Menus
- Angle until you drop
- Ducati Monster 1200 R unfortunately without a gearshift
- Tuono consumes 8.8 liters per 100 kilometers
- High wear on the front tire
- Like a hyena in a feeding frenzy
- Tuono allows rollover backwards
- Conclusion
- Technical specifications
- Ducati Monster 1200 R
- KTM 1290 Super Duke R.
Bilski
22nd photos
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These three power nakeds compete against each other in a comparison test …
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The steering damper is now standard. The adjustable part has the sometimes somewhat restless front under control.
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Rather unusual: Ducati deviates from the usual air pressure recommendations (front 2.5 bar, rear 2.9 bar) and advocates significantly lower pressures.
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Just wonderful, how hard the Ducati-V2 already starts in the speed basement.
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Angle down to the point – wonderful with this trio!
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The huge 1301 cubic twin of the KTM catapults the load off the spot so much that the synapses dance in circles every time.
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Like the Aprilia, the KTM also shows the engine speed in analogue – perfect! The “Favorites” feature allows you to freely compile your favorite information. Basically, the cockpit provides extensive information.
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Make something really good: LED lights in tube design.
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A weak point of the Super Duke is its only average responsive spring elements.
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Your stoppers bite like a hyena in a feeding frenzy, can be perfectly dosed, are extremely transparent and indomitable.
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As with the Monster S, Swedish goods are also used in the “R”. The fork and strut work very well.
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A few hours earlier, we picked up Ducati’s latest naked weapon, the Monster 1200 R, straight from the Italian factory and packed it into the transporter.
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The Aprilia Tuono V4 1000 RR, …
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The Ducati Monster 1200 R, …
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And the KTM 1290 Super Duke R..
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First, we take a closer look at the Aprilia Tuono V4 1100 RR.
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Complete cockpit that is easy to read thanks to the analog rev counter. On the left switch unit the button for the menu, with the starter button you can change the driving modes while the engine is running.
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Okay for normal use, but too little bite for sporty driving: Tuono brake.
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Only the Aprilia has in the test trio: standard gearshift for smooth and brisk gear changes.
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Aprilia Tuono V4 1100 RR.
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We burn along the Italian coast with plenty of speed.
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Small stunt performances put you in a great mood and create a great atmosphere for the audience.
Aprilia Tuono V4 1100 RR, Ducati Monster 1200 R and KTM 1290 Super Duke R in the test
Angle until you drop
Content of
So far, Ducati’s hottest variant of the Monster has only appeared as a soloist. But now the 1200 R is attacking two of the most powerful power-naked bikes in the solar system. A fight at eye level?
We are burning along the Italian coast with plenty of speed. On the left the Mediterranean shimmers in a deep blue, on the right the massive foothills of the Ligurian Alps rise up, gently sloping into the rocky coastal landscape. In between, the “Autostrada dei Fiori” with its numerous tunnels that runs between Genoa and the French border artfully meanders. The trip takes us straight to our winter quarters near Toulon in southern France. A few hours earlier we picked up the Ducati Monster 1200 R straight from the Italian factory and packed it into the van. Now there is no time to waste, Aprilias scratching impatiently Tuono V4 1100 RR and the KTM 1290 Super Duke R with their hooves.
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Aprilia Tuono V4 1100 RR, Ducati Monster 1200 R and KTM 1290 Super Duke R in the test
Angle until you drop
Upgrade Monster 1200 R: enlarged, now oval throttle valves, increased compression, thicker manifold pipes. According to the manufacturer, an increase in performance from seven to 152 hp. Our test bench certifies the Duc 149 hp. After all, the horses are already running according to the Euro 4 standard. The measured 172 hp of the Aprilia Tuono V4 1100 RR and the 168 of the KTM 1290 Super Duke R are based on the previous Euro 3 standard, which will expire at the end of this year. Will both of them deliver their power unchanged in 2017? We’ll sort that out when the time comes. In the here and now we chase the trio through the winding back country of Provence.
Ducati Monster 1200 R unfortunately without a gearshift
It is simply wonderful how hard the V2 of the Ducati Monster 1200 R starts in the speed basement. The drive jerks and hacks as usual until just before 3000 rpm. But then it runs incredibly smoothly – running culture at it’s best. The load marches up to the 6500 mark as if it had received a powerful kick in the rear. Then the twin allows itself a little breather to finally start up to around 9000 tours. Only now does the thrust noticeably decrease, high time to shift gears. As usual, the gears of the unchanged transmission can be changed with a bit of a hitch – a shame. The Italians could have done a lot with that. Especially since the Monster R has to get along without an automatic switch, which basically makes the stitching more smooth. Anyone who neglects to load through must even expect an idling between fourth and fifth gear. But that’s just a small spot on an otherwise immaculate white vest of the V2. Because the bottom line is that he is an extremely lively, powerful and cultivated fellow who does not need to hide from the stronger competitors.
Nevertheless, the two competitors tear noticeably stronger, which increases the experience value even more. Above all, the huge 1301 cubic twin of the KTM 1290 Super Duke R catapults the load so much that the synapses dance in circles every time. In addition, the V2 stomps powerfully, but cultivated in time.
Tuono consumes 8.8 liters per 100 kilometers
The Aprilia Tuono V4 1100 RR of the Tuono also fires off in a similarly stormy manner as the drive from Austria. The 1100 needs slightly higher speeds for this. But then Aprilia, with its crisp, short translation, knows no stopping and shoots its pilot straight into orbit. The catch: The Italian thunders unduly loudly from her exhaust, which is really annoying without hearing protection. Less would clearly be more here. The same applies to fuel consumption. The Tuono treats itself to a whopping 8.8 liters per 100 kilometers. For comparison: The Ducati and the KTM content themselves with 7.4 liters when driving country roads. Nevertheless, we cannot escape the fascination of the unique Aprilia drive. Especially since it is the only one of the trio to offer an automatic gearshift that enables ultra-fast and precise gear changes.
In addition to the engine, Bologna also worked hard on the chassis of the monsters. In order to increase the lean angle and thus prevent the lower manifold pipe from touching down, the developers raised the bike’s level by 15 millimeters using longer spring elements. This measure also promotes handling. At the same time, Ducati reduced the caster by four to 89 mm, which in principle also makes a machine more manageable. In addition, the Italians donated the Ducati Monster 1200 R forged wheels in Panigale design including the fat 200 rubber from the superbike.
It’s just great how neutral and willing the Ducati Monster 1200 R is. No life of its own, no stubborn turning behavior, nothing. Only unconditional circles on the desired line – bravo! And even with wild hammering on the country road, nothing sticks out – mission accomplished. The pilot is also supported by the seating position, which clearly distinguishes the current monster models from their ancestors. We remember: With them, the driver had to stretch far over the long tank to the handlebars. That was over since 2014. With the exception of the handlebar, which is slightly too low, the seating position has been perfect since then. In addition, the new double-pipe muffler offers a little more space for the right boot. However, the manifold cover now touches the right leg – the fat pipes say hello. In addition, the design of the muffler, which had grown in volume by two liters, had to endure some scolding: too fat, too long, too massive. In order to save his honor, it should be said that the styling, which initially took some getting used to, now hardly attracts any negative attention.
High wear on the front tire
What is striking, however, is the high level of wear on the front tire (Pirelli Diablo Supercorsa SP). After just under 1000 kilometers with the Ducati Monster 1200 R, it shows clear signs of use in the middle of the tread. This is unusual, because until recently, the front skin shone with high mileage. We’ll stay tuned and report back at the earliest opportunity.
Today we are delighted once more with the great precision with which the Aprilia Tuono V4 1100 RR cuts into corners. In combination with the light-footed handling and the fantastic feedback, the pilot burns with absolute precision in and around the arches – great cinema! Even deep and powerful braking is possible with the Aprilia. At most the RSV4 superbike, from which the Tuono is derived, or the Ducati’s 1299 Panigale have similar characteristics. In addition, the fork is particularly responsive and can also handle rough hits. On the chassis of the Tuono there are only complaints about the somewhat weak brakes. If you want to destroy high speeds quickly, you have to grab like the proverbial blacksmith.
Like a hyena in a feeding frenzy
The KTM 1290 Super Duke R can do that much better. Your stoppers bite like a hyena in a feeding frenzy, can be perfectly dosed, are extremely transparent and indomitable. At this presentation, even the great monoblocks of the Ducati Monster 1200 R are amazed. Unfortunately, things look different when it comes to the response of the suspension elements and feedback. Once again, the fork and shock absorber of the KTM trample over bumps insensitively – almost a tradition with the in-house suspension elements from WP Suspension. The necessary feedback, especially from the front, is missing in the cheerful curve halali. To make matters worse, the series tires (Dunlop Sportsmart 2) require a certain temperature, which they can hardly build up on cool and wet days. Once warmed up, they also lock a little against bending on the brakes. On the other hand, the upright sitting position with a relaxed knee angle, high and wide handlebars and the ideal distance to the pilot puts you in a good mood.
The driver assistance systems of the Ducati Monster 1200 R are also a lot of fun. Everything that modern electronics can provide is on board: three preset driving modes, three-way motor mapping (low, medium, high), three-stage and switchable ABS, eight-stage traction control (DTC). All features can be combined as required in the individual driving modes – Sport, Touring and Urban. We recommend the “high” mapping for brisk locomotion. It implements the gas commands nicely and directly without changing the load too hard. On “medium” the load marches a little more cautiously through the rev range, but delivers the same top performance. From our point of view, “Low” offers too little punch. If you activate this mode permanently, you don’t need a 1200, that’s that!
Advanced users put the Ducati ABS on the sharpest level (one) and the TC on three. More cautious natures slowly approach their personal feel-good attitude from positions that were previously regulated. Both assistants work very sensitively, reliably and noticeably change their control behavior depending on the set position. But be careful: although ABS intervenes early on the most conservative level (three), it sometimes allows stoppies with the Ducati Monster 1200 R..
Tuono allows rollover backwards
The Tuono ABS works in a similar way. The same applies here: absolute foolproof safety is excluded in all driving situations. The other electronic helpers work very sensitively and reliably. Our recommendation: Mode “S” (Sport), ABS in position one, traction control in level three. In addition, the Aprilia Tuono V4 1100 RR offers a three-stage Wheelie Control (AWC). Anyone who can deal with a rising front deactivates this feature. Because in the pig gallop it slows down the forward thrust, although the front wheel often still sticks to the ground. Nevertheless, the system allows the rollover to the rear. Especially when hot spurs in the lower corridors brutally tear open the gas.
And the KTM 1290 Super Duke R? The two-stage ABS, which can also be switched off, does its job very well and keeps the rear wheel on the ground much more reliably than the competition. The situation is different with traction control. The conservatively coordinated system does not offer any different setting options and intervenes early and comparatively roughly. On top of that, it doesn’t allow wheelies – a real sin with such a vehicle.
Is the Ducati Monster 1200 R now fighting at eye level? Without any doubt! It only has to admit defeat to the sporty Aprilia Tuono V4 1100 RR, the KTM 1290 Super Duke R even keeps it in check. Successful debut. Definitely!
Conclusion
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The sporty Aprilia Tuono V4 1100 RR is only just beaten by the new Ducati 1200 R, and the KTM 1290 Super Duke R even keeps it in check.
1. Aprilia Tuono V4 1100 RR: What the Aprilia can do is simply breathtaking. Ingenious chassis, killer drive, amazing experience factor: there is no way around the Italian for sporty attack. Only the comparatively weak brakes, the high fuel consumption and the volume level are annoying.
2. Ducati Monster 1200 R: The monsters are pleasing with their unproblematic driving behavior, they don’t know diva-typical bitches. Nevertheless, it is not a soft-washed everyday bike, but a real Ducati with a strong character. The engine already delivers a lot of punch in the lower speed range and runs wonderfully smoothly. That too makes the Duc a first-rate giver of joy. However, the Italians pay dearly at over 18,000 euros.
3. KTM 1290 Super Duke R: When it appeared about two years ago, the Austrian ironed the competition at will. At least now that’s history. Stucco chassis, non-transparent feedback and outdated electronics throw them back. As before, however, the Oberhammer is the engine. For that reason alone, the KTM is worth a sin.
Technical specifications
22nd photos
Pictures: Aprilia Tuono V4 1100 RR, Ducati Monster 1200 R and KTM 1290 Super Duke R in the test
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Aprilia Tuono V4 1100 RR
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Ingenious chassis, killer drive, amazing experience factor: Aprilia Tuono V4 1100 RR.
drive
Four-cylinder 65-degree V-engine, four valves / cylinder, 129.0 kW (175 PS) at 11000 / min *, 121 Nm at 9000 / min *, 1077 cm³, bore / stroke: 81.0 / 52, 3 mm, compression ratio: 13.0: 1, ignition / injection system, 48 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control
chassis & Brakes
Light alloy bridge frame, steering head angle: 63.0 degrees, caster: 107 mm, wheelbase: 1445 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 111/132 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Pirelli Diablo Rosso Corsa, 320 mm Double disc brake with four-piston fixed calipers attached radially at the front, 220 mm single disc with two-piston floating caliper at the rear, ABS
performance
Max. Rear wheel power ** 120.6 kW (164 PS) at 227 km / h
Acceleration** 0-100 km / h: 3.2 s; 0-150 km / h: 5.3 s; 0-200 km / h: 8.3 s
Draft** 50-100 km / h: 4.1 s; 100–150 km / h: 3.6 s
Top speed * 255 km / h
measurements and weight Length / width / height: 2060/920/1210 mm, seat / handlebar height: 825/990 mm, handlebar width: 740 mm, 214 kg fully fueled, v./h .: 49.1 / 50.9%consumption Fuel type: Super unleaded. Average test consumption: 8.8 liters / 100 km, tank capacity 18.5 liters, range: 210 km
Set up
Setup fork stat.neg. Spring travel: 26 mm, compression: 8 K open, rebound: 10 K open, level: standard
Setup shock absorber stat.neg. Spring travel: 15 mm, compression: 1.5 U open, rebound: 1 K open, level: standard
Base price 16,490 euros (including ancillary costs)
all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks
* Manufacturer information ** PS measurement
Ducati Monster 1200 R
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The Ducati Monster 1200 R pleases with its unproblematic driving behavior, it does not know the typical diva fuss.
drive
Two-cylinder 90-degree V-engine, four valves / cylinder, 112 kW (152 HP) at 9250 / min *, 131 Nm at 7750 / min *, 1198 cm³, bore / stroke: 106.0 / 67.9 mm , Compression ratio: 13.0: 1, ignition / injection system, 56 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control
chassis & Brakes
Steel tubular space frame, steering head angle: 65.7 degrees, caster: 89 mm, wheelbase: 1509 mm, upside-down fork, Ø fork inner tube: 48 mm, adjustable in spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 130/159 mm, forged alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 200/55 ZR 17, first tires: Pirelli Diablo Supercorsa SP, 330 mm Double disc brake with radially attached four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed caliper at the rear, ABS
performance
Max. Rear wheel power ** 101 kW (137 PS) at 243 km / h
Acceleration** 0-100 km / h: 3.2 s; 0-150 km / h: 5.4 s; 0-200 km / h: 9.0 s
Draft** 50-100 km / h: 4.4 s; 100–150 km / h: 4.1 s
Top speed * 255 km / h
measurements and weight Length / width / height: 2160/895/1195 mm, seat / handlebar height: 825/1025 mm, handlebar width: 770 mm, 211 kg fully fueled, v./h .: 49.3 / 50.7%
consumption Fuel type: Super unleaded. Average test consumption: 7.4 liters / 100 km, tank capacity 17.5 liters, range:
236 km
Set up
Setup fork stat.neg. Spring travel: 40 mm, compression: 10 K open, rebound: 12 K open, level: standard
Setup shock absorber stat.neg. Spring travel: 18 mm, compression: 14 K open, rebound: 15 K open, level: standard
Base price 18,390 euros (plus additional costs)
all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks
* Manufacturer information ** PS measurement
KTM 1290 Super Duke R.
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Stucco chassis, non-transparent feedback and outdated electronics throw the KTM 1290 Super Duke R back in this test.
drive
Two-cylinder 75-degree V-engine, four valves / cylinder, 127 kW (173 PS) at 8870 / min *, 144 Nm at 6500 / min *, 1301 cm³, bore / stroke: 108.0 / 71.0 mm , Compression ratio: 13.2: 1, ignition / injection system, 56 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control
chassis & Brakes
Steel tubular space frame, steering head angle: 65.1 degrees, caster: 107 mm, wheelbase: 1482 mm, upside-down fork, Ø fork inner tube: 48 mm, adjustable in rebound and compression. Central spring strut without deflection, adjustable in spring base, rebound and compression. Spring travel front / rear: 120/156 mm, cast light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Dunlop Sportsmart 2, 320 mm double disc brakes with four-piston fixed calipers attached radially at the front, 240 mm single disc with two-piston fixed caliper at the rear, ABS
performance
Max. Rear wheel power ** 114.7 kW (156 PS) at 246 km / h
Acceleration** 0-100 km / h: 3.3 s; 0-150 km / h: 5.5 s; 0-200 km / h: 8.9 s
Draft** 50-100 km / h: 5.5 s; 100–150 km / h: 4.4 s
Top speed * 290 km / h
measurements and weight Length / width / height: 2140/900/1280 mm, seat / handlebar height: 830/1050 mm, handlebar width: 750 mm, 213 kg fully fueled, v./h .: 49.5 / 50.5%
consumption Fuel type: Super unleaded. Average test consumption: 7.4 liters / 100 km, tank capacity 18 liters, range: 243 km
Set up
Setup fork stat.neg. Spring travel: 25 mm (not adjustable), compression: 17 K open, rebound: 14 K open, level: standard
Setup shock absorber stat.neg. Spring travel: 24 mm, compression level high / low: fully open / 10 K open, rebound: 6 K open, level: standard
Base price 15,895 euros (plus additional costs)
all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks
* Manufacturer information ** PS measurement
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