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• Comparative test of naked bikes – emotion machines
• Ducati Streetfighter S
• KTM 990 Super Duke
• Comparative test of naked bikes emotion machines part 2
• Moto Morini Corsaro Veloce 1200
• MV Agusta Brutale 1090 RR
• Triumph Speed ​​Triple
• MOTORCYCLE measurements
• Conclusion
• Scoring

39 photos

1/39
The Triumph Speed ​​Triple: The price 11,740 euros (the test motorcycle with windshield for 245 euros and pillion seat cover for 182 euros costs 12,167 euros), additional costs around 250 euros.

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Be careful in first gear. Otherwise the handlebars of the Moto Morini will jump in your face when you accelerate heavily.

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Her grim look makes the Benelli appear archaic and aggressive.

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The Corsaro’s monster pistons (107 millimeters in diameter) ensure a gigantic driving experience for the Italo thoroughbred.

5/39
And now the MV Agusta Brutale 1090 RR.

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And the Triumph Speed ​​Triple.

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On the 84 centimeter high seat of the KTM you sit casually and close to the wide handlebars.

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The powerful MV Agusta engine even allows you to roll around in a relaxed manner in the lower speed range.

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The TnT 1130 Sport Evo: Price 13,990 euros, additional costs around 250 euros.

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The first was the Benelli TnT 1130 Sport Evo.

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Next up is the Ducati Streetfighter S.

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The chocolate side of the Streetfighter S is clearly on the side of the two exhaust fanfares.

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As soon as the sound comes out of the brutal double pipe, acute palpitations are inevitable.

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With more engine pressure and significantly more fiery than that "Reason bikes" the emotion machines got their name right.

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The price of the Ducati Streetfighter S is full: 18,700 euros, additional costs: 255 euros.

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The Duc with a single swing arm and Ohlins chassis.

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The Moto Morini Corsaro Veloce 1200: Price 13,795 euros, additional costs around 250 euros.

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The three-cylinder Triumph roars like a loving tomcat and hisses like a tiger.

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Benelli’s TnT 1130 Sport Evo.

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Those who are not hit in the heart by these six machines are in the wrong place. The nudes from England, Italy and Austria beguile and seduce.

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The finest components and the perfectly adjusted chassis of the Streetfighter S mean that there is no unrest at high speeds.

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The roaring from the Benelli’s underseat exhaust leaves nothing to be desired.

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Thanks to its short gear ratio, the Superduke’s engine can hide the shortcoming of the low number of horsepower (120 hp).

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The sensual sound of the Corsaro increases driving pleasure even more.

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In the big comparison test, the six street fighters from Benelli, Ducati, KTM, Moto Morini, MV Agusta and Triumph battled for first place.

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The Moto Morini Corsaro Veloce 1200.

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Strong in torque and character. The driving pleasure is high and the three-cylinder of the Speed ​​Triple is smooth.

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The third candidate: the KTM 990 Superduke.

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Lots of rough edges. Typical of the KTM design.

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Candidate number four: Moto Morini Corsaro Veloce 1200.

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The price for the KTM Superduke: 12,495 euros, additional costs around 250 euros.

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The Streetfighter S from Ducati.

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The MV Agusta Brutale 1090 RR.

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With a height-adjustable shock absorber, the Brutale yearns for all the curves that come.

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Triumph’s googly eyes became trademarks of England such as Big Ben and five o’clock tea.

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The KTM 990 Superduke.

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And finally: the Triumph Speed ​​Triple.

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And the engine of the Sport Evo also has real explosive power with its brute thrust.

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The price for the MV Agusta Brutale 1090 RR: 18,500 euros, additional costs around 250 euros.

Comparison test of naked bikes, Benelli TnT 1130 Sport, Ducati Streetfighter S, KTM 990 Super Duke, Moto Morini Corsaro 1200, MV Agusta Brutale 1090 RR, Triumph Speed ​​Triple

Comparative test of naked bikes – emotion machines

Those who are not hit in the heart by these six machines are in the wrong place. The nudes from England, Italy and Austria beguile and seduce.

NNothing against the group of Japanese and BMW. But here are simply the nobler, finer, cooler motorcycles. Lighter too. Rolling icons from Europe, hot-blooded driving machines of the purest water. Fired by wildly pounding hearts with two, three and four cylinders. Unfortunately, only ABS is completely nil. So there is a lot of smoke when you brake hard – the main thing is maximum driving pleasure. Everyday life? Pah. Take pillion with you? Only up to 1.65 meters and size 36. See you at the next cafe. Where the sextet enjoys admiring glances. For individual styling and extravagant details. Emotion in motion. These six total works of art are the naked bikes for the heart. Enthusiasm require the cost prices between just under 12,000 euros (Triumph) and 19,000 euros (Ducati). Pure reason tends to step out of the way, heart pounding and desire alone decide.

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Comparison test of naked bikes
Comparative test of naked bikes – emotion machines

Benelli TnT 1130 Sport Evo

Power plant. The large three-cylinder justifies the TnT’s name for explosives. Frame tubes and swingarm are made of steel.

It looks like it could eat small children, the face of the Benelli TnT 1130, which was released in 2004, still looks so grim today. But do not worry, this archaic-aggressively drawn Italian comes on a peaceful mission. A hot heart in an extravagant chassis, a bridge frame made of cane and cast parts. The huge three-cylinder has sharply curved manifolds. And the powerful engine is just as up to speed. The Italo triple acts a little more unpolished, more uncouth than the more sociable Triumph triplet. Wiry, nasty, robust. "Hot" would have been called such a whirlwind once.

The background noise alone: ​​How it grinds in front and hisses in the back. Goosebumps guarantee – this sound sets up all the hair on the back of the neck. Once released from the stiff clutch, the triple roars like a deer in autumn. As the name TnT could promise – it actually stands for Tornado Naked Tre – the 129 HP treble hook develops real explosive power. The Benelli brings brute thrust one to one on the road. Great traction, low wheelie inclination. In sixth gear, the rough Benelli pulls off the best in this group after the easier MV.

The fat sooty underseat exhaust announces gluttony, almost seven liters even with a tame driving style. The tiny 16-liter tank is quickly emptied. It’s a shame, with the seating position fully integrated into the motorcycle, you would be able to endure it longer. The suspension comfort of the tightly coordinated central spring strut is not exactly lush.
In contrast, the upside-down fork tends to be too soft, and the adjustment range of the underdamped rebound stage is small. The Dunlop Qualifier D 208 RR offers little grip. The 190 with a 50 mm cross-section spans flat over the six-inch rim. The top-heavy TnT likes to dance with the rear wheel in brisk serpentines. She circles long curves precisely, stably and with pleasure. This Signora is a character with rough edges. Not to be grasped purely rationally. That’s how it is in love.

Technical specifications:
Three-cylinder in-line engine, six-speed gearbox, O-ring chain, displacement 1131 cm³, rated output 95.0 kW (129 hp) at 8500 rpm, max. Torque 110 Nm at 5250 rpm, bridge frame made of steel and aluminum, tires 120/70 ZR 17; 190/50 ZR 17, seat height * 810 mm, weight with a full tank * 221 kg, payload * 179 kg, tank capacity 16.0 liters. Price 13990 euros, additional costs around 250 euros

* MOTORCYCLE measurements

Ducati Streetfighter S

When the throttle valves are across, the gate to hell is wide open. The design of the Duc is simply heavenly.

"You swell the wildness from every weld", MOTORRAD once wrote about the Ducati Streetfighter, "Leo zodiac sign, blood type adrenaline +." A daring mixture of filigree construction and technical appearance. A grenade on wheels. Pointed like a wedge. Crouched in front, stretched up behind. Noble and good: the components. The expensive S version has an Ohlins chassis, forged wheels and plenty of carbon parts. In addition, Brembo’s best radial four-piston stoppers ("Monoblocs") and single-sided swing arm. Just beautiful. But not nice and easy. The 1100 Testastretta V2 is a high-tech unit. Its chocolate side is on the right, with the timing belt covers and the two exhaust fanfares. On the left, a tangle of cables and hoses covers the cylinder L.

His beat beats hard metal, the dry clutch rattles rhythmically. City cruising? Forget it. Around the bottom the red diva runs out of round. Under 100 km / h, the long-geared 1100 does not like sixth gear at all. The Bengali fire only ignites from 3500 rpm. Fortissimo. Now the street fighter leaps forward as if stung by a tarantula. Highest peak performance (159 hp) and best acceleration of the sextet, ahead of Benelli and MV. The V2 drum roll is reminiscent of the Superbike World Championship. You forgive the barely readable LCD tachometer. When it comes to fuel consumption, one notices the software experience of the multiple world champion: The Ducati is the only Italian in this field who does not drink.

The sitting position is exhausting. The handlebar, which is unhappily cranked down, is attached too low, forcing you to be submissive. A super athlete without disguise, permanently on attack.

Typically Ducati, the faster the better. She loves to throw herself at the asphalt with swing. The 55 mm cross-section of the 190 rear slap requires a pointed contour with easy turning and a lot of contact surface in an inclined position. The Duc runs sensationally stable in fast corners. The Metzeler Sportec M3, which was set up for test purposes, do the streetfighter really well, making them more precise and neutral compared to the standard Pirelli Diablo Corsa III. The steering precision is better by a class. The constantly necessary counter-pressure in an inclined position and standing up when braking is now over. Or, to put it more precisely: would be, because Ducati is firmly committed to the Pirelli. To which the scoring therefore refers.

Technical data:
Two-cylinder 90-degree V-engine, six-speed gearbox, O-ring chain, displacement 1099 cm³, rated output 120.0 kW (163 PS) at 9500 rpm, max. Torque 115 Nm at 9500 rpm, tubular steel frame, tires 120/70 ZR 17; 190/55 ZR 17, seat height * 825 mm, weight with a full tank * 198 kg, load * 192 kg, tank capacity 16.5 liters, price 18,700 euros, additional costs around 255 euros

* MOTORCYCLE measurements

KTM 990 Super Duke

Really hot. Inspired by untamed wildness, the airy, angular KTM usually raises the front wheel before the rear tire dissolves in smoke…

At the same time as the Triumph Speed ​​Triple, the KTM 990 Super Duke saw the light of day in 2005. Typical of the company’s design line, this KTM is also quite angular, sharp-cut edges. Consistently designed, cleverly constructed. Lightweight construction genes really hit. This fun bike weighs just 203 kilograms. The light, steel tubular frame meets a rudiment of aluminum stern. Nevertheless, everything seems extremely solid and stable.

You sit casually on the 84 centimeter high bench. Close to the wide aluminum handlebar. Supermoto feeling. And then this engine. Rough and radical. No compromise! He doesn’t like relaxed chugging around. He unwillingly hacks under 3000 tours, does not want to go through 30 km / h zones. If you give him the spurs, he seems transformed and develops explosive revving. The two pistons storm up the speed ladder spirited and free. The pithy, vibrating 75-degree V2 is the displacement Benjamin of this group and with 120 hp the "weakest" Representative. He conceals this with his crisp, short translation. So the wildly hammering Super Duke can even convince in the draft.

The manoeuvrable serpentine search device gives you the secure feeling of being in control of the situation at all times. Immediately and directly, the KTM implements steering commands, following the targeted line with razor sharpness. Relaxed, light and fast this driving experience. It’s wrong what the Grand Duke allows to be done with him. A real movement device. If you can, you can drift in or out and rely on superb brakes. The "narrow" 180 rear tire is a good choice. However, the Pirelli Diablo Corsa III only stick moderately at temperatures around freezing point. The directly hinged strut works great. The upside-down fork from White Power responds stiffly, especially on bumps in curves. And gas-to-gas-to makes the KTM jolt in turns. Otherwise, the stability is exemplary and the feeling is great. But all of this is more aimed at lively arrogance than sheer reason.

Technical specifications:
Two-cylinder 75-degree V-engine, six-speed gearbox, O-ring chain, displacement 1000 cm³, rated power 88.0 kW (120 PS) at 9000 / min, max. Torque 100 Nm at 7000 rpm, tubular steel frame, tires 120/70 ZR 17; 180/55 ZR, seat height * 845 mm, weight with a full tank * 203 kg, load * 177 kg, tank capacity 18.5 liters, price 12,495 euros, additional costs around 250 euros

* MOTORCYCLE measurements

Comparative test of naked bikes emotion machines part 2

Six correct ones. If you don’t feel your heart pounding in the saddle of these machines, you have to be senile. Or already dead.

Moto Morini Corsaro Veloce 1200

Monster pistons (107 millimeters in diameter!) Ensure a gigantic driving experience for the Italo thoroughbred.

The second life of the traditional brand Moto Morini began in 2005/2006 with the Corasaro 1200. The Veloce version corresponds to what Versace means in terms of fashion and perfumes: a bit more chic, more expensive, finer. Your hallmarks: dry clutch, Ohlins shock absorber and slim Termignoni bags. On the other hand, their ultra-short stroke 87-degree V2 comes from the kit. How the huge, 107 millimeter pistons maltreat the crankshaft with the fatest torrent waves, that is an unforgettable experience. The start? Va bene, please hold on tight!

What a tremendous pressure there is under the tank. Be careful in first gear. Otherwise, if you accelerate hard, the handlebars will suddenly jump in your face. Between 4500 and almost 8500, the five other drives clearly lose out against this motor with the cylinders the size of a water bucket. Turning out is a case for die-hard natures. In practice this is never necessary. Accompanied by sensual V2 staccato and hard hammering from the airbox, the Veloce storms forward. It’s a masculine motorcycle: dry, direct, stiff. Everything about her is difficult – shifting gears, accelerating, clutching. All the more regrettable, since the 219-kilogram Corsaro could sit on the Corsaro for hours, as comfortably as on an enduro. If the payload were bigger, the thirst smaller and the clutch not as tight as hell, arguments of reason would also speak for the Moto Morini.

The high, wide handlebars promote handling. And thereby conceals the actually quite stiff, Italian-typical tubular space frame, which does not like to fold down so much. The Marzocchi upside-down fork is unfortunately insensitive. It tends to stuck, and the front wheel can be easily stamped on acne asphalt in an inclined position. Then the shock absorber occasionally tramples and in order to change the preload it must first be removed. But even if the chassis is not quite as good as the exciting engine, the Morini guarantees inimitable entertainment value.

Technical specifications:
Two-cylinder 87-degree V-engine, six-speed gearbox, O-ring chain, displacement 1187 cm³, rated output 103.0 kW (140 PS) at 8500 rpm, max. Torque 123 Nm at 6500 rpm, tubular steel frame, tires 120/70 ZR 17; 180/55 ZR 17, seat height * 810 mm, weight with a full tank * 219 kg, payload * 166 kg, tank capacity 18.0 liters. Price 13,795 euros, additional costs around 250 euros

* MOTORCYCLE measurements

MV Agusta Brutale 1090 RR

The brutal craves curves. And is tame and easy to deal with. Your shock absorber is adjustable in height.

She is a dream in red and silver. A motorcycle with aura. Noble than noble. Finest workmanship, forged wheels, eccentric adjustment of footrests, gearshift lever and brake pedal, welded seams on the steel frame as if leaked. Love at first sight. Until the price tag falls: 18,750 euros. At least a short, heavy flirtation. One (s) fall for the Italian hopelessly. On the 1090, 85 percent of the parts should be changed compared to the previous model. Only the displacement remained at 1078 cm3, despite the name.
The acoustics alone. Groaning, angry, dull. The MV sounds like a hot Kawa from the wild 80s. Acute palpitations. The new brutal converts even those who despise the four-cylinder concept. More feeling is not possible.

The reactions of the perfectly functioning slipper clutch can be felt in the hand lever. Ultra-direct and softer than before, the extremely thirsty engine hangs on the gas (7.3 liters per 100 kilometers), only jumps forward a little harder from the push mode. When the throttle bodies are closed, the two beveled stainless steel silencers boom wonderfully.

The powerful engine allows relaxed rolling around in the speed basement. And expresses above that it is a splendor. Despite the gear display in the informative cockpit, you are looking for a seventh gear, the engine pushes so hard even in sixth.

In no time you are up to 180. Not your pulse, but speed. This is the first brutal that tall guys can sit on, beautifully integrated into the compact motorcycle. Really secure. May the thighs and heels slightly touch the tank bulges and the exhaust cover. As if fused with the motorcycle, you burn precisely through the corners. Sleepwalking safe.

The fine chassis implements 100% what the driver wants and accepts course corrections in an inclined position playfully. 214 kilograms, but as bustling as a mountain bike. Formidable: the feedback. A fulfillment: the responsiveness of the comfortable (!) Spring elements. Stoic: the stability. Unshakable: confidence thanks to traction control. And the brakes are a dream in terms of control and effectiveness. Simply perfect, even your head is happy. If only it weren’t for the price…

Technical specifications:
Four-cylinder in-line engine, six-speed gearbox, O-ring chain, displacement 1078 cm³, rated output 106.0 kW (144 PS) at 10600 / min, max. Torque 115 Nm at 8000 rpm, tubular steel frame, tires 120/70 ZR 17; 190/55 ZR 17, seat height * 825 mm, weight with a full tank * 214 kg, payload * 179 kg, tank capacity 20.0 liters, price 18,500 euros, additional costs around 250 euros

* MOTORCYCLE measurements

Triumph Speed ​​Triple

Strong in torque and character. The driving pleasure is high, the triple smooth. Those googly eyes just can’t lie…

This icon of English motorcycle construction is characterized by a crude mix of materials and styles: silk gloss, chrome, polished aluminum, matt tones. Including something special "Fly screen"-Hoods as accessories. A bit of retro, a pinch of fighter, a hell of a lot quirky. The twin headlights became trademarks of England like Big Ben and five o’clock tea. The Speed ​​Triple fits perfectly in a country where seasoned tie wearers transform themselves into stormy football fans on Saturday and back again on Mondays.

In fact, the Speedy has the most polished manners of this sextet. Makes a mother-in-law fright only visually. The three-cylinder roars like a love-mad tomcat, hisses like a tiger and grumbles to itself, misfiring, in push mode. Like a Manchester United fan when Arsenal win. Rotational speed? No matter 2000 or 9000, the three-cylinder is always heavy on the music.

He pushes evenly and without delay, emphatically and predictably. And runs so gently, as if the three cylinders were lined with velvet and silk. A particularly creamy engine. One that is very forgiving, easy to couple, even if it is a bit gnarled to shift. The bottom line is that it is very user-friendly.

Otherwise: sit on it and feel good. Comfortable and relaxed on the wide, high seat. Even if a bit removed from the well-cranked aluminum handlebars. But the chassis is getting on in years. Its basic features are still based on the T 509 from 1996. Despite the sextet’s only pure aluminum frame, 223 kilograms make the Speedy the heaviest machine in this comparison. The 2010 1050 has a softer spring at the rear and tighter compression damping at the front. But the upside-down fork remains quite soft when using the firm stoppers with four individual layers. The feedback should be clearer, more pronounced.

And there is a lot of movement in the chassis when it is turned around in fast changing bends. At the latest when switching directly from MV, Ducati and KTM, you can clearly see that the Triumph is a little more indifferent, less sharp and precise. Only in tight turns does the basically neutral Speedy fold down a little further than the driver dictates. Nevertheless, the finely balanced Triumph is particularly easy and stress-free. Every trip with her is a real relaxation program, press a reset button in the hypothalamus, the stress center of the diencephalon.

If the Triumph ABS wore it, it could also pass as a reasonable offer. It is simply the most versatile machine in this group. And can therefore represent them worthily in the final.

Technical specifications:
Three-cylinder in-line engine, six-speed gearbox, X-ring chain, displacement 1050 cm³, rated output 97.0 kW (132 PS) at 9250 / min, max. Torque 105 Nm at 7500 rpm, bridge frame made of aluminum, tires 120/70 ZR 17; 180/55 ZR 17, seat height * 850 mm, weight with a full tank * 223 kg, payload * 179 kg, tank capacity 18.0 liters. Price 11,740 euros, test motorcycle ** 12,167 euros, additional costs around 250 euros

* MOTORCYCLE measurements
* including windshield (245 euros), pillion seat cover 182 euros.

MOTORCYCLE measurements

archive

Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation +/- 5%

In terms of top-end performance, the famous Ducati-V2 outperforms the field. It’s amazing how it goes beyond the 4000 mark. When it comes to top performance, it comes closest to the MV’s four-cylinder engine, which is equal in revving. The power in bags: What the V2 in the Moto Morini can handle between 4000 and 8500 tours of torque. Underneath he takes a breather. The three-cylinders from Benelli and Triumph alone deliver high torque across the entire speed range, even in the basement. Whereby the curve of the TnT is a little more wavy, that of the Speed ​​Triple is even more even. In terms of the pure test bench values, the KTM clearly falls behind. On the road, however, the Austro-V2 really inspires.

Readings:

Top speed:

Manufacturer	Km / h
Benelli	260
Ducati	250
KTM	220
Moto Morini	250
MV Agusta	265
triumph	240

Acceleration:

Manufacturer	0-100 km / h	0-140 km / h	0-200 km / h (sec.)
Benelli	3.3	5.0	9.8
Ducati	3.2	4.9	8.8
KTM	3.2	5.2	10.6
Moto Morini	3.4	5.3	10.7
MV Agusta	3.3	5.4	9.8
triumph	3.2	5.2	10.8

Draft:

Manufacturer	60-100 km / h	100-140 km / h	140-180 km / h (sec)
Benelli	3.1	3.2	4.2
Ducati	3.8	3.3	4.5
KTM	3.6	3.8	4.3
Moto Morini	3.7	3.2	3.8
MV Agusta	3.0	3.0	3.4
triumph	3.5	3.9	5.1

Fuel consumption (Country road):

Manufacturer	Liters / 100 km
Benelli	6.8
Ducati	5.2
KTM	5.9
Moto Morini	6.5
MV Agusta	7.3
triumph	5.3

Theoretical range (Country road):

Manufacturer	Km
Benelli	235
Ducati	317
KTM	314
Moto Morini	277
MV Agusta	274
triumph	340

Conclusion

With more engine pressure and significantly more fiery than that "Reason bikes" the emotion machines got their name right.

1st place: Triumph Speed ​​Triple

2nd place: MV Agusta Brutale 1090 RR

3rd place: KTM 990 Super Duke

4th place: Ducati Streetfighter S.

5th place: Moto Morini Corsaro Veloce 1200

6th place: Benelli TnT 1130 Sport Evo

All six motorcycles are highly emotional hotspurs. They create an enormous experience value when driving and looking at, when listening and touching. All in all, these European Power Nakeds stand for a distillate of pure driving pleasure. In the guise of Triumph, the least radical, the “most sensible” representative of this genre wins. Your sleek three-cylinder delights your heart and mind. Top brakes, decent range and low inspection costs are also quite rational arguments. Even if the MV pushes more brutally, the KTM is more curvy and the Ducati is more fiery. The Moto Morini is wilder, the Benelli more infernal. Keyword Ducati: If the Streetfighter had Metzeler tires (Sportec M3), it would probably come in third or even second place.

Scoring

Category engine:
At the highest level. The power and performance of these six different engines is simply irresistible. Especially in the Italo faction: better torque than the MV, faster acceleration than the Ducati and higher top speed than the Benelli (260 km / h) only need jet pilots. Nevertheless, the Triumph Triple is the most balanced drive of the sextet. Because it is particularly resilient, has few changes in load, vibrates little and is absolutely directly connected to the gas. However, its transmission is gnarled, only underscored by the rather stiff gearbox of the Moto Morini.

Winner engine: triumph

Category chassis:
Brutale and Super Duke in particular offer fantastic chassis. Bolt-stable, incredibly handy and steerable like a tornado flying low. Whereby the MV stiffens a little when changing direction quickly. Both are in a head-to-head race. The TnT is also very precise and stable. The handy Triumph is no longer completely up to date in this top-class field, but at least it is very good-natured. In terms of handling and steering behavior, the Ducati suffers from unsuitable initial tires. And generally when taking a passenger with you. The Corsaro is best able to handle a pillion rider, despite the stucco fork.

Winner chassis: MV Agusta

Category everyday life:
A miracle has happened: an MV Agusta wins an everyday rating – against five competitors. Why? Well, because the Brutale shines with top equipment: immobilizer, eccentrically adjustable footrests, gear indicator, on-board computer. As with the TnT, different mappings are available. The MV also carries a traction control exclusively. The Triumph shines with the greatest range, the Achilles heel of the TnT. The Ducati benefits from the lowest weight, and the Moto Morini from the most comfortable seats in the front and rear. So it’s a shame that it only allows 166 kilograms of payload.

Winner everyday life: MV Agusta

Category Security:
There would be more with ABS. But unfortunately the Naked Bikes consistently refuse to prevent blockages for the heart. After all, the high-quality brakes are convincing in terms of effectiveness and controllability, with slight compromises in the Moto Morini and special quality such as transparency in the Triumph and MV. However, brutal handlebar slapping is no stranger to it.

Winner safety: triumph

Category costs:
Another surprise: The Ducati, as the most expensive offer, shines thanks to its 12,000 maintenance intervals, low maintenance costs and mobility guarantee. Top: three year guarantee from Moto Morini. Flop: the consumption of MV, Benelli and Moto Morini.

Winner cost: Ducati

	Max points	Benelli	Ducati	KTM	Moto Morini	MV Agusta	triumph
Overall rating	1000	602	631	634	611	638	650
placement		6th.	4th.	3.	5.	2.	1.
Price-performance note	Top grade 1.0	3.3	4.0	2.5	3.2	4.0	2.1

Price-performance winner: Triumph
Objectively speaking, the best motorcycle in the test field is also the cheapest. Heart, what do you want more?

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