Untitled - tcx boots

STREETFIGHTER
Shootout VIII
FIRST RIDES
2016 BMW S1000XR
2016 HARLEY-DAVIDSON SOFTAIL SLIM S
2016 HONDA CRF250R
2015 ZERO DS
RIDING MOTOFIT GREEN
GROUP TRAINING
BIKERS, BLUES AND BBQ RALLY
MOTO GUZZI MUSEUM TOUR
TROY LEE DESIGNS ADVENTURE RIDE
NINJA 300 PROJECT BIKE: PART 2
MEMORABLE MOTORCYCLE:
HONDA DREAM 250
BACKMARKER: FINISHING MIKE’S COLLECTION
PRODUCT REVIEWS
Contents
4
6 SURFACE EYE CANDY
70 FIRST RIDE 2015 ZERO DS
16 RUNNING ON FUMES EDITOR’S NOTE
80 FEATURE RIDING MOTOFIT GREEN GROUP TRAINING
18 FIRST RIDE 2016 HONDA CRF250R
88 FEATURE BIKERS BLUES AND BBQ RALLY
26 FIRST RIDE 2016 BMW S1000XR
96 FEATURE MOTO GUZZI MUSEUM TOUR
36 FIRST RIDE 2016 HARLEY-DAVIDSON SOFTTAIL SLIM S
104 FEATURE TROY LEE DESIGNS ADVENTURE RIDE
44 SHOOTOUT 2016 STREETFIGHTER SHOOTOUT VIII
112 PROJECT BIKE DOWNHILL PINNED: KAWASAKI
NINJA 300 PROJECT PART II
18 36
118 PRODUCT REVIEWS FIXT PRO TORQUE T-HANDLE
SIDI COBRA BOOTS | KNOX COVERT WATERPROOF SPORT GLOVES
126 MEMORABLE MOTORCYCLE HONDA DREAM 250 104
132 BACKMARKER FINISHING MIKE’S COLLECTION
126
5
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HONDA CRF250R
UPDATES AND CHANGES
Visually the 2016 CRF engine looks much the
same as the 2015, but internal changes are all
about higher rpms, more power and improved
reliability. A lighter piston and connecting rod
allow for higher revs while the increased compression ratio (13.5:1 to 13.8:1) heightens power.
An all-new cylinder head utilizes improved intake
and exhaust ports while lighter titanium exhaust
valves and a new cam increase the CRF250R’s
ability to rev higher, with the intake valve buckets now DLC (diamond-like coating) treated to
reduce friction. The new exhaust header features
a resonator, designed to enhance bottom-end
20
power, with larger muffler internals improving flow
and performance. A revised airbox, with a new inner duct length, feeds the engine more efficiently.
And to keep the more powerful engine cool, the
CRF’s left radiator has increased capacity.
The 2016 CRF250R still uses Showa’s Separate Function Fork, with Triple Air Chamber (SFF
TAC), but it has been updated. As before, the
air chambers are incorporated in the left leg,
while the right leg is devoted to damping. Honda
houses all three air chambers (inner chamber,
outer chamber, balance chamber) inside the
fork, which is consistent with the factory Showa
fork and helps reduce the chance of impact
2016 Honda CRF250R Specs:


•Improved overall power •Spongy clutch feel
•Great performing air fork •Air fork malfunction
•Excellent cornering
damage to the balance chamber.
Honda also switched to a new inner seal, reducing friction of the
fork legs by 25%.
When compared to the 2015
CRF250R Showa fork, pressure in the inner chamber (the
chamber that acts as the primary spring) has been reduced
to make the initial travel more
plush. A third adjustment valve
(Schrader valve) was added
to the outer chamber so pressure can be increased to resist
bottoming. (Previously, only
the inner chamber and balance
chamber could be adjusted,
while the outer chamber used
to have a bleeder so it was at
atmospheric pressure.) The forks
are now 5mm longer while the
ride height remains the same,
with the stock position of the fork
tubes in the triple clamps rising
5mm. This gives a rider more
adjustment of the fork legs if they
choose to change the height.
As with coil-spring forks, Honda
SETTINGS
Honda CRF250R Highs & Lows
Engine: Liquid-cooled,
SOHC four-stroke Single
Displacement: 249cc
Bore x Stroke: 76.8 x 53.8mm
Compression Ratio: 13.8:1
Transmission: 5-speed
Clutch: Wet multi-disc
Fueling: Keihin 46mm throttle
body
Final Drive: 13/49
Front Suspension: 49mm
inverted Showa SFF-Air TAC fork,
rebound compression damping
adjustability; 12.2 inches travel
Rear Suspension: Pro-Link
Showa single shock with
adjustable spring preload,
rebound and damping
adjustability; 12.3 inches travel
Front/Rear Brakes: Single disc,
260mm/240mm
Front/Rear Tires: 80/100-21;
120/90-19 Dunlop MX52
Wheelbase: 58.6 inches
Seat Height: 37.4 inches
Fuel Capacity: 1.7 gallons
Weight (with fuel), Approx:
231 pounds
MSRP: $7599
Suspension
Fork
Inner chamber: 156 psi
Balance chamber: 156 psi
Outer chamber: 12 psi
(we ran 6 psi)
Compression: 7 clicks out
Rebound: 29 clicks out
HPSD: 7 clicks out
Shock
Sag: 103-105mm
High-Compression:
3 turns out
Lo-Compression:
10 clicks out
Rebound: 7 clicks out
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HONDA CRF250R
recommends that most tuning be done through
valving, using the rebound and compression
adjusters. The air-chamber pressure should be
adjusted only to alter spring rate. The Showa
SFF-Air Support smartphone app can help
determine proper airpressure settings.
OUT IN THE DIRT
A lot of little revisions
and tweaks can add up
to a substantial change
and this is exactly what
Honda’s engine changes
have accomplished
on the CRF. The 2016
Honda CRF250R has
improved power from
idle all the way to the
rev limiter. Last year the
Honda wasn’t the fastest bike in the 250F class, in fact it was one of
the slowest, but a great handling chassis helped
make up for some of the missing grunt. This
year riders will be much more satisfied with
the Honda’s engine and power character. After
our day at Cahuilla Creek motocross track we
weren’t blown away with the CRF250F’s power
but still pleased it has more than last year. The
ability of the 2016 CRF250R to pull nicely all the
way to the rev limiter will make aggressive 250F
pilots happy and Honda succeeded in taking
22
away that empty feeling of the 2015 engine in
the higher rpms. The 2016 engine’s broader
powerband makes upshifting and riding a gear
high much easier than it was on the 2015 – even
down in the lower rpm.
We really like the easyto-use engine mode
select button located on
the handlebars. Three
preset maps are available, with mapping selection indicated through
blinks from the blue LED
in the button itself. One
blink for the standard
map, two for a smooth
map and three for an
aggressive map. Depending on the track and
the conditions, the stock
map (map one) works very well, while map three
(aggressive) gives the engine a more aggressive
and faster revving feel but doesn’t let the engine
rev out quite as far.
Cornering prowess is what the Honda
CRF250R is known for and thankfully that hasn’t
gone away in 2016. Revisions to the suspension retain the CRF’s balance and, as always,
the Honda remains a very easy bike to get along
with, especially when the track gets rough. The
CRF250R is at home railing ruts or carving a nice
Watch the Video...
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HONDA CRF250R
Kai Mukai 5’5”/140 lbs/Pro
My first ride on the 2016 Honda CRF250R was amazing.
The track at Cahuilla was perfect and the handling of the bike
felt great with just little adjustments to the fork and shock.
The Honda handling is sharp and precise. Even with more
bottom-end power for 2016 I’d like a little more hit.
The over-rev felt longer with more pull all the way
to the rev limiter. This bike is good for long,
rough motos.
arc in a flat corner. Some riders feel the Honda
exhibits a bit of nervousness at high speeds but
thanks to the now longer 5mm fork legs, it gives
riders the option to slide the forks down in the
triple clamps, increasing overall stability.
Overall the 2016 Honda has a very comfortable feel. It is plush and forgiving while still
holding up well in the bigger bumps and hard
landings. While we praise the Showa TAC fork,
the left leg that is home to all three air chambers
had a one-off malfunction during our first day
aboard the CRF250R. The balance chamber lost
pressure and created a pogo stick-like fork. After
refilling it we quickly discovered it was leaking,
requiring us to switch out the forks. We realize
things malfunction and can break for no reason,
but little mishaps like this make us miss conventional spring forks more every day.
The Dunlop MX52s work decently on the 2016
CRF, but we’d prefer MX32 meats in every track
24
surface minus hard-pack blue-groove. We aren’t
saying to immediately rip off the stock MX52s,
but when they are worn consider trying a set of
MX32s, as they generally improve handling.
After just one day on the new 2016 Honda
CRF250R we are happy with the changes and
like the improved overall power, especially on
top. The engine has more grunt everywhere,
allowing a rider to ride right up to the rev limiter
or upshift and use more of the added bottomto-mid grunt. In the world of air forks, the Showa
TAC fork works pretty well on the CRF250R
chassis, better than most air forks on 450s (despite its fluke failure during our testing session).
It could be due in part to the light weight of the
250, but the Showa TAC fork is plush while still
resisting bottoming, a feature not common with
most air forks. Overall the 2016 CRF250R is an
extremely likable bike with a little more get-upand-go than last year.
shootOUT
Aprilia Tuono V4 1100 RR ABS | KTM 1290 Super Duke
2 0 1 5
STREETFIGHTE
BY ADAM WAHEED • PHOTOS BY ADAM BOOTH
44
e R | Suzuki GSX-S1000 ABS
ER SHOOTOUT
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STREETFIGHTER SHOOTOUT VIII
The best of both worlds: that’s what the
liter-plus naked bike class is all about. Centered on familiar Superbike underpinnings, but
tweaked via everyday riding seat positions and
hand controls, not to mention the removal of
some slipstream-friendly body panels, Streetfighters blend equal parts speed, comfort, and
of course, style.
Aprilia offered the finest blend during our last
go, with its 2014 Tuono V4 R ABS. It handily
outpaced four-cylinder competition like BMW’s
S1000R, MV Agusta’s Brutale 1090 RR and the
Z1000 by Kawasaki. For 2016, it intends on main-
46
taining its stranglehold on the class courtesy a
big-bore variation in the Aprilia Tuono V4 1100
RR ABS (14,799). The ’16 Tuono also boasts
enhanced chassis measurements designed to
sharpen an already excellent handling package.
In the Twin segment, KTM wears the crown
having wiped the proverbial blacktop floor
against Ducati’s current-generation Monster
1200 S with its 1290 Super Duke R ($17,399).
Aside from a $300 price increase the ’15 unit
sports no changes. But that’s not a bad thing.
We especially love its hard-hitting torque-monster of an engine, long-travel and big bump-
absorbing suspension and its cozy cockpit that
takes the pain out of long rides. Readers want
to know how the Tuono stacks up against the
orange bike, and we’re about ready to find out.
After a lengthy absence from the segment,
Suzuki steps up to the plate with its all-new GSXS1000 ABS ($10,499). The GSX-S cashes in on
Suzuki’s Superbike racing domination a decade
ago by recycling its GSX-R1000 powertrain (winner of 2005 Superbike Smackdown II Shootout).
The longer-stroke mill (compared to the current
‘R’ spec engine) is harnessed inside an upright
chassis with wheel speed-sensor-equipped trac-
tion control and ABS for a fraction of the price of
its European competition.
For the eighth installment of our Streetfighter
Shootout we logged miles on our customary array
of Southern California blacktop to see, feel and
hear how these bad boys perform on the road. As
usual, we ran each bike thorough our standard
gamut of performance tests to determine which
machine reigns supreme. And as a final wrap-up
we spent an afternoon at the track with the SoCal
track days folks to cement our final thoughts.
Points were then assessed according to our faithful scorecard formula, giving us a winner.
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STREETFIGHTER SHOOTOUT VIII
SUZUKI GSX-S
Fresh metal joins the liter-sized
naked bike ranks with the addition of
Suzuki’s GSX-S1000 ABS ($10,499).
Based off Suzuki’s cultish K5-generation GSX-R1000 superbike engine, the
S model intends to win over motorcyclists with practical performance, at an
affordable price.
If dollar conservation is the primary
motivator, it’s hard to ignore the value
Suzuki offers. Fire up the calculator app
on your phone and you’ll discover it’s
48
priced nearly 30% less than the Tuono
and 40% less than the KTM. So what do
you give up for that wad of 100s? Not a
whole lot…
Electronics-wise the baby blue 1000
has both traction control (three-way
adjustable, plus ‘off’) and ABS (always
on), also standard on the European
steeds. It’s also got an adjustable suspension, with an inverted fork, digital
instrumentation and comparable powerto-weight ratio.
3
S1000 ABS
rd
PLACE
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STREETFIGHTER SHOOTOUT VIII
Yes, the smaller displacement
Inline-cylinder Suzuki gives up
almost six ponies to the 302cc
larger KTM, and more than 12
horsepower on the big-bore
Tuono. We see a similar discrepancy in the torque department, with it registering 5% less
than the Aprilia and 21% lower
than the torque monster KTM.
Yet in the acceleration tests, it
was only a few hundredths of a
second slower than the muscular V-Four to 60 mph and just
50
two-tenths slower than the Twin
across a quarter-mile.
“Basically this is a bike that
Suzuki should have built probably 10 years ago when the K5
originally came out,” says Road
Test Editor Rennie Scraysbrook,
from our sister, no brother…
never mind, sister digital magazine, Cycle News. “Obviously it
takes its engine from the K5. In
that regard it’s a brilliant engine
– everyone has always known
how good that engine is.”
Smooth, punchy and full of
character, at least for a conventional Japanese Inline Four
configuration that is, the Suzuki’s engine certainly ignites
the senses. However, its Achilles’ heel is uncharacteristically
flawed throttle response most
noticeable in lower gears.
“A little disappointed with the
on/off feeling of the throttle,” admits my CN counterpart. “When
you are on closed throttle and
you just crack it a little bit – it
Watch the Video...
does have a real hesitation.”
“Usually Suzukis are real
smooth off the bottom – real
linear. And really easy to ride,”
explains long-time Cycle News/
MotoUSA test rider Jason Abbott of Suzuki’s typically perfect
engine fueling. “This year it was
kind of surprising that it was
a little abrupt. It’s not that bad
but when you’re going through
corners and you want a smooth
throttle the abrupt off/on it kind
of screws up the whole flow of
the corner. Compared to the
Tuono, it’s just not as smooth
off the initial throttle.”
“Once you’ve got over that
initial crack of the throttle, there
is just torque everywhere,”
Rennie adds. “It really feels;
you can sort of hear that GSX-R
lineage within the bike.”
On the gas the Suzuki’s
engine sounds mean emitting a
fun GSX-R-like roar from deep
inside the airbox. But its exhaust note isn’t overpowering
as it recorded the most modest
decibels during sound testing.
“So the Suzuki is kind of
the sleeper of the group when
it comes to the power. It has
the third-highest horsepower
numbers but you wouldn’t really
get that from riding it,” Abbott
reveals. “It has a really linear
power delivery. I think the midrange is the strongest. It actually pulls higher in the Rs than the
KTM [11,700 rpm redline versus
9900 on the orange bike].”
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STREETFIGHTER SHOOTOUT VIII
Although down on power, the
flip side is the Suzuki’s best-inclass fuel mileage (35.5 mpg).
But since it has the smallest
tank capacity (4.5-gallon), its
estimated range is a couple
miles less than the thirstier
Super Duke.
Both the clutch and six-speed
gearbox work well, but first
gear is a bit tall, thereby necessitating a little extra clutch slip.
We also noticed a little bit of
notchiness during gear shifts.
There’s also no slipper clutch –
which is a standard feature on
the Aprilia and a welcome one
52
during high rpm downshifts.
On the scales the GSX-S
boats the lowest curb weight
(464 pounds). It also feels the
most compact dimensionally,
yet it isn’t too snug to make
things too uncomfortable even
for a tall guy like Rennie (6’1”).
“It’s quite a small bike as
well,” he says. “It’s quite compact. But the ergonomics of the
bike; the engineers have done
a really good job. It’s small
without feeling cramped.”
“It’s definitely one of the
more comfortable bikes of the
group,” agrees Jason. “The
seat foam is nice and plush,
the legs are in the relaxed
position. The bars are set-up
higher, than say the Tuono.”
Nimble and athletic, the
Suzuki’s handling and overall
ride quality impresses around
town and on smooth blacktop.
But over neglected stretches
of tarmac, the chassis transmits more bumps and jolts
through the controls than the
European bikes.
“The suspension on the
road is quite good at a sedate
pace,” thinks Rennie. “Once
you really start to push it, then

•Great bang for the buck
•Class-leading fuel economy
•Lightest weight bike in test

•Glitchy on/off throttle
response
•Rough ride on bumpy roads
•Can’t disable ABS
you will start to find the outer
limits of the suspension.”
The lower-spec braking
hardware also doesn’t feel
as sharp or racy as the competition. Still, results of the
braking test demonstrate
the hardware, along with
the ABS programming, are
quite adept, with the Suzuki
out-stopping both the Aprilia
and KTM— a impressive feat
considering Aprilia has some
of the finest ABS we’ve ever
sampled. However, we still
wish that the GSX-S ABS
system could be manually
disabled for horseplay, like it
can on the other bikes (note:
the GSX-S1000 is available in
non-ABS spec).
A day late and a dollar short
- that’s where Suzuki’s GSXS1000 ranks amongst this trio.
While we appreciate its slim n’
trim chassis, class-leading fuel
economy, and bargain price
that’s almost 40% less than its
closest competitor, the Suzuki’s
so-so handling, especially on
rough pavement paired with
quirky throttle response are
hard to ignore, slotting the
GSX-S in third-place.
2015 Suzuki GSX-S1000 ABS Specs:
Engine: Liquid-cooled Inline Four,
DOHC, 16-valve
Displacement: 999cc
Bore and Stroke: 73.4 x 59.0mm
Compression Ratio: 12.2:1
Fuel Delivery: EFI with SDTV with
44mm Mikuni throttle bodies
Clutch: Cable actuated wet multi-plate
Transmission: Six-speed
Final Drive: Chain, 17/44 gearing
Frame: Twin-spar aluminum
Front Suspension: 43mm inverted
KYB fork, three-way adjustable for
spring preload, compression and
rebound damping; 4.7 inches travel
Rear Suspension: Single KYB shock,
two-way adjustable for preload and
rebound damping; 5.1 inches travel
Front Brake: 310mm discs, with
four 32mm piston-equipped Brembo
monobloc calipers
Rear Brake: 220mm single disc, with
single-piston Nissin brake caliper
Tires: Dunlop Sportmax D214F
120/70Z-17, 190/50-17
Wheelbase: 57.5 inches
Rake/Trail: 25.0° / 3.9 inch
Seat Height: 31.9 inches
Fuel Capacity: 4.5 gallon
Curb Weight: 464 lbs.
MSRP: $10,499
Warranty: One year, unlimited mileage
SETTINGS
Suzuki GSX-S1000 ABS Highs & Lows
Suspension
Fork
Preload: 2.5 (Turns in)
Compression: 6 (Turns out)
Rebound: 8
Shock
Preload: Position 4 (stock)
Rebound: 1
Electronics
TC: 1
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STREETFIGHTER SHOOTOUT VIII
KTM 1290 SUP
56
2
nd
UPER DUKE R
The biggest, baddest sport
V-Twin on the road. That’s the image
KTM portraits with its flashy 1290
Super Duke R ($17,399). Featuring
a honking 1.3-liter LC8-generation
Twin wedged within a slim, tall and
taut steel-trellis chassis, the Duke
wows riders with keen lines and
eyelid-peeling performance.
And wow is what the Super Duke
does best. From the captivating thrill
of its punchy and hard-hitting engine, to its cozy riding position the
KTM impresses on many levels.
PLACE
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STREETFIGHTER SHOOTOUT VIII
“The big thing that stands
out with that bike is the engine
– I mean the thing is a torque
monster,” says Abbott. “You roll
on the throttle in any part of the
power and it just responds with
a healthy grunt.”
Healthy is an understatement.
With 80-plus lb-ft of torque
available at the right wrist, from
just above 4000 rpm, the 1290
stops the competition in the
burnout department.
“The bottom and the mid
58
– yeah it has a lot of torque,
but once you get to the top,
it kind of hits an afterburner,”
continues Jason, describing of
the KTM’s punchy powerband.
“Where if you’re not ready for it,
it hits another peak power position and it goes from there.”
As Abbott mentions, top-end
power comes on hot and heavy
with it producing nearly as
much peak power as the Suzuki
from just 8000 rpm. From there
the power curve keeps climbing
to 147.66 ponies at 9100 rpm,
before flattening in anticipation
of the 9900 rpm rev limiter.
“You don’t really experience
that on the road to be honest, because if you do, you’re
going to jail.” tells Rennie in his
charming, yet slightly perplexing Australian accent. “If you
get caught, you’re busted.”
“On the track – that’s a different story,” he continues. “You
can really explore how much
power this thing really has.
Watch the Video...
Torque is far and away it just
monsters everything basically
– until you get right up in to the
top end of the rpms.”
Throughout the rev range,
the KTM’s thumping and surging (in a good way) as if you’re
at the helm of a boiling over
steam-powered locomotive.
The exhaust note is gruff, more
so than even the sweet, but
whining Suzuki, yet remains
more stealthy versus to the
Aprilia’s roaring V-Four. An-
other plus is that it guzzles less
fuel and offers the most range
between fill-ups.
Although incredibly entertaining, the KTM accelerated
a hair slower than the 1100
Tuono. The factor that held the
KTM back from a better time
is its desire to power wheelie
through all but fifth and sixth
gear. Its all-encompassing
traction control system certainly quells wheelies but not
as masterfully as the Aprilia’s
class-leading set-up.
“I don’t like how muddled
the electronics are,” Rennie
describes of the KTM’s gadgetry. “They’re a real pain to
switch on and off. If you switch
the ABS, or the traction control
off, or, put the ABS into supermoto mode [disengages rear
ABS], and you kill the engine,
but don’t kill the ignition, it will
switch everything back ‘on’
even if the ignition is still on. So
that’s a real pain in the ass.”
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The end function of the ABS
programming is another gripe,
as it recorded the lengthiest
stopping distance of the test.
Yet, when disabled, the brakes
were more adept, measuring a
few feet behind the Aprilia. Our
testers did unanimously prefer the physical actuation and
feel sensation from the KTM’s
braking hardware, highlighted
by the fitment of an excellent
radial-pump master cylinder
compared to the rinky-dink set-
60
ups on the GSX-S and Tuono.
“The gearbox isn’t the best,
but it isn’t not too bad,” adds
Rennie in regard to the 1290’s
transmission which, like the Suzuki, doesn’t offer an electronic
quickshifter. “I’ve definitely had
worse, but it certainly isn’t the
smoothest shift out there.”
“Other than that it’s a great
bike,” he continues. “The Brembo M50 monobloc brakes are
the best Brembo makes at the
moment – same as the [Ducati
1299] Panigale. It has street
presences pretty much like no
other bike. It’s loud and orange
– it looks great. It’s a premium
product but yet KTM have done
an exceptional great job. I would
like to see some improvements
in the electronics.”
In terms of comfort, the KTM
certainly impresses with its thin
feel through the mid-section
and a natural bar end and relaxed foot position.
“It’s a bike you can ride all

•Thrilling to ride
•Turbo diesel-like torque on tap
•Fast and exotic stance

•Expensive – up to 40% more
expensive than the competition
•Electronics could benefit from
added adjustment range
•Plenty of engine vibration
day. Literally all day. I have done
10, 11-hour days in the saddle
and felt really good at the end
of it. You don’t have to feel
cramped or anything like that,”
says Rennie.
Despite the KTM’s freeway
appeal, the Aprilia delivers a bit
more refined riding experience
with reduced engine vibration
and a more comfy seat.
“The KTM definitely vibrates a
lot. It has a lot of vibration though
the handlebars and chassis. It
doesn’t have as a refined feel as
the Aprilia, or the Suzuki for that
matter,” sums up Abbott.
Rambunctious and quick – the
Super Duke excites on many
levels, especially with its armstretching torque. It’s a fairly
comfortable mount, too, and if
you’re seeking a supermoto-like
experience the orange bike may
be for you. However a hefty price
tag and more basic electronics
package keep the second-place
KTM from the top spot.
2015 KTM 1290 Super Duke R
Specs:
Engine: Liquid-cooled 75-degree
V-Twin, DOHC, 8-valve
Displacement: 1301cc
Bore x Stroke: 108.0 x 71.0mm
Compression Ratio: 13.2:1
Fuel Delivery: Fuel-injection
Clutch: Hydraulically actuated PASC
anti-hopping
Transmission: Six-speed
Final Drive: Chain, 17/38 gearing
Frame: Chrome molybdenum tubular
steel frame, powder-coated
Front Suspension: 48mm WP
inverted fork, two-way adjustable for
compression and rebound damping;
4.92 inches travel
Rear Suspension: WP gas-charged
shock, three-adjustable for spring
preload, compression and rebound
damping; 6.14 inches travel
Front Brake: 320mm discs with
radially-mounted Brembo four-piston
calipers
Rear Brake: 240mm single disc,
Brembo two-piston caliper
Tires: Dunlop Sportmax Sportsmart
2; 120/70-17, 190/55-17
Wheelbase: 58.3 inches
Rake / Trail: 24.9° / 4.2 inches
Seat Height: 32.9 inches
Fuel Capacity: 4.75 gal.
Curb Weight: 471 lbs.
MSRP: $17,399
Warranty: One year or 12,000 miles
SETTINGS
KTM 1290 Super Duke R Highs & Lows
Suspension
Fork
Compression: 3 (Turns out)
Rebound: 6
Shock
L/S Compression: 9
H/S Compression: 1
Compression: 8
Rebound: 3.5
Electronics
Power Mode: S
ABS: On
MTC: On
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STREETFIGHTER SHOOTOUT VIII
APRILIA TUONO
No replacement for displacement
is the engineering philosophy at
the Aprilia factory this year, with the
engine capacity of its V-Four-powered
Tuono growing 78cc. The big-bore
Tuono 1100 RR ABS ($14,799) also
shares a variety of RSV4 Superbikederived enhancements honing an
already sharp axe.
Where the KTM and Suzuki certainly
shine in many areas, the Aprilia sparkles
in nearly all of them. How? The answer
62
is in the sum of its components, and
the way they function, delivering the
ultimate riding experience.
It begins with the Tuono’s charming
V-Four engine: Smooth, rowdy, and
fast, the 1100’s mill takes advantage
of the best features of the competition.
Smooth and buzz-free, the Tuono can
be mellow around town.
“It has such a refined feel that there
is very little vibration from the engine or
the chassis,” describes Abbott of the
1
O V4 1100 RR
ABS
st
PLACE
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Tuono’s fine-tuned and near
perfectly balanced engine.
Yes, it’s not as punchy off
idle compared to the coffee
can-piston equipped KTM, but
with lower final drive gearing (compared to last year’s
Tuono), it launches with less
clutch slippage and bog effect. We also preferred the
function of the drivetrain,
highlighted by an undiluted
race grade slipper clutch and
electronic quickshifter.
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In measured torque, the
four-cylinders share a similar
powerband, despite different
reciprocating piston configurations. While it has the
most mellow bottom-end of
the group, as the tach needle
points past 5000 revs the
Tuono comes online hard and
fast en route to a peak torque
of almost 80 lb-ft at 9500 rpm,
ranking it four lb-ft ahead of
the GSX-S but more than 12
lb-ft behind the Super Duke.
In the horsepower race, however, the Aprilia has a significant top-end power advantage,
cranking out more ponies than
either the blue or orange bike
from 10,000 revs all the way to
its 12,100 rpm redline.
The extra muscle paired with
the Tuono’s improved drivetrain helped it accelerate the
quickest to 60 mph, and again
across the quarter-mile. Also
of note is the effectiveness of
launch control as it achieved
Watch the Video...
a marginally faster time than
what we could achieve manually. (Enabled by depressing a
pair of handlebar-mounted buttons at idle, with the electronics
automatically holding engine
rpm at a certain threshold allowing for optimum launches).
More electronics come in
the form of three engine power
mode maps (Race, Track,
Sport) allowing the rider to
tweak throttle response and
power ‘hit’ feel of the engine.
For street and sport riding we
prefer the most mild ’S’ setting, however those that desire
more direct and instantaneous
engine feel will likely appreciate the ’T’ or even more
precise, ‘R’ settings. Then
there’s eight-way adjustable
traction control and three-way
adjustable ABS giving the rider
a wide variety of settings for
nearly every road condition,
from wet to dry, in the city, or
at the racetrack.
“The electronics are spoton,” Rennie explains. “That
traction control system – that
APRC system it’s so easy
to use yet so quiet in how it
operates. You never really feel
it. It’s not like a lot of traction
control systems where you
feel like you hit a wall when
the traction control comes on.
This thing is so intuitive. It just
takes the top off just a little
bit – just makes you ride faster
and faster and faster.”
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Then there’s the sound,
well, more like music, with the
Aprilia’s pipey V-Four blasting
an action-packed soundtrack
that few production bikes can
emulate, aside from the RSV4
Superbike, upon which the
Tuono is based.
“Without a doubt the Tuono
definitely has the best sounding engine of the bunch,”
Jason confirms. “It’s really is a
cool sound – it kinda gives you
that MotoGP feel. Even if you
aren’t going that fast you definitely feel like you’re hauling.”
Although its harmonics are
pleasing to the ear, we can’t
deny how loud the Aprilia can
be as it registered the highest
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decibels at idle, and at speed.
She’s thirsty too, guzzling more
91 octane than the competition. Thankfully, it has the largest fuel cell good for about 150
miles per fill-up.
We’ve always been fans of
the Tuono’s handling package, and the 1100 continues to
carve its way into our hearts.
Although it weighs a little more,
you’ll be hard pressed to feel
extra heft. Simply put the Aprilia
rides like a dream. And it does
so everywhere: from dilapidated city streets, bumpy canyon
backroads, to pristine stretch of
racetrack asphalt – it works well
everywhere – and the best part,
you don’t even need to touch a
suspension clicker.
“It really just has the best
cornering feel out of all of
them,” reiterates Abbott. “You
have the most confidence. It
has the best stability. You can
charge harder through the
corners and you don’t feel like
you’re out of control like some
of the other ones.”
“The Sachs suspension on it
is brilliant,” Rennie agrees. “We
didn’t touch the thing at the
trackday. Its still got the standard road settings, and it works
great on the road. Then you
take it to the track and it works
great on the track.”
While we love the flexibility
and function of Aprilia’s adjust-

•Customizable electronics
•Fast, thrilling and fun V-Four
engine
•Versatile handling package

•Thirsty at the pump
•Awkward-looking nose;
•Better save some dollars for
traffic school
able ABS programming, the
weak link is a budget, non-radial pump master cylinder for the
front brake, which compromises initial brake bite/sensation.
Still, the Tuono did record a
shorter stopping distance than
the KTM, despite employing
preferable braking hardware on
our test rider’s notepads.
“Really the only thing I
didn’t care for on the Tuono
– I felt like the brakes might
have been a little bit shy of
the KTM,” says Jason. “That’s
really the only point where
I felt the Tuono could have
been better.”
“I knew it was a good bike
– and I knew it was the best
1000 before I rode it on the
track. But after riding it on
the track, pssh, game over
– that’s definitely the new
benchmark in naked bikes,”
sums up the Australian.
Aside from questionable fuel
economy, and so-so looking
front end, it’s difficult to find
fault with the Tuono. From the
throbbing and pissed offfeeling V-Four, to its superb
handling, which seamlessly
blends both sport and comfort,
the Aprilia is without question
the quickest, most thrilling, yet
easy-to-ride naked machine.
So it’s no surprise that the
Italian bike notches another
consecutive win in the class.
2016 Aprilia Tuono V4 1100 RR ABS
Specs:
Engine: Liquid-cooled 65-degree
V-Four, DOHC, 16-valve
Displacement: 1077cc
Bore and Stroke: 81.0 x 52.3mm
Compression Ratio: 13.1:1
Fuel Delivery: Fuel-injection
Clutch: Cable actuated wet multi-plate
ramp-style slipper
Transmission: Six-speed
Final Drive: Chain, 15/42 gearing
Frame: Twin-spar aluminum
Front Suspension: 43mm Sachs
inverted fork, three-way adjustable
for spring preload, compression and
rebound damping; 4.72 inches travel
Rear Suspension: Gas-charged Sachs
shock absorber, three-way adjustable
for spring preload, compression and
rebound damping; 5.11 inches travel
Front Brake: 320mm discs with
Brembo M432 monobloc four-piston
radial-mount calipers; radial-pump
master cylinder, stainless-steel lines
w/Bosch 9MP ABS
Rear Brake: 220mm disc with Brembo
twin-piston caliper w/ Bosch 9MP ABS
Tires: Pirelli Diablo Corsa Rosso;
120/70-17, 190/55-17
Wheelbase: 57.1 inches
Rake / Trail: 24.7° / 3.93 inches
Seat Height: 32.5 inches
Fuel Capacity: 4.9 gal.
Curb Weight: 475 lbs.
MSRP: $14,799
Warranty: Two years, unlimited mileage
SETTINGS
Aprilia Tuono V4 1100
RR ABS Highs & Lows
Suspension
Fork
Preload: 5 (Turns in)
Compression: 6 (Turns out)
Rebound: 10
Shock
Preload: Standard (145mm
spring length)
Compression: 2
Rebound: 20
Electronics
Engine: S
WC: 1
ABS: 1
LC: 1
TC: 3
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SUZUKI
KTM
SUZUKI: 83 dB
464 lbs
KTM:
471 lbs
APRILIA
per
form
ance
data
SOUND TE
WEIGHT
APRILIA:
475 lbs
BRAKING 60-0 MPH
ACCELERA
Suzuki
APRILIA:
126.6 feet
APRILIA127.7 feet
KTM
(ABS Disabled) | 128.2 feet (ABS Level 1)
131.7 feet
(ABS Disabled) | 143.7 feet (ABS on)
3.1
KTM:
SUZUKI:
MPG | Fuel Capacity | Estimated Range
ACCELERA
SUZUKI
APRILIA: 10.75
36.5 mpg | 4.6 gallons | 167 miles
KTM
34.1 | 4.75 gallons | 161 miles
KAWASAKI:
APRILIA 30.1| 4.9 gallons | 147 miles
SUZUKI:
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scores
SUZUKI
APRILIA
KTM
Engine Performance
7
8
10
Engine Character
7
8
10
Drivetrain
7
8
10
Brakes
7
10
8
Handling/Suspension
7
8
10
Rider Interface
7
8
10
Overall Comfort
7
8
10
Instrumentation/
Electronics
7
8
10
Appearance
8
10
7
Streetbike of Choice
7
8
10
Subjective Total
71
84
95
RIDER • Subjective
SUZUKI
Horsepower
EST
B idle | 96 dB @ 5850 rpm
85 dB idle |97 dB @ 4950 rpm
87 dB idle | 99 dB @ 6050 rpm
ATION 0-60 MPH
19 seconds
3.37 seconds (Launch Control)
APRILIA
KTM
7
8
10
Torque
7
10
8
Curb Weight w/ fuel
10
8
7
Zero-60 Acceleration
7
8
10
1/4 Mile Acceleration
7
8
10
Stopping Distance from
60 mph
10
7
8
MPG
10
8
7
Range
8
10
7
Sound (Quietest)
10
8
7
MSRP (as tested)
10
7
8
Subjective Total
86
82
82
PERFORMANCE • Objective
3.29 seconds
3.34 seconds
Overall Totals
Performance
Rider
ATION 1/4 MILE
sec. @ 138.2 mph (Launch Control)
10.75 @ 138.2 mph
10.89 sec. @ 135.7 mph
APRILIA
95
82
177
KTM
84
82
166
SUZUKI
71
86
157
OVERALL • Totals
11.10 sec. @ 131.5 mph
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