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How do naked bikes on the country road?
Megatest: Naked Bikes 2011
Megatest: Naked Bikes Continued.
MOTORCYCLE intermediate result / points evaluation
Data: Aprilia, Benelli, BMW, Ducati
Data: Honda, Kawasaki, KTM, MV Agusta
Data: Suzuki, Triumph, Yamaha

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53 photos

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The Kawasaki Z 1000, Yamaha FZ1 and Honda CB 1000 R – softly whispering to pithy grumbling four-cylinder.

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The reflective Honda display is by far the hardest to read.

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Fine upholstery: The Alcantara leather bench with quilted Honda logo costs 252 euros extra.

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Fine adjustment: To adjust the rebound damping of the shock absorber, you need a long, thin screwdriver on the Honda.

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The Honda CB 1000 R.

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The small display offers the most necessary information, but nothing more.

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The FZ1 offers great bite, at most the ABS control intervals could be shorter.

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The unadorned, somewhat clumsy-looking silencer of the Yamaha releases at least a pleasantly robust sound.

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The Yamaha FZ1.

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Kawasaki tries to convey the traditional four-in-four exhaust look at least when viewed from behind.

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The Kawasaki Z 1000.

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Suzuki B-King and BMW K 1300 R – chubby appearance, surprisingly light-footed.

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The BMW is the only one to use two classic white round instruments.

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Like the oiled lightning bolt: like Aprilia, BMW also offers an optional gearshift for lightning-fast upshifts.

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Length runs: ells long and with a stiff Duolever, the BMW seems clumsy at walking pace, otherwise it drives neutral and precisely.

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The BMW K 1300 R.

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The speed is of secondary importance on the B-King, but the central display is good.

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Trumpet quartet: Suzuki supplied the test machine with a Yoshimura exhaust instead of the characteristic triangular series silencer.

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The biggest prey of madness: The 1300 produces the greatest peak power, the highest torque, but behaves tame.

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The Suzuki B-King.

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KTM 990 Superduke and MV Agusta Brutale 1090 RR – Rappelig and Ruppig, an unequal team.

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MV Agusta: No red area, the filigree LCD characters are only moderately legible.

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Beautifully made handlebar clamp, great integrated steering damper – unfortunately it is difficult to adjust.

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Eccentric headlight adjustment – just one of many details that satisfy both technicians and the eye.

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The MV Agusta Brutale 1090 RR.

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The KTM offers the lowest speed level – and full pressure from 3000 rpm.

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Four-piston fixed calipers from Brembo: In the Duke, the monobloc pliers bite less poisonously than in the MV Agusta Brutale.

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The shock absorber of the KTM is directly hinged, its adjustment elements are easily accessible. It is fully adjustable, but tuned a bit tight.

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The KTM 990 Super Duke.

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The Triumph Speed Triple and the Benelli TnT R 160 – the sound engineers, styled idiosyncratic to bold.

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The Benelli cockpit looks old-fashioned, power button for trips without a dB eater.

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Benelli – Simply an eye-catcher: tubular tubular arm, eccentric mount for the rear wheel and wave brake disc.

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The dry clutch of the Benelli rattles to the considerable mechanical background noise of the engine and the growling exhaust sound.

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The Benelli TnT R 160.

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Triumph: The wealth of information has grown compared to its predecessor and is easy to read.

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When it comes to braking, the Triumph has always been at the forefront. This also applies to the ABS variant.

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The chassis set-up of the Triumph has benefited from the facelift, the adjustment screws of the rebound stage are hidden a bit.

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The Triumph Speed Triple.

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Ducati Streetfighter and Aprilia Tuono V4 R APRC – this is where athletes’ hearts beat faster.

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Full to the brim with information, speedometer and tachometer easy to read.

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The automatic gearshift on the Aprilia ensures lightning-fast gear changes, especially at high engine speeds.

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Although the Aprilia’s steering damper interferes with the action when driving slowly, it is still indispensable.

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The Aprilia Tuono V4 R APRC.

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Ducati: The small tachometer bar is difficult to read, the contrast is low.

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Ducati: Form follows function? In this case, probably not. The cover plate spreads the foot outwards and the ends of the notches are not very easy to grip.

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The Ducati 916 was the first to carry the steering damper across the upper triple clamp, and the Streetfighter continues this tradition.

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The Ducati Streetfighter.

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When the eleven storms the square, the mood is the order of the day.

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In the first part of the mega test, tangible qualities are required. How do the eleven fare on the home route, on the way to work?

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The 11 naked bikes in the comparison test: Honda CB 1000 R, MV Agusta Brutale 1090 RR, KTM 990 Super Duke, Benelli TnT R 160, Yamaha FZ1, Suzuki B-King, Aprilia Tuono V4 R APRC, Triumph Speed Triple, BMW K 1300 R. , Kawasaki Z 1000, Ducati Streetfighter.

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The BMW K 1300 R wins the comparison test on the country road, beating its eleven competitors.

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The orange disc makes the control center look pretty spacey.

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Kawasaki: Perforated wave discs and radially bolted four-piston calipers do good deceleration work.

Megatest: Naked Bikes 2011

How do naked bikes on the country road?

Eleven vigorous naked bikes attack. Which one has the most power, which one has the best handling? And are these street fighters also suitable for everyday use? In part 1 of the mega test, the machines have to face the 1000-point rating.

Megatest: Naked Bikes 2011

E.in a bright, beautiful, sunny day in May, cloudless blue sky over the Swabian Alb. Suddenly, from a distance, you can hear a dull rumble, an occasional slap – like from distant lightning strikes. A thunderstorm is approaching, at least that’s how it sounds. Then this indefinable rumble approaches quickly, swelling into a deep grumbling hurricane that disappears as quickly as it came.

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Megatest: Naked Bikes 2011
How do naked bikes on the country road?

MV Agusta sent the Brutale into the race, Benellis TnT took the stage or the Morini Corsaro briefly intervened, Tuono and four-valve monsters dueled, both with V2 engines at the time. Bare machines that had their roots on the racetrack.

The two manufacturers now have the next generation on offer, and the duel is entering the next round. Ducati has stepped up with the Streetfighter and has remained true to the V2. But with its own chassis, special exhaust system and independent tank seat design, it differs from the 1198.

Aprilia resurrected the Tuono in a more radical way, as a direct offshoot of the superbike smash RSV4. Of course, the chassis and weight distribution have been tweaked a bit. What has remained is its ultra-compact appearance, the tight, tight knee angle and of course the breathtaking handling. None of the other ten machines scurry over winding slopes as easily as the Aprilia, and can be peppered from left to right so playfully.

Gargolov

In the first part of the mega test, tangible qualities are required. How do the eleven fight on the home route, on the way to work?

The Ducati is also surprisingly willing to turn corners, but it does not come close to this agility of the Tuono – although by far the lightest of the eleven machines.

Instead, it has a waist so narrow that you think your knees are touching. There is hardly any closer contact with the motorcycle. In addition, the driver sits with a slightly more relaxed knee angle than on the Tuono. But unfortunately the right foot collides with the cover of the manifold. And the cranking of the aluminum handlebar is still very strange, and there is a lot of weight on the wrists. The seating position on the Duc is idiosyncratic and uncompromising.

But as long as you surf the asphalt in beautiful arcs, that is less of a problem. Rather, you enjoy the earthy, full stability of the Duc, even in great inclines. But even here, in the Ducatis parade discipline, the Aprilia can stand up. Even trumps the Streetfighter by parrying bumps even more confidently and less positioning itself when braking in curves.

Before bends hard in the iron and then bend on the brakes as late as possible, the Duc is not so good, although the beastly brakes decelerate vehemently. But the progressive snapping of the brakes should be enjoyed with caution in moments of fright or in an inclined position. In the absence of damping, the fork quickly compresses during hard braking maneuvers and braces itself against turning. The Duc simply prefers a more rounded driving style, then it really blossoms.
While the Aprilia cannot deny its racer genes and even at a sharp pace it still plunges precisely into the curve and cuts its radii precisely like a scalpel. Your suspension setup simply offers more potential for burning.

However, their racer descent becomes a burden when the asphalt begins to create waves, ridges and scars. If the Tuono rebounds long waves cleanly, the taut shock absorber rumbles mercilessly over short impacts. The Streetfighter allows a little more grace to exercise despite the equally tightly tuned strut. The chassis chapter goes clearly to the Aprilia. But the Ducati can score at the corner exit. With her twin hanging directly on the gas, which fires robustly and energetically from the corners.

The Aprilia quad does not react as promptly and accurately to gas commands. On the other hand, it seems light-footed, willingly revs up and explodes from mid-rev. How the V4 goes off from 7000 rpm, supported by the shorter first three gears, is simply breathtaking. And you should have sharpened all your senses or at least have activated the wheelie control of the APRC electronics package if you let it go unchecked. Otherwise the Tuono jumps vehemently on the rear wheel in first gear. And at the latest when you zap the next gears using the automatic gearshift and leave the throttle valve open, one thing is clear: The launch control is at best a nice addition, but the traction control is by no means out of place on the country road.

The Ducati is the idiosyncratic road sweeper with a high enjoyment factor. The Aprilia with its explosive dynamics is a disguised sports bomb in street dress.

From early Triumph and BSA to Laverda to BMW and Yamaha: three-cylinder engines have always been something very special. The hoarse, hissing soundscape alone can be reason enough to reach for the three-cylinder. And there are also factual arguments, as the Drilling somehow seems to take over the advantages of two- and four-cylinder units without inheriting their disadvantages. In plain language: the three-cylinder has more smoothness than a two-cylinder and more character than a four-cylinder.

Despite the same engine concept, the two triplets in this test field are very different characters, which is also documented in their design. The TnT R 160 is characterized by its distinctive exterior, unusual by the side-mounted radiator, the tubular frame and the aggressively styled lamp mask. Just like the soundscape of the engine. There is hardly an engine that scrapes, scrapes, and rattles with such fervor. The dry clutch jingles like in earlier Ducatis, the mechanics rattle loudly. Some people feel a pleasant shiver running down their spines even when idling. The appearance of Triumph, on the other hand, appears – quite gentlemanly – much more distinguished, very British. A short press on the button is followed by a subtle but auspicious triple hissing. Less intrusive, but nevertheless very peculiar.

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KTM 990 Superduke and MV Agusta Brutale 1090 RR – Rappelig and Ruppig, an unequal team.

This means that the roles are practically distributed. Despite the flat handlebars, the Triumph has a comfortable, well-padded place. The Benelli seat offers the essentials of upholstery, its clutch calls for a courageous grip. Hard but hearty. And that’s how the engine gets down to business. The Italo triplet is a paragon of emotion and seems to be bursting with strength. Skin the driver’s fat propulsion on short intermediate sprints just around the ears. On the one hand, this has an explosive effect, but on the other, it is also quite rough and uncultivated, as it is associated with strong load change reactions. Because when the throttle valve is opened for the first time, the power input is sometimes delayed, but all the more biting. The fact that there is still room for improvement in the coordination of the R-160 unit was also borne out by annoying constant travel jerks.

The British triple, on the other hand, is worlds smoother. Slowly accelerate at the apex of the bend, only Honda and B-King get that smoothly in this field. He is more sensitive to gas commands than the Benelli. In general, like the sovereign authority, the smoothness with which the Triumph hisses through the rev range. The Speedy chassis also acts confidently. Triumph and Benelli are fed up on asphalt like a smooth tablecloth, the Italian perhaps even a bit more stable in long arches. But as soon as the strip of asphalt bends in ever tighter turns and its surface begins to wrinkle, the Triumph won’t let you down. A feat, as their chassis is one of the most impressive in this field.

Naked bike

Megatest: Naked Bikes 2011 Part 2

Which bike is the most fun and arouses the greatest emotions?

read more

Megatest: Naked Bikes Continued.

53 photos

Pictures: Megatest: Naked Bikes 2011

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Megatest: Naked Bikes Continued.

Gargolov

When the eleven storms the square, the mood is the order of the day.

If the TnT is as agile as the Triumph when you first turn in, it has to acknowledge its superiority in faster cornering and deeper slopes. The Briton masters asphalt faults unmoved, which keep the Benelli moving. In addition, the Triumph is more neutral and offers significantly more feedback from the front wheel, which is also thanks to the balanced weight distribution. With the Benelli, 52 percent of the weight is on the front wheel, which in connection with short caster could be the reason for the wobbly.

A highlight of both are the brakes, four-piston radial calipers with impressive grip on both sides. In terms of metering, the Benelli is even slightly ahead of the curve, which it loses again by positioning itself more strongly in curves. And it doesn’t even have an ABS like the Triumph in its luggage. But that would perhaps also go badly with the uncouth charm of this idiosyncratic character, which is also evident in small things such as the considerable drinking habits, the huge turning circle or the bulky operating logic of the cockpit. It is just a very archaic driving machine that gives an unfiltered driving experience. The Triumph, on the other hand, is more sociable, cultivated, certainly less spectacular, but the clearly better of the two gnarled sounding triples. KTM 990 Super Duke and Washed too hot? A thought that involuntarily flares up when you step onto the 214 kilogram MV Brutale. Because the Italian style icon is not only brutally beautiful, but also brutally compact. Both of these make it stand out in the field of eleven naked bikes, especially when compared to big bikes like the Suzuki B-King and the BMW K 1300 R. Your footrests are high up, which generates a decent lean angle, but also a lot limited knee angle. You sit close to the narrow handlebars and wonder how the Italians managed to give a mighty, 1078 cubic strong naked bike a bonsai outfit. Amazing: Both the stretched Benelli TnT and the Speed Triple have even shorter wheelbases than the MV. When switching to the 203-pound Super Duke, everything feels worlds more grown-up. Big or small, everything fits right away. The distances between the seat, footrests and the wider handlebars are more humane, friendlier and more ergonomic. In contrast to the MV, the Austrian allows the driver
lots of freedom of movement.

From a motor point of view, these two streetfighter worlds separate them. Which is hardly surprising, because KTM relies on a one-liter V2, in the Brutale a 1078 in-line four-cylinder is used. The two are correspondingly controversial.

The Super Duke drive reluctantly acknowledges throttle commands below 2500 rpm with rattling hacking and runs much rougher than the Italian drive over the entire speed range. In positive terms: the great Duke is a lovable predatory owl, so a matter close to the heart. But from the medium speed range onwards, it impresses with its pleasant use of power, is always immediately present and is downright rev-lusting. It gives hellish joy to cheer the short-stroke designed Vau up to the highest speed. And with this liveliness, the lowest peak performance of 121 hp in this comparison appears anything but weak, even after switching directly from one of the 170 hp grenades.

The first thing you notice about the Brutale is the stiff clutch operation. And the throttle response is not as spontaneous and direct as one would expect from a smoothly running four-cylinder. Unlike the Japanese colleagues, the MV is a rough fellow, who turns on with a great sound and his robust run.

But he also inspires with hard facts. Namely fantastic pulling power, which can be attributed to the high torque and a short gear ratio. It’s a shame that the throttle response is always a bit delayed and the throttle grip is so stiff. This makes homogeneous curve surfing difficult. The choice between two mappings offered is of little use. Because in sport mode the response behavior is even harder, so that it is better not to use it on the country road.

With the chassis, however, the Italians did everything right. The setup of the Brutale spring elements is a success: rich damping, paired with sensitive response and garnished with puncture resistance. That’s not brutal at all, but ideal for everyday life and fast country roads, even second-order.

With radially screwed four-piston fixed calipers from Brembo, brakes are also built in, which can be used to decelerate brutally with minimal manual force. The same hardware is found in the Duke. However, with a different set-up, because it takes a little more hand strength. But that doesn’t have to be a disadvantage, because the KTM brakes work finely and are less toxic – an advantage on dubious surfaces and when braking in a panic. Both manufacturers do not offer ABS – yet.

Steering behavior is at least as important as decelerating or accelerating. Here the MV is more neutral and homogeneous despite the slightly wider tire (MV: 190/55, KTM: 180/55). While the KTM behaves stubbornly and wants to be steered into the curve like a bull by the horns, you can let the MV run on the loose reins. The Brutale is neutral, she prefers the round line. The Super Duke also reacts to any external stimulus, be it from the driver or from uneven terrain, more sensitively and wobbly.

Bikes with rough edges are both, albeit with completely different characteristics. However, the bottom line is that these individual characteristics cost points, so that the two end up in the back half of the test field in the final bill.

Attention, space there, now it’s going to be sticky: BMW K 1300 R and Suzuki B-King. Though you can take thick literally, because these machines are not only big things in terms of displacement, their appearance is also powerful and voluminous. In contrast, the other test candidates look like slender mopeds. One – K 1300 R – is built rather long and stretched, the other – B-King – wide and expansive. Heavy big bikes that cut real corridors in the landscape due to their imposing dimensions – but also due to their sheer force. At 1.3 liters, the large four-cylinder engines are the displacement giants, and that makes them the rulers of pressure and thrust. 173 and 184 hp respectively represent the upper end of the flagpole among naked bikes in terms of performance, even the naked descendants of the super athletes have to line up at the back.

If you drive behind you will see fine black lines when BMW or Suzuki catapult themselves out of the corner with full power. However, the driver himself does not notice that much of this spectacle. While a Ducati or Aprilia can only keep their front wheels on the ground with difficulty or electronic help, BMW and Suzuki are pushing ahead quite unspectacularly. The two come across as anything but brutal or aggressive, which is initially due to their engine configuration. In-line four-cylinder are inherently more of the tame representatives. Like the 1000cc four-cylinder engines, the power unfolds continuously and calculable at any time, just like the 1000cc four-cylinder engines, but there is always a lot more of it on offer everywhere.

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Suzuki B-King and BMW K 1300 R – chubby appearance, surprisingly light-footed.

The BMW is a bit more gnarled with a slight tingling sensation in the notches, while the Suzuki runs smoothly as cream, but still offers a little more pressure, especially around the bottom. With both – but especially the Suzuki – the long translation of aggressiveness pulls all teeth. Anyone who thinks they have to sprint away in a wheelie needs a lot of unicycle experience and body control. To put it positively: the two 1300s are fairly undemanding in handling and are fully suitable for everyday use. However, if you fully pull on the cable, they dominate all acceleration disciplines. And that despite their very heavy weight of over five hundred pounds. This means they weigh over 50 kilograms more than the lightweight Ducati street fighters. The extra pounds cannot be denied in handling, especially when standing, when maneuvering or when changing direction of travel hard. Nevertheless, it is astonishing how easily and precisely you can maneuver the B-King through the network of curves. The same applies to the BMW, which initially feels a bit stubborn in the steering due to the stiff Duolever front suspension, but after the familiarization phase it steers precisely and neutrally.

The comfortable, but by no means gummy suspension of the B-King is extremely cooperative. It simply irons away all the rigors of road construction, only with an extremely sporty driving style and high speed one would perhaps wish for a little more rigidity in the framework. Thanks to electronic suspension, the BMW can offer this at the push of a button. The ESA also makes them the first choice when it comes to carrying passengers and / or luggage. The BMW also planes away large waves and bumps. The BMW suspension only reacts a little unevenly to small edges or shoulders of concrete slabs.

The BMW is absolutely top notch when it comes to maximum deceleration. This is where the long wheelbase has a positive effect, as does the fine ABS, of course. However, the front brake should like to be a little more sensitive in everyday life. The brakes of the B-King work inconspicuously well, and in an emergency the Suzuki driver can also rely on ABS.

The superior power and balanced driving characteristics bring the two fat men far ahead in the overall ranking. BMW in particular scores with extensive equipment and high functionality. All-round good machines, but unlike most of the other test participants, they represent less the streetfighter genre than they embody undisguised all-rounders with a high level of everyday usability.

One liter displacement, four cylinders in line – that is Japanese mechanical engineering in its purest form. Three machines that are initially very similar in terms of the key data, but then represent completely different interpretations of the same topic. The three four-cylinder engines get between 125 and 150 hp from a displacement of 1000 cc. All in all enough for groovy sprints and actually also for a full pull-through, as befits its standing, although you can’t expect the thundering four-cylinder engines to give the roar of a V-Twin like a Ducati or KTM. While the conceptually similar MV Agusta with its barely more than 1000 cm³ shows everyone where the pull-through hammer is hanging, the Yamaha disappoints in this regard. Even after the revision for the 2010 model year, little has changed in the comparatively weak pulling power of the FZ1 quad. The smooth-running Thousand only pushes tiredly out of the speed limit, but then comes to the point surprisingly hard at 7000 tours and happily turns up to the limiter at 11500 rpm. If you want to keep up with the bare pack, you have to work hard in the gearbox, although downshifting with the hard and bony gearbox is no fun.

The Kawa control box can do this only marginally better, the Honda shows how it can and should work: smooth, precise, problem-free. The CB 1000 plays the model boy in this trio anyway. It shines with a smooth-running engine and smooth throttle response, and its four-cylinder pushes evenly and powerfully through the entire rev range. The pithy, growling and roaring Kawa quad hangs on the accelerator more acutely, but the power input of the test machine was sometimes heavily delayed. But the Z 1000 convinces with pressure from the very bottom. However, the power on winding country roads is difficult to convert at a brisk pace. The green proves to be unusually rebellious when turning, wants to be brought into an inclined position emphatically, is inharmonious in curves and cannot offer the maneuverability of the light-footed, always neutral Honda. Apparently the Pirelli Diablo Rosso series tires (in K specification) do not really harmonize with the Kawa chassis. The Yamaha is a bit more manageable, but it always feels quite top-heavy, often wants to go further arcs than the pilot and is annoying even when sitting up with a very wide tank that spreads the knees too violently. Here, too, the Honda shows how to create a feel-good place for the driver that is just as good for a leisurely stroll as it is for a somewhat sporty gasp. The fear that the CB 1000 R, with its very soft basic set-up, would show a certain vagueness when driving hard, remains unfounded. On a lousy surface, the Honda chassis excels with fine swallowing pleasure and lets the CB iron almost unmoved over slopes, where, for example, the stubborn Benelli wildly wedges and stomps wildly in curves.

Gargolov

Ducati Streetfighter and Aprilia Tuono V4 R APRC – this is where athletes’ hearts beat faster.

Before taking off for the botany, often only an effective brake, ideally with a finely regulating ABS, can protect you during brisk activity. All three Japanese thousands are well equipped here and are almost on par, with the Yamaha stoppers subjectively delivering the crispest bite that Kawa demands for the greatest hand strength.

Incidentally, braking processes on the FZ1 and Z 1000 should be completed before turning in, braking into the curve does not work with either. Above all, the Kawasaki positions itself all too clearly, the Yamaha opposes the driver’s wish for more lean angles like a defiant child of his spinach meal. Honda proves that chassis geometry designed for handiness, including neutral driving behavior and stable straight-line stability, can definitely be reconciled.

You may find the CB 1000 R, which tends towards perfectionism, boring or lacking in character, but from a businesslike and sober point of view, the Honda can only be beaten by a BMW K 1300 R and a Triumph Speed Triple. The weaknesses of the Kawa and the Yamaha were adequately mentioned – does the Honda not offer any starting point for criticism? Nice. Despite all the effort to achieve perfect ergonomics, the optimal accommodation of the passenger has not succeeded. That one sits much better even on the Yamaha. And depending on the sunlight, the unfortunate bar segment tachometer in the Honda cockpit is difficult to read or even impossible to read. Fashionable frills, nothing beats a classic round clock with pointer – that’s that.

But this, too, ultimately remains a matter of opinion. Friends of digital overkill will not be convinced by old-fashioned round clocks any more than die-hard V2 fans by the qualities of a Honda four-cylinder. After all, motorcycling, and this is more true than ever with such puristic power-naked bikes, is clearly an emotional matter that leaves little room for compromises or concessions.

If emotions and subjective impressions are left aside, the BMW wins the first part of the mega-test in a superior manner. But we can already reveal this much: In the second part, when it’s all about emotions and driving pleasure, the cards are completely reshuffled.

Which bike attracts the competent jury the most with its sound, its engine characteristics and its driving dynamics? Are the candidates who are on the winners’ podium in the first part, i.e. BMW, Triumph and Honda, passed through to the back as boring class nerd? And who can achieve overall victory in this highly competitive segment with good results in both parts of the test??

MOTORCYCLE intermediate result / points evaluation

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The BMW K 1300 R wins the comparison test on the country road, beating its eleven competitors.

MOTORCYCLE intermediate result

BMW K 1300 R.
Pressure in all positions, comfortable and with a reliable chassis. The BMW is nowhere naked, doesn’t mess with the costs either, but it’s winning.

Triumph Speed Triple
Great chassis and smoky engine, the Triumph delights both dynamic and connoisseurs. And on top of that, it is nice on the wallet and deservedly makes second place.

Honda CB 1000 R.
Sit on it, feel good. The Honda knows how to flatter. With great comfort and a successful chassis. It combines solid design with a personable, extroverted appearance.

Suzuki B-King
Sure, it’s not the handiest. But an engine like this, like a turbine, is not something you come across every day. In addition, the fat king drives amazingly sovereign. If only it weren’t for the wide tank.

Aprilia Tuono V4 R APRC
A bundle of energy like no other. Ultra-nimble, brutally strong. Not for the faint of heart or for couch potatoes. With ABS she would be on the podium.

Kawasaki Z 1000
The icing on the cake is the powerful and magnificent sounding four-cylinder. Only when it comes to setting up the suspension, there is a problem, other tires might help.

KTM 990 Super Duke
Where do you go to the curve jungle? The KTM loves curves, the powerful twin delivers appropriate pressure from the middle. Here, too, there is room for improvement in the chassis tuning.

Yamaha FZ1
The neat, handy FZ1 cannot set highlights. The chassis got a bit too spongy, the engine too greedy for revs, the seating position not perfect.

MV Agusta Brutale 1090 RR
She is beautiful, strong and strong in character. But also thirsty and a demanding companion in terms of maintenance for the wallet.

Ducati Streetfighter
The attractive Bolognese woman lacks the consistent fine-tuning of the suspension, brakes and seating position – and for the top result an ABS.

Benelli TnT R 160
TnT offers plenty of corners and edges, emotionally intensive motorcycling, but with weaknesses in function. Hearty, uncouth charm, without a filter. Love it or leave it.

MOTORCYCLE scoring

	Max points	Aprilia	BMW	Benelli	Ducati	Honda	KTM
Overall rating	1000	660	733	585	627	669	638
placement		5.	1.	11.	10.	3.	7th.
Price-performance note	1.0	2.7	2.1	3.7	3.2	1.7	2.1

Kawasaki	MV Agusta	Suzuki	triumph	Yamaha
643	633	663	682	635
6th.	9.	4th.	2.	8th.
2.1	4.0	2.6	1.7	2.2

Data: Aprilia, Benelli, BMW, Ducati

Gargolov

Length runs: ells long and with a stiff Duolever, the BMW seems clumsy at walking pace, otherwise it drives neutral and precisely.

Aprilia Tuono V4 R APRC

engine		design type	Four-cylinder, four-stroke, 5-degree V engine
injection	Ø 48 mm
coupling	Multi-disc oil bath clutch (anti-hopping)
Bore x stroke	78.0 x 52.3 mm
Displacement	1000 cm3
compression	13.0: 1
power	123.0 kW (167 hp) at 11500 rpm
Torque	112 Nm at 9500 rpm
landing gear
frame	Bridge frame made of aluminum
fork	Upside-down fork, Ø 43 mm
Steering damper	hydraulically
Brakes front / rear	Ø 320 mm / Ø 220 mm
Assistance systems	Traction control
bikes	3.50 x 17; 6.00 x 17
tires	120/70 ZR 17; 190/55 ZR 17
Tires	Pirelli Diablo Rosso Corsa	mass and weight		wheelbase	1445 mm
Steering head angle	63.0 degrees
trailing	108 mm
Suspension travel v / h	120/130 mm
Seat height **	820 mm
Weight with full tank **	212 kg
Payload **	189 kg
Tank capacity / reserve	17.0 / 4.0 liters
Service intervals	10000 km
price	14,703 euros
Price test motorcycle	–
Additional costs	287 euros
MOTORCYCLE readings
Top speed *	270/260 ** km / h
acceleration
0-100 km / h	3.3 sec
0-140 km / h	4.9 sec
0-200 km / h	8.7 sec
Draft
60-100 km / h	3.8 sec
100-140 km / h	3.7 sec
140-180 km / h	3.8 sec
Consumption highway	6.2 liters / super
Reach country road	274 km

Benelli TnT R 160

engine		design type	Three-cylinder four-stroke in-line engine
injection	Ø 53 mm
coupling	Multi-disc oil bath clutch (anti-hopping)
Bore x stroke	88.0 x 62.0 mm
Displacement	1131 cm3
compression	13.0: 1
power	116.0 kW (158 hp) at 10200 rpm
Torque	120 Nm at 8500 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 mm / Ø 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	1419 mm
Steering head angle	65.5 degrees
trailing	99 mm
Suspension travel v / h	120/115 mm
Seat height **	810 mm
Weight with full tank **	225 kg
Payload **	175 kg
Tank capacity / reserve	16.0 / 5.0 liters
Service intervals	10000 km
price	14690 euros
Price test motorcycle	–
Additional costs	275 euros
MOTORCYCLE readings
Top speed *	260 km / h
acceleration
0-100 km / h	3.0 sec
0-140 km / h	4.9 sec
0-200 km / h	9.6 sec
Draft
60-100 km / h	3.8 sec
100-140 km / h	3.6 sec
140-180 km / h	4.9 sec
Consumption highway	7.0 liters / super
Reach country road	229 km

BMW K 1300 R.

engine		design type	Four-cylinder, four-stroke in-line engine
injection	Ø 46 mm
coupling	Multi-disc oil bath clutch
Bore x stroke	80.0 x 64.3 mm
Displacement	1293 cm3
compression	13.0: 1
power	127.0 kW (173 hp) at 9250 rpm
Torque	140 Nm at 8250 rpm
landing gear
frame	Bridge frame made of aluminum
fork	Double longitudinal control arm made of aluminum
Steering damper	hydraulically
Brakes front / rear	Ø 320 mm / Ø 265 mm
Assistance systems	Partly integral braking system with ABS
bikes	3.50 x 17; 6.00 x 17
tires	120/70 ZR 17; 190/55 ZR 17
Tires	Conti Sport Attack	mass and weight		wheelbase	1585 mm
Steering head angle	60.4 degrees
trailing	104 mm
Suspension travel v / h	115/135 mm
Seat height **	830 mm
Weight with full tank **	252 kg
Payload **	208 kg
Tank capacity / reserve	19.0 / 4.0 liters
Service intervals	10000 km
price	13,900 euros
Price test motorcycle	164,302 euros
Additional costs	206 euros
MOTORCYCLE readings
Top speed *	270 km / h
acceleration
0-100 km / h	2.9 sec
0-140 km / h	4.3 sec
0-200 km / h	7.9 sec
Draft
60-100 km / h	3.2 sec
100-140 km / h	3.2 sec
140-180 km / h	3.4 sec
Consumption highway	5.4 liters / Super Plus
Reach country road	352 km

Ducati Streetfighter

engine		design type	Two cylinder four stroke 90 degree V engine
injection	Ø 60 mm
coupling	Multi-disc dry clutch
Bore x stroke	104.0 x 64.7 mm
Displacement	1099 cm3
compression	12.5: 1
power	114.0 kW (155 hp) at 9500 rpm
Torque	115 Nm at 9500 rpm
landing gear
frame	Steel tubular frame
fork	Upside-down fork, Ø 43 mm
Steering damper	hydraulically
Brakes front / rear	Ø 330 mm / Ø 245 mm
Assistance systems	–
bikes	3.50 x 17; 6.00 x 17
tires	120/70 ZR 17; 190/55 ZR 17
Tires	Pirelli Corsa III	mass and weight		wheelbase	1475 mm
Steering head angle	64.4 degrees
trailing	114 mm
Suspension travel v / h	127/127 mm
Seat height **	825 mm
Weight with full tank **	198 kg
Payload **	192 kg
Tank capacity / reserve	16.5 / – liters
Service intervals	12,000 km
price	14990 euros
Price test motorcycle	–
Additional costs	255 euros
MOTORCYCLE readings
Top speed *	250 km / h
acceleration
0-100 km / h	3.2 sec
0-140 km / h	4.9 sec
0-200 km / h	8.8 sec
Draft
60-100 km / h	3.8 sec
100-140 km / h	3.3 sec
140-180 km / h	4.5 sec
Consumption highway	5.2 liters / super
Reach country road	317 km

Naked bike

Megatest: Naked Bikes 2011 Part 2

Which bike is the most fun and arouses the greatest emotions?

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Data: Honda, Kawasaki, KTM, MV Agusta

Gargolov

Four-piston fixed calipers from Brembo: In the Duke, the monobloc pliers bite less poisonously than in the MV Agusta Brutale.

Honda CB 1000 R.

engine		design type	Four-cylinder, four-stroke in-line engine
injection	Ø 36 mm
coupling	Multi-disc oil bath clutch
Bore x stroke	75.0 x 56.5 mm
Displacement	998 cm3
compression	11.1: 1
power	92.0 kW (125 PS) at 10,000 rpm
Torque	99 Nm at 7750 rpm
landing gear
frame	Central tubular frame made of aluminum
fork	Upside-down fork, Ø 43 mm
Steering damper
Brakes front / rear	Ø 310 mm / Ø 256 mm
Assistance systems	SECTION
bikes	3.50 x 17; 5.50 x 17
tires	120/70 ZR 17; 180/55 ZR 17
Tires	Bridgestone BT 015 “L”	mass and weight		wheelbase	1445 mm
Steering head angle	65.0 degrees
trailing	99 mm
Suspension travel v / h	120/128 mm
Seat height **	830 mm
Weight with full tank **	220 kg
Payload **	190 kg
Tank capacity / reserve	17.0 / 4.0 liters
Service intervals	6000 km
price	11390 euros
Price test motorcycle	117 453 euros
Additional costs	170 euros
MOTORCYCLE readings
Top speed *	230 km / h
acceleration
0-100 km / h	3.2 sec
0-140 km / h	5.3 sec
0-200 km / h	11.2 sec
Draft
60-100 km / h	3.7 sec
100-140 km / h	3.5 sec
140-180 km / h	4.1 sec
Consumption highway	5.4 liters / normal
Reach country road	315 km

Kawasaki Z 1000

engine		design type	Four-cylinder, four-stroke in-line engine
injection	Ø 38 mm
coupling	Multi-disc oil bath clutch
Bore x stroke	77.0 x 56.0 mm
Displacement	1043 cm3
compression	11.8: 1
power	101.5 kW (138 hp) at 9600 rpm
Torque	110 Nm at 7800 rpm
landing gear
frame	Backbone frame made of aluminum
fork	Upside-down fork, Ø 41 mm
Steering damper
Brakes front / rear	Ø 300 mm / Ø 250 mm
Assistance systems	SECTION
bikes	3.50 x 17; 6.00 x 17
tires	120/70 ZR 17; 190/50 ZR 17
Tires	Pirelli Diablo Rosso “K”	mass and weight		wheelbase	1440 mm
Steering head angle	65.5 degrees
trailing	103 mm
Suspension travel v / h	120/138 mm
Seat height **	815 mm
Weight with full tank **	222 kg
Payload **	179 kg
Tank capacity / reserve	15.0 / – liters
Service intervals	6000 km
price	11595 euros
Price test motorcycle	–
Additional costs	180 euros
MOTORCYCLE readings
Top speed *	240 km / h
acceleration
0-100 km / h	3.3 sec
0-140 km / h	5.2 sec
0-200 km / h	9.9 sec
Draft
60-100 km / h	3.3 sec
100-140 km / h	3.3 sec
140-180 km / h	3.4 sec
Consumption highway	5.4 liters / normal
Reach country road	278 km

KTM 990 Super Duke

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 cm3
compression	11.5: 1
power	88.0 kW (120 PS) at 9000 rpm
Torque	100 Nm at 7000 rpm
landing gear
frame	Steel tubular frame
fork	Upside-down fork, Ø 48 mm
Steering damper
Brakes front / rear	Ø 320 mm / Ø 240 mm
Assistance systems	–
bikes	3.50 x 17; 5.50 x 17
tires	120/70 ZR 17; 180/55 ZR 17
Tires	Pirelli Diablo Corsa III	mass and weight		wheelbase	1450 mm
Steering head angle	66.1 degrees
trailing	101 mm
Suspension travel v / h	135/160 mm
Seat height **	845 mm
Weight with full tank **	203 kg
Payload **	177 kg
Tank capacity / reserve	18.5 / 2.5 liters
Service intervals	7500 km
price	10,995 euros
Price test motorcycle	–
Additional costs	250 euro
MOTORCYCLE readings
Top speed *	220/235 ** km / h
acceleration
0-100 km / h	3.2 sec
0-140 km / h	5.2 sec
0-200 km / h	10.6 sec
Draft
60-100 km / h	3.6 sec
100-140 km / h	3.8 sec
140-180 km / h	4.3 sec
Consumption highway	5.9 liters / super
Reach country road	314 km

MV Agusta Brutale 1090 RR

engine		design type	Four-cylinder, four-stroke in-line engine
injection	Ø 46 mm
coupling	Multi-disc oil bath clutch (anti-hopping)
Bore x stroke	79.0 x 55.0 mm
Displacement	1078 cm3
compression	13.0: 1
power	106.0 kW (144 hp) at 10600 rpm
Torque	115 Nm at 8000 rpm
landing gear
frame	Steel tubular frame
fork	Upside-down fork, Ø 50 mm
Steering damper	hydraulically
Brakes front / rear	Ø 320 mm / Ø 210 mm
Assistance systems	–
bikes	3.50 x 17; 6.00 x 17
tires	120/70 ZR 17; 190/55 ZR 17
Tires	Dunlop SportSmart	mass and weight		wheelbase	1438 mm
Steering head angle	65.0 degrees
trailing	104 mm
Suspension travel v / h	125/120 mm
Seat height **	825 mm
Weight with full tank **	214 kg
Payload **	179 kg
Tank capacity / reserve	20.0 / 4.0 liters
Service intervals	6000 km
price	18,500 euros
Price test motorcycle	–
Additional costs	250 euro
MOTORCYCLE readings
Top speed *	265/255 ** km / h
acceleration
0-100 km / h	3.3 sec
0-140 km / h	5.4 sec
0-200 km / h	9.8 sec
Draft
60-100 km / h	3.0 sec
100-140 km / h	3.0 sec
140-180 km / h	3.4 sec
Consumption highway	6.8 liters / super
Reach country road	294 km

Naked bike

Megatest: Naked Bikes 2011 Part 2

Which bike is the most fun and arouses the greatest emotions?

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Data: Suzuki, Triumph, Yamaha

Gargolov

The chassis set-up of the Triumph has benefited from the facelift, the adjustment screws of the rebound stage are hidden a bit.

Suzuki B-King

engine		design type	Four-cylinder, four-stroke in-line engine
injection	Ø 44 mm
coupling	Multi-disc oil bath clutch
Bore x stroke	81.0 x 65.0 mm
Displacement	1340 cm3
compression	12.5: 1
power	135.0 kW (184 hp) at 9500 rpm
Torque	146 Nm at 7200 rpm
landing gear
frame	Bridge frame made of aluminum
fork	Upside-down fork, Ø 43 mm
Steering damper	hydraulically
Brakes front / rear	Ø 310 mm / Ø 260 mm
Assistance systems	SECTION
bikes	3.50 x 17; 6.00 x 17
tires	120/70 ZR 17; 200/50 ZR 17
Tires	Dunlop Qualifier, back “B”	mass and weight		wheelbase	1525 mm
Steering head angle	64.5 degrees
trailing	107 mm
Suspension travel v / h	120/137 mm
Seat height **	810 mm
Weight with full tank **	259 kg
Payload **	201 kg
Tank capacity / reserve	16.5 / – liters
Service intervals	6000 km
price	14490 euros
Price test motorcycle	170 824 euros
Additional costs	145 euros
MOTORCYCLE readings
Top speed *	247 km / h
acceleration
0-100 km / h	3.1 sec
0-140 km / h	4.6 sec
0-200 km / h	8.1 sec
Draft
60-100 km / h	4.0 sec
100-140 km / h	3.6 sec
140-180 km / h	4.2 sec
Consumption highway	5.3 liters / normal
Reach country road	311 km

Triumph Speed Triple

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 cm3
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 mm / Ø 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
Suspension travel v / h	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	11,245 euros
Price test motorcycle	118 455 euros
Additional costs	350 Euro
MOTORCYCLE readings
Top speed *	248 km / h
acceleration
0-100 km / h	3.2 sec
0-140 km / h	5.1 sec
0-200 km / h	10.5 sec
Draft
60-100 km / h	3.5 sec
100-140 km / h	3.8 sec
140-180 km / h	4.8 sec
Consumption highway	5.4 liters / super
Reach country road	324 km

Yamaha FZ1

engine		design type	Four-cylinder, four-stroke in-line engine
injection	Ø 42 mm
coupling	Multi-disc oil bath clutch
Bore x stroke	77.0 x 53.6 mm
Displacement	998 cm3
compression	11.5: 1
power	110.3 kW (150 PS) at 11,000 rpm
Torque	106 Nm at 8000 rpm
landing gear
frame	Bridge frame made of aluminum
fork	Upside-down fork, Ø 43 mm
Steering damper
Brakes front / rear	Ø 320 mm / Ø 245 mm
Assistance systems	SECTION
bikes	3.50 x 17; 6.00 x 17
tires	120/70 ZR 17; 190/50 ZR 17
Tires	Dunlop D 221 front “G”, rear “B”	mass and weight		wheelbase	1460 mm
Steering head angle	65.0 degrees
trailing	109 mm
Suspension travel v / h	130/130 mm
Seat height **	800 mm
Weight with full tank **	230 kg
Payload **	180 kg
Tank capacity / reserve	18.0 / 3.4 liters
Service intervals	10000 km
price	11,295 euros
Price test motorcycle	–
Additional costs	170 euros
MOTORCYCLE readings
Top speed *	252 km / h
acceleration
0-100 km / h	3.6 sec
0-140 km / h	5.4 sec
0-200 km / h	10.3 sec
Draft
60-100 km / h	4.1 sec
100-140 km / h	4.1 sec
140-180 km / h	5.1 sec
Consumption highway	5.8 liters / normal
Reach country road	310 km

Naked bike

Megatest: Naked Bikes 2011 Part 2

Which bike is the most fun and arouses the greatest emotions?

read more

Megatest: naked bikes

Menus

Megatest: Naked Bikes 2011

How do naked bikes on the country road?

Megatest: Naked Bikes 2011

Megatest: Naked Bikes Continued.

MOTORCYCLE intermediate result / points evaluation

Data: Aprilia, Benelli, BMW, Ducati

Data: Honda, Kawasaki, KTM, MV Agusta

Data: Suzuki, Triumph, Yamaha

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Menus

Megatest: Naked Bikes 2011

How do naked bikes on the country road?

Megatest: Naked Bikes 2011

Megatest: Naked Bikes Continued.

MOTORCYCLE intermediate result / points evaluation

Data: Aprilia, Benelli, BMW, Ducati

Data: Honda, Kawasaki, KTM, MV Agusta

Data: Suzuki, Triumph, Yamaha

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