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Comparison test Italo-Sportler, Aprilia RSV 1000 R Factory, Benelli Tornado Tre 1130, Ducati 999 S, MV Agusta F4 1000 R

Squadra Azzurra

They oppose the Japanese uniformity with their individualism, the Far Eastern striving for perfection with passionate devotion. Without the refreshing variety of ideas from Italian manufacturers, the motorcycle world would be missing something.

Prize question: How many engine concepts would be up for debate if this were a comparison of the current 1000 super sports generation from Japan? Correct! One. The inline four-cylinder. And with the 600 super athletes? Who would have thought that? Also one. The inline four-cylinder. This idiosyncratic interpretation of competition can get boring
Find. Exorbitant engine performance, minimum weight and maximum reliability. Instead of making the four-in-line three horsepower and 150 grams lighter every two years, one would sometimes like to call out to the Japanese engineers: Try something new. Take a look at Italy!
A prime example of this: the Italian supersport spearhead gathered here. The best of the boot. A lot comes up, but certainly not boredom. On the contrary. Aprilia RSV 1000 R Factory: 60-degree V2, aluminum bridge frame. Ducati 999 S: 90-degree V2, tubular space frame. Benelli Tornado 1130: powerful displacement distributed over three cylinders in line, combination of tubular and cast frame. And MV Agusta: with the F4 1000 R is not afraid to challenge the big four from Japan on their very own terrain. Inline Oven, but with a tubular space frame and single swing arm. You can’t be any more different. But just being different is not enough. Neither the demanding Italophile nor the racing enthusiast Italian engineer. It has to be excitingly different. In addition, terribly beautiful, just to fall in love with. And ?? very important and very Italian ?? really fast, of race.
How do you do justice to motorcycles of this caliber? What would a real Tifosi do? Clearly, plan a trip to the racetrack. For a couple of brisk laps in
Mugello. But the German Mugello is not in the hills of Tuscany, but in those of the Eifel. So saddled up, off to the Nurburgring. GP course, MOTORCYCLE action team race training. Two days of free blowing. Dunlopkehre, Hatzenbach ?? and a weather forecast as it might also apply to the slopes of the Apennines. Then the exciting questions: Is the brilliant 1130 Benelli triplet in the sports suspension of the Tornado a real challenge-
exchange? Is the MV F4 1000 in the R version with new brakes, forged aluminum wheels and a revised, even more powerful engine a step closer to meeting your own high expectations
got closer? And can the 999 in the fine S version be on its farewell tour ?? the successor is already in the starting blocks? on this course possibly against the master bike winner Aprilia R.Claim SV 1000 R Factory?
First of all, the conceptual diversity is also confirmed with the first physical contact with the prima donnas. There is only agreement in one respect: you have to feel before you even start that it’s all about the whole thing from the first meter. Be quick even when standing still. Specifically: On a Ducati, and even more so on an MV, sitting upright is practically as impossible as strolling around. Handlebar stubs clamped deeply, long tanks ?? the spirit of the start and finish straight blows here
every town street. There is only one catch: even the bravest full-throttle acrobats do not manage to go at a pace that does justice to this posture in view of the increasingly inexorable traffic density on the way to the Eifel. And the constant drive behind the
"Pacecars" of this world not only put a lot of pressure on the mind, but also on the wrists.
The Aprilia demands a little less capacity for suffering, which, despite all its sportiness, takes everyday concerns into account more decisively. Especially the shorter, but by no means short, tank takes pressure off the upper body without it
however, to exaggerate the comfort. That comes on the Mille too
only open when there is a lot of tension on the chain. Anything else would pass as a false not for fans of the brand.
As with the Benelli developers in Pesaro, there is obviously every similarity to current or past super sports legends. The tornado is already different by definition. The best example: to put more weight on the front wheel, the engine moved further forward. So far that there wasn’t even room for the cooler, which is now temperature-controlled in the rear frame via wide ventilation shafts. If necessary, two radiators must extract the accumulated warm air. This cooler position requires a high seating position with wide
legacy apart and a seat cushion that rises to the rear, which in turn presses the driver forward against the tank and the handlebars, which are actually comfortably high.
A position that takes getting used to? but nothing against the experience of starting a tornado. As with the Duc, the starter chokes the pistons with the last of their power over top dead center, which unfortunately does not always succeed (see defects in the test). If it does, everything will be different. Where with the 90-degree V2 the expressions of life on a rather reserved boom
reduce the Benelli threesome-
walking a carpet of sound over the driver and onlookers that is difficult to describe with words. "Like a sack of screws," one member of the test put it-
crew, while a scrap press immediately came to mind at work. The fact is: It rattles and rattles from the depths of the crankcase and dry clutch that even intrepid natures fear for the mechanical stability of the construction. In addition, the triple growls when taking a breath like a chain dog that wants to be off the leash.
However, the appropriate barking comes from the MV. It is there immediately, hits dry, sharp and aggressive as soon as the throttle valves switch to draft. And implements such commands immediately while driving, but still hard to propel. Even the brilliant surge of torque that the four-cylinder releases on the rear wheel beyond 3000 rpm does not comfort this. And the unbelievable thrust that the F4 1000 R delivers from around 6500 rpm to almost 13000 revs doesn’t make everything right. Especially when you look at the well-groomed manners with which the triple from Pesaro or the Ducati twin accelerate. Very soft
they compete in order to then pull through decisively. The three-cylinder is except for a small but noticeable one
Slump at 6500 rpm, both in terms of torque and power, is always better positioned than the MV quad. At least until he runs out of breath. It’s over at 10500 rpm. Not with fun, but with turning ability. Then there are more than tight, almost unbelievable 154 hp.
Incredible because the three-cylinder, like the twins, does everything to hide its true capabilities. His growl is always a growl, just like the Ducati during the whole shoot-
number range is throbbing and the Aprilia is always thumping. Both two-cylinder engines are still doing a lot, with the S-engine in terms of throttle response as well as power delivery and top performance ?? 139 to 134 hp on the clutch? benefits
offers. The MV propellant, however, behaves as it corresponds to its type. Howls, screeches, hisses, pushes not badly below and powerfully above. Result: 167 hp at 12,000 rpm.
However, these regions are superfluous in civil life. Neither the racing stance nor the fine spring mechanism or brilliant brake cocktails from Brembo, which are used in the assembled team, can change that. Tea usual 1000 phenomenon, namely power in abundance, also applies in Italy. No matter how many cylinders.
On the other hand, the chassis qualities of the Italo racers are more differentiated. While the peculiar Benelli concept doesn’t stand out, the Pesaro racer draws attention to itself with its wobbly and poorly appealing hindquarters, one speaks that has so far been rather quiet. Regardless of whether it is handiness, stability or suspension tuning? Tea Aprilia is a true jack-of-all-trades, always and everywhere with surgical precision. Remains razor-sharp on the line once it has been taken, can be corrected playfully, makes the tightest kinks and wide arcs without the need for massive effort. Simply amazes the driver.
The Ducati, on the other hand, makes an old one in addition to its more extreme ergonomics-
to create known ailments. You have to take them firmly by the horns, literally force them to the desired radius. Then everything is fine. The 999 S, be, is super stable, precise, full-
haunts the field with the best fork
and equally high quality Ohlins shock absorber, brakes more stable than any other. And
carries around a mortgage that weighs infinitely heavy. 21,045 euros
List price. Ouch, that hurts. In any case, but even more if you look at the 15,598 euros of the Factory-Mille, which is first-class workmanship, also springs with Ohlins front and rear and also rolls on easy-to-use, expensive forged wheels. There remains that
Those interested in Ducati just insist on a decent discount in view of the upcoming model change.
But what are we talking about money? Done, goal happy, we camp in the shadow of the castle. The GP track is waiting, as well as the finest tire material. In the interests of equal opportunities, instead of the already sporty initial tires (see data box), the quartet will use Pirelli sharpened goods (Supercorsa in 1 mix in front and 2 mix in rear) on the
Tensioned rims. Something should work there. In addition, someone is now warming who has previously only cooked on the back burner. Ex-GP driver Jurgen Fuchs is the right person to really challenge this squadra azzurra, while less talented people usually stay this side of what these cars can do.
This naturally applies all the more the more power is involved. So especially for the F4 1000 R. Example Hatzenbachbogen with subsequent chicane: Where the chassis is flawless, but quiet-
In terms of performance, the weakest Aprilia under Jurgen bends at 210 km / h, the MV comes along with 218 things. Up to the braking point of the subsequent chicane, the excess increases to 15 km / h (241 to 226 km / h), at the end of the start / finish there is even a 27 km / h difference (254 to 227 km / h).
On this course, on which too
If pure performance is required in other places, these differences in speed are also manifested in the lap times, especially since the F4 does significantly better than in civilian life on closed-off terrain. The hard throttle response is hardly significant at the speed, while the formidable stability has a full impact and combines perfectly with the more willing turning behavior thanks to the light wheels. Yes, even the sitting position causes far fewer problems than on public-
like terrain. The ideal is still different, because the protruding edges of the rear fairing not only interfere with the hanging-off, but this time were pushed so far onto the underseat exhaust system that they scorched. This is not a good recommendation for a motorcycle that costs more than 20,000 euros. Just as little as the colossal engine failure that the MV under Jurgen suffered at the beginning of a fast lap at the end of the start-finish straight (see box below). Nevertheless: In terms of times, the MV cannot be cracked here (see rating race track).
Especially not from the Benelli. This is noticeable due to poor workmanship, but not as an ideal companion on the circuit. Your particular problem area: the braking phase, during which the rear end becomes extremely light very quickly. This costs time and presses the driver with all his might against the tank and handlebars, so that targeted bending is unnecessarily difficult. In addition, it tilts in an inclined position and there is insufficient grip on the rear wheel. Only the powerful engine prevents the Benelli from standing in line even further back.
Ducati and Aprilia, however, show that the Twins are still a model
in terms of effectiveness and driving pleasure. Whereby the RSV of 999 has irrevocably run out of rank. What was already indicated on the country road is continued on the racetrack. As a matter of course and always predictable, the Aprilia dives far down into the deepest slope-
is on course with ultra-precision, fires
Unspectacular, but with pressure from the corners, is also exemplary when braking. If you could wish for something, it would be the Ducati’s Testastretta, whose V2 is still a force. Otherwise, however, with the Duc, the small (steering precision) and larger disadvantages (handiness) add up to the seconds lag. And to the realization that the time of 999 is running out slowly but surely.
This certainly does not apply to the Italian way of building motorcycles. Although Benelli still has a lot of work to do,
MV has to work on reliability and Ducati is currently more shining with GP successes than sales: it would be
boring if everyone were like the Aprilia. Just because it’s so good.

Comparative test of Italian athletes

Squadra Azzurra

Technical data Aprilia

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
105.0 kW (143 hp) at 10,000 rpm
Max. Torque 107 Nm at 7500 rpm
Pollutant values ​​(homologation) in g / km
Euro 3 CO 0.861 / HC 0.117 / NOx 0.049

landing gear
Bridge frame made of aluminum, upside-down fork, ø 43 mm, adjustable spring-
basis, rebound and compression damping, steering damper, two-arm 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 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
Tires in the Pirelli Super Corsa test

mass and weight
Wheelbase 1418 mm, steering head angle 65.2 degrees, caster 102 mm, spring travel f / h 120 /
133 mm, seat height * 810 mm, full weight-
fueled * 209 kg, payload * 213 kg, tank capacity / reserve 18.0 / 4.0 liters.

Guarantee four years
Service intervals every 7500 km
Colors black / gold
Price including additional costs 15,598 euros

Technical data Benelli

Water-cooled three-cylinder four-stroke in-line engine, a balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, ø 53 mm, regulated catalytic converter, 550 W alternator, 12 V / 12 Ah battery, hydraulically operated multi-disc Dry clutch, six-speed gearbox, O-ring chain.
Bore x stroke 88.0 x 62.0 mm
Cubic capacity 1131 cm3
Compression ratio 12.5: 1

rated capacity
111.8 kW (152 hp) at 10400 rpm
Max. Torque 125 Nm at 8200 rpm
Pollutant values ​​(homologation) in g / km
Euro 3 CO 1.250 / HC 0.195 / NOx 0.125

landing gear
Bridge frame made of steel and aluminum, upside-down fork, ø 50 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, rebound and compression damping, double disc brake at the front,
ø 320 mm, four-piston fixed calipers, rear disc brake, ø 240 mm, two-piston fixed calipers.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Dunlop Sportmax D 208 RR tires tested

mass and weight
Wheelbase 1419 mm, steering head angle 66.5 degrees, spring travel f / r 120/115 mm, seat height * 830 mm, weight with a full tank * 224 kg, to-
load * 176 kg, tank capacity / reserve 20.5 / 3.5 liters.

Two year guarantee
Service intervals every 10000 km
Colors black / silver
Price 14990 euros
Additional costs 300 euros

Technical data Ducati

Water-cooled two-cylinder four-stroke 90-degree V-engine, two teeth on top each-
Belt-driven camshafts, four valves per cylinder, operated desmodromically, wet sump lubrication, injection, ø 54 mm, regulated catalytic converter, 520 W alternator, 12 V / 12 Ah battery, 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
105.0 kW (143 hp) at 9750 rpm
Max. Torque 112 Nm at 8000 rpm
Pollutant values ​​(homologation) in g / km
Euro 2 CO 0.630 / HC 0.199 / NOx 0.123

landing gear
Steel tubular frame, load-bearing motor, 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, rebound and compression damping, double disc brake at the front, ø 320 mm, Four-piston fixed calipers, rear disc brake, ø 240 mm, two-piston fixed calipers.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Tires in the Michelin Pilot Power test

mass and weight
Wheelbase 1420 mm, steering head angle 66.5 degrees, caster 97 mm, spring travel f / h 120 /
128 mm, seat height * 810 mm, weight full-
fueled * 215 kg, payload * 175 kg, tank capacity / reserve 15.5 / 3.0 liters.

Two year guarantee
Service intervals every 10000 km
Colors red, black
Price 20795 euros
Additional costs 250 euros

Technical data MV Agusta

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 46 mm, uncontrolled catalytic converter with secondary air system, 650 W alternator, 12 V / 9 Ah battery, hydraulically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain.
Bore x stroke 76.0 x 55.0 mm
Displacement 998 cm3
Compression ratio 13.0: 1

rated capacity
128.0 kW (174 hp) at 11900 rpm
Max. Torque 111 Nm at 10000 rpm
Pollutant values ​​(homologation) in g / km
Euro 2 CO 2.231 / HC 0.681 / NOx 0.175

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, ø 50 mm, adjustable spring base, rebound and compression damping, steering damper, 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 310 mm, four-piston fixed calipers, disc brake at the rear, ø 210 mm, four-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Pirelli Supercorsa Pro tires tested

mass and weight
Wheelbase 1408 mm, steering head angle 66.0 degrees, caster 99 mm, spring travel f / r 118 /
120 mm, seat height * 835 mm, full weight-
fueled * 222 kg, payload * 196 kg, tank capacity 21.0 liters.

Two year guarantee
Service intervals every 6000 km
Colors black, red / silver
Price 20,790 euros
Additional costs 244 euros

Defects in the test – Defects in the test

Just as one can admire the Italian biodiversity, one sometimes has to criticize the qualitative blows in the neck. Take Benelli, for example: During the photo shoot on the Nurburgring, she went on strike after just five minutes with an empty battery, which was repeated at irregular intervals. The second example: the slipper clutch. Decoupled so brilliantly at the start of the test that no engine brake could be felt any more, only to quickly subside and
to be practically ineffective at the end of the first day of the race track. Fortunately, the loss of oil persisted without major consequences-
which are three of four screws on the crank-
had adopted the housing cover of the three-cylinder engine.
There was also loss of the tiny Benelli steering damper, which spread its oil over the inside of the front fairing. In addition, the often glowing control lamp for the engine management and the plastic caked from the manifold in the fairing bow.
The MV also had to struggle with heat problems. By shifting weight during the hanging-off, the rear fairing was pressed onto the exhaust system and stewed away. And then things came as thick as a stick: at the end of the start / finish, Jurgen‘s engine burst and pulled the rear wheel with it
a layer of oil. Fortunately, the former Grand Prix driver was quick to pull the clutch. More about this unpleasant incident in Test compact on page 60.

Power diagram

The power of displacement is particularly evident in the Benelli Triple in the lower speed range, where it is clearly above the competition in terms of power and torque. The dent at a good 6000 rpm is clear
to feel, as a rule one moves under it on the country road,
on the racetrack above. The excess power of the MV is only noticeable on the racetrack or the motorway, while the V2 in the
Being able to keep up with the speed range on country roads at all times.

Scoring engine

The bottom line is that the MV’s mighty four-in-a-row cannot be beaten. But only because the Benelli triple fails in terms of the miserable starting behavior and the stiff clutch. In terms of draft, it is even ahead and also shines
with soft throttle response. The ludicrous background noise is not rated here. Overall behind MV and Benelli, but up
The two V2 are at a comparable level, with the
Ducati engine is ahead in the measurements, but the transmission
caused little joy with very long journeys. Both are closed
long translated.

Undercarriage scoring

Here the hour of Aprilia strikes
convinced of its balance in all chapters. In contrast to the Benelli, which only impresses with its nimble handling,
lags behind in terms of steering precision and chassis tuning. In terms of handiness, the Ducati fails, shines
but with stability. Just like the MV, but sometimes
shows unyielding hardness.

Scoring security

Braking at the highest level can
one attests to all candidates who show differences
If the hardware is identical, at best through the choice of pad. Anyone who likes Benelli also has a steering damper
still easy kickback. She also messes with the brake-
stability and the light that shines brightest on the Aprilia. A widespread cheek: the view in the rear-view mirrors.
In this respect, design has traditionally come before function in Italy. After all, you can at least see when you crouch down low
very little bit.

Everyday scoring

Even if everyday life on this squadra
azzurra moves far away, sometimes it catches up with you. The Aprilia is thanks to its low fuel consumption and high payload
best equipped. Benelli and MV don’t get very far because they drink like hell. In addition, the tornado has the tropic of one

Comfort scoring

And we laughed a lot! Seating comfort? Seating comfort passenger ?? Windbreak ??? If you don’t want to, you don’t have to read any further here. For everyone else: The most comfortable lawn is on the Aprilia. In this field a 999 even becomes
Second, while Benelli and MV are real torture chairs. In civil life, mind you.

Scoring costs / environment

Oven year guarantee, impeccable workmanship,
low consumption, manageable inspection costs, Euro 3
with great emissions and the best price-performance ratio. In this chapter, Aprilia does not pretend to be Italian at all. At the other end of the balance sheet: MV! The gasoline consumption
is far too high even in view of the performance, the exhaust gas values
are lousy. This also applies to the Benelli, whose consumption is also much too high, while Ducati and MV stand out due to their steep inspection costs.

1st place – Aprilia RSV 1000 R Factory

Aprilia RSV 1000 R Factory Bringing the fascination of an Italian V2 in harmony with the perfection of Japan: No one succeeds better than the »Mille«. hats off!

2nd place – Ducati 999 S.

Ducati 999 S Your V2 is still a stunner and state
of the way, but the overall concept is a bit old compared to the Aprilia. We are waiting for the successor.

3rd place – MV Agusta F4 1000 R

MV Agusta F4 1000 R Your potential for enthusiasm
is enormous, its chassis is very special, its engine is a force. If
he holds. In this regard, MV should urgently play it safe.

4th place – Benelli Tornado 1130

Benelli Tornado 1130 A basically convincing engine in an extraordinary chassis. It’s exciting, but not yet fully developed. A lot of work is waiting in Pesaro.

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