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Comparison test two-cylinder, BMW R 1100 S, Buell XB9R Firebolt, Ducati 900 SS, Moto Guzzi V 11 Sport Scura

Wait a moment…

There was something. Correct. Apart from neatly balanced flywheels and perfect functionality, four different types of twins produce tons of turning, tilting, setting up and of course moments of happiness.

Schronk. Rigorously, the starter pulls the fat crankshaft and its entourage out of their lethargy. Engine room on bridge: engine is running. A normal morning aboard a Buell Firebolt XB9R and Moto Guzzi V11. The Ducati 900 SS and BMW R 1100 S wake up a little less gruffly. And roll more smoothly from the yard than the bumpers from Milwaukee and Mandello, which are initially a bit sleepy. After all ?? none of the characters are really bitchy. Regardless of whether they are provided with or without a cold start aid, after a short period of inner compilation, all four are busy and flirt happily with their otherness.
Take Buell Firebolt, for example. Mighty aluminum bridge plus a bubbling Harley heart surrounded by a tight plastic mini. Tina Turners goes Britney Spears. Erik Buell turns the world of two-wheelers on its head: The main frame is a fuel drum, the swing arm is an oil tank. Secondary drive via toothed belt, directly screwed to the rim ring, 375 millimeter brake disc plus internal six-piston pliers. The thing is accelerated by a Milwaukee V2, the exhaust gases thundering out of an amazing stove pipe.
Is that going well? Sure, of course. The twin leaves the engine speed cellar light-footed, clicks to 3000 rpm, reluctantly grinds itself over a pronounced torque valley in order to really get started again from 5000 rpm. However, with measured 88 PS and just as many Newton meters, no power and torque monster pulls at the belt here. Objectively anyway. Subjectively, the newly designed, despite contemporary ingredients such as intake manifold injection in downdraft arrangement and modified cylinder heads, pushes almost antediluvian-looking 985 cm3 Vau like a big one and floods the 206 kilo Firebolt with a surge of bursting thrust. In addition, the injection reacts gently, the timing belt puts an end to load changes, and the engine mount called Uniplanar ?? a clever system of struts and rubber bearings ?? largely filters out vibrations while driving. Despite this flexibility, the unit literally plays a major role and even takes the swing arm. Crazy, right?
A bit harder, the Guzzi-V2 lets loose its maximum of 89 Cavalli on the cardan. Among other things, this is due to the attack-like pressure point of the Scura’s single-disc dry clutch. The 1064 cm3 Vau plows through the engine speed range in pronounced waves, pulsing with hard metal. And doesn’t thin words. It is sucked in, compressed, ignited and puffed so authentically that the weak period of up to 5000 rpm is forgiven. Especially since the two-valve engine always reacts spontaneously to commands on the smooth throttle grip, thunders happily in spite of the full flywheel mass and continues to burn heartily around 7000 revs. Bolted to the central tubular frame, strong vibrations herald the imperfect mass balance, the clockwise tilting moment when accelerating from the longitudinal crankshaft.
BMW drivers are also very familiar with this, and when it comes to overturning torque, the load-bearing 1100 makes no secret of its construction principle. The sporty boxer cannot save in practice only the theoretically perfect balance of the inertia forces and extensive balance of the moments of inertia. Although it turns quickly at the top, it always sends tingling vibrations in the handlebars and fairing, which are very present from 6000 rpm. Thank goodness he’s already throwing himself into the stuff one floor below and pushing the five-hundred-weight load forward with a subtle humming sound. But without the cult-suspicious Holter dipolter of the other two bumper twins. Which doesn’t change the fact that the 99 HP and 96 Newton meter strong Teutonic four-valve engine bags all three competitors. At least in terms of performance and emissions. The BMW operates as the only one with a G-Kat, while the competition smokes casually without a filter.
After all, where there is smoke, there is also fire: see Ducati. Their 83 HP two-valve Desmo burns with a bright flame through the entire speed range and has even put the pubescent brawl below 3000 rpm. Switchbacks and city traffic lose their horror, instead the V2 with injection happily makes its way out of the airbox roaring towards the 8000 mark. Without tumbling into any holes on the way. It gets tough over it, only insensitive ignoramuses encounter the limiter.
They are in the wrong place with our twin combo anyway, after all the terms R, S, Sport and Supersport require a relativizing view. For example, cheeky four-cylinder 600s steal meters or seconds from the big pots with ease. Just sit on it and start heating. If you don’t care, read on, if you don’t, even more. Fat twins convey something special. For example, the feeling of happiness after a perfectly mastered combination of curves. If everything fits. On the other hand, those who miss their engagement reap harsh dissonance. Not only at Jesus-like tempos, but already at the nice swing of the country road.
Curtain up on Erik Buell’s firebolt. The steering head is insolently steep, the caster in short and the wheelbase. A guarantee for weightless handiness? Are you kidding me? Are you serious when you say that. The following applies to Firebolt: no profit without a stake. Compact and sporty, yet equally comfortable for minis and Lulatsche, the pilot is practically sitting on the fork bridge. And must direct the Firebolt with a firm grip on the handlebars and intimate contact with the snugly shaped frame. Preferably in long arches over well-kept asphalt. Here lies the Buell, once brought on course, so stoically as if the extremely filigree wheels acted like overpowering tops. However, as soon as the driver applies the front single-disc brake – which can be adjusted comfortably – this phenomenon is suddenly ended. The XB9R stands up, pushes towards the outer edge of the curve, suddenly wants to go very far.
With other tires than the mounted Dunlop D 207 F Y / U you can get things under control, as a cross check showed. Likewise, the tendency to stand up on bumps or ruts on an incline. The world of the Buell is still not too bumpy terrain, the front and rear wheels sometimes appear unsynchronized there, and the targeted line is blurred. Especially when the shock absorber heats up due to the build-up of engine heat and the damping diminishes, despite a zealously whizzing fan, the rear end gets going. Precision and a sense of rhythm are all the most important for the pilot. Even when changing gears, because careless shifting around, possibly without the clutch, brings nothing but tremendous unrest. The operation of the stiff clutch and five-speed gearbox needs to be performed with feeling and appropriate pauses, then the powerful centrifugal masses of the Harley-Trumm work for and not against the actor.
This recipe also works for the Guzzi. Although the V11 pleases with a very precise gearbox, the hard load change impact plus gimbal pitching torque require a fluid, anticipatory driving style. Arrange everything before turning in and then rush around the corner with a train. Unwanted reaction moments are left out; the rider, tensed over the long tank, can turn the rear-heavy, 246 kilogram Scura with little effort on the high-mounted handlebar ends. The Bridgestone BT 020 provide more grip than the footrests and the side stand that touch down when driving hard.
As soon as mogul slopes are on the program, the adjustable Ohlins steering damper effectively counteracts kickback tendencies, but it is powerless against the slight tendency to swing. The finely appealing, fully adjustable Ohlins spring elements do their job well – on board as standard in the Sport Scura, which is limited to 600 pieces worldwide. Whether when braking or on bumps, the beautiful upside-down fork in particular soaks up bumps velvety and always has reserves ready.
The Ducati front can also serve this purpose. A tad less creamy, but clearly progressively tuned, the Showa part maintains absolutely honest ground contact and does not block even when braking hard. With the rear raised above the Ohlins strut, the 900 SS is really handy without noticeably losing stability. Only merciless acceleration on an undulating slope makes the front a bit nervous. The pain in the wrists is more unpleasant, especially when driving slowly or with a hard grip on the effective brembos. The stubs are simply too deep for a country road motorcycle. Otherwise, the package is right: physical wiry, even punch, especially in the middle speed range, agile and transparent handling. Pure fun. Only the early sliding Michelin TX15 / 25 brakes, together with the side stand that cracks at some point, overly impetuous lean angles.
Comfortably enthroned above the comparatively expansive plastic body, one feels downright decoupled on board the BMW. Logically, the Paralever front section in particular tries to convert the impacts of even lousy road surfaces into heat in its suspension strut without leaving any residue. Due to the design, this ability is retained even when decelerating hard, so that, for example, bumps in the road lose their fright when braking. There are at most the control processes of the ?? subject to overload ?? Feel the integral ABS. Tea stern does not absorb blows quite as sensitively, the cardan shaft plus heavy leverage take their toll. Nevertheless, the worse the slope, the sooner the R 1100 S drives ahead. But it cannot serve with the carefree, cheeky handiness of a Scura or 900 SS.
L.the latter are good by the way? albeit limited? for pillion transport, the BMW have to admit defeat in this profession. This even invites you to go on long trips with passengers and suitcases. A luggage rack on a Buell, Duc or Guzzi? What a horrible thought. But who needs suitcases and heated grips for those happy Sunday mornings on the house route??

Comparison test two-cylinder

Wait a moment…

1st place – BMW R 1100 S

Points win for the BMW. With the most powerful engine including G-Kat, anti-lock braking system and a comprehensive range of comforts, it sets the hurdle for the competition quite high. But the sports boxer can also score points away from rational considerations, because, especially on bad roads, he even puts some supposed super athletes out of their positions.

4th place – Buell XB9R Firebolt

It’s no fun to squeeze the Firebolt into the unyielding MOTORRAD points corset. She’s just too crazy. If you still want to know exactly, take a look at page 25, everyone else is recommended to visit the Buell dealer. After all, the ultra-compact thunder bolt with its cool features not only looks sharp, it also drives that way.

2nd place – Ducati 900 SS

Ducati tuned the 900 SS with a fine hand. The largest Desmo two-valve engine now climbs into the lower rev range without a murmur, and with the rear raised, the well-made Supersport goes around the corners like a knife. It is not for nothing that it wins the landing gear chapter. However, your leaning forward sitting position requires the ability to suffer.

3rd place – Moto Guzzi V11 Sport Scura

In terms of suitability for everyday use, of all things, the Scura clinches a partial victory. Where the V11 special model with fine carbon jewelry plus noble Ohlins spring elements is aimed straight at the hearts of even the greatest pragmatists. And also conquered this because of its enormously present V2. But why should there only be 600 copies of this good piece?

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