Kawasaki ZX-10R and BMW S 1000 RR in a comparison test

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Kawasaki ZX-10R and BMW S 1000 RR in a comparison test

Duel of the giants

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Shortly after its presentation in hot Sepang, the Kawasaki ZX-10R’s banzai call can be heard on the still cool country roads of Europe, where the BMW S 1000 RR is already waiting for it.

NOTCold weather does not always have to be something purely bad. I remember an uncomfortable afternoon at Glemseck in Stuttgart. Even from a distance, despite the bad weather, you could hear a GSX-R 750 approaching at an insane speed. Your pilot then confidently stated that he would like to ride a motorcycle in such conditions.

Kawasaki ZX-10R and BMW S 1000 RR in a comparison test

Duel of the giants

BMW S 1000 RR wins sound comparison

We don’t waste any time, we turn the throttle valves on and we are happy about the empty slopes. The BMW S 1000 RR thunders ahead with hellishly noisy pace and pounds the narrow lane up the mountain, while the acoustically less prominent Kawasaki ZX-10R hangs in the neck.

The BMW S 1000 RR enjoys a legal grace period until the coming model year 2017. Then it must also meet the limit values ​​of the Euro 4 standard. To what extent the new specifications will affect the sound and engine power will then be shown. It is quite possible that both volume and peak performance decrease.

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The Kawasaki ZX-10R is the only one of all the great super sports cars to have Euro 4.

In contrast to the Munich-based company, Kawasaki has long since done its homework on this matter. The bright green Superbike is the only one of all the big super sports cars to already have Euro 4 and, like the "old" Kawasaki ZX-10R, is specified in the papers with 200 hp.

Behind the scenes, however, one speaks of about four horsepower, which one wants to have gained on average compared to the previous model. Furthermore, the new engine (extensively revised cylinder head, crankshaft with lower moment of inertia, etc.) should rev up faster and push the Kawasaki ZX-10R better from below.

Highway booby with the Kawasaki ZX-10R more exhausting

The new Kawasaki ZX-10R and the BMW S 1000 RR already differ significantly in terms of their drive system. Keyword running culture. In contrast to the rough engine of the S 1000 RR (no balancer shaft), the ZX-Quad shows a highly cultivated concentricity and runs smoothly like marshmallows. Whether the 2015 Superbike World Championship winner can hold a candle to the Bavarian national racer in terms of performance is another story. It’s going to be tight for the ninja. She can hardly be shaken off by the BMW in our country road duel. But the ninja driver has to throw a few more grains into the scales, while the posture of the BMW driver on the wild ride still reveals a certain serenity.

Highway booby is much more strenuous with the Kawasaki ZX-10R. According to the subjective feeling, for example, it gathers some weight at the front in the area of ​​the bulky-looking pulpit and requires a clear impulse to turn. The Bridgestone RS10 in special specifications (original equipment) are likely to be partly to blame. The BMW S 1000 RR is more jagged in the lean position (soled with specification-free Pirelli Supercorsa SP). However, the Munich-based company used an additional box of tricks for our test motorcycle. The RR rolls on the lightweight HP forged wheels from the accessories (1624 euros), which further improves the agility of the machine.

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The Kawasaki relies on stable wind protection through a fairly wide fairing.

Only when the speed gets higher does the Kawasaki ZX-10R feel really easy to handle. In spite of e-gas, the response behavior of the Ninja in the lower speed range is not quite as crisp and direct as you get it from the BMW S 1000 R. This is of course a shame, especially for driving on country roads and in everyday life, because the full throttle percentage is worlds lower than on the racetrack.

The Kawasaki ZX-10R’s traction control is a big step forward. Using an IMU sensor box, the S-KTRC now works on a par with the competition. In the last two stages, the five-stage system intervenes too early for the highway bolt. When it is wet, however, you can wind up properly and then observe a clean, very fine control behavior. Even at level three, intervention on dry country roads can hardly be provoked. You can adjust the S-KTRC while driving. But the system usually only reacts after repeated keystrokes, which turns the matter into an annoying patience. The slick mode of the BMW S 1000 RR shows how it can be easier.

Transmission of the BMW S 1000 RR a bit moody

The electronically controlled steering damper of the Kawasaki ZX-10R deserves great praise. Not once does the tens viciously shake their front. It is stable in an inclined position, but remains neutral. When braking in the bend, it only positions itself minimally, where the BMW S 1000 RR reacts a bit more vehemently. Their mechanical Sachs steering damper also works well, but only for the driving situation for which it is set. When driving slowly or when turning, the excessive damping force is a problem.

The transmission and quickshifter of the Kawasaki ZX-10R are also excellent. Why the blipper function of the automatic switch is not activated on the original control unit remains a mystery. Gear changes are easy and precise with this gearbox. BMW can cut a slice of it – sometimes the transmission of the BMW S 1000 RR, including the automatic gearshift and blipper, works well, then the detent feels unclean again if the gear doesn’t really want to go into it. It does happen that you end up between the aisles.

The ZX-10R seems tired below 8000 rpm

The Kawasaki’s excellent performance characteristics are a constant reminder that the ZX-10R would feel much more comfortable on a racetrack. The ninja is said to have gained ground and in the middle, but below 8000 rpm, the number ten looks tired compared to its competitor. You have to have speeds beyond 10,000 rpm so that the BMW S 1000 RR does not hurry. As soon as this threshold has passed, however, the Kawasaki ZX-10R is doing like hell. Unfortunately, that doesn’t do much on the country road – a clear advantage for the BMW.

What can Kawasaki disciples do? Experience with the "old" Kawasaki ZX-10R shows that the motorcycle reacts sensitively to changes in the exhaust system in a positive sense. Neatly coordinated systems with more throughput helped the predecessor model to get more bangs in the middle and increased the top performance considerably. The usual suspects in the tuning scene are already successfully experimenting with accessory systems and control units for the current model. Kawasaki also offers its own kit parts, with the help of which the weight of the ZX-10R could be reduced enormously and its power increased opulently. Unfortunately, apart from the Akrapovic Evo Racing exhaust system (2491.60 euros), there are no prices for these kit parts and no one knows exactly when and where the parts will be available. But it’s all illegal in road traffic anyway.

Ninja still has a few aces up her sleeve

And so back to the country road: It would be a mistake to reduce the Kawasaki ZX-10R to its comparatively weak mid-speed. The ninja still has a few aces up her sleeve. If you let your gaze wander over the sharpened silhouette, the Showa fork with the characteristic reservoirs catches the eye. The fork should thus create particularly constant damping. And it works great! Despite its tight basic setup, the fork simply sucks away bumps and skilfully absorbs even hard hits into the chassis. No trace of unrest in the load.

The Showa dampers react sensitively to the smallest changes in rebound and compression damping, but the tight coordination is generally good. The shock absorber of the Kawasaki ZX-10R works on the same principle, but cannot quite keep up in terms of performance. Over bumps it tends to "trample".

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When heavily anchored, the rear of the S 1000 RR moves significantly more often than that of the ZX-10R.

The BMW S 1000 RR has semi-active damping (DDC), which works really well on country roads even from a sporting point of view. Experience has shown that the rear only pumps over an undulating surface at the exit of a curve on the racetrack. In direct comparison with the ZX-10R outdoors, the spring elements of the Kawa, especially the fork, prove to be the ones with the finer responsiveness. The Kawasaki ZX-10R opens up enormous possibilities for those who can adjust the chassis correctly.

The Kawasaki ZX-10R does one more thing than the BMW S 1000 RR: It is a beast on the brakes. When heavily anchored, the rear of the S 1000 RR moves significantly more often than that of the ZX-10R. Kawasaki donated the finest Brembo M50 monoblocks to the racing file, which bite into fat 330 mm brake discs and provide excellent deceleration. It may be tough, but although the cheaper brake is installed on the RR, it delivers the more violent initial bite and turns out to be a dream for one-finger brakes!

In the case of material-killing racing, however, it would not be surprising if the M50s of the ninja prove to be more stable. Nevertheless, this subjunctive does not save the Kawasaki ZX-10R from the pendulum swinging in favor of the BMW S 1000 RR on the country road at the end of the day.

Performance measurements

Power on the crankshaft, measurements on Dynojet roller dynamometer 250.

The Kawasaki ZX-10R has to be credited with the fact that its engine is already running according to the restrictive Euro 4 standard. On the other hand, 198 HP on the crankshaft is not a bad value. We also like the high level of smoothness of the drive. Compared to the BMW S 1000 RR, however, it has less meat, especially from below and in the middle of the highway, which is relevant to the highway.

The performance of the BMW S 1000 RR is better than the Kawasaki ZX-10R from just under 5000 rpm to over 13,000 rpm. In addition, the rougher running BMW four-cylinder takes the gas a tad more directly in the lower speed range, reacts more spontaneously to gas commands. Let’s see if that will change with Euro 4 in 2017.

Tensile force measurements

Power on the crankshaft, measurements on Dynojet roller dynamometer 250.

In contrast to the usual performance diagram, the traction diagram (here in second gear) also takes into account the overall ratio (primary drive, gear steps, secondary ratio, tire circumference). The pulling force is the force that propels the motorcycle forward and that the driver perceives as acceleration. The BMW S 1000 RR has an extremely voluminous power and torque curve over the entire speed range and has a crisp, short translation. The driver perceives this as "extra performance", which is significantly higher than the Kawasaki ZX-10R.

The new Kawasaki ZX-10R (green curve) only has the same gear ratio as the previous model (blue) in first gear, while gears two to six are more closely spaced. Nevertheless, it does not achieve the tractive power of its predecessor in the lower and middle speed ranges, because the engine modifications for the 2016 model have an effect above all in the upper speed range. What can bring advantages to the machine on the racetrack does not apply to the same extent to the country road.

Technical data and setup

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Kawasaki ZX-10R and BMW S 1000 RR.

BMW S 1000 RR Kawasaki ZX-10R
drive
  • Four-cylinder in-line engine
  • oven valves / cylinder
  • 146 kW (199 PS) at 13,500 rpm *
  • 113 Nm at 10,500 rpm *
  • 999 cc
  • Bore / stroke: 80.0 / 49.7 mm
  • Compression ratio: 13.0: 1
  • Ignition / injection system
  • 48mm throttle bodies
  • mechanically operated multi-disc oil bath anti-hopping clutch
  • Six-speed gearbox
  • G-Cat
  • Chain
  • Traction control
  • Four-cylinder in-line engine
  • oven valves / cylinder
  • 147 kW (200 PS) at 13,000 rpm *
  • 113 Nm at 11,500 rpm *
  • 998 cc
  • Bore / stroke: 76.0 / 55.0 mm
  • Compression ratio: 13.0: 1
  • Ignition / injection system
  • 47mm throttle bodies
  • mechanically operated multi-disc oil bath anti-hopping clutch
  • Six-speed gearbox
  • G-Cat
  • Chain
  • Traction control
frame & Brakes
  • Light metal bridge frame
  • Steering head angle: 66.5 degrees
  • Trail: 96 mm
  • Wheelbase: 1438 mm
  • Upside-down fork
  • Inner fork tube: 46 mm, adjustable in spring base, automatic adjustment of rebound and compression
  • Central spring strut with deflection, adjustable in the spring base, automatic adjustment of rebound and compression
  • Suspension travel f / h: 120/120 mm
  • Forged alloy wheels, 3.50 x 17 / 6.00 x 17
  • Front tires: 120/70 ZR 17, rear: 200/55 ZR 17
  • Test tires: Pirelli Diablo Supercorsa SP
  • 320 mm double disc brake with radially attached four-piston fixed calipers at the front
  • 220 mm single disc with single-piston floating caliper at the rear
  • SECTION
  • Light metal bridge frame
  • Steering head angle: 65.0 degrees
  • Trail: 107 mm
  • Wheelbase: 1440 mm
  • Upsidedown fork
  • Inner fork tube: 43 mm, adjustable in spring base, rebound and compression
  • Central spring strut with deflection, adjustable in spring base, rebound and compression
  • Suspension travel front / rear: 120/114 mm
  • Light alloy cast wheels, 3.50 x 17 / 6.00 x 17
  • Front tires: 120/70 ZR 17, rear: 190/55 ZR 17
  • First tires: Bridgestone RS10 "L"
  • 330 mm double disc brake with four-piston fixed calipers attached radially at the front
  • 220 mm single disc with single-piston floating caliper at the rear
  • SECTION
performance

Max. Rear wheel power **

  • 142.5 kW (194 hp) at 278 km / h 

Acceleration**

  • 0-100 km / h: 3.2 s
  • 0–150 km / h: 5.0 s
  • 0-200 km / h: 7.1 s

Draft **

  • 50-100 km / h: 4.1 s
  • 100–150 km / h: 3.6 s 

Top speed *

  • 299 km / h

measurements and weight

  • Length / width / height: 2080/830/1160 mm
  • Seat / handlebar height: 820/870 mm
  • Handlebar width: 670 mm
  • 205 kg with a full tank
  • v./h .: 52.4 / 47.6%

consumption

  • Fuel type: Super unleaded
  • Average test consumption: 7.4 liters / 100 km
  • Tank capacity 17.5 liters
  • Range: 237 km

Max. Rear wheel power **

  • 138.05 kW (187.7 hp) at 280 km / h

Acceleration**

  • 0-100 km / h: 3.4 s
  • 0-150 km / h: 5.2 s
  • 0-200 km / h: 7.4 s

Draft **

  • 50-100 km / h: 5.2 s
  • 100–150 km / h: 4.5 s

Top speed *

  • 298 km / h

measurements and weight

  • Length / width / height: 2090/740/1145 mm
  • Seat / handlebar height: 820/850 mm
  • Handlebar width: 665 mm
  • 208 kg with a full tank
  • v./h .: 52.4 / 47.6%

consumption

  • Fuel type: Super unleaded
  • Average test consumption: 7.0 liters / 100 km
  • Tank capacity 17 liters
  • Range: 243 km
Set up

Setup fork

  • stat.neg. Suspension travel: 25 mm
  • electrically adjustable Attenuation: +1
  • Level: standard

Setup shock absorber

  • stat.neg. Suspension travel: 15 mm
  • electrically adjustable damping
  • Pressure level: -1
  • Rebound: -1
  • Level: standard

Base price

  • Basic machine 17,200 euros
  • Machine test 20,065 euros (plus additional costs)

Setup fork

  • stat.neg. Travel: 22 mm
  • Pressure level: 3.5 U open
  • Rebound stage: 2.5 U open
  • Level: standard

Setup shock absorber

  • stat.neg. Suspension travel: 13 mm
  • Pressure stage: 2 U open
  • Rebound stage: 2 U open
  • Level: standard

Base price

  • 17,195 euros (plus additional costs)

Test result and conclusion

This is how the two machines were rated.

1. BMW S 1000 RR: Her lively, extremely powerful engine gives her victory. Get on and set off is the motto. In addition, the BMW shines with good handling and well-thought-out assistance systems. The shiftability of the transmission and the responsiveness of the chassis offer potential for improvement.

2. Kawasaki ZX-10R: The biggest point of criticism is your low-torque engine. It does not press very hard in the area relevant to country roads. The overall package with the lean angle-dependent traction control as well as the chassis and brakes is great and will show its potential on the racetrack even better.

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