Circuit test of the year

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Circuit test of the year
Jahn

Circuit test of the year

Master Bike 2008

Are two powerful units better than four small ones? Is the V2 renaissance turning the supersport world upside down? Or are there more important things than lap times even for very fast guys? Many questions ?? one answer: Master Bike.

For a very short time it seems that the old rivalry could take an unexpected turn for a much more weighty reason than this year’s V2 offensive. "I love fast boys", The Spanish KTM press woman Deborah Nicolescu wears her clear attempt at bribery in a striking way on her chest. And thus ensures the only moment when the two protagonists on the racetrack in Albacete, Spain, are not quite at it.

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Circuit test of the year

Circuit test of the year
Master Bike 2008

GSX-R 1000 or Kawasaki ZX-10R as if tailored to the compact bridge frame.


Jahn

A clear statement.

For years, the inline four bullets, which have become increasingly stronger and lighter, have been on the favorites list, while the two-cylinder development seemed to be stagnating. But this year the European V2 empire strikes back with all its might. The synonym for this: Ducati 1098 R. Never has a production motorcycle been so exclusively committed to the fast lap as the red radical from Bologna. Never before has a V2 achieved such incredible performance values. With 170 measured horsepower, with a weight of 191 kilograms, with the finest chassis components and traction control as standard when open? a V2, as if made to smack the entire four-cylinder armada with the gauntlet on the start-finish straight.

The competitors


Jahn

Arithmetic sample: How many HP are there in this picture? The answer is 892!

Instead, Ducati closes the pit gates. Off, finito. The boss spoke. Claudio Domenicali, Product Director and Head of the Ducati Racing Department, takes care of the matter personally and by telephone. Dunlop GP-Racer instead of the promised Pirelli Supercorsa ?? that cannot be done with Ducati. The reason: Because of the greater height of the Dunlop and the resulting enemy contact with the cooler, you have to drive an unsuitable setup. Very poor? and very little sporty, this justification. Nevertheless and despite all attempts to convince: Ducati is going home. Basta!

Everyone else drives Dunlop. Admittedly, especially the remaining V2 and the strong four-cylinder with little enthusiasm. Adjustment problems, too little grip on the rear wheel? You can almost understand Ducati. Just like the fact that you are probably the best at newcomer KTM. Because of Ducati. No overpowering 1098 R, ergo no potential opponent. The path to the finals seems to be mapped out for the extremely strong (157 PS) and feather-light (201 kilograms) RC8, because both the venerable Aprilia RSV 1000 R Factory, equipped with the finest components, and BMW’s also extremely expensive model athlete HP2 Sport should win thanks to the Performance shortcomings are not in the realm of possibility. On the other hand: The underdog Aprilia was able to prove two years earlier in Jerez that a top-conditioned V2 also has a chance against the stronger four-cylinder competition, where the Mille not only made it to the final, but also won it, thanks to its chassis qualities.


Jahn

Ducati saw red and lowered the pit door.

At this point in time, the KTM dreams will probably not go that far. Sure, the Mattighofen-based company has put a real racer with road approval on its wheels. But especially the two newcomers to the four-cylinder ranks, the Honda Fireblade and the Kawasaki ZX-10R, shine with even more completely different top values ​​in terms of performance. MOTORRAD measured 182 hp (Kawasaki) and 180 hp (Honda), and the Honda impressed with its record weight of 200 kilograms when fully fueled.

With this, both confidently announce their ambitions for class victory and of course also want to win the overall winner’s trophy. Incidentally, a trophy that Honda has never won despite its long Fireblade history (see table on page 40). So far, the world market leader has not even been able to record a class win on its account. At least that is what it has in common with the small Austrian motorcycle manufacturer.

Four-cylinder superbikes


Jahn

There were only three left.

First of all, the mission is there "Class win" on the agenda. In a field in which, in addition to last year’s first MV Agusta F4 1000 R 312, the master bike series winner Suzuki GSX-R 1000 and Everbodys Darling, the Yamaha YZF-R1, want to have a significant say. Also at the start in this class: the GSX-R 750, for which there is no longer any direct competition since most of the two-cylinder engines have unabashedly increased their displacement.

To anticipate: In the field of large twins, blessed with up to half a liter more displacement, the 750 would not have had a chance. And it didn’t have any in the 1000cc four-cylinder class either. Jurgen got the maximum out of the honorable 140 hp, burned her best time by far in the asphalt with 1.38.00 minutes? and later struggled especially with the unfortunate gear ratio for this route. "The second gear is often too short here, in the third there is less pressure than with the 600 in the second. In addition, the 750er quickly pushes over the front wheel when turning in high gear. And the handling is not as nice as with the little sister. In addition, the engine accelerates harder." In short: The classic 600 driving style he loved is not possible with the 750.


Jahn

2nd place: Kawasaki ZX-10R with a lap time of 1.37.876 minutes.

Oriol’s quick-fix 1000s style isn’t either. 1.39.36 minutes ?? that makes almost three seconds to the fastest thousand. "Great brakes, fork too soft." This is what it sounds like when someone wants to anchor on the spot with every bike.

The Fireblade in the final


Jahn

A heaven for a racetrack: The Circuito de Albacete is 250 kilometers southeast of Madrid.

Naturally, this is difficult when you are approaching at around 240 km / h. This class moves around this value at the end of the start-finish straight, before it goes into a nasty right with a subsequent left bend. In this first passage, a candidate makes up time that she will never lose again afterwards. The new Fireblade is the only one in the entire test field with which Jurgen stays under 28 seconds in this section. Because it conveys what the front wheel is doing in a wonderfully transparent manner. "And Almeria’s braking problems are absolutely non-existent here."

Attentive readers will remember: In the first 1000-series shootout on the track deep in southern Spain, the new ZX-10R was the fastest to cross the finish line (MOTORRAD 5/2008). Mainly because the controllability of the Fireblade brake left a lot to be desired when it was hot, and the pressure point shifted. With the Master Bike it’s exactly the opposite: fine dosage, great effect over a full five laps. That must be attributed to the series spread. Fireblade qualities such as the linearly sliding, unbelievable motor, the ultra-stable chassis, the race-ready ergonomics are unaffected by this. The bottom line is that Oriol wins his first duel against Jurgen on the Honda. It is 92 hundredths faster.

And the Fireblade in the final. A total of five drivers drive them around the course the fastest, reducing the Honda’s average time to 1.37.59 seconds. That is the top value. In addition, it received by far the best rating of all drivers with a grade of 7.9.

The strong Kawasaki follows with a respectful distance, which is actually only missing two things for the upscale racing driver‘s happiness. A more favorable seating position? and a motor that pushes in the middle as it carries along at the top. With 182 hp and immense revving power, it marks the top of the 1000 field. And the second-best time with an average of 1.37.88 minutes, while two others land further ahead and practically evenly in the property evaluation. GSX-R 1000 and R1, the old champions, convey a distinct feel-good factor, but can no longer quite keep up with the high speed of the two new ones.

It is amazing that they appear completely different. Razor-sharp, with the best grip on the rear wheel, which is problematic in terms of tire technology in the acceleration phase, the Yamaha, sluggish touristy the GSX-R. Yes, the track queen from the day before yesterday has to be told that. ?? The thickness moves easily controllable, but very comfortably forward. It provides good feedback from the front wheel, but has as little grip at the rear as the Honda. The slipper clutch works perfectly for this. In contrast to the Yamaha mechanism, which takes Jurgen nerves when it comes to bending. ?? The transverse rear wheel kept hitting the turn-in points ??, he describes the difficulties on the way. The good braking and cornering stability should have resulted in a better time.

Even so, it was enough for the Pfaffenhofener to set his personal best time on the Yamaha, which nevertheless only occupies fourth place in the overall standings. Ten points behind the Suzuki, but ahead of last year’s winner MV. It ends up not only with Jurgen and Oriol, but also among the 1000s at the very bottom. ?? No feeling for the rear wheel, because it collapses at a certain point ??, Jurgen attests, a ?? too hard throttle response ?? Oriol complains. The considerable engine output of 177 hp doesn’t help either.

The two-cylinder


Jahn

The KTM 1190 RC8 took second place in the two-cylinder category.

Among the V2 representatives, perhaps even at BMW, this should not only spread hope, but even confidence. It shows that performance is not everything, but exemplary engine characteristics like the Fireblade is a lot. Seen in this way, the KTM is perfectly equipped, and even the boxer, with his mighty torque mountains (see performance curves on page 39), is well sorted at the start.

The HP2 Sport actually manages to achieve the absolute best time in section four, in which the chicane and the target entrance curve are located, due to the brute Brembo brake system in combination with great braking stability (Telelever!) And the brisk handling. A considerable success, but only a partial success.

In the previous three sections, the racing boxer clearly loses to the V2 competition and thus sorted himself out despite a personal best time in his class (no, it was not BMW test driver Jurgen Fuchs, but astonishingly HP2 newcomer Oscar Pena, see lap times table on page 41) at the very back. After all: In the Supersport ranking, the HP2 would have landed third in terms of time, ahead of Honda, Suzuki and Kawasaki. Who would have thought that possible according to the previous BMW era?


Jahn

BMW’s HP2 Sport came in third.

The fact that the Mille is an efficient racer has been known practically since its appearance. And manifests itself again despite obvious difficulties with the Dunlops and critical comments from the pilots. Jurgen thinks that "the real strengths of the mille, namely its precision and feedback, don’t come into play this time" and you the previous master bike venue Jerez "with its even and long radii is much better than the quick change of direction here". Nevertheless, seven drivers achieved their personal fastest two-cylinder lap with it. And that, although with measured 139 PS it has a performance advantage of just six PS over the sports boxer and even weighs three kilograms (209 to 206) more.

But one thing is for sure: It will be tight for KTM. Very close! Although all the key data, as already mentioned, speak for the Austrian. A whopping 18 hp performance advantage, a veritable mountain of torque, 201 kilograms weight, plus a brand new construction. And really: Jurgen burns a 1.36.9 into the Spanish asphalt with the RC8, just three tenths above the Fireblade time. And Oriol shows that his preferences are not based on the number of cylinders as intended, but that he simply needs a lot of power. Also a 1.36.99 ?? and thus everything is open for the final?

Aprilia and KTM


Jahn

In the end, there could only be one winner: the Honda Fireblade.

Not quite, which is not due to the engine concept, the tires or the key technical data. The KTM fails because of its pathetic gearbox, because everyone who missed a gear several times in the braking zones on the first lap, take it visibly more cautiously afterwards. “With this switch box and the hard throttle response, the RC8 gives away a lot of its potential,” Jurgen is certain. Much of the focus is only on shifting gears cleanly and gently applying the gas at the top of the bend. When that is done, it will be really cool. Great seating position, good feeling for the front wheel, great handling, plus the linear pressure that is reminiscent of the best times for Ducati. A shame, there would have been more in here. ??

As a matter of fact. In the final statement, Aprilia and KTM are only separated by two points. In favor of the Italian, who combines more personal bests. The average time of all drivers, however, was better on the RC8. In addition, it is ahead in the property evaluation ?? except for the gearbox.

But KTM has recognized the problem and already has a solution ready. The gearshift star has sharper relief-ground flanks so that the gears are smoother. The change should take effect from the next model year. Of course, it’s too late for the 2008 Master Bike.

final


Jahn

When the battle was fought in Albacete, the joy was great – not only among the victors.

The story of the finale is quickly told. Now that it’s all about, the V2 has no chance against the four in a row. Oriol rediscovers his old love and burns his fastest time in the asphalt on the Fireblade with 1.36.4 minutes. Four other pilots do the same? and Jurgen does what nobody expected. He drives his fastest lap on the famous R6, just ahead of the Fireblade, which nevertheless wins superiorly and deserves, while the Aprilia doesn’t get a bike on the asphalt against the strong competition from the other classes.


Jahn

The Honda Fireblade (first place), the Yamaha YZF-R6 (second place) and the Aprilia RSV 1000 R Factory got a hard-won place on the podium.

The dispute of the concepts is thus decided for this time. And questions remain unanswered. What would KTM have achieved with a better transmission? How fast would the Ducati have been? And is that really that important? Anyway, Deborah leaves the scene after the great show in a good mood? accompanied by the only Harley rider far and wide.

Supersport class – super sport

And again the question about the cylinders. Three against four or Triumph Daytona 675 against the rest of the world. This time it’s called the Yamaha YZF-R6.

Admittedly: The conceptual peculiarities in the super sports team are not as different as in the large class. A Daytona does not drive any differently, nor does it perform significantly more or less than the Japanese four-cylinder Armada.

When asked about the favorites, there were only two answers before the start: Triumph or Yamaha. The dominant bikes of the past two years, with the Daytona having that decisive bit ahead of the R6 in the past.

First of all, however, Jurgen shows where and how you can get the time with the significantly lower power of the 600s, and drives around two seconds faster than Oriol. Increases from middle 38 times (on the CBR 600 RR) to low (ZX-6R), and then breaks the 37 sound barrier with the Daytona. The Triumph delegation rejoices. And still know that the drop has not yet been sucked. The R6 is waiting.

The 37 threshold falls in lap two. Also a high 1.37.9, it will be very tight. Also the next round on the same level. If you stopped by hand, you can’t say anything, everyone is waiting for the official final result. Jurgen passes the start / finish one last time ?? and causes incredulous astonishment. 1.37.2 minutes. Questioning looks. Did we stop right? If that’s true, then it’s a world of its own in the super sports category.

It is, and later it tends to be confirmed by the other drivers. Nine times the best time on the R6, the average lap time of all drivers around half a second before the next four-cylinder. Only the Daytona can keep up with the R6. It combines three best times, is only a tenth of a second behind the Yamaha in terms of average lap times, and even gets by far the best rating from the drivers? and still landed on the ungrateful second place.

Why is that? Above all because of the fact that Yamaha trimmed the R6 in its latest edition even more rigorously for the race track than its already radical predecessor. The seating position is even more front-oriented, effective chassis modifications ?? and of course even more power: that’s enough to keep the triumphs in check on the Albacete track.

The indication of the route is important. "Brutal, unbelievable", Jurgen is amazed after his last lap. "The engine does not stop turning at all, so that you can get by with the R6 with the fewest gear changes on this course. The Daytona doesn’t fit at all in this regard. Entrance Start / Finish, for example, the third is clearly too long, while the second is much too short. Incidentally, the Daytona is confident as usual. Precise when turning, stable at the top, with gentle load change reactions and enormous transparency. But against this brutal R6 there is no herb here in Albacete. The fork is so stable that it doesn’t matter what the rear wheel is doing. And when it comes across as cross."

So the R6 is ahead, but the Triumph crew takes it easy. "See you next year ??, promises marketing man Trevor. "Or even better at the presentation of the 2009 Daytona. Then the cards are reshuffled again."

Certainly also for the ZX-6R successor. The gap between the current model and the first two places is large. Only one best time, a good half a second behind the winner? the Kawasaki demands must be higher. Action is required, especially with the slow-moving engine and the seating position.

With regard to the last point, the recently introduced Suzuki also has to put up with allegations, while it is otherwise unapricious, but also unspectacular. Finally, as in the past, the Honda feels better than its lap times express. Great engine, great feedback ?? this is reflected in third place in the driver rating. Unfortunately not in the lap times. And shows how complex racing is. Especially in the supersport class.

Conclusion

A decisive factor and a political issue with this master bike, as the departure of the Ducati delegation shows. The Spanish organizers originally planned with Pirelli. The Supercorsa would probably have nipped any discussion in the bud, because it harmonizes with almost all motorcycles and offers a level of grip that meets the high demands of the powerful two- and four-cylinder as well as the demands of the driver. The deal fell through, Dunlop stepped in with the GP Racer (the middle M mixture in the front, the hard E mixture in the back). This meant that the powerful motorcycles, especially of course the 180 hp bolides, especially on the rear wheel, had a hard time because it went more sideways than forwards, while the 600s got along well with the GP racer.

Of course, it’s the fastest lap time that everyone is hungry for. With regard to the placement, however, the individual fable round does not matter. Much more decisive in the master bike regulations: the averaged time of all riders. The fastest motorcycle receives 40 points, the slowest none, while those placed are scored according to their lost time. The second correcting variable is the number of riders who were able to achieve their fastest lap time on the corresponding motorcycle. A maximum of 40 points are possible, with a minimum of zero. The remaining 20 points are awarded for the evaluation of the drivers. A dream grade of 10.0 would result in full points, an 8.0 equals 16 points, etc. But be careful: the lap times points are always awarded in relation to the competitors. Honda and Aprilia have the same number of points in the preliminary round, but they are far apart in the final.

Do you really have to comment on these curves? As for top performance, certainly not. The six more horsepower of a Kawasaki compared to the Yamaha are certainly not decisive for the war, because both are more than enough and even push modern supesport tires to their limit of liability. The development of performance is certainly more decisive. In this respect, the new Fireblade engine proves to be exemplary, well above the competition beyond 5000 rpm.

Any questions? Performance curves can hardly reflect more clearly what one experiences while driving. The BMW boxer already starts powerfully deep in the basement, pushes hard in the middle and stops working at a good 9000 rpm. The lower-displacement Rotax V2 of the Aprilia has already seen its best days, is well below the Boxer up to the 9000 mark, only to outperform it briefly. And the KTM shows what an almost ideal V2 curve looks like.

A close race among the four-cylinder, up to its performance zenith at 12500 rpm a clear advantage for the British triple. After that, however, the R6 strikes mercilessly. At 13700 rpm, YCCI (Yamaha Chip Controlled Intake) intervenes and lifts the intake funnel for better ventilation. In return, the R6 delivers a really poor performance in the lower speed range, only comes alive from 9000 rpm. But it is precisely in this area that it applies on the racetrack.

Four wins! With a clear victory, the new Fireblade entered the Masterbike winners list for the first time, and with an absolutely convincing performance. Could the Ducati 1098 R motorcycle for 35,000 euros have changed anything in this victory? Who knows. Nor can one judge what a KTM with a better gearbox would have achieved. Their otherwise convincing performance shows, however: The new, large V2s with their displacement advantage have no fundamental advantage over the four-in-line models, but at least they have a real chance. And they enrich the scene immensely with their individuality. Four wins ?? but V2 is more colorful.

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