Honda CB 1000 R-Fireblade, KTM 990 Super Duke R-1190 RC8, MV Agusta Brutale 1078 RR-F4 1078 RR

Honda CB 1000 R-Fireblade, KTM 990 Super Duke R-1190 RC8, MV Agusta Brutale 1078 RR-F4 1078 RR
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Honda CB 1000 R / Fireblade, KTM 990 Super Duke R / 1190 RC8, MV Agusta Brutale 1078 RR / F4 1078 RR

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Super athlete or naked bike – what is more fun on the country road? Keep up with the big naked Honda CB 1000 R, KTM 990 Super Duke R and MV Agusta Brutale 1078 RR with their fully disguised sisters Fireblade, RC8 and F4?


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Three times plastic against naked: Honda, KTM and MV Agusta in a family duel.

Brand maintenance is one of the most important concepts of modern marketing. But what to do when the hunched down super sports driver decides from one day to the next to prefer to ride upright? Or if, conversely, the tourist driver’s motorcycle is suddenly no longer sporty enough? Honda, KTM and MV Agusta answer this question with a product range that will satisfy both amateur racers and nude fans.

The three manufacturers have very different interpretations of a potent naked bike: While the MV chassis and engine of the fully faired F4 1078 RR have only been slightly changed and taken over into the brutal, KTM fans can choose between two fundamentally different motorcycles. Honda relies on the tried and tested for the CB 1000 R: the engine and fork come from the previous Fireblade SC 57 and have been modified for naked bike use.

Honda CB 1000 R.

The naked Honda CB 1000 R and the sporty Fireblade are very similar in many ways, after all, they fall back on evolutionarily related genetic material: The CB 1000 R contains parts of the old Blade, type SC 57, whose direct successor is the current CBR 1000 RR Fireblade (SC 59) is.

The Blade and CB 1000 R are technically and characteristically more related than you might think at first glance. Both can gas properly, but they don’t always have to. Both have been given an anti-lock braking system and their designs are devoid of any war paint. In addition, both bed their pilots with a reasonable amount of everyday comfort, more on that later.

However, the siblings also share a lot of suffering: the throttle response is a bit erratic in both, and the engines send significant vibrations to the driver in certain speed ranges. But it can easily be overlooked who is turning the whisk properly. Logically, with a sporty pace on the country road, it is only a matter of time before the chassis of the CB 1000 R hoists the white flag and the Fireblade can boast as a shining winner.

The directly hinged, softly tuned shock absorber of the naked woman is overwhelmed at brisk country road speeds, the fork of the test motorcycle was a curiosity anyway: When the suspension deflected while standing, it ran against resistance after half the travel. This symptom occurs, for example, when there is too much fork oil.

Honda Fireblade


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Honda Fireblade.

The fire blade swallows even scarred asphalt and its bumps, irons out the roughest and smooths fine edges. The athlete always stays calm in bad terrain thanks to the electronically controlled steering damper; the naked woman indicates with one or two twitches on the handlebar that she has reached her limit and will soon be kicking. No wonder, because with its 123 HP and the easy-to-use gearbox, you can travel very quickly on the CB 1000 R..

On the 180 hp Fireblade, the horses can be accessed in a controlled manner, and you are very fast on it too. However, the SC 59 never gives the feeling of being too fast, too fast. Your pilot always feels that he is in control of the situation and never takes you to the limit on the country road – assuming you have a healthy instinct for survival.

Both Hondas offer a sporty workplace where the knee angles are tight but not too tight. While everything is ergonomically perfect on the Blade, the pilot on the CB 1000 R sits quite passively and far back, which is somewhat relaxed but not very sporty.

Who is good for what? As a super athlete with high-tech ABS, the Fireblade has not only sporty qualities but also strengths for everyday use, the CB 1000 R offers its pilot enough sporty potential to let it rip. Their older Combined ABS, which still mechanically distributes the braking force between the front and rear wheels, is the poorer brake assistant, but the naked one is also a whole 4900 euros cheaper than the Blade at 10890 euros.

If you can do without disguise and frequent visits to the racetrack, the naked one is a good choice. Whole blood racers only seriously consider fully wrapped material anyway.

KTM 990 Super Duke R.


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KTM 990 Super Duke R..

Anyone who toying with a KTM expects an uncompromising, radical and exclusive motorcycle with an outlaw image. No other brand embodies these attributes as consistently as the manufacturer from Austria. The 990 Super Duke R and the 1190 RC8 fit seamlessly into the program, but despite all the similarities, they interpret the KTM philosophy differently.

Uncovered, with 132 HP rated power and high handlebars, the Super Duke R; fully covered, 155 hp and the RC8 with a sporty seating position. With the latter, the driver’s posture is very moderate for a super sports car. No other bike of this genre is so comfortable to sit on as on the RC8, and hardly any other machine offers more options for adapting the ergonomics to the rider.

Not even the Super Duke R: footrests, handlebar and rear height; none of this is variable. With this arrangement, the Duke driver manages perfectly, apart from the board-hard seat, it sits enthroned very comfortably. The seating position is also perfect for sophisticated curve ballet. With the handlebar firmly under control, the jockey pounds the R super-easy into the corners, a short impulse is enough and the Duke obeys. On the other hand, it tends to stand up a little on bumps in the slope, but this shortcoming is easy to control thanks to the perfectly dimensioned and positioned handlebars.

KTM 1190 RC8


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KTM 1190 RC8.

Despite its 190 rear tire, the RC8 does not have this quirk. On the contrary: it circles absolutely neutrally and purposefully around all radii, lies very well and provides a lot of feedback from the road, especially at the rear. In addition, it swipes through the arches with ease for a superbike.

The downside: The RC8 struggles with its rock-hard shock absorber. Anyone who presses on the stern while standing will feel merciless hardness. This is clearly noticeable when driving; the monoshock forwards bumps almost unfiltered to the pilot’s cross. The following setup turned out to be beneficial for the overall driving behavior: Open high-speed compression stage completely, open low-speed 27 clicks, rear in lower position, eccentric up "Low", Negative travel with driver: 32 mm.

The chassis of the Super Duke R was also very tight. In contrast to the RC8, the strut absorbs road patchwork quite adequately; Front and rear work synchronously. In addition, the spring elements respond extremely well. Individual asphalt wrinkles are not a problem, it only becomes uncomfortable on long, bumpy sections.

The cylinders of the V2 units are at an angle of 75 degrees to each other. That’s it with the similarities, the same engine configurations cannot work much more differently: The Super Duke is soft, elastic and with a pleasant impact, the RC8 rattles in shirt-sleeves and provides annoying vibrations, especially in the upper speed range. As compensation, the super sports car delivers a lot of punch, 1150 cubic meters generate 154 hp and speak a clear language in comparison to the scarce liter displacement and 133 hp of the Super Duke.

The power turns on, especially at medium speeds, the RC8 marches irresistibly forwards. Small flaw: pronounced load changes. The progressive throttle grip on the RC8 R may help; the part opens the first degrees of the throttle valve more slowly, which causes a smoother throttle response.

Another replacement part of the RC8 R upgrades the standard RC8: the star switch. It makes gear changes much smoother; KTM dealers can retrofit it free of charge. The big Duke does not need gear tuning, the gears slip gently, only the gearshift travel got a bit long. Like the RC8, the Super Duke jumps hard on the gas, but the load change reactions are not as strong as with the super sports car.

The naked bike lacks 21 hp on the athlete, but the RC8 of the Super Duke only takes a few meters off in open terrain. The brakes leave nothing to be desired, both bikes decelerate vehemently. When anchoring hard, the 1190 RC8 lurches wildly with the stern, the Super Duke R lies much quieter.

MV Agusta Brutale 1078 RR


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MV Agusta Brutale 1078 RR.

Third gear, 100 km / h. A quick snap on the clutch, a little pull on the handlebars, and the MV Agusta Brutale 1078 RR stands on the rear wheel as if it were the most natural thing in the world. Your engine lives up to its name and conjures up a fat grin under the helmet of the pilot. Always and everywhere it goes forward mercilessly.

It doesn’t matter that MV Agusta cut the peak power of the 181 hp F4 engine for the Brutale by 30 hp. In contrast to the fully wired sister MV Agusta F4 1078 RR, the cylinder head of the normal 1000 R sits on the bare engine. That means: Smaller valves, and these are made of steel instead of titanium; in addition, narrow channels and smaller throttle valves. In addition, less sharp camshafts civilize the timing. A different exhaust gas routing and a modified mapping round off the package of measures and leave behind this balancing hum from the engine.

The fact that F4 and Brutale come from the same creator shows some annoying similarities. Both engines are annoying with strong vibrations and a hard throttle response that tends to ruin the line at the apex of the curve. When accelerating through on the straight, the transmission interferes, which can only be animated to shift up with brute force. In keeping with this, the clutch is also on its hard-male side and requires forearms in Popeye format from the pilot.

MV Agusta F4 1078 RR


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MV Agusta F4 1078 RR.

The test F4 also annoyed with a nasty clutch picking when starting quickly. A phenomenon that did not occur at the Brutale and is therefore regarded as an isolated case. The uncomfortable seat cushion that F4 and Brutale share is not an isolated case. Hard and ruthless, the two Italians fix their riders in a position that stifles any freedom of movement in the bud. Otherwise, the seating positions differ like day and night. Low-mounted stubs, a long tank, the deep seat recess and the footrests mounted far in front and at the top torment the F4 driver and drive away any anticipation of long country road tours immediately after getting on.

The MV Agusta Brutale 1078 RR can do that better: The high handlebars allow a relaxed posture, which, apart from the hard seat, is not uncomfortable even on longer tours. In addition, the upright body and the powerful engine give the pilot an objectively indescribable feeling of sovereignty. This also applies to the chassis of the Brutale: it steers easily and precisely through winding back roads, follows the driver’s wishes exactly to the lane, but should be a little softer on nasty mogul slopes. This is also where the strong Italian’s strong tendency to kickback is revealed. A steering damper is simply attached to a naked bike with 150 hp at the factory, period.

The F4 does not have to deal with this problem. Even with bad bumps, your front remains completely calm. In addition to the filigree steering damper, the extremely front-wheel-heavy seating position and the high curb weight of 222 kg, the clean, appealing chassis is primarily responsible for this. Especially in long curves, the F4 lies as if on rails, ironing out any bumps in the road surface and giving the pilot a very safe feeling. The handling is okay, especially when turning from one side to the other, however, the Italian demands a strong hand – despite light forged wheels. On the brakes, neither Brutale nor F4 are naked. Cleanly metered and reliable, they decelerate with pinpoint accuracy and catch even the most enthusiastic MV driver again.

Data Honda CB 1000 R


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Honda CB 1000 R..

Honda CB 1000 R.

Drive: Four-cylinder in-line engine, 4 valves / cylinder, 92 kW (125 PS) at 10 000 rpm *, 99 Nm at 7750 rpm *, 998 cm³, bore / stroke: 75.0 / 56.5 mm, compression: 11, 1: 1, ignition / injection system, 36 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear: Light alloy central tube frame, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1445 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression stage, central spring strut without deflection, adjustable in spring base and Rebound stage, front / rear travel: 120/133 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, initial tires: Bridgestone BT 015 "L.". 310 mm double disc brake with four-piston fixed calipers at the front, 256 mm single-disc brake with two-piston floating caliper at the rear

Measurements and weight: Length / width / height: 2113/800/1200 mm, seat / handlebar height: 835/1035 mm, handlebar width: 710 mm, 220 kg fully fueled, v./h .: 49.1 / 50.9%

Rear wheel power in last gear: 81 kW (110 PS) at 206 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.2 / 5.8 / 11.2 s; Pulling speed 50-100 / 100-150 km / h: 4.5 / 4.5 s

Top speed: 230 km / h *

Consumption: Fuel type: normal, average consumption: 6.7 liters / 100 km, tank capacity: 17.0 liters, range: 253 km

Base price: 10890 Euro (plus ancillary costs)

* Factory specification

Data Honda Fireblade


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Honda Fireblade.

Honda Fireblade

Drive: Four-cylinder in-line engine, 4 valves / cylinder, 131 kW (178 PS) at 11,200 / min *, 112 Nm at 8500 / min *, 1000 cm³, bore / stroke: 76.0 / 55.1 mm, compression: 12, 3: 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear: Light alloy bridge frame, steering head angle: 66.8 degrees, caster: 96 mm, wheelbase: 1410 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression stage, central spring strut with deflection, adjustable in spring base, Rebound and compression stage, front / rear suspension travel: 120/135 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/50 ZR 17. First tires: Bridgestone BT 015 "F.". 320 mm double disc brake with four-piston fixed calipers at the front, 320 mm single-disc brake with single-piston floating caliper at the rear

Measurements and weight: Length / width / height: 2090/830/1130 mm, seat / handlebar height: 815/860 mm, handlebar width: 650 mm, 209 kg fully fueled, v./h .: 51.8 / 48.2%

Rear wheel power in last gear: 120.8 kW (164 hp) at 257 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.3 / 5.2 / 7.5 s, pulling speed 50-100 / 100-150 km / h: 4.5 / 3.6 s

Top speed: 293 km / h *

Consumption: Fuel type: Super, average consumption: 6.5 liters / 100 km, tank capacity: 17.7 liters, range: 272 km

Base price: 15 790 Euro (plus ancillary costs)

* Factory specification

Data KTM 990 Super Duke R


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KTM 990 Super Duke R..

KTM 990 Super Duke R.

Drive: 75-degree two-cylinder V-engine, four valves / cylinder, 97 kW (132 PS) at 10,000 / min *, 102 Nm at 8,000 / min *, 999 cm³, bore / stroke: 101.0 / 62.4 mm, compression ratio: 11.5: 1, ignition / injection system, 52 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear: Steel tubular space frame, steering head angle: 67.3 degrees, caster: 94 mm, wheelbase: 1450 mm. Upside-down fork, Ø fork inner tube: 48 mm, adjustable in spring base, rebound and compression. Directly hinged strut, adjustable in spring base, rebound and compression. Suspension travel front / rear: 135/150 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 Corsa III. 320 mm double disc brake with four-piston fixed calipers at the front, 240 mm single-disc brake with single-piston floating caliper at the rear

Measurements and weight: Length / width / height: 2100/910/1240 mm, seat / handlebar height: 870/1040 mm, handlebar width: 750 mm, 203 kg fully fueled, v./h .: 51.8 / 48.2%

Rear wheel power in last gear: 91 kW (124 PS) at 256 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.2 / 5.7 / 10.0 s, pulling speed 50-100 / 100-150 km / h: 5.0 / 5.2 s

Top speed: 240 km / h *

Consumption: Fuel type: Super. Average test consumption: 7.1 liters / 100 km, tank capacity: 18.5 liters, range: 260 km

Base price: 13795 Euro (plus additional costs)

* Factory specification

Data KTM 1190 RC8


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KTM 1190 RC8.

KTM 1190 RC8

Drive: 75-degree two-cylinder V-engine, 4 valves / cylinder, 114 kW (155 PS) at 9500 / min *, 120 Nm at 8000 / min *, 1150 cm³, bore / stroke: 103.0 / 69.0 mm , Compression ratio: 12.5: 1, ignition / injection system, 52 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear: Steel tubular space frame, steering head angle: 66.7 degrees, caster: 92 mm, wheelbase: 1430 mm. Upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Spring travel from / h .: 120/130 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Pirelli Dragon Supercorsa Pro. 320 mm double disc brake with four-piston fixed calipers at the front, 220 mm single-disc brake with two-piston fixed caliper at the rear

Measurements and weight: Length / width / height: 2060/820/1120 mm, seat / handlebar height: 820 (830) / 900 mm, handlebar width: 740 mm, 201 kg fully fueled, v./h .: 52.0 / 48.0%

Rear wheel power in last gear: 105 kW (143 PS) at 246 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.0 / 5.3 / 8.6 s, pulling power 0-100 / 100-150 km / h: 4.6 / 4.5 s

Top speed: 280 km / h *

Consumption: Fuel type: Super. Average test consumption: 6.8 liters / 100 km, tank capacity: 16.5 liters, range: 243 km

Base price: 15,995 euros (plus additional costs)

* Factory specification

Data MV Agusta Brutale 1078 RR


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MV Agusta Brutale 1078 RR.

MV Agusta Brutale 1078 RR

Drive: Four-cylinder in-line engine, four valves / cylinder, 108 kW (147 PS) at 10950 / min *, 115 Nm at 7800 / min *, 1078 cm³, bore / stroke: 79.0 / 55.0 mm, compression ratio: 13.0 : 1, ignition / injection system, 46 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat

Landing gear: Steel tubular space frame, steering head angle: 66.0 degrees, caster: 102 mm, wheelbase: 1410 mm. Upside-down fork, Ø fork inner tube: 50 mm, adjustable in spring base, rebound and compression. Suspension strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 130/120 mm

Wheels and brakes: Forged alloy wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Pirelli Supercorsa Pro. 320 mm double disc brake with four-piston fixed calipers at the front, 210 mm single-disc brake with four-piston fixed calipers at the rear

Measurements and weight: Length / width / height: 2040/810/1200 mm, seat / handlebar height: 830/1010 mm, handlebar width: 695 mm, 210 kg fully fueled, v./h .: 50.6 / 49.4%

Rear wheel power in last gear: 103 kW (140 PS) at 225 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.6 / 5.9 / 9.6 s, pulling speed 50-100 / 100-150 km / h: 3.8 / 3.8 s

Top speed: 265 km / h *

Consumption: Fuel type: Super. Average test consumption: 7.7 liters / 100 km, tank capacity: 19 liters, range: 247 km

Base price: 18450 Euro (plus ancillary costs)

* Factory specification

Data MV Agusta F4 1078 RR


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MV Agusta F4 1078 RR.

MV Agusta F4 1078 RR

Drive: Four-cylinder in-line engine, four valves / cylinder, 140 kW (190 PS) at 12,200 / min *, 124 Nm at 8200 / min *, 1078 cm³, bore / stroke: 79.0 / 55.0 mm, compression ratio: 13, 0: 1, ignition / injection system, throttle valve diameter: k. A., hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat

Landing gear: Steel tubular space frame, steering head angle: 66.0 degrees, caster: 104 mm, wheelbase: 1408 mm. Upside-down fork, Ø fork inner tube: 50 mm, adjustable in spring base, rebound and compression. Suspension strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 130/120 mm

Wheels and brakes: Forged alloy wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Dunlop Qualifier RR. 320 mm double disc brake with four-piston fixed calipers at the front, 210 mm single-disc brake with four-piston fixed calipers at the rear

Measurements and weight: Length / width / height: 2000/750/1140 mm, seat / handlebar height: 840/870 mm, handlebar width: 655 mm, 222 kg fully fueled, v./h .: 51.4 / 48.6%

Rear wheel power in last gear: 123 kW (168 PS) at 261 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.3 / 4.9 / 7.8 s, pulling speed 50-100 / 100-150 km / h: 4.8 / 4.4 s

Top speed: 312 km / h *

Consumption: Fuel type: Super. Average test consumption: 8.1 liters / 100 km, tank capacity: 19 liters, range: 235 km

Base price: 22 690 Euro (plus ancillary costs)

* Factory specification

Power and torque diagram

Power and torque diagram.

With 181 HP, the F4 puts the most power on the test bench role, but its power delivery is not balanced. The four-cylinder of the Fireblade works more homogeneously, but it requires speeds. The Brutale surpasses all other performance curves between 5500 / min and 8500 / min and is a lot of fun. The KTM curves are almost parallel, but both should be a bit stronger. Textbook linear: the performance curve of the CB 1000 R.

HP judgment Honda CB 1000 R


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Honda CB 1000 R..

Honda CB 1000 R.

Drive: 4 points
The linear, unspectacular approach makes the four-wheeler a pleasant companion on country roads. But he could go on the gas more gently.

Chassis: 3 points
The fork does not use the full travel of the suspension, it hardens too early. Like the shock absorber, it is tuned a little too softly.

Ergonomics: 4 points
The knee angle is quite tight, it takes some getting used to sitting together. Overall, however, it can be done much better and, above all, more actively.

Driving pleasure: 3 points
The CB 1000 R is a brave one; almost too good when it comes to well-groomed country road shooting. The fun suffers a little from the passive accommodation.

PS judgment: 14 points, 5th place
The naked Honda is not a mean speed bike, but a lovely, nice motorcycle that can also go fast. But only if you have to.

HP judgment Honda Fireblade


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Honda Fireblade.

Honda Fireblade

Drive: 5 points
The Blade is characterized by a powerful thrust paired with top performance. Unfortunately, the throttle response is rough, but the transmission works great.

Chassis: 5 points
The Blade impresses with its good handling qualities, its great ABS and the steering damper. Only the rear becomes very light when you brake hard.

Ergonomics: 4 points
You sit very compactly on the Fireblade, everything is set for racing. Still not uncomfortable and great for gasping on the street.

Driving pleasure: 4 points
Driving fun comes from driving, and the Blade is great at that. Stress-free speeding is great on her – applause!

PS judgment: 18 points, 1st place
Blading at its best! Once again a test victory that brings in performance, drivability and ultimately the balance.

HP judgment KTM 990 Super Duke R


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KTM 990 Super Duke R..

KTM 990 Super Duke R.

Drive: 4 points
Soft, elastic and with an ingenious V2 thump: Super Duke R. Lush performance for shooting country roads, but it jumps a little hard on the gas.

Chassis: 4 points
The very tight spring elements respond first class. The only criticism when it comes to corner robbers: the Super Duke stands up on bumps on a slope.

Ergonomics: 4 points
Relaxed, upright sitting position, which is also ideal for forced heating. The hard seat cushion costs one star.

Driving pleasure: 4 points
Grabbing the Duke by the horns and shooting through curves with her is pure fun. Deduction of points for the weaknesses mentioned above.

PS judgment: 16 points, 3rd place
In terms of points just behind her sister, but disdainful ratings are not everything. The Super Duke turns on, she is the clear winner of the hearts.

HP judgment KTM 1190 RC8


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KTM 1190 RC8.

KTM 1190 RC8

Drive: 4 points
Decent top-end power, great in the mid-rev range: In terms of performance, the Superbike offers a nice package. There is a deduction for the uncouth manners.

Chassis: 4 points
Rock-hard strut, the fork works great. The RC8 is handy and precise and lies well in an inclined position. The stern lurches when braking.

Ergonomics: 5 points
An exceptionally comfortable seating position for a super athlete with a pleasantly high handlebar. The ergonomics offers many adjustment options.

Driving pleasure: 4 points
Curve surfing at the highest level, drive with a full thump in the middle of the speed. Downside: gruff engine manners and unbalanced chassis setup.

PS judgment: 17 points, 2nd place
The RC8 just wins the family-internal duel, overall it occupies 2nd place. It lacks a little fine-tuning for the highest honors.

PS judgment MV Agusta Brutale 1078 RR


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MV Agusta Brutale 1078 RR.

MV Agusta Brutale 1078 RR

Drive: 4 points
The Brutale’s engine is a burner, power is always and everywhere. As with the F4, the Brutale engine lacks the manners.

Chassis: 4 points
The Brutale is very tightly tuned, but still works cleanly. The handling is good. There are deductions for the missing steering damper.

Ergonomics: 4 points
The hard seat cushion is also annoying with the naked woman. The position does not allow the pilot any freedom of movement, but the driver’s posture fits quite well.

Driving pleasure: 4 points
The extremely powerful engine is so much fun that the pilot looks over the hard seat cushion and the stiff transmission.

PS judgment: 16 points, 3rd place
The Brutale is an extremely emotional bike with small weaknesses and many strengths. Handling and engine performance in particular are impressive.

PS judgment MV Agusta F4 1078 RR


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MV Agusta F4 1078 RR

MV Agusta F4 1078 RR

Drive: 4 points
The F4 is the most powerful motorcycle in the test. Unfortunately, your engine runs very rough and annoying with hard throttle response and strong load changes.

Chassis: 4 points
A clean, appealing and balanced chassis on the credit side contrasts with the somewhat sluggish handling, especially in changing curves.

Ergonomics: 2 points
The deep stub, the long tank and the high footrests are only for the toughest. Then there is the hard seat pad. Ouch.

Driving pleasure: 2 points
Compared to the rest of the test field, the F4 is not much fun. The hard throttle response and the extreme seating position annoy the pilot constantly.

PS judgment: 12 points, 6th place
The F4 follows an outdated concept that is still fascinating, but fails in the tough test result. More than model maintenance is needed here.

Conclusion


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Honda CB 1000 R and Fireblade, MV Agusta Brutale and F4 1078 RR, KTM 990 Super Duke R and 1190 RC8.

Conclusion: No matter whether naked or disguised: All three manufacturers remain true to their principles. With both the Fireblade and the CB 1000 R, Honda riders choose an inconspicuous, well-functioning bike that everyone can get along with immediately. KTM riders can rely on uncompromising sportiness in both models. MV fans also get what they expect: the highest level of exclusivity, which doesn’t really matter in view of the test results.

Honda CB 1000 R-Fireblade, KTM 990 Super Duke R-1190 RC8, MV Agusta Brutale 1078 RR-F4 1078 RR

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