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Test comparison: Benelli TnT R 160, BMW K 1300 R, Ducati Streetfighter S

The strongest and most extravagant naked bikes

Life is too short to ride boring motorcycles. Would you agree with that? Then these three naked bikes might be of interest to you. They are the strongest and most extravagant of their kind. Show and enjoyment are guaranteed not to be neglected here.

My friend Micha is sagging a lot. His Z 1000 made the tackle. It was clear that this had to come at some point, she was no longer the youngest, no longer up to date. Her former aura of the difficult to tame had turned into a soft patina. But for him she still embodied this feeling of power, a dash of wildness – and then the sound.

But now something new had to be found. And that had to be strong, very strong. And undisguised. It had to be wild, striking, cool. And maybe something other than a four-cylinder would be nice. From the pile of brochures in his workshop, three made it onto the shortlist. That B.enelli, who gave the extrovertly styled TnT 1130 R 160 a big boost in performance in the form of the slightly modified Tornado engine, met quite well. She not only wears some make-up in the form of neat carbon parts from the muffler to the fairing keel. Camshafts with changed timing, slightly higher compression and a new injection mapping should provide 155 hp and thus enough muscle to get involved in the power upper class of naked bikes.

Test comparison: Benelli TnT R 160, BMW K 1300 R, Ducati Streetfighter S

The strongest and most extravagant naked bikes

Streetfighter S not to offer. However, and that makes it exciting, two mighty cylinders. Superbike feeling for the road, garnished with a breathtaking design. Because Micha is not quite over the four-cylinder engine, the BMW K 1300 R with its daring outfit is also shortlisted. It swings the biggest hammer with 173 hp. A huge, formidable chunk. Three character heads, all made of completely different materials, only a test drive will help.

Micha cautiously circles the white-blue. Take a seat and the awe will give way a little. Goes very comfortably to the BMW command post. Comfortable bench, classy handlebars, humanly placed pegs.

The big press: With these three, the mail goes off.

Only the massive clutch bell could get into the enclosure with some long-legged people with the right shin. Things are a little more rustic on board the Benelli. The high handlebars ensure an upright throne, but are a little too cranked towards the driver. And in contrast to the BMW sofa, the bench is upholstered in a rather spartan, firm manner. And the Ducati? Your name says it all. Street fighter. That’s how you sit too. Short tank, butt up, arms wide supported on the aluminum handlebars that have been pulled down, you literally hang over the front wheel. It feels like taking a bull by the horns. Starting is the well-known struggle of the starter against the two huge pistons and top dead center, and then the V2 is there. Tremors, pulsates, stamps like a bull lowering its horns.

The Benelli starter has to crank a little longer, then the three cylinders are there. And how. This scratching and rattling, this scraping and grinding, what a sound composition. But there is something else that wasn’t there before. A fine rattle that was previously only known from Ducatis. An anti-hopping dry clutch tinkles softly under the perforated carbon clutch cover. On the other hand, the start-up procedure at BMW is rather unspectacular. Briefly press the button, bang, and the load hums.

And now let’s get out of town. The BMW snakes its way most elegantly through the urban labyrinth. Finely adjustable clutch, smooth and powerful power from idle. Only the somewhat tight steering damper and the unmistakable gearshifts take away the elegance from the whole thing.

The Ducati Streetfighter S not only ensures high-altitude flights.

The Ducati looks excellent when strolling. The looks fly to her. But the weight of the driver weighs heavily on his hands, the drumming twin needs some speed to run smoothly, and the clutch demands a firm grip. However, the Benelli driver needs even stronger forearm muscles. This clutch challenges the whole guy. Constant jerking shows that the mapping does not yet match 100 percent. After all, she’s gotten used to drinking with the new injection system. An average of 5.6 liters is okay. The steering angle is also a joke. When turning, you need to concentrate if you don’t want to stumble badly. The three are only conditionally suitable for street fighting. The curved country lanes in front of us, that’s her thing. Exit town, third gear, quickly overtake another truck and then off.

In no time the BMW zoomed past the obstacle. The row four pulls off unspectacular and yet elemental. The Ducati steps up vigorously and only a little later zaps past the truck. Despite its increased performance, the Benelli still needs a bit longer, spices up the intermediate sprint with this inimitable tube. Curves, we come.

Micha’s concerns that the BMW would stumble through the curve thicket like the elephant through a china shop, given its stature, do not hold two curves. It’s amazing how easy it is to turn the BMW through the curves. The eye fixes a point – and the K sails exactly along the targeted line. And because you stay upright and relaxed, you let it fly in a relaxed manner. The BMW takes finely leveled, wide arcs by storm, also still stable where Micha’s Z 1000 would have long since bent the double-loop frame. Even if some of the feedback from the front gets stuck in the Duolever.

Comparison test: Power-Nakeds part 2

Despite its martial appearance, the BMW K 1300 R never loses sight of the practical side.

But with all its maneuverability and sovereignty: the K should not be misunderstood as a sports file. With bumps in quick succession, the front looks a bit trampling, in fast alternating curves the long wheelbase, the low center of gravity and the proud 241 kilograms are simply undeniable. In addition, there is clear movement in the chassis in jagged curve sequences. It’s good if the ESA electronic suspension adjustment system, which is subject to a surcharge, is also on board. A push of the button on the left switch unit and the suspension setup changes from Comfort to Tour to Sport. The latter ensures adequate firmness, although responsiveness and therefore comfort suffer somewhat.

But bending down like the GP heroes is not what BMW is determined to do, but rather the powerful exercise of power. With the emphasis on strength. The way the BMW clicks from it even from the lowest speeds is a stunner. She gently accelerates at the apex of the bend, then boldly rips open the throttle valves and the BMW pushes forward like a jumbo taking off. There is something sublime about it, because it happens with subtle hissing and gives the driver the certainty that nothing and nobody can stop this muscle man. But it gets even better. If the throttle remains on full power, all dams break at 7000 rpm. A tremendous noise goes through the combustion chambers, floods the airbox, and the load shoots away like a torpedo.

The performance of the Benelli threesome is no less entertaining, even if it is made of completely different cloth. He runs rougher, more creaky than the BMW four. The power boost didn’t necessarily make it more powerful. The standard TnT looks a bit more energetic downstairs. In the upper half of the speed range, however, it adds a lot of briquettes, even if only 144 of the promised 155 horses gallop up. The three-cylinder seems to change its tone every 1000 revolutions. Snotty, growling, hissing, he saws through the speed range. What a thunderstorm of sound compared to the almost good-sounding BMW. This is rock ‘n‘ roll for the brain. The hangover at 6000 rpm is almost as minor as the fading temperament over 8500 rpm. You are not just a passenger, but a machinist who tames this unspoilt, snorting, scraping combustion engine, masters the harsh load change jolt when applying the gas, grabs the clutch with a firm grip and determines the pitch with which the three-cylinder roars from the corner with your right hand.

The Benelli TnT R 160 is a gripping bike that also needs to be tackled. The complete opposite of ordinary.

Drifting the Benelli over winding slopes is a thoroughly sensual experience. Micha has to admit that, who was used to a lot in terms of sound from his Z 1000. Okay, the BMW may be sophisticated and powerful, the Benelli unusual and fascinating, even archaic. But none is as uncompromising and straight to the point as the Ducati. Even the smallest twitch of the right hand is converted into acceleration by the Ducati Twin. Immediately. The rapid increase in torque at 3000 rpm in connection with the ultra-direct response of the twin, that knocks your hat off.

Like a bull terrier, the Duc snaps out of the corners. Pulled hard on the cable, and the red one is still in second gear on the rear wheel, where BMW with its long wheelbase and the front-heavy Benelli only make manikins using the clutch. This intoxicating dynamic is of course also based on her unrivaled slim waist. Their delicate 198 kilograms contrast with 226 for the Benelli and baroque 241 for the BMW.

And because it’s so beautiful, the Ducati twin doesn’t just get down to business when it’s low in revs. The 1100 V2 curbs its temperament only briefly in the medium speed range before it glows up the speed ladder like a prick. The raging of the 104 millimeter pistons only comes to an end beyond 10,000 rpm. A spectacle with goosebumps guarantee, for which the Ducati chassis provides a good basis. Instead of the somewhat unfortunate choice of the original Pirelli Diablo Corsa III tires, the test motorcycle was exceptionally soled with Metzeler Sportec M3. So the Streetfighter can show what it’s made of. Nimble bending, razor-sharp turning, drawing arcs as if flying low, great. The perfect knee joint ensures an intimate connection to the motorcycle.

Only the panel above the fat bends, which pushes the right foot outwards, is a bit annoying in view of the slippery rest ends. Although the fork tends to be soft compared to the shock absorber, the balance fits. Only a very committed driving style brings the front wheel-oriented concept to its limits. So the Duc still braces itself strongly against the lean angle when anchoring heavily in curves. The TnT is also not slouched when romping on the streets. Bends almost as easily as the Ducati. It doesn’t zoom in as directly and compellingly as the Duc, but it does it reliably and with a lot of feedback around the corners. And when the high-speed compression stage on the shock absorber is fully open, the comfort is also right. Only the fork should have more puncture reserves. The fact that these are needed is thanks to the brake system, which has now been revamped with wave disks, radial pumps and pliers. The Benelli stoppers are a real highlight at the TnT, snappy, stable, easy to dose. In general, the subject of braking is a very positive one this lap. Micha is amazed at building blocks.

The brutally gripping Ducati stoppers have been given a slightly more gentle, appealing pad mixture. This is very beneficial in terms of dosage with the same effect, because it defuses the beastly snapping when you put it on for the first time. And the only ABS brake in the field stops the BMW like a wall.

Micha no longer mourns his Z 1000. The performance of the bikes, which are so different in nature, is too gripping. Performance in abundance, charm and charisma anyway. The only problem that remains: who should he choose, two-, three- or four-cylinder? We don’t know what his choice turned out to be, but that evening he went through a long list of brochures.

MOTORCYCLE conclusion

Although the BMW is at the forefront thanks to its horsepower advantage, every bike has its individual advantages.

Benelli TnT R 160:
Among all the character faces, the Benelli is a particularly distinctive type. Powerful sound, bearish, robust. The painting of the frame and the routing of the electrics show that it has improved on the finish, as well as on the brakes. The radial stoppers are of the very best, the optics with the winding three bends and the tubular rocker arm with eccentric are extraordinary. The engine tuning is missing the finishing keys. A gripping bike that also needs to be tackled. The complete opposite of ordinary.

BMW K 1300 R:
Evil face for a good game – With its martial façade, the BMW makes furious and goes really grim. But it can also be different. The engine with its magnificent power curve is also a great companion when strolling. In the saddle of the K you could endure it relaxed all day long, and the chassis manages the balancing act between comfortable and appropriately sporty. For everyone who is looking for a confident companion with whom you could do something else – if you wanted.

Ducati Streetfighter S:
The Ducati Streetfighter acts like a double espresso. It’s a top pulse accelerator, pure adrenaline. Light, graceful, gorgeous shapes, single-sided swing arm. With an engine that delivers what the exterior promises: pure power. Difficult to hold still, wants to be pushed forward. The seated position leaning forward requires the driver to be willing to accept. The Ducati compensates for this with its dynamic appearance, which it mixes with a dash of superbike flair. The emotional alternative to the BMW.

MOTORCYCLE measurements

Drawing: archive

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

The engine feels as impressive as the BMW performance curve rises. It has juice in all positions and is very well balanced. The Benelli triplet is now much more economical, but the drop in torque at 6000 rpm can be clearly felt in practice. Initially, the Ducati performance curve looks rather unspectacular. But it runs without a drop in performance, plus the turning ability and top performance for a twin are enormous. In practice, the Ducati translates this into robust performance. If the BMW needs 3.5 seconds in third gear from 50 to 120 km / h, the Ducati only needs 3.8, the TnT 4.1 seconds. Amazing: Despite the high peak performance of the BMW, the Ducati then accelerates much more energetically. Because while with the BMW the performance and thus traction and acceleration decrease from 140 km / h, both remain constant with the Ducati, it even increases a bit. For a twin, an extremely strong performance, in which the Benelli only has the disadvantage.

Drawing: archive

Pulling force 3rd gear.

If you only consider the sheer tractive effort developed by the engines in third gear, the BMW seems to be pushing the other two smoothly against the wall. It generates significantly more traction than its competitors over the entire speed range. The best conditions for intermediate sprints or overtaking maneuvers – at least in theory.

3rd gear acceleration

The reality is a bit different, because driving resistance and, above all, weight play a decisive role. So the 198 kilogram lightweight Ducati can stand up to the 241 kilogram chunk of BMW. The 225 kilogram Benelli pulls the short straw when sprinting from 50 km / h.

Technical data Benelli TnT R 160

The Benelli TnT R 160 R is a striking bike that goes to work. However, the engine tuning is missing the final touches.

Engine: type design Three-cylinder four-stroke in-line engine
injection Ø 53 mm
coupling Multi-disc dry clutch (anti-hopping)
Boron x stroke 88.0 x 62.0 mm
Displacement 1131 cc
compression 13.0: 1
power 116.0 kW (158 hp) at 10200 rpm
Torque 120 Nm at 8500 rpm
 
 
Landing gear: frame Bridge frame made of steel and aluminum
fork Upside-down fork, Ø 50 mm
Suspension travel v / h 120/115 mm
Brakes v / h Ø 320 mm / Ø 240 mm
bikes 3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/50 ZR 17
Tires Michelin Pilot Power
 
Weight with a full tank 225 kg
Price / price test motorcycle 13,990 euros plus additional costs
 
 
Driving performance: Top speed 260 km / h
Power to weight ratio 1.4 kg / hp
Acceleration 0-100 km / h 3.0 sec
Acceleration 0–140 km / h 4.9 sec
Acceleration 0–200 km / h 9.6 sec
Pulling speed 60–100 km / h 3.8 sec
Pulling speed 100–140 km / h 3.6 sec
Pulling speed 140–180 km / h 4.9 sec
Fuel consumption 5.6 liters / 100 km
Theoretical range 286 km

Technical data BMW K 1300 R

In the saddle of the BMW K 1300 R it becomes clear that the balancing act between comfortable and appropriately sporty is possible.

Engine: type design Four-cylinder, four-stroke in-line engine
injection Ø 46 mm
coupling Multi-disc oil bath clutch
Boron x stroke 80.0 x 64.3 mm
Displacement 1293 cc
compression 13.0: 1
power 127.0 kW (173 hp) at 9250 rpm
Torque 140 Nm at 8250 rpm
 
 
Landing gear: frame Bridge frame made of aluminum
fork Double longitudinal control arm made of aluminum 
Suspension travel v / h 115/135 mm
Brakes v / h Ø 320 mm / Ø 265 mm
bikes 3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/55 ZR 17
Tires Continental Sport Attack
 
Weight with a full tank 252 kg
Price / price test motorcycle 13900/16740 * Euro plus additional costs
 
 
Driving performance: Top speed 270 km / h
Power to weight ratio 1.5 kg / hp
Acceleration 0-100 km / h 2.9 sec
Acceleration 0–140 km / h 4.3 sec
Acceleration 0–200 km / h 7.9 sec
Pulling speed 60–100 km / h 3.2 sec
Pulling speed 100–140 km / h 3.2 sec
Pulling speed 140–180 km / h 3.4 sec
Fuel consumption 5.4 liters / 100 km
Theoretical range 352 km

* Incl. Safety package 1400 euros, Comfort package 700 euros, ESA 740 euros

Technical data Ducati Streetfighter S

It’s a bit uncomfortable to sit on the Ducati Streetfighter S, but the Duc makes up for it with its dynamic appearance and a powerful engine.

Engine:
type design Two cylinder four stroke 90 degree V engine
injection Ø 60 mm
coupling Multi-disc dry clutch
Boron x stroke 104.0 x 64.7 mm
Displacement 1099 cc
compression 12.5: 1
power 120.0 kW (163 hp) at 9500 rpm
Torque 115 Nm at 9500 rpm
 
 
Landing gear:
frame Steel tubular frame
fork Upside-down fork, Ø 43 mm
Suspension travel v / h 120/127 mm
Brakes v / h Ø 330 mm / Ø 245 mm
bikes 3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/55 ZR 17
Tires Metzeler Sportec M3
 
Weight with a full tank 198 kg
Price / price test motorcycle 18,700 euros plus additional costs
 
 
Driving performance:
Top speed 250 km / h
Power to weight ratio 1.2 kg / hp
Acceleration 0-100 km / h 3.2 sec
Acceleration 0–140 km / h 4.9 sec
Acceleration 0–200 km / h 8.8 sec
Pulling speed 60–100 km / h 3.8 sec
Pulling speed 100–140 km / h 3.3 sec
Pulling speed 140–180 km / h 4.5 sec
Fuel consumption 5.0 liters / 100 km
Theoretical range 330 km

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