Concept comparison: Aprilia, Ducati, Kawasaki and KTM

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Concept comparison: Aprilia, Ducati, Kawasaki and KTM
Gargolov

Aprilia, Ducati, Kawasaki and KTM

Completely different: four bikes compared to country roads

Enjoy unlimited driving fun on the country road. Dancing lively from curve to curve, fueled by heavy punch. But which motorcycle concept is most likely to meet the desire for child’s play of handling? A comparison of concepts in practice and on a cordoned-off course looks for answers.

KConcept comparison: Part 1

This story begins on the steep northern edge of the Swabian Alb, on the former hill climb to Hohenneuffen. But it can take place wherever there are enough curves. In the Harz and the Eifel, the Black Forest and the Vosges, in Taunus or Allgau, in Saxon Switzerland or in the Thuringian Forest. Not to mention the Alpine passes. Four motorcyclists stand together and talk their heads together. You are conducting a curve discussion that is almost as old as motorcycling itself: which concept masters curves of all kinds the fastest, the easiest, the most enjoyable?

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Concept comparison: Aprilia, Ducati, Kawasaki and KTM

Aprilia, Ducati, Kawasaki and KTM
Completely different: four bikes compared on country roads


Gargolov

Aprilia RSV4 R, Ducati Multistrada 1200 S, Kawasaki Z 1000 and the KTM Supermoto R 990 in a concept comparison.

For "full bottle" the handling course is still available later, see page 38. There you can practice the best times in peace, feel your way to the limits. Without disturbing residents, endangering themselves or others. So take it a little easier in flowing traffic, listen more to yourself and the machine. Harmonious, not hectic. How agile the motorcycle feels?

Good handling is the be-all and end-all of a lively curve dance. This quickly crystallizes on the little streets. But what does the diffuse term actually mean? And what influences the handiness? For example, it is about the steering forces required for this, which the driver has to bring in via the handlebars to change direction. Both when turning in for the first time and when correcting the curve radius in an inclined position. But easy handling is more than agile steering. There are other influences when driving. For example neutrality, steering precision and stability.

Objectively, handiness depends on structural features.

  • Weight – it’s about inertia.? Weight distribution and center of gravity. A light front reduces the steering effort, has a negative impact on driving stability and steering precision. A high center of gravity makes it easier to tip over from the vertical, but makes it difficult to quickly turn around in alternating curves.
  • Ergonomics. Wide handlebars reduce the necessary steering forces due to the greater leverage.
  • Steering and frame geometry. A steep steering head, short caster and wheelbase make handling easier.
  • Tire: type, width and contour. Wide tires require more lean angle at the same cornering speed. Therefore, changes in direction then require greater changes in inclination. "Sharper" Tires make it easier to handle.
  • Gyroscopic forces of the wheels and tires. Large diameter and high weight play a role, especially at high speeds, the handling feels good "stiffer" at.
  • Rotating masses in the engine and drive train. Large centrifugal masses have a disadvantageous effect with increasing speed, especially with a transverse crankshaft.


Gargolov

Racing technology for the street. The Aprilia RSV4 R comes up with the finest components.

What about our candidates on all these points? The weights range from a feather-light 203 kilograms for the KTM to a moderate 235 kilograms for the immensely equipped Ducati. All four machines in this comparison have 17-inch wheels, but only the KTM has a 5.5-inch rear rim "narrow" 180 rear tires. The other three use six inches and 190s. In this area, the influences of the steering geometry are small, with differences in the steering head angle of a maximum of half a degree and two millimeters in the caster. Larger are deviations in the wheelbase, from compact 1.42 meters (Aprilia) to long spread 1.53 meters (Ducati). And then there are very different handlebar widths and heights. When it comes to ergonomics, you are right in the middle of it all on the super sports car. The differences in "magic triangle" the arrangement of footrests, seat and handlebars are dramatic. In the low-flying Aprilia, the seat and handlebars are almost at the same height. It’s hard to believe how compact a 1000 can be. Like a 600. Short and narrow.

Only the pilot is enthroned high on the RSV4 R. This sitting posture is strenuous, not only in turns, the head is tiring overstretched. Handlebar stubs that are clamped deeply put a lot of load on the front wheel and on the wrists. Put your feet up, knees pointed. The leaning forward posture provokes a racing, hanging-off driving style for brisk driving. That goes to the condition. And on your nerves on mogul slopes. Often you have to shake hands. The super sports driver does not see the ravens in the sky with their impressive flight acrobatics.

The immense driving dynamics of the Italian compensate for this. Top radial brakes (powerful and easy to adjust), ultra-stable chassis, little movement in the chassis when turning it quickly (tight spring travel!). The center of gravity is lower and further ahead than on the other three machines. Added to this is razor-sharp steering precision, as precise as a laser. The RSV4 R goes through curves like a knife through warm butter. With sensational, crystal-clear feedback on what is going on between the tire and the road. That is state of the art. It is not for nothing that the Aprilia leads the chassis chapter in the 1000-point ranking of MOTORRAD.


Gargolov

Completely relaxed and still fast. Thanks to traction control, the Ducati Multistrada 1200 S has no problems with this.

A remarkably small amount of pressure on the leg is sufficient to turn. The super sports car gratefully accepts steering impulses even in quick alternating curves, immediately and directly. Hardly any other superbike is so easy to control. However, it’s a bit like flying a jet in the living room. You have to focus on super athletes. 180 hp, 159 on the rear wheel, wedging it under your bum and then blowing everything on the home track, it doesn’t work, not on winding paths. In second or third gear, all other machines have more power. In the eternally long first gear, it reaches up to 140, hammering out of turns is already too much power.

The tires hardly reach the optimum temperature on public roads. Only when the braking and turning points are known and you know the curves, you hit the right line. Preferably on the racetrack. There is a lack of overview in terrain that is difficult to see. The real potential is only tickled by veterans from the over-suspension. Less committed or experienced normal drivers feel "slowly" or stressed. The weak point in the human-machine system is clearly the driver. Ultimately, it is exhausting and difficult to push the limit.

The new Ducati Multistrada opens a window into the unknown. keyword "What am I?" Travel enduro? With drawbacks. More fun bike suitable for touring, egg-laying woolly milk pig. That hits it. A full 150 hp are available for enjoyment and driving pleasure, for touring there are suitcases, the best wind protection of the quartet and two comfortable seats. The 1200 can race and travel. The widest handlebar creates a feeling of grandeur and invulnerability. Plus easy handling. With the exception of the KTM, no other motorcycle in the test wagged so easily. The Duc can be directed with practically no effort. The driver remains completely relaxed, even if the footrests are soon on. Disruptive factors are deep diving and nodding movements of the soft front with 170 millimeters of travel. This dilutes the feedback from the front when it is turned down quickly and reduces accuracy.

Concept comparison: Part 2


Bilski

The four bikes also have to show off the public road what steel they are milled from.

The electronically adjustable spring elements of the "S."-Version change the spring preload and damping characteristics noticeably. The Ducati and the KTM have little load on the front wheel, with the driver under 46 percent. Likewise the high center of gravity further back. But a tamed superbike engine cracks in the Multistrada. A V2 at its finest. In sixth gear it takes at least 3000 revs to run smoothly, but then you want to cry for joy over the magic of the internal combustion engine. In first and second gear, the front wheel rises suddenly. In sport or toring mode, two of four different mappings, the traction control allows a slightly prancing rear wheel when the cable is fully pulled. As with the Aprilia, the 190 with a 55 mm cross-section is wide and high.

The Pirelli Scorpion Trail rolls nicely to the edge, spoiled with good grip. That gives a feeling of security. Like the standard, but irritatingly strange ABS on the Brembo four-piston stoppers. When the funbike rider observes two carrion crows attacking a buzzard, he stops. His tourer cools down with a crackling beak with its strong grosbeak.

And how handy is the naked bike? The Kawasaki driver is looking for answers to this. Its four-cylinder in-line stands for Japan’s glamor in general. Quietly, the ideally geared, nominally 138 hp engine catapults the machine forward with tremendous pressure. He has the top draft values ​​of the quartet! That can also be too much power. Then the handlebars kick wildly, the 190 tire drifts. The Pirelli Diablo Rosso "K" With its 50 mm cross-section, it curves quite flat, not very good for handling. The handlebars are neither very wide nor very high. And the crankshaft (rotating mass!) Is wider than on the other three machines. But the wheelbase is crisp and short (1.44 meters). Ultimately, the current Z is no handling miracle. But much easier to handle than its predecessor. She only wants to make wide turns at the exit of a curve.


Gargolov

Although undisguised, the wind hardly disturbs the Kawasaki Z 1000 up to a speed of 140.

Taken hard, the Kawa gauscht, irritated with a lot of movement in the chassis. Tight enough under normal conditions, it hits the side stand hard on the last groove when living. If you anchor heavily (the ABS regulates properly), the fork bottomed out. And the rear wheel stamps extremely when downshifting abruptly. The limit area is narrow, there is a lack of mechanical grip. Catching the rear wheel that breaks out or smears away is not for everyone. Better to go up a gear. And are happy that the sheer violence of the much more manageable Ducati closely follows. Inconspicuously fast, without stress. So much for the regulars’ table, subjective experiences and objective results…

A game, sports and fun device, that’s exactly what a supermoto wants to be. The KTM 990 SM R has this claim. It doesn’t do anything, it just wants to romp. It implements exactly what the driver wants. One to one. Few motorcycles convey that feeling of total control. It starts with the sitting position. Upright, relaxed, active. And the chassis offers agility, feedback and precision of the highest quality. The lightest of the four motorcycles can be circled around the pylon course or other obstacles in a playful, relaxed manner. That can also be split split.

The light Marchesini forged wheels of the R version show their advantages to the full. There is probably no other big bike that is so grateful for course corrections in full banking. And stay calm because the stability is right. Despite noticeably long spring travel. The long swing arm in action with the adhesive Pirelli Supercorsa Pro, a 180, creates powerful mechanical grip. Drifting and wheeling are not blemishes here. It’s a program. Only when the side stand scratches do you know it’s time to take it easy. The slightly bumpy appealing, directly hinged shock absorber does not detract from the driving pleasure. A real hot spur is the 75-degree V2, which sits behind orange-painted grilles. From 3000 tours he grabs very spontaneously. With a powerful bass, the twin rushes through the speed range, quickly catapulting horse and rider towards the horizon. This is the SM R – a motorcycle for connoisseurs among experts.

They drove, swapped and talked, our four drivers. And now? This shows that it is not so easy with absolute truths and irrefutable certainties. The super sportsman has an unassailable advantage when it comes to life on the last groove. A feat, little comfort, no compromises. Unshakable stable, high-precision. But it was only the stopwatch that revealed that the Aprilia, even on a course that is actually much too slow for it, shows all other concepts its cuddly, cheeky tail. That didn’t feel that superior while driving itself. Because you have your hands full. Super sporty and super stressful live next door to each other. Speed ​​or not, in bends bending over is the maximum penalty.


Gargolov

Well tuned, the KTM 990 SM R offers super suspension comfort.

At the other end of the spectrum, if not to say life, the fun bike is comfortable. Coordinated comfortably, it embeds the crew in dresser seats. From there, travelers can overlook the chalk-white landscape of the Danube Valley in panorama format. And the driver’s gaze extends just as far into all corners.

Steering is also very easy. One thinks. Because the wide deflections of the high, wide handlebars suggest more driving dynamics than pure lap times on the test course. Third place. So what? Such a swing can easily be maintained for hours on country roads. Who is really quick when the super sports pilot, whistling from the last hole, heads for the next parking lot?

The supermoto driver only knows such problems from hearsay. His pedestal does almost everything right. The KTM turns in easily, but can also be thrown back in the opposite direction if the speed is not too high. It always remains predictable on the brakes and stable in an inclined position. In addition, the supermoto circles much more precisely over the radii than the fun bike or the naked bike. The sensitive straight line movement is easy to get over. Especially since there are many small pieces waiting for true experts. If you can, it’s lovely. The everyday utility, on the other hand, is weak.

The naked bike used to be a completely normal, classic motorcycle. Even if the Kawasaki looks so much angry. Directed from a moderately upright posture, the Z does well in driving tests and on the country road. The Zett is both at the same time, gentle and dynamic.

Handling course


Drawing: archive

Length of the handling course: 660 meters – fluid waving is followed by an “endless right”, which leads into a wide circular path and this leads into the Vmax passage. Then brake the hairpin and with verve take the wide arches in front of the circular path that draws towards the end.

While it is never about the absolute limit area on the country road, the limit is explored on the handling course. With surprising results.

Under defined, well-known conditions, the MOTORRAD testers push their way to the limit of four completely different motorcycles in terms of racing. It’s about limit areas, speeds and times. What is of secondary importance out on the country road. The wide handlebars of the Ducati make it easy and give you a good feeling. As on the Aprilia, the anti-hopping clutch prevents the rear wheel from stamping. The traction control, which regulates at different times depending on the driving mode, keeps the rear tire breaking out in check. The early rising front wheel and the soft fork cost some confidence. The sometimes irritating ABS control behavior costs valuable meters. So the Multistrada remains third despite its sovereign feeling.

The handlebars of the KTM are also wide and high. And their stability is greater than that of the Ducati. Despite the long spring travel, the SM R shines with great transparency: it conveys what is happening at any time. And so comes second. The Kawasaki Z 1000 is in fourth place. It has almost too much pressure in the middle, and in first gear the rear wheel drifts constantly. Better to stay in the second. But even then, the Z likes to hit the handlebars. And put the side stand up to the left. Three laps on the Aprilia are more exhausting than ten with the other three due to the overstretched head and a lot of weight on the wrists. But even on the tightly defined course that was not made for her, she can achieve peak times thanks to superb stability and top feedback. And completely unexpected.

   Aprilia  Ducati  Kawasaki  KTM
 Best lap time *
  46.5 sec  47.3 sec  47.7 sec  46.9 sec
 Average lap time **
  46.9 sec  48.3 sec  48.0 sec  47.3 sec
 Vmax  127.0 km / h  126.1 km / h  122.0 km / h  126.3 km / h

* Measured in Sport mode on Aprilia and Ducati
** Average time averaged over five laps

Aprilia RSV4 R


Bilski

Well hidden is the exclusive, but also extremely thirsty V4 of the Aprilia.

Engine:
design type  Four cylinder four stroke 65 degree V engine
injection  Ø 48 mm
coupling  Multi-disc oil bath clutch (anti-hopping)
Bore x stroke  78.0 x 52.3 mm
Displacement  1000 cc
compression  13.0: 1
power  132.4 kW (180 PS) at 12,500 rpm
Torque  115 Nm at 10,000 rpm

Landing gear:
frame  Bridge frame made of aluminum
fork  Upside-down fork, Ø 43 mm
Suspension travel v / h 120/130 mm
Brakes v / h Ø 320 mm / Ø 220 mm
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/55 ZR 17
Tires  Metzeler Racetec K3

Weight with a full tank 213 kg
Service intervals  10000 km
Price / price test motorcycle  15,364 euros plus additional costs

Ducati Multistrada 1200 S.


Bilski

The powerful V2 of the Ducati triggers enthusiasm.

Engine:
design type  Two cylinder four stroke 90 degree V engine
injection  Ø 64 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  108.8 kW (148 hp) at 9250 rpm
Torque  119 Nm at 7500 rpm

Landing gear:
frame  Steel tubular frame
fork  Upside-down fork, Ø 48 mm
Suspension travel v / h 170/170 mm
Brakes v / h Ø 320 mm / Ø 245 mm
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/55 ZR 17
Tires  Pirelli Scorpion Trail

Weight with a full tank 234 kg
Service intervals  12,000 km
Price / price test motorcycle  17990 euros plus additional costs

Kawasaki Z 1000


Bilski

Especially in the upper gears, the Kawasaki is one step ahead.

Engine:
design type  Four-cylinder, four-stroke in-line engine
injection  Ø 38 mm
coupling  Multi-disc oil bath clutch
Bore x stroke  77.0 x 56.0 mm
Displacement  1043 cc
compression  11.8: 1
power  101.5 kW (138 hp) at 9600 rpm
Torque  110 Nm at 7800 rpm

Landing gear:
frame  Backbone frame made of aluminum
fork  Upside-down fork, Ø 41 mm
Suspension travel v / h 120/138 mm
Brakes v / h Ø 300 mm / Ø 250 mm
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/50 ZR 17
Tires  Pirelli Diablo Rosso “K”

Weight fully fueled 222 kg
Service intervals  6000 km
Price / price test motorcycle  11,295 euros plus additional costs

KTM 990 SM R


Bilski

The fiery V2 also benefits from the low weight of the KTM.

Engine:
design type  Two-cylinder four-stroke 75 degree V engine
injection  Ø 48 mm
coupling  Multi-disc oil bath clutch
Bore x stroke  101.0 x 62.4 mm
Displacement  1000 cc
compression  11.5: 1
power  85.0 kW (116 hp) at 9000 rpm
Torque  97 Nm at 7000 rpm

Landing gear:
frame  Steel tubular frame
fork  Upside-down fork, Ø 48 mm
Suspension travel v / h 160/180 mm
Brakes v / h Ø 305 mm / Ø 240 mm
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Pirelli Dragon Supercorsa Pro

Weight with a full tank 203 kg
Service intervals  7500 km
Price / price test motorcycle  13,195 euros plus additional costs

Measurements


Drawing: archive

Concept comparison bikes performance charts.

All four candidates offer impressive driving performance. When accelerating up to a speed of 140 (above which there is a risk of driving license withdrawal on the country road), the long, light Aprilia takes the lead. Just as clearly dominated the short-geared Kawasaki when pulling through in sixth gear. It shovels the highest power to the rear wheel up to 200 km / h. In second gear, however (accelerating out of turns), KTM and Ducati are even more beefy.

Measurements

     Aprilia  Ducati  Kawasaki  KTM
 acceleration  0-100 km / h
  3.1 sec  3.3 sec  3.3 sec  3.4 sec
   0-140 km / h
  4.8 sec  5.2 sec  5.2 sec  5.3 sec
           
 Draft  60-100 km / h
  3.5 sec  4.1 sec  3.3 sec  4.4 sec
   100-140 km / h
  3.4 sec  4.3 sec  3.3 sec  4.2 sec

MOTORCYCLE conclusion


Gargolov

All four are incredibly fun on the country road, but there are clear differences in what is possible and what is not.

Super athlete


Bilski

The super sports car: Aprilia RSV4 R

What’s going on?
Whistle around corners with the highest steering precision and fantastic feedback, ultra stable, always knowing what is happening. Brake precisely and brutally at a certain point. Pepper with a brutal push from the corners. Even at high speeds, the chassis does not suffer from stiffening. And feel the enormous trust in the motorcycle at all times, how it has grown together.

What is not working?
Be quick right away, really have advantages in everyday life. At least when the temperatures are low (super sports tires!) And the corners are narrow or difficult to see. Superior to the motorcycle or feel fast at driving license compliant tempos. Enjoy the landscape all around or share the great driving dynamics with a pillion passenger.

Naked bike


Bilski

The naked bike: Kawasaki Z 1000

What’s going on?
You can always rely on good ABS and the great thrust of the precisely developed four-cylinder: When simply pulling the gas, you hardly have to fear an opponent. Be really quick on the road without stressing yourself out. Significantly better handling than on the old one "Zett" enjoy. Feel the wind without suffering too much from it up to a speed of 140.

What is not working?
For "just" Expect a top chassis for a good 11,000 euros: feedback, accuracy, stability and handling are more on the same level "upper middle class". No matter how much the oats sting you: In the difficult limit area, you will hardly be able to keep the other concepts in check with the naked bike.

Supermoto


Bilski

The supermoto: KTM Supermoto R 990

What’s going on?
Enjoy top handling to the extreme. Angle when it was too late elsewhere. Correcting the course at any time is child’s play, even if your boots are already smoking on the asphalt. Bend further, push in deeper, straighten up faster. Drifting in and out at will, provoking wheelies or stoppies. Because stability, feedback and direct implementation are a perfect synthesis in all driving situations.

What is not working?
Just take a leisurely stroll. To believe that such driving dynamics can be paired with utility. Range, comfort, wind protection, pillion comfort: a supermoto doesn’t give a damn about that. And sets all of that "meaningless" Driving and enjoying life.

Fun bike


Bilski

The fun bike: Ducati Multistrada 1200 S

What’s going on?
Travel and lawn with a perfect overview. And a feeling of superior control. As easily as the Multitrada turns in, it appears more diffuse and spongy in rapid alternating curves than the stiffer, more direct Supermoto. But wind protection, seating comfort (also for the pillion passenger) and touring suitability are in a league of their own in this field. Even turning is an easy exercise despite the size. And the V2 is simply a force, the electronics impressive.

What is not working?
"Four motorcycles in one" require compromises. In the sum of its properties, the Ducati is a top motorcycle that finds its master in individual chassis criteria. Universality and convenience can only be crossed to a limited extent with maximum precision and top handling.

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