Naked Guns
NAKED GUNS
CW COMPARISON
FOUR PERFORMANCE STANDARDS
WHAT’S A NAKED GUN? SIMPLE. IT’S AN UNFAIRED PERFORMANCE STANDARD.
And just what is a performance standard, you ask? As the name implies, it’s a motorcycle with near-universal appeal, a versatile package that will unkink zig-zag pavement, take on the daily commute and roam uncharted backroads. Comfort is important, too, though an upright riding position does not guarantee performance-standard status.
Consider BMW’s R1100R, Ducati’s M900, Honda’s CB1000 and Triumph’s Speed Triple: two Twins, one Triple and a Four with disparate origins, unlike chassis and an absence of fairings. Different? Absolutely, but all are performance standards nonetheless.
Which one best conquers urban traffic, coddles our backsides and pegs our fun-to-ride meter? For the answer, read on.
BMW R1100R
Last year, we chose BMW’s dirt-capable RI 100GS as the Best Standard in our annual Ten Best balloting. “This thing is an absolute marvel of a streetbike,” we said. “It’s got a comfortable, upright seating position, a comfy perch for a companion, stunning suspension, optional hard luggage and an engine you can see. Plus, you can corner the GS so hard you’ll swear its oil-cooled heads will throw sparks.”
For ’95, BMW created the general-purpose R1100R. Like its predecessors, the RI 100R uses the eight-valve Type R259 engine, which employs lightweight pistons, chain-driven
cams, sintered-steel con rods, electronic fuel injection and an environmentally friendly catalytic converter.
Revised cam timing, intake tuning and a reprogrammed engine-management system deliver better midrange than the GS. The 1085cc, air-and-oil-cooled opposed-Twin makes 76 horsepower and nearly 72 foot-pounds of torque (the
latter number is the largest in this group). Acceleration and top speed are respectable, but not earth-shattering.
“Pulls strong, very tractable with a nice burst of upper-end power,” reported Senior Editor Jon Thompson. “Surprisingly smooth,” agreed News Editor Robert Hough. “Nice torque curve with good top end. Well-suited for its mission.”
The RI 100R also scored points for its sophisticated and virtually maintenance-free Telelever front end, which mates telescoping tubes to a V-shaped steel swingarm hinged off the engine cases just above the cylinders. Loads from the front wheel are fed mostly to the engine, reducing distortion and making the suspension feel more precise. Dive under braking is virtually eliminated.
Testers were similarly impressed with the brakes, dual four-piston Brembo calipers squeezing 12-inch floating rotors. “Wonderful feel with good power,” commented Thompson. Our testbike was equipped with BMW’s excellent ABS II, which added $1500 to the base $9990 suggested retail. Heated grips ($211), cross-spoked wheels ($300) and hard saddlebags ($676) are also available.
Drawbacks include an occasional lean surge, a loud and clunky shifting transmission, a dished seat that locks the rider in position and, well, very quirky styling. “Finish the cars, get liquored up and start on the bikes,” teased Hough. Others were less mindful of the Beemer’s lines. “My wife loves the smooth engine and roomy passenger quarters,” said Managing Editor Matthew Miles. “If that means I can park one of these in our garage, I’d overlook the styling.”
DUCATI M900
The M900 is not the product of traditional thought. It’s a fairly impractical motorcycle with a penchant for secondgear wheelies and silly lean angles that turn plastic knee sliders into blistering goo. With its punchy midrange and nimble handling, it elicits an exuberance generally reserved for Open-class dirtbikes.
“Yes! Feels like a Husky 610,” exclaimed 6-foot-4 Thompson, who, recent knee surgery notwithstanding, chose the tightly configured Ducati as his favorite performance standard. “Smooth with strong midrange,” he continued. “But with the stock silencers and air cleaners, it sounds like a lawnmower.”
Apart from a rear sprocket change, the 904cc, air-and-oilcooled, 90-degree V-Twin and six-speed transmission are identical to those of the 900SS. Running on 9.2:1 compression, it produced 75 horsepower and 59 foot-pounds of torque, enough to propel the bike through the lights at Carlsbad Raceway in 11.97 seconds at 109 mph. Maximum speed is 120 mph.
Top-gear roll-ons are where the spidery, tube-framed M900
shows its mettle. Acceleration from 40 to 60 mph required only 3.5 seconds and 60 to 80 mph needed 3.9 ticks; of this group, only the Speed Triple is quicker.
For all-out backroad thrashing, the non-adjustable Showa fork could use heavier springs and firmer compression damping. Around town, though, the chassis feels nicely balanced. Indeed, with a 24-degree steering head angle and 3.9inches of trail, it’s wonderfully nimble, aided in part by the wide, low-rise handlebar. And since Ducati beveled the leading edges of the oval mufflers, there’s abundant ground clearance.
Front brakes, floating stainless-steel rotors gripped by four-piston Brembos, offer good power and feel. Testers complained about some driveline slop and a seating position that thrusts the rider into the tank. “I’ve always felt the M900’s seating position is too sportbike radical, too cramped, for a standard, especially for riders over 5-foot-8,” said Editor-in-Chief David Edwards. “Two-up riding is a short-term proposition only.”
In many respects, this is a sportbike, minus the fairing and fully adjustable suspension. So while not as well-rounded as the RI 100R or CB1000, it’s a marvelous enthusiast’s motorcycle. “Like the BMW and Triumph, the M900 is a neostandard, albeit biased towards sport riding,” said Edwards. “Firmed-up front suspension and a good set of pipes would make the M900 the perfect partner in crime.” >
HONDA CB1000
Here’s a motorcycle that’s guaranteed to take you back in time.
The CBIOOO looks very much like an early 1980’s Superbike with all the factory trimmings. There’s suitably wide cast-aluminum wheels, full-floating disc brakes, a 43mm cartridge fork with quick-release axle clamps, a lowrise tube handlebar, an extruded aluminum swingarm and piggyback shocks.
Appearances aside, the fire-engine-red CBIOOO is not the explosive, hang-on-for-dear-life rocketship that one might expect-or hope for. With 96 horsepower on tap, it’s reasonably powerful, but at 542 pounds dry, it’s also the porkiest bike in this comparison.
Power comes from the sportbike CBRIOOO’s liquid-cooled, 998cc inline-Four. There are four valves per cylinder, straightshot intake ports and a gear-driven counterbalancer. The big difference, aside from the use of a five-speed transmission, is 17 fewer horsepower and 7 less foot-pounds of torque. Still, the combo is good enough for a mid-11-second quarter-mile and a top speed of 128 mph. (The CBR does 11.19 and tops out at 154 mph.)
“No surprises here,” said Edwards. “No steps in the powerband with, what, 20 more horsepower than the BMW and Ducati?” Some testers remained unimpressed, especially after sampling the hard-hitting-and lighter-Triumph Triple. “Competent, but uninspiring,” said Thompson.
“Sluggish below 4000 rpm,” added Hough. “Feels a bit weak for a big-bore Four.”
This is a tall, rangy motorcycle with superb ergonomics. “One of the best riding positions in all of motorcycling,” relayed Edwards. “Overall feel and position is the best of the bunch,” added Thompson. Contributing to that feel is a very plush ride, thanks to carefully chosen suspension values. Whether droning down the freeway or playing tag on back-
roads, the CB seems to float over roadway imperfections. “Softly suspended, but surefooted in the twisties,” said Edwards.
Hustling the CBIOOO through corners is admittedly more difficult—though no less rewarding-than with the others, due mostly
to its 60-plus-inch wheelbase and conservative steering geometry; lightning-quick transitions are not in the bike’s vocabulary. “Make your cornering plans early,” said Miles.
Downsides are few. The bland styling drew yawns from Thompson and Hough, as did the engine’s industrial appearance. Also, our testbike suffered from a spongy front brake and moderate driveline slop.
Minor quibbles. All told, the CBIOOO is a terrific motorcycle with much to offer, especially at $7499.
TRIUMPH SPEED TRIPLE
The Speed Triple is the new kid on the block. It’s a smartlooking machine with the soul of a lion, or, more appropriately, an Indy car-the Speed Triple’s 12-valve inline-Three was engineered with aid from Cosworth.
Triumph manufactures threeand four-cylinder engines, all based, modular-style, on the same 76.0 x 65.0mm cylinder dimensions. Each is liquid-cooled, with four valves per cylinder and dual overhead cams. Tubular steel backbone frames are standard issue, too.
Going away, the Speed Triple’s engine was the consensus favorite. “Whoopie!” exclaimed Thompson. “Pulls really hard with power bumps at 5500 rpm and about 8300 rpm.” Edwards was equally impressed. “Very entertaining. Always seems to want to go faster.” Basically, the $10,495 Speed Triple is a Daytona 900 minus the fairing. Wheelbase (58.7 inches) and steering geometry (rake is 27.0 degrees, trail is 4.1
inches) are retained, as are the three-spoke wheels, four-piston calipers and floating discs, multi-adjustable suspension and exhaust system. Incidentally, the Speed Triple uses a fivespeed transmission rather than the six-speed box found in the Daytona. “The gearbox is great-not buttery slick, but with very sure and precise action,” said Edwards.
More eafc-racer than standard, the Speed Triple, like the diminutive M900, places less attention on comfort with a higher regard for performance. As such, there’s a pair of non-adjustable clip-ons mounted below the blackcd-out top clamp, effectively locating the rider in a very sporting riding position; great for negotiating fast sweepers, not so good for all-day touring. “Clip-ons were a bad idea for street riding in the 1960s, and remain so today,” said Edwards. “This bike would be so much better (as an all-round ride) with raised handlebars.” The seat, however, is excellent, comfortably padded with ample room to change position.
Steering is relatively high effort. “The Speed Triple rewards graceful inputs,” said Miles. “It doesn’t like to be hammered.” The fully adjustable fork-a conventional unit, with 43mm stanchions-is firmly damped. We kept compression and rebound at the minimums. Ditto the preloadand four-way rebound-adjustable shock.
Most complaints, other than the location of the clip-ons and the ensuing reach over the 6.6-gallon gas tank to them, were minor. For example, if you ride with the balls of your feet on the footpegs, bulges in the lower sidepanels splay your heels out. Also, the fat Michelin radiais provide excellent grip, but the front’s triangulated profile tends to stand the bike up when leaned over under braking.
Not as chuckable as the M900 or as comfortable as the Honda or Beemer, the Speed Triple offers plenty of excitement, especially if visceral engine performance is your prime directive.
CONCLUSION
IN THE END, WE’RE LEFT WITH FOUR WONDERFUL-AND EXCITing-motorcycles and the difficult task of choosing one of them as the best performance standard. Is such a conclusion even possible? And if so, would that be the only bike for you?
The answer to both questions is no. Each editor chose a different motorcycle for personal, subjective reasons.
“The CB1000 makes me wonder how good a standard Honda could make if it forgot the retro-Superbike styling and just got on with the business of making a modem allround motorcycle,” said Edwards. “As it is, this is a very good motorcycle, and the bargain of the bunch.”
“The M900 is the most fun,” countered Thompson. “And it’s the easiest and most confidence-inspiring one of the group upon which to haul ass through comers.”
Hough argued for the Triumph. “It’s fun and looks hot,” he said. “And it’s pretty versatile and feels relatively small in corners.”
Miles picked the RI 100R based on its sheer versatility. “I find this bike very comfortable. It’s fast, handles really well and stops with authority. The price is a bit prohibitive, but with the optional saddlebags, I can’t think of anything it couldn’t do.”
Regardless of personal opinions, we all agreed that every bike was exceptional in its own way, each offering a slightly different package to different types of buyers-which, come to think about it, is exactly the point of a performance standard in the first place.
BMW R1100R
$11,490
DUCATI M900
$9150
HONDA CB1000
$7499
TRIUMPH SPEED TRIPLE
$10,495
HORSEPOWER/ TORQUE
