Menus
- Power naked bikes in a comparison test
- Yamaha MT-10 – in-line engine goes V4
- Aprilia Tuono V4 1100 Factory – Killer unit with punch
- Ducati Monster 1200 R – Power-V2 with fine tuning
- Triumph Speed Triple S – Drilling culture at it’s best
- Shoot, anchor, bend: undercarriage & Brakes
- Stopper the monsters close to the optimum
- Technical specifications
- rating
- Conclusion
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24 photos
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Yamaha MT-10, Ducati Monster 1200 R, Triumph Speed Triple S, Aprilia Tuono V4 1100 Factory.
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Like the fork and the shock absorber, the electronically controlled steering damper comes from the Superbike R1.
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Clearly seen: the more electronics there is in the bike, the more overloaded the switch units are.
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It looks a bit simple, but contains all the important information: MT-10 cockpit. Set the clock and reset the trip meter at the push of a button.
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Yamaha MT-10.
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Yamaha MT-10.
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Fork with reservoir including pressure stage adjuster. The brake requires a lot of hand strength and seems a bit toothless. Nice, but unfortunately only made of cast: wheels in red.
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The RSV4 superbike donated the sharp rear end.
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Yamaha MT-10, Ducati Monster 1200 R, Triumph Speed Triple S, Aprilia Tuono V4 1100 Factory.
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Triumph Speed Triple S..
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Triumph Speed Triple S..
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More information about the electronic driver assistance. Nevertheless, the display does not seem overloaded. Top: Like the Tuono, the Speedy also has an analog tachometer.
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More powerful thanks to new components: the Speedy brake system.
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The shock absorber works unobtrusively over long distances. However, it seems uncomfortable on bad ground.
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Unsurpassed in terms of readability: analog tachometer. The driver assistance can be set in the mouse cinema submenu.
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Aprilia Tuono V4 1100 Factory.
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Yamaha MT-10, Ducati Monster 1200 R, Triumph Speed Triple S, Aprilia Tuono V4 1100 Factory.
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Ducati Monster 1200 R.
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Ducati Monster 1200 R.
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Warning light instead of fuel gauge, but otherwise the information center is fully equipped. Brightness regulation included.
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The Duc does not even offer a quickshifter for an extra charge. In return, the Italians have plenty of carbon fritters as accessories.
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Also only available for cash: folding brake and clutch levers. The test bike has trim for over 1700 euros.
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Yamaha MT-10, Ducati Monster 1200 R, Triumph Speed Triple S, Aprilia Tuono V4 1100 Factory.
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Aprilia Tuono V4 1100 Factory.
Yamaha MT-10, Ducati Monster 1200 R, Triumph Speed Triple S and Aprilia Tuono V4 1100 Factory
Power naked bikes in a comparison test
Content of
Aggressively, the Yamaha MT-10 penetrates the realm of muscle-packed naked bikes. The two-, three- and four-cylinder competition stands on the mat immediately – a fight for the supremacy of the systems. Can the new Yamaha bike prevail against the Ducati Monster 1200 R, Triumph Speed Triple S and Aprilia Tuono V4 1100 Factory?
Suddenly the guy disappeared from the rearview mirror. Just cheeky at the rear of our Triumph S.peed Triple S sticking, the surprised husky driver drives straight off after a wheelie by colleague Georg J. Luck for the rebellious local hero: The heavy rainfalls in the days before in the Allgau offer him and his companion a soft landing. Too bad that both now look like after a first-class fango treatment. “Damn crap,” growls the Nuda 900 pilot in annoyance, heaves the load out of the sludge and spurts mud and grass splashing up and away. An image for gods. Dear Nuda acrobat, if you are reading this now: You gave us a lot of pleasure. When we are in the area again, you will make us happy again with such contributions?
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Yamaha MT-10, Ducati Monster 1200 R, Triumph Speed Triple S and Aprilia Tuono V4 1100 Factory
Power naked bikes in a comparison test
Ducati Monster 1200 R and the brand new Yamaha MT-10 through foreign territory. Here in the foothills of the Alps there are many curves and a wonderful, varied landscape. Ideal for really spurring the quartet. The mission: to find out which of the four concepts is best for highway annealing. Two-, three- or four-cylinder? The latter in V-shape (Aprilia) or as an in-line engine with crossplane technology (Yamaha).
Yamaha MT-10 – in-line engine goes V4
The quad of the Superbike R1 works in the Yamaha MT-10. Tailored to the demands of a sporty naked, Yamaha promises a lot of thrust below and in the middle for the Japanese, plus 160 hp peak power. In fact, the Yam gathers lively 158 horses who power the naked bike. Especially from 7000 rpm there is life in the booth, and the load starts like hell – be careful, risk of addiction! There is also something intoxicating for the ears. Tingling V4 sound, caused by the tricky crank pin offset of the crankshaft, underlines the acceleration orgies.
Friends of the traditional unicycle dance will also get their money’s worth. The Yamaha MT-10 enables wheelies to the horizon. It helps that in the “Standard” driving mode it accelerates gently, but still wonderfully, directly. On “A” the throttle response is more abrupt, which you have to like. “B”, on the other hand, is too soft, but also delivers full performance. Regardless of the mode, the drive runs very cultivated and generates a welcome, powerful pulsation at higher speeds.
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Yamaha MT-10.
So an all-round successful drive? Nearly. Because up to mid-speed, the engine only delivers average punch for a power naked. Here the competition shows where the hammer hangs. In conjunction with the long first gear of the unchanged Superbike transmission, the Yamaha MT-10 driver also has to let the clutch slip for a long time when starting off in order to get off the spot appropriately.
The fact that the clutch is also difficult to adjust during a lively start and, in extreme cases, tends to chatter, makes driving off even more difficult. The secondary gear, which is two teeth shorter, does not make this exercise much easier. In addition, the gear changes on the new Yamaha could be a bit smoother, the loading is unusually bony for a Japanese switch box. Despite these inadequacies, the Yamaha MT-10’s four-cylinder drive with its strong character is impressive. It is a pure pleasure object mainly for sporty, ambitious, speed-hungry contemporaries.
Aprilia Tuono V4 1100 Factory – Killer unit with punch
The same applies to the Aprilia Tuono V4 1100 Factory. With the difference that the Tuono marches murderously from the spot. In addition to its maximum output of a fabulous 172 hp, it owes this largely to its gear ratio, which is crisp and short due to the immense revving power of the V4 unit. This drives the pulling force, i.e. the force that pushes the load and that the jockey feels when accelerating, into astronomical heights.
The Aprilia Tuono V4 1100 Factory also irons the competitors at will when it comes to performance. It accelerates from 0 to 200 km / h in 8.3 seconds – a dream value for a naked bike. To be fair, it should be noted that the Yamaha MT-10 loses 8.7 seconds compared to the Aprilia with 8.7 seconds. The Ducati does the job in 9.0 seconds, the Triumph takes 10.0 seconds.
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Aprilia Tuono V4 1100 Factory.
What does this mean for the Aprilia Tuono V4 1100 Factory? Beyond sober numbers, the 1100s with its awesome power delivery literally tears sports drivers from their chairs. Regardless of the speed, the V4 delivers an abundance of punch anytime, anywhere. However, it depends very aggressively on the gas, which means that the pilot needs a lot of sensitivity when wheeling. The Aprilia is the only one in the test field to offer an automatic switch as standard. This means that gear changes are extremely quick and precise. Simply load under full load, done – pure superbike feeling! The only thing missing is the blipper function.
Omnipresent, on the other hand, is the wonderful, menacing, dull exhaust thunder. Unfortunately, the Aprilia performs it at a volume that strains the nerves of non-die-hard fans. Less would clearly be more here. We are looking forward to the Euro 4 version next year. The other bikes in the test already meet this standard today. So things may be tight for the Aprilia Tuono V4 1100 Factory in 2016. But today the thrilling Tuono propellant still clearly decides the engine rating for itself.
Ducati Monster 1200 R – Power-V2 with fine tuning
Closely followed by the V2 of the Ducati Monster 1200 R. Although it does not offer the exuberant power of the V4, the Italian with measured 149 PS is anything but underpowered. The fact that some full-throttle junkies still accuse them of a lack of liveliness is due to the extremely harmonious power delivery, the finest manners when applying the gas and a smooth running from another planet.
Modest pacifier instead of a rough box: A lot has happened here compared to earlier top models in the monster series. The only drawback: the too long translation in gears four to six. In the last gear, the Ducati Monster 1200 R with a top speed of 255 km / h runs theoretically insane 285 things. In the first two gears, on the other hand, its gear ratio is pleasantly short, which means that it sprints off violently at traffic lights and from tight corners.
Triumph Speed Triple S – Drilling culture at it’s best
The Triumph Speed Triple S has a slightly less dynamic appearance. At 219 kilos, it weighs the highest in the quartet, and with 134 hp, the three-cylinder sends the least power to the transmission. Despite some modifications since its debut in 2005 – the most recent changes made by the British for the current vintage – you can tell that the 1050 is more advanced in age. His unabated fantastic smoothness speaks for him – triple culture at it’s best! In addition, we never get enough of the turbine-like hissing with the throttle valve wide open. The even performance curve is also pleasing, and the triplet hangs cleanly and perfectly dosed on the gas.
However, because of the combination of a low performance level and manageable speed reserves, it sometimes runs into the limiter surprisingly. Especially when the pilot gives the Langhuber fire. The Triumph Speed Triple S also lags a bit in terms of performance. But if you are mainly on the road in the driver’s license obtaining mode, you are guaranteed not to miss any power. There is good news to report from the transmission. Unlike in previous days, when the stressed shift foot had to overcome the bony shift box, this year it impresses with significantly smoother gear changes.
Shoot, anchor, bend: undercarriage & Brakes
On the other hand, the strut of the Triumph Speed Triple S shows itself from the hard side. Although it responds properly up to a certain point and swallows bumps very well. But the monoshock sends larger asphalt faults directly to the pilot’s back. As a result, the front tends to fidget on third-class terrain due to the lack of steering damper. Even the fine fork – the most sensitive in the test field – cannot prevent this. At the entrance to the bend, the Speed Triple also blocks a bit of inclination and requires a determined tamer. Overall, the age of the concept also takes its toll on the chassis. Ergonomics, on the other hand, is cutting edge. The triangle made up of bench, handlebars and footrests forms an excellent combination of sport and comfort.
The ergonomics of the Aprilia Tuono V4 1100 Factory are clearly trimmed for attack. It has the smallest distance between handlebar and seat height, the basis of every active sitting position. This gives the rider a perfect grip on the bike. Not overhanded, but extremely accurate and with outstanding cornering stability, the Italian shoots through the track.
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Ducati Monster 1200 R.
The formidable superbike RSV4, from which the Aprilia Tuono V4 1100 Factory is derived, sends its regards. When it comes to sport, the nude from Noale is clearly the first choice. The situation is different with anchoring. The Brembos bite firmly when the lever is pressed against it. But the hand strength required for this is brutal. Sensitivity is again required in the control range of the ABS. Tending to be sporty, it allows stoppies even in early control modes, mainly downhill. Since the control behavior is not always exactly the same in these modes, it is best to set the system to level one. Advantage: The ABS regulates extremely late and is easier to assess when anchoring in the last groove. However, this position requires a concentrated pilot, and a rollover in a panic braking with the appropriate grip cannot be ruled out.
The Ducati Monster 1200 R also offers different ABS levels. Although the system regulates a little more finely, our tip goes in the same direction: preferably choose a late regulating level and concentrate on shooting. Setting recommendations for the complete driver assistance systems for all bikes are provided in mini tables in the respective action photos. More cautious natures should first choose tamer modes and slowly approach their own optimum.
Stopper the monsters close to the optimum
The stoppers of the Ducati Monster 1200 R are already working close to the optimum. Superb controllability, great braking effect, tingling transparency: Except for the initially slightly wandering, but then stable pressure point, the Ducati biters leave nothing to be desired. The Bolognese woman’s handling is also outstanding: think the line you want, give the handlebars a gentle pull, bend easily, shine. It’s also fantastic how reliably it stays on course. In addition, the Italian also likes on wrinkled surfaces. Unlike in the past, the top model springs and cushions very balanced. The fly in the ointment is the cover of the exhaust valve control. In sharp right-hand bends, the part touches down and, in the worst case, leverages the load – be careful! In addition, you sit a bit inactive, Ducati drivers have to stretch slightly over the tank to the handlebars. Connoisseurs, on the other hand, like this casual attitude. The bottom line is that the Duc is extremely civilized from A to Z – what a remarkable transformation!
As a new release, the Yamaha MT-10 did not have to turn inside out. But it also offers a more comfortable than sporty driver posture: high handlebars with a large distance from the seat height, the handlebars protrudes furthest back towards the pilot, and the footrests are low. This creates a comfortable knee angle, but the arms of the pegs drag over the asphalt quite early.
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Triumph Speed Triple S..
The brakes do not encourage brisk driving either. They look dull and require a lot of hand strength. In addition, the ABS of the Yamaha MT-10 regulates relatively roughly, offers no different settings and cannot be switched off. The shock absorber also provides reason for criticism. Although we opened the high-speed compression damping completely, it does not absorb large distortions sufficiently. The fork, on the other hand, responds properly, offers a wide adjustment range and guides the yam safely and stably through the radii – a real bright spot. In addition, the MT-10 bends lightly, only the monster flips around corners a bit more easily.
A sensitive topic at the end. As is well known, beauty is in the eye of the beholder. But what the designers thought of the rugged front of the Yamaha MT-10 remains their secret. Standing out and standing out from the competition at any price can also backfire. Of course, we don’t want that from the Yamaha and we hope that many fans will choose it. But blasphemers claim that the aforementioned Nuda driver did not lose himself because of the Triumph wheelie, but when he saw the yam! Of course that’s not true. Honest!
Technical specifications
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Yamaha MT-10, Ducati Monster 1200 R, Triumph Speed Triple S, Aprilia Tuono V4 1100 Factory.
rating
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Aprilia Tuono V4 1100 Factory and Ducati Monster 1200 R are only separated by one point.
| Max. Points | Aprilia Tuono V4 1100 Factory | Ducati Monster 1200 R | Triumph Speed Triple S. | Yamaha MT-10 | |
| drive | 100 | 85 | 83 | 76 | 75 |
| landing gear | 100 | 83 | 85 | 73 | 76 |
| Everyday life and driving fun | 50 | 33 | 32 | 33 | 30th |
| Total | 250 | 201 | 200 | 182 | 181 |
| placement | 1. | 2. | 3. | 4th. |
Conclusion
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And the winner is: Aprilia Tuono V4 1100 Factory.
1. Aprilia Tuono V4 1100 Factory: No sports pilot can escape the combination of a powerful drive, stable superbike chassis and active seating position. The Aprilia also looks really good. With snappier brakes and a blipper function, luck would be complete. In addition, forged wheels should be part of the standard equipment at this price.
2. Ducati Monster 1200 R: With just one point behind the Ducati lands in second place. The top model of the monster range is characterized by its perfect manners. It’s simply breathtaking how smoothly and at the same time powerfully the engine starts. The chassis also impresses with its balance, and the brakes are the reference. In addition, the Duc offers perfectly coordinated electronics. An all-round coherent naked.
3. Triumph Speed Triple S: The British still enchants with its wonderfully cultivated engine and the typical three-cylinder hiss. Despite the recent revision, you can tell that the Speedy is showing its aging concept. It is a bike for connoisseurs and lovers. They are also happy about the comparatively low price.
4. Yamaha MT-10: The MT-10 can do a lot more than its placement suggests. Its powerful drive offers a high level of experience, especially at higher speeds. But the Yam does not have a highlight in any category and loses valuable counters with its inadequacies – keywords gearbox, clutch, brakes. She is also pretty thirsty. In this predominantly high-priced test field, it is a bit offside.
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