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Comparison test: tuned BMW S 1000 RR (with videos)

Three tuning bikes in direct comparison

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Three tuned BMW S 1000 RR equipped with mega-power, tight chassis and killer brakes storm the Hockenheimer slope. Each one claims to be the most powerful racing bike. Zoff seems inevitable.

balready after a few laps the strength begins to wane, the sweat flows freely. It is truly a drudgery with these BMW S 1000 RR specially prepared for the PS Bridgestone Tuner GP. Recovery phases? Zero chance! None of these superbikes leaves its rider alone for a second. When accelerating, the driver braces himself with all his might against the tremendous forward thrust and at the same time tries to shift weight to the front with his body facing forward in order to keep the front wheel on the ground. And when anchoring, the rider leans heavily on the handlebars and tank so that the bike doesn’t throw him off while he is reducing the insane speed.

The rockets are the BMWs from Sattler Motorsport, the Raul Fahrzeugtechnik company, which is presenting this joint project under Lotrau-BMW S 1000 RR, and the machine from Micron Systems. Usually PS presents the motorcycles of the Tuner-GP individually. In this special case, however, they should compete together. This makes it easier to compare the thousands playing in roughly the same price league. In addition, PS shows what tuning can still tease out of the newcomer and series winner of numerous comparison tests. Despite all the differences, they also have a few things in common: All basic motorcycles are equipped with ABS, a shift assistant and traction control. In addition, its front is slightly lowered. The fork conversion comes from HH Racetech and the manifolds or the complete racing exhaust from Akrapovic. All BMW have modified braking systems and interventions in the engine management.

Saddler

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Josef Sattler, Th. Eder Sattler Motorsport, www.sattler-motorsport.de

Awe inspiring 209 hp and only a little over 182 kilograms when fully fueled, the Sattler Motorsport company provides the most powerful and at the same time lightest BMW of the trio. In the first three gears, the front wheel is more in the air than on the asphalt. Only shifting gears early ensures the greatest possible propulsion and prevents the descent to the rear. Great: The Lower Bavarian rocket shoots out of some fast corners (north curve and the right after the Mercedes grandstand), sometimes with the front wheel floating slightly above the ground. That is MotoGP feeling at its best.

Sattler was the only one to venture into the engine interior (cylinder head). He strictly followed the rules of the International German Motorcycle Championship (IDM). The rules only allow fine work and the use of tolerances. Further performance-enhancing tuning: Changed timing, racing exhaust, Power Commander.

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Weight: 182.6 kg – front / rear: 52.5 / 47.5% – power: 209 hp – lap time: 1: 52.4 min – price: around 26,000 euros.

When accelerating hard, the BMW initially irritates with a very restless front. The fidgeting takes strength, time and nerves. Back in the box, the technicians diagnosis the too soft standard steering damper as a troublemaker. Original part dismantled and a tighter, adjustable damper (Ohlins) installed, and lo and behold: the thousands, raised to a considerable 860 millimeters (series: 810 mm) in the seat position, storm around the slopes for worlds quieter. Unimpressed from the start by the tremendous forces that occur in such a racing machine, the revised series spring elements show themselves. Equipped with harder springs and plenty of cushioning, the fork and monoshock are never embarrassed. Despite their tight coordination, they respond well and absorb the few bumps on the Hockenheim circuit very well.

The Bayernkurier roars precisely through the fast Parabolika curve and does not rock. This cannot be taken for granted on very powerful and light bikes. The brakes are also impressive. Equipped with accessory discs, other pads and a new brake lever, the stoppers bite hard with an extremely stable pressure point. The ingenious remote adjuster (MDL) for the forehead brake lever seems almost superfluous.

Lotrau

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Manfred Raul, Lothar Rau Raul Vehicle Technology, www.lotrau.de

Contrary to what the offensive appearance of the racer from the Saarland company Raul Fahrzeugtechnik suggests, the Lotrau-BMW behaves well when filing. As far as one can say about a 203 hp branding iron. Compared to the Sattler bolide, the Saarland-S 1000 RR keeps the front wheel on the ground longer during power play. It’s less stressful, but doesn’t feel as dynamic as the racer from Lower Bavaria. A look at the power-to-weight ratio shows why. At 1.03 hp per kilogram, the Lotrau-BMW is around ten percent lower than that of the Sattler racer (1.14 hp per kilo).

The lap times make it clear that this does not necessarily have to have a negative effect. With 1: 52.1 minutes, Lotrau’s bike runs three tenths faster around the big course than the hammer from Sattler Motorsport (1: 52.4). Admittedly, this comparison only permits binding conclusions to be drawn about the performance of the BMWs. Because the different brands of tires and the state of wear of the slicks have a fundamental effect on the driving characteristics of the two racers.

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Weight: 197 kg – front / rear: 53.3 / 46.7% – power: 203 hp – lap time: 1: 52.1 min – price: around 27,000 euros.

Braking is one of the supreme disciplines of the Lotrau-S 1000 RR. The stoppers, which are equipped with newly developed discs (Lucas), are extremely easy to dose and require very little manual force even when anchoring from Mach 2 up to around 50 km / h before the hairpin. From the euphoric author’s point of view, these are the most effective trapping tools that ever stuck in a bike. Only the shifting pressure point tarnishes the positive image a bit. Tip to the Raul company: Take a look at the remote adjuster for the brake lever on the Sattler bike!

In the Parabolika curve there is some restlessness in the framework when the gallop is extended and the machine begins to oscillate slightly. Presumably caused by the underdamped strut. When accelerating hard, it seems overwhelmed and therefore does not offer such an excellent grip feeling as that of the competition. Otherwise there is nothing but sunshine when cornering. Light-footed, homogeneous and precise, the superbike sticks into the corners and stays on the chosen track.

Micron

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Armand Mottier Micron Systems, www.micronsystems.de

The performance and weight of the Micron-S 1000 RR are somewhere between those of the aggressive Sattler-BMW and Raul’s executor. It presses 205 hp onto the test stand roller and weighs 193 kilograms with a full tank. The superbike with the glued-on headlamp imitations is also in the middle when it comes to gas. Subjectively, it works a bit more briskly than the Lotrau-Renner, but does not get started quite as impetuously as the thoroughbred from Lower Bavaria. She gives her jockey the perfect feeling of a manageable, transparent racing machine. Whereby the attribute "controllable" of course is relative.

Trust is particularly aroused by the superb grip feeling on the rear wheel. Significantly produced by the firm suspension strut from FG Gubellini. No concept? For PS neither so far. In Germany there is (yet?) No importer for the Italian racing damper. At least on the level slope at Hockenheim, the tight part can convince. The handling, accuracy and the homogeneous driving behavior of the bike from Furth in Franconia are also pleasing.

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Weight: 193 kg – front / rear: 52.9 / 47.1% – power: 205 hp – lap time: 1: 53.6 min – price: around 28,800 euros.

Despite these convincing properties, it loses more than a second to its competitors with a lap time of 1: 53.6 minutes. There is no obvious or noticeable reason for this, the distance probably arises from adding up little things. Like the Lotrau BMW, the Franken-Racer likes Pirelli slicks, but the harder SC2 mixture. There is also a difference in the brakes. With the cocktail of PVM discs and Lucas CRQ rubbers, the Micron BMW requires a lot of hand strength.

The residue is not due to the finely tuned engine. Equipped with Power Commander and the innovative feature "Auto tune", power and torque up to around 11,000 rpm are usually somewhat higher than those of the competition. The autotune constantly adjusts the oxygen content of the mixture to the ideal values ​​given. In this way, it always guarantees maximum power output under different and changing conditions – keyword: temperature and air pressure.

CONCLUSION + onboard video

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Nothing goes slowly: BMW S 1000 RR.

The end result is the following: 1. Whoever moves such grenades at racing speed has to be fit. Tip: do a lot of sport, do not fully open the gas or drive six hundred. Since today it has been clear: The author must also decide on one of these options … 2. Each of the three tuning S 1000 RR has particular strengths. The Sattler-BMW is a tool for professionals. Only speed cracks with full throttle can fully exploit their potential. The Lotrau bike is more reserved. The pilot is faster on it than it feels. Advantage or disadvantage? Probably both. Something in between is the Micron Superbike. It conveys the perfect dose of racing spirit and the confidence to control its power to some extent.

An onboard lap on the Hockenheimring with the BMW S 1000 RR from Micron Systems:

Video: PS Tuner-GP 2010

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