Comparison test of the 1000 super sports car

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Comparison test of 1000 super sports bikes, Honda Fireblade, Kawasaki Ninja ZX-10R, MV Agusta F4 1078 RR 312, Suzuki GSX-R 1000, Yamaha YZF-R1 / R1M

Super athlete in top form

The rest of the world may be faltering, the top athletes seem to be cornering. You reflect on old virtues or set out for new shores. But everything has its price.

Revolutions usually begin quietly and unobtrusively. Only the quiet, subtle parts of the story are quickly forgotten, while the bangs remain in the memory forever. Seen in this way, Honda’s new sport ABS is undoubtedly running exactly the same as Yamaha’s engine concept with a 90 degree crank pin offset under the slogan "Storm on the Bastille". Other equally drastic changes, however, are only noticed by the experts. The fact, for example, that Suzuki dares to design a completely new and also shorter-stroke engine with the current GSX-R 1000 and still not announce any new top performance values. It remains at 185 hp. Basta!

Another indicator that things are moving across the board: the new GSX-R engine even delivers five hp less on the test bench than the old one? and yet one can confidently assume these days that only incorrigible performance fetishists will speak of a scandal. The same presumably who are concerned about the drop in performance of the radically new, refreshingly different YComplain about the amaha YZF-R1 without having ridden this motorcycle a single meter. With the progressive parts of the Superbike clientele, however, the realization has now gained acceptance that the old formula? Stronger equals faster equals better ?? has long overtaken itself. The even more important insight into the limits of one’s own possibilities, which have long been exceeded, should not be mentioned at all.

Comparison test of the 1000 super sports car

Super athlete in top form

Cross-beginners: The Suzuki GSX-R 1000 leaves no doubt about what it was built for, even on country roads.

So the dams are breaking. But be careful: Just because the horsepower yield did not increase this time, it takes a good deal of vehicle control for the new year to properly showcase the power. The new Yamaha delivers a nominal 182 hp, the 185 of the new Suzuki GSX-R 1000 have already been mentioned. Honda has been content with 178 hp for a year now (and was nevertheless ?? the Supersport 1000 of last year), while Kawasaki, on the other hand, traditionally goes all out with 188 hp. And the efforts of MV Agusta with the F4 1078 RR 312 seem like an anachronism in view of the development described, not only with regard to the model name. 190 hp from 1078 cubic centimeters, because the 1000 block was drilled out again. In addition, the reference to a supposed 312 km / h top speed. All of this doesn’t really fit in with the times.

Performance mania

Just as little as the discussion about the actual performance on the test bench. Five horsepower or not? it is enough in any case. Those who do not believe this may take a look at the performance and come across a paradoxical fact. The weakest in the test bench (the Yamaha) cooks the strongest (the MV) in all driving performance disciplines (with the exception of the maximum speed), which again raises the question of what benefit the bare performance specification has beyond the usual round table rhetoric. The same also applies to the measured acceleration values, which for all normal mortals lie beyond what is relevant in everyday life and differ by only tenths even up to the 200 km / h mark. Fractions of a second that are more likely to be attributed to a clean engaging clutch or a successful weight distribution than to one or the other horsepower.

You can see: It is rightly in the final moves, the performance mania. That’s the good news. The even better: development did not stand still. Rather, it starts where it actually makes sense. Two candidates who approached the old topic of super athletes with completely new approaches must be prime examples of this. Honda revolutionized brake technology with the new, impressive sports ABS including composite brakes, Yamaha is pushing ahead in a completely different area. The brand with the crossed tuning forks corrects our previously one-dimensional inline four-cylinder feeling, giving it an unknown dimension with the new R1 engine. Take it easy, many will say. 90 degrees crank pin offset, an irregular firing order ?? that can’t be the world. You are wrong! Because no matter how strong or weak, how supple or robust this engine is, objectively, nothing on the R1 is as it was. Therefore, anyone who is toying with buying a new Supersport 1000 should bother to see the nearest Yamaha dealer. For a test drive, of course. The fascination and impressive performance that this V4 delivers in the conventional inline four-cylinder guise will hardly leave anyone indifferent.

Talents and temperaments

Aha experience: The 2009 R1 opens up a whole new Japanese inline four-cylinder world.

Unfortunately, the drive is in stark contrast to the controversial design of the R1, which, expressed benevolently, polarizes. But the appearance is annoying at most up to the first few meters. After that are ?? At least that’s what happened to the test crew? all concerns blown away. The new R1 experience practically begins with the first turn of the crankshaft. Where the other four purr in the usual manner in a species-specific manner and, at best, hiss a little at the first restrained throttle, the Yamaha engine growls like a chain dog. Then he hits every throttle valve movement with such angry V4 barking, as if it was a question of showing who has house rights here while standing still. And in fact: The times when an R1 was extremely listless in the lower and middle speed range are a thing of the past with the new generation. On the contrary: the engine, with a 78 by 77 millimeter bore, even shorter-stroke than its predecessor, gets going like a berserk. On the one hand, this is due to the shorter secondary ratio. On the other hand, the extremely spontaneous throttle response is a primary virtue of the new engine, which, together with the robust V4 demeanor, increases the enjoyment factor, regardless of the engine speed. In addition, different modes can be selected in which the opening angle of the throttle valve and thus the response behavior can be sensibly varied.

The temperament is right despite the weight that has now risen to a whopping 214 kilograms. Not even the completely renovated GSX-R 1000, which, together with the Honda, has the most even, most powerful performance development in the lower and middle speed range, offers more vitality and joie de vivre. And that although the GSX-R was four kilograms (208 kilograms) lighter than the R1. That is good for mobility, no question about it. Much more drastic than the weight loss, however, is the fact that Suzuki placed the new, more compact engine further forward in the chassis and also brought together the ergonomics in the direction of ?? overworked. Which, by the way, also applies to the Yamaha. In both cases, the efforts have paid off, because the new ones are, albeit with different accentuation, at least on par with the Fireblade in terms of chassis technology.

Between two extremes

Racing colors, racing stature, racing feeling: the Fireblade is an athlete through and through. Also with ABS.

The basic interpretation is very different, however. The Honda is not as comfortable and appealing as the Yamaha, but also not as riotous as the Suzuki and thus finds a good way between two extremes. It should be noted that the excellent Yamaha spring goods (even with a hydraulically adjustable spring base at the rear) always have sufficient reserves. On the other hand, the new? Big-Piston-Fork? from Showa and the strut of the Suzuki on gourmet asphalt to top form, but weakened on bad terrain. Where the Yamaha irons everything and the Honda ?? like the Kawasaki, by the way? at least act mitigating, the Suzuki passes waves and holes on to the driver with great clarity. In return, the latter never remains uncertain about the grip of its tires. In addition, thanks to the taut fork, the Suzuki hardly dips under the brakes and thus provides a stable rear wheel even during extreme maneuvers with the brake system, which is much more biting than its predecessor.

A virtue with which the Fireblade in the latest edition can also serve. Thanks to ABS! This technology, which was unthinkable in a super sports car just a few years ago, is finding its way into the world of self-proclaimed late brakes and full throttle artists. And in a typical Honda way. If so, because already, the strategists in Tokyo decided one more time and were not satisfied with half measures. Brake-by-wire, composite braking system, plus the tried and tested material on the brake discs and brake calipers as well as a slightly modified suspension setup (somewhat harder fork springs): what the latest edition of the Honda racer presents is trend- setting and not only makes braking a pleasure, but especially life on two wheels is decidedly safer in critical situations. Seriously: Just as nobody should pass up the opportunity to try out an R1, there is no way around hitting the brakes with the Honda ABS on dubious surfaces. Anyone who still claims to be able to do better afterwards can safely register for the circus or aim for a Wikipedia entry as the eighth wonder of the world.

Brakes, driving experience, chassis

When it comes, it will be huge: the MV Agusta F4 1078 RR reveals a very explosive performance characteristic.

For sports drivers, however, it is even more important that there is no sign of the regular activity, such as the familiar pumping in the brake lever. Every braking process is even completely decoupled from the driver’s hand. He just sets the pressure. Pressure modulators, on the other hand, take care of the build-up of pressure, so perfectly that no one is able to do so even in the event of? Blind braking ?? would notice the difference under normal highway conditions. And there is another important point: the composite brake system automatically activates the rear brake when the handbrake lever is actuated, which stabilizes the load in an exemplary manner, especially at the beginning of the braking process. ?? Yes, but, proponents of the pure doctrine will object, ?? how does it look on the racetrack ??? Basically just as good, with tiny restrictions. However, these are not of importance for the average race training participant or for fast amateur pilots, but rather for professionals.

What made the Fireblade the test winner last year and also applies to this year, on the other hand, concerns everyone. An engine that is powerful in all areas, albeit a bit rough, a neutral chassis, finely balanced ?? there’s really no reason not to buy a Fireblade. Except maybe that the load change behavior is still the toughest in the field and is very annoying in tight bends. And there is one more unpleasant news waiting for potential Fireblade buyers: Honda will increase its prices from April 1st. No joke: The Fireblade is 800 euros more expensive. For the test motorcycle including ABS (plus 1000 euros) and Repsol paintwork (plus 500 euros) then 16 290 euros have to be paid for. These are almost Italian dimensions. But not quite yet. 22 690 euros are called in Varese. For a motorcycle that is still beautiful, impeccably processed and provided with wonderful detailed solutions. The fact that the MV Agusta F4 1078 RR 312 is only now being mentioned is due to the tenor of the story. Neither the largest displacement nor the highest output match the new modesty. Especially when it is presented in such an unbalanced form.

summary

Signal color: Frog green also means an uncompromising high-performance motor for the ZX-10R.

Because the MV is basically a ?? sorry ?? old goat. Where the Japanese either open completely new or noticeably readjust every two years, almost everything stayed as it was with MV. Eternally long tank, footrests far in front and at the top, handlebars clamped deeply. In addition, at a moderate speed, measured against the considerable weight, a surprisingly manageable and now even tolerably comfortable chassis with appealing suspension elements, which, however, becomes rigid at higher speeds despite the wonderfully light forged wheels. And an engine that is mechanically frighteningly loud and, in addition to a delayed and then all the harder throttle response, in no way has more to offer than the Japanese 1000 cc, but in many ways less. The result makes the F4 1078 RR 312 an object for lovers and freaks. Without the long overdue renovation, it cannot be serious competition for the carefree super sports fun of the latest Japanese style.

In this respect, the still missing in the quintet, the Kawasaki ZX-10R, is keeping up much, much better. She is full of music? even if it has neither new technical approaches nor modern performance reluctance to offer. The better is the good enemy ?? only under this motto does the green rank on a somewhat un-grateful fourth place and in the attention score under also ran. Its biggest drawback: It sacrifices what characterizes the new performance elite, namely a powerfully gripping engine at the bottom, the old ideal of the highest possible peak performance. With success, mind you, because measured 179 hp catapult you on the roll to second place behind the MV. But that ?? You notice it ?? is actually no longer an issue in the Age of Enlightenment. So it happens that the ZX-10R falls a little through the rust despite the finest throttle response, formidable brakes, contemporary ergonomics and a thoroughly competitive chassis. On the one hand. But there is another: the protagonists of this story have their (high) price. The R1 is a good 1000 euros more expensive than the Kawa, the Fireblade tested almost 2000 euros. The impressive new GSX-R 1000 alone holds the price level of the 10 series. And so it is the only one that transports the new spirit of knowledge without having to pay too high a price.

Technical data: Honda Fireblade

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Technical data: Kawasaki ZX-10R

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Technical data: MV Agusta F4 1078 RR 312

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Technical data: Suzuki GSX-R 1000

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Technical data: Yamaha YZF-R1

engine
Water-cooled four-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 45 mm, regulated catalytic converter, alternator 462 W, battery 12 V / 9 Ah, mechanically operated multi-disc Oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 47:17.

Bore x stroke 78.0 x 52.2 mm
Displacement 998 cm3
Compression ratio 12.7: 1
Rated output 133.9 kW (182 hp) at 12500 rpm
Max. Torque 116 Nm at 10,000 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, steering damper, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, six-piston fixed calipers, Rear disc brake, Ø 220 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Tires in the test Michelin Pilot Power, front ?? P ??

Dimensions + weights
Wheelbase 1415 mm, steering head angle 66.0 degrees, caster 102 mm, spring travel f / r 120/120 mm, seat height * 820 mm, weight with a full tank * 214 kg, load * 181 kg, tank capacity 18.0 liters.

Two year guarantee
Service intervals 10,000 km
Colors white, blue, black
Price 14,895 euros
Additional costs around 245 euros

On the racetrack – when performance takes your breath away

It should be done. Really! Because it is different to pulling the tap from the corner and turning it off completely than to accelerate on the highway. The respect for the racing cars will grow.

fact

A lot to do: the MV Agusta is also fast. But only if the commitment is right.

It’s about image, there’s a reputation to be lost. The racetrack: on a super sporty thousand, the greatest of emotions and a great challenge for the driver. Even if the performance on the slopes generally has nothing to do with what happens in civilian two-wheeler life. So one thing in advance: It doesn’t matter which of these hot irons you race on? the lap times differ only by fractions of a second. Those, on the other hand, that separate one driver from the other can usually be measured in single or even double-digit seconds.

But although the clearly noticeable differences from the country road on the racetrack align to a certain extent, they can be noticed on every straight, in every braking zone and in every curve. And there are plenty of the last two on the course in Calafat, Spain. Does that mean the Honda has an advantage with its ABS? It depends on. Newcomers to the racetrack will certainly benefit from the certainty that the front wheel cannot suddenly stop, even under optimal track conditions. More experienced hobby racers, on the other hand, will not simply boldly shift their braking points backwards, but will brake as ever without feeling any disadvantage. But when the race training takes place in the rain, they too will be grateful and pull the lever with verve. Just as experienced racers appreciate this help under difficult conditions, while they were not always entirely satisfied with the ABS performance on the dry slopes in the brake-guzzling Calafat. Because in some rare situations the system opened noticeably. But be careful: We are talking about lap times of around 1.32 minutes (see points evaluation on the right). The fastest driver, Jerker Axelson from MOTORRAD Sweden, even stayed under 1.30 minutes.

After the first run, he made a meaningful comment on the new R1: ?? Feels like coming home! ?? In fact, the Yamaha continues its cozy course on the racetrack. No one turns in easier, none stays on course more precisely. And another crucial point, which is also conspicuous on the country road, distinguishes the R1: While an MV, but also a Kawasaki, fool the driver into real heroic deeds on the throttle with their screeching, aggressive power delivery, the irregular ignition delay trivializes the speed level. On the R1 you have the feeling that you are driving with less speed. This is easy on the nerves and is a big plus, especially on a people and material grueling course like Calafat, while the six horsepower that separate you from the best-in-class MV does not play a role here.

MV at all. Motorcycles couldn’t be more opposing than Yamaha and MV. One is very, very friendly to the driver, the other a real touchstone. If you take it hard, it takes you even harder, philosophized Jerker. Hard throttle response, violent vibrations, but above all the unsuccessful ergonomics make any weight shift a problem. Every action that is easy and playful on the Yamaha is hard work on the MV. This is not only reflected in the points evaluation, but also in the worst lap time. In this regard, the Suzuki is at the forefront and is putting into practice what it announced on the country road. A great motor with smooth throttle response and linear power delivery, a handy and stable chassis with a tight basic setup and successful ergonomics make fast laps a pleasure. Incidentally, a characteristic that largely applies to the Honda and Kawasaki as well. All three are excellent race bikes that can only really develop their potential here. It is a matter of taste whether the even performance of the Honda is more important to you than the furious final of the Kawasaki. It is always breathtaking. However, respect should always come along.

MOTORCYCLE test result

The Fireblade secured first place in high-performance sport.

1st place: Honda Fireblade
No, this victory is not a surprise! The high-flyer of the previous model year, plus an impressive anti-lock braking system. hats off.

2nd place: Yamaha YZF-R1
That comes as a surprise. Not the placement of the Yamaha, but this amazing engine experience. In addition, a formidable chassis. If the Honda didn’t have this ABS…

3rd place: Suzuki GSX-R 1000
And another surprise. You can’t tell how much the Suzuki has won compared to its predecessor. On the other hand, it can be experienced very well.

4th place: Kawasaki ZX-10R
It’s ungrateful to compete against two new motorcycles and an ABS. The Kawa is not far from the podium. A little more punch in the basement ?? that would be something.

5th place: MV Agusta F4 1078 RR 312
A name like a novel, the proportions of a sculpture? only the drivability is a bit of a problem. But that doesn’t scare real fans.

How to scoring

Members of the elite "High speed clubs".

engine
It’s hard to point feelings: Therefore, this rating does not adequately express how different the new R1 engine feels. On the other hand, that it also turned out very well by the way. Right at the front and bottom line in first place? that is an inspiring result. Just behind it is the new Suzuki drive. Even more suitable for racing, even shorter-stroke than the old engine? and yet by no means worse in everyday life. He loses a little thing in terms of gearshifts on the Yamaha because, especially when things get hectic, a gear is not secure and Yamaha now builds top-quality gearboxes. With the Honda engine, the load change behavior is the biggest shortcoming.

Winner engine: Yamaha

landing gear
It’s always the little things that make the difference in such a narrow field. The R1, for example, is at the very front almost everywhere and still not the winner. Because the pillion rider sits like the proverbial monkey on the grindstone and therefore shuttles back and forth without restraint and brings restlessness to the car. The Honda can do better than that. And with her, the straight-line stability is as good as possible thanks to the famous steering damper, while the electronically controlled parts from Yamaha and Suzuki do not achieve this quality for a long time. Finally, the Suzuki lacks suspension comfort. The old MV and the not quite fresh ZX-10R are doing well.

Chassis winner: Honda

everyday life
It sounds paradoxical: of all things, the sportiest motorcycle in terms of its systems collects the most points in this chapter. Wind protection, equipment, range ?? this is where the GSX-R 1000 trumps. The R1, on the other hand, has a perfect country road engine and chassis, but has to get along with little wind protection, hardly any light and virtually no pillion seat. Minus five the Testsozia dictated angrily, in fact there is a point because there is at least a seat cushion. But you really shouldn’t drive off in the interests of your partner. Everyone else is doing better in this regard. Nevertheless, everyday life is naturally beneath the dignity of the MV.

Winner everyday: Suzuki

security
So now in sport too: Without ABS, you are rightly left with bad cards in this chapter. The Honda system works perfectly in everyday life and collects plenty of points. Apart from that, all braking systems work at a high level, the bottom line is that the ZX-10R brake is at its best. The point deduction of the R1 results from the pathetic pillion notion, the Honda steering damper is in a class of its own.

Safety winner: Honda

costs
The MV engine is drinking, the R1 drive is thirsty, the Fireblade is the savings master. In return, the Yamaha is at the forefront when it comes to inspection costs. Overall, they all cost a lot ?? only the MV costs more.

Winner cost: Honda / Kawasaki

Price-performance winner: Honda / Kawasaki / Suzuki
The Honda catches its price with a point advantage and ends up at Kawa and Suzuki level, the Yamaha is paying for its difference. And the MV? As always, costs more.

Measurements

The test cars were challenged, weighed and measured.

Ten curves and a lot of interpretation. Up to 5500 rpm, the Suzuki engine is ahead in terms of power and torque. That corresponds to 120 km / h in the last gear, and the legal world of country roads has long been abandoned. The measured draft in this speed range speaks for the R1, although according to the test bench curves it only romps in the middle field in the lower speed range. Beyond 5500 rpm, the Fireblade is first, then the MV in front, up to a good 8000 rpm. That corresponds to a speed of around 180 km / h. However, the performance curve of the Honda as well as that of the Suzuki is linear in this area, that of the MV is extremely bumpy.

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