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Comparison test of power-naked bikes 2012

Streetfighter from KTM, Aprilia, MV Agusta and Triumph

These sparkling European power roadsters with four completely different engine concepts are not only addicting because of their insane driving dynamics. You are committed to maximum driving pleasure on the country road. And beguile as real characters already powerful in the state.

South of France in February, on Rose Monday. At home in the Rhineland they celebrate today until the doctor comes. We almost get dizzy too, but not from the Kolsch. Instead of drinking, we go to seventh heaven. We are stunt driver Mai-Lin, MOTORRAD tester Georg Jelicic, our French colleague Thomas Cortesi and the author. Otherwise, Carnival is sacred to him, but this time the promise to come out with these four fascinating driving machines was just too tempting. Power roadster alaaf!

Aprilia Tuono V4 R APRC, KTM 990 Super Duke R, MV Agus-ta Brutale RR 1090 and the brand new Triumph Speed ​​Triple R distill the ideal of pure, unadulterated driving pleasure in the middle of the wind. All four power roadsters proudly have the R in their name: classy and rapid, sporty, stylish and unmistakable. They are the urge to move cast in metal, dynamic in sharp forms. Your destiny? Bewitch, accelerate, inspire. And be admired. That has to be possible, at prices between 14450 and 18750 euros. Fired by four different typical engine concepts with around 1000 cubic meters from 125 hp. Rotary motors in wiry chassis that are always good for a lifting front wheel.

Vdoes someone still measure – comrades-in-arms? Sure, a Ducati Streetfighter S would have been a good fit with the 155 PS 1100 Testastretta V2. The 2012 model has a different swing arm and a new handlebar. But Ducati has not yet been able to contribute a “new” copy. And the tried and tested Japanese naked bikes Honda CB 1000 R, Kawasaki Z 1000 and Yamaha FZ1? Their concepts and services fit the field well, are significantly cheaper and also really strong. But in this test the focus is on the hip representatives from Europe.

Comparison test of power-naked bikes 2012

Streetfighter from KTM, Aprilia, MV Agusta and Triumph

Unlike Honda today, Aprilia has also revived the V4 concept for lightweight machines. For its large-displacement models, KTM traditionally relies on the 75-degree V2, MV Agusta on the in-line four-cylinder. Triumph has three cylinders in a row on the flag, just as England has three lions as a coat of arms. But all four are Leo, have blood group AB (adrenaline / acceleration) and have rhesus factor octane-positive in their blood, sorry, gasoline.

The way they attack small country roads in the hinterland of the port city of Toulon is splendid. Straight lines are shortened to the blink of an eye, the quartet whisper quickly around the alternating curves in search of the super trump card. On paper, the Aprilia has the edge, as the only stripped superbike here. Your 65-degree V4, which comes from the super sports car RSV4 and is "tamed" from 180 to 167 hp, offers nominally the greatest peak performance. The MOTORRAD test stand certifies 162 thoroughbred horses for the 1000. More than enough. Only the MV trumps that with real 165 hp. So much power is pleasure and burden, dignity and burden at the same time.

The compact four-cylinder V wakes up with a dull bark and sounds like a whole paddock. The V4 growls pithily, even infernally, while the Ram-Air-fired air filter box snaps for air with a growl. The name Tuono (thunder) is correct. However, this over-sound can also annoy neighbors and residents. Despite, or perhaps because of, the flap in the large, individual "silencer" that is tailored to the test cycle, the Italian is subjectively too loud. At the top your ears fall off. The way the four offset 78 pistons beat the heartbeat of this ultra-short-stroke engine is simply sensational. This is one of the most spectacular motorcycle engines ever!

Gargolov

Beautiful back. Look at the motorcycle, people! A lot of power and difficult throttle response make wheelies a case for experts.

Its immense freedom of revolving tempts time and again to give the explosive V4 a spur. Playing with the eruption, your heart beats faster. Even if only really in the second half of the speed. Tack, tack, tack, thanks to the standard shift assistants, upshifting at full throttle without pulling the clutch is minimized to a fraction of a second. But this excessive type of power output tempts you to drive without your driving license. And it’s not just the Flics in France who don’t like that at all.

In addition, this storm on the Bastille is demanding, exhausting in the long run. Especially since the purely electronically operated throttle valves require getting used to: In the partial load range, the V4 accelerates only with a minimal delay and then continues to run irritatingly for a fraction of a second when the throttle is closed. Together with a little play in the drive train, this adds up to a rather rough response. There is disillusionment when refueling: Moved in roll mode in compliance with the German Road Traffic Act, the Tuono tipped almost seven liters behind the bandage. A lot helps a lot?

The ultra-long first gear (!), Translated to 125 km / h, requires sensitivity. The classy Signora is best able to circle hairpin bends with a slightly dragging clutch. The racing genes shimmer through. The feeling of over-motorization creeps in on the smallest of streets; the Tuono is hungry for racetracks like the one at Le Castellet, which is just passing by. Run, the right stretches, that’s what the Aprilia demands. She is only fully in her element in long, flowing passages that are as flat as possible.

Tea faster the better, this also applies to the chassis with its infinite freedom of lean angles. The particularly wide handlebars make the Aprilia handy. Nevertheless, the Tuono wants to be led and likes to run further out at the exit of the curve. And the hard, tightly damped Sachs shock absorber reacts in a rumble, rumbling mercilessly over short, hard edges and bumps in the asphalt. Front-wheel oriented, sitting in a comfortable position on the Aprilia. But the Tuono never becomes a tourer. Your board-hard bench alone prevents that.

And the pillion seat is a complete disaster: too small, too hard, too slippery. If you want to learn to fear, you have to ride on the back of the Aprilia. Any family court will accept the violence of the V4 as a reason for divorce. After all, there are plenty of electronic helpers that are forgiving. The eight-stage adjustable traction control effectively prevents the rear wheel from jamming on the roads that are still quite salty. In addition, there are three motor mappings that can be selected from the handlebars plus wheelie control for non-stunt drivers and “launch control” for maximum acceleration. Everything Italian, sporty.

White-black-orange – clearly warning colors in biology. And the KTM 990 Super Duke R wears it rightly. Many curve search (t) devices come from KTM. This one is one of the sharpest, weighing 203 kilograms – a record in this group. The previous "R" was still single, for 2012 it inherited the two-person bench of the omitted standard variant. At the center of the experience is her hard-hitting 75-degree V2, which bathes its crankshaft in the dry sump. Relaxed chugging around is not his thing. He chops under 3000 turns, whips the chain. But if you give him the spurs, he runs as if transformed.

Gargolov

Lightweight construction as a turn-on factor. Only 203 kilograms mark the KTM as the flyweight of this comparison.

At the top, the two huge 101 millimeter pistons storm the speed ladder. Accompanied by a wonderful V2 drum roll. As airy and free as the whole motorcycle is built. With new software, the V2 no longer accelerates as hard as it used to. Nonetheless, he remained a predator. Rough and radical. The strongest vibrating engine of this extroverted group is indeed the weakest with measured 116 HP. But he cleverly conceals this with a very short translation. So the wildly pounding Austrian doesn’t even have to hide in the draft.

What a movement machine! Immediately and directly, the KTM implements steering commands, following the targeted line pretty precisely. Relaxed, light and fast this driving experience. This, together with the great neutrality in an inclined position, gives a really secure feeling from the first meter, a lot of trust. Almost super-motor-like, it can’t be narrow and angled enough for the toy and lighter. An agile serpentine search device. The Grand Duke embodies the pure opposite of the Aprilia, but like this one requires a healthy foot switch.

It’s wrong what this almost submissive 1000s can do with it. The narrowest rear tire, a 180, is a good choice for handling and aiming accuracy. The Super Duke glides through the curves as if by itself. And the Pirelli Diablo Corsa III work perfectly at the already double-digit temperatures here. The carbon-coated upside-down fork from White Power is particularly appealing. The directly hinged shock absorber only lacks reserves on extremely pocky road surfaces. The tendency to wedge the front wheel against the steering damper is latently perceptible.

In a subtle way, the Super Duke takes possession of you. It docks with the happiness center in the brain. Because everything is so easy, so playful, including dancing on the brakes with the super-transparent Brembo monoblocks, she wants to keep pushing boundaries more and more. And then the fun can quickly turn into stress and seriousness. Especially since the KTM changes its character from 130 to 140 km / h. Now all of a sudden it’s time to work on the handlebars. You sit casually on the 87 centimeter (!) High bench. With a perfect overview while romping around, and placed close to the wide butted aluminum handlebar.

Purely rational arguments for the V2 fun bike? Here you go: It drives very stable and neutral with a passenger and offers you the most comfortable place – despite the seat lock under the bottom. In addition, there is moderate fuel consumption (from six liters) and the cheapest purchase price. Typically KTM, the Super Duke is also quite angular, sharp-cut edges. A real polarizer, you love or hate it. Consistent, cleverly constructed, airy.

A dream in red and silver, that is the downright petite-looking MV Agusta Brutale. In fact, at 214 kilograms, it is the second heaviest machine in the comparison. A motorcycle with an aura more noble than noble. The finest workmanship meets posh details: light forged wheels, indicators in the mirrors, eccentric adjustment of footrests, gearshift get up and brake pedal, welds that look like leaks. Everything has and is a system. The whole thing is more than the sum of its parts. Wow meets Wupp factor: a four-cylinder to fall in love with. You couldn’t get more feeling with such an engine. The heart beats wildly. The name Brutale says it all, the start is aggressive.

Gargolov

The eye goes with you: the windshield and front spoiler cost extra. The linear power output makes wheelies child’s play.

The MV accelerates like a rocket: from a standstill, the 1078 cubic four-cylinder finally lands after 800 meters in sixth gear in the hard-hitting rev limiter – at 251 mph. Recommended only on a closed route. Caution: Use first gear only to start up and then continue storming directly in second, otherwise there is an acute danger of a backward somersault. Much more important in real life is the exorbitant pull in sixth gear. The moving gem takes just 6.5 seconds from 60 to 140 km / h. Da capo. The rest of the trio follows well behind.

Only a look at the gear indicator in the informative cockpit reveals that you are still looking for seventh gear, so crazy pushes sixth. The Signora stamp the powerful engine and the crisp, shortest gear ratio for the pulling miracle: at 100 km / h, the MV already turns 4400 turns. From nothing, comes nothing. The fat tuning contributes to the tremendous acceleration: Almost eight liters flow through the injection nozzles even in civilian driving, something like that is difficult to convey today. Instead of optimizing consumption and exhaust gas, MV uses a 23-liter tank without further ado so that the diabolical booze is not so noticeable.

Greedy, ultra-direct, the four-cylinder hangs in the second half of the speed on the gas. Below 5000 rpm, however, the MV engine with its radially arranged valves responds to gas commands with a delay and sparkling. Unfortunately, the traction control remains completely ineffective, regardless of the level. So please don’t rely on it. Enjoy more sophisticated acoustics. From the two angled stainless steel silencers it sounds rattling, angry, muffled. But not too loud. As with the Aprilia, the reactions of the slipper clutch can be felt as a reaction in the hand lever. However, it takes a lot of force to pull the hydraulic lever. Not for girls.

The streets boldly nestle against ocher-yellow rock, circling rocky outcrops as tight, invisible curves. Brutal Land! It’s super handy, agile and precise like a nautical instrument around all kinds of radii. As if controlled by a laser. The great chassis fully implements what the driver wants. Playful and bustling like a mountain bike. Marzocchi fork and Sachs shock absorber appeal to a velvety, fine and unexpectedly comfortable feel. A "softale"?

Only the damping is surprisingly weak, you have to turn all adjusting screws completely. Even then, sensitive riders feel minimal pumping of the hindquarters when driving hard. You sit wonderfully integrated into the compact motorcycle. Really secure. May your thighs and right heel also soon touch the tank bulges and exhaust trim: It is incomparable to grow together and pound around with the 18,750 euro expensive motorcycle, which is not only beautiful.

Like the Super Duke, the first 1050 Triumph Speed ​​Triple saw the light of day in 2005. In 2012 it comes in the latest, noblest expansion stage as an "R" strategist for an extra charge of 3000 euros. Their insignia: better brakes, Brembo monoblock calipers with ABS, specially adapted Ohlins suspension elements, lighter forged wheels, carbon applications on the tank, radiator and front fenders. Garnished with white paint, black, powder-coated tubular bridge frame made of aluminum with screwed-on, red painted steel frame rear. A gentleman fighter from the factory?

Gargolov

Fascinating V4: Its exuberant performance and maneuverability normally keep a wheelie control in check.

The Speedy R is more like a children’s nurse in a mini skirt and with an upper arm tattoo. Make angry, but in reality it has a fine character. That starts with the famous three-cylinder. You just have to like it, succumb to its hissing and grumbling (especially when pushing!) With skin and hair. In addition, there is the best, smoothest running culture, together with the Aprilia V4. But above all the most powerful torque output up to almost 9000 turns. This is how you build exciting engines!

Where does so much torque come from? From a suitable interpretation. 79 pistons, as in the MV, cover the longest stroke by far: 71.4 millimeters. No matter what speed, the triple marches, always powerful. Smooth and extremely easy to use. One can easily forgive the fact that the three-cylinder revs up a little more slowly before the limiter switches off the light a little abruptly shortly after 9000 rpm. Okay, after longer rolling phases with the throttle closed, the three-cylinder accelerates a little harder. Otherwise he is a model of cultivated nobility. The Triple is close to the ideal drive!

Especially since the drinking habits, from 5.2 liters per 100 kilometers, are anything but original English. Respect. It’s a gift that the gearbox can still be shifted a little more bony than with the other three Power Nakeds despite the latest revision.

If you switch directly, Triumph has aha-moments ready. It starts with the sitting posture: as if nailed down, with less room to move. Further away from the front wheel, a little more passive, more at the rear. And yet it just fits. Less combative, arms stretched out in a relaxed, sporty way. You sit very “in” the motorcycle on the wide, particularly comfortable bench seat.

Triumph feels heavier than the rest of the test field. It is, after all, with extras (windshield, front spoiler and pillion seat cover) it weighs 221 kilograms, i.e. just as much as a completely naked standard Speedy. This is not a disadvantage, because the 1050 is simply more satisfied than the three other members of the exclusive Quadriga. Rigid, like a big, strong sports coupe, the Speedy sucks itself firmly on the asphalt. The R-fork in particular is a poem. How she fishes out bumps, super sensitive and yet stable. Great. Comfortable, but not soft-washed. -The TTX shock absorber on the single arm cushions and dampens a little drier. It likes to pass short, hard edges and bumps to the buttocks, its adjustment range is rather small under comfort criteria.

Gargolov

The fascination always goes with you, for shapes and driving dynamics.

The Speed ​​Triple R circles all kinds of curves in a wonderfully neutral and good-natured manner. She finds the right line in a sleepwalking and predictable way. Maybe not as razor-sharp as the MV because it has minimal understeer. But the Triumph remains British-relaxed. Compared to all previous Speed ​​Triple 1050s, the lighter wheels slightly improve handling. Should one reproach the R for being the easiest to drive in this formidable quartet? Certainly not. It easily and casually covers the broadest spectrum, masters strolling, heating and everyday life. respect.

The only thing that really bothers you: With the Nissin ABS, Brembo’s famous monoblock brake calipers have lost some of their grandiose crispness. Noticeable hardening of the hand lever when braking hard is just as irritating as a strange, too early ABS control behavior. A defensive R version? The Brembos are only fully up to speed with the ABS switched off. A pity.

There is a motorcyclist proverb that sums up our wild life: “If you want to be happy for an evening, then drink (Carnival!). If you want to be happy for a year, get married. But if you want to be happy for the rest of your life, ride a motorcycle. ”The spectacular roadster quartet is the perfect match for this wisdom, each type in their own way. Even if the Speed ​​Triple R becomes super trump card in the end.

MOTORCYCLE scoring / test result

Gargolov

In the end, the Triumph Speed ​​Triple R is the most user-friendly and everyday concept that wins.

engine
The trio of Aprilia, MV Agusta and Triumph is racing cylinder head to cylinder head. When it comes to brute force in the sixth, nobody can fool the brutal. Nomen is omen. Hold tight! This is especially true when accelerating fully. Brutale and Tuono (Donner), both of whom are a bit rough on the gas, live up to their names. The Speed ​​Triple follows with a tiny margin of respect, the KTM with a larger one. Keyword top speed: The assessment basis for the MV is measured 251 km / h, not the imaginary value 265 from the papers.
Winner engine: Aprilia / Triumph

landing gear
It doesn’t get any closer. In this high-quality Quadriga, three machines take first place equally: KTM, MV and Triumph. Congratulations. The Brutale couples the most nimble handling with the sharpest steering precision. The price for this: Because of its soft cushioning, it tends to get a little fidgety, especially on the motorway or on bumps. Triumph and Aprilia run the most stable straight ahead. But the uncomfortable Tuono doesn’t like it when a passenger is grafted onto her. The winning trio drives worlds better with a pillion passenger.
Chassis winner: KTM / MV Agusta / Triumph

everyday life
Finally a clear case. The Speed ​​Triple cannot be beaten in everyday life. Longest range, bright light, good view in front of and in the mirrors – the supposed hooligan makes it difficult to be sensible and reliable. OK then! The very high KTM offers the best places in the first and second rows. The Tuono pillion seat is an instrument of torture. That fits in well with the previous chapter. But not for the proper payload of 189 kilograms, even more than the Triumph (186 kilograms). One fulfillment is the processing quality of the MV.
Winner everyday: triumph

security
Triumph advantage, for the only ABS machine. Even the less than optimal ABS control does not change anything: The Brembo monoblocks only brake fully when the ABS is switched off. The rest of the trio anchors more brutally and transparently. Tea KTM stoppers offer plenty of reserves (pass descent, pillion passenger). The MV fidgets the handlebars the most.
Winner safety: triumph

costs
Expensive fun. With the lowest service costs and low consumption, the Triumph trumps. Quite cheap for inspections: Aprilia’s complex V4 engine. And, like the KTM, it shines with a mobility guarantee. Very expensive: the MV.
Winner Cost: Triumph

Price-performance
One of the most exciting bikes in this Quadriga, the KTM, offers the most bang for your buck.
Price-performance winner: Triumph

max points  Aprilia  KTM  MV Agusta  triumph
Overall rating 1000  648  639  635  678 placement  2.  3.  4th.  1. Price-performance note 1.0  3.0  2.3  4.0  2.5

Test result

Triumph Speed ​​Triple R.
It wins the most user-friendly and everyday, least radical concept. The great three-cylinder unit combines ratio and emotion. The ABS could be better.

Aprilia Tuono V4 R APRC
Unlike the other three manufacturers, Aprilia really stripped a great athlete. That’s why the Tuono drives so fiery, but also so demanding. It’s almost too much for country roads.

KTM 990 Super Duke R.
Sporty and sensual, KTM can do that. And the Grand Duke is no exception. The lightweight of the field always wants to romp. It offers the most comfortable seats and is the cheapest.

MV Agusta Brutale RR 1090
Temperamental: the finest details meet rapid driving performance and superb agility. The MV is especially helpful to little people. The purchase price and fuel consumption are happy.

Technical data: Aprilia, KTM

Gargolov

KTM 990 Super Duke R. Wiry-technoid, the light KTM with its orange tubular space frame appears angular and jagged.

Aprilia KTM engine
type design Four cylinder four stroke 65 degree V engine Two-cylinder four-stroke 75 degree V engine
injection Ø 48 mm Ø 48 mm
coupling Multi-disc oil bath (anti-hopping) Multi-disc oil bath
Boron x stroke 78.0 x 52.3 mm 101.0 x 62.4 mm
Displacement 1000 cm3 1000 cm3
compression 13.0: 1 11.5: 1
power 123.0 kW (167 hp) at 11500 rpm 92.0 kW (125 PS) at 10,000 rpm
Torque 112 Nm at 9500 rpm 102 Nm at 8000 rpm
landing gear
frame Bridge frame made of aluminum Steel tubular frame, engine is load-bearing 
fork Upside-down, Ø 43 mm Upside-down, Ø 48 mm
Steering damper Steering damper Steering damper
Brakes front / rear Ø 320/220 mm Ø 320/240 mm
Systems assistance Traction control –
bikes 3.50 x 17; 6.00 x 17 3.50 x 17; 5.50 x 17
tires 120/70 ZR 17; 190/55 ZR 17 120/70 ZR 17; 180/55 ZR 17
Tires Pirelli Diablo Rosso Corsa Pirelli Diablo Corsa III 
Dimensions + weights
wheelbase 1445 mm  1450 mm 
Steering head angle 63.0 degrees 67.3 degrees
trailing 107 mm 94 mm
Front / rear suspension travel 120/130 mm 135/150 mm
Seat height ** 820 mm 870 mm
Weight with full tank ** 212 kg 203 kg
Payload ** 189 kg 184 kg
Tank capacity / reserve 17.0 / 3.6 liters 18.5 / 2.5 liters
Service intervals  10,000 km 7,500 km
price 15,190 euros 11,995 euros
Price test motorcycle 15,190 euros 14,198 euros
Additional costs 287 euros 250 euro
 MOTORCYCLE readings
Top speed * 270 km / h 240 km / h
acceleration
0-100 km / h 3.2 sec 3.2 sec
0-140 km / h 4.9 sec 5.2 sec
0-200 km / h 8.7 sec 10.6 sec
Draft
60-100 km / h 3.8 sec 3.8 sec
100-140 km / h 3.7 sec 4.0 sec
140-180 km / h 3.8 sec 5.0 sec
consumption
Consumption highway 6.9 liters / super 6.0 liters / super
Reach country road 246 km 308 km

* Manufacturer information; ** MOTORCYCLE measurements; *** Including instrument cover (229 euros), front spoiler (239 euros) and pillion seat cover (179 euros); **** MOTORCYCLE measurement

Technical data: MV Agusta, Triumph

Gargolov

MV Agusta Brutale RR 1090. Suitable for living room. Design and details make the Brutale a true motorcycle work of art.

MV Agusta triumph engine
type design Four-cylinder, four-stroke in-line engine Three-cylinder four-stroke in-line engine
injection Ø 46 mm Ø 46 mm
coupling Multi-disc oil bath (anti-hopping) Multi-disc oil bath
Boron x stroke 79.0 x 55.0 mm 79.0 x 71.4 mm
Displacement 1078 cm3 1050 cm3
compression 13.0: 1 12.0: 1
power 116.0 kW (158 hp) at 11900 rpm 99.0 kW (135 hp) at 9400 rpm
Torque 100 Nm at 10100 rpm 111 Nm at 7750 rpm
landing gear
frame Steel tubular frame, engine is load-bearing  Bridge frame made of aluminum
fork Upside-down, Ø 50 mm Upside-down, Ø 43 mm
Steering damper Steering damper –
Brakes front / rear Ø 320/210 mm Ø 320/255 mm
Systems assistance Traction control SECTION
bikes 3.50 x 17; 6.00 x 17 3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/55 ZR 17 120/70 ZR 17; 190/55 ZR 17
Tires Pirelli Diablo Supercorsa SP Pirelli Diablo Supercorsa SP
Dimensions + weights
wheelbase 1438 mm  1435 mm 
Steering head angle 65.0 degrees 67.2 degrees
trailing 104 mm 91 mm
Front / rear suspension travel 125/120 mm 120/130 mm
Seat height ** 825 mm 830 mm
Weight with full tank ** 214 kg 221 kg
Payload ** 179 kg 186 kg
Tank capacity / reserve 23.0 / 4.0 liters 17.5 / – liters
Service intervals  6000 km 10,000 km
price 18,500 euros 14,990 euros
Price test motorcycle 18,500 euros 15,637 euros ***
Additional costs 250 euro 350 Euro
 MOTORCYCLE readings
Top speed * 265 (251 ****) km / h 248 km / h
acceleration
0-100 km / h 3.3 sec 3.2 sec
0-140 km / h 5.1 sec 5.1 sec
0-200 km / h 8.7 sec 10.5 sec
Draft
60-100 km / h 3.3 sec 3.5 sec
100-140 km / h 3.2 sec 3.8 sec
140-180 km / h 3.3 sec 4.8 sec
consumption
Consumption highway 7.8 liters / super 5.2 liters / super
Reach country road 295 km 337 km

* Manufacturer information; ** MOTORCYCLE measurements; *** Including instrument cover (229 euros), front spoiler (239 euros) and pillion seat cover (179 euros); **** MOTORCYCLE measurement

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