Aprilia Tuono V4 1100 RR, BMW S 1000 XR, Yamaha YZF-R1 and KTM 1290 Super Adventure

When it comes to motorbike riding, corners are the salt in the soup. And if it is a matter of cornering quickly, discussion as to which type of motorcycle holds the trump cards in its hand quickly becomes heated. Naked bike? Crossover bike? Sports bike? Or even the travel enduro? A self-experiment.

How this topic came up is no longer entirely clear. It was at a morning conference. And somehow the discussion worked its way around to the most stress-free and quickest way to make your way across the countryside. “Cylinder capacity, or better yet, power cannot be replaced“, someone threw out. This practically demanded opposition. “Rubbish, first and foremost you need a good, tight chassis,” was the quickly issued counter-argument. “But not in a sports bike, which belong on the race track, a naked bike with power, that’s the way forward.”

“Nonsense, on country roads I can do way better with a big enduro.” That hit home. “Surely not with such a heavy-weight“, someone uttered shyly from the corner. “A good rider is fast on any bike.” was the prompt response from another. It was all about to kick off. In such a case there is only one solution: go for a drive. Ultimately it all comes down to which concept the cornering demons find easiest, and which just causes stress. And whether an experienced, faster rider will cope differently with the concepts compared to an average Joe. Top tester Karsten Schwers will put his foot down, serving as our experienced test professional, while MOTORRAD employee Sebastian “Basti” Schmidt will climb on board as our experienced average rider.

The bikes used represent the most powerful in each category

The test subjects to take part in this story were quickly agreed upon. Nothing of mere average quality. Instead we have machines that pack a punch and are among the strongest and sharpest that each category has to offer: Aprilia’s superbike derivative, the Aprilia Tuono V4 1100 RR will represent the sporty naked bikes faction. The KTM 1290 Super Adventure represents the high-cylinder-capacity travel enduros. The BMW S 1000 XR is to fly the flag for the crossover bikes and the Yamaha YZF-R1 will line up for the sports bikes.

However, because emotion can all too easily deceive, indisputable data recording will be used to record what happens with each concept – always within the bounds of the law of course. And at the same time, a few truisms will be put to the test. And of course this will all take place on our favourite winter test track – a small, winding pass in the south of France (see test tracks page), where pleasant conditions prevail even at this time of year. There both drivers must attach the corners and bends at speed, where possible with the same degree of commitment. And both uphill and downhill.

The Yamaha YZF-R1 is off like a rocket

Well, none of the four bikes are lacking in power. After all, the field ranges from the BMW S 1000 XR and KTM 1290 Super Adventure with 158 HP to the 197 HP Yamaha YZF-R1. The Aprilia Tuono V4 1100 RR falls in the middle with 173 HP. But is the huge 1290 series twin from KTM of advantage here? Or does the hefty peak power advantage of an R1 really translate into more speed?

It would appear so, for when the Yamaha four-cylinder lets rip, the R1 is off like a rocket. That said, its afterburner only really ignites at 7,000 rpm. But then it does so with a show of force. Too bad that in first gear there are almost a good gut 80 km/h on the clock. The thing revs like crazy, but also has a long ratio. A blessing on the race track, but here it is a curse. If it is a matter of speed, then the first and second gears on the Yamaha YZF-R1 are continually in use. And on the winding roads the clutch occasionally comes into use in a manner perfectly befitting of the 125 series – even just to smooth over the initial load change jolts. “The rapid power increase, always calling up the power in a controlled fashion, this takes it out of you in the long run,“ admits Sebastian. “The hard throttle response and the power delivery delivered at top power convey notably more stress at the same speed,” agrees Karsten.

When coming out of tight bends or corners we’re not talking 120, but rather between 30 and 60 km/h. In first, second, or ideally in third gear. And then when giving it gas there has to be some power behind it. Generous and easily dosed. The tractive power charts (see Measurement values and data recording) send a clear message. When first setting off, the KTM 1290 Super Adventure is the star on paper. Although this is also down to the short gear ratio. It is with this bike that the gear shift foot is called on the most. There’s no automatic gear unit here. Be that as it may, it gives the strongest push as it leaves the corner, regardless of which gear you’re in. The KTM tears forward with natural power, in spite of being the heaviest juggernaut of the four. However, it also shows the greatest desire to pull the front wheel into the air on the day.

“The way the KTM powers free is balsam for the soul,” enthuses Sebastian. Nonetheless, it is unable to really relax. Frequent gear shifting cannot be avoided. In short, both Karsten and Sebastian find the power output of the Aprilia Tuono V4 1100 RR and BMW S 1000 XR easier than that in the KTM 1290 Super Adventure and Yamaha YZF-R1. The two bikes flick refreshingly out of the corners, lunging resolutely into the next. The ratios are perfect for this, with direct throttle response. The easily usable power of the BMW and Aprilia really bites – even without managing their best values.

“A rigid chassis – this really makes a difference”

In this regard there was no debate. The most stable chassis in this field belongs to the Yamaha YZF-R1, of this there is no doubt. On this note: the Aprilia Tuono V4 1100 RR also has a really cracking chassis, essentially that of the RSV4 superbike. But with different damper tuning. Does the comfortable chassis tuning of the KTM 1290 Super Adventure with its long spring deflection stand opposed to fun cornering, or is it a big fish in a small pond, thanks to its semi-active chassis? Does the crossover concept of the BMW S 1000 XR with slightly more spring deflection than the sports bike really offer the happy medium?

In any case, Basti feels right at home on the KTM 1290 Super Adventure and sails it through the curves on a beautiful line, with a great-looking banking angle. He couldn’t care less about the moderate response of the fork. Upright and comfortably cushioned, the handlebars, which are as wide as a yard arm, provide him with a powerful lever with which to guide the 1/4-tonner quickly through the corners. However, this only applies up to a certain speed. Then the speed gets crunchier, the braking points later and the banking angles more daring, sensitivity and precision disappear on the big enduro, with its narrow 19-inch tyre on the front wheel and the plunging front when  braking. Jagged banking shifts cause a great deal of movement in the beam. What’s more, the the protruding front panel successfully obstructs the view of the front wheel, and the first few metres of road in front of you. However, when it comes showing digging in and holding on in the corner or driving the KTM through the tight S-shaped bends with gusto, Basti is a little too scared.

This enables him to act with more constraint. Test pro Karsten also complains about these things, but, with his experience, he still drives the KTM 1290 Super Adventure almost just as fast through the corners as he does the others. Does the Aprilia Tuono V4 1000 RR make things easier for Basti? It is easier, without the wide panelling. There is also a narrower knee contact area and a delicate sports chassis. So it is surely better when grinding out the corners, no? Only partly. The Tuono is certainly far more precise, and much lighter on its feet. However, you only really experience true joy when the conditions are perfect, that is: when the asphalt is slightly warm and the Pirelli Diablo Rosso Corsas are nicely warmed up. Only then do the sports tyres deliver the response and the grip required for reliable braking and cornering.

In the cool of the morning and on the shady and in parts damp sections of the winding road, at first Sebastian just isn’t feeling it yet. As the sun starts to provide more pleasant temperatures, Sebastian becomes more trusting and leaves his reluctance behind once on the Aprilia. The light-footed Aprilia Tuono V4 1100 RR dashes into the corners with glee, enjoying perfect response and excellent precision. “When the conditions are perfect, it’s crazily fun. However, if it is wet or cold, then you proceed as though walking on eggshells, and I feel a little detached,”, says Basti looking at both the up and the down-side. Full throttle animal Karsten grins, he has a betters feel for where the bike’s limits lie, “the Tuono is loads of fun, a snappier V4, brilliant drive, responsive and direct,“ and manages to convert its advantages into speed.

BMW S 1000 XR sufficiently comfortably tuned

Basti rejoices briefly as he climbs off the BMW S 1000 XR: “Hallelujah, what a motorbike.” Not quite as over-eagerly easy to handle as the Aprilia Tuono V4 1100 RR, but sufficiently comfortably tuned, taut enough for thrilling dynamics, the BMW chassis keeps your head clear for the fast interludes along the otherwise curvy tracks – and this regardless of the conditions.

Can the Yamaha YZF-R1 go one better? At the end of the day it does have the snappiest chassis, a genuinely sporty rocket one might even say. Firm suspension elements and a rigid aluminium bridge frame produce a combination that can withstand even the fiercest high-speed attacks. Exactly. And here there is also a bit of a fly in the ointment. For in order that full use is made of its chasis qualities, it needs speed and rather wide corners. And ideally an even road surface.

The higher the speed the more flexible the R1

This is a combination that you don’t too often find on teh open road. While in fast bends the Yamaha YZF-R1 runs almost as if by clockwork, a bit of intervention on the narrow handlebar stumps is required in tight corners. It certainly doesn’t manage these by itself. While the suspension elements provide incredible stability on even asphalt, you really have to knuckle down on bumpy terrain, especially in slow bends. No question, gentles speeds pose the greatest challenge for it. The higher the speed the more flexible this sporty rocket drives So the other way round compared to the others.

Trying to push a flying machine like this to the limit on the winding roads of the pass is a bit like flying a helicopter in your living room And this is also the experience of our stand-in testers. Test pro Karsten is indeed able to make use of the advantages of the taut, sporty chassis of the Yamaha YZF-R1, in spite of all of the side-effects, and manages to convert this into speed. However, the chassis’ of the Aprilia Tuono V4 1100 RR and the BMW S 1000 XR are the more obliging partners when it comes to laying down a fast line in a laid back fashion.

It is easier uphill than it is down

Life doesn’t always run in a straight line, on even roads – you have your ups and downs from time to time. And what previously worked, can now prove to be a hindrance. Of course, it accelerates easier downhill than up. The brakes, on the other hand, are called upon much more when going down hill. However perhaps here the vehicle concept weighs heavier than the physics? Is this perhaps the hour of reckoning for the long-legged KTM 1290 Super Adventure? It is up to our two riders to find out, on a stretch of road with tight corners and blind 180-degree turns. A tricky, tight and fast stretch of road. The subjective impressions are compared with the irrefutable measurements acquired by means of data recording (see Measurements and Data-Controlling).

In any case, it is Sebastian who first sets out on the test track on the KTM 1290 Super Adventure. Relaxed and in an elevated position with a great view of the road – this should help. But it only does so to a limited extent, for as mentioned earlier, on the ascent the V2 does drive forwards powerfully, but the KTM’s desire to pull wheelies doesn’t always allow for unbridled forward thrust. And on the downhill? “It really does become hard work to apply the brakes and slow down the heavy load with its 30-litre tank, which require a strong hand,” puffs Basti. Downhill it is almost as quick as on the race to the summit, but it is a lot more strenuous for the rider.

A different concept, more speed and less stress? Not quite. With the Aprilia Tuono V4 1100 RR it would at first appear that it is similarly quick as on the KTM 1290 Super Adventure, with the same degree of effort required – at least when riding uphill. The descent, on the other hand, asks a lit more of Sebastian, the tension increases and the speed drops. It isn’t a patch on the firmly gripping brakes of the Tuono. The high-mounted rests and the flat handlebars do look sporty, but they make the ride down the hill feel a little like riding on a cannonball. Our test pilot hangs further over the handlebars, more tense. Don’t go too fast into the corner. Finding the right braking and turning points becomes more important than making full use of the power of the V4 and its fiery drive when exiting the corner. This requires concentration. However, not as much as when on the Yamaha YZF-R1. Basti completes the test track on the superbike, shall we say, with the utmost care. And the downhill run on this bike is by far the slowest. This is certainly not without reason.

You really have to lean into the handlebars, and the weight is hard on the wrists. Particularly when braking in downhill corners. While on quick stretches the Yamaha YZF-R1 holds to its line, almost as if on rails, pressure is required on the handlebars when cornering. Especially when this is accompanied by bumps. This is by no means relaxed. And when the four-cylinder kicks in on the downhill and the heavy load hurls itself into the next corner with force, then the heart rate and adrenalin levels in less hardened drivers increase in equal measure.

More trust in KTM and BWM

In any case, Basti approaches the downhill passages with the sports-oriented Aprilia Tuono V4 1100 RR and even more so with the Yamaha YZF-R1 with respect, restraint and caution. The solid KTM 1290 Super Adventure and in particular the crossover concept in the form of the BMW S 1000 XR inspire more trust in him.

Is it their exceptional assistance systems? The relaxed, but not overly passive sitting position? Or the trust-inspiring chassis and the strong engine? Probably a combination of all of the above. In any case, he not only completes the measurement section the quickest with it, but is also equally fast in either direction.

The KTM requires the greatest physical exertion when grinding out the corners

It goes without saying, light weight is one of the most important prerequisites for light handling. Always. But it is not the only prerequisite, as only the successful combination of weight, centre of gravity, chassis geometry and sitting position produce a lively cornering demon. When attacking the bends, the Tuono steps into the foreground, swerving ceremoniously after each point of turn. The BMW masters the banking angles equally skilfully. While it may show less commitment to the cause, thanks to the broad handlebars and the casual sitting position it can be driven through the corners in a much more relaxed fashion. In spite of being the second heaviest in the field. In this respect, even the lightweight Yamaha YZF-R1 requires more physical exertion when travelling at the speed of the country roads. Its comprehensive package only unleashes its full power with an active rider and with quick changes in banking angle, in the same way as it requires exertion on the race track. And although it is “just” 14 kilos heavier than the BMW S 1000 XR, on account of its high centre of gravity the KTM 1290 Super Adventure requires the most physical exertion when grinding out the corners. Especially on the downhill.

Karsten in any case consistently makes use of the better acceleration capacity, applying his experience to hit the corners at great speed and on all bikes is much faster downhill than up. The test pro also pushes all of the machines through the winding bends similarly briskly. He too finds the BMW S 1000 XR a touch easier to handle, not having to lean into the vehicle quite so much. However, in his case the differences when it came to speed were minor. Which ultimately only serves to confirm another truism: “A good rider is fast on anything”.

But in Karsten we are ultimately dealing with a true test pro. And with that, let’s go back to the beginning. What is the deal when it comes to driving fun vs. stress? Which concept allows you to switch off as you pillage you way through the countryside, and which asks the most of the rider? For Sebastian the answer is clear. For him, the simplest ride was on the crossover concept that is the BMW S 1000 XR. In spite of all of its immense racing qualities, the Yamaha YZF-R1 racer required the most exertion on his part. And not just physical exertion. To always apply the enormous power in a targeted manner while avoiding missing the target, that is, the braking point, the exhausting sitting position – all of this requires a great deal of concentration. Meanwhile the KTM 1290 Super Adventure travel enduro and the sporty Aprilia Tuono V4 1100 RR naked bike swing through the bends. A great deal of usable power at the lower end of the rev range make exiting the corner a relaxed affair.

For full-blooded tester Karsten, on the other hand, it makes little difference which bike he is sitting on – he is quick on all four. But even he finds the crossover to be hassle-free, whereas the superbike requires greater effort. Ultimately, however, this is only one part of the story. At the end of the day when a bike is fun to drive is base on the rider’s subjective experience. What one rider experiences as stress, is for another perhaps precisely the intense feeling they were looking for, which makes for a fun experience. Positive stress, if you like. What allows one driver to relax and switch off, another will perceive as synthetic and boring. And a bike that is too strenuous for one rider, leaves the other tired, but satisfied at the end of a long journey. It cannot be measured – it is purely subjective. And this is precisely what makes all of this so much fun.