Writer's Choice: MO's WSBK Sport-Touring Showdown

Help MO pick a winner between the Aprilia Tuono 1100 Factory, BMW S1000R, Ducati Supersport S, KTM 790 Duke, MV Agusta Turismo Veloce 800 Lusso SCS

Usually when we have a shootout here at Motorcycle.com, the participants are somewhat defined for us. First, we choose a class of motorcycle, and then, we put the latest versions of those bikes in a head-to-head-competition. This time we’re doing something a little different. Each MO editor chose whatever bike they wanted to ride to Monterey, CA, for the U.S. round of World Superbike. The only caveat would be that the bike had to be capable of participating in the annual Pirelli Track Day that takes place the day after the races finish at Laguna Seca. Okay, there was one other rule that I tried to enforce, but the one editor just couldn’t bring himself to choose a bike that had OEM bags available for it.

The selection of bikes covers a displacement range from 798cc to 1077cc, and surprisingly, all of them hail from the eastern side of the Atlantic. Only one came with saddlebags standard, and yes, one had no factory bags available at all. Two were Twins (one of the V variety, the other parallel), one was a Triple, one was an inline-Four, and one was a V-Four. All of them had up and down quickshifters, though one didn’t require that the clutch be used at all.

So, without further ado, here are the five bikes, their price as tested, and the rider that selected it:

• Aprilia Tuono 1100 Factory: $19,481 – Ryan Adams
• BMW S1000R: $16,519 – John Burns
• Ducati Supersport S: $17,031 – Troy Siahaan/Ryan Burns
• KTM 790 Duke: $11,292 – Evans Brasfield
• MV Agusta Turismo Veloce 800 Lusso SCS: $22,998 – Sean Matic

The plan for the weekend was a simple one: On Friday, we’d meet at Frazier Park on Interstate 5 for breakfast. We’d shoot video and stills at the higher, cooler altitudes before descending into the hell that is the Central Valley in July, where the temperatures would be ranging from a balmy 99° to an excruciating 105° all in an effort to ride Highway 58, one of our favorite pieces of public tarmac. Oh, and to make the ride more interesting, we’d be wearing the full leathers we needed for the track day since we (I, really) didn’t want to appear to be the pampered motojournalists we are by having one of the manufacturers haul up our track gear for us. Burns, who is just two years older and infinitely wiser (in his opinion), tried to warn me off of the route through the Central Valley, but nevertheless, I persisted. (What was I thinking?) We all suffered as a result.

Once we were settled in our Salinas digs (read Burns’ report about it here), we set about the task of enjoying covering the events of the weekend. When Monday rolled around, we mounted our chosen steed that had been shod with Pirelli’s latest track day compound, the Diablo Supercorsa TD, prior to our departure from our SoCal residences and spent the day diving through the Corkscrew. Tuesday, with sore muscles and shagged tires, we wended our way down the Pacific Coast Highway, shooting more photos and video along the way.

Since this was an atypical shootout, we dispensed with the scorecard because of the wide variance between the bikes. We also decided that, rather than declaring an overall winner, we’d try something a little different and let each rider explain why he chose the bike he did. Afterwards, the rest of us MOrons would put in our two cents worth, which proved to be quite interesting. The goal here is to explore the wide range of machinery that could be enlisted for sport-touring duty rather than same old magazine formula of picking the best of the bunch.

We’ll conclude this article by throwing caution to the wind and letting you, our beloved MOrons, vote on which bike you think should take top honors. (I know you’ll make the right choice.)

Aprilia Tuono V4 1100 Factory

Which bike would you choose to ride 350 miles of backroads up to the world famous Laguna Seca Raceway, do a track day on said world famous raceway, and then ride another 350 miles home? That was the question. And that question took me about 15 seconds to answer: the Aprilia Tuono. It just so happened that the nice folks over at Aprilia had the Factory version available for our little ride. “Sure, that’ll do.”

Just to recap the bike we’re talking about, the Aprilia Tuono V4 1100, is based heavily on the RSV4 1100 which has had its praises sung by nearly every moto outlet for its nimble chassis, fire-breathing 1,077cc V4 engine, and stout electronics suite. The Tuono is, more or less, the same motorcycle with a handlebar lending a more upright riding position. The Factory Tuono comes with an Öhlins fork, shock, and steering damper, all of which are now electronically adjustable for 2019. Aside from the trick suspension, the bike is similar to the standard version that topped the scorecard in our last Supernaked Streetfighter Shootout.

In retrospect, and when considering our motley crew of bikes, the Tuono is the least touring friendly despite having cruise control. Mostly, I say that due to the Tuono Factory’s lack of tail section. There just isn’t a lot of space to pile on luggage. Of course, that didn’t stop me from mounting 55 liters worth of Kriega US-Drypacks on it. With the Kriega luggage fitted on top of the tail section it left just about enough room to sit on the bike and not be able to move around, at least for the smaller of us. Evans was a bit more cramped and made sure I knew it the entire time through our Cardos. Thankfully, I was able to better lash down the straps for the ride home, which provided a bit more seat room, but not much. That was really my only nitpick with the bike as a tourer. If I were touring up to Laguna on my own, I would have just thrown on a backpack and got on with it.

I don’t think there’s any denying that the Tuono is the sportiest of the bunch, hell, it’s probably the sportiest naked bike on the market, period. While its sporting character showed through on twisty roads and on the race track, some of our crew expressed their disdain with it being all sport all the time, particularly when compared to the other motorcycles in our crew. I thoroughly enjoyed the Tuono Factory the entire time. Whether it was setting the cruise while slabbin’ it on the 101 or blasting down PCH through Big Sur as I flipped through gears with the quickshifter, I had a blast on the beast from Noale.

The Tuono felt absolutely in its element at the track. The sporty ergos, electronic Swedish suspension, Brembo M50s, and V4 engine were everything I could want and more around Laguna. The adjustability of the Öhlins NIX fork and piggy-back monoshock is something I wish I could have spent more time playing with. You have three levels of active suspension as well as three baseline settings for manual modes, all of which can be independently adjusted to fine tune the rider experience via the left switch gear and TFT display. I became comfortable on the Tuono around Laguna Seca from the moment I left pit lane. I spent three sessions on board the Aprilia, and after bumping up the preload front and rear, I felt even more confident on the bike. With the APRC package, including adjustable lean sensitive ABS, traction control, wheelie control, launch control, and up and down quickshifter, the 2019 Aprilia Tuono is easy to ride hard. Like a trust fall, it can take some initial courage to grab a handful of gas on an 1100 V4, but after you do and can feel the electronics keeping the bike composed, it’s like the little devil on your shoulder saying, “I’ve got your back, just go for it!” And go for it, we did.

I suppose it can’t all be cherries on top, though. With the Tuono, Aprilia increased displacement from 1000cc to 1077cc, ensuring gas mileage would continue to be dismal on what was already a thirsty engine. During our test we averaged 27.6 mpg on the Tuono. But hey, that’s only 10 empeegees less than the next worst gas hog, the BMW S1000R at 37 mpg. Yikes! While the fuel mileage is awful, I have come to expect it having my own 2015 Tuono V4 (1000cc) and it has never really bothered me… except that one time I coasted down from the top of Nacimiento road in neutral through the dark to Hwy 1 because I was worried about running out of gas in a fuelless stretch of Big Sur.

At the end of the trip, I was happy to have chosen the Tuono. There was never a time I wished I was on one of the other bikes. And though it’s been cute watching the other kids defend their bikes – John and Evans in particular – it’s been interesting to see how everything shook out. Evans, John, and I all stand steadfast next to our choices while Ryan and Sean could admit they had more fun on one (or all) of our bikes around Laguna while still remaining quite content during the touring portion with their choices. I guess that makes us all winners in one way or another. Gold stars for everyone!

Mr. Matic – Motor, motor, motor. Did I mention that sweet V4 motor? Every year for ten years on now Aprilia refines the Tuono platform and for 2019 it does not disappoint. New dynamic suspension for 2019 was the firmest of the lot as it was set up but worked great on the track and on the twisty roads. Superbike brakes led the pack, too. The Tuono is, for sure, a bike I’d rank high on my list for something to ride up the coast and then do a trackday on, but since I own a 2016 Tuono and needed to haul some gear in addition to a change of clothes, the Aprilia was not my choice this time around. With no real wind protection, 25 mpg, the highest footpegs of the lot, and the motorcycle equivalent of a G-string bikini for a tail, the Tuono is not the most practical motorcycle for eating highway miles or hauling five days worth of clothes, but on Highway 58 or blasting over Turn 1 at Laguna Seca none of that matters.

EvB – The Aprilia is the sportiest bike of the bunch, and the riding position reflects that. Still, get it on a smooth winding road – from sweeper-filled to super tight ’n technical – and let the engine sing. In one sinuous section of Highway 58, the Tuono’s exhaust note almost had me convinced that I’d made the wrong choice with the KTM. Suffering through the bumpy cut and thrust of Santa Rosa Creek Road on the Aprilia dispelled me of that illusion (or was it delusion). Ryan’s packing job didn’t do the bike any favors, either. I almost eliminated the Tuono from the test since it didn’t have factory bag options, but when Ryan threatened to hold his breath until he turned blue, I relented. But, oh boy, that exhaust note…

Johnny B – Performance-wise, I think it runs neck and neck with the S1000R; both bikes’ horsepower and torque ratings are within the margin of error of the dyno, and they’re equally a blast to ride around Laguna Seca. I wouldn’t be surprised if my lap times were virtually identical on both of them. If anything, the Tuono’s vestigial fairing and slightly tighter ergos maybe give it a slight edge around Laguna Seca.

On the road, though, the BMW just fits my off-the-rack 5’8 bod better than the Aprilia. They may have changed the bend of the Tuono’s handlebar in the last year or two, because this one is more agreeable to me than the last Tuono I rode, but the Tuono’s seat doesn’t get along as well with my rear end, it’s a bit thicker in the midsection than my BMW, and its footpegs aren’t ideally located for my legs either.

32 mpg or less is really unacceptable in the modern world.

The Tuono demands your full attention every time you turn it on, and sometimes I just want to ride, without all the drama. It’s like a high-energy friend you’re watching down another Red Bull/vodka. You’ll be needing to plot your departure… Most of the time. BMW calls the S1000R a “Roadster,” and that’s what I like, it’s a wolf in sheepish clothing. The fact that it’s 22 pounds lighter than the Tuono just makes it easier to roll around on every day.

In spite of all that, at least the Aprilia’s got cruise control, and I’d be happy to ride it anywhere with a tank bag full of clean undies to lean upon provided there were gas stations no further apart than every 100 miles.

Ryan Burns – Ryan Adams is a masochist. Just kidding, but the way his Kriega tail pack married your battered giblets with the gas tank sucked the fun out of the “touring” aspect of this trip on the Tuono. In terms of comfort, I imagine with a different, more freeing luggage set up, this bike would be fine for some touring action. Its upright riding position was not punishing.

Everyone knows this bike is a beast and that it rips like one (in a good way). Equipped with a beautiful powerplant, and superb electronics across the board, the Tuono is a track day weapon and potentially capable tourer. 4.5 crushed giblets out of 5.

2019 BMW S1000R

I remember being a huge fan of the S1000R in our last 2017 Super Naked Streetfighter Shootout!, when it finished (just barely) third behind the KTM Super Duke R and the Tuono. In that one, we did ride all the bikes three hours out into the des for a date with Chuckwalla Valley Raceway, but that’s maybe half as distant as Laguna Seca, and we didn’t prioritize luggage capacity at all. (We must’ve thrown all our stuff in Jay McNally’s Grand Caravan videomobile/ chase vehicle.)

The Super Duke GT, which comes with nice saddlebags and which KTM classifies as “Sports Tourer” could’ve easily worked on the ride to, on and from Laguna Seca. But Brasfield had already made clear he’d be taking the 790 Duke, and two KTMs out of five bikes was a no-go. Little Ryan Adams had already proclaimed his devotion to the Aprilia Tuono, so that was out – and I’ve never been as huge a fan as the other MOrons anyway.

That left the BMW S1000R for me, which would’ve been my first choice for this mission anyway. For one thing, the BMW’s at least 20 pounds lighter than the other two, and for another thing the seat is lower – especially compared to the KTM. When you’re tip-toeing around in gravel turnouts and climbing on and off all day for gas stops, video shoots, etc., it adds up, and for 5’8” me, the more compact BMW is just less fatiguing on a long ride. If the BMW’s ergos aren’t quite as comfy as the Super Duke’s, they’re very close: The BMW cants its rider into the wind just a smidge more than the Super Duke does – which I thought would be the perfect compromise between 85-mph superslabbin’ and cresting Turn 1 at Laguna at 130-140 mph.

Turns out, as usual, I was 100% correct. Set to Road mode, the BMW serves up a compliant ride on the freeway that’s as firm and sporty as you need it to be when the curves appear (well, actually you just thumb it to Dynamic Pro when you come to the curves, without stopping). It was nice and warm most of the way up, so I didn’t miss the fairing in the least, especially since I was wearing my perforated, snug Dainese leathers and nicely aerodynamic Arai Signet X. When it was hot, letting a couple mouthfuls of cool water dribble down into my Capilene undies cooled me right off.

Popping off the passenger seat let me easily throw on BMW’s accessory Saddlebag Kit ($574). With the bags in place, you could easily carry a passenger without neutering them, unlike the Tuono. Without a passenger, it was easy to cargo net-on a backpack with more gear and my Kriega water bladder, which we would’ve perished without.

At the track, it was a simple matter to roll across the pit and have BMW Motorrad’s Steve Weir provide me with some “spring support” along with some emotional, as he dialled up more preload at both ends along with all the proper settings in Dynamic Pro mode. “Road” had not been bad at all in session one, but Steve transformed the R into an even more solid platform upon which to exploit the crazy grip of the Pirellis. Wish he could recalibrate my brain. You know Dynamic Corner Entry Speed Control is on the way.

The handlebar and no fairing slowed us down a bit, but I was happy to trade a few mph for the increased confidence the sit-up ergos gave me, and you can grip the skinny BMW nicely between your knees and hunker down pretty good on the straights – enough to blow past many motorcycles with less than 160 rear-wheel horsepower; that would be most of them. Some of us complained two years ago about our last S1000R feeling a little skittish on its optional lightweight wheels. This year’s loaner doesn’t have the expensive wheels, and with its standard steering damper, it remained solid as a freight train at all times. Maybe I should’ve tried to go faster? Why be greedy?