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Comparison test: two-cylinder supermotos

The supermotos from Aprilia, Ducati and KTM in comparison

Two cylinders, twice the driving pleasure? In the supermoto segment, KTM and Ducati have long proven this thesis. This also applies to the brand new Aprilia Dorsoduro 1200?

The deep black strip of asphalt hugs the rugged slope like an unwound liquorice snail thrown over a mountain range of models. Curve follows curve, sometimes pressed close to the rock, sometimes following an intermediate plateau in a wide arc.

Col de l’Espigoulier – on our knees, we want to thank those who made this pass, just over 700 meters high, northeast of Marseille accessible to motorized people. And, if already submissively, we bow down to these machines: two-cylinder supermotos.

S.Itz position as relaxed as on an all-rounder, handling as lively as an enduro, and power, even more powerful than a current 600cc super sports car – with this appetizing combination, the fun vehicles attract.

Comparison test: two-cylinder supermotos

The supermotos from Aprilia, Ducati and KTM in comparison

The KTM 990 SM R knows that. After the basic SM was taken out of the program for the coming season, the Supermoto world has to compete against it. After all, the Austrians have been polishing the two-cylinder fun bike concept since 2005, the year the Superduke and Supermoto 950 were born. Ducati is countering this with the Hypermotard, now lifted the front of the Bolognese by at least 65 millimeters with the Evo SP with a longer fork and more suspension travel, slimmed down the Diva with a lighter engine housing by five kilograms and left it with a revised cylinder head by a measured eight PS strengthen.

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With two cylinders, the Supermotos offer twice the driving pleasure: Aprilia Dorsoduro 1200 ABS, Ducati Hypermotard 1100 Evo SP and the KTM 990 Supermoto R..

Tough competition for the new member of the supermoto big bike group, the Aprilia Dorsoduro 1200. The Italians can only draw indirectly from their experience with the 750cc Dorsoduro, which has existed for three years. Despite the identical concept, the 1200 is a completely redesigned motorcycle – which is only a touch larger than its smaller sister. Wheelbase (1528 instead of 1505 millimeters), caster (118 instead of 108 millimeters), steering angle (65.1 instead of 66.1 degrees) and weight (227 instead of 211 kilograms) – the dimensions were just a tad more elongated, longer, flatter and a moderate one Portion heavier than that of the 750 series. That is astonishing, after all, the 1197 cm³ Vau-Zwei, which, by the way, is not wider than the 750 series engine, with measured 130 PS (Dorsoduro 750: 88 PS) pulls on the aluminum swing arm and composite frame.

What was that again? Numbers, comparisons, concepts, all right and good – but nothing for Supermoto fans. At least not now. Swinging your legs over the bikes. All men quite agile? Should be the seat heights of this off-road offshoot. The lowest bar (KTM) is at 870 millimeters, and climbs over 890 (Aprilia) to up to 900 millimeters (Ducati). Well, we’re still young.

The sound echoes powerfully from the rock walls. The KTM gives the tenor, celebrates with its 75-degree Vauling as if the aim was to win a race immediately. As directly as the LC8 propellant is attached to the gas, as quickly as it sniffs up the speed ladder, that’s something. Not only because the KTM unit stands well in the drilling and, instead of the 116 specified horsepower, brings an impressive 127 hp to the start. But because the Dohc engine also has a label in spite of all its haste and can be controlled just as sensitively as it is effortlessly shifted and coupled. A lively lightness that the KTM engine owes to its deliberate limitation to the trio’s smallest displacement of 1000 cm3.

The Ducati stud is also well nourished, with 96 instead of the declared 91 horses tugging on the chain, which immediately proves why the two-valve engine is still one of the most popular country road engines. He shakes a little under 3000 tours, only to push forward smoothly and still with power. The fact that this air-cooled optical jewel is missing 30 hp for the KTM plays a minor role with so much style, it is only noticeable when the pace is decidedly aggressive. In all other situations, the enjoyment of cultivated acceleration outweighs one or the other lost tenths of a second by far.

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1200 cc displacement and 130 PS, on top of that ABS and traction control – the large Dorsoduro is making a spectacular entry into the Supermoto Big Bikes.

The Aprilia engine unites the worlds of the Ducati and the KTM, and the compact Dohc unit clearly uses its displacement advantage. As long as you leave the choice of the engine management in touring mode. In sport mode, the engine accelerates unnecessarily hard with the same output; in rain mapping, the output is cut to 104 hp, which is served slowly. With the steam hammer of the superior torque, the stately 130 hp 90-degree V-motor pushes forward tremendously from the first turn, its power can be felt anytime and anywhere.

Shift up, let the engine pull, that is what this drive suggests all the time – even if it could do otherwise. Because while the KTM would like to twirl and the Ducati would like to be kept in the middle speed range, the propellant set manufactured by Aprilia’s parent company Piaggio leaves the choice to the driver alone.

Whether low-speed gliding or high-speed chasing, the short-stroke is always ready, does not rumble in the lower speed range, vibrates only slightly, turns happily. A great experience that is hardly spoiled by the somewhat stiff clutch and the bony gearshift.

The pass descent disappears in the rearview mirror. No break in the legs, the winding roads of the hinterland also keep motorcyclists happy. And KTM trainers especially. Because when it comes to chassis, the SM R doesn’t show the slightest nakedness. Whether braking, bending, turning, holding a line or straightening up, the KTM conveys the pleasure of two-wheeled locomotion in its purest form. It couldn’t be any better.

Whereby the Duc in the Evo SP edition has also blossomed tremendously in this respect – provided the fork legs, which protrude 24 millimeters above the upper fork bridge in the standard version, are pushed in flush with the end cap. Then – and only then! – Once the Hypermotard’s former unsteadiness has been magically removed, the chic speedster reveals its chassis qualities that have been hidden for years. The Italian finally benefits from her flyweight of 191 kilograms (KTM: 203 kilograms, Aprilia: 227 kilograms), from her wasp waist, the comfortable suspension and the fresh handling in every single corner. The enthusiasm for this metamorphosis cannot even tarnish the overly snappy front brake or the fork that is a tad too soft.

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Wonderful change: higher front, less weight, more power – Ducati did everything right with the Evo SP.

The Aprilia, on the other hand, distances itself from the wild duo and sends signals of reason. Whether ABS, traction control, on-board computer or the emphatically neutral, significantly less front-wheel-oriented chassis design – the Dorsoduro breaks characteristically with its supermoto look. Or just expand the spectrum that has been customary in this segment up to now. It is like a sheep in wolf’s clothing. Because while the Ducati and KTM literally attack every bend, the Venetian swings good-naturedly from curve to curve like a good all-rounder. Braces itself in tight turns – probably due to the flat contoured 180s Pirelli Diablo Corsa III on the six-inch rim (Ducati and KTM: 5.5 inches) – even slightly against bending. The suspension setup is more typical for supermotos. The tightly sprung Sachs spring elements offer plenty of reserves on the bumpy Gaulish Departmental Roads, but do not provide the comfort of the Ducati and the KTM despite the wide adjustment range of the damping.

On the other hand, you can pull the cable a little more cheekily from the often badly damaged hairpin bends, because the traction control applied for the first time in a supermoto bike intervenes in the exuberance of feelings. The relatively simple system, which works by comparing the wheel speeds, intervenes early and gently in the most conservative of the three stages. Level two is likely to represent the best compromise between athletic demands and the need for safety. Level one should be reserved for the racetrack or kart track. But mind you: Common sense cannot replace traction control.

Just like the ABS of the Dorso-duro. The aggressively tuned anti-lock device, which in combination with the traction control costs 1000 euros surcharge, allows stoppies, in extreme cases even a rollover. A problem that the Shiver and the 750 Dorsoduro are already struggling with. On this side of the emergency – i.e. in 99.9 percent of all braking – the Brembo system impresses with a full pressure point, little manual force and great controllability. Again those thoughts of reason or security. As if the meandering through the pine and pine forests wouldn’t inspire other thoughts. Right, left, right, the supermoto arrows like sledges through the ice channel. Not again. Reality is back again. The reserve lamps glow obtrusively. Turn. The Aprilia comes to a dust-dry stop in front of the gas pump.

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Benchmark: The 990 SM R defines the state of affairs for two-cylinder supermoto – a bike that sets standards.

15.2 liters drain into the filler neck – after 150 kilometers. Makes ten liters of consumption. Fright. Later, on the moderate consumption lap, the Dorsoduro moderates itself. But even 7.5 liters per 100 kilometers (KTM: 5.8 liters, Ducati: 4.9 liters) have long been out of date, reflecting once again the Aprilia’s personality, which is divided between sporting aspirations and common sense. Which manifest themselves in aspects such as the inspection specifications. Record-breaking 20,000-kilometer intervals are more likely to be due to the theoretical lowering of maintenance costs than to indestructible technology.

Aprilia did not need such supposed argumentation aids. After all, two-cylinder supermotos in particular have to make the fewest concessions to reason of all the concepts that are a little off the mainstream. But on the contrary. Apart from the lack of wind protection and limited suitability for luggage and pillion passengers, the cultivated, powerful, handy and comfortable two-cylinder supermotos have long been among the most attractive and universal that the motorcycle market has to offer. In this respect, the Dorsoduro definitely fulfills its claim in this segment with its somewhat more moderate chassis alignment, traction control and ABS: The one to expand the spectrum that has been usual in this segment.

Conclusion

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Shapes of light or why a day on large supermoto bikes can’t be long enough.

1st place: KTM 990 Supermoto R
Top engine in top chassis – the KTM precisely meets the demands of a two-cylinder supermoto bike. It doesn’t get much better than that.

2nd place: Aprilia Dorsoduro 1200 ABS
Big displacement, lots of torque, ABS – with these trump cards the Aprilia stands out. And so can only just keep the Duc at a distance.

3rd place: Ducati Hypermotard 1100 Evo SP
With the Evo SP, Ducati is finally developing the potential of the Hypermotard. That the competition has better performance – who cares. 96 hp is enough.

MOTORCYCLE scoring

Category engine:
Set priorities: be it with their hearty acceleration or the lively power delivery – KTM knows what is important with Supermoto bikes. With its elasticity and cultivated manners, the displacement man Aprilia also impresses. The characteristics of the Ducati engine are also impressive, but the tormented organizing electric starter is always irritating.

Winner engine: KTM

Category chassis:
Question of definition: KTM defines the state of affairs, excels in all three core disciplines (handling, stability, steering behavior). In the Evo SP version, the Ducati finally unfolds its true potential, impressed with its playful handling and comfort. Above all, the Aprilia pays tribute to its weight, the sluggish steering behavior and the firm suspension.

Chassis winner: KTM

Category everyday life:
Daily life: on-board computers and good lighting could bring the Aprilia forward. But the short range (less than 200 km) costs sympathy – and points. The KTM got the narrow victory mainly through the successful seating position of the driver. The rear-view mirrors, which are inconveniently attached to the handlebar ends, cause the Hypermotard trigger.

Everyday winners: KTM

Category Security:
Stalemate: Despite the equality of points, the Dorsoduro is the moral winner thanks to ABS. The KTM impresses with a very sensitive braking system. The Duc’s brake is clearly too snappy – despite its excellent effect.

Safety winner: Aprilia / KTM

Category costs:
Inexpensive maintenance, little consumption. Finally a victory for the Duc. The consumption (7.5 liters) of the Aprilia is absurd.

Winner cost: Ducati

 Max. score  Aprilia  Ducati  KTM Overall rating  1000  635  627  655
placement    2.  3.  1.
Price-performance note  Top grade 1.0  2.5  3.0  2.4

Price-performance winner: KTM
Test winner at an acceptable rate. A great bike for the money – the KTM.

Technical data Aprilia Dorsoduro 1200 ABS

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With a starting price of 11,799 euros, the Aprilia is the cheapest of the three supermoto models.

engine:
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 52 mm, regulated catalytic converter, 450 W alternator, 12 V battery, hydraulic actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 40:16.
Bore x stroke 106.0 x 67.8 mm
Displacement 1197 cm3
Compression ratio 12.5: 1
rated capacity 96.0 kW (131 PS) at 8700 rpm
Max. Torque 115 Nm at 7200 rpm

landing gear:
Steel tubular frame with screwed cast aluminum parts, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, suspension 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; 6.00 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Pirelli Diablo Corsa III

mass and weight:
Wheelbase 1528 mm, steering head angle 65.1 degrees, caster 118 mm, spring travel f / r 160/155 mm, seat height * 890 mm, weight with a full tank * 227 kg, payload * 173 kg tank capacity / reserve 15.0 / 2.5 liters.
guarantee two years
Mobility guarantee two years
Service intervals 20,000 km
Colors Black and white
price including additional costs 11,799 euros
Price test motorcycle* 12,799 euros

Technical data Ducati Hypermotard 1100 Evo SP

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Higher front, less weight, more power – Ducati did everything right with the Evo SP.

engine:
Air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, one overhead, toothed belt-driven camshaft each, two valves per cylinder, wet sump lubrication, injection, Ø 45 mm, regulated catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain, secondary ratio 41:15.
Bore x stroke 98.0 x 71.5 mm
Displacement 1079 cm3
Compression ratio 11.3: 1
rated capacity 67.0 kW (91 hp) at 7500 rpm
Max. Torque 105 Nm at 5750 rpm

landing gear:
Steel tubular frame, load-bearing motor, upside-down fork, Ø 50 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 305 mm, four-piston Fixed calipers, rear disc brake, Ø 245 mm, two-piston fixed caliper.
Forged aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Pirelli Diablo Supercorsa SP

mass and weight:
Wheelbase 1465 mm, steering head angle 66.0 degrees, caster 100 mm, spring travel f / r 195/156 mm, seat height * 900 mm, weight with a full tank * 191 kg, payload * 199 kg, tank capacity / reserve 12.4 / 3.3 liters.
guarantee two years
Mobility guarantee a year
Service intervals 12,000 km
Colors Red white
price 13,990 euros
Additional costs around 255 euros

KTM 990 Supermoto R.

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The 990 SM R defines the state of affairs with the Supermoto two-cylinder engines – a bike that sets standards.

engine:
Water-cooled two-cylinder four-stroke 75-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 48 mm, regulated catalytic converter, 450 W alternator, 12 V / 11 Ah battery, hydraulic actuated multi-disc oil bath clutch, six-speed gearbox, X-ring chain, secondary ratio 41:17.
Bore x stroke 101.0 x 62.4 mm
Displacement 1000 cm3
Compression ratio 11.5: 1
rated capacity 85.0 kW (116 hp) at 9000 rpm
Max. Torque 97 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, diameter 305 mm, four-piston -Fixed calipers, rear disc brake, Ø 240 mm, double-piston floating caliper.
Forged aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Dragon Supercorsa Pro tires tested

Mass and weight:
Wheelbase 1505 mm, steering head angle 65.6 degrees, caster 109 mm, suspension travel f / r 160/180 mm, seat height * 870 mm, weight with a full tank * 203 kg, load * 197 kg, tank capacity / reserve 15.0 / 3.7 liters.
guarantee two years
Mobility guarantee a year
Service intervals 7,500 km
Colors Orange / Black / White
price 13,195 euros
Additional costs around 200 euros

MOTORCYCLE measurements

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Performance diagram of the two-cylinder supermoto.

There is no substitute for displacement: the superior torque in the lower engine speed range ultimately characterizes the Aprilia engine. You can do without the rain mode, which lazily serves the reduced performance of the Dorsoduro. With eleven horsepower more than stated in the homologation, the KTM unit stands ideally in the drilling. Can this discrepancy be explained by the series spread alone? With 96 hp, the revised engine of the Evo SP has eight hp more than that of the previous Hypermotard.

Measurements:
Top speed (Manufacturer information):

Manufacturer  Km / h Aprilia  220
Ducati  205
KTM  220

acceleration:

Manufacturer  0-100 km / h  0-140 km / h  0-200 km / h Aprilia  3.5  5.5  12.1
Ducati  3.6  6.2  17.6
KTM  3.4  5.3  11.0

Draft:

Manufacturer
  60-100 km / h
  100-140 km / h
  140-180 km / h
 Aprilia  3.7  4.0  5.4
Ducati  5.2  4.7  6.6
KTM  4.4  4.2  4.8

Fuel consumption (country road):

Manufacturer
  Liters / 100 km
 Aprilia  7.5 great
Ducati  4.9 Great
KTM  5.8 great

Theoretical range (country road):

Manufacturer
  Km
 Aprilia  200
Ducati  253
KTM  259

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