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Comparison test: two-cylinder super sports car

Blooming variety

Whether MotoGP, Superbike or Supersport, it’s always the same: four-cylinder in an aluminum bridge frame as far as the eye can see. In the world of the two-cylinder, on the other hand, diversity flourishes. Here the engineers for out the cornucopia of individual solutions. Whether with the engines, the chassis or the many fine, small details.

There is a tremendous rumble down in the valley on what is actually a quiet Sunday. A mighty rumble and rumble makes the rock walls tremble, the crème of the two-cylinder athletes storms with power up the mountain. Aprilia RSV 1000 R Factory, Buell 1125 R, BMW HP2 Sport, Ducati 1098 and KTM 1190 RC8 eat their way through tight turns, short straights, wide arcs. Until the strong-sounding gang of five arrived at the High Speed ​​Club of the Circuit de Castellet. In keeping with the end of the MotoGP broadcast on television: a flood of French bikers rushes out of the cafe onto the parking lot, washing the twins in no time at all.

No wonder, because like no other machines they offer a myriad of independent solutions, just as remarkable as different concepts, the courage to beautiful, admittedly expensive details and a lot of individualism.
Like, for example, the chubby Buell 1125 R. Your aluminum bridge frame includes the V2 with powerful profiles that also serve as a tank. The Buell technicians also did without an expensive redirection of the shock absorber on their youngest offspring. However, the swing arm does not serve as an oil reservoir here, as the newly developed Rotax-V2 carries the oil tank of its dry sump lubrication system in front of it.

However, the radical chassis geometry typical of Buell has remained. A steep 69 degree steering head and minimalist 84 millimeter caster, that sounds like extreme maneuverability. But the 1125 R can hardly keep this promise. If the first turn-in works without great effort, the 1125 R wants to be guided with a firm hand for larger inclines. This is also necessary to keep the Buell on course in undulating corners, because the noticeable righting moment on bumps requires constant pressure on the handlebars. In terms of neutrality, then, no intoxicating performance.

The American racer likes it much better to dash over finely leveled, elongated radii, because the Buell really blossoms. Especially since the fork and the shock absorber, which is somewhat insensitive to bumps, play a splendid role. Tea Buell also has to grab hold of the horns if you are sporty and want to turn on the brakes. But that’s not the only reason why you should activate the brakes a little earlier. Because the imposing single-pane system only provides an acceptable delay when it is warm. And only after a lot of free travel on the hand lever.

Comparison test: two-cylinder super sports car

Blooming variety

Buell chassis and BMW HP2 Sport

Lush, almost organic forms characterize the Buell.

Unusual for a Buell what goes on in the engine room. No raw pounding, puffing, and trembling of an air-cooled Milwaukee twin. But even without such archaic expressions of life, the Rotax-V2 works well. The compact twin is not a revelation in terms of sound, but in terms of performance it is completely up to date. It combines its wide usable speed range with refreshing revving and from 4000 rpm with plenty of steam. In principle, it also depends on the gas. However, one or the other time he refused to accept the throttle despite full tanks. Which, like the almost permanently running fans, shows that there is still a need for model updates. Also to avoid the annoyance that when the tank is full, fuel drips from the overflow onto the silencer. And also applies to the tachometer needle, which is sometimes dancing at confused heights, or the ones themselves with special tools? that gave up the ghost after the first use ?? Hardly accessible compression level of the shock absorber as well as for constant travel jolting below 3500 rpm.

In contrast to Buell, BMW stuck to air cooling in the youngest and by far the sharpest version of the two-cylinder sports car. So the HP2 Sport proudly stretches its ribbed cylinder sideways into the cooling airflow. This mixture of traditional engine and state-of-the-art components may seem a bit like having fetched a flat twin from a forgotten corner in the garage, putting a carbon cap on its cylinder and then lugging it to Ferrari in the racing department, the result can be to be seen: the largest and most powerful series boxer of all time, wrapped in an airy tubular space frame. And only the bare essentials. Never before has a BMW presented its sporting ambitions so blatantly and in such an appetizing way. Milled, adjustable handlebar stubs and footrests, automatic gearshift, monobloc brake calipers, sports ABS, carbon fiber, wherever you look. The digital instrument panel crammed with information, feather-light wheels and a mighty underseat exhaust ?? great.

It’s nice that Bayern are holding onto the air-cooled boxer.

Despite all the sporty insignia and the wide tank, the seating arrangement, as befits a BMW, is comfortable. So comfortable that you can easily endure a day’s stage and enjoy the lowest consumption, low vibrations and excellent mirrors. No less pleasing: the switch box. Tea gears snap exactly and effortlessly, maybe with a bit long distances, but otherwise accurately. The boxer hums comfortably to himself, runs smoothly from 2000 rpm. Nobody else in this field can do that. So switchbacks lose their fright, because they can be mastered without jerking simply with a twist of the throttle. Because the engine pulls through bravely from this brand. The hut only really comes to life when the LCD bar on the rev counter reaches six. Then the boxer lets the muscles play and marches forward with impressive, robust trumpets.

Support when accelerating comes from the impeccable gearshift. Leave the shower open, ignore the clutch, pull up the gear lever, puff, the next gear sits seamlessly, and the HP2 rushes on. However: when switched up conventionally, the mapping reveals weaknesses, and in terms of performance, there is sometimes no connection for a short time. Just as the throttle response from low engine speeds is not always flawless, otherwise the power boxer gives a fine idea. The same applies to its chassis. Sufficiently manageable, the tightly tuned chassis offers crisp precision for quick flick-flickering in chicanes instead of the comfortable, crumple suspension previously known from BMW boxers. This is bought, however, with a hard-tuned shock absorber that only conveys comfort on halfway good asphalt. We the other hand, the comfortable suppleness with which the front spring strut works without fault or blame. But like all boxers, the HP2 also prefers the round driving style. Brake before the curve, then pull through. Shifting into an inclined position, braking or playing nervously with the accelerator causes a little restlessness. Telelever, lengthways crankshaft and cardan send their regards. After all, even the feedback from the front wheel is okay? as long as you don’t turn on the brakes. Then this forehead suspension largely swallows the feedback. And the BMW takes a slightly wider arc because the Telelever suppresses the front dipping.

Nevertheless, the way the monobloc pliers hit their claws in the brake discs is violent, almost exaggeratedly toxic, which makes the metering impaired. After all, the ABS regulates late and with fine, short intervals, adding the icing on the cake to the successful appearance of the BMW.

Ducati 1098 and KTM 1190 RC8

Ducati 1098: The abundance of racing genes and their temperament are fascinating

The Ducati 1098 cannot serve with an ABS, but it can with excellent braking stability. And above all with a first-class frame. Not the handiest, but all the more stable. Full, earthy, sensitive, it tells the pilot everything about the condition of the road and gives him what only the 1098 can and what has already made the 916 legendary: that Ducati feeling, the feeling of being on rails around the corner -to run . Only the reds from Bologna can do that. Course corrections, however, are not that easy. And if you want to eat alternating curves at a faster pace, you have to toil a bit. Which the deeply mounted stubs, which force the driver to do strenuous push-ups, don’t exactly make it easier.

The 1098 compensates for this with a brutally tearing engine. Like a volcanic eruption, the smallest turn of the throttle releases the power from the 90-degree twin. Up to almost 4500 rpm, and thus exactly the tidy that is preferred in normal life, the V2 hammers forward so that the spit stays away. Shortly after this mark, the performance package allows itself a breather in order to really open the locks again from 6000 rpm. This performance is not even, impressive in any case. The Duc can be really savored on level surfaces. Then it literally sucks you into the curves and seduces you to ever higher speed. If it gets bumpy, on the other hand, the comfort is over, as the hard-tuned shock absorber struts unabashedly reaches the extended spine. All attempts to tune the shock absorber more graciously fail because of its hard basic tuning. And anyway: actually a shame for a piece of jewelery in this price range that the adjustment elements of the shock absorber are so poorly accessible. The cheap sprocket for the spring preload is hardly accessible. And if you want to change the rebound, you have to use a long three-millimeter ball head Allen key ?? unlike Buell not included in the puny tool kit? Poke a small, dark hole in the rocker arm to feel the adjustment screw.

KTM 1190 RC8: A thoroughbred racer who demands a willingness to compromise.

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Pictures: Comparison test: two-cylinder super sports car

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Aprilia RSV 1000 R Factory

Even at the end of her career – 2009 will be her last year – still in shape.

Also the Aprilia RSV 1000 R Factory ?? vulgo: A thousand ?? Not. At least from a motor point of view. Your one-liter V2 is the smallest in the field and also the weakest of the water-cooled ones. Which doesn’t have to mean anything in itself. But its lean torque curve allows the RSV only a restrained temperament below 4000 rpm. And although the Rotax-V2 does everything it can, it does not achieve the assertiveness of the competition. A shame, because with the smoothest gearbox and properly dampened load change reactions, its performance can be put to excellent use.
It is all the more regrettable that the engine was not further developed. The same applies to the sitting position. The long tank, the deeply clamped stubs and the very high notches result in anything but a relaxed sitting posture.

The Aprilia RSV 1000 R Factory took first place in the MOTORRAD test.

Apart from that, the RSV is in great shape. Very close to the handiness of the KTM, yet extremely precise and reliable, the chassis presents itself in dazzling form. Ennobled by beautifully appealing Ohlins dampers, which provide the finest feedback, especially from the front wheel. And that are comfortable, yet sufficiently tightly coordinated and finely balanced. The good-natured chassis shines with excellent stability even on second-class slopes. And instills a lot of confidence in the driver from the very first meters.
In the braking zone, the Mille doesn’t burn anything either, the Brembo pliers bite into the discs vehemently, but easily dosed. And by the way, the RSV scores with such pleasant things as excellent light, wind protection, long range and the longest guarantee. What would be, if you transplanted the Buell units, neatly tuned, into its fine chassis, plus a somewhat comfortable work place? You would have to fear neither the exotic Buell nor the charismatic BMW or even the powerful Ducati and the strong KTM.

Comments scoring

Engine:
She almost had the victory in this chapter before her eyes, the KTM. But the uncomfortably hard load change reactions and the gearbox that was shifted hard and hard made her stumble on the finish line. When the car stopped in first gear at the traffic lights, I couldn’t put it into neutral. Perhaps the result of an incorrectly vented clutch. Since the top test copy plagued the same problems, KTM should take a closer look here. Otherwise, the RC8 reactor is a stunner, while the Aprilia has fallen significantly behind the modern designs due to the lack of further development and due to the smallest displacement. After all, it has the smoothest gear box of all.

Landing gear:
When it comes to handiness, the KTM and Aprilia are in a class of their own. As far as the feedback is concerned, the Aprilia even beats the assembled troop. In general, the level of stability and precision is extremely high, only the Buell still has some catching up to do. Nevertheless, they all come with fully adjustable, high-quality suspension elements and fine tire material. Like that. The Aprilia proves that a sportily tuned chassis does not necessarily have to go hand in hand with a rock-hard hindquarters. The rear wheel of the BMW sometimes even loses contact with the ground when accelerating over short heels, which causes the hindquarters to trample to the side in an inclined position.

Everyday life:
For athletes, the saddle of BMW and KTM is downright comfortable, even if the seat cushions are spartan thin for maximum feedback. Tea Aprilia has a lot of catching up to do in terms of ergonomics ?? it should stay longer in the program. After all, it spoils you with the best light and proper wind protection, the highest payload and a practical range. Which shows that, despite all the sportiness, everyday concerns can also be taken into account. On the other hand, the Ducati mirrors are a cheek? Okay as a turn signal holder, a joke for looking back. What BMW and KTM have to offer in terms of equipment and features is unparalleled in the realm of athletes.

Security:
It is almost brutal how the BMW brakes reach the brake lever with the slightest grip. However, this means that their dosability suffers. Aprilia and KTM show how it can be done better, combining very good dosing, transparency and robust grip. Only the BMW offers an ABS, a finely regulating one at that. But gross motorists be careful: the rollover detection only regulates late, the forward role is not excluded.

Costs:
A four-year guarantee, only the Aprilia offers? and the lowest consumption at the same time. While the Buell reaches the gas pump as if it were a V8 big block to be fed.

Price-performance:
Aprilia and KTM tie. The high price is also clearly reflected in them.

Technique: Framework Concepts – Framework Action

Aluminum or steel, bridge or tubular space frames? It’s not a question of weight, more of philosophy. Aluminum weighs only around a third of steel, but its elasticity is three times as high. The bottom line is that a well-made aluminum bridge frame and a steel tubular space frame have a similar weight with the same flexural and torsional rigidity. However, an aluminum chassis requires relatively large profiles for this, and the aim is to achieve the most straight connection between the steering head and the swing arm mounting for maximum rigidity. What it requires to be led past the engine and the overall width costs, at the same time restricts the design. A lattice tube composite leaves more room for maneuver in terms of design and saves overall width. But while with the aluminum frame, relatively simply drawn profiles with cast parts, for example for the steering head and swing arm mounting, can be welded by machine, a tubular space system is much more complex to manufacture. Due to the large number of individual parts and the sometimes difficult to access welding points, a tubular space frame is much more complicated than its counterpart made of light metal and can sometimes only be welded by hand. Which, of course, drives up manufacturing costs.

Technical specifications

APRILIA RSV 1000 R Factory

engine

Water-cooled two-cylinder four-stroke 60-degree V-engine, two balance shafts, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 57 mm, regulated catalytic converter, 500 W alternator, battery 12 V / 10 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 40:16.
Bore x stroke 97.0 x 67.5 mm
Cubic capacity998 cm3
Compression ratio 11.8: 1 rated output 105.0 kW (143 hp) at 10,000 rpm
Max. Torque 103 Nm at 8000 rpm

landing gear

Bridge frame made of aluminum, screwed rear 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 320 mm, four-piston fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed calipers.
Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Pirelli Supercorsa Pro

Dimensions + weights

Wheelbase 1410 mm, steering head angle 65.2 degrees, caster 102 mm, spring travel f / r 127/133 mm, seat height * 810 mm, weight with a full tank * 209 kg, payload * 213 kg, tank capacity / reserve 18.0 / 4.0 liters .Warranty four years
Service intervals every 7500 km
Colors: Black, Black / Red / White
Price 15,799 euros
Additional costs 270 euros

BMW HP2 SPORT

engine

Air / oil-cooled two-cylinder four-stroke boxer engine, one balance shaft, two overhead, chain-driven camshafts each, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 52 mm, regulated catalytic converter, 480 W alternator, 12 V / 12 Ah battery, Hydraulically operated single-disc dry clutch, six-speed gearbox, cardan shaft, secondary ratio 2.75.
Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm3
Compression ratio 12.5: 1 rated output 97.8 kW (133 hp) at 8750 rpm
Max. Torque 115 Nm at 6000 rpm

landing gear

Load-bearing motor-gear unit, telescopic fork, Ø 41 mm, steering damper, adjustable spring base, rebound and compression damping, two-joint single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 265 mm, double-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 Metzeler Racetec K3

Dimensions + weights

Wheelbase 1487 mm, steering head angle 66.0 degrees, caster 86 mm, spring travel f / r 105/120 mm, seat height * 830 mm, weight with a full tank * 206 kg, payload * 124 kg, tank capacity / reserve 16.0 / 4.0 liters .Warranty two years
Service intervals every 10000 km
Colors white / black
Price 21,600 euros
Price test motorcycle ** 22,515 euros
Additional costs 264 euros

BUELL 1125 R

engine

Water-cooled two-cylinder four-stroke 72-degree V-engine, transverse crankshaft, three balance shafts, four overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 61 mm, controlled catalytic converter with Secondary air system, alternator 432 W, battery 12 V / 12 Ah, hydraulically operated multi -disc oil bath clutch, six-speed gearbox, toothed belt, secondary ratio 70:27.
Bore x stroke 103.0 x 67.5 mm
Cubic capacity1125 cm3
Compression ratio 12.3: 1 rated output 107.0 kW (146 hp) at 10200 rpm
Max. Torque111 Nm at 8000 rpm

landing gear

Bridge frame made of aluminum, upside-down fork, Ø 47 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, internal disc brake at the front, Ø 375 mm, eight-piston fixed caliper, Rear disc brake, Ø 240 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Pirelli Diablo Corsa III

Dimensions + weights

Wheelbase 1387 mm, steering head angle 69.0 degrees, caster 84 mm, spring travel f / r 120/127 mm, seat height * 825 mm, weight with a full tank * 212 kg, payload * 174 kg, tank capacity / reserve 21.2 / 3.0 liters .Warranty two years
Service intervals every 10000 km
Colors Black
Price 12,499 euros
Additional costs 350 euros

DUCATI 1098

engine

Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, desmodromic actuation, wet sump lubrication, injection, Ø 60 mm, regulated catalytic converter, 520 W alternator, 12 V / 12 Ah battery, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain, secondary 38:15 ratio.
Bore x stroke 104.0 x 64.7 mm
Displacement 1099 cm3
Compression ratio 12.5: 1 Nominal output 119.3 kW (162 hp) at 9750 rpm
Max. Torque 125 Nm at 8000 rpm

landing gear

Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, steering damper, adjustable spring base, rebound and compression damping, single-sided 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 330 mm, Four-piston fixed calipers, rear disc brake, Ø 245 mm, two-piston fixed calipers.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Tires in the test Pirelli Supercorsa Pro

Dimensions + weights

Wheelbase 1430 mm, steering head angle 65.5 degrees, caster 104 mm, spring travel v / h 127/127 mm, seat height * 810 mm, weight with a full tank * 201 kg, payload * 189 kg, tank capacity / reserve 15.5 / 4.0 liters .Warranty two years
Service intervals every 12,000 km
Colors: red, yellow
Price 17,195 euros
Additional costs255 euros

KTM RC8

engine

Water-cooled two-cylinder four-stroke 75-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 52 mm, regulated catalytic converter, 450 W alternator, 12 V battery / 11 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 37:17.
Bore x stroke 103.0 x 69.0 mm
Cubic capacity 1150 cm3
Compression ratio 12.5: 1 rated output 113.8 kW (155 hp) at 10,000 rpm
Max. Torque 120 Nm at 8000 rpm

landing gear

Trellis frame made of steel, load-bearing motor, screwed rear 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 320 mm, four-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 Pirelli Supercorsa Pro

Dimensions + weights

Wheelbase 1430 mm, steering head angle 66.7 degrees, caster 90 mm, spring travel f / r 120/125 mm, seat height * 815 830 mm, weight with a full tank * 201 kg, payload * 179 kg, tank capacity / reserve 16.5 / 3, 5 liters. Warranty two years
Service intervals every 7500 km
Colors Black, Orange, White
Price 15,595 euros
Additional costs 200 euros

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