Comparative test of the V2 roadster

Comparative test of the V2 roadster
Bilski

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster

36 photos

Comparative test of the V2 roadster
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In comparison: Harley-Davidson XR 1200 X, Ducati Diavel Carbon, Yamaha MT-01.

Comparative test of the V2 roadster
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Ducati Diavel Carbon.

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As is typical for Ducati, a tubular mesh surrounds the fiery, 153 hp short-stroke V2 of the Ducati Diavel Carbon.

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In the test: Ducati Diavel Carbon.

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In the test: Ducati Diavel Carbon.

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Eight-inch forged wheels with a 240 mm rear roller and huge central nut on the Ducati Diavel Carbon.

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In the test: Ducati Diavel Carbon.

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Two-part, extremely extensive set of instruments. With a moderately readable tachometer and TFT color display.

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In the test: Ducati Diavel Carbon.

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The two long, winding stainless steel elbows are an absolute eye-catcher.

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In the test: Ducati Diavel Carbon.

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In comparison: Harley-Davidson XR 1200 X, Ducati Diavel Carbon, Yamaha MT-01.

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In the test: Harley-Davidson XR 1200 X.

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In the test: Harley-Davidson XR 1200 X.

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The tank of the Harley-Davidson XR 1200 X is the smallest in the test field at 13.3 liters.

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In the test: Harley-Davidson XR 1200 X.

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Wrong world: The Harley-Davidson XR 1200 X is the cheapest and most normal machine in the test.

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In the test: Harley-Davidson XR 1200 X.

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A lot of effort is required to operate the front brake of the Harley-Davidson XR 1200 X..

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In the test: Harley-Davidson XR 1200 X.

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The dominant rev counter of the Harley-Davidson XR 1200 X exudes racing flair.

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In the test: Harley-Davidson XR 1200 X.

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In the test: Harley-Davidson XR 1200 X.

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In comparison: Harley-Davidson XR 1200 X, Ducati Diavel Carbon, Yamaha MT-01.

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In the test: Yamaha MT-01.

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In the test: Yamaha MT-01.

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The two-cylinder four-stroke engine of the Yamaha MT-01 has a torque of 150 Newton meters.

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In the test: Yamaha MT-01.

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The Akrapovic silencers on the Yamaha MT-01 sound extremely bassy.

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In the test: Yamaha MT-01.

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On the Metzeler Z6, the Yamaha MT-01 drives quite wobbly, despite the superbike swingarm.

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The Yamaha MT-01 offers tall riders the most space in the test field.

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In the test: Yamaha MT-01.

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In the test: Yamaha MT-01.

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The tachometer of the Yamaha MT-01 has the format of a ship’s chronometer.

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In comparison: Harley-Davidson XR 1200 X, Ducati Diavel Carbon, Yamaha MT-01.

Comparison test: V2 roadster

Big bikes from Harley-Davidson, Ducati and Yamaha put to the test

Look divine, go devilish, turn on animal. Perception shifts completely in the saddles of these three raven-black powerhouses. They celebrate an unmistakable appearance, combined with a beguiling entrance and the finest design.

When this V2 trio from three continents growls, there’s no stopping them. It magically attracts eyes and ears. Ducati Diavel Carbon, Harley-Davidson XR 1200 X and Yamaha MT-01 sound together in chorus like the violent thunder out of the blue. In the heart of the hurricane.

S.Elf parked in front of you, these three figures of power are just so different. Black, tall, wide, bold and casual. Your mission never ends. They cannot be pigeonholed. Steam hammers that couple motion and emotion. "Crossover concepts" Such machines are called in marketing German. Harley and Yamaha wear air-cooled 45-degree V-Zwos with camshafts below in sporty (XR) or even sporty chassis (MT-01) with upside-down forks. Sometimes with a displacement of 1.2 liters, sometimes with a full 1670 cm3. Athletes with cruiser hearts.

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Comparative test of the V2 roadster

Comparison test: V2 roadster
Big bikes from Harley-Davidson, Ducati and Yamaha put to the test

XR 1200 X as an offshoot of the hugely successful XR 750 dirt tracker. That is quite an exaggeration, but Mister X is nonetheless the most robust, strongest member of the Sportster family. The entire engine block, right down to the cylinder heads and the four bumper sleeves, is whitewashed in black shrink paint. The deep black of the 1200s contrasts with a minimum of shiny metal and sparingly dosed orange color for rim tapes, ignition cables and Showa struts. These only stereo dampers in the comparison are at least provided with expansion tanks and fully adjustable.

Ducati goes the opposite way of the other two concepts, transplanting the easily tamed 1200 supersport engine Testastretta II into an equally fully adjustable cruiser chassis. Or something that might be taken for it. Because what spans 1.59 meters between the two wheel axles here completely breaks all conventions. The Diavel Carbon is a motorcycle from another galaxy. Lushly equipped with carbon fiber components and rims made of forged aluminum. Hammer. Even the first seat rehearsal is an inimitable experience. Feels like a mixture of cruiser, dragster and muscle bike. A real temptation.


Bilski

Look divine, go devilish, turn on animals: Harley-Davidson XR 1200 X, Ducati Diavel Carbon, Yamaha MT-01.

The hands reach over the long, toaster-shaped 17 liter tank to the wide aluminum handlebar. You park your buttocks in the spacious, inviting, pronounced seat. The Diavel integrates you sucking and smacking at a height of just 77 centimeters, guaranteeing a secure footing. A projectile that merges with its driver, the ride on the cannonball. The short stub tail seems to float freely over the 240 mm rear roller. It consists of self-supporting, high-strength plastic and is flanged to the steel tubular space frame typical of Ducati with die-cast aluminum parts.

For a motorcycle that is reminiscent of a drag strip, the feet are far forward and the upper body is upright. Only the knee angle is quite acute. Concentration. Instead of an ignition lock, a transmitter integrated in the key activates the vehicle electronics via radio waves. Works within a radius of two meters, the key bit only opens the tank and seat lock. Ignition! A few revolutions of the crankshaft later the air pulsates and the earth trembles. A very vital V2 staccato trumpets the Duc – from the two "Elbow Boas" with a huge 58 millimeters in diameter and the two stubby silencers stacked on top of each other. fortissimo.

Full alarm: At the same time, the Yamaha rider ignited the engine. This V2 beat goes through the heart. The way this bumper-reinforced marine engine hums and thuds, growls and grumbles from the Akrapovic exhausts is simply sensational. Dull, full and sonorous. In addition, the whole motorcycle shakes when it is stationary like a wet poodle, to the rhythm of each individual combustion process. Badomm, badomm, badomm. Strength tremors. Anyone who does not feel a pulse beat within 30 meters of the pressure wave generator MT-01 is dead. These are no longer vibrations, these are real eruptions. Simply a colossal motorbike.

And the Harley? In comparison, it pröttelt quite thin, like a hot VW Beetle from the two slim end pots. They are unadorned black and begin to rust early at their ends and inside. The unfiltered snorkeling and sniffing from the US airbox is addicting. The clutch requires a firm hand, the gearbox requires emphasis. Harley has a certain stubbornness. Under wild "Kalonk" The gears snap properly, despite the long shift travel in the shift linkage. US agricultural machinery manufacturing. The 45-degree V2 stamps soft and smooth. Like a rubber band, without noticeable ups and downs, it sets the 263-kilogram load in motion.


Bilski

In the test: Harley-Davidson XR 1200 X.

The Harley looks more airy than it is, with a steady torque curve. Only the peak of at least 100 Newton meters at 3600 tours can hardly be felt. The Milwaukee Twin continues to turn bravely and freely until the limiter cuts off the juice at 6800 rpm.

Good vibrations? Do not worry. Despite the engine’s rubber mounting, it shakes you up in the upper half of the engine speed. The V2 with hydraulic valve clearance compensation vibrates more strongly in push mode than under load. The 90 Mustangs long-stroke hangs directly and delicately on the gas. Good for a Harley. Every little pluck on the throttle drives the oil-cooler-reinforced V-Twin up. It only continues to run when the throttle valves are closed because of the large centrifugal mass. With extremely low load changes, it sends its power to the rear wheel via toothed belt. Easy to care for and exclusive.

On the MT-01 you can dreamily enjoy the low-speed pounding – in the frequency of mating calls from African bull elephants. It is a pleasure to grab this bull made of aluminum, chrome and steel by the horns. Once on the move, you enter the next level of emotions and experience inner peace. Gliding deeply relaxed with 1500 to 2000 tours is the fascinating experience of the Yamaha. Because then 130 to 150 Newton meters are already present.

Other power bikes in the test: BMW S 1000 RR, Kawasaki ZZR 1400 and Yamaha Vmax

Comparison test: V2 roadster part 2


Bilski

Comparison test: Harley-Davidson XR 1200 X, Ducati Diavel Carbon, Yamaha MT-01.

In contrast to large cruisers, the MT-01 actually converts the greatest torque into good pulling power, 3.8 seconds from 60 to 100. Here, 95 hp hit "just" 264 kilograms, two less than standard. Individual seats, akrapovice and carbon parts for over 3000 euros have to pay for themselves.

Rev up the Yamaha engine equipped with an electronically controlled flap in the exhaust? What for? The V2 finally brushes the sails at just over 5000 rpm. Well, the forged pistons finally have a stroke of 113 millimeters (!) In front of them. It is fitting that the MT-01 im "Driving fun"-Comparison of MOTORRAD, edition 19/2009, the chapter "character" won. The Nippon dinosaur only needs 2400 tours for 100 km / h in the final fifth gear. Wonderful. For comparison: Then the Harley, also in the fifth, is already turning 3600 rpm – more than the MT-01 in the third. The Ducati needs 4,000 revolutions for 100 km / h in sixth gear. so what?

The propulsion of the Diavel is diabolical – it lives up to its name, which is called Diavolo, devil in the Bolognese dialect. Three seconds from zero to one hundred. If you didn’t have to switch to second at 90 things, it would still be "fewer" inside. Also remarkable: 3.3 in the sixth from 60 to 140. Blood group adrenaline positive. The pulse, that is certain, beats up to the neck with this hardly believable thrust. The 90-degree V2 implanted from the Superbike 1198 still unleashes a hefty 153 hp with tamer control times and reduced compression. A cruiser at speed, an apocalyptic rider. And an unforgettable experience.

Hell, devil, the Ducati goes off as if the incarnate was after her, hungry on the gas. Hold on to Guuut. On the track, the LCD speedometer shows 263, while the Diavel remains stoic. Amazingly good-natured and balanced, she brings the power to the road. The long wheelbase and the standard eight-level traction control keep a lifting front wheel in check. Accompanied by wild, loud drum rolls, the water-cooled high-tech V2 feels like the unleashed forces of nature personally beyond the 5000 tours. In those spheres accompanied by clear vibrations.

Lucifer’s Revenge is the trio’s best driving performance in any discipline, at any speed. At least when you look at the three selectable driving modes "Touring" or "Sports" elects. Both release full power, in the first case with a gentler, in the second with a more aggressive response. The "Urban"-Mode limits the power to 100 horses. The six gears click through, mostly the sixth one does. Searching for idle at traffic lights alone is not always easy.


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In the test: Ducati Diavel Carbon.

The best thing is: as brutally as the roast Satan accelerates positively, it also decelerates vehemently. It’s crazy how the radially screwed, four-piston monoblocs from Brembo bite on the discs: devilishly powerful, heavenly easy to dose. Also controlled by the sporty, late, but finely regulating ABS. The latest Bosch generation. SECTION? Would also do Yamaha and especially the Harley good. The six-piston stoppers of the MT-01, Ex-R1 goods, can be dosed well. But whistling up front cannot be avoided in the event of an emergency stop. Not a good sign for wetness or an acute emergency braking.

The four-piston calipers of the XR 1200 X are even more tricky, because they are difficult to control with a lot of manual force. Harley can now ABS. Why not here? At least the rear stop is finely adjustable. As is typical of the US, it sits on the XR. A handlebar that is bent almost like a cruiser meets high-placed footrests and undecided knees.

The 13.3 liter tank should be wider and more voluminous. He always drives the Harley to the gas station first. Different, completely different, is the seating position of the Yamaha. Placed high up, you have to stretch properly to the handlebars that are far away. Not uncomfortable, more classic and sporty. With a little pull on the spine.


Bilski

In the test: Yamaha MT-01.

The MT-01 offers tall guys the most space and a relaxed knee angle. You should only be able to grab. On undulating asphalt, the 1700er wants to be kept in line with power. At least on the Metzeler ME Z6, the Trumm with the 190 rear tire is pretty much on, requires constant course corrections. Feels like the front and rear wheels don’t want the same thing. Like a cardan motorcycle, the MT-01 prefers cornering with an even pull on the cable. Two-part aluminum frame and superbike swingarm with support or not: the horizontal shock absorber should be a bit more sensitive. It knocks you out of the saddle roughly on mogul slopes. Are those the cruiser genes??

The Harley drives more neutrally, honestly. Not at all that unwieldy, it works surprisingly well on winding streets somewhere in southern German vineyards. Finely chiseled, the XR can be kept on course in curves. A sweep finder for Harley standards. However, the XR stiffens at high speed, but noticeably in fast alternating curves. The 18-inch model in the big piston fork at the front sends its regards.

The conventionally knitted chassis around the steel double loop does its job better than in any classic car. Stable enough and surprisingly comfortable. You can feel the road without suffering from it. Fun and spacey. What remains is little feeling for the front wheel. Probably a consequence of the flat fork. The XR touches down late enough in an inclined position. But then hard. To the right, it grinds the manifold. And they don’t give in. You can drive briskly, but rather not burn sportily. When braking in an inclined position, the Dunlop-tire 1200er stands up strongly.

The Diavel is much handier than it looks. There is no other motorcycle that rolls so easily, predictably and agile with a 240 mm rear roller. The close cooperation with Pirelli is paying off. Because here a 17-inch device rotates instead of the usual 18-inch product. Also with a 45 instead of 40 cross-section and a pointed contour that promotes handling. In addition, the sticky Pirelli Diablo Rosso II, specially developed for the Diavel, do not show the usual tendency of such killer rubbers to willingly and submissively follow every tiny longitudinal groove or groove. Great.

This driving behavior has nothing to do with cruisers. It is the masterpiece of the engineers. Really cheeky, the 20,000 euro Italo devil stabs the curve thicket. That’s 3000 euros more than for the standard Diavel, with a weight saving of 3000 grams. You have to go through purgatory for this?

Even the suspension comfort is okay. The fully adjustable suspension elements respond well – carbon-coated upside-down fork from Marzocchi and Sachs shock absorber. You and the whole motorcycle remain completely unimpressed by the load. The Diavel is full and stable. If you unfold the hidden passenger pegs, even a passenger can stand it for a while on the supposed hump. The liquid crystal tachometer, on the other hand, is unreasonable, difficult to read and rough – each bar stands for 250 revolutions.


Bilski

Comparison test: Harley-Davidson XR 1200 X, Ducati Diavel Carbon, Yamaha MT-01.

Otherwise, the two-part cockpit with countless functions leaves no request for information: gear display, air and engine temperature (in Celsius or Fahrenheit), fuel consumption (current and average), driving mode, lap time (after all, an Italian motorcycle), inspection display. The lower TFT display – it is on the tank and therefore outside of the actual field of vision – switches on automatically in tunnels "Night mode". A smartphone on wheels. When parking and running away, the steering lock and immobilizer even activate themselves. If only the battery is never empty…

In contrast, the other two cockpits look really spartan. But at least with soothing tachometer needles. In the case of the finely crafted MT-01 in XXXL format. In contrast to the Harley, the Yamaha has to do without an alarm system and immobilizer. And we from the MOTORRAD test team on this great trio. Too bad it would be so nice – to take these three wonderful machines every day, that would be it. So that they take you on a journey to yourself. Especially MT-01 and Diavel can even get those motorcyclists who feel mentally completely on the ground again. And Harley smugly advertises: "It’s like sex. Just longer."

Like the cartoonist Martin Perscheid in "Perscheid for screwdrivers" says: "We are very fortunate that we are living in precisely that incredibly short period of time in which we are allowed to use internal combustion engines. In a few decades, the full sound of a large-volume two-cylinder should only be available as a ringtone." So we should enjoy them, the days of thunder.

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster
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Pictures: Comparison test: V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Ducati Diavel Carbon


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In the test: Ducati Diavel Carbon.

Why Diavel?

An owner tells


Kalina

Ducati Diavel Carbon owner Jörg Kalina (42) from Gelsenkirchen.

I got my motorcycle license in summer 2008 to buy myself a Triumph Speed ​​Triple. Okay, for reasons of reason it became a Tiger 1050 ABS. From then on I was already a Triumph fan with heart and soul! Until I saw the first photos of the Ducati Diavel in January 2011 in an issue of MOTORRAD. Then I drove to Ducati Bochum, which had a pre-production model – in the hope that they would see in person "not so great" off (sorry), it would be bad to sit on and anyway …

In fact, it looked SUPER, you sat on it great and anyway: awesome thing! From the beginning I was fascinated by the 240 mm rear tire. After a test drive with an unstoppable grin, I ordered a Diavel straight away in April 2011. A hammer, the thrust is simply gigantic. This motorcycle is a topic of conversation every time you refuel, every time you stop.

The V2 pröttttting extremely loudly from the accessory termignonis, and it vibrates more strongly than the Triumph Triple. Even when the Diavel isn’t running, every look at the great details makes up for me.

Technical data Ducati Diavel Carbon engine
design type Two cylinder four stroke 90 degree V engine
injection Ø 56 mm
coupling Multi-disc oil bath clutch (anti-hopping)
Bore x stroke 106.0 x 67.9 mm
Displacement 1198 cc
compression 11.5: 1
power 112.7 kW (153 hp) at 9500 rpm
Torque 128 Nm at 8000 rpm
landing gear
frame Steel tubular frame
fork Upside-down fork, Ø 50 mm
Brakes v / h Ø 320 mm / Ø 265 mm
bikes 3.50 x 17; 8.00 x 17
tires 120/70 ZR 17; 240/45 ZR 17
Tires Pirelli Diablo Rosso II
mass and weight
wheelbase 1590 mm
Steering head angle 62.0 degrees
trailing 130 mm
Suspension travel v / h 120/120 mm
Seat height * 770 mm
Weight with full tank * 238 kg
Payload * 162 kg
Tank capacity / reserve 17.0 / 4.0 liters
Service intervals 12,000 km
price 19 690 euros
Additional costs

305 euros

* MOTORCYCLE measurements

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster
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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Harley-Davidson XR 1200 X


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In the test: Harley-Davidson XR 1200 X.

Why XR 1200 X?

An owner tells


Lazaro

Harley-Davidson XR 1200 X owner Silke Lazaro (42) from Darmstadt.

I saw the XR 1200 X for the first time in the USA in 2010. It was almost love at first sight – really sporty and not a typical Harley as the Harleys are usually …

I can only say one thing about driving behavior: pure driving pleasure! The 1200 is easy to use. You don’t notice the weight of the machine, even as a woman. The XR has its own character, you can feel it when you start it. I think you only get that feeling on a Harley.

As the saying goes: Riding a Harley is riding a Harley, a world of its own. I had a Yamaha before, but it can’t be compared with that.

Technical data Harley-Davidson XR 1200 X engine
design type Two cylinder four stroke 45 degree V engine
injection Ø 50 mm
coupling Multi-disc oil bath clutch
Bore x stroke 88.9 x 96.8 mm
Displacement 1202 cc
compression 10.0: 1
power 67.0 kW (91 PS) at 7000 rpm
Torque 100 Nm at 3700 rpm
landing gear
frame Double loop frame made of steel
fork Upside-down fork, Ø 43 mm
Brakes v / h Ø 292 mm / Ø 260 mm
bikes 3.50 x 18; 5.50 x 17
tires 120/70 ZR 18; 180/55 ZR 17
Tires Dunlop Qualifier D 209 v. "RP" H. "HD"
mass and weight
wheelbase 1515 mm
Steering head angle 60.7 degrees
trailing 130 mm
Suspension travel v / h 125/89 mm
Seat height * 800 mm
Weight with full tank * 263 kg
Payload * 176 kg
Tank capacity / reserve 13.3 / 1.9 liters
Service intervals 8000 km
price 11,990 euros
Additional costs

350 Euro

* MOTORCYCLE measurements

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster
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Pictures: Comparison test: V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Yamaha MT-01


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In the test: Yamaha MT-01.

Why MT-01?

An owner tells


Ehrenberg

Yamaha MT-01 owner Dennis Ehrenberg (36) from Haltern am See.

It happened to me immediately, at the Intermot 2004. That was when I saw a Yamaha MT-01 for the first time, in stage 2. After that I had to buy one immediately.

The look of the beefy engine, the generally unusual design – simply not a motorcycle off the rack, but one with a rare and unique appearance. While driving, the inimitable sound and vibrations are fascinating, and driving the MT-01 arouses emotions. After tuning by the local dealer (Engel Motorräder Haltern), the V2 pushes a whopping 180 Nm of torque. This results in power and torque from idle, a Lanz Bulldog on two wheels.

In general, there are many options for finishing. I installed titanium manifolds, various carbon parts, Rizoma footrest system, handlebar conversion from K-Maxx, Öhlins fork, PVM wheels, single seat and much more. An MT-01 is also suitable for the racetrack. Mine has already been to several racing training courses, for example in Oschersleben and Zolder.

Technical data Yamaha MT-01 engine
design type Two cylinder four stroke 45 degree V engine
injection Ø 40 mm
coupling Multi-disc oil bath clutch
Bore x stroke 97.0 x 113.0 mm
Displacement 1670 cc
compression 8.4: 1
power 66.0 kW (90 PS) at 4750 rpm
Torque 150 Nm at 3750 rpm
landing gear
frame Bridge frame made of aluminum
fork Upside-down fork, Ø 43 mm
Brakes v / h Ø 320 mm / Ø 267 mm
bikes 3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/50 ZR 17
Tires Metzeler Z6 "E."
mass and weight
wheelbase 1525 mm
Steering head angle 65.0 degrees
trailing 103 mm
Suspension travel v / h 120/117 mm
Seat height * 810 mm
Weight with full tank * 264 kg
Payload * 197 kg
Tank capacity / reserve 15.0 / 0 liters
Service intervals 10,000 km
price 12 995/16 112 ** euros
Additional costs

170 euros

* MOTORCYCLE measurements

** Price test motorcycle including carbon air filter box (367 euros), carbon silencer protection (335 euros), pinion cover (263 euros), solo seat (669 euros), Akrapovic level 1 silencer slip-on (1463 euros)

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster
36 photos

Pictures: Comparison test: V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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MOTORCYCLE measurements

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

Sheer power. The mighty Yamaha V2 lifts almost 130 Newton meters and 160 Nm at 3300 rpm at 1500 rpm. brilliant.

The two 1200 engines have to line up behind. The Harley bravely keeps up with the fiery Ducati up to 4000 tours. The Harley-Davidson XR 1200 X offers more speed reserves (and requirements) than the bumper-reinforced, air-cooled Yamaha MT-01. A matter of honor for the Supersport V2 of the Diavel are the greatest revving pleasure, the highest Vmax, the toughest torque values ​​and the best acceleration. Wow.

MOTORCYCLE measurements   Ducati Diavel Carbon Harley-Davidson XR 1200 X Yamaha MT-01
Top speed 255 km / h 200 km / h 210 km /

acceleration

0-100 km / h 3.0 s 4.2 s 3.7 s 0-140 km / h 7.9 s 12.1 s 10.3 s 0-200 km / h 17.4 s – 27.6 s Draft 60-100 km / h 3.3 s 4.5 s 3.8 s 100-140 km / h 3.6 s 4.9 s 4.1 s 140-180 km / h 3.9 s 7.6 s 5.7 s Fuel consumption Super 5.6 l / 100km Super 5.2 l / 100km Super 5.3 l / 100km Theoretical range 304 km 256 km 283 km

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster
36 photos

Pictures: Comparison test: V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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MOTORCYCLE conclusion


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In the test: Harley-Davidson XR 1200 X, Ducati Diavel Carbon, Yamaha MT-01.

Ducati Diavel Carbon

There is hardly more emotion when driving. There is nothing like it. The brute thrust when accelerating, the relaxed street surfing, upright and sublime, the exclusive design. But the polarizing, eye-catching Diavel also impresses in purely functional terms – impresses with ABS, traction control and long 12,000 inspection intervals. Ducati has succeeded in squaring the circle. But be careful: the pact with the expensive devil does not lead directly to purgatory, but inevitably leads to dependency on the first test drive.

Harley-Davidson XR 1200 X

Wrong world: Because the other two V-Twins are even crazier, the Harley is the cheapest (12,000 euros), most normal machine in the test. But don’t worry, the XR 1200 X is still a real, angular, rustic US iron. Your 45 degree heart beats smoothly. Some peculiarities such as the seating position, transmission and brake metering are still unpolished. Those who like hot rods will love the XR.

Yamaha MT-01

The MT-01 is literally a motor bike. A magical shaker, a pulsator with a strong sound and character. Absolutely unspoilt, it combines sound, vibrations and haptics in an inimitable way. In addition, the steam engine is built very well, fulfills the Japanese cliché of high, smooth functionality. However, the torque giant needs good roads to drive well.

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster

Comparative test of the V2 roadster
36 photos

Pictures: Comparison test: V2 roadster

To home page

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

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Comparative test of the V2 roadster

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Comparative test of the V2 roadster

Bilski

Comparative test of the V2 roadster

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