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

Your right hand commands up to 173 hp, the body braces itself unprotected from the hurricane and the super sports chassis tempt you to explore the limits. In this power naked bike side-by-side test, two and three cylinder engines as well as V4 engines compete against each other, the Aprilia Tuono 1100 Factory, Ducati Monster 1200 R, KTM 1290 Super Duke R and Triumph Speed Triple R.

Are they the price of creation? Or did somebody simply forget to pull the emergency brake on the way to higher, faster, further? What is clear: It can be discussed how much sense it makes to pack 173 hp into bikes that very clearly focus on road slalom with a storm-swept fresh air seat, wide handlebars and upright seating position. What can be discussed in particular is the issue of whether it makes sense to electronically domesticate this exorbitant power with various mappings, traction, wheelie and launch controls.

However, you could ignore all of the fundamental issues, press the starter button and simply enjoy this tingling combination. This highly explosive mixture of advanced technology, boundless power and real emotion of riding motorcycles. Precisely herein lies the appeal of power naked bikes. They are strong, beautiful and sexy – but not cheap.

What unites the four besides the noble approach? The fact that no inline four-cylinder engine lies between its frame pipes. The side-by-side test of the inline fours will take place as soon as the new MT-10 from Yamaha arrives in the country.  But for now: Open fire for the power naked side-by-side test 2016. The fuse is lit – 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.

 

Engine

The name says it all: On a motorcycle, the engine largely also influences the character of the machine. Four different engines, four different characters? An interesting question.

Power nakeds – the initial spark was given by Triumph. With the Speed Triple in 1994. 22 years after the big bang, the three-cylinder sharpened the blades for the fourth time in its history just in time for the 2016 season. New pistons, crankshaft, camshafts, narrower throttle valve diameters, modified gearbox and upgraded electronics spearhead a total of 104 modifications to the venerable triplet. And what do the powerhouse disciples say? 132 hp. On the test bench, the new Triumph Speed Triple R does not shell out a single horse more than beforehand. Despite the promised 138 hp. And what do the connoisseurs say? So what? Because the attention has refined the already well-bred trident even more. Is this really still a piston engine? As silky smooth like a turbine, the Triple is more sensitive than its predecessor, even at idle. A revelation at the curve apex. The propellant engages soft as butter, tenths of a second later climbing to its almost horizontal torque plateau. From 4,000 rpm there are over 100 Nm, conveying their power in a very unique and distinguished way. The Triumph driver will never feel stressed by the constant thrust. He will never be surprised. Not to mention the revised shifting with precise gear shifts and the easier to pull clutch keep the power flow even smoother. Great! Just like the upgraded electronics of the Triumph Speed Triple R, which now have a setting for every taste with five mappings (Rain, Road, Sport, Track, Rider). And ultimately there are only a couple tenths of a second in the acceleration, the aforementioned little relevant top speed of 250 km/h and, perhaps, the less emotional character (despite all the finesse) that are keeping the famous three-cylinder from its place in the sun.

It can share its third place in the engine rating with the V2 of the Ducati Monster 1200 R, which was also upgraded for the 2016 season. Because it too must confess. Of the 159 hp promised in the advertising, 150 remain in the vehicle registration and 147 on the test bench. And what do the connoisseurs say this time? It is still more than the 141 hp of the S-version and the 136 hp of the standard Monster 1200. More than enough for the country highway anyway. True. The expense for the power boost remains manageable. Throttle valve cross-sections enlarged from 53 to 56 mm, compression increased from 12.5 to 13.0 and the manifold inflated from 50 to 58 mm gave the R-engine more oomph. Nothing about the fundamental character of the most powerful “Mostro” of all time changed. If the propellant had overcome the troubles with the traditionally tough rotating starter and the somewhat untidy manners under 3,000 rpm, everything would be good. Pulsating finely, it thumps up the speed latter. Not annoying, certainly not exciting, but always present. V2 feeling at its best. Also acoustically. Despite the Euro 4 homologation, it throbs bassy, but in a socially-acceptable manner from the exhaust enlarged by two litres.

In any case, you like to keep in contact with the engine compartment. A bit more abrasive compared to the Triumph Speed Triple R, but still well-behaved, the V-engine of the Ducati Monster 1200 R responds at the curve apex, then pushes ahead with the powerful drive, lively and charged with emotion. You catch yourself time and again involuntarily allowing the L-engine to drop in speed in order to experience the mixture of rich acceleration and the massaging engine running. The somewhat stiff clutch and the easy-catching shifting do not stand out in the exhilarating brake-and-go operation and are first noticeable at a more contemplative speed or in city traffic. Not to mention how the ultimately so well-behaved Ducati Monster 1200 R can do without the 107 hp power-limited urban mode: The choice between the zippy sports mode and the somewhat more discreetly appealing touring mode is solely a matter of temperament.

Speaking of temperament, the Aprilia Tuono 1100 V4 Factory feels like it was called into action. And to get straight to the point: The V4 of the Tuono is the most emotionally-charged engine that can be installed between two wheels. The acoustics alone are fantastic when the four-cylinder babbles at idle. It is a tapestry of sound woven from chomping mechanics and muffled thunder. Goose pimples. Even if slightly less noise wouldn’t do this ear candy any harm. Last year, engineers gifted 77 cm³ more cylinder capacity, thereby stocking up the torque by about ten per cent and increasing the power to a measured 170 hp. A number that gives you an idea of what it is like to ride in the saddle of thunderbolts. Greedy like a ravenous lion, the Aprilia Tuono 1100 V4 Factory bites into the corner exit, the front flicks skyward even with a moderate pull on the electronic throttle cable, pushing ahead with unprecedented ease. Even the gear change becomes an experience when the next higher gear is clicked into with the standard shifting assistant. If you look closely, you will see that the Italians very deliberately staged the emo trip, with lighter connecting rods (100 grammes less per connecting rod!) and above all a shorter gear ratio (chain pinion with 15 instead of 16 teeth) help out. The inferior torque of the V4 in an objective comparison up to 8,000 rpm (see performance chart) is subjectively concealed the best by the Aprilia. For its smaller weaknesses, such as the too long of a thinking pause by the shifting assistant, the load change impact and the somewhat indifferent clutch, the Tuono ultimately redeems itself with clear facts: the best acceleration and torque values. An important argument in this group.

A claim that the KTM 1290 Super Duke R would have liked to make for itself. The fact that the 178 hp “beast” advertised when presented in 2014 was outed in real life with a measured 166 hp will ultimately only be taken badly by the regulars’ table. Above all because the Austrians instilled the best manners with the 1301 cm³ biggest capacity drive of the group of four. The 75-degree V2 got going spotlessly, banged away perfectly controlled through the speed range, changes load minimally, is well-behaved in all mapping versions (Sport, Street, Rain), can be shifted smoothly, has a free-moving clutch and ultimately acts like one unit with this appearance. Yes, its tremendous potential is hidden by these famous manners. But those who sew the wind on the e-gas throttle will reap the whirlwind with the KTM 1290 Super Duke R. A mighty one. The power V2 only loses one tenth during the drag duel to 140 km/h to the powerhouse Aprilia Tuono 1100 V4 Factory. And because the Super Duke propellant perfectly combines this tremendous pressure with its finely polished appearance, it gets the victory in the engine rating. By far.

Chassis

With high quality suspension elements, super sporty tyres as well as an upright seating position, the power nakeds sound the country highway attack. What draws the liveliest line?

After such a convincing performance in the engine rating, the KTM 1290 Super Duke R is also self-confident in terms of the chassis. Tube frames typical of the brand and the first single-arm swingarm in the company’s history are evidence of consistency and courage to innovate. However, the duchess remains down to earth with its geometry. The values for trail (107 mm), steering angle (65.1 degrees) and wheelbase (1482 mm) weight the stability more than the handiness. A record-breaking long swingarm (610 mm) is also intended to provide quietness and traction. It is noticed when nearly 168 hp tear at the chain and a wind-swept driver clings to the wide handlebars. The Austrian thus clarifies its path and also harmonises surprisingly well with the Dunlop Sportsmart 2 that is somewhat bony on other machines. However: It is not lively with this orientation, always requiring more force in narrow track when turning. The somewhat shuddering fork of the WP suspension as well as the strut directly attached to the swingarm that works without any deflection levers were able to put away any minor unevenness smoothly. Basically no reason to complain. In the tight-spread power bike field, however, one scratch in the otherwise flawless orange paint is enough to lose crucial ground.

If you abandon the shortest trail of the quartet at 89 mm just once, the new Ducati Monster 1200 R is on a rather moderate path when it comes to the chassis geometry. Why is it different? After all, its two sisters, the base and S-version, have already been following their paths confidently for two years. The R-edition documents its sportier claim with a 15 mm raised ride height, lighter forged wheels, suspension elements from Öhlins and a 200-series rear tyre. The R-monster therefore achieves a decent result on the scale. At 212 kg, the R is therefore 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 be distanced from this squad. Another plus point is provided by the Öhlins parts. They sensitively scan the terrain, combining clear feedback with comfort that is proper for such a sporty concept. In addition, the Duc can take curves even more adventurously due to the two degree larger freedom of an inclined position, providing for high spirits when taking corners with a precise and emphasised neutral steering behaviour as well as lively handling. It does not have to make amends once for the 200-series show roller that is cumbersome in this respect. Ultimately, the Ducati Monster 1200 R consistently benefits from the technical appreciation – it must be classified just behind the very dense competition.

The fact that the Triumph Speed Triple R also succeeds here would not have been so readily expected even by anglophile fun bike freaks. For apart from the Öhlins fork, incidentally the same type as in the Ducati Monster 1200 R, and the strut also from Sweden, the R-edition of the speedy is unchanged as regards the chassis compared to the lower priced S-version. In this respect, the Briton with the Öhlins combination provides just as successful of an appearance as those of the Italians. This is in particular true of the fork with separate damping (right strut traction phase, left pressure phase) imposed with a sensitive response. Ultimately, however, it is more than just the Öhlins parts that contribute to the crystal-clear feedback and the precise steering and curve stability, which is a touch more superior than the Ducati. The steepest steering angle and the shortest wheelbase in the field also allow the speedy to take the corners on part with the rest of the trio, despite a couple of kilogrammes more on the ribs and heavy-feeling front due to the massive engine.

Nevertheless, the Triumph Speed Triple R, together with the rest of the trio, have to bow to the corner star from Veneto. Don’t worry, the Aprilia Tuono 1100 V4 Factory also does not play the extreme chassis geometry card. On the contrary. In the first-gear corners, it is neutral, quickly redeeming the expectant appearance already in the somewhat speedy corners.  The Aprilia is like the proverbial board here, with the Pirelli Super Corsa SP tyres (also used in the Ducati Monster 1200 R and Triumph Speed Triple R) taking a line as precise as a slot car on a model race track. The development strategy rather atypical for this group (soft tuned suspension elements, 18 mm lower ride height) is surprising, but removes the Tuono a bit further from its origins, the super bike RSV4. It’s a good thing, because the result justifies this path. With grandiose road holding, excellent steering precision, limitless inclined position freedom and super stable straight running, the Tuono generates a real basic trust with its rider, even compensating for the still stiff suspension tuning with great feedback. Ultimately, the successful chassis package therefore overtaking the truly upgraded competition. Complimenti.

Everyday

Life isn’t all roses, says the Englishman. Das Leben ist kein Ponyhof [literally: life is not a pony ranch] says the German. Even such consistently sporty-oriented concepts have to prove themselves when getting breakfast rolls or on weekend tours. But which sports suit is best suited for field days?

Everyday life. Those who approach the Aprilia Tuono 1100 V4 Factory with this term will likely also look for a weather-proof membrane in the latest drag from Versace. Everyday life: Aprilia understands this to mean the everyday glamorous appearance. Such as the polished edges of the frame and swingarm. Or the styled frame rear in the Factory version taken from the RSV4. Or the sleek front covering in which the somewhat dimly lit headlights are stuck. Even the Spartan emergency seat for the passenger and – grinding teeth – the scarce range due to the stately consumption (6.6 litres / 100 km). Everything is accepted. For the upholstered seat, softer compared to last year’s model change, and the 15 mm reduced seat height offer more comfort than expected. The somewhat flatter handlebars bring more pressure to the front. No one expects more concessions for everyday life from the Tuono.

This was true at the start of its career as well as for the Triumph Speed Triple R. But an affable pal was developed from the street-righting revolutionary bike of the time. Especially after the recent retouching You sit comfortably on the new, somewhat narrower seat. The modified tank allows for a slimmer knee grip. Its 15.5 litre volume (reduced by 2 litres) fortunately compensates for the consumption of 100 km (lowered by a half litre). While the triplet driver may like the look of the new stylish handlebar end mirror, the rear view into the low-mounted parts is annoying in the long run. And otherwise? The Triumph Speed Triple R has been nicely spruced up with many high quality looking screws (for example on the rear frame), fine weld seams or LED indicators. Hardly anyone will notice that its steering damper is missing and it falls a few points short of the Ducati Monster 1200 R. The Italian wins these points (no doubt about it) with its unexpectedly comfortable passenger seat, large rear-view mirrors and the largest range (360 km) of the four.

Brutal facts? Moreover, not of crucial importance for a naked muscle bike? That may be. But with a sleek finish, loving care for details, the colourful (even if fading in direct sunlight) display with the freshly integrated gear indicator, the Ducati Monster 1200 R also documents the exceptionally high level of workmanship in this class. The fact that of all things a mundane reserve warning lamp is in the fine display instead of a fuel gauge and on the rear wheel an angle valve was skimped on could be taken really badly. But the cute-comfortable seat or the easy to use menu quickly direct your concentration back to the more essential things.

The KTM rider can only laugh about people who want to dispute the selection of priorities in the British-Italian dialogue. The successful ergonomics alone continue to dominate the feel on the Super Duke R. An open knee angle, a very slightly forward angled seating position, a comfortable seat, slender knee grip – the beast rides in a gentlemen style, not a rodeo style. Otherwise the KTM 1290 Super Duke R is also less playful. Instead it is appealing, from the unfussy display to the beautiful milled and cast parts to the finely adjustable handlebars or the smooth levers with a technically cooler and yet brilliant workmanship. Ultimately it cannot distance itself decisively in the aforementioned high-class field, but it surprises with an universality that is unexpected for such a concept. It is a compelling argument in everyday life.

Safety

The power nakeds offer more than just the sprint to the finish in a high-tech manner. Electronic assistance systems and highly sophisticated ABS controls span an effective safety network for the speedy performance.

A glance at the table below shows: The power quartet is closer together when it comes to the topic of safety than with any other criterion. Just four points lie between the first and fourth-placed bike in the field. The focus on the evaluation in this criterion can already be determined in the points scale. 120 of the total 150 points to be awarded are given for the performance of the braking system as well as the control quality of the ABS. It is a very challenging issue in this segment in particular. Because the relatively short wheelbase and the high centre of gravity of naked bikes with the rider sitting upright form an unholy alliance during extreme deceleration, making this species extremely vulnerable to rolling over. Recapturing the horde brimming with horsepower requires not just powerful, but also sensitively controlled brakes. Brembo developed brakes to address the first issue, incidentally also in MotoGP sports. All four manufacturers rely on fine monoblock callipers from the Italian specialist.

It is amazing that the otherwise technically so heavily equipped Aprilia Tuono 1100 V4 Factory is the only one that is somewhat stingy with the conventional, i.e. axially operated, hand brake pump. Compared to the radial pumps of the remaining trio, it loses a little bit with metering, but this is considerable when it comes to the image. Perhaps the guys from Veneto invested the money saved into the electronics instead. Because with separate and independently adjustable traction, wheelie and launch controls, selectable drag torque control on top of that and variable response behaviour, the technicians reached very deep into the copper wire crate. And: The controls are gentle and intervene such that they are hardly noticed. The ABS, however, only controls to regulate stoppies in the third of a total of three stages. Clearly the best choice for the rural highway.

Those who want to brake with the Triumph Speed Triple R while sparing their nerves have to choose the road mode. This keeps the rear on the ground despite good deceleration, even with brute braking. In contrast to the Aprilia Tuono 1100 V4 Factory, the Britons couple the coordination of ABS, response behaviour and traction control (like all the others) into the mappings (Rain, Road, Sport, Track). This works best on the rural highway, degrading the freely configurable Rider mode into a playground for stunt or racing freaks. But savings were also made with the Briton. The Speedy is the only of the four that does not have a steering damper. A lifeline should especially be attached to the accentuated top steering geometry.

As with the engine, the KTM 1290 Super Duke R also remains professionally unspectacular with the topic of safety. Or is it just because of its aplomb? Because of the greatly metered single-finger brake, which neatly holds the rear on the asphalt in Rain and Street mode? Or because of the Dunlop Sportsmart 2, that – like the Pirelli Super Corsa SP-tyred others – also only makes the Super Duke R moderate with braking? The fact is: Stress remains, once again, a foreign word to 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, saddle and brake disc in the test field and this combination towers over all the others, you have to know one thing: Even in the most defensive of the three stages, the Monster can start to roll over during extreme turns, its slender lead only rescued by the aforementioned exorbitant braking performance, the exceptionally fine controllability of the stoppers from the Panigale and also the lowest tendency for kickback.

Costs

Even if the manufacturers tout truly proud prices for their power nakeds, one thing applies: Long service intervals or a low consumption not only help to save, but also are evidence of the technical maturity.

Looking at petrol, maintenance or inspection costs sounds like petty nitpicking with acquisition costs up to nearly EUR 19,000. But it is not. The importance of fuel consumption in particular reflects the mindset of most technically-minded motorcyclists. And not just because of the increased environmental awareness. Especially in light of the Euro 4 standard, which has applied since the start of this year, economical engines testify to a sophisticated state of development. The length of the inspection interval is, just like the generosity of the warranty, more an indicator of reliability of the technology and everyday road capability with the annual mileages that are tending to be lower.

Oh yes, everyday life. The Aprilia Tuono 1100 V4 Factory wasn’t able to score much in the everyday evaluation with the depths of life. It’s no surprise that it eludes earthly constraints here too. Already when it comes to consumption the dapper Italian sets the top value in this class: The V4 presses 6.6 litres per 100 kilometres, easily a litre more with speedy riding, through its injection nozzles. It is not contemporary. The comparatively expensive inspections and resulting high costs of maintenance are also due to the technically sophisticated engine concept.

The KTM 1290 Super Duke R does considerably better. With nice 15,000 km intervals and no-frills technology, the Super Duke R sets a notable counterpoint, especially with the visits to the workshop. It is elegantly reserved both with the aforementioned long times between service as well as the inspection costs themselves. It is too bad that the large-volume Austrian is not as stingy with the petrol consumption and with 5.8 litres / 100 km inhales about one litre more than the British-Italian competition and therefore is ignoring the trend of the times.

The upgraded and finely honed technology noticed at Ducati in recent years benefits the Monster here. Like the KTM 1290 Super Duke R, the Ducati Monster 1200 R also only has to be serviced every 15,000 km. The complicated valve play setting for the desmodromic valve only has to be done every 30,000 km. Also in terms of consumption (4.9 litres / 100 km) the lady from Bologna is pleasantly restrained, thereby narrowly pushing behind the Triumph Speed Triple R.

Despite its origins in the British Midlands, the Triumph Speed Triple R puts the so-called Scottish stinginess in the limelight. With the smallest thirst (4.7 litres / 100 km) on the nevertheless moderately driven consumption round, the lowest maintenance costs and the voluntary warranty extension to four years, the bottom line is that the Briton is the financially most attractive package of the quartet – in any event with the purchase price of EUR 14,650, which is at least EUR 1,500 less than the competition.

Conclusion

Even if the concepts are still emotional, the conclusion will be level-headed in the end. The result of a head-to-head race.

The battle is over. But before the winner is settled: Brute power, precise driving behaviour and racy looks generate driving pleasure at its best. Namely on all four naked bikes. However, it is ultimately nuances that decide on placement or victory due to the unique conceptual orientation of this quartet. Only the Aprilia Tuono 1100 V4 Factory loses ground to the rest of the trio with minor missteps, such as the high consumption and comparatively slightly rougher engine, in order to nevertheless reconcile with the grandiose chassis and highly emotional overall package.

With the current makeover of the Speedy, Triumph has again found the executive suite of the powerhouse segment. It convinces as the most well-behaved triplet – and not least due to the moderate financial claims. The comparatively very high priced Ducati Monster 1200 R stands out with its sensitive suspension, top brakes and a first-class finish.

Ultimately, however, the most uniform overall package prevails. A brute engine in a pleasant package – with this combination, the KTM 1290 Super Duke R brings home the victory.

 

MOTORRAD points rating overview

	Max. number of 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
Chassis	250	196	190	183	192
Everyday	250	125	141	147	137
Safety	250	114	118	117	115
Costs	250	43	61	56	62
Overall ranking	1000	675	705	707	701
Placement		4th	2nd	1st	3rd
Pride-performance mark	1.0	3.3	3.0	2.3	1.6

Price-performance winner: Triumph Speed Triple R – the Speed Triple has a positive result in the group of beautiful and expensive bikes. Especially financially.

 

Technical specifications -Aprilia Tuono 1100 Factory, Ducati Monster 1200 R, KTM 1290 Super Duke R, Triumph Speed Triple R

 

	Aprilia Tuono V4 1100 Factory	Ducati Monster 1200 R	KTM 1290 Super Duke R	Triumph Speed Triple R
Model year	2016	2015	206	2016
Engine
Number of cylinders, design	4, V-motor	2, V-motor	2, V-motor	3, in-line engine
Bore / stroke	81.0 / 52.3 mm	106.0 / 67.9 mm	108.0 / 71.0 mm	79.0 / 71.4 mm
Displacement	1077 cm³	1198 cm³	1301 cm³	1050 cm³
Valves per cylinder	Four valves per cylinder	Four valves per cylinder	Four valves	Four valves per cylinder
Compression	13.0	13.0	13.2	12.3
Output	129.0 kW (173.0 HP) at 11,000 rpm	112.0 kW (150.0 HP) at 9,250 rpm	127.0 kW (170.0 HP) at 8,870 rpm	103.0 kW (138.0 hp) at 9,500 rpm
Max. torque	121 Nm	131 Nm	144 Nm	112 Nm
Number of gears	Not stated	Six-speed transmission	Six-speed transmission	Six-speed transmission
Rear-wheel drive	O-ring chain	O-ring chain	x-ring chain	x-ring chain
Chassis, wheels, brakes
Frame	Bridge frame	Steel tube frame, co-load-bearing engine	Steel tube frame, co-load-bearing engine	Bridge frame
Front/rear spring deflection	111 mm / 132 mm	130 mm / 159 mm	125 mm / 156 mm	120 mm / 130 mm
Tyres	120/70 ZR 17, 200/55 ZR 17	120/70 ZR 17, 200/55 ZR 17	120/70 ZR 17, 190/55 ZR 17	120/70 ZR 17, 190/55 ZR 17
Front/rear brake	320 mm four-piston fixed calliper / 220 mm dual-piston floating calliper	330 mm four-piston fixed callipers / 245 mm dual-piston fixed calliper	320 mm four-piston fixed callipers / 240 mm dual-piston fixed calliper	320 mm four-piston fixed callipers / 255 mm dual-piston floating calliper
ABS	Yes	Yes	Yes	Yes
Dimensions and weights
Wheel base	1450 mm	1509 mm	1482 mm	1445 mm
Steering head angle	63.0°	65.7 °	65.1 °	67.1 °
Trail	107 mm	89 mm	107 mm	91 mm
Dead weight with a full tank of petrol	205 kg	Not stated	Not stated	Not stated
Seat height	825 mm	Not stated	835 mm	825 mm
Permissible total weight	401 kg	390 kg	406 kg	414 kg
Maximum speed	280 km/h	255 km/h	290 km/h	250 km/h
Price
New price	EUR 17990	EUR 18390	EUR 15895	EUR 14200