Comparison test: Germany is looking for the superbike

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Mega test part 1: super sports car on the country road

Germany is looking for the superbike

It’s madness! Nine super athletes from four nations are fighting for the superbike crown. In a test like never before. MOTORRAD explores the strengths and weaknesses in everyday life, on the racetrack and on the high-speed course in order to choose the best superbike of all.

The high-speed roundabout at the top of the Italian boot. The long way there. A splendid race track and the cornering paradise in the Gargano. Whoever wants to become Germany’s superbike has to pass many tests. In the first part: the everyday rating.

W.ar maybe much better in the past? Let’s say fifteen years ago. Anyone who wanted to become a Schlagerfuzzi naturally trilled at the Eurovision competition. And if you wanted a super sports car, you automatically got the brochures from the four Japanese manufacturers. The question was: could it be the 1000 Yamaha or the even fatter GSX-R 1100. What are the advantages of the light, radical 900 Fireblade? And what does the tame 9-series Kawasaki offer. That’s it, because a sinfully expensive Ducati twin was out of the question anyway.

Mega test part 1: super sports car on the country road

Germany is looking for the superbike

Yamaha YZF-R1, while the beguiling Aprilia RSV4 R with its own V4 engine is even 100 euros cheaper. Incidentally, up to five euros exactly the price of the Yamaha is also being asked in Munich for the shooting star of the season, the BMW S 1000 RR. Without ABS, traction control and automatic gearshift, of course, but that’s not what the R1 can offer. The fact that no one will probably buy the BMW in this economy version is another clear indication that something is in motion here, something that Japan neither had on the list, let alone can present in the showrooms.

In view of this confusing overall situation, it seems advisable to briefly introduce the nine contenders for the coveted title again before the first competition.

Aprilia RSV4 R: Captivating, ultra-compact V4 device with unfortunately a bad start after broken connecting rods and a worldwide campaign recall.

BMW S 1000 RR: Strong Bavarian approach based on the Japanese model, supplemented by innovative electronic assistance systems.

Ducati 1198 S: Radical V2 pioneer with racing spirit, the finest appearance and classy equipment at a proud price.

Honda fireblade: A slightly facelifted version of the former high-flyer for this season, which made ABS socially acceptable in sports bikes.

Kawasaki ZX-10R: Japanese old school superbike with powerful inline four-cylinder.

KTM RC8 R: Variable, racing-oriented Ducati competitor from Mattighofen with a powerful V2, independent design and many smart solutions.

MV Agusta F4: The rebirth of an icon. Beautiful and strong and noble as ever. But now more affordable.

Suzuki GSX-R 1000: A reputation like Donnerhall, but a little old. Japanese superbike made from old shot and grain.

Yamaha YZF-R1: Together with the Fireblade winner of the Japanese innovation award. Revolutionary inline four-cylinder based on the successful racing models with 90 degree crank pin offset, but controversial design.

Day 1: Travel abroad

Jahn

The weather wasn’t always miserable. For a trip to the beach, the weather was good.

Even the first exam is tough. The route leads from Bologna (very bad weather, drizzle, eight degrees) to the southern, warmer climes of the Gargano (a peninsula between Pescara and Bari). Autobahn, speed limit 130, mostly straight ahead. Just like every journey on vacation. Not a great discipline for these cars. But a good opportunity to collect your first sympathy points. For example for the new S 1000 RR. "Confidence-inspiring, tight, direct", the author notes on behalf of many colleagues, especially since even the emphatically sporty ergonomics do not bang anyone’s wrists or knees excessively. Even more: you already feel from the first few meters how well it will all work when the S 1000 RR is in its element. The Bavarian manages to convey a racetrack feeling at the recommended motorway speed without overdoing it with uncompromising. Kudos to the Munich ergonomics officer.

But others also know about the racing driver’s favorite position (crouched forward, head back). And how to make it bearable. On the petite Aprilia, even tall people will find a spot worthy of athletes, enjoy the full banging of the V4, and are happy about the playful handiness and transparent feedback as they roll along. And they are amazed that, despite their different looks, the long BMW and the short Aprilia have similar feelings.

But there is a third one that is already convincing on the first stage. No wonder, because the R1 is clearly designed more civilly than the two European candidates. And that’s why it’s a hot favorite of the day for many. The knee angle is comfortable, the handlebars are not too low. And there is something else, more difficult to grasp. It’s the incredible ease with which everything runs on the Yamaha. The throttle grip runs smoothly, the throttle response is smooth, the revving up of the V4-sounding in-line engine is lively, easy and precise handling. Everything slips, nothing is trouble. It’s simply fun. Even in the rain and eight degrees.

Jahn

The new exhaust cover helps, the front indicators in the mirror arms certainly do not. In addition, the Kawasaki ZX-10R is one thing above all: inconspicuous.

The rest of the field is already deducted from this first, harmless test on unloved terrain. Example Kawasaki ZX-10R. "You stand out here like a tree frog in the undergrowth", would blaspheme Dieter Bohlen. And thus almost formulated the expulsion in a field of self-promoters. To the facts. You sit well on the Kawa, it is exemplary stable, its engine runs smoothly and cultivated, you can see something in the rear-view mirrors (which is practically impossible especially with the Italian representatives). You actually feel right at home. But: In the evening, with a beer, with the judges’ subjective assessment (which here, as on television, has nothing to do with victory or defeat) it is never on the list. Neither the favorites nor the ones you didn’t like. The ZX-10R goes along. Not more.

In contrast to the MV Agusta. It is always and omnipresent, even when it is stationary. With a design language that rightly continues to pay homage to its predecessor in the new edition. With lovingly made details and high-quality material appearance, from which, for example, the shapeless BMW cheap plastic tank panels are as far away as the Munich strong beer tapping from a Tuscan wine tasting. But it gets even better. All of this becomes a minor matter when she raises her voice. With a sonority that even a Pavarotti would fall silent with envy. So it has to roar, a row of four of traditional design. Just like that! Hoarse hissing from the airbox, pithy trumpeting from the four tailpipes. In comparison, the Regensburger Domspatzen whistle under the BMW tank at best, and the Japan League already throws the kill switch before it is started for the first time.

But there is also a suspicion: Do they have different homologation regulations in Italy? A question that also arises in view of the Aprilia consumption with regard to the Euro 3 standard. At the latest when their V4 comes to life, you can be sure that the clocks tick differently in Italy. This is incredible, this is rock n roll. Suddenly nobody wants to be reminded of dB limit values. A pleasant side effect: You drown out the sometimes dominant mechanical soundscape, which is otherwise just as omnipresent as the powerful bass.

Jahn

A rolling experiment: the KTM RC8 R with its unique design language. Either you love it – or you don’t like it.

Speaking of bass: the KTM and of course the Ducati are also born with the full V2 punch. No wonder given the mighty individual cubic capacity of almost 600 cubic centimeters. This is also a reason to look back. Anyone who prophesied to us the 15 years ago that a modern, standard Supersport V2 would one day rise to measured 170 hp (Ducati) or even 174 hp (KTM), even experts would undoubtedly have declared crazy.

Today, however, the jury benevolently applauds. And enjoys the extroverted appearance of the two. The 1198 S presents itself to its large fan base in a classic way with harmonious proportions. The challenger from Mattighofen is spacy and polarizing. A stealth bomber on a promotional tour that surprises young and old with exemplary (and also incredibly variable) ergonomics, which one would in no way trust the angular exterior. The Ducati offers the exact opposite: traditional Italian racing driver attitude, "Head down, butt up". That might work on the circuit, but it doesn’t work on a vacation trip.

And isn’t there something missing? Where do Honda Fireblade and Suzuki GSX-R 1000, the really big names in this competition, stand. You can put it in a friendly way: you approach it cautiously. First of all, no more. At a good 130 km / h over around 600 kilometers between Bologna and Gargano, they are a staid average and, like the Kawasaki, are neither positive nor negative. The Suzuki offers good wind protection, but the fat tank spreads its legs like old times. And the Honda carries its footpegs far forward and quite high. A position that is difficult for all long-legged riders. In addition, the most important modification for the 2010 model, namely seven percent more flywheel mass on the crankshaft, is clearly lost, while the well-known rough engine running of the Honda unit is still present.

So what is left at the end of the first day? Not an easy task for the visibly accomplished jury, who after countless vehicle changes and dozens of refueling stops (dictated by the enormous thirst for fuel of the Aprilia and the tiny tank of the Ducati) choose their personal favorites over beer. Ultimately, the Aprilia landed with three votes despite their booze (see measurements) just ahead of the Yamaha (two votes). BMW, Honda and KTM follow with one voice.

It is clearer at the end of the field. A Ducati is simply not built for this kind of strolling around, four times it gets the golden lemon because of its seating position, but also because of its slight instability in fast corners. That is bitter for a motorcycle, which at almost 22,000 euros costs around 6500 euros more than the majority of the participants.

Day 2: Difficult terrain

Jahn

It’s a long way to Nardo. The assembled supersport elite on the way to the ultimate challenge.

Yes, it happens. Again and again. In real life and also at MOTORRAD. Instead of summer, sun and the house route, rain, cold and botch-up route. Narrow, winding, dirty streets. Gargano: a well-known holiday region, great weather all year round. And just in time for breakfast – heavy rain. Our destination is the Foresta Umbra, a unique piece of German mixed forest in southern Italy, where, as it turned out a few hours later, fox and rabbit say good night. If they haven’t got lost before.

What do you do here with 180 hp super athletes? Correct! Pull the cable very carefully and try not to cramp it!

Now is the time for three things. Silica, assistance systems, feedback, in exactly that order. Whom the term "Silica" nothing says: This is the component of a rubber compound that makes the tire so supple, even in cold external conditions (and driving in the rain without a doubt) that it builds up sufficient grip. The Michelin Pilot Power is known for his outstanding talent in this regard. The Power Pure, its successor, is no less. And that’s the first tire on the Yamaha R1, the bike in the field that shines with the most civil chassis design and is therefore on the sunny side in the rain anyway. In addition, the R1 has three driving modes that can be easily changed from the handlebars, which – figuratively speaking – vary the ratio between the throttle grip and the throttle valve. Simply push a button mode "B." instead of "default" selected – and the happy R1 driver is no longer worried. Except perhaps whether he could drive the rest of the candidates to a nervous breakdown or a ditch at his own pace.

THE TIRES
The majority of the candidates are fighting for attitude. That begs the question, which rubbers are they wearing? The answer: Nothing that makes you ride an attack in the rain. The Pirelli Supercorsa SP is used three times (Ducati, KTM, MV Agusta). A tire that lets you celebrate on every racetrack in the world, but is not known for its outstanding wet properties. The Metzeler Racetec K3 Interact has been raised twice (Aprilia, BMW), for which the same applies to a large extent. That leaves Honda (Bridgestone BT 015) and Suzuki (Bridgestone BT 016), both of which prove that the Japanese still have a lot to learn in the wet. And the Pirelli Diablo Corsa III on the Kawasaki? Is just as far removed from outstanding rain properties as Silvio Berlusconi is from celibacy.

Jahn

The Suzuki GSX-R 1000 has no real weaknesses. Since, unfortunately, she can just as little trumps with outstanding strengths, she remains in the midfield.

Inevitably, therefore, they move Driver assistance systems in focus. There was talk of Yamaha’s triple modes. Suzuki and Aprilia also offer the same, although the response behavior changes in both cases, but the implementation is not as successful as on the Yamaha. However, compared to what the new one BMW S 1000 RR has to offer, all three variants are at best a finger exercise for young programmers. Race ABS and Traction Control, both combined with different response modes of the engine management and summarized in four clearly laid out areas of application that can be operated from the right handlebar end (Rain, Sport, Race and Slick): This is undoubtedly a mature Munich achievement. And one that also casts a spell over skeptics.

But not because from now on you are automatically and continuously within the control range. Rather, it is a good feeling that another authority will step in if you run out of talent.

This relieves the tension, clears the mind for choosing lines and braking points. If, as with the S 1000 RR, a chassis configuration is added that provides sufficient feedback and mechanical grip despite all the required sporty rigor, even a proven sports fan like the S 1000 RR does an extremely good job and stays at least halfway in the R1 driver Rearview mirror currently.

This feat also succeeds Honda fireblade. At least on the brakes. Its soft and unobtrusive ABS acting under these conditions is a force and even more sensitive than the rougher BMW system. But the question quickly arises: Why doesn’t the world’s largest motorcycle manufacturer use the infrastructure that is already there to regulate the acceleration phase so effectively? And something else stands out. The still hard, rough throttle response despite the increase in the flywheel mass and the pronounced trailer just under 4000 rpm have not yet been cured.

Jahn

The Ducati 1198 S. It offers racing spirit and the finest equipment, but at a proud price.

These difficulties are on the Suzuki GSX-R 1000 With its gently starting and evenly increasing pressure, no problem. The GSX-R problems are clearly on the other side of the motorcycle, especially under these adverse conditions. Blunt brakes, insensitive Showa-Big-Piston-Fork without a cartridge system, plus any renunciation of control electronics – that is, dear gentlemen from Hamamatsu, perhaps brave mechanical engineering of the old school, but no longer sufficient to keep you at the forefront of superbike technology to put. Before any misunderstandings arise: The Suzuki is – like the Kawasaki, by the way, which has a similar fork but a suspicious reference brake – is certainly not a bad motorcycle. But also not one that pulls you under its spell. A sure sign of this: even at the end of day two, neither of them appear in the jurors’ rankings. Not positive, not negative. Just mediocre.

That is almost certainly not good news in the show business of super athletes. It is even more clearly arranged behind it Ducati 1198 S. one. This is not surprising, however, because on days like this, the Bologna Queen’s pilot struggles not only with the extreme seating position, but also with the radical design of the V2 and its very long secondary transmission. At walking pace around switchbacks: A four-cylinder with its wide speed range can still do that, with the V2 only the clutch helps. That annoys, strains, draws energy. This also applies to them to a lesser extent KTM RC8 R, which has a significantly shorter translation (and this year has one more tooth on the chainring), but in the lower rev range it also acts much less cultivated than the Ducati twin. On the plus side, however, the Austrian registers her fine neutrality, good handling and, above all, the perfect seating position, which makes fighting with the circumstances a pleasure.

It is very similar with the Aprilia RSV4 R. Its traditional qualities such as good handling, fine balance, but above all the impeccable feedback, are enough to largely take away the horror of driving in the rain. However, like the KTM, it cannot come up with electronic driving aids, and its load change behavior is sometimes a bit rough despite three modes such as that of the RC8 R..

Just like with the diva MV Agusta F4 1000. Of course, she is Italian. And of course, like the Ducati, she exaggerates her sporty stance. And of course, its stiff chassis is not predestined for German mixed forest roads. And, of course, the response and load change behavior have become much better, but by no means good. And in and of itself you would have to trust the eight-way adjustable traction control (as with Ducati), although it is much simpler than the BMW system. But: Anyone who installed such short footrests, which are extremely slippery in the wet, apparently never had rain driving in mind anyway.

So what is the bottom line?? BMW S 1000 RR and Yamaha YZF-R1 are again among the winners of the day. One because it accentuates your natural talent with fine electronic support. And the other because she supported her undoubted talent with a very clever choice of tires under these conditions. respect!

Day 3: home route

Jahn

If the weather is right, then mountain trips in southern Italy are also a wonderful thing.

On the third day, Peter has an understanding. Spring-like temperatures, freestyle instead of mandatory, fascinating curve combinations instead of tricky mixed forest roads, sun instead of rain. Like on the home track in summer. Nine musclemen scratch their hooves, nine drivers straighten the leather. On the way to Nardo, there are a few more sections of the route to the taste of super athletes. Today it applies, today a lot can be decided!

But first the daily ritual. Nine motorcycles, nine keys – and again the same ones are out of print. BMW, Yamaha, Aprilia, Honda – very hard to come by. Then MV Agusta, KTM, Suzuki and Kawasaki and finally the Ducati key go away.

For all V2 and Italy fans who are now holding their heads in astonishment, a brief explanation: This day’s program is not about making an impression in front of the ice cream parlor. And not about looking for an intense motorcycle experience for yourself alone. This third day is about real competition, about exploring limits. One drives up, eight chase after. And that’s the most strenuous on the Ducati 1198 S because the speed window in which the icon from Bologna works is smaller than on any other. And it’s very high up. It is only in its element when you put enough pressure on the front wheel on the brakes and accelerate out of the way. Then even the peculiar chassis set-up is right with a soft fork and stiff shock absorber. Then you don’t feel all the weight in the world on your wrists, but the feedback from the Ohlins-guided front wheel. Then it’s alright. For that one moment that you never know on foreign territory if and when it will come. So it’s better to be on the safe side. And if you are V2-savvy, try to get hold of the RC8 R. Of course, she also needs exercise to get in top form. Also applies to her "the faster the better". But the framework is nowhere near as tight.

Jahn

A little Japan, a little asymmetry, lots of plastic and a lot of functionality: the BMW S 1000 RR looks neither new nor original. But very well thought out.

Especially because you can let it run relaxed for hours in this sitting position. Nothing pinches, nothing pinches, plus the bewitchingly slim waist. And an engine that, once released from the low revs, jumps on the gas nimbly and then reloads with beautiful, predictable uniformity. In addition, there is a playful handiness even at high speeds, a striking feeling for the hindquarters. Forget the slippery streets, forget the desire for electronic support. On this track, deliberately exploring the limit of accession of the super sport tires would be negligent, because as a rule one’s own perceptual ability surrenders much sooner than the rubber.

So the KTM RC8 R (the price of which, by the way, KTM has lowered from 20,990 euros to 17,990 euros), gives the other candidates a tough nut to crack. Above all, the orthodox Japan faction, which is nervously waiting for their appearance. Rightly so, because they are under tremendous pressure. Suzuki and Kawasaki are handy, but clearly not as handy as the KTM, especially at high speeds. You sit properly on them, but certainly not as perfect as on the KTM. They push sustainably, but not as spectacularly as the KTM. Subjectively, mind you, because objectively the four rows are already pulling on the chain. However, only at a speed level that is seldom reached even with full driving effort on this trip. The measured 181 hp of the ZX-10R must therefore wait at least another day to fully develop.

No wonder that the Bavarian four-cylinder is already scratching its hooves nervously. We know from the test bench: What it ignites in the five-digit speed range is unique. 202 unbelievable horsepower, which is no longer unbelievable at all when you have experienced the naturalness with which it is BMW S 1000 RR keeps turning where everyone else has long been stuttering in the limiter. One more day, as I said. In the here and now, the chassis can shine. Tight, direct, neutral, blessed with a famous fork and brute brakes, hard gasping on the BMW is almost subject to amusement tax. There is hardly anything it cannot do – but as always, MOTORRAD has found it.

Clearly: The powerful emphasis in the middle, with which a Honda Fireblade enriches the country road hunt, is missing in the BMW S 1000 RR, as is the handiness of the Honda. The same applies to the inimitable spontaneity with which the Yamaha R1 hangs on the gas and, thanks to a short gear ratio, pulls the front wheel skyward. We have already spoken of the divine sound of the MV Agusta F4 and its unshakable stability.

Jahn

No question about it: Beauty Queens come across as different. But they usually don’t tear like the YZF-R1.

Of the fact that this test continues in Nardo and that the MOTORRAD 1000-point evaluation this time is only an interim result, too. In the jury’s sympathy rating, even after the third day, BMW, Yamaha and Aprilia are way ahead, the Honda has made up considerable ground. The objective MOTORRAD rating, which also takes into account the practical and cost-related aspects, sees the BMW ahead of Honda and Yamaha, while the Aprilia RSV4 falls significantly behind with everyday weaknesses. For this very reason, the Suzuki and the similarly inclined Kawasaki are pushing themselves into focus for the first time, and even on the extroverted KTM RC8 R there are practical solutions beyond ergonomics.

MV Agusta and Ducati don’t give a damn about such profane stuff. And, as always, land at the end of the pragmatist rating. Everyday life? Does it even exist in Italy? In any case, a holiday is imminent for the test crew and the nine superbikes. "Nardo Technical Center" stands over the gate of the 7,000,000 square meter area. And tomorrow it’s all about full throttle!

Technical specifications

42 Pictures

Pictures: Mega-Test part 1: Super sports car on the country road

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Bilski

Kawasaki ZX-10R

Technical data Kawasaki ZX-10R:

Engine:
Four-cylinder in-line engine
Injection Ø 43 mm
Clutch Multi-plate oil bath clutch (anti-hopping)
Bore x stroke 76.0 x 55.0 mm
Displacement 998 cm3
Compression 12.9: 1
Output 138.0 kW (188 hp) at 12500 rpm
Torque 113 Nm at 8700 rpm

Landing gear:
Frame bridge frame made of aluminum
Fork Upside-down fork, Ø 43 mm
Hydraulic steering damper
Brakes front / rear Ø 310 mm / Ø 220 mm
Systems assistance –
Wheels 3.50 x 17; 6.00 x 17
Tire 120/70 ZR 17 190/55 ZR 17
Pirelli Diablo Corsa III tires front "N"

Mass and weight:
Wheelbase 1415 mm
Steering head angle 64.5 degrees
Trail 110 mm
Front / rear suspension travel 120/125 mm
Tank capacity 17.0 liters
Weight with a full tank 210 kg
Service intervals 6000 km
Price (excluding additional costs) 14,595 euros

MOTORCYCLE readings:
Top speed (manufacturer information) 298 km / h

acceleration
0-100 km / h 3.2 sec
0–140 km / h 4.6 sec
0–200 km / h 7.5 sec

Draft
60-100 km / h 4.2 sec
100–140 km / h 3.4 sec
140–180 km / h 3.5 sec

consumption
Consumption on the highway 5.7 liters
Range of the country road 298 km
Test consumption 6.7 liters
Range test consumption 254 km
Fuel type super

Jahn

MV Agutsa F4 1000

Technical data MV Agusta F4:

Engine:
Four-cylinder in-line engine
Injection Ø 46 mm
Clutch Multi-plate oil bath clutch (anti-hopping)
Bore x stroke 76.0 x 55.0 mm
Displacement 998 cm3
Compression 13.1: 1
Output 137.0 kW (186 hp) at 12900 rpm
Torque 114 Nm at 9500 rpm

Landing gear:
Frame tubular steel frame
Fork Upside-down fork, Ø 50 mm
Hydraulic steering damper
Brakes front / rear Ø 320 mm / Ø 210 mm
Assistance traction control systems
Wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17 – 190/55 ZR 17
Pirelli Supercorsa SP tires

Mass and weight:
Wheelbase 1430 mm
Steering head angle 66.0 degrees
Trail 100 mm
Front / rear suspension travel 120/120 mm
Tank capacity 17.0 liters
Weight with a full tank 214 kg
Service intervals 6000 km
Price (excluding additional costs) 18,500 euros

MOTORCYCLE readings:

Top speed (manufacturer information) 305 km / h

acceleration
0-100 km / h 3.3 sec
0–140 km / h 4.8 sec
0–200 km / h 7.5 sec

Draft
60–100 km / h 4.3 sec
100–140 km / h 3.6 sec
140–180 km / h 3.7 sec

consumption   
Consumption of country road 6.5 liters
Range of the country road 262 km
Test consumption 7.9 liters
Range test consumption 215 km
Fuel consumption great

Jahn

KTM RC8 R

Technical data KTM RC8 R:

Engine:
Two cylinder 75 degree V engine
Injection Ø 52 mm
Clutch Multi-plate oil bath clutch
Bore x stroke 105.0 x 69.0 mm
Cubic capacity 1195 cm3
Compression 13.5: 1
Output 125.0 kW (170 hp) at 10250 rpm
Torque 123 Nm at 8000 rpm

Landing gear:
Frame tubular steel frame
Fork Upside-down fork, Ø 43 mm
Hydraulic steering damper
Brakes front / rear Ø 320 mm / Ø 220 mm
Systems assistance –
Wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17 – 190/55 ZR 17
Pirelli Supercorsa SP tires

Mass and weight:
Wheelbase 1425 mm
Steering head angle 66.7 degrees
Trail 97 mm
Front / rear suspension travel 120/120 mm
Tank capacity 16.5 liters
Weight with a full tank 200 kg
Service intervals 7500 km
Price (excluding additional costs) 17,990 euros

MOTORCYCLE readings:
Top speed (manufacturer information) 278 km / h

acceleration
0-100 km / h 3.2 sec
0–140 km / h 4.8 sec
0–200 km / h 8.0 sec

Draft
60–100 km / h 3.4 sec
100–140 km / h 3.4 sec
140–180 km / h 3.5 sec

consumption
Consumption on the highway 6.0 liters
Range of country roads 275 km
Test consumption 6.4 liters
Range test consumption 258 km
Fuel type Super Plus

Jahn

Aprilia RSV4 R

Technical data Aprilia RSV4 R:

Engine:
Four cylinder 65 degree V engine
Injection Ø 48 mm
Clutch Multi-plate oil bath clutch (anti-hopping)
Bore x stroke 78.0 x 52.3 mm
Displacement 1000 cm3
Compression 13.0: 1
Output 132.4 kW (180 hp) at 12500 rpm
Torque 115 Nm at 10,000 rpm

Landing gear:
Frame bridge frame made of aluminum
Fork Upside-down fork, Ø 43 mm
Hydraulic steering damper
Brakes front / rear Ø 320 mm / Ø 220 mm
Systems assistance –
Wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17 – 190/55 ZR 17
Metzeler Racetec K3 Interact tires

Mass and weight:
Wheelbase 1420 mm
Steering head angle 65.5 degrees
Trail 105 mm
Suspension travel front / rear 120/130 mm
Tank capacity 17 liters
Weight with a full tank 212 kg
Service intervals 10,000 km
Price (excluding additional costs) 15,364 euros

MOTORCYCLE readings:
Top speed (manufacturer information) 290 km / h

acceleration
0-100 km / h 3.2 sec
0–140 km / h 4.8 sec
0-200 km / h 7.8 sec

Draft
60-100 km / h 3.7 sec
100–140 km / h 3.6 sec
140–180 km / h 3.8 sec

consumption
Consumption of highway 7.5 liters
Range of the country road 227 km
Test consumption 8.2 liters
Range test consumption 207 km
Fuel type super

Jahn

BMW S 1000 RR

Technical data BMW S 1000 RR:

Engine:
Four-cylinder in-line engine
Injection Ø 48 mm
Clutch Multi-disc oil bath clutch (anti-hopping)
Bore x stroke 80.0 x 49.7 mm
Displacement 999 cm3
Compression 13.0: 1
Output 142.0 kW (193 hp) at 13,000 rpm
Torque 112 Nm at 9750 rpm

Landing gear:
Frame bridge frame made of aluminum
Fork Upside-down fork, Ø 46 mm
Hydraulic steering damper
Brakes front / rear Ø 320 mm / Ø 220 mm
Assistance systems ABS / traction control
Wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17 – 190/55 ZR 17
Metzeler Racetec K3 Interact tires

Mass and weight:
Wheelbase 1432 mm
Steering head angle 66.1 degrees
Trail 96 mm
Suspension travel front / rear 120/130 mm
Tank capacity 17.5 liters
Weight with a full tank 208 kg
Service intervals 10,000 km
Price (excluding additional costs) 15,500 euros
Price of the test motorcycle 17,555 euros (including ABS and DTC for 1220 euros, automatic gearshift for 360 euros and special paint for 475 euros)

MOTORCYCLE readings:
Top speed (manufacturer information) 299 km / h

acceleration
0-100 km / h 3.1 sec
0–140 km / h 4.4 sec
0-200 km / h 6.9 sec

Draft
60–100 km / h 3.5 sec
100–140 km / h 3.4 sec
140–180 km / h 3.3 sec

consumption   
Consumption on the highway 5.9 liters
Range of the country road 297 km
Test consumption 6.5 liters
Range test consumption 269 km
Fuel type Super / Super Plus

Jahn

Honda fireblade

Technical data Honda Fireblade:

Engine:
Four-cylinder in-line engine
Injection Ø 46 mm
Clutch Multi-disc oil bath clutch (anti-hopping)
Bore x stroke 76.0 x 55.1 mm
Cubic capacity 1000 cm3
Compression 12.3: 1
Output 130.7 kW (178 hp) at 12,000 rpm
Torque 112 Nm at 8500 rpm

Landing gear:
Frame bridge frame made of aluminum
Fork Upside-down fork, Ø 43 mm
Steering damper electronic / hydraulic
Brakes front / rear Ø 320 mm / Ø 220 mm
ABS assistance systems
Wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17 – 190/50 ZR 17
Bridgestone BT 015 F tires

Mass and weight:
Wheelbase 1410 mm
Steering head angle 66.8 degrees
Trail 96 mm
Front / rear suspension travel 120/135 mm
Tank capacity 17.7 liters
Weight with a full tank 209 kg
Service intervals 6000 km
Price (excluding additional costs) 14,990 euros
Price test motorcycle 15990 euros (including ABS for 1000 euros)

MOTORCYCLE readings:
Top speed (manufacturer information) 293 km / h

acceleration
0-100 km / h 3.2 sec
0–140 km / h 4.6 sec
0–200 km / h 7.5 sec

Draft
60–100 km / h 3.5 sec
100–140 km / h 3.4 sec
140–180 km / h 3.0 sec

consumption
Country road consumption 5.2 liters
Range of the country road 340 km
Test consumption 6.3 liters
Range test consumption 281 km
Fuel type super

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Suzuki GSX-R 1000

Technical data Suzuki GSX-R 1000:

Engine:
Four-cylinder in-line engine
Injection Ø 44 mm
Clutch Multi-plate oil bath clutch (anti-hopping)
Bore x stroke 74.5 x 57.3 mm
Displacement 999 cm3
Compression 12.8: 1
Output 136.0 kW (185 hp) at 12,000 rpm
Torque 117 Nm at 10000 rpm

Landing gear:
Frame bridge frame made of aluminum
Fork Upside-down fork, Ø 43 mm
Steering damper electronic / hydraulic
Brakes front / rear Ø 310 mm / Ø 220 mm
Systems assistance –
Wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17 – 190/50 ZR 17
Bridgestone BT 016 "N" tires

Mass and weight:
Wheelbase 1405 mm
Steering head angle 66.2 degrees
Trail 98 mm
Suspension travel front / rear 125/130 mm
Tank capacity 17.5 liters
Weight with a full tank 208 kg
Service intervals 6000 km
Price (excluding additional costs) 13,990 euros
Price test motorcycle 15,345 euros (including Yoshimura GP EVO IV exhaust system for 1355 euros)

MOTORCYCLE readings:
Top speed (manufacturer information) 295 km / h

acceleration
0-100 km / h 3.2 sec
0–140 km / h 4.7 sec
0-200 km / h 7.7 sec

Draft
60–100 km / h 3.5 sec
100–140 km / h 3.2 sec
140–180 km / h 3.2 sec

consumption
Country road consumption 5.2 liters
Range of the country road 337 km
Test consumption 6.3 liters
Range test consumption 278 km
Fuel type super

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Yamaha YZF-R1

Technical data Yamaha YZF-R1:

Engine:
Four-cylinder in-line engine
Injection Ø 45 mm
Clutch Multi-disc oil bath clutch (anti-hopping)
Bore x stroke 78.0 x 52.2 mm
Displacement 998 cm3
Compression 12.7: 1
Output 133.9 kW (182 hp) at 12500 rpm
Torque 116 Nm at 10,000 rpm

Landing gear:
Frame bridge frame made of aluminum
Fork Upside-down fork, Ø 43 mm
Steering damper electronic / hydraulic
Brakes front / rear Ø 310 mm / Ø 220 mm
Systems assistance –
Wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17 – 190/55 ZR 17
Michelin Power Pure tires front "A"

Mass and weight:
Wheelbase 1415 mm
Steering head angle 66.0 degrees
Trail 102 mm
Front / rear suspension travel 120/120 mm
Tank capacity 18.0 liters
Weight with a full tank 214 kg
Service intervals 10,000 km
Price (excluding additional costs) 15,495 euros

MOTORCYCLE readings:
Top speed (manufacturer information) 285 km / h

acceleration
0-100 km / h 3.2 sec
0-140 km / h 4.6 sec
0–200 km / h 7.5 sec

Draft
60–100 km / h 3.4 sec
100–140 km / h 3.4 sec
140–180 km / h 3.2 sec

consumption
Consumption on the highway 6.0 liters
Range of the country road 300 km
Test consumption 7.4 liters
Range test consumption 243 km
Fuel type super

MOTORCYCLE measurements

archive

Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

Aprilia RSV4 R
Good average – that can be understood as praise in this environment. The V4 does not have any significant weaknesses.

BMW S 1000 RR
The hammer hangs there! However, quite high. From 10,000 rpm, the Munich foursome can no longer be held. He does well under it.

Ducati 1198 S.
Wacker stamps the Bologna twin torque on the roll. But it also stops turning much earlier than the four-cylinder.

Honda fireblade
Only the Duc is weaker, the BMW lacks 31 hp. But in the middle the blade motor is really strong. If only it weren’t for the trailer at 4000 rpm.

Kawasaki ZX-10R
Magnificently powerful – only at the bottom it’s poor. But that’s exactly what you expect from Kawa.

KTM RC8 R
Well, that’s a hammer. With its 174 hp, the Mattighofen V2 easily enters four-cylinder terrain.

MV Agusta F4
The Italo four needs speed, then it goes forward. Nevertheless, the BMW lacks 23 hp at almost the same speed level.

Suzuki GSX-R 1000
Very strong at the bottom, then inconspicuous. And yet: a great engine.

Yamaha YZF-R1
The idiosyncratic Yamaha motor with a 90 degree crankpin offset is not as powerful as it feels.

MOTORCYCLE test result

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Admittedly close, but the BMW S 1000 RR drives away the others.

1st place: BMW S 1000 RR
We call this a made-to-measure debut. The BMW impresses in almost every way. Not just because it has a few more horsepower than the competition. hats off!

2nd place: Honda Fireblade
The serial winner of the past few days has to be content with second place. And would have to evacuate if the Yamaha had an ABS.

3rd place: Yamaha YZF-R1
It is a phenomenon. No one in this field is as easy to drive as the R1. And hardly any of them are so much fun. A fun bike for every day and every event.

4th place: Suzuki GSX-R 1000
If you have no outstanding strengths and no significant weaknesses, you end up where? In the midfield. At least if you take everyday issues into account.

5th place: Kawasaki ZX-10R
Another case of inconspicuousness. The Kawa has no serious weaknesses, but at least it has an extreme strength: its brake is top notch. Let’s see what happens.

6th place: Aprilia RSV4 R
Everybodys darling – and yet not at the very front. Because the world doesn’t just consist of driving fun, but also of fuel consumption, range and visibility in the rear-view mirrors.

7th place: KTM RC8 R
You love the KTM or you hate it. There is nothing in between. Ergonomics and handling inspire in any case, the uncultivated engine is a deterrent.

8th place: MV Agusta F4
Good engine, good chassis, great sound, stylish design. Alone, other things count in everyday life. But what do proud F4 owners care about everyday life?

9th place: Ducati 1198 S.
The sum of their qualities may not equal the sum of their proud purchase price. Driving 1198 is exhausting. But very entertaining.

Scoring:

Category engine:
It is not pure strength that is decisive, but rather balance. Especially when it comes to everyday matters. That’s why it’s not the BMW muscle man who is in front here, but the Suzuki and Yamaha engines with their good manners. The Fireblade motor can also keep up, while the Aprilia and MV drives show considerable weaknesses in response and load change behavior.

Winner engine: Suzuki and Yamaha

Category chassis:
It is often like this: nine vie for the best chassis and Aprilia wins. The handling of the RSV4 R is in a class of its own, the stability is great, the steering behavior is exemplary and the rest is not bad. Even the not-so-handy BMW gives an impressive performance, as does the simultaneously precise and comfortable Yamaha, while the Ducati setup is a mystery.

Winner chassis: Aprilia

Category everyday life:
Skill is skill: that a Bayern athlete is ahead in the everyday chapter is not really surprising. Or is it? In view of the radical design of the S 1000 RR, that wasn’t a given. However, the fact that Japan is ahead of Italy in this respect is true. Just looking in the mirror is a constant German-Italian misunderstanding.

Winner everyday life: BMW

Category Security:
A very strong performance of the Fireblade. The steering damper alone – world class, unique. Unbeatable on German autobahns. In addition, the complex ABS and a stable chassis. Much more is not possible.

Safety winner: Honda

Category costs:
The thirst for fuel makes the difference. And the bottom line is that the BMW is the cheapest.

Winner costs: BMW

   Aprilia  Bmw  Ducati  Honda  Kawasaki  KTM  MV  Suzuki  Yamaha
 Max. 1000  651  705  628  689  660  649  629  667  674
 placement  6th.  1.  9.  2.  5.  7th.  8th.  4th.  3.
 Price-performance  3.0  2.7  4.0  2.6  2.7  3.7  4.0  2.4  2.7

Price-performance winner: Suzuki
Here comes the Suzuki, which has by far the cheapest price. Ducati and MV? As always!

42 Pictures

Pictures: Mega-Test part 1: Super sports car on the country road

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