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Aprilia Tuono 1100 Factory, Ducati Monster 1200 R, KTM 1290 Super Duke R, Triumph Speed ​​Triple R.

Part 1 of the power naked bike comparison test

The right hand commands up to 175 HP, the body braces itself unprotected against the hurricane, super-sporty chassis stimulate you to explore the limits. In part 1 of the power-naked bike comparison test, two-, three-cylinder and V4 engines compete against each other.

S.Are they the crown of creation? Or did someone just forget to pull the emergency brake on the way higher, faster, further? One thing is undisputed: The point of packing up to 175 hp in bikes that focus clearly on the country road slalom with a storm-tossed fresh air seat, wide handlebar and upright seating position can be discussed. Especially when it comes to the question of whether it makes sense to electronically domesticate this exorbitant power with various mappings, traction, wheelie and launch controls.

Aprilia Tuono 1100 Factory, Ducati Monster 1200 R, KTM 1290 Super Duke R, Triumph Speed ​​Triple R.

Part 1 of the power naked bike comparison test

see part 2) is in the country. But now the rule is: Fire free for part 1 of the Power-Naked comparison test 2016. The fuse is glowing – for the ride on the cannonballs Aprilia Tuono V4 1100 Factory, Ducati Monster 1200 R, KTM 1290 Super Duke R and Triumph Speed ​​Triple R..

Naked bike

BMW S 1000 R, Suzuki GSX-S 1000, Honda CB 1000 R, Kawasaki Z 1000 and Yamaha MT-10 in the test

Naked bikes with inline four cylinders

read more


Nomen est omen: In a motorcycle, the engine largely influences the character of the machine. Four different engines, four different characters? Interesting question.

Power nakeds – the initial spark came from triumph. With the Speed ​​Triple in 1994. 22 years after the Big Bang, the three-cylinder sharpened its blades for the fourth time in its history for the 2016 season. New pistons, crankshaft, camshafts, narrower throttle valve diameters, modified gears and upgraded electronics form the spearhead of a total of 104 changes to the venerable triplet. And what do the Kraftmax disciples say? 134 hp. On the test bench, the new Triumph Speed ​​Triple R doesn’t pull a single horse more than before. Despite 140 promised horsepower. And what does the connoisseur say? So what? Because the attention has honed the already well-bred trident even finer. Is that really still a reciprocating engine? As silky smooth as a turbine, even more sensitive than its predecessor, the Triple already responds from idle. A revelation at the apex of the curve. The propellant kicks in as soft as butter and climbs tenths of a second later to its almost horizontal torque plateau. From 4000 rpm there is over 100 Nm, conveying their power in a very special, distinguished way. The Triumph driver will never feel stressed by the constant thrust, he will never be surprised. Especially since the revised gearshift with more precise gear changes and the clutch, which is easier to pull, keep the power flow even smoother. Great! Just like the upgraded electronics of the Triumph Speed ​​Triple R, which with five mappings (Rain, Road, Sport, Track, Rider) now offers a set-up for every taste. And ultimately there are only a few tenths of a second in the acceleration, which says little relevant top speed of 250 km / h and – maybe – the little emotional character despite all the finesse, which keep the famous three-cylinder from being in the sun.

Third place in the engine rating is shared with the V2 of the Ducati Monster 1200 R, which has also been upgraded for the 2016 season. Because he too has to go to confession first. Out of 160 PS promised in advertising, 152 PS remained in the vehicle registration and 149 PS on the test bench. And what does the connoisseur say this time? Still more than the 143 hp of the S variant and the 138 hp of the standard Monster 1200. More than enough for the country road anyway. Right. The effort for the power regimen remains manageable. The throttle valve cross-section increased from 53 to 56 millimeters, compression increased from 12.5 to 13.0 and manifolds inflated from 50 to 58 millimeters brought more flavor to the R engine. The basic character of the most powerful “Mostro” of all time has not changed. If the propellant has overcome the troubles with the traditionally slow-turning starter and the somewhat untidy nursery below 3000 rpm, everything will be fine. Fine pulsing, he throws up the speed ladder. Not annoying, certainly not excited, but always present. V2 feeling at its best. Also acoustically. Despite Euro4 homologation, it thumps bassy but socially acceptable from the two-liter enlarged exhaust.

In any case, people like to keep in touch with the engine room. Compared to the Triumph Speed ​​Triple R, a bit rougher, but still well behaved, the Vau engine of the Ducati Monster 1200 R responds at the apex of the curve, then pushes ahead with powerful pressure, looks lively and emotionally charged. Again and again you catch yourself involuntarily letting the L-motor drop in speed in order to experience this mixture of full acceleration and a massaging motor run. The somewhat stiff clutch and the slightly hooked gears are not even noticeable in lively brake-and-go operation, only become noticeable at a more leisurely pace or in city traffic. Especially since with the Ducati Monster 1200 R, which is ultimately so well behaved, the urban mode, which is limited to 108 hp, can be dispensed with for good: the choice between the snappy sport mode and the more discreetly appealing touring mode is entirely a matter of temperament.

When it comes to temperament, the Aprilia Tuono 1100 V4 Factory feels called into action. To fall straight into the house with the door: The Tuono V4 is one of the most emotionally charged items that can be mounted between two wheels. This acoustics alone, when the four-cylinder chatters down while idling. A carpet of sound woven from grinding mechanics and dull thunder. Goose bumps. Even if a little less noise would certainly not spoil this feast for the ears. The engineers added 77 cc more displacement to the 1000 series last year, increasing the torque by around ten percent and increasing the power to a measured 172 hp. A number that gives an idea of ​​what the thunder bolt rider experiences in the saddle. As greedy as a starved lion, the Aprilia Tuono 1100 V4 Factory bites at the exit of the bend, clicks the front skyward even when pulling on the electronic throttle cable, pushing forward with unheard-of ease. Even changing gears is an experience when the next higher gear can be clicked into almost seamlessly using the standard shift assistant. If you look closely, you will see that the Italians are deliberately staging the emo trip, helping with lighter connecting rods (minus 100 grams per connecting rod!) And above all a shorter gear ratio (chain sprocket with 15 instead of 16 teeth). Subjectively, the Aprilia perfectly conceals the torque of the V4, which is inferior to 8000 rpm in an objective comparison (see performance diagram). For its smaller weaknesses such as the long pauses for the shift assistant, the load change shock and the somewhat indifferent clutch, the Tuono ultimately rehabilitates itself with clear facts: the best acceleration and torque values. In this circle a weighty argument.

That the KTM 1290 Super Duke R would have liked to claim for itself. The fact that the 180 hp "beast" advertised at the presentation in 2014 came out with a measured 168 hp in real life will ultimately only resent the round table. Above all, because the Austrians learned the best manners with the drive of the gang of four, with a capacity of 1301 cm³. The 75-degree V2 trots off as clean as a whistle, shoots through the rev range in a first-class manner, changes the load minimally, is well-behaved in all mapping variants (Sport, Street, Rain), can be shifted smoothly , clutched smoothly and ultimately has an effect with this performance one for. Yes, these famous manners almost hide its enormous potential. But whoever sows the wind on the e-gas cable will also reap the storm with the KTM 1290 Super Duke R. A huge one. The Power-V2 only loses a tenth in a drag duel up to 140 km / h on the Kraftmax Aprilia Tuono 1100 V4 Factory. And because the Super Duke propellant combines this tremendous pressure with its finely polished appearance, it takes victory in the engine classification. And by far.

landing gear

With high-quality suspension elements, super-sporty tires and an upright sitting position, the power nakeds blow off a country road attack. Which draws the briskest line?

After such a convincing performance in the engine ranking, the KTM 1290 Super Duke R also presents itself self-confidently in terms of chassis. The tubular space frame typical of the brand and the first single-sided swing arm in the company’s history are evidence of consistency and the courage to try something new. With her geometry, however, the Duchess remains down to earth. The values ​​for caster (107 mm), steering angle (65.1 degrees) and wheelbase (1482 mm) weight more stability than handiness, a record-breaking long swing arm (610 mm) should also ensure calm and traction. Understandably, when almost 170 HP pulls on the chain and a windswept pilot clings to the wide handlebars. The Austrian follows her path in a more relaxed manner and also harmonizes surprisingly well with the slightly bony Dunlop Sportsmart 2 on some other machines. However: It is not lively with this orientation, it always demands a little force when turning in the narrow terrain. Smaller bumps could be handled more smoothly by both the somewhat clumsy working fork from WP Suspension and the shock absorber mounted directly on the swing arm, which works without a lever. Basically no reason to complain. In the narrowly spread power bike field, a scratch in the otherwise immaculate orange paint is enough to lose decisive ground.

If you disregard the quartet’s shortest trail with 89 millimeters, the new Ducati Monster 1200 R also tends to move on moderate paths in terms of chassis geometry. Why should it be different? After all, her two sisters, the basic and S versions, have been drawing their lines with ease for two years. The R edition documents its sportier aspiration with a ride height raised by 15 millimeters, lighter forged wheels, suspension elements from Ohlins and a 200 mm rear tire. The R-Monster achieved a respectable success on the scales. At 212 kilograms, the R is a touch wirier than the KTM 1290 Super Duke R (213 kg) and the Aprilia Tuono 1100 V4 Factory (214 kg). Only the Triumph Speed ​​Triple R (220 kg) has to stand out in this group. The Ohlins parts provide another plus point. They scan the terrain sensitively, combining clear feedback with a level of comfort that is decent for such a sporty concept. In addition, the Duc can be angled a little more daring thanks to the two degrees greater lean angle, and its precise and deliberately neutral steering behavior and lively handling ensure high spirits when grinding corners. She doesn’t even have to pay for the 200 show roll, which is a hindrance in this respect. Ultimately, the Ducati Monster 1200 R benefits consistently from the technical upgrade – it just has to line up razor-thinly behind the competition who are in close contact.

Even anglophile fun bike freaks would not have expected that the Triumph Speed ​​Triple R would also succeed. Because apart from the Ohlins fork, incidentally the same type as in the Ducati Monster 1200 R, and the shock absorber, also from Sweden, the R version of the Speedy remains unchanged on the chassis compared to the cheaper S version. In this respect, the British woman makes an appearance with the Ohlins combo that is just as successful as the Italian. Above all, the fork, which works with separate damping (right handlebar pull, left compression) impresses with its sensitive response. Ultimately, however, it is not only the Ohlins parts that contribute to the crystal-clear feedback and precise steering precision and cornering stability that are just a touch superior to the Ducati. Even the steepest steering angle and the shortest wheelbase in the field allow the Speedy to bend around corners at eye level with the rest of the trio – despite a few pounds more on the ribs and the front, which feels heavy due to the massive engine.

Nevertheless, the Triumph Speed ​​Triple R – together with the rest of the trio – has to bow to the cornering star from the Veneto. Don’t worry, the Aprilia Tuono 1100 V4 Factory doesn’t play the map of the extreme geometry of the chassis either. On the contrary. In the first-aisle corners, it is neutral, quickly compensating for the wait-and-see approach in the somewhat faster arches. There the Aprilia lies like the proverbial board, with the Pirelli Super Corsa SP tires – also used in the Ducati Monster 1200 R and Triumph Speed ​​Triple R – draws its line as precisely as a slot car on the model race track. The rather atypical development strategy in this group (softer spring elements, 18 millimeters lower ride height) is astonishing, but takes the Tuono a little further from its origin, the superbike RSV4. Good thing, because the result proves that this is the right path. With great roadholding, excellent steering precision, unlimited lean angle and pin-stable straight-line stability, the Tuono generates real trust in its pilot, and with great feedback even compensates for the still tight suspension setting. Ultimately, the successful suspension package pushes itself past the truly upgraded competition. Complimenti.

everyday life

Life isn’t all roses, says the Englishman, life isn’t a pony farm, the German. Even concepts that are consistently sporty have to prove themselves when getting bread rolls or on a weekend tour. But which sports suit is best for those hiking days?

Everyday life. Anyone who comes across the Aprilia Tuono 1100 V4 Factory with this term will probably be looking for a climate membrane even with the latest Versace fumble. Everyday life, by which Aprilia understands the everyday glamorous appearance. The polished flanks of the frame and swingarm, for example. Or the stylish rear frame adopted from the RSV4 in the factory version. Or the sleek front fairing – in which the slightly dim headlights can also be. Even the spartan emergency seat roll for the pillion and – grudgingly – the short range due to the stately consumption (6.6 liters / 100 km). Accept everything. Because the seat bench, which was softer padded at last year’s model change, and the seat height reduced by 15 millimeters bring more comfort than expected, the slightly flatter handlebars put more pressure on the front. No one expected more concessions for everyday life from the Tuono.

At the beginning of her career, this also applied to the Triumph Speed ​​Triple R. But the street-fighting revolutionary bike from back then has developed into a sociable friend. Especially after the current retouching. On the new, somewhat narrower bench, it resides comfortably, the modified tank allows a slimmer knee-length. Its volume, which has been reduced by two to 15.5 liters, fortunately compensates for the reduction in fuel consumption of around half a liter per 100 kilometers. The triplet driver may be happy about the look of the new, stylish handlebar end mirrors, but looking back at the parts mounted far below becomes annoying in the long run. And otherwise? The Triumph Speed ​​Triple R has been spruced up with many optically high-quality screws (for example on the rear frame), fine welds or LED indicators. Hardly anyone will notice that your steering damper and the Ducati Monster 1200 R are missing a few dots. Which – let’s say it right away – the Italian gets, especially with her unexpectedly comfortable pillion seat, large rear-view mirrors and the greatest range (360 km) of the four.

Brittle facts? Also not decisive for the war for a naked muscle man? This may be. But with sleek paintwork, loving attention to detail, the colored display – even if it fades in sunlight – with a freshly integrated gear indicator, the Ducati Monster 1200 R also documents the exceptionally high processing level in this class. The fact that in the Nobel display, instead of a fuel gauge, there is only a mundane reserve warning light and an angle valve is saved on the rear wheel, you could really blame her. But the cute, comfortable seat or the easy-to-use menu quickly redirect concentration to more important things.

In the British-Italian dialogue, one may still argue about the choice of priorities, the KTM rider can only smile about it. Successful ergonomics alone permanently dominate the feeling on the Super Duke R. Open knee angle, sitting position leaning forward slightly, come or saddle, slim knee – the beast rides in men’s style, not rodeo style. The KTM 1290 Super Duke R is also less playful in other respects, instead appealing from the no-frills display to beautiful milled and cast parts to the finely adjustable handlebars or the smooth-running lever with technically cool and yet brilliant processing. Ultimately, it cannot distance itself significantly in the aforementioned high-class field, but it surprises with universality that is unexpected for such a concept. A convincing argument in everyday life.


The Power-Naked offer high-tech not only for the sprint on the last groove. Electronic assistance systems and highly developed ABS regulations create an effective safety net for a brisk appearance.

A look at the table below shows: In no other criterion is the power quartet closer together than when it comes to security. There are just four points between the first and fourth place in the field. The focus of the evaluation in this criterion can already be determined from the points key. 120 of the 150 total counters to be allocated are based on the performance of the braking system and the control quality of the ABS. A very demanding topic, especially in this segment. Because the relatively short wheelbase and the high center of gravity of naked bikes with the rider sitting upright form an unholy alliance in extreme decelerations, making this species extremely prone to rollover. In order to recapture the horde of horsepower, not only powerful, but above all sensitive brakes are required. Brembo has become the first address – also in MotoGP sport, by the way – in this regard. All four manufacturers rely on elegant monoblock pliers from the Italian specialist.

It is amazing that the Aprilia Tuono 1100 V4 Factory, which is otherwise technically upgraded, is the only one with a conventional, i.e. axially actuated handbrake pump, which is a bit stingy. Compared to the radial pumps of the rest of the trio, it loses a little in terms of metering, but considerably in terms of image. Perhaps the men from Veneto invested the money saved in electronics instead. With traction, wheelie and launch controls that can be adjusted separately and independently of one another, plus selectable drag torque control and variable response behavior, the technicians reached deep into the copper wire box. And: The regulations intervene gently and barely noticeably. However, the ABS only regulates stoppage-proof in the third of a total of three levels. Clearly the best choice for country roads.

If you want to brake so easily with the Triumph Speed ​​Triple R, you have to select the road mode. This means that the rear remains on the ground despite good deceleration, even when braking hard. In contrast to the Aprilia Tuono 1100 V4 Factory, the British couple the coordination of ABS, response behavior and traction control – like all others – to the mappings (Rain, Road, Sport, Track). This works very well on country roads, degrades the freely configurable rider mode to a playground for stunt or racing freaks. But the British woman is also saving. The Speedy is the only one in the quartet that does not have a steering damper. Such a lifeline would be appropriate, especially with the pointed steering geometry.

As with the engine, the KTM 1290 Super Duke R remains professionally unspectacular when it comes to safety. Or is it just because of their sovereignty? On the great adjustable one-finger brake that keeps the rear clean on the asphalt in Rain and Street mode? Or on the Dunlop Sportsmart 2, which – like the Pirelli Super Corsa SP-tyred rest – also sets the Super Duke R only moderately when braking? The fact is: stress remains – once again – a foreign word with the Austrian.

Even more so than with the Ducati Monster 1200 R. Because even if the Bolognese technicians have found the most efficient pairing of pump, caliper and brake disc on the test field and this combination overshadows all others, you have to know one thing: even in the most defensive of the The monsters can use three levels to roll over when anchoring the extreme, saving their narrow lead only through the aforementioned exorbitant braking power, the extraordinarily fine controllability of the stoppers from the Panigale and the slightest tendency to knock the handlebars.


Even if the manufacturers call for really high prices for their Power-Nakeds, the following applies: Long inspection intervals or low consumption not only help save, but also document technical maturity.

Looking at fuel, maintenance or inspection costs at cost prices of up to almost 19,000 euros sounds like petty nitpicking. But it is not. Above all, the importance of gasoline consumption reflects the thoughts of the mostly technically interested motorcyclists. And not just because of the increased environmental awareness. Particularly against the background of the Euro 4 standard that has been in force since the beginning of this year, economical engines are evidence of a mature level of development. The length of the inspection intervals – just like the generosity of the guarantee – is more of an indicator of the reliability of the technology and suitability for everyday use, given the trend towards lower annual mileage.

Oh, everyday. The Aprilia Tuono 1100 V4 Factory could not do much with the everyday valuation. It’s no wonder that she also evades earthly constraints here. The preppy Italian already sets the top value in this class when it comes to consumption: 6.6 liters per 100 kilometers, and with a brisk driving style easily one liter more, the V4 presses through its injection nozzles. It’s not up to date. The technically complex engine concept is also due to the comparatively expensive inspections and the resulting high maintenance costs.

The KTM 1290 Super Duke R does a lot better. With impressive 15,000-kilometer intervals and straightforward technology, the Super Duke R sets a remarkable counterpoint, especially when visiting the workshop. Both with the mentioned long periods between the inspections and the inspection costs themselves, she is genteel cautious. It is a shame that the large-volume Austrian is not so stingy when it comes to fuel consumption and, at 5.8 liters / 100 km, inhales about one liter more than the British-Italian competition and thus ignores the pulse of the times.

The monsters benefit from the noticeably upgraded and finely honed technology at Ducati in recent years. Like the KTM 1290 Super Duke R, the Ducati Monster 1200 R only needs to be inspected every 15,000 kilometers, and the valve clearance adjustment required for the desmodromic system is only made every 30,000 kilometers. In terms of consumption (4.9 liters / 100 km), the lady from Bologna is pleasantly cautious, which is a hair-cut behind the Triumph Speed ​​Triple R..

Despite its origins in the British Midlands, the Triumph Speed ​​Triple R puts itself in the limelight with a kind of Scottish stinginess. With the lowest thirst (4.7 liters / 100 km), the lowest maintenance costs and the voluntary extension of the warranty to four years, the British put together the financially most attractive package of the quartet – with a package of at least 1500 compared to the competition Euros cheaper cost price of 14,650 euros anyway.


No matter how emotional the concepts are, in the end they add up soberly. Result of a head-to-head race.

The battle is over. But before you get billed, the following applies: Brute performance, precise driving behavior and classy looks generate top-class driving pleasure. We all four naked bikes. But due to the clear conceptual orientation of this quartet, nuances ultimately decide on place or victory. Only the Aprilia Tuono 1100 V4 Factory loses ground slightly with minor missteps such as high consumption and a somewhat rougher engine compared to the rest of the trio – in order to reconcile the critics with a grandiose chassis and a highly emotional overall package.

With the current rejuvenation treatment for the Speedy, Triumph has found its way back to the executive suite of the Kraftmax segment, impresses with the most well-mannered triplet – and last but not least, moderate financial demands. In contrast, the Ducati Monster 1200 R, which is priced far higher, shines with its sensitive suspension, top brakes and a first-class finish.

Ultimately, however, the most homogeneous overall package will prevail. Brute engine in a manageable package – with this combination the KTM 1290 Super Duke R wins. At least in part 1 of the power-naked comparison.

MOTORCYCLE scoring overview

Max points

Aprilia Tuono V4 1100 Factory

Ducati Monster 1200 R

KTM 1290 Super Duke R.

Triumph Speed ​​Triple R.

engine 250 197 195 204 195 landing gear 250 196 190 183 192 everyday life 250 125 141 147 137 security 150 114 118 117 115 costs 100 43 61 56 62 Overall rating 1000 675 705 707 701 placement   4th. 2. 1. 3. Price-performance note 1.0 3.3 3.0 2.3 1.6

Winner price-performance: Triumph Speed ​​Triple R. – In the circle of the beautiful and expensive, the Speed ​​Triple stands out positively. Especially financially.

Technical specifications

Here you can see an extract of the technical data. If you would like the complete measurement values ​​determined by us, including all consumption, torque and acceleration values, you can buy the article as a PDF for download.

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