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Ducati Streetfighter S, KTM 990 Supermoto R

Pomp & Stunk

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Basic instincts also lie dormant in high society: striving for power and vanity. Does the Ducati Streetfighter, which costs 18,700 euros, take the lead among the noble nudes, or does the KTM 990 Supermoto R, which is around 5700 euros cheaper, spoil its soup?

Since the existence of the planet there has been merciless predatory competition. The big eats the little, the strong knocks the weak, and the giant conquers the dwarf. Both the Ducati Streetfighter S and the KTM 990 Supermoto R claim the top position in the world of noble, expensive and fast naked bikes. In order to reinforce this claim, both show off with forged rims, well-known spring elements and one-piece, hard-to-grip and radially screwed brake calipers. The bikes are not stingy with carbon either; numerous parts made of the expensive carbon fibers adorn the naked burner.

Both of them are elegantly presented, but there are clearer differences in their posture: aggressive, stocky and lurking the Streetfighter, towering and upright the SMR. On the engine side, the Duc throws a real pound into the scales: it is a synthesis of the Supersport units from the 1098 and 1198, including traction control. The Italian draws 148 hp and 115 Nm of torque from the displacement of just under 1100 cubic meters. Attentive readers may be surprised by the different information on the rated power: At the presentation, the manufacturer announced 155 hp.

Either way, KTM can only look up enviously at these values. The numbers of the thousands V2 from Austria: 116 PS and 97 Nm. The test bench certifies the Ducati 159 hp and thus a whopping 11 stallions more than stated in the vehicle documents. With 121 hp, the KTM also conjures up 5 more stallions than homologated. Power is one side of the coin, properties such as power delivery and throttle response are just as much a part of the engine package as the shiftability of the transmission and smooth running.

The motors

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KTM 990 Supermoto R, Ducati Streetfighter S.

No other V2 in this performance class works as cultivated as the LC8; This drive fires silky and powerful through the speed range. From 2500 rpm the engine presents the power smoothly and smoothly, above 5500 rpm it delivers an extra portion of thrust. The Austrian only has to let the Ducati go in the open, otherwise she’ll stay with her. There is complaint about the somewhat erratic throttle response, and the gear changes are smooth, but the shift travel is quite long.

In contrast, the Italian street fighter: Its gearshift travel is short, but the gearbox is a bit clumsy. Below 3000 rpm the Italo-Twin only hesitantly implements gas commands; If the Ducati driver calls up full load below this mark, the V2 rattles and wriggles unabashedly. Above this speed, what fans love takes place: a V2 punch full of character made in Bologna. Powerful and equally civilized, the two-cylinder grabs, full yet gentle, every crankshaft rotation, every piston thrust reaches the driver directly. Unmistakable sound accompanies this experience.

Driving impression Ducati Streetfighter S

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Ducati Streetfighter S.

When it comes to the chassis, the Italian cannot match the good performance of her drive. Although it inspires in wide, flat terrain with good road holding and great feedback. For this, the Duc earned a lot of praise on the first ride on a racetrack with this characteristic. Despite its comparatively light 198 kilograms, the Streetfighter only turns stubbornly into tight corners; the smaller the radii, the more sustainable it would like to be asked to tilt.

When driving out of the bends, the Ducati makes wide arcs, and on bumps in an inclined position it stands up suddenly. There are several reasons for this. In addition to the less handling-friendly geometry, these peculiarities also cause the series tires: The Ducati does not harmonize particularly well with the Pirelli Diablo Corsa III. As a trial, PS assembled a set of Diablo Supercorsa SP from the same company, so that the Streetfighter circles the radii much more pleasantly. However, the basic problem remains in a weakened form. The rather tight, non-adjustable steering damper also contributes to the stubborn behavior – the pilot clearly notices the resistance when turning.

Another cause is the sitting position. The pilot has to stretch far to the dead straight and very low handlebars. This attitude suggests activity because it is very front-oriented; In this position, however, the rider cannot direct the bike perfectly due to the unfavorable angle. Speaking of munching, the front and rear don’t work synchronously; The fork’s tuning is soft, but it doesn’t respond particularly sensitively, the shock absorber is rock-hard. The bottom line is that the new Ducati still offers room for improvement in terms of chassis.

Driving impression KTM 990 Supermoto R

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KTM 990 Supermoto R..

The KTM is not as crisp in fast arcs as the Italian Supersport offshoot; their long suspension travel creates more movement and the feedback is a little messier. She also struggles a little with the asynchronous coordination of fork and shock absorber. This can largely be remedied in a few simple steps: Open the rebound stage of the fork almost completely, and close it far on the shock absorber. Open the high-speed compression damping at the rear up to half a turn, close the low-speed screw a little. Now the Austrian glides smoothly over even the nastiest patchwork, she also sets highlights when wagging bends.

Even with the Pirelli Dragon Supercorsa Pro, which is not famous for its outstanding handling, it pounds through all the bends, and the KTM also takes alternating bends by storm: aim, bend, done. The narrower rear tire (180/55) and the seating position play a major role in this: Measured from the ground, the KTM handlebars are 170 mm higher than those of the streetfighter; in relation to the seat height it is still a good 110 mm. The steering tube is 110 mm closer to the driver and a little wider. Ergonomically these are worlds; From this position the rider can command the bike at will.

In everyday life, fans of the noble nudes have to make small compromises: the Ducati clutch demands enormous strength, and the exhaust cover next to the right footrest is a nuisance: there is not enough space for the foot next to it. A petrol shower à la KTM can only be avoided by sticking the fuel nozzle at an angle into the fuel tank of the SMR and carefully letting the juice flow in – which also has something to do with displacement.

Data Ducati Streetfighter S

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Ducati Streetfighter S.

Ducati Streetfighter S

Drive: Two-cylinder 90-degree V-engine, four valves / cylinder, 109.0 kW (148 PS) at 9500 / min *, 115 Nm at 9500 / min *, 1099 cm³, bore / stroke: 104.0 / 64, 7 mm, compression ratio 12.5: 1, ignition / injection system, 60 mm throttle valves, hydraulically operated multi-plate dry clutch, six-speed gearbox

Landing gear: Steel tubular space frame, steering head angle: 64.4 degrees, caster: 114 mm, wheelbase: 1475 mm. Upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/127 mm

Wheels and brakes: Forged alloy wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Pirelli Diablo Corsa III. 330 mm double disc brake with four-piston fixed callipers at the front, 245 mm single disc with two-piston fixed calliper at the rear

Measurements and weight: Length / width / height: 2140/925/1135 mm, seat / handlebar height: 825/965 mm, handlebar width: 730 mm, 198 kg fully fueled, v./h .: 48.0 / 52.0%

Rear wheel power in last gear: 109 kW (148 PS) at 246 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.2 / 5.5 / 8.8 s, pulling speed 50-100 / 100-150 km / h: 5.0 / 4.3 s

Top speed: 250 km / h *

Consumption: Fuel type: Super unleaded. Average test consumption: 6.6 liters / 100 km, tank capacity 16.5 liters, range: 250 km

Base price: 18,700 euros (plus additional costs)

* Factory specification

Data KTM 990 Supermoto R

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KTM 990 Supermoto R..

KTM 990 Supermoto R.

Drive: Two-cylinder 75-degree V-engine, 4 valves / cylinder, 85 kW (116 PS) at 9000 / min *, 97 Nm at 7000 / min *, 999 cm³, bore / stroke: 101.0 / 62.4 mm, Compression ratio: 11.5: 1, ignition / injection system, 48 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox

Landing gear: Steel tubular space frame, steering head angle: 65.6 degrees, caster: 109 mm, wheelbase: 1505 mm. Upside-down fork, Ø fork inner tube: 48 mm, adjustable spring base, rebound and compression. Directly hinged central spring strut, adjustable in spring base, rebound and compression stage. Suspension travel front / rear: 160/180 mm

Wheels and brakes: Forged alloy wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Pirelli Dragon Supercorsa Pro. 305 mm double disc brake with four-piston fixed calipers at the front, 240 mm single disc with two-piston floating caliper at the rear

Measurements and weight: Length / width / height: 2150/925/1320 mm, seat / handlebar height: 875/1130 mm, handlebar width: 750 mm, 202.5 kg fully fueled, v./h .: 48.4 / 51.6%

Rear wheel power in last gear: 81.7 kW (111 PS) at 221 km / h

Driving performance: Acceleration 0-100 / 150/200 km / h: 3.3 / 6.0 / 11.0 s, pulling speed 50-100 / 100-150 km / h: 5.8 / 5.5 s

Top speed: 220 km / h *

Consumption: Fuel type: Super unleaded. Average test consumption: 7.1 liters / 100 km, tank capacity: 15 liters, range: 211 km

Base price: 12,995 euros (plus additional costs)

* Factory specification

Power and torque diagram

Power and torque diagram.

The curves of the Ducati Streetfighter S and KTM 990 Supermoto R are usually clearly apart. The Streetfighter adds a lot of briquettes, especially in the last third of the engine speed.

The Italian draws its power from a good 100 cc more displacement, which of course pays off in terms of torque.

PS judgment Ducati Streetfighter S

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Ducati Streetfighter S.

Ducati Streetfighter S

Drive: 5 stars
From 3000 rpm a great propellant: strong, lively, unique. If Ducati improves the throttle response below this mark, the Italo-Twin is a dream.

Frame: 3 stars
Asynchronicity of the front and rear as well as strange cornering behavior: there is a need for action in this regard. Great, snappy sports brake.

Ergonomics: 3 stars
Streetfighter or nasty seating position: the Ducatista crouches low and leans forward, looking enviously at the KTM driver sitting upright.

Driving pleasure: 3 stars
The Streetfighter puts you in a good mood in open, flat terrain. Power, road holding, feedback: this is where his super sports genes come into their own.

PS rating: 14 stars, 2nd place
Only second place for the much more expensive Ducati. Your seating position, which takes getting used to, and the peculiar driving behavior cost points.

HP judgment KTM 990 Supermoto R

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KTM 990 Supermoto R..

KTM 990 Supermoto R.

Drive: 4 stars
38 HP less can not be discussed away. Nevertheless, the units is an excellent playmate with great punch and excellent manners.

Frame: 4 stars
Great handling, fine manners on bumpy slopes. There is a deduction for the long spring travel, which introduces some movement into the guide and affects the feedback.

Ergonomics: 5 stars
Hardly any other bike offers such an ingenious combination of seating comfort and "Ready-to-race"-Attitude. Full marks despite the relatively hard seat.

Driving pleasure: 5 stars
A real jack-of-all-trades, this KTM. With it goes everything a sports driver’s heart desires on country roads. I beg your pardon? Not enough power? forget it!

PS rating: 18 stars, 1st place
The SMR collects plenty of stars in every criterion, and even scores fully in two. Sporty drivers cannot escape their spell.

Conclusion

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Ducati Streetfighter S, KTM 990 Supermoto R.

Conclusion: The overall package of the KTM 990 Supermoto R is fascinating; to beat it around with it is a beastly mood. She doesn’t afford any weaknesses worth mentioning, wins this comparison test and establishes herself as a constant in the nude business.

The Ducati Streetfighter S struggles with its peculiar cornering behavior on undulating surfaces and / or in tight corners. Except for the slightly resinous throttle response below 3000 rpm, its powerful drive is a real show.

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