Aprilia Tuono V4 R against Triumph Speed ​​Triple R on the track

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Aprilia Tuono V4 R against Triumph Speed ​​Triple R on the track

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

Naked bikes on the racetrack

Content of

When the big naked Aprilia and Triumph open their throttles fully, the signs point to a storm. PS let the Tuono V4 R and the Speed ​​Triple R off the leash on the racetrack.

On the racetrack with naked bikes? Yes! Because Aprilia Tuono V4 R APRC and Triumph Speed ​​Triple R are built for it like no other. You cannot deny their origin, they come from the class of stripped super athletes. Both burners are creatures of the god of thunder, who combines the best of three worlds, namely powerful engines, sporty chassis and the upright sitting position.

While the Aprilia comes along as a true and pure derivative of an RSV4 R, i.e. is actually a superbike reduced to a naked bike, the no less active -Triumph Speed ​​Triple is currently missing the -direct sports counterpart. However, as early as the early nineties, Triumph understood that naked motorcycles not only have to have tourist talent, and in 1994 launched the first Speed ​​Triple as a naked version of the fully faired Daytona 900 – with great success. In 2012 there are even two Speedy variants to choose from. The standard version and a tightened “R” version that is at the start here in Hockenheim. The “R” is ennobled with accessories suitable for the race track, such as the Ohlins chassis, forged PVM wheels and all sorts of carbon trim. The surcharge for this (both models with ABS) is 3300 euros.

theory

At least according to the numbers, the Triumph here at the Hockenheim Motodrom has little chance against the Aprilia. The Italian is nine kilograms lighter, 28 hp stronger and accelerates up to 200 km / h by 1.8 seconds. Only when it comes to pulling through in the last gear is the British one ahead. In this rating, which is unimportant on the racetrack, the Tuono gives it four tenths of a second. Because of this, the battle is already lost before the start?

B.If you look at the who’s who of the components on the Triumph and compare it with those of the Aprilia, hope sprouts: the finest Brembo monoblock brake calipers including Nissin ABS compete against inexpensive mid-range Brembos without ABS – the Ohlins TTX The shock absorber has to do with a Sachs damper, and the lightweight PVMs contrast with normal cast aluminum wheels. So it could work after all. After all, this David won against some Goliath at the time. On the other hand, the Aprilia is well equipped electronically: APRC stands for automatic gearshift, three selectable mappings of the injection system, an eight-stage, efficient traction control, launch control and wheelie control. If the only thing missing is ABS, the Tuono would be even better equipped than the superbike BMW S 1000 RR, which is currently dominating the market.

practice

Up on the Brit and out on the track. After just a few laps, you get a good feeling for the bike and you find a good rhythm. Pull, pull, pull !!! Times tumble, problems begin. Despite the shift light that starts to glow and flicker in time, you are often stuck in the rev limiter. Because of the linear power development, one does not want to believe that the speed limit has already been reached. And why is the transmission so difficult to shift? Switching operations cost time and energy. If the Ohlins strut braces itself bravely against the acceleration forces, the fork will bend hopelessly with every hard braking. And life at the end stop is an uncomfortable one, because every bump carries the risk of overbraking. This is where the Nissin ABS comes into play: It regulates like crazy – and above all unpredictably! Crime scene hairpin: At the end of the Parabolika you fly full sails towards a braking zone littered with bumps. From the braking point you are only a passenger on this surface with the stoppers fully pulled. The ABS releases when it wants, then pinches again as much as possible, only to release again shortly afterwards. Sometimes the lever hardens without the desired braking effect being achieved, sometimes the braking power increases without the lever being pulled harder. In short: it is unpredictable, so the braking distance and turning point cannot be calculated. On the race, the ABS of Triumph has to be switched off, which is thankfully possible. Now you get that good braking feeling that you expect from these Brembos. Unfortunately, the fork is still overwhelmed. Adjustments in the compression damping have little effect, as the adjustment range is only minimal despite many clicks. The shock absorber does not respond perfectly to changes in damping either. If the pressure damping is fully open and turned up to ten clicks, the shock absorber behaves as it should and builds up pressure damping. From click ten to twenty, the compression damping hardly increases, but it also slows down the rebound movement. It can’t be that extreme. As soon as the dampers cry out for a new set-up, the pilot joins in. Because the handling of the Triumph is quite sluggish. You can tell the age of the motorcycle, especially when changing direction quickly. The entire vehicle has to be laid “around the engine” from one side to the other. The treble is too heavy, not compact enough and therefore stands in the way of jagged handling – even light bikes don’t help much. In contrast, the ground clearance and ergonomics of the Speedy are convincing. Comfortable and with your hands relaxed on the wide handlebars when accelerating, you can break the two-minute sound barrier with it after just a few laps.

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

With similar initial tires (Triumph: Pirelli Diablo Supercorsa SP, Aprilia: Metzeler Racetec K3), the Tuono is already under two minutes on the third lap. The Tuono recorded 1: 57.6 minutes as the best time without really chasing times, which is 1.6 seconds faster than the Speedy in its fastest lap. Why this is so is quickly explained. Everything on the Aprilia works by itself. The brake brakes as required by the pilot, the V4 always delivers exactly the required amount of power, the motorcycle literally sticks on the targeted line, and changes of direction are almost effortless. Of course, the damping also had to be adjusted on the Tuono, but this is done in an exemplary manner and with enough reserves for even faster laps. Add to this the facts already mentioned, such as maximum performance and weight, and the Speed ​​Triple R has no chance.

Is that why driving the Aprilia on the racetrack is more strenuous? After all, more power and higher performance demand more from the driver. And does a Speed ​​Triple R belong on the circuit at all?
The answers are no and yes. No, the Aprilia asks its pilot no more than the Triumph. On the Tuono, everything is more transparent and understandable, which relieves the pilot. It is the bike of choice when it comes to terrifying burning orgies on the country road and frequent visits to racing training.

And yes, a Speed ​​Triple R can be driven on the racetrack. However, only with the ABS switched off. But if you want to go on a lap with it more often, you should definitely have the chassis revised, as it is not convincing in series production. Visually, the Speedy is awesome. Regardless of whether it is the successful combination of paint and carbon or the high-gloss painted PVM wheels. She is just an eye catcher. When both Sturm brothers stand next to each other, the Englishwoman always attracts attention. And that makes you quickly forget the worse lap times. At the latest when the triplet is ignited, the sun is shining again. Nothing gets under your skin faster than this growl. The Aprilia takes note of this with a shrug of the shoulders, turns towards the track and goes on the hunt for times again.

PS rating / judgment

Aprilia Tuono V4 R and Triumph Speed ​​Triple R on the rear wheel.

Max points Aprilia triumph
drive
acceleration 10 8th 7th
Draft 10 6th 7th
Power delivery 10 8th 8th
Responsiveness 10 9 8th
Load change reaction 10 8th 6th
Running culture 10 8th 9
Gear actuation 10 8th 4th
Gear ratio 10 9 9
Clutch function 10 9 7th
Traction control 10 10 –
Subtotal 100 83 65
landing gear
Driving stability 10 8th 8th
Handiness 10 8th 6th
Cornering stability 10 9 8th
feedback 10 9 8th
Suspension tuning in front 10 8th 7th
Chassis set-up at the rear 10 8th 6th
Braking effect 10 9 7th
Brake metering 10 9 6th
Righting moment when braking 10 9 9
ABS function 10 – 3
Subtotal 100 77 68
Everyday life and driving fun 10 8th 8th
Sitting position
Windbreak 10 3 3
Furnishing 10 8th 7th
consumption 10 – –
Driving fun 10 10 7th
Subtotal 50 29 25th
Total 250 189 158
placement 1. 2.

PS judgment

Aprilia Tuono V4 R APRC
What a weapon! The Tuono can really convince on the race. It’s handy, quick and precise. Just an RSV4 R without a fairing. And the electronics do not slow down, but provide efficient assistance.

Triumph Speed ​​-Triple R
Ouch! The Speedy embodies more racing than it delivers. Above all, it lacks fine-tuning.

Technical specifications

Aprilia Tuono V4 R.

Aprilia Tuono V4 R APRC

drive 
Four-cylinder 65-degree V-engine, four valves / cylinder, 123 kW (167 PS) at 11,500 rpm *, 112 Nm at 9500 rpm *, 1000 cm³, bore / stroke: 78.0 / 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

landing gear 
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: 120/130 mm

Wheels and brakes 
Light alloy cast wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Metzeler Racetec K3 Interact, 320 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 -mm single disc with two-piston fixed caliper at the rear

measurements and weight 
Length / width / height: 2060/940/1170 mm *, seat / handlebar height: 820/980 mm, handlebar width: 750 mm, 212 kg with a full tank, v./h .: 50.5 / 49.5%

Rear wheel power in last gear 
116 kW (158 PS) at 253 km / h

consumption 
Fuel type: Super unleaded. Average test consumption: not measured, tank capacity 17.0 liters

price 
15 190 euros (plus ancillary costs)

Triumph Speed ​​Triple R..

Triumph Speed ​​Triple R.

drive 
Three-cylinder in-line engine, four valves / cylinder, 99 kW (135 PS) at 9400 / min *, 111 Nm at 7750 / min *, 1050 cm³, bore / stroke: 79.0 / 71.4 mm, compression ratio: 12 , 0: 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, chain

landing gear 
Light alloy bridge frame, steering head angle: 67.2 degrees, caster: 91 mm, wheelbase: 1435 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm

Wheels and brakes 
Forged 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 Supercorsa SP, 320 mm double disc brakes with radially screwed four-piston fixed calipers at the front , 255 mm single disc with two-piston floating caliper at the rear, ABS

measurements and weight 
Length / width / height: 2150/880/1230 mm *, seat / handlebar height: 830/1015 mm, handlebar width: 735 mm, 221 kg fully fueled, v./h .: 50.0 / 50.0%

Rear wheel power in last gear
92 kW (125 PS) at 222 km / h

consumption 
Fuel type: Super unleaded. Average test consumption: not measured, tank content 17.5 liters

price 
15 637 Euro (plus ancillary costs)

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