Comparison test: Italo Naked Bikes
Aprilia Tuono V4 R APRC, Ducati Streetfighter, MV Agusta Brutale 1090 RR
Content of
Nowhere else do Italian manufacturers strike more mercilessly than with the naked bikes. In terms of emotion and aggressiveness, they can hardly be beaten. Bets?
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On the curve hunt: MV Agusta Brutale, Aprilia Tuono, Ducati Streetfighter (from left to right).
With long legs, impeccably proportioned, and in a skimpy and airy summer dress, she strolls across the zebra crossing in front of us, swinging her hips perfectly. Dream woman with flowing blond hair. No question, not an Italian. Still, I open my visor and throw in her completely numb "Ciao Bella" opposite. She looks over, slows her pace, raises her hand, grins, grins and grins, then points to our machines. Thank you, so we are not meant. Rather, the Italian beauties who lurk hissing below us on the white line and don’t want to wait at all until the lady is out of the way. As soon as it happened, the clutch linings of our bikes interlock at the same time without a command and the last few meters in the city are quickly a thing of the past.
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The V4 R has an easily adjustable, perfectly functioning traction control.
The memory of the summer dress and its wearer also fades rapidly. The brand new Aprilia Tuono V4 R charms me. This motorcycle is real "Bella italia": full of charm, character and beauty – definitely not an off-the-shelf bike. And she provokes. For the V4 sound alone, I could hug her.
But there is more to it than that, which is already clear after the first few kilometers: this motorcycle lives and loves winding country roads and racetracks alike. The full, yet relaxed seating position the pilot to merge with the machine allows. The clutch, which is still operated with a cable, runs smoothly. Lever and switch are in the ergonomically correct position. This is how the most beautiful turns succeed, and cornering is a lot of fun.
If you’re a little late on the brakes, no problem. The transparency of the Brembo stoppers and the controllability are above average. But the fun can be increased: The Tuono has an ingeniously adjusted anti-hopping clutch. Shift down one or two gears, disengage the clutch, slowing down with the front brake and with a little support with the rear brake and pulling a wonderful drift with a firm grip on the handlebars that are perfectly in the hand. If you wind up at the apex, you will experience the next highlight: The V4 R has an easily adjustable, excellently functioning traction control.
Tea beautiful woman willingly follows the smallest steering movements in order to then load properly on the straight – oh man, motorcycling can be nice! Thanks to the gentle throttle response (in S mode of the three selectable injection mappings) and the barely noticeable load changes, you can accelerate so early that even more high-torque bikes lose out. Depending on the gear engaged, it pushes cleanly but vehemently. The empathy scenario for this brilliant start: look for a free route, choose first gear, then just wind it up. It goes like on a rubber rope until then at 120 km / h, completely stress-free, the front wheel lifts off in a fat wheelie. Then the hammer: leave the gas on and simply pull into the next gear without the clutch, because the masterpiece has a perfectly functioning automatic gearshift. So only barely noticeable 50 thousandths of a second inhibit the forward thrust – it is like a rocket!
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Stunt fun: the Ducati balances like a dream on the rear wheel.
The chassis deserves a "fantastico". Even the basic set-up fits surprisingly well. The setup is not mega-hard, but progressively smooths away unevenness. At the same time, however, it is tight enough when the going gets tough. A yardstick for the fork: it does not dive too far when anchoring hard, but the front wheel still gently touches down when wheelies fail. During drifts you can steer wonderfully with the rear wheel without any risk of kickback.
The curve chase is a firework of happiness hormones, because after every drift at the entrance to the curve, there is a lean wheelie on the exit. With this beauty, nothing seems impossible. And then this sound! The Ducati is the extreme opposite. If the Aprilia was the playful Signorina, then the Ducati is more of the angry Amazon. Undoubtedly just as strong in character, but heated and all the more unreasonable. This motorcycle not only requires a completely different, much more aggressive pace due to the squat sitting position far above the handlebars. So pull the lever, that’s it with games. Assertiveness is now the order of the day.
The Testastretta-Twin pulls the chain so vehemently from the lowest speed that you think the asphalt burns up from mere acceleration. Ducati has still not quite managed to plug the acceleration hole between 6000 and 7000 revolutions, but that’s exactly why you have the feeling of sitting on a cannonball. After this little hitch, the power curve rises almost vertically by a brutal 30 hp within 900 crankshaft revolutions. The Ducati propulsion in a nutshell: The enormous torque ends shortly before the maximum increase in horsepower – that has something very much like the explosiveness of a mortar shell.
Thanks to the steering damper, you have that well under control, provided that the brain convolutions are activated accordingly. There is no relaxation, because the stiff, hydraulic clutch and the unsteady transmission leave no doubt that the vehicle tamer is demanding a lot here.
The effective sitting posture is street racer-like. In the swarm of curves, the Streetfighter will certainly compete with its sister 1198. It hurries purposefully after even the smallest steering impulse. It’s super sporty and very active. The Ducati is crowned by its extremely snappy Brembo monoblock pliers with 330 mm brake discs. The brakes are super crisp and with the seemingly endless reserves, nothing at all for gross motor skills, because with the stoppers you can quickly get really long.
This is definitely possible with those who are spoiled by ABS and who feel unfeeling. For sports fans – and that’s why we rated this brake with ten points – this is a pleasure, because the brute energy of the propulsion can hardly be more effectively converted into the opposite from speeds of well over 200 km / h with a soulful grip with just one finger. Such satisfaction will forever remain hidden from ABS brakes!
Unfortunately, the Ducati comes as standard without an anti-hopping clutch, which reduces the fun factor a little. However, if you dare to do it, you can conjure up wonderful black stripes out of the curve with this beast and the spring strut that is clearly too taut. It’s a shame that the handlebars are a bit narrow at 725 mm. The handlebar of the Hypermotard, which fits perfectly on the Streetfighter, could help.
Even more tips: The Ducati accessories include a beautiful red clutch slave cylinder that makes the exhausting clutch pulling easier. Even better: You install a Magura coupling fitting with a smaller piston. This not only reduces the effort required, but also extends the clutch release path. As a result, the clutch can be metered much better. And while we’re already playing, it has to be on a free stretch of road: acceleration wheelies with this machine are no problem at all. Still, for me there is nothing better than pushing bikes to the limit with subtle throttle movements around the tipping point. The picture on page 22 is proof that the Duc can do it like a dream.
It balances so perfectly on the rear wheel that only the PS boss with a view to last year’s insurance policy will put an end to my activities at some point. This geometry is awesome. And now this narrow, far-forward handlebar is explained, which is apparently only made for such nonsense. My very private ten points here for stunt fun! Now over to the MV Augusta Brutale 1090 RR, test winner in issue 4/2011.
Can it stand up to the Tuono and the Streetfighter? Ducati-infested I am still in combat mode, and am approaching the matter far too aggressively. The MV is not a bulky diva at all, but can be twirled playfully through all the hairy curves. The hydraulic clutch is super smooth and the brakes are fantastic, but much more blunt than the Ducati stoppers when decelerating from a higher speed. The MV has an anti-hopping clutch that works flawlessly, but is not quite as comfortable compared to the Tuono.
The Brutale engine puts both competitors in the bag. How does that work with what you have experienced so far? Simple: the four-in-a-row pushes powerfully from what feels like idling and makes meters visible even from small turns. Far from being as brutal as the Ducati, but so incredibly effective on the gas that you actually want to be on the rear wheel at all times. It may not be quick, but it is a lot of fun!
The test stand protocol proves our assumption: The Brutale has the strongest acceleration and a whopping 85 Nm torque already at 2900 rpm. That is eight Nm more than the Streetfighter and another 20 Nm more than the Tuono. One may suspect that MV deliberately programmed it, or not think so, that the throttle valves simply suck in and then suddenly tear open. Whatever the box, this technical implementation generates an acceleration pulse that honors the brutal with its name.
Every now and then, on the narrow bench seat, this fat storming forward gets too violent and I catch myself letting the sudden excess of power run into the void with a little tug on the clutch. This, in combination with the shortest wheelbase of the three test candidates, makes the MV an ultra-handy weapon with which you can safely drive a Gigamoto perfectly – without additional modifications. The Brutale literally thirsts for a fun driving style. Far from being as idiosyncratic as the Ducati, for example, far removed from their race bike style, the Brutale wants to be controlled via the rear wheel. The result: fat drifts and acceleration orgies! It circles around the track in such a neutral way that changes of direction are not a real problem even on a steep slope.
The excellent Dunlop Sportsmart also contribute to this. These tires immediately deliver high levels of confidence. That’s why I try it at the next corner: in the drift, past the PS tester and extreme late-braking Rob on the Streetfighter. He is so taken aback that he also lets colleague Jacob pass with the Aprilia. Now at the head of the test group, towards the end of the day I suddenly remember the long-legged one from this morning: goose bumps! Does she drive herself? And did she know that these three graces are addicting? Man, man, man I would like to have each of the three and the address of the long-legged ones anyway!
Aprilia Tuono V4 R APRC
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Aprilia Tuono V4 R APRC.
fork
stat. neg. travel: 33 mm
Pressure rating: 9 K. open
Rebound stage: 10 K. open
Level: standard
Strut
stat. neg. travel: 10 mm
Pressure level high: –
Low pressure: 2.5 U. open
Rebound stage: 12 K. open
Level: standard
Steering damper
not adjustable
Ducati Streetfighter
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Ducati Streetfighter.
fork
stat. neg. travel: 22 mm
Pressure level: 0.25 U. open
Rebound stage: 12 K. open
Level: standard
Strut
stat. neg. travel: 8 mm
Pressure level high: –
Low compression: 4.5 U. open
Rebound: 3 U. open
Level: standard
Steering damper
not adjustable
MV Agusta Brutale 1090 RR
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MV Agusta Brutale 1090 RR.
fork
stat. neg. travel: 36 mm
Pressure level: 15 K. open
Rebound stage: 12 K. open
Level: standard
Strut
stat. neg. travel: 25 mm
Pressure level high: 21 K. open
Low pressure level: 1 K. open
Rebound stage: 2 K. open
Level: standard
Steering damper
not adjustable
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PS readings.
The Aprilia’s V4 engine is sunshine. Although a bit thirsty and marginally slowed down by a secondary translation that is too long, the Bollermann still burns off a great fireworks display. His torque peak is quite late, which in comparison with the extremely powerful Ducati and the ultra-powerful MV Agusta Brutale brings him the red lantern when driving lazily. But if you turn it, the V4 goes like hell. The Ducati twin runs more economically, the MV inline four a bit rougher.
Aprilia Tuono V4 R APRC
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A bundle of joy, sun child or whatever: the V4 drive inspires with its sound and character.
drive
Four-cylinder 65-degree V-engine, 4 valves / cylinder, 123 kW (167 PS) at 11,500 / min *, 112 Nm at 9,500 / min *, 1000 cm³, bore / stroke: 78.0 / 52.3 mm, compression ratio: 13.0: 1, ignition / injection system, 48 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain
landing gear
Light alloy bridge frame, steering head angle: 63.0 degrees, caster: 107 mm, wheelbase: 1445 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm
Wheels and brakes
Cast light alloy wheels, 3.50 x 17 "/ 6.00 x 17", front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Pirelli Diablo Rosso Corsa, 320 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 mm single disc with two-piston fixed caliper at the rear
measurements and weight
Length / width / height: 2060/940/1170 mm *, seat / handlebar height: 820/980 mm, handlebar width: 750 mm, 212 kg with a full tank, v./h .: 50.5 / 49.5%
Rear wheel power in last gear
116 kW (158 PS) at 253 km / h
consumption
Fuel type: Super unleaded. Average test consumption: 8.8 liters / 100 km, tank capacity / of which reserve 17.0 / 3.6 liters, range: 193 km
Base price
13,290 euros (plus additional costs and 1,200 euros for APRC)
Ducati Streetfighter
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Tight, tighter – too tight. The damper setting is questionable and puzzles.
drive
Two-cylinder 90-degree V-engine, four valves / cylinder, 114 kW (155 PS) at 9500 / min *, 115 Nm at 9500 / min *, 1099 cm3, bore / stroke 104.0 / 64.7 mm, Compression ratio 12.5: 1, ignition / injection system, 60 mm throttle valves, hydraulically operated multi-plate dry clutch, six-speed gearbox, G-Kat
landing gear
Cast light alloy wheels, 3.50 x 17 "/ 6.00 x 17", front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Pirelli Diablo Corsa III, 330 mm double disc brakes with radially screwed four- piston fixed calipers and radial brake pump at the front, 245 mm single disc with two-piston fixed calliper at the rear .
Wheels and brakes
Cast light alloy wheels, 3.50 x 17 "/ 6.00 x 17", front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Pirelli Diablo Rosso Corsa, 320 mm double disc brakes with radially attached four- piston fixed calipers at the front, 220 mm single disc with two-piston fixed caliper at the rear
measurements and weight
Length / width / height 2140/925/1135 mm, seat / handlebar height 840/965 mm, handlebar width 730 mm, 200 kg fully fueled, front / rear 48.1% / 51.9%
Rear wheel power in last gear
111 kW (151 PS) at 246 km / h
consumption
Fuel type: Great unleaded. Average test consumption: 7.5 liters / 100 km, tank capacity / of which reserve: 16.5 / k. A. liters, range: 220 km
Base price
14990 Euro (plus ancillary costs)
MV Agusta Brutale 1090 RR
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Question mark: Why does the allegedly existing traction control not work?
drive
Four-cylinder in-line engine, four valves / cylinder, 106 kW (144 PS) at 10,600 rpm *, 115 Nm at 8000 rpm *, 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, chain
landing gear
Steel tubular space frame, steering head angle: 65.0 degrees, caster: 103.5 mm, wheelbase: 1438 mm, upside-down fork, Ø fork inner tube: 50 mm, adjustable spring base, rebound and compression stage. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 130/120 mm
Wheels and brakes
Forged light alloy wheels, 3.50 x 17 "/ 6.00 x 17", front tires: 120/70 ZR 17, rear: 190/55 ZR 17, test tires: Dunlop Sportsmart, 320 mm double disc brakes with four-piston fixed calipers at the front, 210 -mm single disc with four-piston fixed caliper at the rear Dimensions and weight length / width / height: 2009/850/1240 mm, seat / handlebar height: 830/1020 mm, handlebar width: 705 mm, 214 kg fully fueled, v./h .: 51/49% rear wheel power in last gear 95 kW (129 PS) at 219 km / h
consumption
Fuel type: Super unleaded. Average test consumption: 8.6 liters / 100 km, tank capacity / of which reserve 23.0 / 4.0 liters, range: 267 km
Base price
18,500 euros (plus ancillary costs)
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The three naked bikes ironically across country roads and racetracks.
The Aprilia Tuono V4 R is rightly the test winner. It has many useful electronic helpers (1200 euros surcharge) that do not step on the fun brakes, is powerful, handy and wonderfully stable. So she puts a big grin on everyone’s face. MV Agusta Brutale 1090 RR My personal favorite remains the MV – wonderfully unreasonable! It covers up its weak horsepower with a cheeky acceleration, but remains fair even to inexperienced drivers. Ducati Streetfighter The Ducati mediates "Emozione" pure. No frills, just a driving machine – a real street fighter. It’s just missing a few updates.
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