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- Three sporty naked bikes in the test
- Triumph Speed Triple
- Technical data Triumph Speed Triple
- KTM 990 Super Duke R.
- Technical data KTM 990 Super Duke R
- Benelli TnT 1130 Century Racer
- Technical data Benelli TnT 1130 Century Racer
- Performance chart
- Conclusion
- Alternative from Japan: Honda CB 1000 R
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Benelli TnT 1130 Century Racer, KTM 990 Super Duke R and Triumph Speed Triple in comparison test
Three sporty naked bikes in the test
Benelli TnT 1130 Century Racer, KTM 990 Super Duke R and Triumph Speed Triple are great motorcycles for carefree summer fun on winding country roads. Which motorcycle is the most enjoyable??
Triumph Speed Triple
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Triumph Speed Triple, already in the look of the 2014 model year.
The Triumph Speed Triple, which is taking part in our test, already represents the 2014 model year. Its paintwork is called Matt Caspian Blue; Flyscreen and front spoiler (without which a Triumph Speed Triple always looked a bit pissed off) are available for free. Before all the dealers cry out who still have a 2013 Triumph Speed Triple in stock: Here, too, Triumph is upgrading, including a windshield and front spoiler, CNC-milled brake fluid reservoir and clutch cable holder, gray axle covers and a red conical ring in the “Gold Fever” package.
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Benelli TnT 1130 Century Racer, KTM 990 Super Duke R and Triumph Speed Triple in comparison test
Three sporty naked bikes in the test
Benelli is the far better choice – for free this summer day.
We are amazed at how perfectly the Triumph Speed Triple combines the exoticism of an extroverted three-cylinder with the high functionality of Japanese big bikes. This engine still turns on after the tenth date like the first time, it is a phenomenon. Already pushes off powerfully in the lower speed range and then develops its power linearly, always accompanied by the typical soundscape of whistling primary drive and throaty roaring. But the best thing about it is that it depends on the gas in an exemplary manner like no other. Where the KTM roars almost hyperactively and thus repeatedly leads unrest into the mesh of its tubular space frame, where the Benelli initially asks for some time to think, especially in the middle speed range, the three-cylinder of the Triumph Speed Triple skillfully combines the best of both worlds, is always there and exaggerates never. This is very important. At the latest when it comes to the real thing.
Welcome to the Rote Lache, formerly a notorious hill climb in the Black Forest, now a pothole piste. Here is the ideal test area to test the chassis qualities of the three under tough conditions. To make it short: First comes the Triumph Speed Triple – and then nothing for a relatively long time. Because here, as everywhere, she finds the best compromise between the inspiring agility of the KTM and the stubborn persistence of a Benelli. And because it combines it with a chassis set-up that also finds the right answer to this greatest road construction sin of omission. The Triumph Speed Triple is tuned neither too hard nor too soft, but just fits, front and rear. It provides excellent feedback on what it is currently under the wheels, and yet cushions the grossest distortions. Even the Supersport K3 tire continues to play bravely here.
Buy Triumph Speed Triple on markt.motorradonline.de
Technical data Triumph Speed Triple
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The Triumph Speed Triple looks good in blue, the stubby tail is a matter of taste.
| engine | |
| design type | Three-cylinder four-stroke in-line engine |
| injection | Ø 46 mm |
| coupling | Multi-disc oil bath clutch |
| 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 made of 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 | 11960 euros |
| Additional costs | 450 euros |
| MOTORCYCLE readings | |
| Top speed ** | 248 km / h |
| acceleration | |
| 0-100 km / h | 3.2 seconds |
| 0-140 km / h | 5.1 seconds |
| 0-200 km / h | 10.3 seconds |
| Draft | |
| 60-100 km / h | 3.5 seconds |
| 100-140 km / h | 3.8 seconds |
| 140-180 km / h | 4.8 seconds |
| Consumption highway | 5.4 liters of super / 100 km |
| Reach country road | 324 km |
* MOTORCYCLE measurements; ** Manufacturer information
KTM 990 Super Duke R.
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KTM 990 Super Duke R – adrenaline on two wheels.
The KTM 990 Super Duke R does not need any special equipment. She is a discontinued model and is allowed to give her farewell performance here. An appearance that it deserves, because after all it is the legitimate role model for the overhammer called the KTM 1290 Super Duke, which is already in the starting blocks and is eagerly awaited. So neither special equipment nor new colors, the 990 Super Duke (by the way, only available as an R version for a long time) remains what it always was. An orange driving machine of the purest water with no frills.
What does that mean? That the KTM 990 Super Duke R can’t do one thing at all, namely casually roll along. Anyone who just wants to ride a motorcycle “a little” is sitting on the completely wrong seat with her. That alone – tough and at 870 millimeters also significantly higher than the others – in connection with the flat tubular handlebars immediately makes it clear that the attack department is on the move here. But not only that. The relatively smooth throttle, in combination with the hard chassis and the fast and wide opening throttle valves, make every constant drive on bad terrain a balancing act, the KTM 990 Super Duke R jumps back and forth like a dancing bear, and the V2 shakes itself at creeping speed like a wet poodle.
The spring elements are tailored to the style of the house, so tough and with that relentless kind of damping that works at best on flat circuits. The 48 fork, which is fat for such a delicate motorcycle, stands out ingloriously and is sometimes even turned up in the depths of its rebound damping like a spoon in a honey jar. But – you have to admit – the KTM 990 Super Duke R reacts ultra-direct, almost snappy even to the smallest steering commands and is, thanks to its by far lowest weight of only 203 kilograms, clearly the most agile puller in the field that it – You can guess that – swiftly driving around the tightest bend. So much for the first impression.
Stage 2, we warm up with the KTM 990 Super Duke R: Off to the rear wheel or out of the curve with a nice touch. And ideally both together. Seldom happens in everyday life, okay. And if so, then on the KTM 990 Super Duke R, because here light weight and brute scraping enter into a hasty symbiosis. On the Benelli you have to provoke a rising front wheel with a lot of effort. The Triumph hits the golden mean: If you want to wheel consciously, it is easiest to do with it, you can walk upright without a lot of throttle acrobatics. Things are a bit more difficult on the KTM 990 Super Duke R because their hyperactive V2 sometimes tears too much. Then she likes to put her front wheel higher in the sky than the pilot would like. So always have your foot on the brakes! But with this acrobatics that is a necessity anyway.
On bad roads – keyword: red puddle – the aging Metzeler Sportec M5 sports tire of the KTM 990 Super Duke R also messes up the show – in addition to the overdamped fork and the too tightly tuned shock absorber. And that on a route that the KTM 990 Super Duke R is actually tailor-made. They could be thrown from one narrow corner into the other in no time at all, fired out again with verve, everything destroyed. If only there was trust. In the grip and in the course stability, because the front section not only reports continuous lack of transparency, but also likes to run off track on every bump, no matter how small. At the same time, the taut tail section vigorously tortures the pilot’s tailbone. The active seating position doesn’t really help, and neither does the pleasantly linear power development of the engine, which with measured 120 hp from a cubic capacity of just under liter comes very close to the ideal country road drive. It vibrates well, okay. As far as the pure performance is concerned, the KTM 990 Super Duke R bravely keeps up with the three-cylinders and sometimes shoots them out of the corners.
Buy the KTM 990 Super Duke R on markt.motorradonline.de
Technical data KTM 990 Super Duke R
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Very angular: the crouched KTM 990 Super Duke R..
| engine | |
| design type | Two-cylinder four-stroke 75 degree V engine |
| injection | Ø 48 mm |
| coupling | Multi-disc oil bath clutch |
| Bore x stroke | 101.0 x 62.4 mm |
| Displacement | 1000 cc |
| compression | 11.5: 1 |
| power | 92.0 kW (125 PS) at 10,000 rpm |
| Torque | 102 Nm at 8000 rpm |
| landing gear | |
| frame | Steel tubular frame |
| fork | Upside-down fork, Ø 48 mm |
| Steering damper | Hydraulic steering damper |
| Brakes front / rear | Ø 320/240 mm |
| Assistance systems | – |
| bikes | 3.50 x 17; 5.50 x 17 |
| tires | 120/70 ZR 17; 180/55 ZR 17 |
| Tires | Metzeler Sportec M3 Interact |
| mass and weight | |
| wheelbase | 1450 mm |
| Steering head angle | 67.3 degrees |
| trailing | 94 mm |
| Front / rear suspension travel | 130/150 mm |
| Seat height * | 870 mm |
| Weight with full tank * | 203 kg |
| Payload * | 184 kg |
| Tank capacity / reserve | 18.5 / 2.5 liters |
| Service intervals | 7500 km |
| price | 11,995 euros |
| Additional costs | 250 euro |
| MOTORCYCLE readings | |
| Top speed ** | 240 km / h |
| acceleration | |
| 0-100 km / h | 3.2 seconds |
| 0-140 km / h | 5.2 seconds |
| 0-200 km / h | 10.6 seconds |
| Draft | |
| 60-100 km / h | 3.8 seconds |
| 100-140 km / h | 4.0 seconds |
| 140-180 km / h | 5.0 seconds |
| Consumption highway | 5.9 liters of super / 100 km |
| Reach country road | 314 km |
* MOTORCYCLE measurements; ** Manufacturer information
Benelli TnT 1130 Century Racer
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Benelli TnT 1130 Century Racer – a very special treble.
The Benelli TnT 1130 Century Racer with 129 hp is actually no longer in the program. It was available for the company’s 100th anniversary, supplemented by an attractive gray special paint finish with a corresponding seat cover, wave brake discs and a carbon mudguard.
After the first few meters on the Benelli TnT 1130 (Century Racer or not) it becomes clear: The opposite of the KTM is on the road here, and that has little to do with racing. Where the lively Duke Greyhound is, the 1130 pulls the chain, stubbornly bites in the direction it has once taken, already runs tightly on course when rolling in, where the Duke nervously hits one hook after the other. No wonder, because both go very differently in terms of the general layout as well as the chassis tuning.
On the first point: Even with the rebirth of the Benelli brand – at that time with the shrill athlete Tornado Tre – the Italians sought their salvation in an extremely front-heavy weight distribution and relocated the radiator under the seat to move the engine far forward. In principle, this is still the case with the TnT, only that the cooler is now attached to the side of the triplet. But the effect is the same. 118 of the 226 kilograms of the total weight weighs on the front wheel (compared to the modest 105 kilograms of the KTM and only 110 kilograms of the Speed Triple) and the Benelli TnT 1130 Century Racer also meets a fork with its 50 cm stanchions may appear martial, but the vote is more on the comfortable side at home.
As a result, the Benelli TnT 1130 Century Racer does not hang in the back, but deep in the springs at the front end. This results in a very special, initially very pleasant driving experience, because the motorcycle develops a high degree of stability and follows the course once given as if on rails. A trait that goes well with this very special three-cylinder, whose growling is as extraordinary as the tightly woven mechanical soundscape and this unheard-of acceleration from a standing start. At least no engine can do that as convincingly as this 1130er.
No question about it, the Benelli TnT 1130 Century Racer masters the magic of the first appearance. But unfortunately – this is also a tradition – this magic is lost at some point. For example, when the asphalt has waves and there are frequent changes of direction. Then the Benelli TnT 1130 Century Racer gets out of step very quickly, because its stability is transformed into sedate and the front and rear no longer deflect synchronously.
Then the Benelli TnT 1130 Century Racer likes to get out of hand and even get wobbly in larger inclines, which even the relaxed Michelin Pilot Power cannot change. Speaking of tires: The Benelli TnT 1130 Century Racer is the only one that still has 190/50 dimensions. The Super Duke is content with a 180 in the back, the Speed Triple is very contemporary on a 190/55.
On the Benelli TnT 1130 Century Racer, the driver has to put in a lot of effort to stand up to the chassis, which is stable to the point of persistence. Limited handling, delayed throttle response, a not precisely balanced chassis – even the Michelin tires, which work great on bumpy terrain, no longer help decisively, especially since the seating position is not particularly active. There is something else on the test motorcycle: a pronounced drop in performance between 4000 and 6000 rpm and thus in an area where it really hurts on the country road. We only knew this from the more powerful engine variant in the TnT R 160 with 158 hp. It wasn’t nice there either.
And while we’re grumbling: The country road consumption (6.7 liters with a very restrained driving style) is, as always, much too high, and functional defects such as a defective fuel gauge, a blinker switch that only works temporarily, or relays vibrating loose are a high price to pay for Exoticism and the unique and fascinating driving experience that the top-heavy Century Racer conveys in flat, fast corners. If you add that Benelli charges around 1000 euros more for the TnT 1130 in this version than KTM for the 990 Super Duke R and Triumph for the Speed Triple, the Century Racer will automatically disappear from the shopping list for many.
Buy Benelli TnT 1130 Century Racer on markt.motorradonline.de
Technical data Benelli TnT 1130 Century Racer
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A little playful: the Benelli TnT 1130 Century Racer with countless lines and edges.
| engine | |
| design type | Three-cylinder four-stroke in-line engine |
| injection | Ø 53 mm |
| coupling | Multi-disc oil bath clutch |
| Bore x stroke | 88.0 x 62.0 mm |
| Displacement | 1131 cc |
| compression | 11.2: 1 |
| power | 95.0 kW (129 hp) at 8500 rpm |
| Torque | 110 Nm at 5250 rpm |
| landing gear | |
| frame | Bridge frame made of steel and aluminum |
| fork | Upside-down fork, Ø 50 mm |
| Steering damper | – |
| Brakes front / rear | Ø 320/240 mm |
| Assistance systems | – |
| bikes | 3.50 x 17; 6.00 x 17 |
| tires | 120/70 ZR 17; 190/50 ZR 17 |
| Tires | Michelin Pilot Power |
| mass and weight | |
| wheelbase | 1443 mm |
| Steering head angle | 65.5 degrees |
| trailing | 99 mm |
| Front / rear suspension travel | 120/120 mm |
| Seat height * | 810 mm |
| Weight with full tank * | 226 kg |
| Payload * | 174 kg |
| Tank capacity / reserve | 16.0 / 4.0 liters |
| Service intervals | 10000 km |
| price | 12990 euros |
| Additional costs | 325 euros |
| MOTORCYCLE readings | |
| Top speed ** | 260 km / h |
| acceleration | |
| 0-100 km / h | 3.3 seconds |
| 0-140 km / h | 5.1 seconds |
| 0-200 km / h | 10.4 seconds |
| Draft | |
| 60-100 km / h | 3.7 seconds |
| 100-140 km / h | 3.9 seconds |
| 140-180 km / h | 4.6 seconds |
| Consumption highway | 6.7 liters of super / 100 km |
| Reach country road | 239 km |
* MOTORCYCLE measurements; ** Manufacturer information
Performance chart
MOTORCYCLE
Power on the crankshaft. Measurement on the Dynojet roller test stand 250, corrected according to 91/1 / EG, maximum possible deviation +/- 5%.
“This is how it works”, the Triumph technicians would probably call out to Benelli in view of the two three-cylinder performance curves, especially since the Italian triple also has a displacement advantage of a good 80 cubic centimeters. And it is incomprehensible why the engine of the Benelli TnT 1130 Century Racer has recently fallen into such a deep hole between 4000 and 6000 rpm. This is also clearly noticeable when driving, while the Triumph Speed Triple‘s torque advantage cannot be subjectively experienced below 4000 rpm. Just as little as the performance and torque disadvantage of the KTM 990 Super Duke R, which is largely due to its weight advantage and partly to the V2’s lively throttle response. Lack of power is never an issue – except on the highway, where it can never reach the promised 240 km / h.
Conclusion
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KTM 990 Super Duke R (front), Triumph Speed Triple (center) and Benelli TnT 1130 Century Racer.
Even after years of model constancy, the Triumph Speed Triple in the new Matt Caspian Blue is a motorcycle that can inspire. Because – for all the crankiness that it still exudes and that its fans love – it is basically a model of balance in its crankcase. The best example is your engine, which not only adds its very special three-cylinder charm, but also the finest responsiveness, the lowest consumption, the best
Driving performance and exemplary performance.
If you then add the best chassis, top-level brakes and – very importantly – a perfectly functioning ABS, while the other two, as the last survivors of a dying breed, do without this safety feature, there can be no more doubt. The Triumph Speed Triple is the unreserved purchase recommendation of this story. KTM friends will be patient and wait for the upcoming Über-Motorrad KTM 1290 Super Duke. And Benelli? Should finally eliminate the quality deficiencies after tens of years of production and further develop the fascinating triplet.
1. Triumph Speed Triple, 688 points
Let’s be honest: This win is not really that surprising. However, it is always amazing how easily the Triumph Speed Triple outperforms the others in almost every respect. Function meets emotion – this is the denominator for the cult three-cylinder. And then enjoy uninhibited.
2. KTM 990 Super Duke R, 623 points
Second place as a farewell – and a little disenchanted. The KTM 990 Super Duke R has undoubtedly seen better days, especially the chassis configuration leaves a lot to be desired. Of course, if you just want to romp a little, you will be well served with it. Those who just want to drive will find better ones.
3. Benelli TnT 1130 Century Racer, 591 points
And we will try it again and again, because this fascinating three-cylinder has potential. Just like the configuration with the engine way up front in the chassis. Maybe at some point the Italians will turn off all the casualness. Until then, however, it has to be: keep practicing.
Alternative from Japan: Honda CB 1000 R
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The Honda CB 1000 R is a legitimate answer to Europe’s naked bike offensive.
Even if that sometimes goes under: The Honda CB 1000 R, Japan’s answer to the European naked bike offensive, not only has a lot under the valve cover, but it also really turns on. The world market leader took a lot of time before it came onto the market in 2008 with a sharp nude that should stand up to the established competition. The Japanese didn’t make it easy for themselves back then, of course. Single-sided swing arm, under-engine exhaust, insectoid headlamp layout – the Honda CB 1000 R can easily keep up with it even today.
But that alone is not what inspires. Rather, it is the wide range that the Honda CB 1000 R covers almost effortlessly. This is mainly due to the fact that Honda by no means left it at just transplanting a Fireblade engine into the civilian chassis, rather a lot of fine-tuning was carried out. The 2007 Fireblade engine is used, combined with the cylinder head of the CBF 1000, which, however, has been combined with new valve timing, modified ducting and a larger airbox. The bottom line is a nominal 125 hp, on the MOTORRAD test bench the engine pushes 123 hp with an exemplary performance curve. What is even better, however, is that this potency does not become bogus in an incredibly long secondary transmission, but is present at all times – also thanks to the spontaneous, albeit sometimes somewhat hard, throttle response.
The Honda CB 1000 R shoots lively out of the corners, likes to stand on the rear wheel if necessary and also implements all steering commands exactly and immediately that are given by the driver comfortably behind the comfortably cranked handlebar.
No criticism of the civil Hornet chassis, the directly hinged, fully adjustable shock absorber and the 43 mm upside-down fork? Not really, because even if the basic setup of the Honda CB 1000 R is noticeably more comfortable than, for example, the Triumph Speed Triple and even more so than the KTM 990 Super Duke R, the suspension elements offer an adjustment range that is at least for a hearty, if also not good for brute use.
If there is anything to criticize, it is mainly the original tire equipment, because the Bridgestone BT 015 has been around for a few years. But you can quickly remedy this, especially in view of the low basic price of 11 490 euros. Of course you get ABS for this at Honda, of course the Honda CB 1000 R uses little fuel (5.2 liters / 1000 km), and of course you have a lot of confidence in solid Japanese high-volume technology. As long as it is presented as appetizingly as the Honda CB 1000 R, there is no need to hide from the European competition.
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