Track test of naked bikes against supermotos

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Track test of naked bikes against supermotos

Track test of naked bikes against supermotos

Oblique seconds

You mean it, clearly. On both sides. Supermotos are getting bigger and stronger, naked bikes are getting lighter and sportier. The question that arises is who is faster. And who has the better concept for the time hunt. MOTORRAD was looking for answers on the small Hockenheim circuit.

The trend is obvious. KTM launched the first fragrance brand with the 950 Supermoto. Ducati will be? all on-
signs suggest ?? catch up with the much-applauded Hypermotard. And BMW is planning a conversion kit for wide tires for the radical Enduro HP2.

Discussions are programmed with this. Are the new giant supermotos faster? or even better? as the
established naked bikes? And if so, then where? The fact that BMW and KTM have a new race provides additional fuel-
series for the Maxis and met in Oschersleben to determine their position (see box on page 32). On a completely normal, albeit shortened, circuit. And thus on a terrain that inevitably lets the sporty naked bike competition scratch their feet.

For example the new Aprilia Tuono. With her it is so to speak genetic disposition, because the apple falls in Noale
not far from the racing tribe. Mother RSV 1000 passed on her racing genes including the chassis one to one. Or the Triumph Speed ​​Triple. This season, in the shape of a lifetime, she shares a traditional British penchant for round-the-clock.

And in the proposed regulations of the new racing series, three-cylinder engines are just as permitted as twins. Must the megamotos tremble there?
MOTORRAD wanted to know as always? and went with all fours on the small Hockenheim course. Whereby an HP2 retrofitted by AC Schnitzer competed for BMW. This met with difficult conditions at its premiere. The thermometer in the Baden Motodrom showed five degrees above zero. That’s cold. So cold that there is no more air between your thumb and forefinger and you are extremely suspicious of the interlocking of asphalt and rubber. Quite un-
justified, as it quickly turns out. Ex-GP pilot and MOTORRAD time hunter Jurgen Fuchs proves with adventurous slopes that the road-legal racing tires ?? For reasons of equality of opportunity, all bikes start with Michelin Power Race in medium configuration ?? play well despite the cold. Still: ideal is different. Especially for the drivers who don’t even come close to getting into the comfort zone.
In these conditions, it is particularly important that the ergonomic environment is as comfortable as possible for the pilot. But what does that mean in view of the fact that you haven’t even decided on your driving style? Classic
with your knee extended? Or great-
Moto-like, the motorcycle pressed and your foot on the ground? On the Triumph, and especially on the Aprilia, the situation is clear: With footrests high up and far back, both of them can only use hanging-off despite the wide but not very high handlebars. The BMW and
the KTM, on the other hand, with low, far forward placed footrests and higher handlebars, seem super for the upright-
moto gait predestined.
Until you have made the first, restrained laps. Then it is clear: Even the small course in Hockenheim with its relatively short straights and the very narrow chicane is great
classic supermoto terrain miles away. Instead of short and courageous um-
there are also large inclines here
high speed required. And the associated high cornering stability.
“Foot down, elbow out” does not meet this requirement profile. Especially not on the HP2. Because at
the cow is disturbed by the spreading udder. Searches the driver with the floor-
contact and pushes the HP2 into the corner, is
always a cylinder in the way. And even when hanging off? Udder up, knees on the ground ?? the unwanted touchdown can hardly be avoided.
»A very familiar feeling«, Jurgen digs through his Boxer Cup experience after a few laps on the Schnitzer HP. “I can deal with that.” He is what keeps him from really fast times
Outline a completely different quality.
“From the apex I have extreme rattle on the front wheel, no matter how I drive. That doesn’t necessarily inspire confidence. “
Incidentally, however, the BMW, which weighs only 190 kilograms with a full tank, does quite well despite its chopper-like steering head angle (approx. 60.8 degrees) and a completely high-speed unsuitable seating position. Schnitzer modified the HP2 with the braking system from the
Cup replica with radial hand pump, a V-Performance wheel set, a cat-free exhaust system, a WP fork (50 millimeters) and a fully adjustable WP shock absorber. 1.15.1 minutes ?? that’s not bad, but it is put into perspective when you look at the price. The tuning company is asking around 30,000 euros for the conversion. That is considering the loveless Mon-
days ?? Too short brake hoses, dragging brake calipers, front wheel sockets with rattle fits ?? in no way justifiable. Price-conscious fans are left with BMW’s own Super–
moto conversion kit.
Or buy a KTM. It is a little weaker (103 to 106 hp), but at 11,150 euros it is almost 20,000 euros
cheaper. As for the performance,
which she delivers in Hockenheim in no way. But before there is loud jubilation in the Austrian camp: It’s enough for a good half a second ahead of Bavaria. For nothing more.
Because although the Supermoto is always the same speed in all sections of the route and in some even faster than the Schnitzer BMW, it suffers from similar problems. The far ahead and deep un-
The footpegs installed on the floor touch down early and permanently. And on the straights the driver, who cannot brace his legs against the oncoming wind, hangs helplessly behind the handlebars like a flag in the wind. That costs time and effort. The formidable handling of the KTM can only be achieved in the ski-
use kane properly? and even this advantage is nullified because of itself
The 950er does not bend as far as the Michelin because of the lack of ground clearance-
Tires undoubtedly allowed it.
Jurgen stays like that on the BMW
When chasing times, only the following recipe: release the magnificent Brembo four-piston brake early on in order to take advantage of every millimeter of lean angle at the entrance to the curve. And then use the linear and therefore predictable power output of the engine as early as possible. The bottom line is that 1.14.4 minutes are on the clock, while the photographer’s constant flight of sparks has burned itself permanently into the lens.
The time is impressive, isn’t it? you suspect it ?? not really fast, even considering these inhospitable conditions. Already the first moderate laps on Tuono and S.peed Triple show where one of the two main strengths lies. Are you pushing hard? and they continue to push where Supermoto and HP2 left off for a long time
to have. For comparison: The Aprilia and KTM twin are up to almost 7000 rpm-
almost on par. While the Rotax-V2 of the Aprilia marches on up to 9500 rpm, the KTM-Twin drops noticeably from 7500 rpm? and practically only runs out until the power peak at 8400 rpm. In numbers: 129 to 103 hp.
Even the three-cylinder of the Triumph reaches out mightily. Lies wonderfully evenly up to 9300 rpm and does not give up. And then ?? drrrrrrr ?? Limiter. Very soft, very inconspicuous, but relentless. Nevertheless, the result is impressive. With 129 hp it is just as powerful as the Aprilia. And it delivers an extremely smooth test bench curve? that means predictable increase in performance, regardless of the speed range. Plus a spontaneous one,
but not hard throttle response. Until
the lack of speed reserve that the
would save one or the other gear change, that’s perfect.
No wonder that the Briton collects plus points with Jurgen Fuchs from the apex of the corner. »Good responsiveness, powerful torque across the entire speed range ?? here the triple does well. However, there are slight deductions in the corner entrance. The Nissin brake cannot be released as gently as the Brembo counterpart on the Aprilia or the KTM. And when I brake, I don’t get enough weight on the rear wheel because of the short seat. “
Who that under complaints on high
Classify level is right. With 1.12.6
The Speed ​​Triple is two and a half seconds ahead of the KTM and the BMW by two and a half seconds. The data recording provides information on why: Whenever speeds are above 120 km / h, the Speed ​​Triple drives up and away. Start-finish straight, in front of the ant curve, in the cross bar, in front of the Sachskurve, even in the left-right combination after the Sachskurve ?? in
each of these passages makes it a lot more meters without losing in the slow sections. For one thing, that is itself-
understandable because of the additional performance, for
others at higher stability in quick corners.
Both characteristics that the Speed ​​Triple shares with the Tuono. Since the engine output also matches, it is not surprising that both data recording curves are almost congruent. With very slight advantages for the Italian at the entrance to the curve, where the combination of tire / fork provides clearer feedback than on the Triumph, and very small disadvantages at the exit, where ?? as mentioned ?? that triumph has its strengths. The result is a stalemate as it stands in the book. 1.12.6 minutes also for the Tuono, who you can feel their circuit genes on every meter (readings see right
Page). And a win for the Nakeds across the board.

Technical data: Aprilia RSV 1000 Tuono R

Engine: water-cooled 60-degree V-two-cylinder, four-valve, injection, six-speed gearbox. Bore x stroke 97.0 x 67.5 mm, displacement 998 cm3. Output 98 kW (133 hp) at 9500 rpm. Turn-
torque 102 Nm at 8750 rpm. Chassis: aluminum-
Bridge frame, upside-down fork, central-
Suspension strut, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake
rear, Ø 220 mm, two-piston fixed caliper. Tires 120/70 ZR 17; 190/50 ZR 17.Dimensions and weights:
Wheelbase 1410 mm, seat height * 810 mm, weight with a full tank * 212 kg. Price ** 11290 euros

Technical data: AC Schnitzer BMW HP2 SM

Engine: air / oil-cooled boxer two-cylinder,
Four-valve, injection, six-speed gearbox. Bore x stroke 101.0 x 73.0 mm, displacement 1170 cm3. Output 81.8 kW (111 hp) at 7500 rpm. Torque 120 Nm at 5500 rpm. Chassis: tubular steel frame, upside-down fork,
Central spring strut, double disc brake in front,
Ø 320 mm, four-piston fixed calipers, disc brake
rear, Ø 265 mm, double-piston floating caliper. Tires 120/70 ZR 17; 180/55 ZR 17. Dimensions and
Weights: wheelbase k. A, seat height * 920 mm, weight with a full tank * 190 kg. Price around 30,000 euros

Technical data: KTM 950 Supermoto

Engine: water-cooled 75-degree V-two-cylinder, four-valve, constant pressure carburetor, six-speed gearbox. Bore x stroke 100.0 x 60.0 mm, displacement 942 cm3. Output 72 kW (98 PS) at 8000 rpm. Torque 94 Nm at 6500 rpm. Chassis: tubular steel frame, upside-down fork, central-
Suspension strut, double disc brake at the front, Ø 305 mm, four-piston fixed calipers, disc brake at the rear,
Ø 240 mm, double-piston floating caliper. Tires 120/70 ZR 17; 180/55 ZR 17.Dimensions and weights: wheelbase 1510 mm, seat height * 880 mm, weight with a full tank * 206 kg. Price ** 11,150 euros

Technical data: Triumph Speed ​​Triple

Engine: water-cooled in-line three-cylinder, four-
valve, injection, six-speed gearbox. Bore x stroke 79.0 x 71.4 mm, displacement 1050 cm3. Output 95.6 kW (130 hp) at 9,100 rpm. Torque 105 Nm at 5100 rpm. Chassis: aluminum bridge frame, upside-down fork, central spring strut, double-
Front disc brake, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 220 mm, double-piston floating caliper. Tires 120/70 ZR 17;
180/55 ZR 17. Dimensions and weights: wheelbase
1429 mm, seat height * 840 mm, weight with a full tank * 221 kg. Price ** 10 990 euros

The new thrill: Megamoto

There was something conspiratorial about the matter. BMW and KTM met in Oschersleben to test their strengths. But not in the dirt or on
the go-kart track, where at least the Mattighofener would have been expected. But on the normal, albeit shortened, Borde circuit. Especially for this occasion, BMW put the thoroughbred Enduro HP2 on 17-inch rims and racing tires, while the KTM 950 Supermoto did not require any fundamental modifications. “Megamoto” is the keyword, the two manufacturers are looking for the form of competition for a new trend. The difficulty: the conventional supermoto slopes are too narrow, normal race tracks ?? This Hockenheim also shows that-
Attempt ?? far too fast. There has to be at least a jump or even a part of the terrain or, best of all, both in order to have a separate racing series with the long-legged cars (via the participation of Ducati and Triumph
is also discussed) to justify. By the way: In Oschersleben went
both race wins on HP-BMWs, which were driven by Peter Ottl and Markus Barth. So it’s no wonder that BMW is “benevolent
considered «, even if the KTM pack with Roland Resch, Manolito Weling, Maik Appel and Alexander Blobl was within striking distance.

Conclusion

The sporty naked bikes do well
absolutely respectable ?? though on the real ones
Renner could still be missing a bit even with better external conditions.
For the big supermotos, on the other hand, there are even manageable routes like the small course
too fast in Hockenheim. If they are to have a chance, things have to be much tighter. And much more off-road, for example with
Help from jumps. Under such conditions
Megamoto would be a real spectacle.

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