Comparison test: high-speed test in Nardo

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Comparison test: Germany is looking for the Superbike, Aprilia RSV4 R, BMW S 1000 RR, Ducati 1198 S, Honda Fireblade, Kawasaki Ninja ZX-10R, KTM 1190 RC8 R, Suzuki GSX-R 1000, Yamaha YZF-R1 / R1M

High-speed test in Nardo

No more gray theory. 180 hp and more – what’s really going on? After the everyday test, we went to Nardò in southern Italy. The job: testing to the limit. Who accelerates the fastest to 250 km / h? Who is most effective in delaying? What is the top speed? Who is using the most? And, very important: How do the engines withstand this stress??

AT.From the air the matter looks very peculiar. A circle of gigantic proportions, as if drawn with a compass in the southern Italian plain. No question about it, Erich von Daniken would suspect extraterrestrials here. Let’s take a closer look. Quite earthly, dirty and exhausted after about 2000 kilometers of driving (see test MOTORRAD 7/2010) we stand in front of the strictly guarded gate. In their luggage: nine candidates for the Superbike crown, roughly the fastest that mankind has ever produced in single-track vehicles. The extraterrestrial porter has disguised himself as an Italian. Small, suntanned, gel in his hair – he is busy gluing all the cellphone lenses, fogging up the photographer’s equipment, and producing visitor IDs with mug shots. Whoever lives in this circle doesn’t want to be discovered.

Comparison test: Germany is looking for the superbike

High-speed test in Nardo

Jahn

The MOTORRAD crew is preparing and is excited to see what to expect.

So get to work. The Aprilia is launched first. Karsten starts off at a leisurely pace and has to be sure that not only the engine oil but also the tires are at operating temperature. With a weight of 212 kilograms, the RSV4 R is neither the lightest nor the strongest with 175 HP on the crankshaft and 163 HP on the rear wheel (see diagrams on page 25). She is just mediocre among these powerhouses. So no chance of the best value? Who knows, because other things also play a role in such a difficult tightrope act as acceleration on the last groove. The good controllability of the clutch, for example, the even and predictable power development. Or the weight distribution (which is decisive for the wheelie or stoppie tendency), the controllability of the brakes, the shiftability of the transmission and, and, and. If you don’t believe that, you should just try it out. It’s a real balancing act between traction and slip, between rising front wheel and rollover.

It’s high school. And Karsten’s values ​​are the benchmark. The recording system records 13.1 seconds from a standing start to 250 km / h. But where does the Aprilia stand? In the world of super sports cars with several hundred horsepower, it would be right at the front. In automobile circles, people are already showing off if they break the 200 barrier during this time. The Aprilia did that about five seconds earlier. And yet: what is this time worth?

Comparison test: super athletes part 2

Jahn

Looming clouds over the speed fighters. The Aprilia is already missing, the others are still driving. And really quickly.

This uncertainty does not apply to the brake test. With 10 m / s2, the delicate RSV4 R sets a top value right away. We know that from countless top test measurements, even though there is not such a fast delay. 10 m / s2 is a word, but it also carries the risk of catapulting the driver over the handlebars or overbraking the front wheel.

Mind you, at well over 200 km / h. In view of this, the determination of the top speed is harmless. How was Tempo 285? "Flawless", says Karsten. "Clutch, gearshift, stability, brake, feedback – everything is perfect." The audience hangs on his lips. "And otherwise, the course?" "Great, really great. Completely problem-free. And no traffic at all!" He gets on the BMW, starts roaring, is gone. Now it will show what is going on here. Nobody doubts that. How was it? With 202 HP more than 30 HP more than a Honda or Yamaha Fireblade, of which 27 are left on the rear wheel. Full of assistance systems that make life at the limit so wonderfully manageable. Puff cake! At least as far as the electronic helpers are concerned. Karsten has switched off the DTC (Dynamic Traction Control) and is in slick mode. It barely regulates when braking, allows a locking rear wheel and a rising rear. "Otherwise you will not achieve the optimal values", Karsten knows about the top test and grins over both cheeks after the measurement. "The automatic gearshift is a real hammer in this exercise, the thing rises in the third, the translation fits perfectly."

What he means by this becomes apparent when analyzing the data. 10.6 seconds from zero to 250 km / h, almost three seconds faster than the Aprilia – a figure burned into the asphalt of Nardò. Also because the BMW saves a gear change. In plain language: fourth gear is sufficient for a speed of 250 on the S 1000 RR. And in the sixth it creates 305 km / h, even if the speedometer is politically correct 299 km / h. A sports motorcycle of the purest water, weighing a good 200 kilograms, conditioned for racetrack performance, not aerodynamically optimized for the motorway. Any questions?

Sure, of course. How are the others doing? How fast are you? And how does it feel to drive beyond 300 km / h? So: All measured values ​​are summarized in the table on page 25, the properties during the test drives can be found in the points evaluation on page 32. After the everyday evaluation, the BMW also wins this high-speed evaluation by a superior margin, but after that the results shift considerably. Take the Kawasaki ZX-10R, for example: It not only shines with excellent acceleration and top speed values ​​(11.7 seconds and 295 km / h), but also with a hammer brake that can do everything at 10.4 m / s2 without any electronic control and ground delayed. It is just as unshakably stable as when you hit the throttle at full throttle, where any handlebar sugar is nipped in the bud with the new Ohlins steering damper.

Jahn

Let’s go to the fastest roundabout in the world. Its direction of travel changes daily.

Another surprise follows in third place. The top speed of the new MV Agusta F4 is an impressive 297 km / h and speaks not only for the visual, but also the aerodynamic advantages of the new design. In addition, there is the rigid chassis and high-speed ergonomics. The low handlebars, the high notches – when you hit the throttle at full throttle, what bothers you in everyday life makes sense.

The Honda (289 km / h) follows in fourth place, because it benefits from the formidable steering damper in terms of stability and it scores points in pulling thanks to the strong center. The defensively designed, non-switchable ABS slows them down significantly. The Yamaha (291 km / h) does well, the Suzuki (292 km / h) fails with its blunt pads on the brakes, but is otherwise unmoved in Japan. And KTM (282 km / h) and Ducati (284 km / h) are found not only because of the poorer readings at the end of the field, but also because of their unsatisfactory driving stability. Both oscillate considerably at top speed, and the Ducati is difficult to keep on course at full throttle.

Well, that was it in a nutshell, and there is a reason. After completion of the measurement and before the start of the consumption drives and the subsequent endurance test, in which the engines were supposed to prove their stability, something happens that has been secretly taken into account, which at this early point in time really nobody expected . Ironically, the RSV4 R, already noticed with engine problems at the presentation in Mugello, refused to work after half a lap when breaking in the special tires at 190 km / h. Bearing damage, according to the preliminary acoustic diagnosis, which was later confirmed. The Aprilia can therefore not always be seen in the photos.

Jahn

The board shows everyone who ever drove in a circle at record speed in Nardo. Like MOTORRAD 1994 with Suzuki and Metzeler.

But that is not how it remains. After the consumption and photo trips, only about eight laps later, the next Gau. On the first of eight planned full throttle laps, the KTM and Suzuki coast down in synchronous flight. One (the KTM) with a significant loss of power, the other (the Suzuki) with considerable incidence of light in the crankcase because the connecting rod of the third cylinder has forcibly sought its way out into the open. What this means for the driver who is sitting on the GSX-R 1000 at this time can perhaps gauge who has already been on the road with a 299 speedometer and imagines a completely oily rear wheel.

Fortunately, everything is going well. Coupling, emergency stop, rolling out onto the hard shoulder. Next door, the colleagues fly by at around 300 km / h, and the difference between 284 km / h (Ducati) and the 305 km / h of the BMW is manifested in an impressive backdrop of speed and sound. However, one lap later, another beguiling sound experience is missing. The MV Agusta F4 has a lot of trouble with the transmission. After the fourth gear had already jumped out during the acceleration phase during the fuel consumption drive, Karsten again lost traction on the introductory lap. Concerns are widespread: So that full throttle in the roundabout? Nobody wants to imagine what happens if something were to block. For safety reasons the MV stops.

Was that it, we ask ourselves in view of the drastic loss of motorcycles? No, it wasn’t that yet. Two laps later, the Yamaha comes in battered. White smoke and a questionable mechanical soundscape mean that nothing good can be expected. In view of the fact that the R1 was often used in the high temperature range in civilian traffic on country roads, problems with the cylinder head gasket come into question. However, as in the other cases, a precise analysis can only be carried out at the manufacturer or importer.

What now? The test crew is dazed. What remains in view of the four remaining roadworthy motorcycles. Just the withdrawal. That means: Nothing with the final racetrack number on the area belonging to the area, over six kilometers long. Nothing with the common return trip by axis to Bologna. But at least all measurements for the special top speed rating (see below) are in the bag. And so the author grabs the BMW again while the others are packing up. How is it now when you drive three hundred here?

How does it feel? It’s a strange experience. It’s not what you’d expect. Of course, unheard-of forces pull the driver and the vehicle, of course the chassis is at its limit, of course it is important to avoid any twitching of the handlebars because it causes violent chassis unrest. In addition, however, a round of 300 also invites you to contemplate. Literally decoupled, leads into another world, changes the perception of time. A lap on the BMW takes just under three minutes. It feels like at least ten. Mile mark after mile mark passes, strange thoughts shoot through your head. One of them: Presumably Einstein was right. Time is relative and depends on the speed at which you are moving. It is really extraterrestrial that BMW of all people is proving this most emphatically. Gold?

Technical specifications

Jahn

The Aprilia was also missing from the photo trip.

Technical data Ducati 1198 S:

Engine:
Two cylinder 90 degree V engine
Injection Ø 64 mm
Multi-plate dry clutch clutch
Bore x stroke 106.0 x 67.9 mm
Cubic capacity 1198 cm3
Compression 12.7: 1
Output 120.0 kW (163 hp) at 9750 rpm
Torque 131 Nm at 8000 rpm

Landing gear:
Frame tubular steel frame
Fork Upside-down fork, Ø 43 mm
Hydraulic steering damper
Brakes front / rear Ø 330 mm / Ø 245 mm
Assistance traction control systems
Wheels 3.50 x 17; 6.00 x 17
Tire 120/70 ZR 17 190/55 ZR 18
Pirelli Supercorsa SP tires

Mass and weight:
Wheelbase 1430 mm
Steering head angle 65.5 degrees
Trail 104 mm
Suspension travel front / rear 120/127 mm
Tank capacity 15.5 liters
Weight with a full tank 197 kg
Service intervals 12,000 km
Price (excluding additional costs) 21,990 euros

Bilski

Kawasaki ZX-10R

Technical data Kawasaki ZX-10R:

Engine:
Four-cylinder in-line engine
Injection Ø 43 mm
Clutch Multi-disc 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

Jahn

MV Agusta F4

Technical data MV Agusta F4:

Engine:
Four-cylinder in-line engine
Injection Ø 46 mm
Clutch Multi-disc oil bath clutch (anti-hopping)
Bore x stroke 76.0 x 55.0 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

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

Jahn

Aprilia RSV4 R

Technical data Aprilia RSV4 R:

Engine:
Four cylinder 65 degree V engine
Injection Ø 48 mm
Clutch Multi-disc oil bath clutch (anti-hopping)
Bore x stroke 78.0 x 52.3 mm
Cubic capacity 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

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)

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)

Jahn

Suzuki GSX-R 1000

Technical data Suzuki GSX-R 1000:

Engine:
Four-cylinder in-line engine
Injection Ø 44 mm
Clutch Multi-disc 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)

Jahn

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

Conclusion

Jahn

After the second competition, the BMW S 1000 RR clearly leads. However, the field behind has moved closer together.

1st place: BMW S 1000 RR
It’s getting scary. After the everyday classification, the new BMW has already clinched its second victory. And that is clear.

2nd place: Kawasaki ZX-10R
The second place goes through as a small surprise. With the high-speed bolt, the 10 is a real weapon that is absolutely convincing on the brakes.

3rd place: MV Agusta F4
Yes, that’s her job. Apart from all common sense, the new F4 also knows its way around. Super fast, stable and beautiful as a picture. It’s a shame that you can hardly see that on 297.

4th place: Honda Fireblade
Its stability is also striking because of the great steering damper, its pulling power is very good. It is enough to achieve a good placement even without top marks.

5th place: Yamaha YZF-R1
One that usually shines ends up in the midfield here. She is fast, but not the fastest. It’s stable, but there are more stable ones. But it’s fun here too.

6th place: Suzuki GSX-R 1000
A repeat offender in terms of average. And one more thing in common with everyday life: The lousy brake is also noticeable here. Like the good windbreak.

6th place: Aprilia RSV4 R
Judging by its astonishing handiness and its compact nature, the Aprilia does better than expected when bolting straight ahead.

8th place: KTM 1190 RC8 R
She’s not the fastest. And at very high speeds, the KTM, which looks very stable in normal corners, becomes light and restless at the front. The wind protection is right for that.

9th place: Ducati 1198 S.
It was clear beforehand that there wasn’t much to harvest for the two-cylinder. Still, it is amazing how much of the former Ducati stability was lost in the 1198 S..

Interview with the Pirelli / Metzeler test boss

Jahn

Salvo Pennisi, 53, has been a Pirelli / Metzeler test chief since 1986, Sicilian and 23-time world speed record holder in four categories.

? Salvo, you are a high-speed specialist. What was your highest speed achieved?

! That was 345 km / h, driven on a Suzuki Hayabusa Turbo here in Nardò.

? As a tire specialist, don’t you worry that the material will blow your mind?

! No of course not. That’s why we test here five days a month. In the high-speed sector in particular, we have to be absolutely certain that everything will work. We owe that to our customers.

? But as we have seen, the Pirelli Supercorsa SP on the KTM flew the chunks after just one measuring lap?

! This is chunking, i.e. superficial burns on the running surface that cause small parts to peel off. That’s why we have high-speed tires with us for your tests. They have a different carcass and a different mixture, they don’t turn stress into heat, but into motion. This is necessary because the load here is ten times higher than on the German autobahn due to the enormous centrifugal and lateral forces.

? Does that mean chunking after a round is normal?

! Yes absolutely. With an extremely high-torque two-cylinder like the KTM, definitely. A four-cylinder is more gentle with the tires, but even there a series tire does not last more than two to three laps. As I said, a factor of one in ten. You don’t have to worry about the production tires on the autobahn. However, you should carefully check the air pressure. It must exactly match the manufacturer’s recommendation.

Nardo measurements

Drawing: archive

Performance on the rear wheel. Measurements on Dynojet roller test stand 250. corrected according to 95/1 / EG, maximum possible deviation +/- 5%

So now let’s forget our usual, consciously everyday-heavy look at the performance curves. Forget what we usually look for. Strong acceleration in the lower speed range, strong middle, and so on. The curves below show what really matters to the rear wheel. And the only thing that counts here, in Nardò, is the range from 150 km / h, which in terms of speed, depending on the gear ratio, corresponds to around 7000 rpm for the four-cylinder engines and between 5000 and 6000 rpm for the V2. In this area, the Ducati two-cylinder in particular shows a certain weakness, is almost 20 hp behind the best in class, the Fireblade. This weakness is reflected in the poor pulling power of the 1198 S, which is only just above the KTM because the 220 km / h slows down a little and also has to struggle with aerodynamic problems.

The BMW shows how to impressively take the lead. Thanks to the immense turning capacity, the Munich-based company was able to afford to reduce the gearing of the S 1000 RR without sacrificing top speed. As a result, the Bavarian in-line quad in the lower and medium speed range, which is not one of its parade disciplines, delivers as much torque to the rear wheel as the competition. Only to mercilessly dose them when it is necessary (in this case from around 200 km / h). From 220 km / h the gap becomes a hole, at 250 km / h a world gapes. And only above 280 km / h does the short-stroke run at its absolute top form. That corresponds to 13,200 rpm – and thus a speed at which the competition would probably already let the valves hang.

What does that mean for top speed? Nobody is really far from the factory information. The difference is rarely more than five km / h. It is nice that BMW, but also KTM and Yamaha are piling up, while MV, full of optimism, is the only one to ignore the voluntary self-limitation to 299 km / h and promise 305 km / h. But only the BMW runs that fast. But it also treats itself to the highest consumption.

Technology in detail

Jahn

The high speeds are a maximum load for the bikes.

Clearly, a top speed of 305 km / h and an acceleration of 10.6 seconds to 250 km / h are impressive values. Measured against what goes on in the BMW engine at full throttle, however, it is real peanuts. Because one thing is clear: an engine output of 202 hp measured from 1000 cubic centimeters requires an extremely high speed. And a high speed is not possible without the valves, pistons and shafts being exposed to extreme speeds and delays or rotating at breathtaking revolutions (can be seen live at http://www.youtube.com/watch?v=8-ymU7ETnnY)

It starts with the record values ​​already in the intake tract. When the throttle valves are fully open at 14,000 rpm, the ram air ducts suck in over 120 liters of air per second. The air cleaned by the air filter then flows through the inlet channels to the valves, where it is sucked into the combustion chambers at supersonic speed between the valve seat and the valve disc. In numbers: at more than 330 meters per second or more than 1188 km / h. But it gets even more extreme. The time available for this process amounts to around 2.5 thousandths of a second. For the pistons, which are also a record-breaking 80 millimeters in diameter, this means that on their extremely short path (just under five centimeters between top and bottom dead center) they have an average piston speed of 23.2 m / s (83.5 km / h) and one maximum speed of 36.4 m / s (131.2 km / h). The difference between these two values ​​is explained by the fact that the pistons have to be stopped twice in between to zero km / h and then accelerated again.

The loads that act on the pistons, piston pins, connecting rods and bearings are just as difficult to imagine as the time periods and speeds in which these processes take square. Perhaps the most incredible value: The mean deceleration or acceleration of the piston at TDC and BDC is 33,973 m / s2. Viewed in this light, the 10.3 m / s2 deceleration that the S 1000 RR achieves at its maximum is just as ridiculous as an acceleration to 250 km / h in 10.6 seconds.

Facts and figures:
Calculation basis: four-cylinder, displacement 999 cm3, bore 80 mm, stroke 49.7 mm (BMW S 1000 RR)

Maximum power: 202 HP on the crankshaft and 186.6 HP on the rear wheel

Torque: 115.6 Nm

Crankshaft speed: 14000 / min, corresponds to 233 / sec

Speed ​​clutch *: 8475 rpm (torque 191 Nm)

Engine sprocket speed in 6th gear *: 6721 / min (torque 241 Nm)

Rear wheel speed *: 2597 rpm (torque 623 Nm)

Mean piston speed *: 23.2 m / s, corresponds to 85.3 km / h

Max. Piston speed *: 36.4 m / s, corresponds to 131.2 km / h

Mean piston deceleration *: 33.973 m / s2

Chain speed **: 118 km / h

Max. Temperature rear tire **: 75 degrees with Pirelli high-speed tires

* at a crankshaft speed of 14,000 rpm
** at 305 km / h

Manufacturers comment on the damage

Jahn

Sudden spill of material and oil: Suzuki GSX-R 1000.

Of course, test drives in Nardò are a real challenge for the material. However, even pessimists were surprised that four drives stopped working.

Anyone interested in what goes on inside a high-performance super sports engine must be amazed. About the fact that this high-speed tightrope walk works at all. In addition, there is the current need to save, which is reflected in a shorter development time and reduced test phases.

Aprilia had to find out how thin this ice is when the RSV4 R was presented. Connecting rods tore off several times, followed by a worldwide recall and engine replacement. So this problem should be resolved. Nevertheless, there were doubts whether the Aprilia could withstand the full throttle stress. However, the RSV4 R didn’t even come to the full throttle stage. After the test runs, when the high-speed tires were run in, it stopped at six kilometers and a speed of 190 km / h with suspected bearing damage. A diagnosis that was actually confirmed during the inspection at the Noale plant. A connecting rod bearing had run in. How did this damage come about? Aprilia attributes it to a lack of lubrication, possibly caused by machining residues. In the endurance test that has just started, MOTORRAD checks whether the new Aprilia V4 actually has a general problem or just a few starting difficulties.

Just like the durability of the KTM RC8, which has already failed twice within 34,000 kilometers due to similar damage. According to the KTM diagnosis, however, the fact that its noble sister, the RC8 R, gave up on the Nardò slope after only half a lap of full throttle had other reasons. The RC8 R-V2 is the only engine in the test field that needs Super Plus in order to function properly, while the second Super Plus candidate, the BMW S 1000 RR, adapts the mapping of the fuel quality with a knock sensor. Unaware of this fact (there was no sticker on the tank), MOTORRAD sent the KTM, like the other candidates, on a full-throttle tour with a super that is commercially available in Italy. With consequences: The RC8 R stranded in the first lap. In Mattighofen, the damage, namely exhaust valves pressed into the seats that lengthened by 0.3 millimeters (rear cylinder 0.1 millimeters), and the slightly warped flat surfaces of the cylinder heads are attributed to the knocking combustion. The replacement motorcycle, which was quickly brought in, passed the tough test without any problems. However, RC8 R owners considering touring Italy should plan their route carefully. Super Plus is only available there in exceptional cases.

Anyway, the fuel! It also plays a small role in the Suzuki damage analysis, but hardly a decisive role for the damage. In the GSX-R 1000, the connecting rod of the third cylinder tore, punched a hole in the engine housing and got lost in the wide Nardò round, so that an exact examination is no longer possible. Suzuki rules out insufficient lubrication, as no evidence of this was found at the bearing points of the crankshaft, cylinder and cylinder head. The Bensheimer had the fuel examined because such damage had not occurred so far. With the result that although the additives common in core Europe were missing and the octane number was in the lower limit range, it clearly corresponded to the norm. Nevertheless: With such a fuel, so Suzuki, there could be problems with such a test, since the octane number requirement under extreme loads can be above the normal requirement. An experience that Salvo Pennisi, the Pirelli / Metzeler test chief, does not share. There were never any problems with the fuel used in Nardò over hundreds of thousands of kilometers. Not even with the Aprilia or the Yamaha, which have been extensively tested here.

Speaking of Yamaha: head gasket through. This is the diagnosis of the German importer for the sick R1. Why? Basically there are no known problems in this area. At this point, MOTORRAD advises that there are definitely abnormalities in the temperature balance of the R1. The four-cylinder runs in a temperature range of over 100 degrees earlier than any other, and at last year’s Alpenmasters, water had to be refilled several times because the cooler boiled over.

Which still leaves the new MV Agusta F4. The gearbox was exchanged, the multiple stalling of the engine was due to a loose battery cable, according to MV. The loss of performance, on the other hand, is due to an improperly welded catalytic converter that wandered around in the exhaust and temporarily blocked it. After all: Mechanically, the new engine held up perfectly in the subsequent tests. Incidentally, as are the BMW, Honda, Kawasaki and Ducati engines.

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