When Yamaha introduced its FZ-09 in 2014, it sparked an emerging category of super middleweight sports nudes. Having enjoyed stellar sales from the start, an important component of the recipe for the success of the 847cc inline triple was the incredible performance value that Yamaha offered at a staggering $ 7,990.
While a rising cost of living index may not fully represent the current model’s $ 1,000 price increase, in defense of Yamaha it has propped up the 2017 FZ-09 with a fully adjustable fork, traction control, ABS, slip / assist clutch, LED lights, and cool styling.
The regular updates no less since this segment of middle “upper” land now sees Kawasaki Y Triumph turn up the heat with new entries from 2017.
Kawasaki has sharpened its focus, replacing the Z800 and Z1000 with an all-new 948cc inline four-engined Z900 that offers competitive engine and chassis performance for $ 8,399 (without ABS) and an additional $ 400 for the braked version. anti-blocking.
Triumph answered the call, replacing the long-standing 675-based Street Triple with a trio of new variants displacing 765cc that offer model-specific engine and chassis tuning. While the entry-level Street Triple S fits this comparison better in price ($ 9,900) and spirit, we had to use the R model ($ 11,200) due to timing and current availability.
Highlights on R’s list of upgrades include hotter cams that produce higher peak power and torque, a slip / assist clutch, additional selectable throttle maps, fully adjustable Showa suspension, and an impressive color TFT instrument panel from 5 inches.
Each of these naked sports bikes has city-friendly vertical ergos that are well suited to city tasks.
I was joined on a seat-swapped road trip by assistant editor Will Steenrod and guest tester Joe McKimmy, an accomplished off-road rider who identifies as a “beginner” on a road bike. Our route involved a good mix of city, highway, and back roads with a bit of wet weather for the most part.
Each of these naked sports bikes has city-friendly vertical ergos that are well suited to city tasks. Shorter passengers will likely find the Z900’s low seat height and ease of stepping at stops to their liking.
Sitting a bit on the bike also has the added effect of masking the extra pounds than the Z900 packs, though the trade-off is twofold with the least legroom between seat and peg and the slimmest saddle padding in the bunch.
The good news is that Kawasaki sells an Ergo Fit Extended Reach accessory seat with an inch of additional cushioning. “I’m a little too tall for the standard seat,” said 6-foot-4, Steenrod. “The accessory seat sounds to my liking.” Even at 5ft 10, I share his feelings.
At the opposite pole, the Triumph has the longest reach to the ground and places the rider on the bike with their most forward leaning stance, adding additional weight to the rider’s wrists. It’s fair to mention that the R is available in a low ride height configuration with a single suspension and seating configuration.
All three bikes run very smoothly at a 75 mph pace on the highway that causes Kawasaki and Yamaha to register 5,000 rpm each and the Triumph to turn 1,000 rpm higher.
The Kawasaki uses rubber covered pegs with a shock absorbing weight placed underneath to soothe tingling fingers, while the Triumph and Yamaha are well suited to grippy knurled sports bike footrests. McKimmy noticed that the right-side passenger plug / exhaust mount on the Z900 interfered with the heel of his boot when mounted on the balls of his feet.
street triple vs z900
Triumph and Yamaha each have an attractive tapered style handlebar that provides a more inspired cockpit look than the Z900. Street Triple’s dynamic TFT dash also takes the prize in form, function, and customization, though every bike here provides all the essentials, including the gear position indicator, trip computer, and more.
As the least expensive of the lot, the Z900 forgoes electronic driver aids, a feature none of us missed due to its travel advantage that …