Comparison test two-cylinder: BMW R 1100 S Boxer Cup replica, Buell Firebolt XB9R, Ducati SS 1000 DS, Moto Guzzi V11 Le Mans Rosso Corsa

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Comparison test two-cylinder: BMW R 1100 S Boxer Cup replica, Buell Firebolt XB9R, Ducati SS 1000 DS, Moto Guzzi V11 Le Mans Rosso Corsa
Jorg Kunstle

Comparison test two-cylinder: BMW R 1100 S Boxer Cup replica, Buell Firebolt XB9R, Ducati SS 1000 DS, Moto Guzzi V11 Le Mans Rosso Corsa

Feel the beat

Two freshly renovated twins from BMW and Ducati and two that rely on the tried and tested? four for all cases in direct comparison.

The child in the man. Sometimes small things are enough to awaken his playful instinct. How powerful will it only be when potent two-cylinder cylinders such as the new Ducati SS 1000 DS, BMW R 1100 S Boxer Cup replica, Buell Firebolt XB9R and Moto Guzzi V11 Le Mans Rosso Corsa wake it up just by looking at it. And then you can even move in the middle of the lush meadows and fragrant forests in the winding ups and downs of the Swabian Alb.
It can easily happen that the right hand suffers from spontaneous twitching, the engine keeps dropping into the lower speed range and finally revving it up again. The driver ?? completely under the spell of the two-cylinder beat with a grin under the helmet, which stretches a bit wider over the face every time the gas is opened. Simply ingenious, how the now double-ignited Ducati-Twin crashes cleanly and quietly out of the lower rev range and only decreases with the pressure above 8000 rpm. The precisely switchable transmission makes it easy for the driver to avoid the red area, which begins at 8500 tours. Only the hydraulically operated dry clutch requires a lot of manual force.
The amount of space on the Ducati is surprisingly generous. With a height of 830 millimeters, the seat even towers above that of the bulky BMW, and the SS 1000 DS with its narrow tank and deep handlebars offers a very sporty, but ergonomically successful seating position for country road hunting. However, on longer tours it can lead to sore wrists.
The Buell Firebolt Pilot is similarly folded, the only difference being that the space available here
are a bit tighter. The knees are more angled and hit the short tank indentations with taller drivers. The motor, which is not exactly petite, willingly tackles below 4000 revolutions and, thanks to the toothed belt drive to the rear wheel, delights with low load change reactions. Above the 4000 mark, the short-stroke V2 flares off a short but impressive fireworks display. At 7200 revolutions it’s over again. If you don’t want to lose touch with the lively Ducati, frequent gear changes cannot be avoided. The five-speed transmission has to be very forceful
be operated and leaves you in spite-
often in the dark whether the course is now
is in or not. Always an experience:
the powerful vibes that penetrate the whole body.
Sporty and compact, the seating position on the BMW Boxer Cup replica is almost comfortable. The boxer hangs softly
on the gas and plays out its powerful torque. Hairpin turns are a pleasure. The 1085 cm3 two-cylinder revs up from the lower speed range without breaking in and easily catapults the almost five quintals out of the bends. The transmission is hiding
Especially in the lower gears and at a leisurely pace there is no acoustic gear change. The four-valve engine has enjoyed over 6500 tours since then
Year is now also equipped with double ignition, a short break before starting the final spurt from 7500 rpm.
Are already Ducati, Buell and BMW
something special, the V2 of the Le Mans Rosso Corsa goes one better. The mighty Guzzi two-cylinder makes it clear: it lives and trembles. Screwed to the central tubular frame, it leaves the
Driver ?? who sits fairly upright and relaxed on the elongated machine with his legs a little too wide apart? never worry about the straight-
de speed and the associated
Vibrations in the dark. The Guzzi is also somewhat unusual because of its V-engine with a longitudinal crankshaft. The BMW has that too, but by no means such a pronounced overturning moment when accelerating. The V11 demands a clear commitment. Either you befriend her or you steer clear of her. Who is for the
first option is decided with
a unique bollern and the exclusivity of an Italian myth. Our test copy shows that myths can have their quirks. The engine occasionally began to run irregularly around 450 kilometers after the test and measurement runs. The malfunctions increased up to dropouts at low engine speeds and the oil pressure warning lamp lighting up when accelerating fully. When MOTORRAD called for help, two mechanics from the Moto Guzzi factory checked them
Machine and built a new one
Control unit on. First was again
everything okay, but then the same symptoms occurred as before, but this time at speeds above 6000 rpm. The cause could not be clarified at the time of going to press.
Back to the playground, the comparison trip leads from the Alb into the idyllic Danube valley. Forget the sore wrists on the SS 1000 DS. If you give the Duc the spurs, the seating position fits like a glove. The powerfully dimensioned upside-down fork spoils with sufficient damping reserves and keeps the SS safely on the
chosen course. She literally asks to be able to reveal all her skills on the racetrack. Only the responsiveness could
be a little more sensitive. The strut is adjustable in length and offers a
good compromise between handling and
Stability. The Michelin Pilot Sport ensure sufficient grip.
However, the BMW cannot be shaken off the Duc’s rear-view mirror. Although the cup replica carries 46 kilograms more around the hips. Thanks to the upright sitting position and the wide handlebars, you have no trouble with the 247 kilograms of live weight. The sports suspension? almost too hard on the country road ?? always gives the driver that typical “everything will be fine” feeling. The Telelever degrades small bumps and patches of asphalt to insignificance. The shock absorber is tight, but not uncomfortable. The boxer wags almost nimbly through the serpentines.
Anyone who knows how to take the Guzzi, which is also not exactly lightweight, will also succeed in swinging corners. And he will have his real joy doing it. You won’t tell old Guzzi drivers anything new, but a tip for the others: the aisles should be sorted before the corner, the braking process should be completed, and then you should pull through the curve
Pipes. Once this rather old-fashioned driving style has become flesh and blood, thanks to the excellent Bridgestone BT 020, only scrabbling footrests, side stands and silencers set the limit. In addition, the Guzzi easily masters even the worst roads. If the front should become light and the handlebars are about to hit, it can be countered with the effective and adjustable steering damper. While the fork shines with an extremely sensitive response, the tuning of the shock absorber is a bit too tight.
The Buell is cause for annoyance. With standard Dunlop tires
D 207, in the front in the FY and in the back in
U specification, it may be very reluctant to lean when braking.
The high set-up moment is all the more annoying as a D 208 pulled up for comparison, which is also approved, almost completely eliminates the problem. It is incomprehensible why the Firebolt is still being delivered with a tire that does not suit it at all and acts as a brake on fun. Apart from this unacceptable driving behavior and the stiff transmission, the Buell is really good fun. The chassis works very accurately and trumps with a ?? for this short wheelbase ?? unimagined stability. The braking system is top class. The huge 375 disc with six-piston caliper that encompasses the inside slows down brutally and is also very easy to dose.
Ducati SS 1000 DS, Boxer Cup replica, Le Mans Rosso Corsa and Firebolt ?? With names like that, a few laps on the racetrack are an obvious necessity. In addition, the chassis of the
four two-cylinder engines have enough reserves. So let’s go to the Motodrom in Baden. On the way to Hockenheim, the Duc and Moto-Guzzi show off their better aerodynamics on the autobahn. While the BMW is under her
wide and high handlebar suffers and
the Buell XB9R is struggling with other adversities. It is translated so briefly that it simply runs into the limiter. But what the heck, Autobahnhatz belongs without it-
not towards the preferred domains of sporty two-cylinder engines.
Hockenheim does. Extreme conditions prevail on the test day. 30 degrees and the instructors of the MOTORRAD-ACTION TEAM. During a sports driver training session, the twins can do a few laps. Means: you have to
give everything so as not to hinder anyone. The Buell seems to want to capitulate beforehand. The fan runs continuously, producing noises that are more reminiscent of a kitchen appliance than a seasoned V2. Only airflow helps.
The SS 1000 feels at home straight away. Chassis, engine, brakes? everything fits, the lean angle is enormous. The BMW Boxer Cup replica is perfectly equipped. The 180 mm rear tire on the 5.50-inch rim and the stiff chassis ensure perfect grip. And finally the carbon fiber covers over the valve covers make sense. After the first few turns, they carefully protected the cylinder heads. The BMW driver enthusiastically reports of ludicrous braking points that are possible with the Telelever and the partially integral brake system equipped with ABS. The fact that the brake leaves a lot to be desired in terms of controllability on country roads does not have a negative impact on the racetrack. But be careful with the ABS. If you come into the
Control range, you run the risk of not catching the corner entrance. The
The only reason the BMW loses connection to the Ducati is due to its engine that appears tired in the upper speed range.
Moto Guzzi and Buell beat each other at a distance, but not below them. Just like on the country road, the high pitching torque prevents the Firebolt driver from braking late while cornering at high speed. That wouldn’t be a problem with the Guzzi, but its freedom from lean angles is quite limited.
The fact that neither the braking systems nor the chassis of the four two-cylinder cylinders were overwhelmed by this short but extreme racetrack test is gratifying. With the good feeling of having given everything, the four drivers set off for home.
GThe blooming rapeseed fields sweep past the test quartet comfortably to briskly, the two-cylinder beat flows through the exhausted limbs. And there it is again: the broad grin on the testers’ faces when the two-cylinder engines start babbling. An insane feeling that Moto Guzzi and BMW are paying dearly. 13,350 euros for the Rosso Corsa and even around 14,200 euros for the BMW Boxer Cup replica including ABS and heated grips are to be placed on the counter. In contrast, the Ducati SS 1000 DS with 10500 and the Buell Firebolt XB9R with 10733 euros are almost special offers.

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Comparison test two-cylinder: BMW R 1100 S Boxer Cup replica, Buell Firebolt XB9R, Ducati SS 1000 DS, Moto Guzzi V11 Le Mans Rosso Corsa

Comparison test two-cylinder: BMW R 1100 S Boxer Cup replica, Buell Firebolt XB9R, Ducati SS 1000 DS, Moto Guzzi V11 Le Mans Rosso Corsa
Feel the beat

Technical data: BMW R 1100 S Boxer Cup replica

Engine: air / oil-cooled two-cylinder four-stroke boxer engine, longitudinal crankshaft, one high, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, electronic intake manifold injection, engine management, controlled catalytic converter, electric starter. Bore x stroke 99.0 x 70.5 mm Displacement 1085 cm3 Nominal output 72 kW (98 PS) at 7500 rpm Max. Torque 97 Nm (9.9 kpm) at 5800 rpm Pollutant values ​​(homologation) CO 1.81 g / km, HC 0.14 g / km, NOx 0.05 g / km Power transmission: Hydraulically actuated single-plate dry clutch, six-speed gearbox, cardan. Chassis: Bridge frame made of aluminum profiles, load-bearing motor-gearbox unit, telescopic fork guided by longitudinal control arm, stanchion diameter 35 mm, adjustable rebound damping, two-joint single-sided swing arm made of cast aluminum, central spring strut directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston calipers, disc brake Ø 276 mm, double-piston caliper, tires 120/70 ZR 17; 180/55 ZR 17 tires tested, Metzeler Sportec M-1 Chassis data: steering head angle 65 degrees, caster 100 mm, wheelbase 1478 mm, spring travel f / h 110/130 mm. Dimensions and weights: seat height * 800 mm, weight with a full tank * 247 kg, payload * 203 kg, tank capacity 18 liters. Warranty two years with unlimited mileageColor white-blue metallicPrice 12750 eurosPrice test motorcycle ** 13970 eurosAdditional costs 260 euros

Technical data: Buell Firebolt XB9R

Engine: air-cooled two-cylinder four-stroke 45-degree V-engine, transverse crankshaft, four underlying, chain-driven camshafts, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, electronic intake manifold injection, Ø 45 mm, engine management, no emission control, E. -Starter.Bore x stroke 88.9 x 79.4 mm, displacement 985 cm3, rated output 62 kW (84 PS) at 7400 rpm, max. Torque 86 Nm (8.8 kpm) at 5600 rpm Pollutant values ​​(homologation) CO 10.76 g / km, HC 1.25 g / km, NOx 0.09 g / km Power transmission: Mechanically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt. Chassis: Bridge frame with integrated fuel tank made of aluminum profiles, bolted rear frame, upside-down fork, slide tube diameter 41 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut directly hinged, adjustable spring base, rebound and compression damping, internal-mounted disc brake at the front, floating Brake disc, Ø 375 mm, six-piston caliper, rear disc brake, Ø 240 mm, single-piston caliper. Tires 120/70 ZR 17; 180/55 ZR 17 tires in the test Dunlop D 207 FY / U Sportmax Chassis data: steering head angle 69 degrees, caster 83 mm, wheelbase 1320 mm, spring travel f / r 120/127 mm. Dimensions and weights: seat height * 765 mm, weight with a full tank * 205 kg , Load 181 kg, tank capacity / reserve 14/3 liters. Two-year warranty with unlimited mileageColors white / blue, white / orange, blue / orangePrice 10439 euros, additional costs 294 euros

Technical data: Ducati SS 1000 DS

Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, transverse crankshaft, one overhead, toothed belt-driven camshaft, two valves per cylinder, operated desmodromically, wet sump lubrication, electronic intake manifold injection, Ø 45 mm, engine management, double ignition, uncontrolled catalytic converter, E. -Starter.Bore x stroke 94.0 x 71.5 mm, displacement 992 cm3, rated output 63 kW (86 PS) at 7750 rpm, max. Torque 88 Nm (9.0 kpm) at 5750 rpm Pollutant values ​​(homologation) CO 0.76 g / km, HC 0.82 g / km, NOx 0.03 g / km Power transmission: Hydraulically actuated multi-plate dry clutch, six-speed gearbox, O- Ring-chain Chassis: tubular steel frame, load-bearing motor, upside-down fork, slide tube diameter 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, floating brake discs, Ø 320 mm, four-piston calipers, rear disc brake, Ø 245 mm, two-piston caliper. Tires 120/70 ZR 17; 180/55 ZR 17 tires tested by Michelin Pilot Sport Chassis data: steering head angle 66 degrees, caster 100 mm, wheelbase 1395 mm, spring travel f / r 120/145 mm. Dimensions and weights: seat height * 830 mm, weight with a full tank * 201 kg, payload 184 kg , Tank capacity / reserve 16/4 liters. Warranty two years with unlimited mileageColors red, yellow, gray metallicPrice 10300 euros, additional costs 200 euros

Technical data: Moto Guzzi V11 Le Mans Rosso Corsa

Engine: Air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft longitudinally, one lower, chain-driven camshaft, two valves per cylinder, bumpers, rocker arms, wet sump lubrication, electronic intake manifold injection, Ø 45 mm, engine management, regulated catalytic converter, electric starter Bore x stroke 92.0 x 80.0 mm Displacement 1064 cm3 Nominal output 67 kW (91 PS) at 7800 rpm Max. Torque 94 Nm (9.6 kpm) at 6000 rpm Pollutant values ​​(homologation) CO 1.44 g / km, HC 0.35 g / km, NOx 0.15 g / km Power transmission: Hydraulically actuated two-disc dry clutch, six-speed gearbox, cardan. Chassis: central tubular frame made of square steel profiles, load-bearing motor gearbox, upside-down fork, sliding tube diameter 43 mm, adjustable spring base, rebound and compression damping, triangular swing arm made of steel pipes, central spring strut directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, floating brake discs, Ø 320 mm, four-piston calipers, rear disc brake, Ø 282 mm, two-piston caliper. Tires 120/70 ZR 17; 180/55 ZR 17 tires tested Bridgestone BT 020 Chassis data: steering head angle 65 degrees, caster 103 mm, wheelbase 1490 mm, spring travel f / r 120/70 mm. Dimensions and weights: seat height * 800 mm, weight with a full tank * 246 kg, payload * 214 kg, tank capacity / reserve 20.7 / 5 liters. Two-year warranty with unlimited mileage; color red; price including ancillary costs; 13,350 euros

1st place – BMW Boxer Cup replica

ABS, G-Kat and low inspection costs ensure a clear victory for the BMW Boxer Cup replica. However, the sports boxer also convinces with a powerful engine and a universal range of use. From the big vacation tour for two to race training, everything is possible. In addition, it has few weaknesses. One of them is the price. 14230 euros for a boxer replica equipped with heated grips and ABS should make you think.

2nd place – Ducati SS 1000 DS

The Ducati SS 1000 DS impresses with its new engine. Powerful and without a performance gap, it pulls up over the entire speed range and never embarrasses the Duc, which weighs just 201 kilograms. However, the high-quality, stiff chassis and the sporty seating position limit the range of use. If you don’t want to go on a big tour or can live with sore wrists, you can get a well-engineered motorcycle at a fair price for 10,500 euros.

3rd place – Moto Guzzi Rosso Corsa

The Moto Guzzi V 11 Le Mans Rosso Corsa is something very special. Apart from the lack of freedom from lean angles and the rather high weight, it doesn’t have any major weaknesses. Guzzi fans will be happy: The myth lives on. This is how a Guzzi should be. A mighty V2 that has power in all situations, in a surprisingly handy and high-quality chassis paired with high everyday suitability. Unfortunately, this myth also has a proud price at 13,350 euros.

4th place – Buell Firebolt XB9R

It’s a shame, the look is right, the engine is not awesome, but okay, the chassis is good, the brakes are very good and even the price is acceptable. If it weren’t for the unfortunate first tires and this difficult-to-shift and imprecise transmission, the Buell would have achieved a better ranking. The only consolation: if you own a Buell, you will not be deterred by the weaknesses. With other tires, the fun and addictive factor is huge.

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