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Aprilia test comparison, Ducati, Kawasaki, KTM and Triumph

Cool naked bikes

Minimalistic, aggressive, greedy and cool ?? Naked bikes focus the motorcycle experience on one terrain: curves, curves, curves. There are enough of them on seven former hill climb routes in Franconia.

Place-name sign Spalt. Nothing reminds us of the time 30 or 40 years ago, when a few hundred racing drivers turned the place into a paddock once a year, the wind blew the scent of burnt two-stroke oil over the roofs. When thousands of spectators clung to the embankments to be as close as possible: mountain races. In a sense, the Tall Price on the doorstep.

Hardly any of it remained. Because straw bales cannot replace gravel beds. What still exists are memories, some classic events ?? and these routes. There are few regions in which the motorized climbers could let off steam locally as in the area around Nuremberg. After all, seven former racing pistes give us the stages on a day tour that is just 300 kilometers long.

Aprilia test comparison, Ducati, Kawasaki, KTM and Triumph

Cool naked bikes

Ducati Monster S4R. The missing S after the R indicates that instead of an Ohlins suspension, a combo of Showa (fork) and Sachs (shock absorber) is doing the job.

Two years ago, KTM dashed into the nude segment with a spectacular serve. The Super Duke polarized with radical styling and sporty characteristics. Fine adjustment was on the agenda for 2007. Radial bolted brake calipers, a four-liter tank, harder fork springs, flatter steering head, a shorter gear ratio and Euro 3 approval upgrade the 1000 series. Triumph is reluctant. A newly placed catalytic converter and a changed mapping for the 1050 three-cylinder, that’s it for modifications for the current Speed ​​Triple.

So far, two-cylinder and the Triumph-Drilling have largely dominated the naked bike reserve, but a four-cylinder has been pushing itself into the fun society for some time? tea Kawasaki Z 1000. A bestseller in its first year of 2003, the Kawa technicians lined up again for this season. A modified cylinder head with smaller valves, in conjunction with the voluminous silencers, should strengthen the Z, especially in the lower rev range. So much in advance: In the top test by
MOTORRAD (Issue 9/2007) the four-cylinder engine did indeed increase torque by around ten newton meters between 2000 and 7000 rpm compared to the previous model. For which, however, nine of the 132 hp had to believe in the top performance. In addition, Euro 3 owes the Kawasaki ?? mainly through the exhaust system? additional eleven kilograms of ballast. Completely styled with corners and edges, the Z is zeitgeist and its design is strikingly reminiscent of the Super Duke. After all: with 10,575 euros, the Z is priced at least 1000 euros below the competition.

Finally, the end of town. The former launch site. But now gas. Because hill climbs meant lucky minutes. The routes were usually barely longer than two or three kilometers. At the top we will know that it is only 1500 meters here. Regardless, because the appearance of the naked troop keeps what you expect from the league with three-digit horsepower figures. Even if each machine in its own way.

Initially, the Aprilia started charging at a moderate rate, only from 6000 rpm. But then with power. The Rotax two-cylinder pushes forward sovereignly, powerfully and always neatly on the gas. Skilfully hides the fact that eight horses are missing from the promised peak performance of 139 hp. Tea Ducati doesn’t take long to ask. Although the translation of the monster is miserable, the Testastretta aggregate is refreshing. Although it shakes roughly below 3000 rpm, it then comes out brisk and cultivated. To allay fears: The two torque drops at 6800 rpm and 8200 rpm (see diagram on page 32) are hardly noticeable in practice. On the contrary, the L-motor, named after its 90-degree cylinder angle, hangs clean and agile on the gas in the middle speed range, pushes with a thoroughly honest 129 hp ?? after all, eight more than indicated? powerful.

The KTM does not hesitate for long. The short translation and the lively engine add up to the hyperactive combination. Gas up and off you go. It’s hard to believe that the Super Duke, with measured 121 hp, has the weakest engine on the test field between the wheels? although the question is justified whether a few more horsepower or less have a significant impact on driving pleasure in this performance class. Or is it? Because the Triumph shows what can be done. 136 hp are a bank. Especially when it rides this gigantic bow wave of torque. In plain language: The three-cylinder is a stunner, pushes from idling to the engine speed limit with a vehemence unique in this category.

It’s understandable that it won’t be easy for the Kawasaki. Because despite the current fitness regimen, the engine, which debuted in the ZX-9R in 1998, is unexpectedly tame. The four-cylinder purrs like a sleepy kitten and only wakes up from 5500 rpm. Of course, this engine will also do the job, pulling 123 HP on the chain. But until then it will take time. But the Kawa does not show anything in terms of smoothness in this field. Except for a tingling sensation in the handlebar ends around the 7000 mark, the Z-unit shows the very best of manners.

As I said, hill climbs are lucky for a minute. In no time we are up. Heading eastwards, 60 kilometers of low-traffic Franconian Alb are in front of us as far as station two, the village of Obermassing. The wide handlebars and the upright sitting position allow us to roll on relaxed, maintain an overview, enjoy the tour. Albeit with varying degrees of intensity. Although the Aprilia still enforces an uncomfortably acute knee angle with high footrests, the rest is fine. The levers are easy to hold, and the on-board computer, which can be operated from the handlebar, adds a touch of luxury to the minimalist naked bike concept.

The feeling on the Ducati is also well known. Generations of monsters stretch their trainer over the tank for an uncomfortably long time, and the handlebars are oddly cranked down. It’s not convenient. Inactive on top of that. In contrast to the KTM workplace. The most relaxed knee angle in the entire test field creates sympathy, the enduro-like high handlebars complement the comfort range. Only the bench could be padded a little thicker.

The Triumph hardly shows any nakedness either. Apart from the uncomfortable transition between seat and tank, you quickly feel at home on the Speedy. The handlebars are pleasantly shaped, your feet rest relaxed on the pegs. Even the lever of the cable-operated clutch is adjustable in reach. The Z 1000 is aggressive. Not only since the correction of the basic chassis setting from the MOTORRAD top test, which is extremely helpful for driving behavior (rear: 35 millimeters negative spring travel with the rider seated; front: reduced preload of the fork springs open to a total of seven turns) the stern is relatively high, which is why the pilot constantly slides against the wide tank. The handlebars lie loosely in the hand, the detent position is comfortable. Only the reach of the clutch lever cannot be adjusted.

The kilometers fly by. The climbing tour in Obermassing was called the Eurohill hill climb. 1994 came to an end after a serious accident. A reminder for us too. And not just for this climb. Still, on the brilliant asphalt, it swings through the curves like a dream. It is only 20 kilometers to Neumarkt. At the city limits, the former racetrack winds its way up to the Maria Hilf chapel in the Hohenberg district. Moderate surface, a lot of traffic, we don’t stay long, drive over sparsely populated plateaus to Happurg. The star of the German Superbike Championship, Jorg Teuchert, runs a motorcycle shop in nearby Hersbruck and often trains on the 3.5-kilometer ascent to the Arzberg ?? but with the racing bike.

Ahead of us are 80 kilometers to Franconian Switzerland. Quite a few of them (see also box on page 25) are a dream for motorcyclists. And indeed, more and more two-wheelers are on the road as we swing through the picturesque Wiesenttal towards Wurgau. The 2.5 kilometer long Wurgauer Berg stimulates a brisk appearance, after-work Rossis lurk knee sliders armed for prey. Once up, and ten kilometers further northwest to Stubig.
The comparatively unknown ex-hill climb route is deserted. Gallop? All right, because these bikes are always craving for that: curves, curves, curves.

In which the Tuono ?? to put it casually? like a board. The faster the better. However: Very tight radii are not their strength because of the sitting position that is relatively far back. The Tuono driver intuitively leans forward in tight turns to put weight on the front wheel. Nevertheless: The stable bridge frame and the tightly coordinated Ohlins suspension components complete the race character, which is emphasized by the crisp gearbox and the flawless braking system. The radially attached four-piston calipers from Brembo, each with four individual pads, set the current bar in terms of deceleration technology quite high. Perfectly adjustable, minimal hand strength ?? so it has to be.

Ducati and KTM rely on the same system. Nevertheless, caution is advised in the case of Ducati. A less favorable material pairing? be it other pads or the material of the brake disc? allows the Monster S4R to slow down excessively with this combination, does not make dosing easy, especially on wet slopes it can be critical. Speaking of rain ?? the minimalist styling of the naked bikes shows its downside. With the exception of the Aprilia, whose more voluminous rear provides better protection, thrown up road dirt quickly covers the other side of man and machine.

Back to the Duc. Even if the said inactive seating position slows down the Ducatist’s eagerness to curve, the handling clearly benefits from the change in the original tire equipment. Instead of the stubborn Bridgestone BT 014, Michelin Pilot Power is used. The suspension setup is rather untypical for a sporty naked bike. If the comfortable rear is even more positive, the front is too soft. In conjunction with the aggressive brake, the Showa fork dips far in front of the bends, throwing the machine off balance. The fact that the monster can keep up is thanks to its engine. It’s easy to imagine what the powerful, easy-to-switch Testastretta engine would be capable of with adequate chassis peripherals. In Bologna, however, one should take care of the stiff clutch.

The KTM proves what is possible. No machine feels on this
Ex-racetracks as well as you. Whereby she is by no means satisfied with the one-sided talent of the ultra-handy curve robber. Despite the sporty basic set-up, the Super Duke offers astonishing comfort, despite the fiery, low-flywheel motor, it has cultivated manners. Tea clean line is perfect right from the start, not least thanks to the extremely homogeneous spring elements. The brakes, clutch and transmission are on top level, and the fuel consumption remains within the usual range after the injection has been re-tuned. Impressive.

Just like the Triumph, whose enthusiastic, characterful engine shapes the machine as a whole. While the two-cylinder jerks mostly restlessly below 3000 rpm, the three-of-a-kind starts already with tremendous pressure. Where the load change reactions of the Vau-Zwo at the apex of the curve have to be softened with a sensitive clutch hand, the triplet accelerates almost seamlessly ?? accompanied by a sound that gets under your skin. And the chassis also blends in with the impeccable performance. At the rear, tuned a bit too tight, the sensitively appealing and beautifully progressive fork is convincing. The handling is excellent. And although the braking system from Nissin can’t quite hold a candle to the competition from Brembo when it comes to manual power, it even carries out radical operations with moderate effort. What more do you want?

This is how the Z 1000 pilot feels. First. The practical short translation, a well-coordinated fork, the rear wheel suspension acceptable after readjustment, excellent brakes including ABS ?? that speaks for the Japanese. You could even get used to the 30 kilograms overweight compared to the competition or the weak acceleration from the lower speed range. Finally, the Japanese four-cylinder flatters itself again with its smooth running culture.

What definitely masses up the fun on the Kawa is the tires. First, because of the 190 rear tire ?? the rest of the test field relies on 180 tires for good reason? generates a high righting moment when braking in an inclined position. And secondly, because the Dunlop qualifiers on the Kawa defy all demands that motorcycling actually makes. Borderline straight-line stability, an uncomfortable life of its own with ruts, but mainly the front wheel, which already wants to fold inwardly in a slightly inclined position, are arguments that demand: take it down. The change to one of the two test winners of the sports tire comparison test (see page 74), the Metzeler Sportec, shows what has been done to the Z 1000 with this tire choice
M3. This shows the Z as transformed, steers neutrally, clearly benefits in handling ?? and, by the way, would have even fought with the Super Duke for second place in the overall result with a total of a dozen points in the criteria influenced by the tire choice (see table opposite). But series tires are used for evaluation. This is the rule for all candidates in the comparison test.

Go on. In a few kilometers our last stop, the Ellerberg near Tiefenellern, beckons. Like the Wurgauer Berg, a hot spot in Franconia. We wind our way up the wonderfully curved hairpin one last time. What does one last time mean? Something already planned for the next weekend?

The climbing tour – The climbing tour

For many Grand Prix stars of the 70s and 80s, hill climbs sparked their interest in racing. After all, the motorized climbing tours contributed significantly to the enthusiasm for motorsport of the general population at that time due to their local paintwork. On the approximately 300-kilometer circuit, MOTORRAD combined a total of seven country roads that were formerly used for mountain races: Spalt ?? Grobweingarten (1.5 km); Obermassing-Kleinnottersdorf (2.7 km); Neumarkt – Hohenberg (2.4 km); Happurg – Deckersberg (3.4 km); Stubig ?? Dorrnwasserlos (2.5 km); Wurgauer Berg near Wurgau (2.5 km); Ellerberg near Tiefenellern (2.1 km).
Racing fans should stick to themselves, however. The top speed is limited to 70 km / h on almost all routes, which is checked, especially on the weekends. Nevertheless: Despite their shortness, the climbs still exude the flair of the racing sport of days gone by, instilling respect for the fearless opponents of that time, given the lack of fall zones.
Meanwhile, in the vicinity of these routes ?? especially on Wurgauer Berg and Ellerberg ?? popular motorcycle meeting places emerged. But that’s not the only reason why the tour is worthwhile. The rural Franconian Alb between Spalt and Neumarkt attracts with low-traffic roads, the transit route between Happurg via Vorra, Velden and Neuhaus with wonderfully winding streets and Franconian Switzerland with the town of Pottenstein and the adjoining Wiesent valley
picturesque landscape. On top of that, the density of brewery restaurants and inexpensive overnight accommodation is record-breaking on this round. Refreshment tip: Kathi-Brau in Aufseb-Heckenhof near Tiefenellern, the Franconian motorcycle meeting place par excellence.

Technical data Aprilia Tuono 1000 R Factory

engine
Water-cooled two-cylinder, four-stroke, 60-degree V-engine, two balance shafts, two overhead, gear / chain-driven
Camshafts, four valves per cylinder,
Bucket tappets, dry sump lubrication, injection, Ø 57 mm, regulated catalytic converter, 500 W alternator, 12 V / 10 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 97.0 x 67.5 mm
Displacement 998 cm3
Compression ratio 11.8: 1

rated capacity
102.0 kW (139 hp) at 9500 rpm

Max. Torque 107 Nm at 8500 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, steering damper, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, two-piston fixed caliper.

Forged aluminum wheels 3.50 x 17; 6.00 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Pirelli Super Corsa Pro tires tested
mass and weight
Wheelbase 1410 mm, steering head angle 65.0 degrees, caster 104 mm, spring travel f / h 120 /
133 mm, seat height * 840 mm, weight with a full tank * 206 kg, payload * 194 kg, tank capacity /
Reserve 18.0 / 4.0 liters.

Guarantee four years

Service intervals every 10000 km

Colors red / white

Price including additional costs 13,599 euros

Technical data Ducati Monster S4R

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, tooth-belt-driven camshafts, four valves per cylinder, desmodromic actuation, wet sump lubrication, injection, Ø 50 mm, regulated catalytic converter, 520 W alternator, 12 V battery / 10 Ah, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain.

Bore x stroke 100.0 x 63.5 mm
Displacement 997 cm3
Compression ratio 11.4: 1

rated capacity
89.0 kW (121 hp) at 9500 rpm
Max. Torque 104 Nm at 7500 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, ø 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, diameter 320 mm, four-piston Fixed calipers, rear disc brake, Ø 245 mm, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Tires in the Michelin Pilot Power test
mass and weight
Wheelbase 1440 mm, steering head angle 66.0 degrees, caster 94 mm, spring travel f / h 130 /
148 mm, seat height * 820 mm, weight with a full tank * 206 kg, payload * 184 kg, tank capacity /
Reserve 14.0 / 3.5 liters.

Two year guarantee

Service intervals every 12,000 km

Colors silver / red, red

Price 12295 euros

Additional costs 255 euros

Technical data Kawasaki Z 1000

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, uncontrolled catalytic converter with secondary air system, 336 W alternator, 12 V / 8 Ah battery, mechanically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain.

Bore x stroke 77.2 x 50.9 mm
Cubic capacity 953 cm3
Compression ratio 11.2: 1

rated capacity
92.0 kW (125 PS) at 10,000 rpm
Max. Torque 99 Nm at 8200 rpm

landing gear
Backbone frame made of steel, load-bearing engine, upside-down fork, Ø 41 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, four-piston fixed calipers, disc brake at the rear, Ø 250 mm, single-piston floating caliper, ABS.

Cast aluminum wheels 3.50 x 17; 6.00 x 17

Tires 120/70 ZR 17; 190/50 ZR 17

Tires in the Dunlop Qualifier "PT" test
mass and weight
Wheelbase 1445 mm, steering head angle 65.5 degrees, caster 103 mm, spring travel f / h 120 /
150 mm, seat height * 820 mm, weight with a full tank * 235 kg, payload * 166 kg, tank capacity 18.5 liters.

Two year guarantee

Service intervals every 6000 km

Colors blue, orange, black

Power variant 72 kW (98 PS)

Price 10,395 euros

Additional costs 180 euros

Technical data KTM 990 Super Duke

The Super Duke takes second place.

engine
Water-cooled two-cylinder four-stroke 75-degree V-engine, two overhead, chain-driven camshafts, four valves, bucket tappets, dry sump lubrication, injection, Ø 48 mm, regulated catalytic converter, 450 W alternator, 12 V / 11 Ah battery,
hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 101.0 x 62.4 mm

Cubic capacity 1000 cm3

Compression ratio 11.5: 1

rated capacity
88.0 kW (120 PS) at 9000 rpm
Max. Torque 100 Nm at 7000 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston -Fixed calipers, rear disc brake, Ø 240 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Dunlop 208 RR tires tested
mass and weight
Wheelbase 1450 mm, steering head angle 66.1 degrees, caster 101 mm, spring travel f / h 135 /
160 mm, seat height * 840 mm, weight with a full tank * 203 kg, payload * 177 kg, tank capacity 18.5 liters.

Two year guarantee

Service intervals every 7500 km

Colors orange, black, titanium

Price 12,498 euros

Additional costs 250 euros

Technical data Triumph 1050 Speed ​​Triple

The winner is the Triumph 1050 Speed ​​Triple.

engine
Water-cooled three-cylinder four-stroke in-line engine, one balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, Ø 46 mm, controlled catalytic converter with secondary air system, 420 W alternator, 12 V / 12 Ah battery, hydraulically operated multi-disc Oil bath clutch, six-speed gearbox, x-ring chain.

Bore x stroke 79.0 x 71.4 mm
Displacement 1050 cm3
Compression ratio 12: 1

rated capacity
97.0 kW (132 hp) at 9250 rpm
Max. Torque 105 Nm at 7550 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 45 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake rear, Ø 220 mm, double-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Tires in the Michelin Pilot Power test
mass and weight
Wheelbase 1429 mm, steering head angle 66.5 degrees, caster 84 mm, spring travel f / h 120 /
140 mm, seat height * 840 mm, weight with a full tank * 221 kg, payload * 181 kg, tank capacity 18.0 liters.

Two year guarantee

Service intervals every 10000 km

Colors white, green, black

Price 11,240 euros

Additional costs 250 euros

1st place: Triumph 1050 Speed ​​Triple

Triumph knows about the qualities of the thrilling three-cylinder and lets it completely dominate the character of this machine. The agile chassis is free of charge. Very well done.

2nd place: KTM 990 Super Duke

Great chassis, agile engine, that’s how we know the KTM. But what brings them forward are aspects apart from racing: larger tank, improved smoothness, lower consumption.

3rd place: Aprilia Tuono 1000 R Factory

Things will be tight on the naked bikes. The Tuono feels that too. Excellent chassis and powerful engine inspire, seating position and smoothness of the Vau-Zwo less.

4th place: Kawasaki Z 1000

The four-cylinder lacks the thump from the lower rev range, and the tire choice went wrong. Nevertheless: The Z 1000 has the potential for more? and the only one in the test an ABS.

5th place: Ducati Monster S4R

The monsters are getting old. Only a general overhaul can help against the outdated ergonomics and the inhomogeneous suspension setup ?? which the powerful engine does not need.

How engine

Three green for the triumph three of a kind ?? There is no question of who is the king of naked bike drives. The Speed ​​Triple has all the trumps in hand. The Kawa pulls out of the affair much better than the subjective impression suggests. Above all, the short translation and its smoothness bring advantages. In all ratings in the top group: the extremely lively KTM drive. With a respectful distance, the monster follows with her stiff clutch and to
long translation. The same applies to the Tuono. Even a shorter translation would help a lot.

Winner engine: Triumph 1050 Speed ​​Triple

How chassis

The Tuono, the Super Duke and the Speed ​​Triple are in a head-to-head race. Each inspires in its own way. The Aprilia with excellent stability, the KTM with a great suspension setup and the Triumph with razor-sharp handling. Ultimately, what counts is the pilot’s personal taste. With their old-fashioned, inactive seating position, the Monster is already clearly distanced from the management trio. Above all, the Z 1000 messes up the series tires (Dunlop Qualifier) ​​completely.

Winner Faherwerk: KTM 990 Super Duke

How everyday

Naked bikes do not focus on suitability for everyday use. And yet the brisk parliamentary group is also happy about a reasonable range. Except for the monsters, all of them now offer this. When it comes to luggage, things are getting tighter. With exhaust systems like the Ducati or the KTM, only the backpack remains. What counts is good ergonomics. You can find them on the Kawa, the KTM and the Triumph, for example. The Aprilia could win a lot with a larger knee angle. With the Monster, only a general overhaul of the entire package helps to get back up to date.

Winner everyday: Aprilia Tuono 1000 R Factory

How security

It is clear that the Z 1000 is the only one with ABS as standard. Especially since your system regulates inconspicuously and well. Braking topic: The level is damn high. One finger on the brake lever is enough even for extreme deceleration maneuvers. Too much of a good thing applies to the extremely snappy Ducati brake, which? about when it is wet? difficult to dose.

Safety winner: Kawasaki Z 1000

How cost

A four-year guarantee puts the Tuono at the top, but the Speed ​​Triple has the lowest consumption and the lowest inspection costs. Not good: expensive inspections at KTM.

Winner Cost: Aprilia Tuono 1000 R Factory

Comment Best value for money

Best price-performance ratio: Even if the Kawa is the cheapest in the field, the Triumph offers more for your money. More power, more torque, more agility. More emotion anyway.

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