Comparison test: mid-range fun bikes

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Comparison test: mid-range fun bikes

Comparison test: Aprilia, Ducati, Kawasaki, KTM

Middle-class fun bikes in comparison

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A comparison test with mid-range bikes promises games, fun and excitement. The new Ducati Hypermotard 796 competes against the revised Kawasaki Versys, the Aprilia SMV 750 Dorsoduro and the KTM 690 Duke.

When the Yamaha TDR 250 appeared in 1988, who would have expected that motorcycles with long suspension travel and small road bikes would one day grow into a separate vehicle category, the supermoto? And which prophet could have predicted that this sports equipment would one day become fun bikes suitable for everyday use, which would also like to shoot through life with multiple cylinders?

Anyway, after all, this is not about the search for the prophet, but about life with the ultimate consequences of this fabulous evolution. That would be: Aprilia SMV 750 Dorsoduro, 91 PS, 219 kilograms, for 2010 with ABS in the luggage. The smallest and youngest member of the Ducati Hypermotard family, the 796 with 803 cubic meters, 81 hp and 189 kilos. Furthermore, the revised Kawasaki Versys with parallel twin, 64 horses in the stable, 209 kilos on the ribs and abs. And, last but not least, the KTM 690 Duke, with a 654 cubic single cylinder, 65 hp, but only a meager 160 kilograms combat weight.

Of course, with the exception of the KTM Duke, the test candidates’ roots in sumo are heavily watered down. No matter, because the customs of the PS test procedure are still Stone Age and, above all, always the same. That means: helmets on, clubs unpacked and off to the hunt!

If you hunt you have to run, so let’s first pay tribute to the Langbeiner engines. First the abnormalities: three twins against a single, two engines with great thrust at low revs, two that have to be turned for a brisk start. With two of them, the maps can be changed, only three go to the gas cleanly, and one drive somehow falls out of line anyway. Let’s bring order to this confusion. Ducati and Kawasaki are very close in character, are among the pushers and never overwhelm their drivers. Both push forward from idle, then turn up to 6500 rpm before their propulsion slows down noticeably. Very comfortable and predictable, especially since both shine with good responsiveness and conventionally manage with just one map.

Even good motorcycles make men: the Kawasaki Versys.

The two manufacturers save themselves the bells and whistles of gnawing their hearts back and forth, after all, apart from the gnarled Ducati gearbox, there is nothing to complain about. While the Hym 796 is the skimp in the quartet and only consumes 5.7 liters / 100 km, the Versys leaves it at a decent 6.4 liters per 100 km. And with its large 19 liter tank it offers the best range. On this subject, the soles boil, the Dorsoduro driver’s neck swells. Allegedly fit 13 liters in their tank. When the load stops without fuel, only 11.74 liters run into it. At 6.8 liters per 100 km, that makes a realistic range of just 173 kilometers. And be careful, the reserve only lasts 30 km. Apart from this small problem, the electronic throttle valve control, the so-called ride-by-wire, cannot convince. in the "S."-Mode (Sport) the Aprilia jumps violently on the gas, which annoys and messes up the line. If you choose the "T"-In touring mode, the SMV drives as if a dozen socks were clogging the air filter box. The response is soft, but decoupled and delayed. The 750er draws a perfect line in the performance diagram, while driving it goes around well down to around 4500-5000 / min, then lets itself hang a little, in order to get off again from 8000 tours, accompanied by aggressive hissing from the airbox. The gearbox, which can be operated unobtrusively, is forgiving.

"Inconspicuous" is a good keyword when it comes to the three selectable maps of the KTM 690 Duke. While on the Aprilia the mappings of the injection can be adjusted on the handlebars and while driving, on the KTM this is only possible when the vehicle is stationary and the engine is switched off using an antediluvian rotary switch hidden under the tank. In the operating instructions is hidden on page 103 in chapter "Maintenance work on the chassis and engine" the crucial clue. The nine-stage switch offers three maps. With switch position 1 this is "Soft mapping" active, in position 2 that "Advanced mapping" and in positions 3 to 9 that "Standard mapping".

Long story short: "Soft" nobody needs it, because the response behavior is soft, but it also cuts top performance. "Advanced" no one needs it either, as the hut jumps on the gas with the sensitivity of a mousetrap. Ergo remains "default". Soft, fine response paired with full performance that has to be bought at high speeds. The single goes well from 3000 rpm, but only burns its fireworks above the 5000 mark. If you want to be part of the pack and not allow yourself to be overtaken by it, it means: turn and shift. How well the KTM, with its measly 160 kilograms, goes when it is fully wrung out is also shown by a look at the acceleration values. Up to 100 km / h it is on the same level as the Hypermotard and the Dorsoduro. Only the Aprilia can keep up to 150, the Ducati already loses three tenths and the Kawasaki even 1.2 seconds.

This biting performance fits perfectly with the Duke’s chassis. It can be described as the only sports suspension in the test field, because the KTM offers a fully adjustable fork and a shock absorber that even offers separate high and low-speed adjustment of the compression level. The Ducati driver tears when he hits the end stop with his non-adjustable fork during sporty braking maneuvers.

The KTM 690 Duke with its single cylinder is a thoroughbred racer.

But back to the Duke. Sporty, taut and nimble, it burns across winding terrain like a berserk through the country. Only on bad paths is the hindquarters too stubborn, from being tight it becomes hard. The fact that the lightweight has the best damping reserves available is evident from the first few meters in the "Hunt mode" clear. However, when it comes to initial tires, KTM has gone a step too far. The mounted Dunlop Sportmax GPR Alpha 10 is an extremely sporty tire that does not or only reluctantly reaches operating temperature in the currently prevailing spring-like weather conditions. This tire is certainly a bundle of joy on the racetrack in connection with a tire warmer, but it is no good as original equipment for everyday use. During the entire photo and test drives, all the test drivers involved had several slides, and that ensured one thing above all: The trust in the Duke that was necessary to burn was lost. You can tell that KTM lives and sells sportiness. The only thing left to do is to ensure that the buyer survives.

Comparison test: mid-range fun bikes – part 2

Despite their differences, you can sweep the country road with all fours.

The Versys continues the Austrian "I can, so I have to" a leisurely one "nothing must, everything can" opposite. Despite its defensive, almost cozy design, the Kawa can let the proverbial cow fly. It looks stilted, but its suspension travel (front 150, rear 145 mm) is not that much longer than that of normal street motorcycles (usually 120 mm front, 130 mm rear) and is also taut.

This balancing act between long and tight makes it possible to burn comfortably and with good feedback over bad stretches with the Versys. Even in fast arcs the kawa does not become restless, there is no movement of its own. The handling is not particularly light-footed, but it turns neutrally and predictably, and runs along the desired line around the curve. So conspicuously inconspicuous, a completely neutral vehicle that never surprises badly. The biggest criticism of the Kawasaki is its brake. It is designed so tame and blunt that it would actually not be possible to dose it without ABS. It is only thanks to the blockage preventer that you can fully close with a clear conscience.

The sleek Aprilia SMV 750 Dorsoduro suggests a lot of sportiness, but weighs far too much for an athlete.

The Aprilia stoppers act much better. They give you a good feeling, and the ABS regulates quite late. However, it allows breathtaking stoppies, which can be very frightening in an emergency. The leaning of the Aprilia weighs much worse than this bad habit. The test motorcycle drives like you walk when you come out of the pub at three o’clock in the morning. The SMV 750 with Pirelli Dragon Supercorsa tires turns around its longitudinal axis and has to be kept on course. It was simply not possible to drive a clean line, and the search for the cause was fruitless. The fact is that this motorcycle drove significantly worse than a specimen that was tested in August 2008, which was a Dunlop Qualifier. The current Dorsoduro has retained its soft setup, which waves the white flag too quickly when exercising. The superficial comfort then turns into merciless penetration. Only the rebound damping and the spring preload on the fork and shock absorber can be adjusted.

"At least something", the hypermotardist will tell himself when he looks at the plug of his fork. The Ducati only allows interventions in the preload and rebound on the shock absorber and drives quite well with it. Although the soft fork does not harmonize one hundred percent with the noticeably firmer strut, the righting moment when braking in an inclined position and the tendency to stagger as well are significantly less pronounced than on the Aprilia. The mounted Pirelli Diablo Rosso Corsa certainly does its part to improve the driving behavior, because none of the other Hypermotards drove as well in the PS test as this one. However, this is to be assessed relatively, because the little Hym, nickname, drives really neutral and stable "The Kleene", Not. On the other hand, the only 189 kilogram hip can score fully in handling. She lets herself be thrown effortlessly from one side to the other over her wide sail pole, dancing like on ecstasy in a techno shed through the angled lanes of the Welzheimer forest.

The long experience with the air-cooled twin pays off with the Ducati Hypermotard 796.

It is clear that this hot dance will not last forever. The seat of the 796 quickly takes its toll. Very narrow and quite hard, it ensures that there are frequent breaks during the hunt. A loyal and, above all, reliable companion on this venture is the Duc brake. It works without ABS, is easy to dose and delays the way it needs to be. Not as snappy and aggressive as the KTM stoppers, but sufficient for all driving situations and rider types. And if that’s not enough, you just have to retrofit sportier brake pads.

Quo vadetis, fun bikes? Who knows? In any case, it is nice to see what is represented in the funbike sector. And how much fun these motorcycles can be without losing too much of their usefulness. Or is it even a sinful thought to talk about utility when talking about funbikes? Who knows? But please, we’re not looking for a prophet here.

Conclusion: That sat! The Kawasaki Versys, the gray mouse among the candidates, wins the test. Closely behind are the extremists, the KTM 690 Duke and the hip Ducati Hypermotard 796. The former is a real athlete, the latter an eye-catcher without any great sporting ambitions. Fourth is the Aprilia SMV 750 Dorsoduro ABS, which simply has too many small defects.

PS measurements


Drawing: archive

Performance diagram of the horsepower measurements.

Two V, a parallel twin and a single are competing. Amazingly, the KTM stew is not the weakest engine, but it does have a very high performance characteristic. It needs more revs than the three competitors, so you are always down a gear to keep up. The twins from Kawasaki and Ducati belong in the category "Pusher", push forward from idle and set the brawny propulsion around 6500 / min. Both also shine with fine throttle response. The Aprilia’s 750-V, on the other hand, could respond better. The electronically controlled engine works fine around the top, but lacks a direct feel for the gas.

Aprilia SMV 750 Dorsoduro ABS

Despite the functional ABS, the Aprilia cannot keep up with the others due to its high weight.

Drive:
Two-cylinder 90-degree V-engine, 4 valves / cylinder, 67 kW (91 PS) at 8750 / min, 82 Nm at 4500 / min, 750 cm3, bore / stroke 92.0 / 56.4 mm, compression ratio 11 , 0: 1, ignition / injection system, 52 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, chain

Landing gear:
Steel tubular space frame with screwed-on light metal cast profiles, steering head angle: 66.1 degrees, caster: 108 mm, wheelbase: 1505 mm. Upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base and rebound. Single spring strut without deflection, adjustable in spring base rebound and compression. Suspension travel front / rear: 160/160 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 “/5.50 x 17”, front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Pirelli Dragon Supercorsa. 320 mm double disc brake with four-piston fixed calipers at the front, 240 mm single disc with single-piston floating caliper at the rear, ABS

Measurements and weight:
Length / width / height 2217/1080/1334 mm, seat / handlebar height 880/1115 mm, handlebar width 830 mm, 219 kg fully fueled, f / r 47.5 / 52.5%

Rear wheel power in last gear:
58.8 kW (80 PS) at 190 km / h

Performance:
Acceleration 0-100 / 150/200 km / h 3.9 s / 8.2 s / –
Pulling speed 50–100 / 100–150 km / h 5.5 s / 6.5 s

Top speed: 200 km / h

consumption:
Fuel type: Super unleaded. Average test consumption: 6.8 liters / 100 km, tank capacity 13 liters, range: 191 km

Base price: 9,285 euros (plus ancillary costs)

Ducati Hypermotard 796

The mufflers of the Ducati Hypermotard attract attention not only because of the classy sound.

drive:
Two-cylinder 90-degree V-engine, 2 valves / cylinder, 59.6 kW (81 HP) at 8000 / min, 77 Nm at 6250 / min, 803 cm3, bore / stroke 88.0 / 66.0 mm, Compression ratio 11.0: 1, ignition / injection system, 45 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, chain

landing gear:
Steel tubular frame, steering head angle: 66.0 degrees, caster: 100 mm, wheelbase: 1455 mm. Upside-down fork, Ø fork inner tube: 43 mm, no adjustment options on the fork. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 165/141 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 “/5.50 x 17”, front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Pirelli Diablo Rosso Corsa. 305 mm double disc brake with four-piston fixed callipers at the front, 245 mm single disc with two-piston fixed calliper at the rear

Measurements and weight:
Length / width / height 2114/1210/1130 mm, seat / handlebar height 840/1075 mm, handlebar width 770 mm, 189 kg fully fueled, f / r 45.9 / 54.1%

Rear wheel power in last gear:
55.3 kW (75 PS) at 190 km / h

Performance:
Acceleration 0-100 / 150/200 km / h 3.9 s / 8.4 s /-
Pulling speed 50–100 / 100–150 km / h 6.4 s / 7.4 s

Top speed: 205 km / h

consumption:
Fuel type: Super unleaded. Average test consumption: 5.7 liters / 100 km, tank capacity 12.4 liters, range: 218 km

Base price: 8895 euros (plus ancillary costs)

Kawasaki Versys

The chassis of the Kawasaki Versys is stable and straightforward.

Drive:
Two-cylinder in-line engine, 4 valves / cylinder, 47 kW (64 HP) at 8000 / min, 61 Nm at 6800 / min, 649 cm3, bore / stroke 83.0 / 60.0 mm, compression ratio 10.6: 1, ignition – / injection system, 38 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain

Landing gear:
Steel tubular space frame, steering head angle: 65.0 degrees, caster: 108 mm, wheelbase: 1415 mm. Upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base and rebound. Single spring strut without deflection, adjustable in spring base and rebound. Suspension travel front / rear: 150/145 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 “/4.50 x 17”, front tires: 120/70 ZR 17, rear: 160/60 ZR 17. First tires: Dunlop D 221 “G”. 300 mm double disc brake with two-piston floating calipers at the front, 220 mm single disc with single-piston floating caliper at the rear, ABS

Measurements and weight:
Length / width / height 2112/850/1390 mm, seat / handlebar height 840/1135 mm, handlebar width 740 mm, 209.5 kg fully fueled, f / r 49.6 / 50.4%

Rear wheel power in last gear:
43.7 kW (59 PS) at 162 km / h

Performance:
Acceleration 0-100 / 150/200 km / h 4.1 s / 9.3 s /-
Pulling speed 50–100 / 100–150 km / h 5.7 s / 6.7 s

Top speed: 185 km / h

consumption:
Fuel type: normal unleaded. Average test consumption: 6.1 liters / 100 km, tank capacity 19 liters, range: 311 km

Base price: 7995 euros (plus ancillary costs)

KTM 690 Duke

Noticeable on the KTM 690 Duke: the stiffened swing arm.

drive:
Single-cylinder four-stroke engine, 4 valves / cylinder, 48 kW (65 HP) at 7500 / min, 67 Nm at 5500 / min, 654 cm3, bore / stroke 102.0 / 80.0 mm, compression ratio 11.8: 1, ignition – / injection system, 46 mm throttle valve, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain

landing gear:
Steel tubular space frame, steering head angle: 63.5 degrees, caster: 115 mm, wheelbase: 1472 mm. Upside-down fork, Ø fork inner tube: 48 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 140/140 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 “/ 5.00 x 17”, front tires: 120/70 R 17, rear: 160/60 R 17. First tires: Dunlop Sportmax GPR Alpha 10. 320 mm single disc brake with four-piston fixed calliper and radial Front brake pump, 240 mm single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height 2100/890/1350 mm, seat / handlebar height 1110/860 mm, handlebar width 780 mm, 159.9 kg fully fueled, f / r 53.1 / 46.9%

Rear wheel power in last gear:
46.8 kW (64 PS) at 176 km / h

Performance:
Acceleration 0-100 / 150/200 km / h 3.9 s / 8.1 s / -, pulling speed 50-100 / 100-150 km / h 5.9 s / 7.1 s

Top speed: 188 km / h

consumption:
Fuel type: Super unleaded. Average test consumption: 6.4 liters / 100 km, tank capacity 13.5 liters, range: 211 km

Base price: 8995 euros (plus ancillary costs)

1st place: Kawasaki Versys

Kawasaki Versys

Category drive:
Similar to the Ducati, the Kawa only pushes up to about 6500 rpm, above which it becomes tough. The twin drives smoothly over the entire speed curve.

4 out of 5 stars

Category chassis:
The Versys collects points in a balanced and with good feedback, somewhat handy and precise. Only the brake is far too blunt.

4 out of 5 stars

Category ergonomics:
The Versys is more touring than Brenner, so the seating position is very inactive. The pilot is deep in the back instead of on top and in front.

4 out of 5 stars

Category driving fun:
The Versys is really fun. Of course, she could accelerate better, but the driver is the boss on her and she does exactly what he wants.

4 out of 5 stars

PS judgment:
The “philistine” in the test field gave slaps in the face. Secretly, quietly and quietly, the Versys drives the other, sometimes very extreme candidates around the ears.

16 out of 20 stars

2nd place: Ducati Hypermotard 796

Ducati Hypermotard 796

Category engine:
The beefy middle of the Hym 796 really turns on, but oberum could do more. After 6000 tours, the agility of the Desmo-Twin is over.

4 out of 5 stars

Category chassis:
The Duc also wobbles slightly around its longitudinal axis when it is inclined. Your fork is not adjustable at all, but the Hyper on the Pirellis is agile and handy.

3 out of 5 stars


Category ergonomics:
This is where things go in a super-moto way. In other words, the driver sits on the narrow bench seat where the fuel tank is otherwise. So far ahead.

4 out of 5 stars

Category driving fun:
Yes, we can! The little Hypermotard is a witty, very handy and driver-friendly moped. Fun engine, fun chassis.

4 out of 5 stars

PS judgment:
Anyone who likes the very special look of the Hypermotard family can confidently choose the small, almost inexpensive 796. It already turns you on.

15 out of 20 stars

2nd place: KTM 690 Duke

KTM 690 Duke

Category engine:
The running culture of the single is surprisingly good, but the performance range is narrow. When burning, the clock should show at least 5000 rpm.

4 out of 5 stars

Category chassis:
The only real sports suspension in the test. However, points are deducted for initial tires without cold grip. The Dunlop belongs on the racetrack.

4 out of 5 stars


Category ergonomics:
The recess in the seat prevents the pilot from choosing a seat. In addition, the bench is hard and narrow, but the handlebar fits perfectly.

3 out of 5 stars


Category driving fun:
The Duke is the burner par excellence, but it also challenges the driver. It is most fun when it is used to heat the whole lot.

4 out of 5 stars


PS judgment:
The break clown convinces with well-placed punchlines and a consistently persistent concept. In everyday life, however, it takes its toll.

15 out of 20 stars

4th place: Aprilia SMV 750 Dorsoduro ABS

Aprilia SMV 750 Dorsoduro ABS

Category engine:
The Vau goes down and up, in the middle it feels a bit slack. In addition, the twin is not a food lover and only complies with one of the three mappings.

4 out of 5 stars

Category chassis:
Good straight-line stability and quick turn-in behavior score points, but the Aprilia tilts and wobbles markedly around its longitudinal axis in an inclined position.

3 out of 5 stars


Category ergonomics:
It sits well on the SMV, but the bench is as hard as a board. The wide, appropriately cranked handlebars lie relaxed in the pilot’s hands.

4 out of 5 stars


Category driving fun:
The half-baked driving behavior, the greatest thirst combined with the small tank, the hard seat and the highest total weight are very annoying.

2 out of 5 stars


PS judgment:
The Aprilia is less of a fun bike than it looks like. In addition, she affords herself too many little things that spoil a driver’s fun.

13 out of 20 stars

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