7 power naked bikes in a comparison test

7 power naked bikes in a comparison test
Gargolov

7 power naked bikes in a comparison test

7 power naked bikes in a comparison test

7 power naked bikes in a comparison test

7 power naked bikes in a comparison test

54 photos

7 power naked bikes in a comparison test
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Power naked bikes. That sounds like purism, like motorcycles that don’t have more than necessary.

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The tariff for the BMW S 1000 R remains within the framework of 14,890 euros.

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Full speed ahead: with three new developments (BMW, Ducati, KTM) and two heavily revised models (Aprilia, Kawasaki), the power naked bikes are one of the interesting segments this year.

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The new Monster 1200 S should also have squinted at the place in the sun. It looks as if the Ducati technicians have rubbed their previous monster models between their hands, then blown away the little superfluous and screwed the 1200s together from the rest.

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Extreme combination: rudimentary frame front, frame rear reduced to a bench support.

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Good outlook: the colored TFT display of the Ducati Monster 1200 S changes its appearance depending on the driving mode. But in the sun the contrasts fade.

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The tank of the Ducati Monster 1200 S is 17.4 liters.

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Another extreme combination: The low seating position plus Brembo’s monoblock pliers result in record delays.

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The two-cylinder four-stroke 90-degree V-engine of the Ducati Monster 1200 S has a total of 137 hp.

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Initially moderate, the big monster starts at 5000 tours, as if the tax investigation were spreading in the rearview mirror.

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No machine in this field brakes better than the Ducati Monster 1200 S (braking distance from 100 km / h in stop-resistant urban mode: 39.0 meters!) And none swallows less (consumption: 4.9 l / 100 km).

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V2, V4, electronics fed up – the Kawasaki Z 1000 hardly dares to step out of the slipstream of the spectacular competition.

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Since the revival of the Z in 2003, Kawa designers have been able to let off steam with it. The naked bike changes every few years from a classically slim look to radically angular lines to the beefy macho styling.

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The four-cylinder, four-stroke in-line engine of the BMW S 1000 R produces a total of 161 hp.

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A push of a button adjusts the semi-active suspension elements from Sachs in three stages to the road conditions, keeping the BMW S 1000 R in balance with an invisible hand.

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From 135 HP (Triumph Speed ​​Triple) the world of the strong and beautiful begins. But without the shell protecting against the power of the wind, the focus shifts, and power is no longer defined by mere speed.

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Do you fancy racing spirit? Good, because the Aprilia technicians peeled off the plastic cover from the Superbike RSV4 for the Tuono.

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There and away: Emotionally, the Tuono heaves itself into the front row of the power naked.

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Naked? The Tuono doesn’t like completely without it. A rudimentary cladding determines the look and provides a little wind protection.

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Racing genes: Electronic driving aids (left: adjustment paddles for traction control) are important to Aprilia.

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The cockpit of the Aprilia Tuono V4 R.

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Aprilia has given the Tuono V4 R a fantastic V4 engine with 170 hp.

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And when the Tuono’s V4 tears its way out at the top with a brutal eruption of power and a roaring loud sound, the air burns anyway.

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Everything about her is trimmed for pure driving dynamics, the Tuono wants power, she leaves casual strolling to the others.

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The BMW S 1000 R is very close to its superbike base.

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The modifications to the BMW S 1000 R are unspectacular but efficient.

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The cockpit of the BMW S 1000 R..

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The Triumph now looks like a solid rock. Especially when you step from one of the racing offshoots like BMW or Aprilia to the British.

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The MV Agusta Brutale 1090 RR is handy, comfortable and strong. In addition, the MV inspires all those who love wonderful details and classic shapes.

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However, the race mode is so sharply coordinated that the MV puts down considerable stoppies with a lightning grip on the brake.

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The MV is a feast for the heart, for the ear and with its lovely details also for the eyes.

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The four-cylinder four-stroke in-line engine of the MV Agusta Brutale 1090 RR has an output of 158 hp.

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The Triumph Speed ​​Triple broke the usual viewing habits with its distinctive double headlights and has retained its own line with single-sided swing arm and artfully curved frame profiles to this day.

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A splendid block of cast iron character. Blessed with a fat torque curve, which ensures that the triple marches forward practically from the moment the clutch is engaged, toiling confidently through the rev range.

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Trademark? The last overhead silencer of all power naked bikes. Stylistically, the Triumph goes its own way.

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As uncomplicated as the whole motorcycle: just a few buttons in the pragmatically divided cockpit of the Triumph Speed ​​Triple.

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The Triumph Speed ​​Triple pulls the load out of switchbacks with verve even just above idle, maybe accelerates a little more accentuated after longer rolling phases, but otherwise reacts spontaneously to gas commands and runs pleasantly quiet.

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The clutch lever of the Triumph Speed ​​Triple.

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From strolling to heating, the Speedy has everything in its range and can still score points with this universality.

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Simply beautiful: harmoniously integrated steering damper and handlebar clamp with folding mechanism – attention to detail.

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Bleak prospects: When the sun is shining, you can hardly see anything on the Brutale’s display. The menu navigation also got complicated.

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Noblesse oblige: With almost classic, more rounded shapes, the MV Agusta Brutale 1090 is timelessly elegant.

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Futuristic: The Kawa rev counter shows up to 3000 rpm vertically on the left, the rest horizontally on top.

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The Kawasaki Z 1000 is a purist. Different driving modes, various ABS settings, traction control – the fighter doesn’t want to know about any of this any more than about an adapted appearance.

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Tight: Despite the deflection, the rear suspension of the Kawasaki Z 1000 is tightly tuned over the entire area. Not for wimps.

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The four-cylinder of the Kawasaki Z 1000 pulls dreamily smoothly from the lowest speed range.

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The KTM 1290 Super Duke R is the strongest, the fastest – and even the most comfortable in the comparison test.

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The angular appearance belies the easy-going character of the KTM – despite the pressure in abundance.

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With the power of its towering torque mountain, the 1301 cm³ Vau-Zwo pushes the KTM forward from 3500 rpm and conveys the experience of acceleration like no other.

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Extreme things from Austria: You can live with the design of the Super Duke – or not. Unorthodox position of the blinkers.

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The cockpit of the KTM 1290 Super Duke R..

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Clear technology: the shock absorber from WP Suspension sits directly on the new single-sided swing arm on the KTM. The monoshock is fully adjustable.

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The MV Agusta Brutale is definitely not lacking in recognition. Her captivating line is an example of timelessly beautiful design that pleasantly contrasts with some contemporary, short-lived designs.

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The tank of the Kawasaki Z 1000 is 17 liters.

7 power naked bikes in a comparison test

Every man for himself

Great events cast their shadows ahead. The largest and most powerful current power naked bikes too. Because while the formerly powerful supersport segment is weakening, the seven bikes in this comparison test benefit from the highly developed technology of the sports faction.

Power naked bikes. That sounds like purism, like motorcycles that don’t have more than necessary. Except for one thing: performance. From 135 HP (Triumph Speed ​​Triple) the world of the strong and beautiful begins. But without the shell protecting against the power of the wind, the focus shifts, and power is no longer defined by mere speed.

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7 power naked bikes in a comparison test

7 power naked bikes in a comparison test
Every man for himself

Monster 1200 S and the KTM 1290 Super Duke R are shaking up the segment this year with three new releases and two notably revised power-naked bikes (Aprilia Tuono V4 R, Kawasaki Z 1000 Special Edition). Helmet on for a tour through the French Prealps. Sniff the spring air, swing bends, rob passes – and enjoy the fascination of ultra-modern, ultra-modern power-neck ice cream.

Aprilia Tuono V4 R


Gargolov

Do you fancy racing spirit? Good, because the Aprilia technicians peeled off the plastic cover from the Superbike RSV4 for the Tuono.

Do you fancy racing spirit? Good, because the Aprilia technicians peeled off the plastic cover of the Superbike RSV4 for the Aprilia Tuono V4 R. Otherwise, the street fighter receives everything that distinguishes the athlete. Including the fantastic V4. Well, reduced to 170 hp. But that should be enough for most situations. The Aprilia makes it unmistakably clear what it’s about: attack.

The buttocks rests on a thin, but sensual cushion, the upper body tilts towards the low-mounted handlebar, the knees are folded sportily. The curves can come. The Aprilia Tuono V4 R is a tool that hits the turn-in point with breathtaking precision, naturally cuts radii with a sleepwalking security and casually implements course corrections. For this year, the technicians also re-tuned the spring elements and implanted a new Sachs fork. Now it filters unevenness out of the road surface more finely than its predecessors, which were rather uncompromising in this regard.

7 power naked bikes in a comparison test

Naked bike


Aprilia Tuono V4 R versus Triumph Speed ​​Triple R.


Naked bikes on the racetrack


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Brutal eruption of power and roaring loud sound

The V4 is also well presented. A character actor. With a grater voice that gives goose bumps, but at high speeds it turns into an infernal roar. With explosive revving and that special V4 charm. Like the chassis, the four-cylinder got some fine-tuning for this season. Its strength remains in the upper half of the rev range. At low speeds, the Aprilia Tuono V4 R does not tear up trees, but increases its performance in a manageable manner. The Tuono rider circles tight turns in first gear more often than the rest of the group. The first three courses, which are now shorter, are of little help. But if the load changes are now milder, the V4 has gained in smoothness.

And when it hits the top with a brutal eruption of power and a roaring loud sound, the air burns anyway. A highly efficient arsenal of electronic helpers is also available. From wheelie to eight-stage, easy-to-use traction control, as well as efficient Bosch ABS. An automatic gearshift ensures crisp, direct gear changes at high speeds. Everything about her is trimmed for pure driving dynamics, the Aprilia Tuono V4 R wants power, she leaves casual strolling to the others.

Receipt at the pump

The Aprilia Tuono V4 R pilot receives the receipt at the pump. 6.7 liters when driving cautiously is a word. But that’s the way it is with sports enthusiasts: those who do a lot also have to eat properly. And maybe swallow some toads too. Because as close as it is conceptually and in practice to the BMW, it just lacks the fine-tuning to keep the competition in check. It’s a shame, because the fascinating bike deserved more than fifth place.

Data and measured values ​​Aprilia Tuono V4 R

engine

design type
Four-cylinder four-stroke-
65 degree V engine
injection 4x Ø 48 mm
coupling
Multi-disc oil bath-
clutch (anti-hopping)
Bore x stroke  78.0 x 52.3 mm
Displacement 1000 cc
compression 13.0: 1
power
125.0 kW (170 hp)
at 11500 rpm
Torque 112 Nm at 9500 rpm

landing gear

frame

Bridge frame
aluminum
fork

Upside-down fork,
Ø 43 mm
Steering damper 
hydraulically
Brakes front / rear 
Ø 320/220 mm
Assistance systems ABS, traction control
bikes
3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/55 ZR 17
Tires
Pirelli Diablo Rosso Corsa

mass and weight

wheelbase 1445 mm
Steering head angle 63.0 degrees
trailing 107 mm
Front / rear suspension travel  120/130 mm
Seat height * 840 mm
Weight with full tank * 216 kg
Payload * 185 kg
Tank capacity / reserve 18.5 / 4.0 liters
Service intervals 10000 km
price 15213 euros
Additional costs 287 euros
* MOTORCYCLE measurements

MOTORCYCLE readings

Top speed* 270 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h
3.2 sec
4.9 sec
8.7 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h
3.8 sec
3.7 sec
3.8 sec
Consumption country road / 100 km  6.7 liters
Reach country road 276 km
* Manufacturer information

BMW S 1000 R.


Gargolov

Actually, the BMW technicians only had to stop by Aprilia. Because the concept of the S 1000 R is identical to that of the Italian.

Actually, the BMW technicians just had to stop by Aprilia. Because the concept of the BMW S 1000 R is identical to that of the Italian. Disguise off, wide handlebars on and the naked bike generated from the super sports car is ready. Basically, the BMW crew didn’t do anything else with the nude. The changes remained in the millimeter range. Ten millimeters less rear suspension travel, a resulting 0.8 degree flatter steering angle, a three millimeter lower swing arm in the frame and a wheel axle pushed 22 millimeters further back in the elongated hole of the chain tensioner are all chassis changes.

Even on the engine side, the church remained in the village. Tighter channels, changed valve timing, reduced compression (12.1 instead of 13) and a modified intake tract – all tried and tested means to transform a high-revving superbike into a high-torque bumpkin like the BMW S 1000 R. Which begs the simple question: is that enough? Mainly because with the new Ducati Monster and the KTM Super Duke, two snorting young bulls want to subdue the excited naked bike herd on the streets of the south of France.

Matched as clean as a whistle, load change shocks are avoided

The BMW S 1000 R seems to ignore this question, instead roars confidently and louder than any other power naked along the rock face. Unimaginable for a BMW five years ago. And now? The Bavarian lets the act follow the tone. The four-cylinder is perfectly tuned to hang on the electronic throttle grip, can be cruised around the bends with barely more than 2000 revolutions for the first few meters, suppresses load change shocks or significant vibrations – and a few moments later can do something else. For example, vehemently popping out of the curve in order to ruthlessly hang out the pack that could still hackle at up to 140 km / h.

The fact that the 168 hp measured on the test motorcycle (BMW S 1000 RR: 200 hp) is also sufficient is due to the up to 20 percent higher torque that the BMW S 1000 R presses on the roller at up to 10,000 rpm compared to the double R. And also on many other little things that the new nude took over from her big sister. For example, the automatic gearshift on board with the fully tested equipment (surcharge: 1700 euros). Although it requires a powerful gearshift foot, it turns the seamless gear change when shifting up into a small happening. Or the four different driving modes (Rain, Road, Dynamic, Dynamic Pro), which allow ABS, response behavior and traction control to be adjusted precisely and according to personal taste.

7 power naked bikes in a comparison test

Naked bike


BMW S 1000 R and KTM 1290 Super Duke R in comparison test


Who pulls the fur over whose ears??


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7 power naked bikes in a comparison test

Naked bike


BMW S 1000 R in the driving report


"Maybe we calculated the price a bit cheap"


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7 power naked bikes in a comparison test

Naked bike


BMW S 1000 R in the PS driving report


Wolf in sheep’s clothing? Nah, wolf without fur!


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Holds the line, as if cut with an asphalt cutter

As is the chassis. A push of a button adjusts the semi-active suspension elements from Sachs in three stages to the road conditions, keeping the BMW S 1000 R in balance with an invisible hand. The result: As if milled with an asphalt cutter, the naked Bavarian draws her line, and with her neutral steering behavior, great suspension settings, the lowest weight of these Nakeds with 207 kilograms and the brakes that can be adjusted excellently, can ultimately set herself apart from the competition little by little. And because even the tariff of the Munich resident, who was immediately so finely honed, remains within the framework of 14,890 euros, she answers the question asked at the beginning in her own way: with the test victory.

Data and measured values ​​BMW S 1000 R

engine

design type

Four-cylinder four-stroke-
In-line engine
injection
4x Ø 48 mm
coupling

Multi-disc oil bath-
clutch (anti-hopping)
Bore x stroke 
80.0 x 49.7 mm
Displacement 999 cm³
compression
12.0: 1
power

118.0 kW (161 hp)
at 11000 rpm
Torque
112 Nm at 9250 rpm

landing gear

frame

Bridge frame
aluminum
fork

Upside-down fork,
Ø 46 mm
Steering damper 
hydraulically
Brakes front / rear 
Ø 320/220 mm
Assistance systems SECTION
bikes
3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/55 ZR 17
Tires
Pirelli Diablo Rosso Corsa

mass and weight

wheelbase
439 mm
Steering head angle
65.4 degrees
trailing
99 mm
Front / rear suspension travel 
120/120 mm
Seat height *
820 mm
Weight with full tank *
207 kg
Payload *
200 kg
Tank capacity / reserve 17.5 / 4.0 liters
Service intervals 10,000 km
price
12,800 (14500) ² euros
Additional costs
390 euros
* MOTORCYCLE measurements; ²incl. Sports package (790 euros),
Dynamic package (910 euros)

MOTORCYCLE readings

Top speed* 258 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h
3.3 sec
4.9 sec
8.1 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h
2.8 sec
2.9 sec
2.8 sec
Consumption country road / 100 km   
5.9 liters
Reach country road
297 km
* Manufacturer information

Ducati Monster 1200 S.


Gargolov

There is no trace of modesty in the Ducati Monster 1200 S. Measured 143 hp can be heard while standing and felt immediately after the first bend.

The new Ducati Monster 1200 S is likely to have looked at the place in the sun. It looks as if the Ducati technicians have rubbed their previous monster models between their hands, then blown away the little superfluous and screwed the 1200s together from the rest.

The frame – more rudimentary than any monster before her. The rear – reduced to a mere bench support. And in between the strongest V2 that was ever stuck in a monster. Adopted from the Multistrada and readjusted with a higher compression (12.5 instead of 11.5) and a smaller intake cross section (53 instead of 64 mm) for a hullless appearance. No trace of modesty. Measured 143 PS can be heard while standing and felt immediately after the first bend. Initially moderate, the Ducati Monster 1200 S starts from 5000 tours, as if the tax investigation were spreading in the rearview mirror.

Below 3000 rpm in all three modes in a bad mood

Or was it the KTM? Because only the Super Duke with its high torque (see performance diagram on page 45) provides a comparable driving experience when stepping out of the many bends in the pass, the Ducati Monster 1200 S is even superior in this respect. Nevertheless, the brilliant temperament of the Ducati engine is enough to forgive it. Namely, that under 3000 rpm in all three modes (Urban, Touring, Sport) it picks around in a bad mood on the chain, changes the load moderately, shifts unevenly and demands a strong pull on the clutch lever.

But you are happy about the sitting position. Finally. Because with the handlebars that are four centimeters higher and further back and the lowest seat height in the test field at 765 millimeters, the Ducati Monster 1200 S finally lets you forget the uncomfortable posture of previous Monster generations over the tank. And also their suspension setup. Soft at the front, hard at the back – that was once upon a time.

7 power naked bikes in a comparison test

Naked bike


Ducati Monster 1200 S (2014) in the driving report


Monstrous recipe, current technology


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7 power naked bikes in a comparison test

Naked bike


Presentation of the Ducati Monster 1200 S


Strongest monster of all time


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Front wheel tilts unconventionally towards the inside of the curve

The Öhlins spring elements of the S version keep the Ducati Monster 1200 S as tightly suspended as the Aprilia, just as homogeneously balanced – and could therefore turn the Duc into an emotional country road burner if the idiosyncratic front wheel tilting towards the inside of the bend doesn’t slow down the fun in the provincial road slalom would. Small cause, big effect. Alone the exchange of the series tires (Pirelli Diablo Rosso II) for Pirelli Diablo Supercorsa SP refined the Duc, making it largely neutral around the corners. However: The rules are based on series tires.

Which doesn’t change the fact that the noble Ducati Monster 1200 S, which costs 16,295 euros, is not only showing records in terms of price. None in this field brakes better (braking distance from 100 km / h in the stop-resistant urban mode: 39.0 meters!) And none swallows less (consumption: 4.9 l / 100 km). Which ultimately brings together what belongs together anyway: a Ducati with impressive strengths, tolerable weaknesses and Ducatisti who appreciate one thing and accept the other. And certainly third place too.

Data and measured values ​​Ducati Monster 1200 S

engine

design type

Two-cylinder four-stroke-
90 degree V engine
injection
2x Ø 53 mm
coupling

Multi-disc oil bath-
clutch (anti-hopping)
Bore x stroke 
106.0 x 67.9 mm
Displacement 1198 cc
compression
12.5: 1
power

101.0 kW (137 hp)
at 8750 rpm
Torque
125 Nm at 7250 rpm

landing gear

frame

Steel tubular frame,
Motor supporting
fork

Upside-down fork,
Ø 48 mm
Steering damper 
Brakes front / rear 
Ø 330/245 mm
Assistance systems ABS, traction control
bikes
3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/55 ZR 17
Tires

Pirelli Diablo Rosso II,
front “D”

mass and weight

wheelbase
1511 mm
Steering head angle
65.7 degrees
trailing
93 mm
Front / rear suspension travel 
130/152 mm
Seat height *
765-795 mm
Weight with full tank *
213 kg
Payload *
177 kg
Tank capacity / reserve 17.5 / 3.5 liters
Service intervals 15000 km
price
15990 euros
Additional costs
305 euros
* MOTORCYCLE measurements

MOTORCYCLE readings

Top speed* 255 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h
3.2 sec
5.0 sec
9.2 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h
3.3 sec
3.2 sec
3.7 sec
Consumption country road / 100 km 
4.9 liters
Reach country road
357 km
* Manufacturer information

Kawasaki Z 1000 Special Edition


Gargolov

The four-cylinder pulls dreamily smoothly from the lowest rev range, pushes with power and pleasantly tingling through the rev range.

V2, V4, electronics fed up – the Kawasaki Z 1000 hardly dares to step out of the slipstream of the spectacular competition. It is not so inconspicuous at all. Since the revival of the Z in 2003, Kawa designers have been able to let off steam with it. The naked bike changes every few years from a classically slim appearance to radically angular lines to the beefy macho styling. And now? Sugomi, translated as “awesome aura”, is the name of her optical style, which is dominated by the futuristic lamp mask. Technically, the brushstroke remained a little thinner. The fine tuning of the throttle system (new airbox, changed timing, modified interference tubes) and the chassis (1.5 kilo lighter rims, slightly shorter wheelbase and caster, ten millimeter larger brake discs, two tank enlarged to 17 liters) remains manageable. And that’s why the Z 1000 is also true to itself.

The Kawasaki Z 1000 is a purist. Different driving modes, various ABS settings, traction control – the fighter doesn’t want to know about any of this any more than about an adapted appearance. Tightly sprung, it takes on the road aggressively, positions its pilot front-oriented and motivates him to attack. Whereby, of all things, her spearhead sticks a bit bluntly through the winding thicket north of Marseille. Rocky and indifferent, she stumbles across the terrain on the aged Dunlop D 214, in the back in the antiquated 190/50 dimension. But as with the Ducati Monster, changing tires also works wonders on the Z 1000. Metzeler Roadtec Z 8 Interact mounted on a trial basis improve the steering behavior fundamentally, bring the front wheel, which tends to collapse on the standard tires, to rest and bring back driving pleasure. But the same applies to the Kawa: if series tires are used, those are the rules.

Kawasaki Z 1000 for sale

7 power naked bikes in a comparison test

Naked bike


Top test: Kawasaki Z 1000 Special Edition


Z is angry


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Even starting in 5th gear is possible without clutch torture

Which leaves the engine of the Kawasaki Z 1000 unimpressed. The four-cylinder pulls dreamily smoothly from the lowest rev range, pushes through the rev range with power and a pleasant tingling sensation, and thanks to the shorter secondary ratio (sprocket one tooth larger from 2014), it can be driven lazily like no other in this test field. With the quadruplet you can even start off in fifth gear without clutch torture! The fact that the speed level on the lonely country lanes still remains within a moderate range is ultimately due to the sixth gear, which was longer for the 2014 edition of the Z 1000.

Nevertheless, the Kawasaki Z 1000 remains a character that does not subordinate itself to the mainstream and does not want to come to terms with everyone. The fact that it – together with the Triumph – is at least 2000 euros cheaper than the competition puts seventh place into perspective. And not just for the target group.

Data and measured values ​​Kawasaki Z 1000

engine

design type

Four-cylinder four-stroke-
In-line engine
injection
4x Ø 38 mm
coupling

Multi-disc oil bath-
coupling
Bore x stroke 
77.0 x 56.0 mm
Displacement 1043 cc
compression
11.8: 1
power

104.5 kW (142 hp)
at 10,000 rpm
Torque
111 Nm at 7300 rpm

landing gear

frame

Bridge frame made of aluminum-
minium, motor is supporting
fork

Upside-down fork,
Ø 41 mm
Steering damper 
Brakes front / rear 
Ø 310/250 mm
Assistance systems SECTION
bikes
3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/50 ZR 17
Tires
Dunlop D 214 “T”

mass and weight

wheelbase
1435 mm
Steering head angle
65.5 degrees
trailing
101 mm
Front / rear suspension travel 
120/122 mm
Seat height *
815 mm
Weight with full tank *
222 kg
Payload *
179 kg
Tank capacity / reserve 17.0 / – liters
Service intervals 6000 km
price
12 395 euros
Additional costs
180 euros
* MOTORCYCLE measurements

MOTORCYCLE readings

Top speed* 237 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h
3.2 sec
5.1 sec
10.0 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h
2.9 sec
3.0 sec
3.1 sec
Consumption country road / 100 km 
5.3 liters
Reach country road
321 km
* Manufacturer information

KTM 1290 Super Duke R.


Gargolov

The KTM 1290 Super Duke R does not waste any thoughts on self-doubt anyway. 180 HP promised and 172 horses delivered, raved about 290 km / h top speed and realized 272 km / h.

The KTM 1290 Super Duke R does not waste any thoughts on self-doubt anyway. 180 HP promised and 172 horses delivered, raved about 290 km / h top speed and realized 272 km / h. Sponge over it, forgiven. What the heck, the KTM still holds the best values ​​in this gang of defoliated. She is the strongest, the fastest – and even the most comfortable. I beg your pardon? Is the mountain oak from Austria really made of balsa wood? Not necessarily. But the most open knee angle, the handlebar ends cranked the furthest back, and the most upright sitting position on the test field would have hardly expected from the aggressively styled Super Duke.

But before the disciples of the pure power bike doctrine fall from their faith, the KTM wipes all concerns aside on the first few meters. With the power of its towering torque mountain, the 1301 cm³ Vau-Two pushes forward from 3500 rpm, conveying the experience of acceleration like no other. That the KTM 1290 Super Duke R decreases the BMW S 1000 R by a few tenths above 140 km / h – free with a naked bike. Especially because the short-stroke engine also behaves perfectly in other ways. Thanks to double ignition and successful mapping, it already runs smoothly on 2500 tours, can be stepped through the gears with a child’s play of pulling on the clutch lever and, unlike the BMW, remains acoustically within a socially acceptable framework even when used in Sturm und Drang.

KTM 1290 Super Duke R with moderate street mode

And not only that: apart from the less attractive rain mapping that is reduced to a measured 101 hp, the driver can also express his emotional world with the street and sport modes. The basic set-up of the KTM 1290 Super Duke R remains – finally – typically KTM, namely sporty. Whoever brings the traction control to use in the comparatively moderately appealing street mode, should already be damn ambitious on the way.

Probably also because the good nursery is continued in the chassis as well as the comfortable but active driving posture. The KTM 1290 Super Duke R pulls its line on the Dunlop Sportsmart 2, steers neutrally and stays safely on course even on the bumpy slopes of the Massif de la Sainte-Baume. However, while the front fork from WP Suspension works sensitively, the shock absorber, which is directly linked to the single-sided swing arm, passes on some asphalt wrinkles dry to the pilot despite the long spring travel (156 mm). In return, the front brake, nobly equipped with a radial hand pump and Brembo monoblock saddles, bites aggressively and demands a fine-engine right hand from after-work racers.

7 power naked bikes in a comparison test

Naked bike


KTM 1290 Super Duke R in the top test


Even the neighbors get curious


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7 power naked bikes in a comparison test

Naked bike


KTM 1290 Super Duke R prototype in the driving report


Explosive mix of thump and speed


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7 power naked bikes in a comparison test

Naked bike


BMW S 1000 R and KTM 1290 Super Duke R in comparison test


Who pulls the fur over whose ears??


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Two-stage adjustable slip control

At least the finely regulating ABS helps in extreme cases. The fact that the two-stage adjustable slip control in the sporty supermoto mode is deactivated on the hindquarters and thus allows braking drifts should only be of concern on the racetrack. Or at the regulars’ tables, where the Austrian has surely been rehabilitated from her record promises that have not been kept. Because a more attractive combination of a well-mannered Vau-Zwo engine and a successful chassis than with the KTM 1290 Super Duke R does not currently exist in the naked bike segment. Another record – which is recognized with second place.

Data and measured values ​​KTM 1290 Super Duke R

engine

design type

Two-cylinder four-stroke-
75 degree V engine
injection
2x Ø 56 mm
coupling

Multi-disc oil bath-
clutch (anti-hopping
Bore x stroke 
108.0 x 71.0 mm
Displacement 1301 cc
compression
13.2: 1
power

127.0 kW (173 hp)
at 8870 rpm
Torque
144 Nm at 6500 rpm

landing gear

frame

Steel tubular frame,
Motor supporting
fork

Upside-down fork,
Ø 48 mm
Steering damper 
hydraulically
Brakes front / rear 
Ø 320/240 mm
Assistance systems ABS, traction control
bikes
3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/55 ZR 17
Tires
Dunlop Sportsmart 2

mass and weight

wheelbase
1482 mm
Steering head angle
65.1 degrees
trailing
107 mm
Front / rear suspension travel 
125/156 mm
Seat height *
830 mm
Weight with full tank *
213 kg
Payload *
193 kg
Tank capacity / reserve 18.0 / 3.5 liters
Service intervals 15000 km
price
15,495 euros
Additional costs
200 euros
* MOTORCYCLE measurements

MOTORCYCLE readings

Top speed* 290 km / h³
acceleration
0-100 km / h
0-140 km / h
0-200 km / h
3.3 sec
4.9 sec
8.8 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h
3.4 sec
3.4 sec
3.8 sec
Consumption country road / 100 km 
6.0 liters
Reach country road
300 km
* Manufacturer information; ³Measured and rated: 272 km / h

MV Agusta Brutale 1090 RR


Gargolov

The pretty Italian offers two injection modes. If the throttle response is quite tamed in normal mode, it reacts quickly to the opening of the throttle valve in sport mapping.

Speaking of recognition. The MV Agusta Brutale 1090 RR is definitely not lacking in that. Her captivating line is an example of timelessly beautiful design that pleasantly stands out from some contemporary, short-lived designs. Technically, however, there was no standstill. A finely crafted, tight tubular space corset still spans a four-cylinder with radially arranged valves. But it now draws a whopping 158 hp from 1078 cm3 and is of enormous entertainment value in the best MV tradition. As before, he rattles and growls that your heart opens.

The MV Agusta Brutale 1090 RR offers two injection modes. If the throttle response is quite tamed in normal mode, it reacts quickly to the opening of the throttle valve in sport mapping. Thanks to the short translation, the four-cylinder delivers sleek pulling power. You could put in sixth gear in the morning and take it out again in the evening. But then you would miss the enormous fire that it kindles in the second half of the speed when it turns into five-digit ranges with a mighty howl of joy. Not a velvety flatterer, more of a robust character actor.

7.3 liters per 100 kilometers

While criticism for the hard throttle response and load changes ran like a red thread through the test reports in the past, there has now been a clear improvement here. Unfortunately, this does not apply to drinking habits. Moved tamely, the MV Agusta Brutale 1090 RR tipped 7.3 liters per 100 kilometers behind the throttle valve. So she even outstrips Aprilia, who is also very thirsty. The much more powerful BMW by a good one and a half liters. But it shines in the chassis chapter. It zigzags through serpentines with fabulous handiness, throws itself from one incline into the next with devotion. Both the Marzocchi fork with mighty 50 mm dip tubes and the Sachs shock absorber work smoothly. In particular, the monoshock, which is softly cushioned in the compression stage, shows itself graciously on hard edges and heels.

Together with the compact, very front-wheel-oriented seating position, the sporty high-mounted pegs and the grumpy sound, this awakens the spirit of sport. The convincing brakes are flanked by a well-regulating Bosch ABS that allows you to choose between normal and race mode. However, the race mode is so sharply coordinated that the MV puts down considerable stoppies with a lightning grip on the brake. However, you should not only exercise a sense of proportion when gasping, but also because the traction control remains largely inactive. Apart from that, the MV Agusta Brutale 1090 RR is a feast for the heart, for the ear and with its loving details also for the eyes. That she doesn’t let herself be spoiled by rank six.

7 power naked bikes in a comparison test

Naked bike


Honda CB 1000 R, MV Agusta Brutale 1090 RR ABS and Triumph Speed ​​Triple R in the test


What can the R versions of the naked bikes?


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Data and measured values ​​MV Agusta Brutale 1090 RR

engine

design type

Four-cylinder four-stroke-
In-line engine
injection
4x Ø 46 mm
coupling

Multi-disc oil bath-
clutch (anti-hopping)
Bore x stroke 
79.0 x 55.0 mm
Displacement 1078 cc
compression
13.0: 1
power

116.0 kW (158 hp)
at 11900 rpm
Torque

116.0 kW (158 hp)
at 11900 rpm

landing gear

frame

Steel tubular frame,
Motor supporting
fork

Upside-down fork,
Ø 50 mm
Steering damper 
hydraulically
Brakes front / rear 
Ø 320/210 mm
Assistance systems ABS, traction control
bikes
3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/55 ZR 17
Tires
Pirelli Diablo Rosso Corsa

mass and weight

wheelbase
1438 mm
Steering head angle
65.0 degrees
trailing
104 mm
Front / rear suspension travel 
125/120 mm
Seat height *
825 mm
Weight with full tank *
219 kg
Payload *
174 kg
Tank capacity / reserve 23.0 / 4.0 liters
Service intervals 6000 km
price
18490 euros
Additional costs
275 euros
* MOTORCYCLE measurements

MOTORCYCLE readings

Top speed* 265 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h
3.3 sec
5.1 sec
8.7 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h
3.3 sec
3.2 sec
3.3 sec
Consumption country road / 100 km 
7.3 liters
Reach country road
315 km
* Manufacturer information

Triumph Speed ​​Triple


Gargolov

The limestone cliffs in southern France are old hat for the Triumph Speed ​​Triple. She was here for the first time 17 years ago, and practically celebrated the big bang of street fighters off the rack on the handy little streets.

The limestone cliffs in southern France are old hat for the Triumph Speed ​​Triple. She was here for the first time 17 years ago, and practically celebrated the big bang of street fighters off the rack on the handy little streets. It broke the usual viewing habits with its distinctive twin headlights and has retained its own line with a single-sided swing arm and artfully curved frame profiles to this day.

The Triumph Speed ​​Triple now looks like a solid rock. Especially if you step up from one of the racing offshoots like BMW or Aprilia to the British. On it you sit not so close to the handlebars, more centrally in the motorcycle, but still more active than on the KTM. Not radical at all. On the contrary, it flatters the driver in a relaxed, sporty way with a wide seat.

Motor with rich torque curve

And the engine of the Triumph Speed ​​Triple continues right there. A splendid block of cast iron character. Blessed with a fat torque curve, which ensures that the triple marches forward practically from the moment the clutch is engaged, toiling confidently through the rev range. Against this background, one would like to forgive him for not turning up so lively. Instead, it enjoys its beguiling hissing and roaring, which makes even decent rolling into an acoustic pleasure. And when it’s pressed, he’s not afraid to rush up to the abruptly starting limiter at 9000 rpm with robust tubes. The only thing he doesn’t have in his repertoire is jagged, fiery revving. A venial sin in view of its other qualities.

Because the triple pulls the load out of switchbacks with verve even just above idle, maybe accelerates a little more accentuated after longer rolling phases, but otherwise reacts spontaneously to gas commands and runs pleasantly quiet. And best of all: His fine manners are rewarded with just 5.2 liters / 100 km. This engine is a dignified character and an almost perfect companion in everyday life. Cautious where necessary, energetic when necessary and never intrusive. As is the chassis. Not of fidgety, nervous agility, but by no means cumbersome. The Triumph Speed ​​Triple cuts its radii with confidence and looks as binding and reliable as the Bank of England. This is of course also with the highest weight of 221 kilograms.

7 power naked bikes in a comparison test

Naked bike


Yamaha MT-09, Triumph Street Triple and MV Agusta Brutale 800 in the test


Three-cylinder nakeds in horsepower comparison


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7 power naked bikes in a comparison test

Naked bike


Yamaha MT-09 and Triumph Street Triple tested


Three-cylinder battle in Croatia


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From strolling to heating everything in the program

Nevertheless, the Triumph Speed ​​Triple does not shy away from brisk pace. The fully adjustable spring elements cover a wide range. From strolling to heating, the Speedy has everything in its range and can still score points with this universality. The fact that the venerable lady from the island shares third place in this field with the brand new monster can confidently see her as an accolade. Which, despite the differences, can apply to all these naked bikes. Because emotionally no other motorcycle concept can even come close to rivaling the combination of powerful engines and manageable chassis. Whether on the Côte d’Azur or in the Sauerland.

Data and measured values ​​Triumph Speed ​​Triple

engine

design type

Three-cylinder four-stroke-
In-line engine
injection
3x Ø 46 mm
coupling

Multi-disc oil bath-
coupling
Bore x stroke 
79.0 x 71.4 mm
Displacement 1050 cc
compression
12.0: 1
power

99.0 kW (135 hp)
at 9400 rpm
Torque
111 Nm at 7750 rpm

landing gear

frame

Bridge frame
aluminum
fork

Upside-down fork,
Ø 43 mm
Steering damper 
Brakes front / rear 
Ø 320/255 mm
Assistance systems SECTION
bikes
3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/55 ZR 17
Tires
Metzeler Racetec Interact K3

mass and weight

wheelbase
1435 mm
Steering head angle
67.2 degrees
trailing
91 mm
Front / rear suspension travel 
120/130 mm
Seat height *
840 mm
Weight with full tank *
221 kg
Payload *
188 kg
Tank capacity / reserve 17.5 liters
Service intervals 10000 km
price
12040 euros
Additional costs
450 euros
* MOTORCYCLE measurements

MOTORCYCLE readings

Top speed* 248 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h
3.2 sec
5.1 sec
10.3 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h
3.5 sec
3.8 sec
4.8 sec
Consumption country road / 100 km 
5.4 liters
Reach country road
324 km
* Manufacturer information

Sideways glance: Honda & Yamaha


www.jkuenstle.de

Had to stay at home: the Honda CB 1000 R and Yamaha FZ1 recently tested in MOTORRAD 3/2014.

Seven power naked bikes in comparison – and who is missing? After the end of the B-King, Suzuki no longer has any strength-nacking in its program. The Honda CB 1000 R and the Yamaha FZ1 recently underwent a comparison test (MOTORRAD 3/2014). The Kawasaki Z 1000 is the only novelty that Japan can bring up in this segment. But there are also proven forces that are well worth considering. Honda CB 1000 R and Yamaha FZ1 namely. As it should be for Nippon motorcycles: equipped with inline four cylinders.

In both cases, the performance of the superbike engines is somewhat slowed down. The Yamaha FZ1 still left its builders an impressive 150 hp, while the Honda CB 1000 R 125 hp had to suffice. The senior Yamaha – it has been on the market since 2006 – you can tell from the engine side that it is ancestry from the athlete. It requires an active foot switch, wants to be turned. Preferably above 7000 rpm, because it burns off its fireworks, at low speeds it only offers home-style cooking. The driver also has to be active in changing bends, because the FZ1 steers nicely, harmoniously and neutrally, but only with average speed. Which suits the comfortably tuned chassis anyway.

7 power naked bikes in a comparison test

Naked bike


Honda CB 1000 R, MV Agusta Brutale 1090 RR ABS and Triumph Speed ​​Triple R in the test


What can the R versions of the naked bikes?


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Buy a used Yamaha FZ1 on markt.motorradonline.de


BILLION

The points evaluation of the Yamaha FZ1 and the Honda CB 1000 R

The Honda, released in 2008, is of a different nature. Its engine, borrowed from the 2007 Fireblade, is trimmed for beefy pulling power. The chassis is firmer, more precise, crisper. Sportier. It expresses this with its aggressive design. In addition, despite the single-sided swing arm, it is ten kilograms lighter than the Yamaha. And with its balanced seating position, it caters to both ambitious and calmer natures alike. At 11,690 euros (Honda CB 1000 R) and 10,995 euros (Yamaha FZ1), both are inexpensive alternatives to the test field.

Manufacturers are also currently focusing on naked bikes. It is no wonder that the Honda CB 1000 R and Yamaha FZ1, which have not been further developed for a long time, do not have an easy position in this demanding field. With the points from the comparison test in MOTORRAD 3/2014, the duo would have to be content with places in the back field.

Performance measurement


BILLION

The performance measurement of the seven naked bikes.

Full of performance – that is the motto of the current power naked bikes. Four of the seven test candidates put more than 150 hp on the MOTORRAD test bench. The front runner in this respect: the KTM. The 172 HP of the 1290 Super Duke R is a remarkable figure, also against the background that the Austrians had announced 180 HP of peak power for their “beast” in their first publications. Impressive: the torque that is vastly superior to the competition. The BMW S 1000 R is a little more reserved in this comparison test.

The MOTORCYCLE measure to date has also been 172 hp for all previous test machines, the current machine has “only” 168 hp, yet clearly exceeds the rated output of 161 hp. The Vau-Zwo of the Ducati Monster 1200 S delivers an impressive torque curve. Good: The pressure documented on the test bench can also be felt while driving thanks to the brilliant acceleration. The V4 engine of the Aprilia and the in-line four-cylinder of the MV Agusta are more speed-oriented. In the circle of these power naked bikes, the appearances of the Kawa and Triumph remain inconspicuous. Wrongly. Especially in naked bikes, the smooth and easily controllable power delivery as well as the excellent running smoothness of these engines are impressive.

MOTORCYCLE scoring


Gargolov

In direct comparison there can only be one winner.

engine

  Maximum
score
 
Aprilia
Tuono 
V4 R 
BMW
S 1000 
R.
Ducati
monster 
1200 p
Kawasaki 
Z 1000
SE
KTM 1290 
Super
Duke R
MV Agusta 
Brutal
1090 RR
triumph
speed
Triple
Draft 40 33 40 36 38 36 37 32
acceleration 40 34 35 34 33 34 34 33
Top speed 30th 25th 24 24 20th 27 26th 22nd
Engine characteristics  30th 25th 28 23 26th 27 25th 26th
Responsiveness 20th 13 16 14th 12th 15th 14th 18th
Load change 20th 13 14th 13 14th 14th 13 15th
Smoothness 20th 13 14th 9 12th 11 12th 13
coupling 10 9 9 8th 9 9 6th 8th
coupling 20th 14th 14th 11 13 13 13 11
Gear ratio 10 9 9 9 9 8th 9 8th
Start 10 8th 9 7th 8th 8th 8th 8th
total 250 196 212 188 194 202 197 194

The strengths of the are the easily controllable power output, fine response behavior and the smoothness that is typical of four-cylinder engines
Bavarian engine. With an impressive torque curve, the KTM 1290 Super Duke R is popular. Worth mentioning: The excellent smoothness of the V2 for the large individual cubic capacities. In this regard, the Ducati Monster 1200 S has a much more difficult time with this concept despite its 100 cm³ smaller displacement. The homogeneous power output of the three-cylinder of the Triumph Speed ​​Triple is still impressive. The elastic Kawa four-cylinder falls off somewhat in this area without any particular strengths, but with a delayed throttle response.

Winner engine: BMW S 1000 R

landing gear


Maximum
score
 
Aprilia
Tuono 
V4 R 
BMW
S 1000 
R.
Ducati
monster 
1200 p
Kawasaki 
Z 1000
SE
KTM 1290 
Super
Duke R
MV Agusta 
Brutal
1090 RR
triumph
speed
Triple
Handiness 40 30th 31 28 27 30th 31 27
Stability in turns 40 35 35 31 25th 33 30th 31
Steering behavior 40 33 33 23 24 31 30th 28
feedback 10 9 9 9 7th 9 8th 8th
Inclined position 20th 20th 20th 18th 16 19th 19th 18th
Straight-line stability 20th 18th 18th 16 14th 16 15th 15th
Suspension tuning in front 20th 16 18th 16 13 15th 14th 15th
Chassis set-up at the rear 20th 15th 18th 15th 13 15th 15th 15th
Adjustment options undercarriage 10 6th 10 6th 5 5 6th 6th
Suspension comfort 10 4th 6th 6th 4th 5 6th 5
Driving behavior with a passenger 20th 6th 10 13 14th 11 13 14th
total 250 192 208 181 162 189 187 182

With excellent handiness, great steering precision, neutral cornering behavior and the homogeneously tuned semi-
The BMW S 1000 R leaves its opponents no chance with actively working spring elements. It is no coincidence that the Aprilia Tuono V4 R remains closest to the Bavarian’s heels: both bikes are technically based on highly developed superbikes. The KTM 1290 Super Duke R made third place here – just ahead of the very handy MV Agusta Brutale 1090 RR. The Ducati Monster 1200 S and the Kawasaki Z 1000 fall victim to their problematic steering behavior – caused by the series tires.

Chassis winner: BMW S 1000 R

everyday life


Maximum
score
 
Aprilia
Tuono 
V4 R 
BMW
S 1000 
R.
Ducati
monster 
1200 p
Kawasaki 
Z 1000
SE
KTM 1290 
Super
Duke R
MV Agusta 
Brutal
1090 RR
triumph
speed
Triple
Ergonomics driver 40 26th 29 26th 28 30th 27 30th
Ergonomics pillion 20th 3 6th 11 7th 8th 6th 8th
Windbreak 20th 3 1 0 1 1 1 3
view 20th 11 11 12th 13 11 10 13
light 20th 14th 14th 14th 9 14th 12th 14th
Furnishing 30th 19th 21st 21st 15th 27 17th 14th
Handling / maintenance 30th 17th 17th 17th 17th 19th 17th 16
Luggage storage 10 0 1 2 1 1 1 1
Payload 10 5 7th 3 4th 6th 3 5
Range 30th 15th 17th 22nd 19th 17th 18th 19th
processing 20th 15th 16 13 14th 16 17th 15th
total 250 128 140 141 128 150 129 138

Everyday life is undoubtedly not one of the strengths of naked bikes. Nevertheless, the KTM 1290 Super Duke R and the Triumph Speed ​​Triple stand out from the septet with open knee angles and a relaxed seating position. But: Basically, the high handlebars and wide benches make the sitting posture comfortable, at least for the driver on all machines. The Ducati Monster 1200 S also benefits from its frugal drinking habits (4.9 l / 100 km) in terms of range, while the Aprilia Tuono V4 R (6.7 l / 100 km) is punished. The MV Agusta Brutale 1090 RR is rewarded for the attention to detail such as the foldable handlebar or axle mounts.

Winner everyday life: KTM 1290 Super Duke R

security


Maximum
score
 
Aprilia
Tuono 
V4 R 
BMW
S 1000 
R.
Ducati
monster 
1200 p
Kawasaki 
Z 1000
SE
KTM 1290 
Super
Duke R
MV Agusta 
Brutal
1090RR
triumph
speed
Triple
Braking effect 40 33 34 34 33 33 34 32
Brake metering 30th 25th 27 27 26th 26th 26th 24
Braking with a passenger / fading 20th 9 10 12th 14th 11 11 15th
Righting moment when braking 10 8th 8th 6th 6th 8th 7th 7th
ABS function 20th 15th 16 15th 14th 16 14th 15th
Handlebar slapping 20th 15th 15th 13 11 15th 11 13
Ground clearance 10 6th 6th 6th 7th 7th 7th 7th
total 150 111 116 113 111 116 110 113

The high-quality braking systems of the naked bikes justify the high level in this category. With the BMW S 1000 R, the Ducati Monster 1200 S and the MV Agusta Brutale 1090 RR, three candidates share the best braking effect. The rest of the squad, however, also delay at a high level. Exception: the Triumph Speed ​​Triple’s brakes, which are relatively blunt in this environment.

Safety winner: BMW S 1000 R / KTM 1290 Super Duke R

costs


Maximum
score
 
Aprilia
Tuono 
V4 R 
BMW
S 1000 
R.
Ducati
monster 
1200 p
Kawasaki 
Z 1000
SE
KTM 1290 
Super
Duke R
MV Agusta 
Brutal
1090RR
triumph
speed
Triple
guarantee 30th 17th 17th 17th 15th 17th 15th 20th
Consumption (country road) 30th 11 15th 20th 18th 14th 8th 17th
Inspection costs 20th 8th 16 20th 10 19th 9 16
Inspection costs 20th 5 6th 7th 7th 5 6th 7th
total 100 41 54 64 50 55 38 60

With a four-year guarantee, the Triumph Speed ​​Triple secures the full number of points. Ultimately, however, the low consumption and moderate inspection costs of the Ducati Monster 1200 S bring victory in this category.

Winner cost: Ducati Monster 1200 S

winner


Maximum
score
 
Aprilia
Tuono 
V4 R 
BMW
S 1000 
R.
Ducati
monster 
1200 p
Kawasaki 
Z 1000
SE
KTM 1290 
Super
Duke R
MV Agusta 
Brutal
1090RR
triumph
speed
Triple
Overall rating  1000 668 730 687 645 712 661 687
placement 5. 1. 3. 7th. 2. 6th. 3.
Price-performance note 

1.0

2.7 1.7 2.7 2.3 2.2 3.7 1.7

Two paths lead to the same goal. The Triumph Speed ​​Triple is ahead of the game thanks to the low tariff (12,490 euros), the BMW S 1000 R thanks to its qualities at a relatively moderate price (14,890 euros).

Winner price-performance ratio: BMW S 1000 R / Triumph Speed ​​Triple

MOTORCYCLE test results


Gargolov

The BMW S 100 R took first place. However, all seven bikes have earned the accolade.

1st place: BMW S 1000 R
A brilliantly tuned engine, precise steering chassis and a concentrated load of sensible electronics – the new power-naked bike from BMW is a perfect fit on the technical basis of the super sports car S 1000 RR. The result is impressive.

2nd place: KTM 1290 Super Duke
Best manners are hidden behind the radical visual appearance of the Super Duke. The KTM combines a dresser seating position and a homogeneous chassis with a powerful yet sophisticated V2 engine. respect.

3rd place: Ducati Monster 1200 S
The strongest monster that ever existed is divided. An impulsive and economical engine and sensitive suspension are convincing. But the stiff clutch and the rough engine in the lower rev range disturb the picture. The steering behavior, which is wobbly with the series tires, too.

3rd place: Triumph Speed ​​Triple
The classic in the power naked bike segment doesn’t show off with electronics or top performance. But the sleek, user-friendly three-cylinder engine is fascinating and definitely outweighs the small deficits in handling and dynamics.

5th place: Aprilia Tuono V4 R
Nowhere do the racing genes come through as in the Tuono. The handling is first class, the engine refreshingly explosive, electronic helpers and brakes are extremely effective. But the seating position is demanding and the engine needs speed.

6th place: MV Agusta Brutale 1090 RR
It’s handy, comfortable and strong. In addition, the MV inspires all those who love wonderful details and classic shapes. When it comes to assistance systems, however, the competition is one step ahead. Likewise with consumption.

7th place: Kawasaki Z 1000 Special Edition
The Z 1000 takes a purist approach to naked bikes. The elastic motor shines even without electronic upgrading, the short gear ratio is ideal, at least on country roads. But the handling suffers from an inept tire choice.

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