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• 7 bikes, 1124 hp, no common sense
• The comfort queen – Yamaha MT-10 SP
• The balanced one – Triumph Speed ​​Triple RS
• The thunder bolt – Aprilia Tuono V4 1100 Factory
• The dynamic one – BMW S 1000 R
• The magician – Ducati Monster 1200 R
• The Ballermann – KTM 1290 Super Duke R
• Conclusion

44 photos

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Aprilia Tuono V4 1100 Factory, BMW S 1000 R, Ducati Monster 1200 R, Honda CB 1000 R, KTM 1290 Super Duke R, Triumph Speed ​​Triple RS and Yamaha MT-10 SP in comparison test.

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Honda CB 1000 R.+.

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Acceleration values ​​measured by PS: 0-100 km / h: 3.4 s; 0-150 km / h: 5.8 s; 0-200 km / h: 10.1 s

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Controversial topic of design: license plate holder and muffler do not meet with unreserved approval.

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Darn technology: Directly hinged struts are difficult to tune. In addition to the Honda, this also applies to the KTM and Ducati.

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If the sun is unfavorable, the cockpit, which is attached at a flat angle, is dazzling. There is also a lack of contrast.

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“Tame because of it! The Honda can be wild too. What colleague Jo does with her is really unbelievable! ”Sven Loll, tester and photo driver

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Yamaha MT-10 SP.

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Acceleration values ​​measured by PS: 0-100 km / h: 3.2 s; 0-150 km / h: 5.5 s; 0-200 km / h: 8.7 s

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Unfortunately, the quickshifter only works when shifting up.

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The TFT display offers all sorts of setting options for the electronics and shows any information.

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The semi-active chassis offers two automatic modes and works great.

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“The crossplane engine really turns on. But the sitting position is too inactive “Peter Klein, ex-racer, tester, photo driver

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Triumph Speed ​​Triple RS .

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Acceleration values ​​measured by PS: 0-100 km / h: 3.4 s; 0-150 km / h: 5.7 s; 0-200 km / h: 9.3 s

Arturo Rivas

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Free choice: the richly equipped information center offers three different displays.

Arturo Rivas

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The fine Arrows pots are reserved for the RS version. They emit a sharp but unobtrusive hissing sound.

Arturo Rivas

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Eye-catcher: In addition to the Triumph, the Honda, KTM and Ducati also have a single-sided swing arm.

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“Only the hat is limp here! The speedy can do everything, does everything and looks great. Great fun-naked! ”Volkmar Jacob, author and tester

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Aprilia Tuono V4 1100 Factory.

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Acceleration values ​​measured by PS: 0-100 km / h: 3.2 s; 0-150 km / h: 5.2 s; 0-200 km / h: 8.1 s

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Only the Aprilia offers: lean angle and brake pressure display in the cockpit.

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This is where the music plays: The Tuono sounds indecently loud, less would clearly be more.

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Even the factory version only has cast wheels. Given their price, their forged material would look good.

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“The Aprilia is simply in its own class. Clearly my first choice for explosive gas trips ”Tobias Munchinger, test editor

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BMW S 1000 R..

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Acceleration values ​​measured by PS: 0-100 km / h: 3.3 s; 0-150 km / h: 5.3 s; 0-200 km / h: 8.3 s

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How then, round or square? In terms of design, the information center is a real hybrid.

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A spring travel sensor is located to the left of the expansion tank. Its information flows into the damping control.

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Signs and wonders are still happening at BMW: The chic and light Akrapovic muffler does not cost any extra!

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“Wouldn’t have thought that a chair from Munich could be moved so boldly. I’m going to get all red! ”Florian Kopp, temporary drifter

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Ducati Monster 1200 R.

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Acceleration values ​​measured by PS: 0-100 km / h: 3.2 s; 0-150 km / h: 5.4 s; 0-200 km / h: 9.0 s

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The adjustable steering damper keeps the front nice and quiet even on patchwork asphalt.

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Great brake with perfect controllability and a firm bite.

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The double pipes emit the finest blubber sound, with a resident-friendly volume. The shock absorber is directly hinged and is upside down in the rear.

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“The monsters can be friendly too. But if the flaps are on draft, there is fire in the hut “Stefan Gluck, man for everything

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KTM 1290 Super Duke R..

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Acceleration values ​​measured by PS: 0-100 km / h: 3.3 s; 0-150 km / h: 5.3 s; 0-200 km / h: 8.5 s

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The nasty shape of the double headlights should inspire respect even while standing.

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Like most modern cockpits, the KTM part only shows part of its information. Many more follow when you zap through the menu.

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Unfortunately, KTM tradition: The suspension elements could be much more sensitive.

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“Hand in greeting! Preferably without wheelie control. Then it will also work with the driving pleasure. ”Jo Bauer, professional stunt and tester

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Aprilia secured the victory. With the Tuono, everything from the engine to the chassis is just right.

7 power-naked bikes in the test

7 bikes, 1124 hp, no common sense

Content of

We are gathering 7 large naked bikes for testing. Together they come to a peculiar 1124 hp! Is that still reasonable? Of course not. But the fun is all the greater.

The test motorcycles for this naked bike test are lined up as follows: Honda CB 1000 R +, Yamaha MT-10 SP, Triumph Speed ​​Triple RS, Aprilia Tuono V4 1100 Factory, BMW S 1000 R., D.ucati Monster 1200 R and KTM 1290 Super Duke R.

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7 power-naked bikes in the test
7 bikes, 1124 hp, no common sense

The tame ones – Honda CB 1000 R+

No other machine in this comparison divides its viewer so clearly into two camps. Half swear by the design of the new Honda CB 1000 R, attesting to its extremely successful lines. Critics are bothered by the clumsy license plate holder, which the stylists mounted on the side of the single-sided swing arm to keep the rear as short as possible. But the rear, according to the complainers, as well as the muffler is much too lush. In addition, you are bothered by the angular tank. At most, the fine brushed aluminum covers are generally accepted. They are part of a comprehensive package of the Plus version, which costs an additional 1,500 euros in addition to the basic price of 12,985 euros.

Honda CB 1000 R.+.

Beyond subjective considerations, there are tangible technical facts. Let’s start with the engine: like its predecessor, it comes from the 2006 Fireblade. Extensive modifications, mainly to the cylinder head and the intake tract, should now give it 145 hp instead of the previous 125. Of course, our test bench only finds 139 ponies of them. Much more important, however, is the way in which the drive releases its punch. According to its own information, Honda constructed a small performance dent in the middle speed range, after which the engine should bite all the more exciting. But the shot backfires! Because it is precisely in this area that naked bike drivers miss that lard with which the load shoots out of the corners with taste and which makes seamless and safe overtaking possible. In addition, the party ends earlier than expected, because the drive does not work well above 10,000 rpm. There remains a narrow area in which the four-in-line of the Honda CB 1000 R performs properly – clearly too little in this high-class test field. After all, we like the automatic gearshift with blipper function (only plus version), changing gears is a favorite exercise.

Another concerns curve surfing. On level asphalt, the Bridgestone-tyred Honda CB 1000 R hunts absolutely neutrally and purposefully into the corners, that’s really fun! However, due to the lack of sufficient rebound damping, the rear sways slightly on undulating ground, resulting in slight unrest in the framework.

The bottom line is that the Honda leaves a divided impression: Well, engine, but cornering fun on flat asphalt is guaranteed.

The comfort queen – Yamaha MT-10 SP

In stark contrast to the drive of the Honda, the four-in-a-row of the Yamaha MT-10 exudes pure joie de vivre. Imitating a V4, the MT-10 roars greedily and inevitably casts a spell on pilots with its expressive beat. Gassing with the highest level of experience!

Yamaha MT-10 SP.

With measured 159 PS, the Yamaha MT-10 SP is in the middle of the field in terms of performance, and although it offers its power a little unevenly, you never miss punch anywhere. In addition, the MT-10 SP, like the assembled competitors, offers numerous electronic driver assistance systems. Unfortunately, unlike most European bikes, the ABS cannot be regulated on Japanese models. We are eagerly waiting for the first adjustable and disconnectable system from the Far East: Which manufacturer will start? Features such as traction control, throttle response and semi-active suspension, on the other hand, can be adjusted in many ways. The setup tips for all bikes can be found in the respective action photo. We have chosen the levels so that the systems intervene rather late. If you are still a little unsure, you should approach your individual wellbeing attitude with earlier regulating positions. In addition to the aforementioned assistance, the MT-10 also offers an automatic switch, unfortunately without a blipper.

The electronic chassis of the Yamaha MT-10 SP, on the other hand, is almost unlimited. The system works semi-actively in two of five modes (A1, A2), i.e. automatically regulates the damping of the fork and shock absorber depending on the driving situation. The Yam also offers specialists three manual modes (M1 to M3), which can be set at the push of a button in the generously equipped cockpit. The sitting position with the septet’s most open knee angle also offers a lot of comfort. The greatest distance between seat and handlebar height is also comfortable, but everything seems a bit inactive, with limited feedback from the front wheel. In addition, after the Aprilia Tuono, the Yamaha MT-10 SP draws the most fuel through the injectors.

From technology to optics: Everyone can make their own judgment about the pair of headlights, which apparently come from the Hollywood film “Transformer”. When it comes to driving characteristics, the testers only have one opinion: The Yamaha MT-10 SP is a real fun maker!

The balanced one – Triumph Speed ​​Triple RS

In the race with the competition, the old Speed ​​Triple looked outdated. Now it is back, lavishly modified on the engine side and optically finely retouched. The Triumph Speed ​​Triple RS, which is better equipped than the S model, competes in this test. It houses suspension elements from Ohlins instead of Showa, works with inertial sensors for better control of ABS (cornering function) and traction control. In addition to numerous carbon covers and the comfort seat, the British also donated a high-quality Brembo brake pump with leverage for adjusting individual dosage requirements, the additional “Track” driving mode and mufflers from Arrow.

Triumph Speed ​​Triple RS.

When it comes to styling, the Speedy has always stood out benevolently from the crowd. But the mirrors attached to the handlebars have also met with criticism. One tester also complained about the restricted freedom of movement of hands and arms. But as soon as the Triumph Speed ​​Triple RS starts rolling, all lamentation stops. The drive works incredibly smoothly, hardly changes the load, hangs perfectly on the gas, and if you give the 150 horses the spurs, the Hinckley lady storms up and away like an oiled lightning bolt – world class! They are accompanied by the typical sonorous Fauch sound that has always distinguished them. With the pleasant side effect that the triple no longer whimpers so pronounced at idle speed and in coasting mode.

The Triumph Speed ​​Triple RS also shines on the chassis side. Like Ducati’s Monster and Aprilia Tuono soled with fine Pirelli Supercorsa SP, it circles extremely precisely through the track. At the entrance to the bend, you only need a light pull on the handlebars. In this exercise, the Speed ​​Triple represents the middle field that is consistently curvy. Only two bikes turn greedily. Which? Later! Here and now we are happy about the appealing fork, which even irons roads from the Rubenacker brand. However, due to the lack of a steering damper, the Briton is sometimes clearly moving with the front. The shock absorber absorbs shocks properly, but cannot quite keep up with the fine working fork. Overall, the new Speedy pleases with its fine manners, which it combines with a good dose of sportiness.

The thunder bolt – Aprilia Tuono V4 1100 Factory

175 impetuous horses spread over four cylinders in V-shape, best superbike genes, 2017 test winner: who or what should stop the Aprilia Tuono V4 1100 Factory this year? Simply breathtaking, how accurate and stable it sticks in and around the arches, hits the imagined desired line with laser accuracy and reports precisely on the grip conditions at all times.

Aprilia Tuono V4 1100 Factory.

It owes this to its spring elements with a rather tight basic setup. Appropriately coordinated, the fork and shock absorber respond cleanly and master even bad terrain with ease. In addition, the Aprilia Tuono provides one of two bikes that sweep through the corners even more playfully than the rest of the test field, which is already first-class in this exercise. Pure sports balls! It is all the more surprising that the Tuono drives a (supposedly) fat 200 rear tire for a walk. Our caliper, however, attests that the slipper is only 191 millimeters wide. The same applies to the Ducati Monster 1200 R with identical tires. Strangely enough, the Pirellis measure a few millimeters less than the 190s of the competition. Typically Italy: exuberant optimism paired with a good portion of shrewdness!

However, our test machine delivers the promised performance with precision. Thanks to the almost linear power output in combination with the crisp, short gear ratio, the Aprilia Tuono chases around like a fury. Throttle to the stop and bye! The best acceleration and second best torque values ​​underline the subjective driving experience. The Aprilia is also popular with its extensive electronic driving aids. The only exception: the Wheelie Control (AWC). Although the system effectively catches a gently rising front wheel, none of the three levels reacts quickly enough to a suddenly rising front.

Since we’re grumbling: When the exhaust flaps are on draft, the Tuono cracks loudly like a nearby heat thunderstorm in midsummer – less would definitely be more. Except for the high consumption mentioned above, these two points are its only weak points. With this she is once again targeting test victory. With success?

The dynamic one – BMW S 1000 R

No more contemplative Bavaria: thanks to its forged wheels (extra charge), the BMW S 1000 R arrows even more greedily through the arches than the Aprilia. At 207 kilos, the lightest in the test, it immediately follows the jagged steering commands of its pilot and wags through the thicket of bends, never to be seen again.

BMW S 1000 R..

It doesn’t even roll on the most modern tire material, it burns off its fireworks with the Bridgestone S20 Evo, the predecessor of the hyper sports car S21. When handling a blink of an eye in front of the Tuono, the BMW S 1000 R does not quite achieve its incredible precision. The same applies to feedback. The bike from Noale reports the road conditions a little more clearly than the Bavarian. This is partly due to their spring elements, which respond a little less sensitive and are in the midfield in this criterion. After all, the chassis works semi-actively. Set the DDC (Dynamic Damping Control) to “Road”, the rest is done by the sophisticated system. Before you get the wrong picture: The S 1000 R is an ingenious curve artist and only has to admit defeat to the Aprilia at Halali. The changing free travel of the brake raises questions at best. Sometimes the pilot has to stretch his hand far forward to grab the lever, sometimes the pressure point moves strongly towards the handlebars. The pliers bite into the panes very hard at any time.

The engine also delivers sheer dynamism. Lively 165 hp paired with the ultra-short gear ratio shoot the BMW into orbit. The best pulling power and the second best acceleration speak for themselves. The naked bike accelerates pleasantly smoothly and yet spontaneously, converting the turning movements of the right hand into juicy propulsion. Always accompanied by the snotty-cheeky sound, which sounds surprisingly penetrating when the exhaust flaps are open. Initiated by the finely dosed injection quantity, a casual babble creeps into the auricles in push mode. If you want to give free rein to your playful instinct, you will also be delighted with the “Dynamic” and “Dynamic Pro” driving modes (subject to a surcharge), in which the driving assistants allow for show-worthy performances!

The magician – Ducati Monster 1200 R

Bikes from Bologna are generally considered classy, ​​sporty, and sometimes magical. A good example of this is the Ducati Monster 1200 R, the top offshoot of this series. The Ducati has been roaming the area since 2016. With certified 149 hp, it ranks just behind the Triumph in terms of performance, but still clearly ahead of the Honda.

Ducati Monster 1200 R.

But thanks to its powerful displacement of 1198 cubic meters and the comparatively short gear ratio, at least in the first two gears, it is on par with the much more powerful Aprila and BMW bikes. In higher speed levels, however, the competition cuts it back to normal. The question of whether it makes sense must be allowed to translate the naked in sixth gear to a violent 285 km / h and in fifth to over 260 things. Nevertheless, the V2 of the Ducati Monster 1200 offers a high entertainment value with its rich and at the same time extremely cultivated punch. A beat that gets under your skin and yet is pleasantly restrained in terms of the noise level. The numerous adjustable driving aids, which only lack a wheelie control, are also pleasing. We also miss a quickshifter that would certainly smooth the shifting processes of the hooked transmission a bit. Retrofitting is unfortunately impossible. Nonetheless, Ducati did a lot right with this V2.

This also applies to the sensationally adjustable and powerfully gripping stoppers. A real dream to drop the anchor with pinpoint accuracy every time! Fork and shock absorber do their job properly, although the monoshock should be a bit more sensitive. Attached directly to the swing arm, the rear section lacks a deflection, which would allow more design freedom when tuning. A technical feature that the Ducati Monster 1200 shares with the Honda CB 1000 R and the KTM 1290 Super Duke R. To do this, the monster often needs fine steering corrections in order to stay on course, despite the excellent standard tires. Possibly also a consequence of the wide handlebars, which are mounted far forward, but which are also quite high and therefore only allow little pressure on the front wheel. Of course, this does not change the luminosity of the monsters. That too is really magical.

The Ballermann – KTM 1290 Super Duke R

With a massive 177 PS and a mighty 139 Nm (both measured) the KTM 1290 Super Duke R stomps the opponents into the ground. Your 1301-cubic-V2 drives the load so vehemently that you spit away every time you pull the throttle. The Austrian only releases the exact punch that the pilot calls for, nasty surprises are nil.

KTM 1290 Super Duke R..

In addition, the 1290 Super Duke R gently accelerates, impresses with high elasticity and runs surprisingly cultivated. Only from medium to high speeds does the drive produce powerful shocks, but these never have a disruptive effect and only express the huge potential of the V2. The gearbox is still geared a little too long, but in sixth gear. In addition, the switching paths are quite long. Overall, however, the engine is a real killer and one of the most fascinating on the planet.

As part of the extensive model update for 2017, KTM packed additional electronics into the bike. The catch: the features that are interesting for sporty drivers cost almost 900 euros extra. If you bite into the sour surcharge, you get a multiple adjustable traction control (also adjustable while driving), can deactivate the sometimes annoying, because inconsistently regulating wheelie control, and the quickshifter also works when downshifting. One of the packages also includes a launch control for racing starts, but this should only be of interest to racers. Overall, however, the driver assistance systems provide a convincing performance and are rated “recommended”. So everything is fine with the motor and electronics. But what about the chassis??

Although this has also been revised, the fork and shock absorber are still quite bumpy – the competitors do that in some cases significantly better. In order to keep the KTM 1290 Super Duke R steady in every situation, the test bike has a steering damper (subject to a surcharge). Handling, accuracy and feedback are okay, but only represent the middle field. The brake, on the other hand, is excellent, as it bites strongly and is easy to adjust. Ultimately, the Austrian two-cylinder steam hammer mainly shines with its engine – a mega-genius booster!

Conclusion

1st Aprilia Tuono V4 1100
Factory Another test victory! With the Tuono, everything is just right, from the engine to the chassis. We congratulate!

2. Triumph Speed ​​Triple RS
Triumph did a great job with the revision. Everything looks very harmonious, mature and polished – just the finest British manners. The Speed ​​Triple also masters the sporty pace. well done!

3. BMW S 1000 R
Impressive handling, a lot of pressure in the tank, great performance: the S 1000 R is good fun and earns points with its all-round successful package. And the shifting pressure point? Please correct it at last, BMW!

4. KTM 1290 Super Duke R
As before, the strong as a bear but still easy to dose V2 inspires. The drive is one of the best that can be stuck between two wheels. On the other hand, there are only moderately appealing spring elements – a shame!

5. Ducai Monster 1200 R
Extremely pleasant, smooth-running engine with even power delivery and a lot of punch. In addition, the Duc shines with the best brakes of the test. In contrast, there is room for improvement: shiftability of the transmission, feedback, tuning of the shock absorber.

6. Yamaha MT-10 SP
The creamy side of the Yam is its moody engine and exciting sound. In addition, the semi-active chassis works perfectly. For a place in the sun, the MT-10 should set more standards instead of just swimming with it.

7. Honda CB 1000 R+
In this top-class test field, the Honda lacks a more consistent power delivery and more punch. On the chassis side, it also struggles with the underdamped, yet moderately appealing strut. However, cornering on flat asphalt is great fun.

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