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Comparison test: Aprilia RSV4, BMW S 1000 RR, Yamaha YZF-R1

Superbikes on the country road

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Where the hammer hangs on the racetrack, the new BMW S 1000 RR showed the competition in the last PS edition: The Bavarian left the arena as a beaming winner. Now she faces the Aprilia RSV4 R and the Yamaha YZF-R1 on the country road. Which has what it takes to be a high-flyer in everyday sports?

the pilot mercilessly squeezes his R1. In a racing stance, he storms past the horsepower testers standing on the roadside on his older Yamaha. As if on command, they put their helmets over their heads, swing on their bikes and chase after the local stoker. He becomes visibly nervous as the pursuers come closer and closer and finally stick to his rear wheel. After a few bends he gives up and pulls over to the right. "Putos alemáns" the local hero scolds the trio when he realizes, based on the license plates, that foreigners have just sacked him on his home route on the Costa Brava in northern Spain.

He has no reason to be sorry. The brand new top athletes Aprilia RSV4 R and BMW S 1000 RR as well as the Yamaha YZF-R1 embody superbike technology at the highest level. Take BMW, for example: The Bajuwarin presses an insane 202 hp on the test bench roller and thus holds the record for series machines. BMW provides the performance "just" 193 hp. An accurately constructed press machine? Possible. As an experiment, the editors put a private motorcycle to the test: 196 hp it certifies the superbike. The S 1000 RR are generally quite good in the drilling.

To bring power of these dimensions to the ground, the new BMW offers plenty of electronics. It is the first production motorcycle to combine lean angle-dependent traction control (DTC) including wheelie control with racing-grade ABS. It also offers four driving modes. The different levels influence the electronic driving aids, the throttle response and, in some cases, the power delivery of the engine.

The Aprilia RSV4 R is a cheaper offshoot of the noble Factory, which saw the light of day in mid-2009. The most important differences are the "Erre" Plastic instead of carbon trim parts, aluminum instead of magnesium covers, spring elements from Sachs and Showa instead of Ohlins and cast instead of forged wheels. Makes five kilograms of additional weight. Further deviation: The "R." does not have the Factory’s variable velocity stacks. At a fair 15,500 euros, the extremely pretty Aprilia is an attractive alternative to the established superbikes.

Jahn

Ingenious: finally a V4 superbike again! With the RSV4 R, Aprilia makes sports driver dreams come true.

Your presentation last autumn was very unfortunate. Connecting rods torus in two, several engines shattered. In an interview (PS 2/2010) a company spokesman assured that only flawless goods leave the factory. But now the Italians are starting a recall.

The market launch of the Yamaha YZF-R1 went without any problems. Introduced in spring 2009 as a completely new design, the Yam quickly advanced to become the country road queen of PS. In three tests she came in second and twice in first place. So there is no reason for Yamaha to technically revise their sporty flagship for 2010. According to the German importer, the Japanese only changed the color scheme and some small covers on the exhaust system. Their design has also remained, one of the few criticisms of the R1. It looks significantly more chubby than the competition and the raised, sweeping mufflers do not exactly correspond to the ideal of beauty of the majority of their viewers.

The BMW comes much closer to this naturally subjective ideal. The Bavarian was not quite as petite as the Aprilia. But what seemed unthinkable at BMW a decade ago, the Munich-based company has now put on its wheels with the S 1000 RR: a wiry superbike that exudes sheer aggressiveness. Narrow silhouette, drawn-down, angular-aggressive front, slim tank, airy side panels, crisp rear, ten-spoke wheels, banana swingarm, discreet exhaust muffler – well done, BMW!

The S 1000 RR is also convincing when it comes to gasping. From 8500 rpm it starts beating so that your breath takes hold. If the pilot leaves the throttle to the limit, he has his hands full taming the immense power. The thrust lasts up to around 13000 rpm, 1000 rpm later the rev limiter puts an end to the drive. The acceleration from zero to 200 km / h in 7.0 seconds is the record for series bikes and speaks a clear language. The downside: When the BMW really starts firing, it is already almost 90 km / h in first gear. The pilot is thus already close to the highway speed limit. And: Due to the very high performance characteristics, the front wheel sometimes shoots suddenly towards the sky, depending on the gear and selected driving mode. Anyone who calls up the full charge at BMW needs to be alert!

The S 1000 RR marches bravely at speeds below 7000 rpm, but not a record. A consequence of the very short-stroke design of the four-cylinder. The extreme bore-to-stroke ratio forms the basis for the high speeds that the S 1000 RR needs for top performance. Although it leaves a few springs up to the 7000 rpm mark, the BMW S 1000 RR offers respectable torque values. From 50 to 150 km / h in last gear, only Honda’s Fireblade and the Yamaha R1 take a few tenths away from the Superbike competition. Reason: As a countermeasure to the development of power, the Munich team translated the superbike very briefly.

Comparison test of superbikes: part 2

Jahn

A slight pull on the throttle is all it takes to send each of the three superbikes onto the rear wheel.

Yamaha translated its super sports car even shorter. In combination with the drive, which is powerful even on low tours, it pounds out of the corners like no other bike in this universe. hot! If you pull the handlebars lightly, you send the Yam in the first three gears at the exit of the curve onto the rear wheel. You can’t get more dynamic. The full blows of the 173 hp in-line four-cylinder with the extraordinary crank pin offset of 90 degrees, enhance this experience even more. And the powerful, sonorous exhaust rumble does the rest.

The Yam offers three driving modes. In A-mode she reacts very spontaneously and accelerates quite hard. This is annoying on country roads, this mode is more useful on the race. We "B." the Yam does not provide its full power from 8500 rpm. The standard setting is ideal "hours"; it forms an ideal compromise between maximum output and good responsiveness.

Aprilia also offers various mappings. Stand at the push of a button "T" (Track), "S." (Sports) as well "R." (Road) available. The latter clearly cuts the performance, so it is out of the question for full guests. In T mode, the RSV4 R jumps too hard on the gas. Remains "S.". According to Aprilia, this mode reduces the performance in the first two gears. But there is no noticeable of this even at accelerated pace – the clear PS favorite.

In contrast to the Yamaha, the RSV4 R does not trick with its crank pin offset. It doesn’t need that either, because the ignition intervals result from the position of its cylinders. It’s great to finally experience an affordable superbike with a V4 drive again after many years.

Jahn

Allow me: BMW S 1000 RR. where the world’s most powerful production motorcycle appears, the hut is on fire.

The RSV4 R roars its bassy-throaty song clearly into the open air. Some people may be surprised how the Aprilia got the homologation. That will remain an Italian secret. The engine is undoubtedly showing its power development. Up to 9000 rpm, the 175 PS strong V-block is comparatively tame, in order to tense the muscles from this mark. Because of this engine characteristic and the too long gear ratio, a lot of manual work is necessary to keep up with the competition. Not always an easy task in the somewhat stuck gear. One last point of criticism: Driven tight, the Aprilia treats itself to 1.5 or 1.7 liters more juice than the competition with 10.5 liters of super per 100 kilometers.

The Italian’s chocolate side is clearly in the chassis. Tea "R." directing over the front wheel. In addition, it runs extremely stable in an inclined position and arrows through alternating curves with unearthly ease. It’s hard to believe that a thousand offers such playful handling. Their weak engine braking torque is not annoying, at most it takes some getting used to. When shooting on the last groove, the pilot should be prepared for it. As well as the prancing stern when anchored strongly and the latent tendency to kickback on uneven ground despite the steering damper. This is due to the combination of the very tightly coordinated spring elements with the very stiff chassis. Despite these shortcomings, the compact Aprilia is the reference in the chassis section.

The BMW lurks just behind. The S 1000 RR is only slightly more unwieldy and not quite blessed with the impressive turning behavior of the Aprilia. It is also very stable when tilted, and the chassis does not give cause for criticism. On the contrary. Fork and shock absorber respond well and offer wide adjustment ranges. On nasty asphalt scars, the BMW twitches its front every now and then. The steering damper prevents violent deflections. The driver clearly feels the rather stiff and unadjustable part, especially at low speeds.

Jahn

Burning at its finest: Yamaha’s YZF-R1 is a high-grade shooter for the country road.

A welcome feature on the racetrack, the testers couldn’t regulate the traction control on country roads even when accelerating hard in an inclined position. Not even in a mode that allows little slip. It’s amazing how much power modern tires transmit. Nevertheless, PS also advises DTC in public areas. Firstly, because in connection with the ABS it only costs around 300 euros extra and secondly because this extra increases the resale value; Thirdly, the electronics offer valuable safety reserves in the event of rain or sudden changes in the friction coefficient of the ground, and fourthly, they can prevent unplanned wheelies. Last but not least, the traction control enables the pilot to feel his way to the limit. With the best chance of staying seated.

Traction control yes or no – R1 disciples don’t have to struggle with such decisions. The Japanese do not (yet?) Offer driver assistance systems for their superbikes. But it has the best suspension elements of the test on the country road. Here the R1 benefits from its quite soft tuning. It seems as if it turned even the roughest asphalt cracks into perfectly flat slopes. Despite its soft basic setup, the Yam runs very stable even at a brisk pace. But there are also small flaws: The R1 does not harmonize perfectly with its new tires. More about the rubbers in the box above.

The Spanish pilots hardly care about all of that. He’s probably still scolding in his quiet little room about the darned Germans who played along with him.

Data + horsepower rating Yamaha YZF-R1

Manufacturer

Thanks to the crank pin offset of 90 degrees, the four-in-line of the Yamaha YZF-R1 delivers the sound and feel of a V4. The drive delivers 173 hp.

Drive:
Four-cylinder in-line engine, 4 valves / cylinder, 134 kW (182 PS) at 12500 / min *, 116 Nm at 10000 / min *, 998 cm³, bore / stroke: 78.0 / 52.2 mm, compression ratio: 12.7: 1, ignition / injection system, 45 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 102 mm, wheelbase: 1415 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression stage (high / low), spring travel from / h .: 120/120 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17, initial tires: Michelin Pilot Pure, front "AT.", 310 mm double disc brake with six-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2090/775/1120 mm, seat / handlebar height: 820/840 mm, handlebar width: 660 mm, 214 kg fully fueled, v./h .: 52.3 / 47.7%

Rear wheel power in last gear:
117 kW (159 PS) at 263 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.2 / 5.1 / 7.5 s, pulling power: 50-100 / 100-150 km / h: 4.0 / 3.9 s

Top speed:
285 km / h *

Consumption:
Fuel type: Super unleaded. Average test consumption: 8.8 liters / 100 km, tank capacity / of which reserve: 18/0 liters, range: 204 km

Base price:
15495 Euro (plus ancillary costs)

* Factory specification

PS rating:

Drive:
Off the racetrack, power counts more than top performance. Full marks for the fascinating engine of the Yamaha.
(5 out of 5 stars)

Landing gear:
Despite its outstanding spring elements, PS only gives three stars here. Reason: sluggish handling, indifferent front, high righting moment when braking.
(3 out of 5 stars)

Ergonomics:
The Yam is a real feel-good motorcycle. Without having to miss the sporty superbike character, pilots sit most comfortably on the R1.
(5 out of 5 stars)

Driving fun:
Sound, dynamics, feeling: the R1 offers plenty of it all. And on bumpy terrain, it is in a class of its own. Expandable handling and feedback.
(4 out of 5 stars)

Data + horsepower rating Aprilia RSV4 R

Manufacturer

Photo show: Aprilia RSV4 R

Drive:
Four-cylinder 65-degree V-engine, 4 valves / cylinder, 132 kW (180 PS) at 12500 / min *, 115 Nm at 10000 / min *, 1000 cm³, bore / stroke: 78.0 / 52.3 mm, Compression ratio: 13.0: 1, ignition / injection system, 48 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 65.5 degrees, caster: 105 mm, wheelbase: 1420 mm. Upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, length, rebound and compression stage, spring travel front / rear: 120/130 mm

Wheels and brakes:
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: Metzeler Racetec Interact K3. 320 mm double disc brake with four-piston fixed callipers at the front, 220 mm single disc with two-piston fixed calliper at the rear

Measurements and weight:
Length / width / height: 2070/740/1120 mm, seat / handlebar height: 845/865 mm, handlebar width: 665 mm, 212 kg fully fueled, v./h .: 50.4 / 49.6%

Rear wheel power in last gear:
120 kW (163 PS) at 262 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.2 / 5.3 / 8.0 s, pulling speed 50-100 / 100-150 km / h: 4.6 / 4.5 s

Top speed:
290 km / h *

Consumption:
Fuel type: Super unleaded. Average test consumption: 10.5 liters / 100 km, tank capacity / of which reserve: 17/4 liters, range: 162 km.

Base price:
15214 Euro (plus ancillary costs)

* Factory specification

PS rating:

Drive:
The design of the engine is what makes the Aprilia so special. Power delivery, fuel consumption, gear shiftability: Others can do that better.
(3 out of 5 stars)

Landing gear:
In this chapter the RSV4 R strikes. Handling, accuracy, cornering stability: maximum star splendor for the compact sweeper. Great brake.
(5 out of 5 stars)

Ergonomics:
The driver sits very elevated and thus a bit far from the shot. Pilots from 1.80 meters up have to fold up a lot. Weak wind protection.
(3 out of 5 stars)

Driving fun:
Chase around corners like a whirlwind, feel the full hammering of the V4, enjoy the precision – pure pleasure. The Aprilia doesn’t lack much for happiness.
(4 out of 5 stars)

Data + horsepower rating BMW S 1000 RR

13 Pictures

Images: Comparison test: Aprilia RSV4, BMW S 1000 RR, Yamaha YZF-R1

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Measured values ​​+ setup

Drawing: archive

Power on the crankshaft, measurements on Dynojet roller dynamometer 150.

How much Schmalz the BMW can pack from 10,000 rpm up to maximum output at 13,200 rpm seemed impossible in series motorcycle production up to now. The price for this is top performance. The Aprilia’s V4 ignites brief fireworks at 9000 rpm. Before and after, it offers its power in a rather unspectacular manner. The curve of the Yamaha flattens out from 9000 rpm. Its strength lies in the lower and middle speed range, where it grabs a lot thanks to its short gear ratio.

Setup country road:

 Aprilia

 RSV4 R

 

 Bmw

 S 1000 RR

 

 Yamaha

 YZF-R1

 

fork

Spring base

 

 4 rings visible

 3.5 rings visible

 2 rings visible

Pressure stage 1

 

 2 U open

 in position 5 of 10

 10 K open

Rebound 1

 

 2 U open

 in position 5 of 10

 10 K open

Strut

Spring base 2

 

 32 mm

 40 mm 

 32 mm

level

 

 default

 default

 default

Pressure level
High1

 

 in position 6 of 10

 4 U open

Pressure level
Low1

 

 2.2.5 U open

 in position 6 of 10

 11 K open

Rebound 1

 

 16K open

 in position 7 of 10

 1 K open

Steering damper

 not adjustable

 not adjustable

 electronically adjusted

These settings were made by 80 kg pilots: 1at “U" or "K": counted from completely closed damping; The rear sinks by this value (with the driver seated, including negative suspension travel); U = revolutions; K = clicks.

CONCLUSION + photo shows

Jahn

In the mood for the sea: dreamlike roads meander along the Costa Brava.

Every machine has outstanding properties. With the Aprilia, it’s the brilliant handling, its precision and the extremely stable behavior in corners. The S 1000 RR scores with advanced electronics, breathtaking top performance and a balanced overall package. The brilliant motor, the fabulous spring elements and the successful seating position characterize the R1. It lands in first place together with the BMW, the RSV4 R follows closely behind. But they are all winners.

PS JUDGMENT

1st place: Yamaha YZF-R1
With other tires, the R1 might have landed on the top of the podium alone. So is the BMW next to her. Had, would be, if it just doesn’t count.
(17 out of 20 stars)

1st place: BMW S 1000 RR
Sole winner on the racetrack, she shares victory on the country road with the R1. A debut couldn’t be much better. Hat!
(17 out of 20 stars)

2nd place: Aprilia RSV4 R
The RSV4 R lands behind BMW and Yamaha. Still, she doesn’t have to feel like a loser. Design, exclusivity, verve: an Italian with class!
(15 of 20 stars)

13 Pictures

Images: Comparison test: Aprilia RSV4, BMW S 1000 RR, Yamaha YZF-R1

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Images: Comparison test: Aprilia RSV4, BMW S 1000 RR, Yamaha YZF-R1

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