Road testers say... - Ducati UpNorth
Road testers say... - Ducati UpNorth
Road testers say... - Ducati UpNorth
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<strong>Road</strong> <strong>testers</strong><br />
Simon Hargreaves<br />
Age 34<br />
Experience<br />
Simon’s ridden<br />
almost every new<br />
bike in the last 10<br />
years. He was at the<br />
1992 launch of<br />
Honda’s first naked<br />
’retro’, the CB1000.<br />
Britain’s most<br />
experienced tester?<br />
Honda Hornet 900<br />
918cc, £6299<br />
Tom Bedford<br />
Age 26<br />
Experience<br />
As an experienced road<br />
tester and former<br />
racer, Tom has been<br />
testing bikes for a<br />
variety of magazines<br />
for the last five years<br />
You name it, he’s<br />
toured, cruised and<br />
raced the lot.<br />
FireBlade motor in a<br />
600 Hornet frame –<br />
sounds like an explosive<br />
combination of high<br />
power and low weight.<br />
On paper, anyway.<br />
First ride December 2001.<br />
Jim Moore<br />
Age 28<br />
Experience<br />
<strong>Road</strong> riding for more<br />
than 10 years, road<br />
testing for six years,<br />
freelance tester Jim<br />
recently swapped his<br />
prized R6 for a<br />
CRM250 to<br />
preserve his<br />
battered licence. the<br />
test<br />
Honda’s Blade-engined 900 Hornet, Triumph’s 955i-powered 2002 Speed Triple and<br />
WORDS BY SIMON HARGREAVES<br />
PHOTOGRAPHY BY CHIPPY WOOD<br />
955cc, £7999<br />
<br />
<strong>Ducati</strong>’s 916-driven Monster S4 – ultimate hooligans or ideal learner upgrades?<br />
Triumph Speed Triple 955i<br />
The latest version of<br />
Triumph’s Daytona<br />
flagship race rep filters<br />
down to an updated<br />
version of the familiar<br />
Speed Triple chassis.<br />
First ride December 2001.<br />
<strong>Ducati</strong> Monster S4<br />
916cc, £7700<br />
The legendary 916<br />
motor lives on in<br />
<strong>Ducati</strong>’s trellis frame<br />
and big-name wheels,<br />
suspension and brakes.<br />
Latest version of a now<br />
classic <strong>Ducati</strong>. Last<br />
tested May 2001.
HONDA HORNET 900<br />
COLOUR SCHEMES...<br />
Silver, blue, black<br />
88 B MARCH 2002<br />
IF HONDA SAID, at the start of Blade-mania in 1992, they<br />
were making a streetfighter CBR900RR you’d have had a<br />
coronary. The biggest bike manufacturer just built the most<br />
exciting bike, so a naked version must be fearsome.<br />
Maybe not. Experience <strong>say</strong>s don’t get excited about<br />
‘retros’ using up detuned stocks of yesterday’s sports engines<br />
in budget chassis (early Bandit 1200s aside). They’re never as<br />
mad as they promise. No, if anyone should get excited by<br />
the Hornet 900, it’s Hornet 600 owners looking to trade up.<br />
There’s much in the 900 they’ll find familiar, although<br />
parts are different. The 900’s engine is a 1998 918cc in-line<br />
four Blade with a crucial 20bhp lopped off the top (114bhp<br />
to 94bhp), and fuel injection instead of carbs. The FireBlade<br />
also contributes brakes, wheels and tyre sizes, but everything<br />
Price £6299 power 94.6bhp top speed 140mph (est)<br />
IN THE DETAILS...<br />
(from left): Hornet clocks are<br />
clean and uncluttered and, er,<br />
sorry, where were we? The 1998<br />
Blade motor makes 94bhp as<br />
reliably as only a 120bhp motor<br />
can. As it happens, the 1994<br />
Blade Nissin brakes also stop<br />
the 194kg Hornet as effectively<br />
as they do a 185kg FireBlade<br />
else is 600 Hornet-derived – frame is a reinforced version of<br />
the 600’s steel spine, tank three litres bigger, seat 5mm taller,<br />
weight up 15kg, wheelbase up 40mm and steering geometry<br />
roughly the same. Insurance is a group higher and the asking<br />
£1650 steeper at £6299 (cheaper than the Speed Triple or S4).<br />
The bits are different, the philosophy’s the same: like the<br />
600, the 900 is no brain-off shit-kicker but a simple, solid,<br />
bike ideal for recent converts. Despite dimensional increases<br />
over the 600 Hornet, the 900 is tiny (ladies and dwarves<br />
form a queue). It looks it from behind, with VFR-ish waisted<br />
rear end and twin understeat cans. It’s easily manoeuvrable,<br />
with nifty steering and just-so throttle response. Engine<br />
pick-up is sharp and efficient (almost too sharp, thanks to<br />
enthusiastic fuel injection), the budget suspension is quality,<br />
and one-size-fits-all riding position perfectly placed for<br />
optimum nipping in and out round town. Narrow bars are<br />
low on style, high on convenience – they lower the Hornet’s<br />
frontal area and don’t overstretch arms. This is good – wide<br />
bars look cool but hurt on the road. The Hornet cruises at<br />
100mph – Triumph’s Speed Triple is agony over 90mph.<br />
To keep Horneteers from scaring themselves, the docile<br />
Blade motor surfs through its neat gearbox with such<br />
ruthless inconsequence it’s hard to imagine anything more<br />
civilised and less memorable. There’s enough gearing to<br />
overtake without changing down, but not the torquewrench<br />
of big-bore retros like Suzuki’s GSX1400 or the top<br />
end zasp of Yamaha’s Fazer 1000. It leaves the Honda flat and<br />
characterless – it could use the loopy powerband and sonic<br />
the test<br />
Performance criteria for<br />
the test are all marked<br />
out of 20, making a<br />
maximum possible 100.<br />
booming of the new VFR800. As it is, the only way to make<br />
the Hornet more user-friendly would be to include a free<br />
chauffeur with every bike to ride it on your behalf.<br />
The understressed engine will run forever, but finish is<br />
poor – rust showed on the exhaust skins after a couple of<br />
days. Less serious, but as annoying, is the inaccessible choke<br />
mounted behind the cylinder block. It’d take Honda five<br />
minutes to find elsewhere to put it. But that would be four<br />
minutes longer than they took coming up with the idea of<br />
the Hornet 900 in the first place. In the same way the<br />
original FireBlade was a flash of unalloyed genius, the<br />
Hornet 900 is a masterstroke of mediocrity, plugging a post-<br />
600 Hornet, pre-FireBlade gap. A perfect upgrade for novice<br />
bikers, but never did a bike more deserve to be painted grey.<br />
ENGINE & GEARBOX<br />
1998 Blade motor is<br />
missing 20bhp at the top<br />
end. It’s nippy and<br />
responsive without being<br />
memorable. Run forever.<br />
Gearbox is good.<br />
CHASSIS<br />
Budget Honda is always<br />
a notch above other<br />
manufacturers’ budget<br />
stuff. Brakes and<br />
suspension work well.<br />
VALUE<br />
Compared to the <strong>Ducati</strong><br />
S4 and Triumph Speed<br />
Triple, the Hornet is a<br />
bargain.<br />
FINISH 12<br />
Honda quality inside let<br />
down by suspect outside.<br />
Chrome exhaust skins rust,<br />
choke invisible, no<br />
centrestand. Rear<br />
mudguard rubbish – rider<br />
gets sprayed up the back<br />
with road crap. Messy.<br />
WOW FACTOR<br />
The grey bike is uniformly<br />
dull, but even the blue<br />
ones fail to rescue the<br />
Hornet from car park<br />
obscurity.<br />
TOTAL 70/100<br />
It didn’t have to be a<br />
nutter’s bike, but it could<br />
have been a bit more<br />
interesting. But no – the<br />
sharp edges have been<br />
filed, the point blunted.<br />
Honda built the gun, then<br />
to make it safe left out the<br />
firing pin.<br />
MARCH 2002 B<br />
89<br />
14<br />
14<br />
16<br />
14
DUCATI MONSTER S4<br />
COLOUR SCHEMES...<br />
Black or red (that’ll be<br />
red, then)<br />
90 B MARCH 2002<br />
THE MONSTER concept began in 1993 as an air-cooled,<br />
two-valve 900SS with no fairing, flat bars and lots of attitude.<br />
For seven years it stayed the same, bar minor styling, engine<br />
and chassis mods (and fuel injection in 2000). Then, in<br />
2001, came the S4 label and an overhaul. <strong>Ducati</strong> repeated<br />
the trick – they de-faired their outdated sports tourer, the<br />
916-engined ST4, and styled-up what was left with big-name<br />
chassis parts: 43mm adjustable usd Showa forks, adjustable<br />
Sachs rear shock, Brembo brakes, lightweight five-spoke<br />
wheels and more carbon than you can shake a hugger at.<br />
If the Hornet is a logical progression from its smaller,<br />
600cc bro, the 900 Monster is an illogical progression from<br />
the 750cc and 620cc Monsters. Where the Hornet is so<br />
mainstream it’s drowning, the Monster is ankle-deep in a<br />
Price £7700 power 100.1bhp top speed 144mph<br />
IN THE DETAILS...<br />
(from left): clocks are almost as<br />
dull as the Honda’s, but at least<br />
the flapping flyscreen takes your<br />
mind off them. Meanwhile, the<br />
Sachs shock is buried behind a<br />
maze of carbon fibre, chromemoly<br />
trellis frame and alloy<br />
hangers. And the brakes might<br />
be Brembo, but road salt is still<br />
road salt<br />
cultural backwater, the choice of connoisseurs and perverts.<br />
Where the Hornet has one annoying flaw, the Monster has<br />
many. And where the Hornet is reliably dull, the Monster is<br />
either entertaining or irritating, depending on your point of<br />
view (ironically, Bike criticised the S4 in our first test, May<br />
2001, for having less character than the original Monster).<br />
This is not a bike for novices. They’d hate the snatchy<br />
low down V-twin power that makes dawdling a pain, and the<br />
weight of the controls – clutch is too heavy, brakes too sharp<br />
for newbies. And they wouldn’t understand why the mirrors<br />
blur, and even less why the restricted steering lock gives the<br />
Monster a planetary orbit-sized turning circle. There’s no<br />
sidestand lug either, so you can’t get a foot on it to flick it<br />
down. In fact, you don’t have to be a novice to find this<br />
distressing. I’ve been riding for 20 years and it bugs me.<br />
But senior ed Hugo, whose long termer this S4 is, has<br />
ridden for centuries and loves the Monster. “It’s a top<br />
motorcycle,” he <strong>say</strong>s. “It’s so much fun, it’s all I want.”<br />
What Hugo likes is involvement with a bike which goes<br />
beyond getting on, pressing the starter, riding it, and getting<br />
off. And the S4 delivers. From ignition to engine stop, you’re<br />
intoxicated by a visceral overload of hot metal and oil,<br />
bellowing airbox and exhaust, and rough-hewn V-twin<br />
vibes. The S4’s 100bhp comes from a different place to the<br />
Hornet’s 96bhp. The Honda has a smooth, innocuous rush<br />
of power, the <strong>Ducati</strong> makes you feel every suck squeeze bang<br />
blow. The riding position is odd, too – the raised clip-ons tilt<br />
the rider into an aggressive, forward-leaning stance,<br />
the test<br />
Performance criteria for<br />
the test are all marked<br />
out of 20, making a<br />
maximum possible 100.<br />
shoulders spread and feet tucked neatly below. It’s not<br />
uncomfortable but it’s different. With the flyscreen, it makes<br />
the S4 the most comfortable long distance, or at speed.<br />
Handling is different, too. The Hornet demands no work<br />
– every operation is preordained, directed by remote control<br />
from Japan. The Italians just get on with it – on stock<br />
settings the S4 doesn’t have the ride quality of the Hornet.<br />
<strong>Ducati</strong> sets up its bikes, from race reps to sports tourers, for<br />
bum-smooth racetracks. If you want them to work anywhere<br />
else, tough – that’s what damping screws and ride height<br />
adjusters are for. In the meantime, feel the bumps and hear<br />
the engine bark under pressure – this is real motorcycling,<br />
not for beginners. Yes, an imperfect upgrade for novice<br />
bikers, but never did a bike more deserve to be painted red.<br />
ENGINE & GEARBOX<br />
100bhp 916-derived<br />
effort, feels fit and<br />
delivers <strong>Ducati</strong>-style<br />
progress. Still a pain at<br />
low rpm – so rev it more.<br />
CHASSIS<br />
Has the names, but just<br />
because they work on a<br />
996 doesn’t mean the<br />
same goes for a roadster.<br />
Too harsh for sitting back<br />
and plugging around.<br />
Brakes feel pants, too.<br />
VALUE<br />
Lots of money – nearly a<br />
grand and a half dearer<br />
than the Hornet, which is<br />
a lot of money to pay for<br />
character.<br />
FINISH<br />
Doesn’t ooze quality –<br />
wouldn’t take too many<br />
winters to rot the<br />
downpipes, corrode the<br />
banjo bolts, seize the<br />
calipers, etc. Lots of<br />
niggly places for crap<br />
to build up, too.<br />
WOW FACTOR<br />
More stand out than the<br />
Hornet, less than the<br />
Speed Triple. Doesn’t look<br />
as good as the old<br />
Monster, we reckon. The<br />
916 engine was never built<br />
to be beautiful to the eye.<br />
TOTAL 69/100<br />
Too charismatic to score<br />
highly – you have to be a<br />
<strong>Ducati</strong>phile to get the<br />
point, and if you aren’t<br />
besotted with the marque<br />
you’re unlikely to be<br />
converted by the S4. If,<br />
on the other hand,<br />
you’re sure you want<br />
a naked <strong>Ducati</strong>, you’ll<br />
love it to bits.<br />
MARCH 2002 B<br />
91<br />
15<br />
14<br />
12<br />
13<br />
15
TRIUMPH SPEED TRIPLE<br />
COLOUR SCHEMES...<br />
Blue, pink<br />
92 MARCH 2002<br />
OF THE THREE bikes here, the Speed Triple is the cheekiest.<br />
If the Hornet is a Blade engine in a 600 Hornet chassis, and<br />
the S4 a restyled ST4 minus the fairing, then the Speed Triple<br />
is built on the Daytona 955i production line right up to the<br />
very end, when Triumph fits a fairing and clip-ons to one<br />
bike and bug-eye lights and flat bars to another.<br />
It’s so close I’m surprised Triumph doesn’t just sell the<br />
Daytona with a quick-release fairing and a conversion kit.<br />
Take around 30 seconds to swap them – bingo! Two bikes for<br />
the price of one. The seat unit, seat, frame, subframe, brakes,<br />
engine casings, major engine components, front wheel,<br />
forks, shock, mudguard, tank, even the new clocks are a ripoff<br />
(the digital speedo looks disembodied, yet strangely<br />
pleasing, hovering above the pair of headlights). The factory<br />
Price £7999 power 112bhp top speed 125mph 0-60mph 4.2s<br />
IN THE DETAILS...<br />
(from left): now this is more like<br />
it. Triumph nick the clocks<br />
straight off the 955i Daytona<br />
and, rather than change the logo<br />
on the clocks, rename the Speed<br />
Triple instead. The engine is the<br />
most visually stimulating of the<br />
bunch, even with the Valentine’s<br />
Day massacre-style bolts<br />
can’t even be arsed to remove the 955i logo from the tacho –<br />
it’s cheaper to stick the number in the bike’s name instead.<br />
The only substantial differences between the two are the<br />
Triple’s single-sided swing-arm (the stock Daytona has a<br />
conventional swing-arm) and the Triple’s 112bhp compared<br />
to the Daytona’s 130bhp (achieved mostly by dragging the<br />
Daytona’s rev limit forward 1000rpm). And it doesn’t matter<br />
a fig, because those changes are enough to make the Triple<br />
completely different in character to anything else in<br />
Triumph’s range. Or in anyone else’s, for that matter.<br />
The Speed Triple’s motor dominates the bike in a way<br />
neither the Hornet’s nor the S4’s do. It’s the most powerful<br />
of the group, with gargantuan mid-range and a totally<br />
meaningless top-end rush, but what really sets it apart is its<br />
sheer effortlessness. It’s so potent and smooth it’s possible to<br />
spend many miles in fifth gear, thinking you’re in top. It’s<br />
not built to be seen – like the 916-engined S4, the motor<br />
looks best hidden behind a fairing – but the machinegunned<br />
bolts in the casing look funky enough.<br />
As does the other main styling feature of the bike, the<br />
headlights. They’re cool – they work well, but the best thing<br />
is you can see, in each chrome casing, a wide-angle reflection<br />
of yourself as you ride. It looks like a mad, split-screen onboard<br />
video, and it takes your mind off the pummeling your<br />
upper body and neck is taking from the lack of fairing. A tiny<br />
fly-screen is available – spare your osteopath and get it. The<br />
immense lack of wind protection seriously restricts the<br />
Triple’s usefulness.<br />
the test<br />
Performance criteria for<br />
the test are all marked<br />
out of 20, making a<br />
maximum possible 100.<br />
The riding position doesn’t help. The high, wide bars are<br />
a long way from the seat, stretching arms so it gets harder to<br />
use the clutch and throttle as you go faster. Once you get up<br />
to around 100mph, it actually becomes difficult to roll off<br />
the throttle.<br />
Given how close the Speed Triple’s chassis is to the<br />
Daytona 955i, it’s no surprise to find it handles. Brakes are<br />
class, steering neutral (but remote – the wide bars take away<br />
the immediacy), suspension controlled and supple. It works<br />
as well as the bike needs, without intruding.<br />
All these things make the Triple a suitable bike for new<br />
riders, a bit of a tool for serious riders and a good-looker for<br />
driveway queens. Never did a bike more deserve to be<br />
painted any colour you like. As long as it’s not pink.<br />
ENGINE & GEARBOX<br />
The best here. Pulls from<br />
low down, stacks of midrange,<br />
good top end. All<br />
this and character too.<br />
CHASSIS<br />
Not as nimble as either<br />
the Honda or the <strong>Ducati</strong>,<br />
but not exactly a bus.<br />
Suspension gives a better<br />
ride than the <strong>Ducati</strong>, and<br />
the brakes are stronger.<br />
VALUE<br />
The dearest here, by a<br />
few hundred quid –<br />
worth being easier to use<br />
than the <strong>Ducati</strong> and more<br />
interesting than the<br />
Honda? You could do a lot<br />
of modifying to the<br />
Honda for £1400.<br />
FINISH<br />
Triumph paint scores<br />
highly, while nothing<br />
rot-worthy of note.<br />
WOW FACTOR<br />
The best here again. Bugeye<br />
lights are a turn on, the<br />
imposing motor gives the<br />
bike a retro-industrial look.<br />
Whatever that is.<br />
TOTAL 74/100<br />
Good engine, good<br />
chassis, good looks, no<br />
bad habits. Only the high<br />
speed wind protection<br />
limits its usefulness, but<br />
it’s a naked bike<br />
ferchrissakes.<br />
MARCH 2002 B<br />
93<br />
16<br />
15<br />
13<br />
14<br />
16
Price<br />
Top speed<br />
Fuel consumption Best<br />
Worst<br />
Average<br />
Engine<br />
Bore/stroke<br />
Compression<br />
Fuel system<br />
Transmission<br />
Frame<br />
Front suspension<br />
Adjustment<br />
Rear suspension<br />
Adjustment<br />
Brakes front; rear<br />
Tyres front; rear<br />
Wheelbase<br />
Rake/trail<br />
Dry weight (claimed)<br />
Seat height<br />
Fuel capacity<br />
Warranty/mileage<br />
NU insurance group<br />
Service intervals<br />
PRACTICALITIES<br />
Spares prices<br />
Indicator<br />
Mirror<br />
Tank<br />
Living with it...<br />
And your pillion...<br />
Dyno graphs explained<br />
The Hornet’s 94bhp – a mere shadow of the<br />
125-odd bhp the engine is capable of – is<br />
roughly the same shape and size as a CBR600,<br />
only 3000rpm down the rev range. The<br />
Monster is a bit more frisky, with a steep<br />
bulge at 6500rpm and a good peak. But the<br />
Speed Triple aces the lot, with 112bhp.<br />
Thankfully it’s not all top end – if it was, the<br />
Triple would be fairly useless because it has<br />
the worst high speed riding position (excellent<br />
for cruising, though). But the Triple is big in<br />
the mid-range too – not fat, you understand,<br />
but cuddly.<br />
70 /100<br />
Honda CB900 Hornet<br />
£6299<br />
140mph (est, weather prevented testing)<br />
45mpg<br />
31mpg<br />
37mpg<br />
918cc, four-stroke, 16v,<br />
dohc, in-line 4<br />
71 x 58mm<br />
10.8:1<br />
fuel injection<br />
6-speed, chain<br />
steel box-section spine<br />
43mm telescopic fork<br />
none<br />
rising-rate monoshock<br />
preload<br />
2 x 296mm discs/4-piston calipers;<br />
240mm disc/1-piston caliper<br />
Michelin Hi-Sport<br />
120/70-ZR17; 180/55-ZR17<br />
1460mm<br />
25°/98.7mm<br />
194kg<br />
795mm<br />
19 litres<br />
24 months/unlimited<br />
15<br />
4000 miles<br />
£50.30<br />
£33.87<br />
£414.21<br />
No centrestand, good mirrors, poor finish<br />
on chrome exhaust skins prone to rust.<br />
Relatively easy to clean engine. Will run<br />
forever on minimal maintenance.<br />
Big, wide grab rail, comfy seat and low<br />
pegs make the Hornet a sensible two-up<br />
choice. Will give the bike a tendency to<br />
wheelie, though.<br />
69 /100<br />
<strong>Ducati</strong> Monster S4<br />
£7700<br />
144.0 (figures from May 2001 test)<br />
47mpg<br />
35mpg<br />
42mpg<br />
916cc, dohc, 8v,<br />
90° V-twin<br />
94 x 66mm<br />
11:1<br />
fuel injection<br />
6-speed, chain<br />
chrome moly steel tube trellis<br />
43mm usd telescopic fork<br />
preload, compression, rebound<br />
rising-rate monoshock<br />
preload, rebound, compression<br />
2 x 320mm discs/4-piston calipers;<br />
245mm disc/2-piston caliper<br />
Pirelli Dragon Evo<br />
120/70-ZR17; 180/55-ZR17<br />
1440mm<br />
24°/n/a<br />
192kg<br />
802mm<br />
16 litres<br />
24 months/unlimited<br />
13<br />
6000 miles<br />
£13.71<br />
£81.07<br />
£833.07<br />
No centrestand, mirrors vibrate, steering<br />
lock limited, sidestand hard to use, comes<br />
with immobilising ignition. Needs regular<br />
servicing by a sympathetic dealer (tea and<br />
biscuits).<br />
Pillion seat narrow, grab rails under the<br />
seat on the subframe at each side. Short<br />
trips only.<br />
All prices are on-the-road, including the pre-delivery inspection (PDI), number plates and a year’s tax<br />
74 /100<br />
Triumph Speed Triple 955i<br />
£7999<br />
125.2mph<br />
42mpg<br />
32mpg<br />
39mpg<br />
955cc, dohc, 12v,<br />
in-line triple<br />
79 x 65mm<br />
12:1<br />
fuel injection<br />
6-speed, chain<br />
tubular aluminium perimeter<br />
45mm telescopic fork<br />
preload, compression, rebound<br />
rising-rate monoshock<br />
preload, compression, rebound<br />
2 x 320mm discs/4-piston calipers;<br />
220mm disc/2-piston caliper<br />
Bridgestone BT-010<br />
120/70-ZR17; 190/50-ZR17<br />
1429mm<br />
23.5°/84mm<br />
189kg<br />
815mm<br />
21 litres<br />
24 months/unlimited<br />
14<br />
4000 miles<br />
£19.73<br />
£51.82<br />
£735.30<br />
Vibey mirrors are a pain above certain<br />
revs. Nuts and bolts have to be watched or<br />
Loctited. Takes a lot of looking after but<br />
the rewards are worth it.<br />
Is positioned nicely. The pegs are okay, but<br />
there’s no grab rail and the extra weight of<br />
an average weight pillion messes up the<br />
handling too much.<br />
Freezing weather conditions prevented top speed testing and optimum acceleration figures. Data is only comparative to this test.<br />
(above): in a rarely-seen, superstitious<br />
biking ritual, Tom, Jim and Simon swap<br />
leather jackets<br />
(below): the quantity of filth gathered yby<br />
a five-minute, cross-fen, mid-winter jog<br />
has to be seen to be believed. Half of it<br />
ends up sprayed across the rider’s back – –<br />
the Honda needs a longer rear mudguard d<br />
or a wider numberplate<br />
(bottom): unlike Honda’s previous bigbore<br />
naked effort, the CB1100X, the<br />
Hornet has unlinked brakes. Which<br />
means you can misbehave<br />
Honda Hornet 900<br />
94.6bhp @ 8840rpm<br />
60.9lb-ft @ 7620rpm<br />
<strong>Ducati</strong> Monster S4<br />
100.1bhp @ 8440rpm<br />
64.9lb-ft @ 6870rpm<br />
Triumph Speed Triple<br />
112.6bhp @ 9450rpm<br />
66.9lb-ft @ 7840rpm<br />
* Bikes are measured on BSD’s<br />
fantastic Dynojet dyno using the<br />
EEC power standard<br />
Honda CB900 Hornet<br />
<strong>Ducati</strong> Monster S4<br />
Triumph Speed Triple 955i<br />
* Refer to our insurance ready reckoner on p157 for a<br />
rough guide to the cost of insuring these bikes with<br />
Norwich Union.<br />
On all our road tests and European adventures,<br />
we’re covered by RAC breakdown and European<br />
assistance. Phone 0990 722722.<br />
Motohaus Marketing for Nady MRC-11 Radio<br />
Communicators (01256 704909).<br />
BSD Motorcycle Developments (01733 223377).<br />
the test<br />
<strong>Road</strong> <strong>testers</strong> <strong>say</strong>...<br />
Simon Hargeaves<br />
Tom Bedford<br />
Jim Moore<br />
The Hornet is a good bike, which is fine except we’ve come to expect<br />
great bikes from Honda – VFR800, Blade, CBR600, etc. It actually has<br />
less attitude than a 600 Hornet and is more like an overgrown CB500.<br />
The <strong>Ducati</strong> is too specific to have mass appeal, but if you like naked<br />
V-twins, this is the one. The Speed Triple, though, combines the best<br />
of both character and usability. At a price.<br />
The S4 is my least favourite because I think <strong>Ducati</strong> V-twins don’t work<br />
in anything other than sportsbikes. They’re too lumpy at anything less<br />
than full bore. Riding position feels odd too. I can’t split the Hornet<br />
and Speed Triple. I like the Hornet for ease of use – perfect for a<br />
novice – but a bit bland. But the Speed Triple is more exciting and has<br />
quirky styling. It’s a tough choice.<br />
The Honda’s the most useful of the three, but also the most bland. It’ll<br />
sell well, though. My heart sides with the Triumph, which is the most<br />
rewarding to ride. A great road bike which would be even better with<br />
a screen. Then there’s the S4. I make no secret of my liking for <strong>Ducati</strong>s<br />
– to me they’re more than bikes, they’re an experience. And the S4 is<br />
the best experience offered by a Monster yet.<br />
verdict<br />
B<br />
“<br />
AS USUAL THESE DAYS you can’t buy a bad bike, you can only buy the wrong one. The Hornet, Speed Triple and<br />
Monster S4 are the right bikes for the right people – and the Hornet will be the right bike for more of the people,<br />
more of the time. It’s easy to use, easy to run and the least intimidating. Perfect for novices or casual bikers, it also<br />
costs a packet less than the other two. The <strong>Ducati</strong> Monster S4 is the hardest to use, the most time-consuming to run and has<br />
enough quirky bits to fill a big box marked ‘Quirks Only’. People with patience call this character. People who just want to ride<br />
and not worry about it will find the S4 irritating.<br />
The Triumph is between the extremes – more funky than the Honda, less annoying than the <strong>Ducati</strong>. The engine is beefy,<br />
the handling reassuring and the riding position purpose-made for preserving your licence (fine up to 90mph, intolerable over<br />
it). Only the price is a downer – it’s way too rich, and instantly excludes it for most people. And once you‘ve added<br />
the list of extras (most of which other manufacturers fit as standard) you‘re looking at the best part of £8000,<br />
”<br />
almost two thousand pounds more than a Hornet.