Menus
- Super nakeds versus superbikes
- Super nakeds versus superbikes
- Aprilia duo
- Aprilia Tuono V4 R with softer cushioning
- The first three courses are designed to be shorter
- BMW duo
- BMW S 1000 R with the greatest performance disadvantage
- There is no herb against the BMW HP4
- KTM duo
- Excellent "Ass-to-grip connection"
- KTM 1290 Super Duke R regulates too early
- numbers, data, facts
- Performance measurement
- Set up
- Aprilia RSV4 R
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- Aprilia Tuono V4 R
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- BMW HP4
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- BMW S 1000 R.
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- KTM 1190 RC8 R.
- engine
- landing gear
- measurements and weight
- MOTORCYCLE readings
- KTM 1290 Super Duke R.
- engine
- landing gear
- mass and weight
- MOTORCYCLE readings
- Conclusion
65 photos
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It does not have a spring strut redirection with an eccentric to adjust the rear height like the RC8 R. The only thing that helps is to strongly increase the spring preload at the rear.
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The BMW HP4 is equipped with both ABS and traction control.
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The swing arm pivot point can be changed via inserts, the swing arm is at 8.5 degrees (fully extended) 1.4 degrees steeper than the R.
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The traction control of the HP4 can be fine-tuned in several stages from the handlebars, which the S 1000 R cannot.
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Driving fast and relaxed, the HP4 makes it possible.
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The brakes are simply awesome, and the handling for this car is astonishing.
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And it starts like the fire brigade. The brutal power of the HP4 has now been adequately described, and yet it continues to amaze you.
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Since the S 1000 R competes with a semi-active chassis, it had to be the HP4 as an opponent.
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It’s great how snappy the R gets down to business thanks to the torque treatment.
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The cockpit of the BMW S 1000 R..
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The pivot point is fixed in the R frame and is three millimeters lower than on the HP4.
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The driving behavior of the HP4 is characterized by confidence-inspiring sovereignty.
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In the end, however, the overwhelming power of the HP4 is no match.
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When it comes to pure engine performance, the KTM 1290 Super Duke R shouldn’t be afraid of comparing it with the RC8 R..
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The attack by the Super Duke takes two quick laps, then Kelle is back in the pits. Too little lean angle, too little precision.
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"The Beast ”, as KTM has somberly called the Super Duke R.
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In terms of chassis technology, the RC8 R is still convincing.
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The suspension of the KTM RC8 R.
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The fork of the KTM RC8 R..
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The notches can be mounted lower for the country road. However, the legs are not folded excessively in this position either.
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The seating position of the KTM RC8 R, on the other hand, is not very racing.
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With its angular exterior, the RC8 R opened a new design era at KTM.
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The RC8 R turns into the home straight with a throaty throat. The recording at the braking point reports 38 km / h. This is where the RC8 R shows its trump cards: first-class brakes, great feeling for the front wheel and excellent accuracy.
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We start with the RC8 R..
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The R gets its longer wheelbase solely from a longer chain and the associated shifting of the axle backwards.
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The S 1000 R is equipped with a four-cylinder, four-stroke in-line engine.
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Only on the home straight does the Tuono V4 R noticeably stir with the handlebars. On a lush bump in the ground, the driver can hardly find a hold on the bench step. Nevertheless, the top speed disadvantage at the braking point of 8 km / h remains within narrow limits.
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It has a slightly more moderate geometry than the RSV4 R, which is why the fork has been pushed through one ring further for even more agile handling and more steering precision.
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The Tuono has to make do with standard brake calipers and do without a radial brake pump.
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The Tuono V4 R is equipped with Brembo brake calipers.
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Higher handlebars, yes. But deeper rests? Only marginally.
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For a naked bike, your seating position is very sporty. Flat handlebar, slightly lower notches than with the RSV4.
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The Aprilia Tuono V4 R has the same electronic driving aids as the RSV4 plus a gearshift. But it has to get by without variable intake funnels, it rotates at 12,000 rpm a good 1000 rpm less than its racing sister and is a good 17 hp weaker with measured 165 hp.
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As a super-naked Aprilia presents the Tuono V4 R.
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It all starts with the Aprilia duo.
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Up until now, it was mainly Japanese irons with discarded engines from last year’s superbikes that were stuck in rather comfortably designed chassis, now the upright are competing with race-ready chassis and complete electronics packages, combined with the latest generation of engines, and enticing with a relaxed seating position.
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There is rumbling in the realm of athletes. Not just because sales are falling overall. Now uncovered offshoots are on their way on the country road.
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In contrast to the nobler factory model, the Aprilia RSV4 R has no variable engine and swing arm mountings, springs and dampens with Sachs instead of Ohlins and rolls on cast instead of forged wheels.
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But the RSV4 also has the growling V4 with variable intake funnels, the tuning of which has been refined again for this year.
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The engine of the R is a lot of fun, but not a quiet one.
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Their waves and compression apparently pushed the production tires to their limits with the hard chassis set-up. A softer set-up brought an improvement, but robbed it of the necessary tightness on the other sections of the route.
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The BMW S 1000 R was already struggling a lot during the set-up runs.
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Let’s see if the naked woman in the disguised can move closer to the skin at BMW.
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If the Tuono hits the line precisely in the chicane, the more tightly tuned RSV4 hits it even more precisely and takes three tenths of a lead here alone.
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The RSV4 R gives you a real GP racer feeling, so greedily does it give in.
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The red line is deceptive; the limiter kicks in at around 13400 rpm. The Tuono already reached its limit 1000 rpm earlier.
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The shock absorber of the Aprilia RSV4 R.
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The one-piece, cast Brembo M50 calipers are currently some of the finest available from the factory on production motorcycles.
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The superbike has light Brembo M50 monoblock pliers and, above all, this cream chassis.
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For a 1000cc, the RSV4 R is incredibly compact.
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There has to be a bit of fun in between.
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Because work is not neglected.
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When the stopwatch is ticking, production tires have a break. Then racing adhesives are required. In this case, all six machines rolled on the current Pirelli Supercorsa SC2, which are at the front with an improved tread compound compared to the previous year.
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Electric fips? No, battery search, so that the power supply for the recording is guaranteed during the time hunt.
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Clearly recognizable during the test: the street-oriented set-up of the nakeds and the performance-oriented one of the athletes, who add a few more briquettes at high speeds.
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Throughout the pairing, the sports bikes were able to repel the attacks of the super naked.
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There are still some tasks to be done. Here is filled up again.
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The leather suits are taken off, but the test is far from over.
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The result counts. And with the more strongly pretensioned rear spring of the KTM 1290 Super Duke R, contacting parts are no longer an issue.
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The view towards the exit of the curve – and then enjoy the enormous torque.
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The KTM 1290 Super Duke R.
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The tension and compression stages are housed separately according to Holmen. The spring preload is not adjustable.
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If the height of the notches could be adjusted, the grinding marks on the extremities could be minimized. A reversal of the circuit diagram as with the RC8 R is not possible.
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The Super Duke R fits in seamlessly, the single-sided swing arm is good.
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But they are closer to the racetrack than expected. In any case, there have never been more powerful nakeds off the shelf.
Aprilia RSV4 R, Tuono V4 R, BMW HP4, S 1000 R, KTM RC8 R, 1290 Super Duke R in the test
Super nakeds versus superbikes
Aprilia Tuono V4 R, BMW S 1000 R, KTM 1290 Super Duke R – how much of the potential of their gene donors are they really – and which one is the fastest? A comparison with the Aprilia RSV4 R, BMW HP4 and KTM RC8 R on the racetrack will show that.
Super nakeds versus superbikes
It’s rumbling in the realm of sports motorcycles. Not just because sales are falling overall. Now uncovered offshoots are on their way on the country road. Up until now, it was mainly Japanese irons with discarded engines from last year’s superbikes that were stuck in rather comfortably designed chassis, now the upright are competing with race-ready chassis and complete electronics packages, combined with the latest generation of engines, and enticing with a relaxed seating position. And then KTM poured reports of tough racetrack performance and fabulous lap times of the KTM 1290 Super Duke R at the Goodwood Festival of Speed Add fuel to the discussion of whether Nakeds can really hold a candle to the stub handlebars.
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Aprilia RSV4 R, Tuono V4 R, BMW HP4, S 1000 R, KTM RC8 R, 1290 Super Duke R in the test
Super nakeds versus superbikes
MOTORRAD 9/2014 proved. But is the last bastion of the athletes, the racetrack, falling? Are performance disadvantages and poor aerodynamics too big a mortgage? Or do a relaxed seating position and easy handling thanks to wide handlebars count here? There’s only one thing to do: Try it out, hit the racetrack!
Uniform tires
In this case to Alcarrás, Spain. Also involved: three highly explosive pairings. Aprilia Tuono V4 R and Aprilia RSV4 APRC, BMW HP4 and BMW S 1000 R, both with partially active chassis. And from Austria, the KTM RC8 R and KTM 1290 Super Duke R compete against each other.
Uniformly soled with the finest Pirelli racing rubbers, ex-Supersport World Championship pilot Christian “Kelle” Kellner is supposed to whip all six around the course. Here and now it’s only about one thing: the lap times and the performance on the racetrack. After all, we have already examined in detail what the latest generation of the upright can do in everyday life (issue 9/2014), now it’s: shower on!
Aprilia duo
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Aprilia RSV4 R versus Aprilia Tuono V4 R.
It all starts with the Aprilia duo. First, the Aprilia RSV4 R superbike roars out onto the track. In contrast to the more noble Factory model, it has no variable engine and swing arm mounts, springs and dampens with Sachs instead of Ohlins and rolls on cast instead of forged wheels. But the RSV4 also has the growling V4 with variable intake funnels, the tuning of which has been refined again for this year. Just as light Brembo M50 monoblock pliers and, above all, this cream chassis. Christian literally flies around the course, turns into the pit lane at the end of his turn and does not seem one hundred percent convinced of the performance. His first spontaneous comment: “It didn’t feel that fast now.” Well, Kelle, you can be mistaken.
The stopwatches stopped at a whopping 1.41.52 minutes. So only 0.7 seconds slower than the much more expensive, Ohlins and forged wheel reinforced “Factory” version a year earlier (MOTORRAD 12/2013). Respect! And then it gushes out of him: “It’s wonderful how I can play with the line in the curves, vary it.” In fact, the Aprilia RSV4 R shines with its playful agility and precision. At the exit of the bend, crisp lines and thus early acceleration are possible. The traction control regulates super smoothly. The sparkling revving and the robust 182 hp can be used in a well-measured manner, and the throttle response at the top of the bend is good. “You have everything under control, you feel right at home,” beamed Christian. The compact seating position and the excellent feedback convey the feeling of sitting on a genuine GP racer. “Sound, feeling, the fun factor on the thing is enormous,” says Kelle happily. And, cheered on by it, irons down the long, steeply sloping downhill left at such an angle that the side stand gently scratches the asphalt. The performance of the front brake is also excellent.
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Aprilia Tuono V4 R with softer cushioning
The bar is already quite high for the Aprilia Tuono V4 R, which is now being freed from its tire warmers. The chassis is largely identical to that of the superbike. Spring rates and rear deflection the same, only the damping is softer. In addition, the steering head angle is one degree flatter, the caster is three millimeters longer at 108, and the wheelbase is 25. For a naked bike, your seating position is very sporty. Flat handlebars, slightly lower notches than the Aprilia RSV4 R. But even if its handiness is actually impeccable: As it was the day before when driving photos on series tires, the Tuono does not zap through the chicane quite as quickly on racing tires as the RSV4, it drives at the exit of the bend further lines, therefore it cannot be accelerated so early and hard.
More has to be done, even if the upright rider on the Aprilia Tuono V4 R puts less pressure on the front wheel than on the RSV4. So a short pit stop, screwdriver unpacked. Rear pressure stage closed to half a turn, plus the fork pushed through four millimeters.
The Aprilia Tuono V4 R zips around corners more readily, holds the line more precisely at the exit of a curve, even when the stand grinds down the mountain properly. “More would be possible without the stand,” puffs Kelle. The chassis is too soft for him for the ultimate time chase, although the soft design in the nasty, undulating downhill section is not a disadvantage.
The first three courses are designed to be shorter
It has the same electronic driving aids as the RSV4 plus an automatic switch. But it has to get by without a variable intake funnel, rotates at 12,000 rpm a good 1000 rpm lower than its racing sister and is a good 17 hp weaker with measured 165 hp. But decent throttle response and the shorter first three gears make up for that, at least at the corner exit.
Only on the home straight does she noticeably stir the handlebars. On a lush bump in the ground, the driver can hardly find a hold on the bench step. Nevertheless, the top speed disadvantage at the braking point of 8 km / h remains within narrow limits. She leaves springs in the braking zone. Compared to the high-end brakes of the RSV4, its brake cocktail consisting of a conventional brake pump and screwed-on calipers requires significantly more manual force without developing the same bite. And even through the chicane, she cannot develop an advantage. The upright sitting position costs a bit of contact with the front wheel. If the Tuono hits the line precisely in the chicane, the more tightly tuned RSV4 hits it even more precisely and takes a lead of three tenths here alone. Chasing the times on the Tuono is definitely more relaxed, and real fun too. Seen in this way, despite the performance disadvantage, the gap to the real superbike remains astonishingly small at 2.6 seconds.
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Aprilia Tuono V4 R APRC ABS and KTM 1290 Super Duke R in comparison
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Aprilia Tuono V4R APRC ABS in the driving report
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Premiere Aprilia Tuono v4 R APRC ABS and RSV4 R APRC ABS
Absolution
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BMW duo
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BMW S 1000 R against BMW HP4.
Let’s see if at BMW the naked woman in disguise can get closer to her skin. Since the BMW S 1000 R competes with a semi-active chassis, it had to be the BMW HP4 as an opponent. And it starts like the fire brigade. The brutal power of the HP4 has now been adequately described, and yet it continues to amaze you. “Is that an animal”, Christian puffs at the end of his rounds. The thing doesn’t stop sliding. Aisle by aisle. The traction control, which can be finely adjusted using a rocker switch, has the power safely under control, although you always feel a little more than with the Aprilia that you are being slowed down. Nevertheless, she works confidently. The brakes are simply awesome, and the handling for this car is astonishing. How she zigzags through the chicane and then fires out is a show.
“In addition, the HP4 is extremely precise,” Kelle reports. And not even excessively hard. The semi-active chassis swallows the abundant bumps with ease. “It almost feels like a sofa compared to the Aprilia RSV4,” ponders Christian, “at first glance that doesn’t seem to match the brutal performance and yet it works perfectly.” So well that the BMW HP4 slacks off by a few hundredths of a second RSV4 goes by. And so the BMW S 1000 R puts a lot of pressure.
She had to struggle a lot during the voting drives the day before. For chasing times, the “Dynamic Pro” mode came into question from the lavish set-up arsenal for the engine and chassis that the “Sport” and “Dynamic” packages (together 1700 euros) offer. That means: maximum power, wheelie detection and rear wheel ABS switched off, front wheel ABS calibrated for maximum deceleration. To do this, the “Hard” suspension set-up was selected. The BMW S 1000 R was extremely fed up with it. Just not in this terrifyingly fast, steeply downhill left bend. Their waves and compression apparently pushed the production tires to their limits with the hard chassis set-up. With the handlebars jerking and bucking, the S 1000 R plunged down the nine percent gradient.
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BMW S 1000 R with the greatest performance disadvantage
A softer set-up did bring some improvement, but robbed the BMW S 1000 R of the necessary tautness on the other sections of the route. Only the racing tires, thanks to their better self-damping properties on this certainly extreme section of the track, proved to be an adequate partner for the tough chassis setup and brought calm. And Kelle was finally able to load up there courageously.
But there was still the performance disadvantage of 32 hp that the test bench had spat out. The largest of the three pairings. Does that mean the duel has already been decided before the R rolls onto the slopes? Christian storms across the home straight with the BMW S 1000 R. Although the steering head angle is 0.6 degrees flatter, the wheelbase is 16 mm longer and the swing arm is three millimeters lower, the swing arm is more flat, it is not as stable on the bumps as the superbike BMW HP4, and like the Aprilia Tuono, it moves slightly with the handlebars.
Like the Italian, she slams into the braking zone at 237 km / h. The BMW HP4 is a whopping 19 km / h faster when the brakes are applied. Brutal, like the radial brembos bite, but the R lies like a board when anchored. The feedback from the road when turning on the brake is flawless. But the R only delivers this transparency with a lot of pressure on the front wheel. If it is missing, the feedback disappears. In this respect, it does not come close to the Aprilia Tuono, which also zigzags through the chicane than the already handy BMW S 1000 R. On the other hand, the white-blue is calmer than the undisguised Italian when changing jagged lean angles.
Naked bike
BMW S 1000 R and KTM 1290 Super Duke R in comparison test
Who pulls the fur over whose ears??
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BMW S 1000 R in the PS driving report
Wolf in sheep’s clothing? Nah, wolf without fur!
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BMW S 1000 R in the driving report
"Maybe we calculated the price a bit cheap"
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There is no herb against the BMW HP4
The semi-active chassis effectively prevents excessive compression and rebound when it is folded quickly. But the BMW S 1000 R tends a little to the wide line at the exit of the chicane. And yet it rushes through the chicane only a tenth of a second slower than the Superbike HP4. And even a tenth faster than the Tuono. In addition, thanks to the torque-oriented engine tuning, the S 1000 R sprints out of tight corners much more energetically than the BMW HP4 or Aprilia Tuono.
In the end, however, the overwhelming power of the BMW HP4 is no match. The stopwatch for the BMW S 1000 R stops at 1:45.13 minutes. Strong performance, strong time. Even if it wasn’t quite enough to crack the equally strong Aprilia. Christian does not challenge that, he has a big grin on his face after the time hunt. “It’s just great fun ironing through the curves so upright.”
KTM duo
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KTM 1190 RC8 R versus KTM 1290 Super Duke R.
When it comes to pure engine performance, the KTM 1290 Super Duke R shouldn’t be afraid of comparing it with the KTM 1190 RC8 R. On the contrary, the superbike would have to shudder. Because the Super Duke R practically draws on the test bench with 172 to 174 hp with the RC8 R. But thanks to the displacement advantage it offers the much richer torque curve, plus traction control and ABS. Who is the hunter here, who is the hunted?
Christian first sets out with the KTM 1190 RC8 R to clarify this question. With a throaty throat, she turns onto the home straight. Compared to the naked Aprilias and BMWs, it can hardly convert its better aerodynamics and slightly higher performance into a higher top speed at the braking point. The recording at the braking point reports 238 km / h. This is where the RC8 R shows its trump cards: first-class brakes, great feel for the front wheel and excellent accuracy. In addition, the tendency to fold into the curve from medium lean angles, which it showed on production tires, has practically disappeared with the racing rubbers. As if pulled on a string, the thunder bolt turns by the curb by a hair-cut margin and crashes out of the curve. “But there is simply a lack of performance,” reports Christian Kellner afterwards. The 72-degree twin turns spirited up and gets really angry from 8500 rpm. But it also provides plenty of vibrations.
Excellent "Ass-to-grip connection"
It snaps out of the corners, and the fact that it has no traction control is only half as wild. Because the KTM 1190 RC8 R offers plenty of grip on the rear wheel. The feeling for the same thing, the “ass-to-grip connection” as Christian jokingly calls it: excellent. Likewise the handling.
The less racing-like seating position bothers him more. The open knee angle is relaxed, but in the bumps of the downhill section, the toe of your boot and rest touch the ground early. In addition, the gearbox of the KTM 1190 RC8 R is not geared to race, the individual gears are quickly turned out. Frequent shifting in the somewhat hard gear is necessary. However, she does not have an automatic gearshift like the Aprilias and BMWs bring with them. So the stopwatches ultimately stop at 1:43.12 minutes.
Will it now become prey for “The Beast”, as KTM has somberly named the 1290 Super Duke R? In this comparison it occupies a special position. While Aprilia and BMW use the chassis and engine base of the athletes, only tailored for road use, the KTM 1290 Super Duke R has a completely different chassis than the RC8 R. Although it uses the same engine base, but with more Displacement. And step into the ring with traction control and ABS.
The attack by the KTM 1290 Super Duke R takes two quick laps, then Kelle is back in the pits. Too little lean angle, too little precision. It does not have a spring strut redirection with an eccentric to adjust the rear height like the RC8 R. The only thing that helps is to strongly increase the spring preload at the rear.
KTM 1290 Super Duke R regulates too early
The adjustment ring on the shock absorber is made of plain plastic, whereas the RC8 R relies on aluminum. And offers other useful details, such as adjustable footrests, seat height and spring preload on the fork. Things the KTM 1290 Super Duke R boggles, which begs the question of where its higher price tag comes from. But the result counts. And with a more strongly pretensioned spring at the rear, contacting parts are no longer an issue. Trowel can therefore bend heartily.
The 1.3-liter Vau-Zwo reaches the corner exit like a wrecking ball, catapults the KTM 1290 Super Duke R onto the next straight and hangs on the accelerator. The traction control has its hands full, but regulates a little early. It cannot be adjusted. But it is better not to switch it off in view of the torrent of torque. As much as Christian shuns the naked KTM, more than 1.45.8 min. are not in it. “The sitting position is too inactive, I can’t get enough pressure on the front wheel,” he puffs at the end. It’s not the engine, it’s under a lot of pressure and great fun. But Kelle doesn’t hit the corners as precisely as desired: “I just can’t get where I want to go.” In addition, there is always a little more movement in the KTM than with the other two Nakeds. Especially on the home stretch, where the stirring is much stronger. The brakes, on the other hand, grapple with courage and class, but the ABS should regulate a little later. In addition, the Super Duke R lacks an automatic gearshift to make the bony gear changes faster and smoother.
In the third pairing, the sport bike repels the attack of the undisguised. But they are closer to the racetrack than expected. In any case, there have never been more powerful nakeds off the shelf.
Naked bike
KTM 1290 Super Duke R in the top test
Even the neighbors get curious
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numbers, data, facts
BILLION
The lap times of the track test.
Bumps, compressions, hanging downhill curves and an endlessly long curve followed by chicane: Alcarrás near Lleida is a really tricky course. Made to put the chassis to the test.
If you look at the recordings of the three pairings, the first thing you notice is how clearly the superbikes convert their performance advantage on the longer straights into higher top speed. But on closer inspection you can see that the naked women are not standing there with their pants down. The Aprilia Tuono V4 R cuts a few corners faster than the Aprilia RSV4 R, especially in the first third of the route.
But Alcarrás is a route on which one thing is particularly important: a lot of feeling for and trust in the front wheel. With all the maneuverability of the naked because of their relaxed sitting position and the larger lever arm of their wide handlebars, are
the athletes have an advantage because of their stiffer chassis. In addition, the forward-leaning riders put much more pressure on the front wheel than their upright colleagues. This results in more intensive feedback from the front wheel and confidence for large lean angles. This becomes particularly clear in the selective, fast downhill links (Vmax in depression 3).
BILLION
Speed and distance of the track test.
Without crystal clear feedback from the front wheel and the grip, nothing works there. And because there is also a need for lean angles, the Aprilia RSV4 R and KTM 1190 RC8 R in particular take a few meters off their undisguised comrades here.
In principle, the naked bikes have good cards in the chicane (red area). The upright sitting position and wide handlebars support the swift turning. But there the athletes maintain their lead because they tend to drive even tighter lines at the exit of a curve. Only the BMW S 1000 R masters this passage as quickly as the BMW HP4 thanks to the partially active chassis.
Performance measurement
BILLION
Performance measurement
Clearly recognizable: the street-oriented set-up of the nakeds and the performance-oriented one of the athletes, who add a few more briquettes at high speeds. The torque curve of the KTM 1290 Super Duke R thrones respectfully above all others. And this is how it goes at the exit of the curve. It delivers more power than the RC8 R over the entire speed range.
The BMW S 1000 R also shows the superbike what a rake is when it comes to torque. It is clearly ahead of the HP4 at up to 10,000 rpm, the area relevant on the country road.
At Aprilia, the RSV4 R can only set itself apart from the Tuono V4 R from 9500 rpm, thanks to the variable intake funnel, whose performance curve drops again at 500 rpm before the gently starting limiter, while the RSV4 runs into the limiter quite suddenly.
Set up
| Aprilia RSV4 R |
Aprilia Tuono V4 R |
BMW HP4 |
BMW S 1000 R |
KTM RC8 R |
KTM 1290 super Duke R |
|
| Fork* | ||||||
| Rebound | 6 K | 5 K | semi-active landing gear, attitude “Slick” |
semi-active landing gear, attitude “Hard” |
10 K | 10 K |
| Pressure level | 2 K | 4 K | 10 K | 2 K | ||
| Spring base | 5 U | 5 U | 2.5 U | – | ||
| Shock absorber * | ||||||
| Rebound | 8 K | 8 K | semi-active landing gear, “Slick” setting, Damping + 4 |
semi-active landing gear, attitude “Hard” |
12 K | 10 K |
| Low compression | 0.5 U | 0.5 U | 12 K | 3 K | ||
| Pressure level high | – | – | 1.5 U | 1 U | ||
| Stat. Negative travel | 5 mm | 5 mm | 15 mm | 12 mm | 15 mm | 12 mm |
| * K = clicks; U = revolutions, counted from the closed state; with spring base: U = revolutions, counted from the open position |
||||||
Aprilia RSV4 R
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For a 1000cc, the Aprilia RSV4 R is incredibly compact.
engine
| design type |
Four-cylinder four-stroke- 65 degree V engine |
| injection | 4 x Ø 48 mm |
| coupling | Multi-panes- Oil bath clutch (Anti-hopping) |
| Bore x stroke | 78.0 x 52.3 mm |
| Displacement | 1000 cc |
| compression | 13.0: 1 |
| power |
135.3 kW (184 hp) at 12,500 rpm |
| Torque | 114 Nm at 10,000 rpm |
landing gear
| frame | Bridge frame made of aluminum |
| fork | Upside-down fork, Ø 43 mm |
| Steering damper | hydraulically |
| Brakes front / rear | Ø 320/220 mm |
| Assistance systems | ABS, traction control |
| bikes | 3.50 x 17; 6.00 x 17 |
| tires |
120/70 ZR 17; 200/55 ZR 17 |
| Tires |
Pirelli Diablo Supercorsa SC2 |
mass and weight
| wheelbase | 1420 mm |
| Steering head angle | 65.5 degrees |
| trailing | 105 mm |
| Front / rear suspension travel | 120/130 mm |
| Seat height * | 840 mm |
| Weight with full tank * | 209 kg |
| Payload * | 197 kg |
| Tank capacity / reserve | 18.5 / 4.0 liters |
| Service intervals | 10,000 km |
| price | 17,703 euros |
| Price test motorcycle | 17,703 euros |
| Additional costs | 287 euros |
| * MOTORCYCLE measurements | |
MOTORCYCLE readings
| Top speed * | 290 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.2 sec 4.5 sec 7.5 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.7 sec 3.5 sec 3.4 sec |
| Consumption country road / 100 km | 6.1 liters |
| Reach country road | 303 km |
| * Manufacturer information | |
Aprilia Tuono V4 R
www.
For a naked bike, the seating position on the Aprilia Tuono V4 R is very sporty. Flat handlebar, slightly lower notches than with the RSV4.
engine
www.
It has a slightly more moderate geometry than the RSV4 R, which is why the fork has been pushed through one ring further for even more agile handling and more steering precision.
| design type | Four-cylinder four-stroke- 65 degree V engine |
| injection |
4 x Ø 48 mm |
| coupling | Multi-panes- Oil bath clutch (Anti-hopping) |
| Bore x stroke |
78.0 x 52.3 mm |
| Displacement |
1000 cc |
| compression |
13.0: 1 |
| power | 125.0 kW (170 hp) at 11,500 rpm |
| Torque |
112 Nm at 9500 rpm |
landing gear
| frame |
Bridge frame made of aluminum |
| fork | Upside-down fork, Ø 43 mm |
| Steering damper |
hydraulically |
| Brakes front / rear |
Ø 320/220 mm |
| Assistance systems |
ABS, traction control |
| bikes |
3.50 x 17; 6.00 x 17 |
| tires | 120/70 ZR 17; 190/55 ZR 17 |
| Tires | Pirelli Diablo Supercorsa SC2 |
mass and weight
| wheelbase |
1445 mm |
| Steering head angle |
63.0 degrees |
| trailing |
107 mm |
| Front / rear suspension travel |
120/130 mm |
| Seat height * |
840 mm |
| Weight with full tank * |
216 kg |
| Payload * |
185 kg |
| Tank capacity / reserve |
18.5 / 4.0 liters |
| Service intervals |
10,000 km |
| price |
15,213 euros |
| Price test motorcycle |
15,213 euros |
| Additional costs |
287 euros |
| * MOTORCYCLE measurements | |
MOTORCYCLE readings
| Top speed * | 270 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.2 sec 4.9 sec 8.7 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.8 sec 3.7 sec 3.8 sec |
| Consumption country road / 100 km |
6.7 liters |
| Reach country road |
276 km |
| * Manufacturer information | |
BMW HP4
www.
Drive quickly and relaxed, the BMW HP4 makes it possible.
engine
| design type | Four-cylinder four-stroke- In-line engine |
| injection |
4 x Ø 48 mm |
| coupling | Multi-panes- Oil bath clutch (Anti-hopping) |
| Bore x stroke |
80.0 x 49.7 mm |
| Displacement |
999 cm³ |
| compression |
13.0: 1 |
| power | 142.0 kW (193 hp) at 13,000 rpm |
| Torque |
112 Nm at 9750 rpm |
landing gear
| frame |
Bridge frame made of aluminum |
| fork | Upside-down fork, Ø 46 mm |
| Steering damper |
hydraulically |
| Brakes front / rear |
Ø 320/220 mm |
| Assistance systems |
ABS, traction control |
| bikes |
3.50 x 17; 6.00 x 17 |
| tires | 120/70 ZR 17; 200/55 ZR 17 |
| Tires | Pirelli Diablo Supercorsa SC2 |
mass and weight
www.
The swing arm pivot point can be changed via inserts, the swing arm is at 8.5 degrees (fully extended) 1.4 degrees steeper than the R.
| wheelbase |
1423 mm |
| Steering head angle |
66.0 degrees |
| trailing |
99 mm |
| Front / rear suspension travel |
120/130 mm |
| Seat height * |
810 mm |
| Weight with full tank * |
203 kg |
| Payload * |
205 kg |
| Tank capacity / reserve |
17.5 / 4.0 liters |
| Service intervals |
10,000 km |
| price |
20,800 euros |
| Price test motorcycle |
24,500 euros² |
| Additional costs |
269 euros |
| * MOTORCYCLE measurements; ²incl. Competition package (3500 euros), consisting of: HP brake and clutch lever, HP footrest system, Sponsor sticker set and forged wheels in racing blue; Heated grips (200 euros) |
|
MOTORCYCLE readings
| Top speed * | 299 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.2 sec 4.6 sec 7.2 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.3 sec 2.9 sec 2.8 sec |
| Consumption country road / 100 km |
5.6 liters |
| Reach country road |
313 km |
| * Manufacturer information | |
BMW S 1000 R.
www.
The engine of the BMW S 1000 R is a real fun maker, but not a quiet one.
engine
www.
The pivot point is fixed in the R frame and is three millimeters lower than on the HP4.
| design type | Four-cylinder four-stroke- In-line engine |
| injection |
4 x Ø 48 mm |
| coupling | Multi-panes- Oil bath clutch (Anti-hopping) |
| Bore x stroke |
80.0 x 49.7 mm |
| Displacement |
999 cm³ |
| compression |
12.0: 1 |
| power | 118.0 kW (161 hp) at 11,000 rpm |
| Torque |
112 Nm at 9250 rpm |
landing gear
| frame | Bridge frame made of aluminum |
| fork |
Upside-down fork, Ø 46 mm |
| Steering damper | hydraulically |
| Brakes front / rear | Ø 320/220 mm |
| Assistance systems | ABS, traction control |
| bikes | 3.50 x 17; 6.00 x 17 |
| tires | 120/70 ZR 17; 190/55 ZR 17 |
| Tires | Pirelli Diablo Supercorsa SC2 |
mass and weight
www.
The traction control of the HP4 can be fine-tuned in several stages from the handlebars, which the S 1000 R cannot.
| wheelbase |
1439 mm |
| Steering head angle |
65.4 degrees |
| trailing |
99 mm |
| Front / rear suspension travel |
120/120 mm |
| Seat height * |
820 mm |
| Weight with full tank * |
207 kg |
| Payload * |
200 kg |
| Tank capacity / reserve |
17.5 / 4.0 liters |
| Service intervals |
10,000 km |
| price |
12,800 euros |
| Price test motorcycle |
14,500 euros³ |
| Additional costs |
390 euros |
| * MOTORCYCLE measurements; ³incl. Sports package (790 euros), consisting of: shift assistant, DTC, cruise control and Driving Modes Pro; Dynamic package (910 euros), consisting of: DDC, heated grips, engine spoiler and LED indicators |
|
MOTORCYCLE readings
| Top speed * | 258 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.3 sec 4.9 sec 8.1 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
2.8 sec
2.9 sec
2.8 sec
KTM 1190 RC8 R.
www.
With its angular exterior, the KTM 1190 RC8 R opened a new design era at KTM.
engine
| design type | Two-cylinder four-stroke- 75 degree V engine |
| injection |
2 x Ø 52 mm |
| coupling | Multi-panes- Oil bath clutch (Anti-hopping) |
| Bore x stroke |
105.0 x 69.0 mm |
| Displacement |
1195 cc |
| compression |
13.5: 1 |
| power | 129.0 kW (175 hp) at 10 250 rpm |
| Torque |
127 Nm at 8000 rpm |
landing gear
| frame | Steel tubular frame |
| fork | Upside-down fork, Ø 43 mm |
| Steering damper | hydraulically |
| Brakes front / rear | Ø 320/220 mm |
| Assistance systems | – |
| bikes | 3.50 x 17; 6.00 x 17 |
| tires | 120/70 ZR 17; 190/55 ZR 17 |
| Tires | Pirelli Diablo Supercorsa SC2 |
measurements and weight
www.
The suspension of the KTM RC8 R.
| wheelbase |
1425 mm |
| Steering head angle |
66.7 degrees |
| trailing |
97 mm |
| Front / rear suspension travel |
120/120 mm |
| Seat height * |
805-825 mm |
| Weight with full tank * |
205 kg |
| Payload * |
175 kg |
| Tank capacity / reserve |
16.5 / 3.5 liters |
| Service intervals |
10,000 km |
| price |
16,545 euros |
| Price test motorcycle |
16,545 euros |
| Additional costs |
200 euros |
| * MOTORCYCLE measurements | |
MOTORCYCLE readings
| Top speed * | 287 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.2 sec 4.8 sec 8.2 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.1 sec 3.2 sec 3.3 sec |
| Consumption country road / 100 km |
5.6 liters |
| Reach country road |
295 km |
| * Manufacturer information | |
KTM 1290 Super Duke R.
www.
The KTM 1290 Super Duke R does not have a spring strut redirection with an eccentric to adjust the rear height like the RC8 R..
engine
| design type | Two-cylinder four-stroke- 75 degree V engine |
| injection |
2 x Ø 56 mm |
| coupling | Multi-panes- Oil bath clutch (Anti-hopping) |
| Bore x stroke |
108.0 x 71.0 mm |
| Displacement |
1301 cc |
| compression |
13.2: 1 |
| power | 127.0 kW (173 hp) at 8870 rpm |
| Torque |
144 Nm at 6500 rpm |
landing gear
| frame | Steel tubular frame |
| fork | Upside-down fork, Ø 48 mm |
| Steering damper | hydraulically |
| Brakes front / rear | Ø 320/240 mm |
| Assistance systems | ABS, traction control |
| bikes | 3.50 x 17; 6.00 x 17 |
| tires | 120/70 ZR 17; 190/55 ZR 17 |
| Tires | Pirelli Diablo Supercorsa SC2 |
mass and weight
| wheelbase |
1482 mm |
| Steering head angle |
65.1 degrees |
| trailing |
107 mm |
| Front / rear suspension travel |
125/156 mm |
| Seat height * |
830 mm |
| Weight with full tank * |
213 kg |
| Payload * |
193 kg |
| Tank capacity / reserve |
18.0 / 3.5 liters |
| Service intervals |
15,000 km |
| price |
15,495 euros |
| Price test motorcycle |
15,495 euros |
| Additional costs |
200 euros |
| * MOTORCYCLE measurements | |
MOTORCYCLE readings
| Top speed * | 290 km / h |
| acceleration 0-100 km / h 0-140 km / h 0-200 km / h |
3.3 sec 4.9 sec 8.8 sec |
| Draft 60-100 km / h 100-140 km / h 140-180 km / h |
3.4 sec 3.4 sec 3.8 sec |
| Consumption country road / 100 km |
6.0 liters |
| Reach country road |
300 km |
| * Manufacturer information | |
Conclusion
65 photos
Pictures: Aprilia RSV4 R, Tuono V4 R, BMW HP4, S 1000 R, KTM RC8 R, 1290 Super Duke R in the test
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