders of this comparative, does not suffer. Not especially more powerful despite its superior power (120 hp), it is also more linear and less speedy to rev up, but its operation is more discreet and felted. It accelerates and raises just weaker than the Arona (9.9 on the 0 to 100, 1 tenth more), small disadvantage that the Captur owes its weight slightly higher.

This is not always the case, but the smallest engines here are the least greedy: announced at 5 l / 100 km in mixed cycle, the TSI Seat is satisfied with about 7 l in real conditions. Similar score for Puretech C3 Aircross... while Captur requires about 1.5 l / 100 more. Add to this the more precise behavior and pleasant liveliness of the German-Spanish 3-cylinder, and the Arona stands out as the best companion of the trio. Driving, victory Seat.

Balance sheet

Captur, a bit of a wise five year career, still excels in compromise... In small urban crossovers, we expect now a little more spice. Citroën and Seat lend themselves to the game, but not really the same way. Sense of hospitality and spirit fighter assumed side Citroën, neat dynamism and techno content for the Seat Arona... we place both tied. Advantage to the youth!