2014 Middleweight Nakedbike Comparo: Aprilia Shiver v Honda CB650F v Ducati 848 Streetfighter v Suzuki GSR750 v Yamaha MT-09 v Triumph Street Triple R. Test by Jeff Ware Photography by JPM Photo, Richard Collins
After riding these six nakedbike beasts in anger and after a bloody long day testing a total of 22 motorcycles flat-out and doing over 450km in laps, I’ve never tasted beer so good.
Each nakedbike also got a big road ride. It was an epic test. I’ve hardly stopped grinning. These are impressive little machines. They are all good yet so different.
From performance to practical measures, every bike here has a strong point and very few weak points. It just proves that the nakedbike, once so dominant in the 1970s and 1980s, is making a comeback and the manufacturers are serious.
The comparatively new kids on the block are the mighty Aprilia Shiver, Honda CB650F and Yamaha MT-09. The Honda was an all-new model pointed directly at the rider looking for long term value for money and wide-range practicality. Honda, of course, have done their research and delivered with perfection as expected.
The CB is great value at around $10k, helped by the Made In Thailand stamp, yet it has ABS, great finish, incredibly smooth fuelling and power deliver and that sweet Honda DNA is clearly in the geometry – this is evident right from the first corner…
The MT-09 was first launched in 2013. It’s a revvy, wild big bang triple designed to offer maximum thrills at reasonable speeds – fun below 100km/h, around town, and it delivers with what could well be considered engine of the year. While giving us a wild engine, Yamaha have cut costs in the chassis department to make the bike affordable and at under $12k it sure is good value, with room for suspension and brake upgrades later.
The Aprilia Shiver? Now this is one very underrated and versatile nakedbike with an array of new technology. The 750 V-twin is grunty, fun and friendly. The chassis is forgiving and halfway between a dual-purpose bike and a naked/motard. It’s almost in a class of its own – a bit like the Duke Hypermotard – and does everything with typical Italian flair.
The mighty Street Triple R has had a few tweaks over the years and remains the bike to beat. The extras you get for $4k over the Honda is impressive but the Street is all about hoon factor and along with the Ducati Streetfighter 848, the most sports oriented bike here – straight from a sportsbike family.
The Duke is unchanged this year and remains the most exotic, with high end suspension, brakes and engine management. The 848 is seriously fast – and a serious motorcycle that an expert can really get a rewarding ride from.
Right at the other end of the scale, there is the trusty Suzuki GSR750, a bike that you could do track days on, courier on, go touring on and even take your nan to bowls on if you needed to – without knocking her hip about too much over the bumps.
The prices are an important factor in this class – a niche that I think is playing a really important role in motorcycling right now – keeping riders on bikes with an affordable universally useable motorcycle.
This is a good thing for everyone from us to the dealers and manufacturers. A good example of the type of rider we are looking at with middleweight nakedbikes can be either the rider stepping up from LAMS bikes, or, people like the reader this issue who wrote in to tell us he is looking at the CB650F as a 10-year keeper due to a mortgage, bub on the way and so forth. He says he’d rather a ZX-10R but is capped at a $10k spend.
Of course the Ducati needs to be excluded from the budget segment, it’s a high-end bike but can be considered an entry level Duke and is extremely well kitted out for under $20k on the road. The Street Triple, GSR750, MT-09 and Shiver all go head-to-head in the $12k to $14k range.
In terms of value for material things, excluding emotion (can a price be put on fun factor?), the $14k range gives some good kit, the Aprilia and Street Triple R both have middle-range to higher-end suspension and brakes as well as good electronics packages. The more expensive Ducati takes brakes, suspension and rider aids up another level. Only the Ducati gets a quickshifter.
The GSR is a no frills basic bike, as is the Honda sans top spec ABS, while the MT-09 offers fly-by-wire and riding modes like the Shiver. The Aprilia, Honda and Street Triple R have ABS, while the Ducati has traction control.
There is a wide range of suspension from fully-adjustable to virtually non-adjustable and all the bikes have individual riding positions and looks.
The first thing I do at any test is sit on the bike(s) and just take a few minutes to check them out, get a feel for the instruments and have a play with the menus, adjust the mirrors, levers and try and familiarise myself with the seating position and ergonomics.
I hop on the three bikes I know well first, the Street Triple R looks tiny but is roomy, comfy and at 185cm not at all cramped for me. The suspension feels firm, as does the brake lever. This is a sports naked in every way.
The 848 Streetfighter is a bike I know very well. We had a long termer and loved every kilometre on that bike. I’ve always found the seating position a little awkward, though, with the narrow and low placed footpegs meaning my foot often slips off when hard-charging. It’s always in the back of my mind.
The seat is tall, ‘bars lower than other nakeds and the front weighted. Once on the move, the SF is comfy enough but is the most aggressive stance here.
The trusty GSR750, another bike I’ve had for a long termer in the past, is like a big comfy lounge. With a wide seat, soft suspension, a broad fuel tank and rubber topped footpegs the GSR is comfortable and roomy, however, the width of the inline-four is noticeably more than that of the other four here, the Honda CB.
In a typically nice Honda way, the CB650F is a bike you sit on and really, nothing stands out. Everything falls into place. The suspension feels soft, the seat though is quite hard to the point of being harsh, much like the CBR500. The switches and levers are all nice and overall, a very accommodating, familiar feel.
The Shiver and Streetfighter are the V-twins of the group and narrow, with the 848 extremely thin between the knees thanks to Ducati taking full advantage of the L-twin width and scolloping the fuel tank in the knee areas to give the rider maximum advantage of being tucked away.
The Shiver on the other hand, although narrow, is substancially wider between the legs than the Duke – and where the Duke is a roadbike through and through, the Shiver feels more like a dirt bike or big motard, with wide ‘bars, soft long travel suspension and a tall seat.
Once familiar again, it’s time to ride…
The fours, the triples then the twins. Two of each in that order. The fours are first cab off the rank for me and there are no surprises at all. Both bikes lag off the bottom end slightly and lack the throttle response of the triples and twins but where they lose down low, they gain in the upper mid-range and top-end – plus, the biggest bonus, they are stunningly smooth in power delivery and vibrations.
The Honda lacks the zippines of some other four-cylinder bikes right off the bottom but lowering the gearing can easily fix that. Once mobile the Honda is amazing.
That engine is so refined, so smooth, that it naturally brings confidence to the rider. The gearbox is spot on as is the clutch action and fuelling. No complaints there at all.
The chassis is the most sweet steering in the group, with stunning front feel and feedback, however, the limitation is in the ground clearance and suspension – which is basic and caused wallowing during fast cornering. However, on the road the CB is a dream as I have discovered in the past.
The brakes, although basic, are fantastic and I tested the ABS a few times to get a feel for it and it works really well. A great bike with huge potential… I had a lot of fun on the CB.
Onto the GSR750, the oldest model here. The GSR is a good bike that is rewarding if ridden accordingly. First off, it is comfortable. It also had a fantastic top-end and a really good solid hit of power. The throttle is silky smooth as is the clutch and gearbox operation.
There are no frills like rider aids, they are not needed, as the GSR is so rideable. Being an inline-four, the limitation of the GSR for really sporty riding is ground clearance but I found hanging off accordingly was easy enough.
The suspension, although basic, is up to the task as long as the bike is ridden smoothly. The brakes fall behind though and Suzuki have definitely released the GSX-S1000 at the right time to replace the GSR750… old school cool but overpriced compared to the others in the test. The GSR750 looks good though.
So onto the triples. Are triple-cylinder engines the perfect solution for nakedbikes? I think so. They offer incredible torque while delivering in the top-end stakes and a great intake and exhaust note as well. Seriously good fun to ride.
The MT-09 and Street Triple R are poles apart as motorcycles but both have that instant triple punch and howling note. I recently did a back-to-back shootout on the triples and SMSP and in the end did similar lap times in a completely different style.
The MT-09 is all grunt and a real point and shoot bike. With soft, basic suspension it will wallow and wobble when pushed hard, soft forks dive quickly and the rear gets all loose and light. Ridden smoothly and in a way to take advantage of that monster torque, the MT-09 can be a weapon.
The seating position is odd but very comfy –it’s a cross between a nakedbike and a supermotard. There’s a bit of weight to haul around too but once on the go the MT-09 is a blast.
It steers accurately and quickly but once turned is a bit of work to get over onto its side. It doesn’t like to carry long sweeping lines, more in then out – the choppy throttle makes getting the bike upright and fired off a turn neccessary as trying to apply smooth gas at lean angle is very hard.
The brakes on the MT-09 are good without being sensational but overall fun factor is 10/10. That engine is the absolute best in the test, hands down, and the price is spot on.
The Street Triple R is a racer without fairings. It has top notch suspension that is firm for sports riding yet compliant on the streets. Has amazing brakes, in fact the brakes on our test bike were overpowering, causing the forks to dive badly…
The Street has a great shock, incredible handling and a mega engine. This thing is a beast and is tiny and nimble. Quality is second to none and everyone hopped off the Street Triple R grinning! The ultimate triple…
That leaves our two V-twins. One an all-rounder designed to be a bike that meets everyone’s expectations, the other an all out middleweight performance experience.
It gave me a huge thrill on The Farm, despite being softly sprung, I had a blast and am in love with that 750 engine. It is so, so punchy and versatile and where is loses to the Ducati in top-end it sure makes up for off the corners.
The 848 Streetfighter is the highest spec bike here and within one lap the extra cost is immediately justified. Fast, brutally responsive, pin sharp handling, eye-popping brakes and sophisticated styling and electronics – the 848 has it all.
At the end of the day, however, after riding these beasts back-to-back a few times, one bike stood out as the most fun machine here. The mighty little Street Triple R has me laughing like an idiot and that’s my winner!
Yamaha’s new MT-09 revealed a much livelier and more involving machine than the commuter looks would lead you to believe. The upright position and high ‘bars offer a super comfy and relaxed ride and at 188kg it feels light and nimble trundling around obstacles.
Ramp up the speed and steering is quick, responsive and accurate. The front did get nervous with a momentary loss of feel through the esses and when pushed hard into tight corners. Smooth entry to corners was more rewarding.
Settled on its side the MT-09 is stable, with plenty of feel front and rear and punching out of a corner is done with. With the throttle in ‘A’ mode, response is immediate for a rapid exit and fast sprint to the next corner.
There’s plenty enough performance to separate the front from the tar and it spins up quickly with a terrific spread of power and torque. The shift is slick and positive and the brakes more than enough for scrubbing off speed. Yamaha’s triple is light, fast and a lot of fun.
Next up was Suzukis’ GSR750. Taller folk may struggle with the GSR’s short and squat dimensions but I dig the seating arrangement. The 750 in-line four lacks initial punch and feels like it takes the longest to spin up through the rev range.
Nevertheless keeping the revs up provides rapid progress with responsive and smooth effortless power delivery. Push the Suzuki hard into corners and the steering is slower but accurate and predictable even with the relatively soft front suspension, which communicates feel from the front tyre nicely.
Brakes are adequate but hard work had the lever creeping closer to the ‘bar while the gearbox is smooth and light. Bumps make themselves felt through the seat and ‘bars but the GSR is more at home on the road and for a bare bones, basic bike is still a breeze to ride quickly and a whole lot of fun.
The CB650F is typical Honda. It looks smart with excellent finish but you sit taller in the saddle with more room to move. Steering feels lazy but it’s still accurate and the suspension front and rear is well sorted, especially on the road.
The gearbox is nice and positive but the engine lacks urgency. There’s a healthy growl from beneath as it spins up with a nice silky delivery and a good spread of power through the range but it just feels docile compared to the others.
Aprilias 750 Shiver Sport was next and couldn’t be a more different machine. The Italian V-twin looks distinct and the build quality appears spot on. I did struggle with Sport mode as the throttle proved jerky getting on or off the gas.
There’s good torque down low but it revs to the redline in a blink of an eye and the shifter is efficient because it gets a real workout when pushing hard. Brakes are excellent, suspension is all Sachs and absorbs irregularities with ease but pushing hard the Shiver is a bit of a slow turner, lacks feel from the front tyre and has a tendency to push wide on exit. It was definitely a more enjoyable ride on the road utilising ‘Touring’ mode.
The other Italian twin at The Farm was Ducatis 848 Streetfighter. The engine is a belter with large doses of torque and power for blistering exits from corners and rocketing down a straight, with awesome Brembo stoppers effortlessly scrubbing off speed.
The 848 will stop and turn on a dime but the front gets vague if you try and stuff it into a corner. It can be so rewarding to ride fast but I still struggle with the ergonomics. Seating is high and well forward placing your weight well over the ‘bars. It’s still a ball to ride but rough surfaces can get uncomfortable on firm suspension and smooth open bends are worth hunting for.
At the the proving ground or on the open road Triumph’s Street Triple R is a riot. The 675cc triple’s linear power and torque feels accessible almost in any gear at any spot in the rev range and can be blasted out of corners or smoothly dialled in for quick exits.
It sounds great and is deceptively fast. Front brakes are eye poppers and while it may need a little more effort to initiate turn in steering is accurate, stable and so surefooted. Front and rear tyres transmit plenty of feedback and it holds a line perfectly with loads of ground clearance making even the tightest of corners a bundle of fun.
This year was a new experience testing both the proving ground and road with a healthy selection of middleweight naked motorcycles sure to appeal to everyone’s tastes, abilities and budget.
The 848 Streetfighter is a complete masterpiece and fun filled. The Streetfighter has the best components (notably the brakes and suspension) which is immediately obvious braking into the first turn.
Confidence, stability and anticipation is what keeps your heart racing on the Streetfighter. Its styling and appeal is unquestionable. The superbike heritage is immediately apparent with its knockout grunty powerplant that has you instantly in Sports mode with a big smile on your face.
It delivers a large dose of fun as you haul off one turn and scream towards the next with complete confidence. It moves around a bit but that’s what Ducatis do. It just adds to the fun and exciting package.
My first thought was that the CB650F reminded me of my Dad’s 1973 CB500 Four which I guess is what it’s supposed to do. Everything appears to be trimmed up to contain costs but at the same time works hard to maintain an acceptable level of comfort, quality and performance.
The chassis and suspension is basic by today’s standards but appropriate given its price point, which is important. For me, the Honda is a no fuss, simple, easy on the pocket, low risk nakedbike.
The MT-09 is comfortable, with a quality finish but suffers a little with the snatchy throttle. It’s obvious the MT-09 was built for fun and a good compromise without feeling overwhelmed by an overweight or unbalanced motorcycle.
I rate it as a great all round motorcycle representing excellent value for money which is what manufacturers are aiming for these days rather than outright engine and power performance. A real winner.
Jumping onto the Suzuki its familiar feel was immediate. Steering beautifully just like its GSX-R cousin you can feel at ease on the GSR without much effort. The GSR is an attractive motorcycle with a comfortable riding position that makes a nakedbike so appealing for road use.
Certainly for my physical size the GSR fits like a glove. Apart from some ground clearance limitations on the the proving ground, the GSR performed well with unassuming handling and braking characteristics. I felt as though I could jump on and off of the Suzuki all day long and still fell good at the end of the day.
I wasn’t sure what to expect from the Aprilia Shiver but was pleasantly surprised. It has the feel of a highly versatile motorcycle and that drew me in. I could just image being two-up with a bit of luggage, nice riding position and plenty of mid-range on the open.
It’s almost like a further niche has been created blurring the line between a naked and adventure bike. I like it and the engine was addictive. The 90° V-twin is highly deceptive in the sense it could easily be mistaken for a V4. It has such a nice spread of power, ideal for touring not just café hopping. It does suffer a little from throttle snatch but it is well controllable and disappears with all the other pluses. A very appealing motorcycle and good fun too.
I love the Triumph. Even though it doesn’t have the expensive running gear of the bigger Speed Triple R it still serves up a big bang. While the engine and handling came as no surprise on the the proving ground it was the road ride that completed the package for me.
Any thought of a harsh and unstable ride quickly evaporated. It pulls from almost nothing without hesitation and will rev off the clock in an exhilarating and controlled manner. It is not an intimidating motorcycle, does what you expect and then delivers more.
The tractable engine characteristics are one of its most appealing attributes and the chassis/suspension performance is very impressive and sets it apart for me. The fun continues on and off the the proving ground with little interruption to the flow making it a very impressive motorcycle. The Triumph doesn’t tax you, it only motivates you to want more.
My first ride was aboard the Suzuki GSR750 and there’s not much to dislike about this bike, it’s the perfect all-rounder, with a smooth gearbox and enough performance to have some real fun. The engine does need to be revved but doing so rewards you not only with impressive acceleration but also with a decent induction sound.
The bike handles well enough on the the proving ground – enough to carve through the switch back S-bends at a reasonable pace. I did find the brakes a bit weak, but the GSR is more at home on the road, where it’s really comfy with a perfect ride position. Also, on the road the softer suspension really comes into its own.
My next ride was the Honda CB650F, I’d been eyeing off the Honda for a while and was keen to see if it went as well as it looked. The design is modern with a dash of retro, I mean look at those header pipes. I normally feel right at home on a Honda but the CB650F took a while to get used to.
The performance is reasonable and as always the fuelling is spot on, making for smooth acceleration off the turns. The brakes are great and offer good power and feel at the lever. It was a bit loose on change of direction and under power off the turns where it felt unsettled and the hard slippery seat didn’t help. Once the Honda was on full lean it was well planted and stable.
Up next was the Street Triple R, a bike I placed first in last year’s test and by the time I’d reached the first corner I remembered why. The Trumpy put a grin on my face that didn’t fade all day. The induction noise is like nothing else and performance is well beyond its capacity.
Pulling off the turns the Triumph’s three-cylinder motor is amazing, the torque means you don’t need to flog the motor to death, saying that, it’s still ballistic higher in the rev-range. The way the R takes on the bends has no equal in this test, the chassis and steering are a real credit to Triumph.
On the road the rear shock felt a tad harsh but you can’t have everything can you? I was also impressed by the brakes on the Triumph, with excellent power, matched only by the Ducati’s package.
Next up was the Shiver, the bike has a tall almost motorcross feel, which took a bit of getting used to and felt a bit nervous on the front-end, especially through the S-bends.
On the road the Aprilia was so much better and the lack of power compared to the rest of the pack didn’t matter as much. In fact, on the road the Shiver’s V-twin engine is a ripper and offers smooth torque from almost tick over right up to the rev limiter, it would make a belting commuter and weekend carver.
The chassis is good but felt longer and lower than the Triumph and the Ducati, needing a bit of muscling to get the most from the MT-09 but once on its side was well planted and drove hard. The brakes and gearbox were also excellent and riding the MT09 on the road was a pleasure.
My last ride was the Ducati Streetfighter 848 – this is not a bike for the faint hearted. Riding the bike you do get a sense that there is nothing in front of you, as it feels really short and tall. I did take a while to settle into the way the bike handled as it felt light and flighty due to the racing pedigree but after a lap I was having real fun on the Duke.
There is torque everywhere you need it and the performance is the best here as are the brakes. I didn’t have as much confidence riding the 848 as I did on the Triumph, as it needs a bit more commitment to get the best from it. On the road ride I was pleasantly surprised by how user friendly the Ducati was.
After an amazing day of riding, three bikes stood out for me, the Yamaha MT-09, the Triumph Street Triple R and the Ducati Streetfighter 848 but in the end the brief was to choose the winner which was the most fun.
The Street Triple R was the one that left the biggest smile on my face. Thinking back at the way the bike sounds on full song while clicking through the gears is enough to make me want to get my credit card out!
Craig Stevenson: Triumph Street Triple R
Tony Wilding: Triumph Street Triple R
Peter Galvin: Triumph Street Triple R
Jeff Ware: Triumph Street Triple R
WINNER: Triumph Street Triple R
Warranty: Two years/Unlimited kilometres
Colours: Fighter Yellow, Dark Stealth, Red
Claimed power: 97kW[132hp]@10000rpm
Claimed torque: 93.5Nm[69ft-lbs]@9500rpm
Wet Weight: 199kg
Fuel capacity: 16.5L
Engine: Liquid-cooled, L-Twin cylinder, four-valve per cylinder Desmodromic, 849cc, 94 x 61.2mm bore x stroke, 13.2:1 compression, Marelli EFI, elliptical throttle bodies, Ducati Traction Control, Ducati Quick Shift system, lightweight two-into-one-into-two system with catalytic converter and two lambda probes, twin stainless steel mufflers
Gearbox: Six-speed, straight cut gears
Clutch: Wet multiplate with hydraulic control
Chassis: Tubular steel Trellis frame in ALS 450, aluminium single-sided swingarm, Rake: 24.5°, Trail: 103mm
Suspension: Marzocchi 43mm fully adjustable USD forks, progressive linkage with Sachs fully adjustable monoshock,
Brakes: Dual 320mm semi-floating rotors, radially mounted Brembo four-piston calipers, 245mm rear disc, two-piston caliper
Wheels & Tyres: 10-spoke light alloy, 3.50 x 17, 5.50 x 17, Pirelli Diablo Corsa 120/70 ZR-17, 180/60 ZR-17
Dimensions: Seat height: 840mm Overall Height; 1114mm Wheelbase: 1475mm Overall Length: 2102mm
Instruments: Digital display
Warranty: Two years/Unlimited kilometres
Colours: Blue/White, Black or White
Claimed power: 78kW[105hp]@10000rpm
Claimed torque: 64Nm[ft-lbs]@9000rpm
Wet Weight: 215kg
Fuel capacity: 17.5L
Engine: Liquid-cooled, In-line four-cylinder, four-stroke, DOHC, 72 x 46mm bore x stroke, 749cc, 12.3:1 compression, Suzuki Dual Throttle Valve (SDTV) system, four-into-one system with Suzuki Exhaust Tuning (SET) servo-controlled butterfly valve
Gearbox: Six-speed constant mesh
Clutch: Wet clutch
Chassis: Steel twin spar, Rake: 25°, Trail: 104mm
Suspension: 43mm KYB inverted telescopic forks with fully adjustable spring preload, Link type shock, pre-load adjustable
Brakes: Dual 310mm floating rotors, Tokico twin-piston calipers, 240mm rear rotor, Nissin single-piston caliper
Wheels & Tyres: Cast aluminum alloy, 3.50 x 17, 5.50 x 17, 120/70 ZR-17, 180/55 ZR17
Dimensions: Seat Height: 815mm, Overall Height: 1080mm, Wheelbase: 1450mm, Overall Length: 2115mm
Instruments: Analog tachometer and digital LCD dash
Warranty: Two years/Unlimited kilometre
Colours: Phantom Black, Crystal White, and Matt Graphite
Claimed power: 78kW[105hp]@11850rpm
Claimed torque: 68Nm[50ft-lbs]@9750rpm
Wet Weight: 182kg
Fuel capacity: 17.4L
Engine: Liquid-cooled, 12-valve, DOHC, in-line three-cylinder, 74.0 x 52.3mm bore x stroke, 675cc, multipoint sequential EFI with SAI, stainless steel three-into-one exhaust system, low single-sided stainless steel silencer
Gearbox: Six-speed, close ratio
Clutch: Wet, multi-plate
Chassis: Aluminium beam twin spar, two-piece high pressure die cast sub-frame, cast aluminium alloy swingarm, Rake: 23.4º, Trail: 95mm
Suspension: Kayaba 41mm USD forks with adjustable preload, rebound and compression damping, Kayaba monoshock with piggy back reservoir adjustable for rebound and compression damping
Brakes: ABS, dual 310mm floating rotors, Nissin four-piston radial calipers, single 220mm rear rotor, Brembo single-piston caliper
Wheels & Tyres: Cast aluminium alloy five-spoke, 3.50 x 17in, 5.50 x 17in, 120/70 ZR-17, 180/55 ZR-17
Dimensions: Seat height: 820mm Overall Height; 1110mm Wheelbase: 1410mm Overall Length: 2055mm
Instruments: LCD multi-function instrument pack, analogue tachometer
Warranty: Two-year/unlimited kilometre
Colours: Blazing Orange, Race Blu, Matte Grey
Claimed power: 84.6kw[115hp]@10000rpm
Claimed torque: 87.5Nm [63lb-ft]@8500rpm
Claimed weight: 188kg dry
Fuel capacity: 14L
Engine: Liquid-cooled, inline three-cylinder four-stroke, DOHC, 847cc, 78 x 59.1mm bore x stroke, 31mm IN and 25mm EX valves, 11.5:1 compression, three-into-one exhaust system, underslung slash-cut muffler
Gearbox: Six speed, constant mesh
Clutch: Wet, multiple-plate, hydraulic actuation non-slipper
Chassis: Die cast CF aluminium two-piece, die-cast aluminium CF swingarm, Rake: 25º, Trail: 103mm
Suspension: Inverted 41mm forks, rebound adjustment, link Monoshock, preload and rebound adjustment
Brakes: Dual 298mm stainless steel front rotors, four-piston radial-mount calipers, single 245mm stainless steel rear rotor, single-piston slide caliper
Wheels & Tyres: Light alloy, 3.50 x 17in, 5.50 x 17in, Bridgestone S20, 120/70 – 17, 180/55 – 17
Dimensions: Seat height: 815mm, Overall Height: 1135mm Overall Length: 2075mm, Wheelbase: 1440mm,
Instruments: Digital multi function display
WARRANTY: Two year/unlimited kilometre
COLOURS: Tricolour, Candy Tahitian Blue
CLAIMED POWER: 64kW[85.8hp]@11000rpm
CLAIMED TORQUE: 63Nm[46.5ft-lbs]@8000rpm
CLAIMED WEIGHT: 208kg (wet)
FUEL CAPACITY: 17.3L
ENGINE: Liquid-cooled, four-stroke, 16-valve, inline four-cylinder, DOHC, 11.4:1 compression, 67 x 46mm bore x stroke, 649cc, PGM-FI EFI, Keihin KN7SJ injectors, four-into-two-into-one exhaust system, ‘wafer’ underslung muffler
CLUTCH: Wet multiplate clutch
CHASSIS: Steel diamond frame with twin elliptical spars, gravity die-cast aluminium swingarm, Rake: 25.5° Trail: 110mm
SUSPENSION: 41mm conventional telescopic fork, Monoshock damper, preload adjustable
BRAKES: Two-channel ABS, dual 320mm rotors, Nissin two-piston calipers, single 240mm rear rotor, Nissin single-piston caliper
WHEELS & TYRES: Hollow-section five-spoke cast aluminium, 3.50 x 17in, 5.50 x 17in, 120/70 ZR17, 180/55 ZR17
DIMENSIONS: Seat height: 810mm, Overall height: 1145mm, Wheelbase: 1450mm, Overall length: 2110mm
INSTRUMENTS: Digital dash
Warranty: Two years/Unlimited kilometres
Colours: Red, Black
Claimed power: 95hp[69kW]@9000rpm
Claimed torque: 81Nm[59.7]@7000rpm
Dry Weight: 189kg
Fuel capacity: 15L
Engine: Liquid-cooled, DOHC, four-stroke eight-valve 90° V-twin, 92 x 56.4 bore x stroke, 749.9cc, 11.1:1 compression, EFI, RbW, stainless steel two-into-one system
Clutch: Multi-plate, hydraulically operated
Chassis: Modular tubular steel frame with aluminium side plates and removeable rear sub-frame, aluminium allow swingarm with reinforced truss
Suspension: Sachs 43mm USD forks, Sachs canter lever shock, adjustable spring preload and rebound damping
Brakes: Two channel ABS, dual 320mm front rotors, four-piston radial calipers, single 240mm rear rotor, single-piston caliper
Wheels & Tyres: Aluminium alloy, 120/70 ZR-17, 160/60 ZR-17, Michelin Pilot Power
Dimensions: Seat Height: 865 mm Overall height: 1135mm, Wheelbase: 1451±15 mm, Overall length: 2265mm
Instruments: Mutlifunction display