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Ten motorcycles in the Nordschleife test

Large-scale mission to hell

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We carted ten motorcycles to the Nordschleife to clarify one question: Which bike has the best genes for the most spectacular and demanding route in the world?

KEsselchen, Brunnchen, carousel, small plant garden, swallowtail – many of the different sections of the almost 21-kilometer-long Nordschleife sound so cute and playful that unsuspecting people could think of a children’s puzzle rally in the countryside. And even with terms like Fuchsrohre, Adenauer Forst, Hohe Acht or Dottinger Hohe, you don’t think anything bad. Sounds like a relaxed hike in nature with a refreshment stop. In fact, the Nordschleife is the most spectacular and demanding race track in the world. And dangerous. You can sense that when you open your eyes in the hotel in the morning and immediately see a large, fire-colored banner outside in the courtyard with the poetic slogan: "Go to hell!"

Ten motorcycles in the Nordschleife test

Large-scale mission to hell

A lot of power, good chassis, best technology

The captain speaks of great fascination, but also great respect and even briefly whispers the poignant word “Muffensausen” before he advises the really sharp weapons: “Here on the Nordschleife you need a lot of performance, you need a very good one Chassis and the best available technology. You have to be able to trust the machine in all respects. I would use a 200 hp super sports car. "

The young wild in the editorial office initiated the crossover test. In conversation, Tobi is a reserved, friendly person, on the iron he becomes an unleashed rage. When he wheeled the Panigale with a brutal roar from the Klostertal in the direction of the carousel, I remember his statement before the start: “I’m not afraid here. There is respect, but the fun prevails. The Nordschleife is simply addicting. 21 kilometers up and down through the forest. High speed. You can’t see many curves. It’s incredibly exciting. And this myth too! " 

"Tim is amazing! 267 km / h!"

The extremely experienced warrior Mini Koch was less enthusiastic, who fought with Dirk with the giant electronics octopus to wrest its usable data material to underpin the test: “The thick guard rails and the safety fences are no accident. I used to be an enthusiastic Nordschleife, today I prefer modern racetracks where the corners and not the full throttle are in the foreground. But one thing is clear: the Nordschleife is unique. As if someone had thrown a strip of asphalt into the hilly Eifel from above. "And then the Mini suddenly tears because it reads the latest data on the computer:" Tim is incredible! 267 km / h in the Fuchsrohre with the BMW S 1000 RR! ”Crazy! Tim the animal.

“For me the Nordschleife is a big playground,” says Tim. Even in his childhood he was here very often and polished the Audi 80 that his father drove in the 24-hour races. At a young age, Tim attacked heavily in motocross for ten years, and one can assume that, in addition to lightning-fast reflexes and precise driving technique, he has developed a fine sensorium for the limit area before he switched to motorcycle road racing.

"And already I was lying on the face"

His place on the Pearl Sport was clear: Tim was the man who fired the cannons from the hip and then reported. In response to the question: “What is going on in the compression after the Fuchsrohre when the machine presses it into its springs with almost 270 items? Doesn’t it move you a meter? ”He raised his eyebrows briefly and said:“ I’m not that fat either. But you can’t take the helmet off the tank. ”Crazy. If the line doesn’t fit down there at this hellish speed, you probably fly over the entire Adenauer Forest and don’t have to worry about the sharp left turn.

“Falling on the Nordschleife is never a good idea,” says the gifted cartoonist and Eifel freak Holger Aue, whom we meet by chance. For him, the Green Hell is pure madness: “I have to keep coming back. I can’t help it. It’s the coolest racetrack in the world. But I’ve been skipping tourist traffic since I once spread out on an oil trail. ”And then he tells of a boxer shot down:“ I ran into a slow group. When they all blinked to the right, I accelerated briskly. But unfortunately one of the drivers came off the track on the right with his boxer. That wouldn’t have been the big problem, because a normal machine would have got into the guardrails, but the crazy boxer somehow caught himself and spun back onto the track. Right in front of my front wheel. And already I was lying on my face. " 

George: "Many are stranded in the Adenauer Forest."

For me personally, the most important man on board the Pearl Sport was the smart Georg, the master of 1000 laps. Without the guidance of the extremely experienced Nordschleife instructor, I would have capsized in Hatzenbach, would have flown cruelly at the airfield, would have spread my sharp left in front of the audience in the Adenauer Forst (the many spectators know exactly where there is something to see), would have been discouraged and far too slow in the cauldron, would have experienced the devastating catapult effect of the carousel, would have laid me down in the Brunnchen (the audience sits there on camping armchairs) and would have jumped so far in the small plant garden that a scrap-free turn would not have been possible would have been more to think about. Crazy, the Nordschleife! Hell, what a quick and nifty course! And damn long! Impossible to remember everything at once. 

Georg: “The Nordschleife is not so much about speed as it is about accuracy. The line must fit precisely. It is also good to know where to lift the front wheel to avoid banging the handlebars. The two central points of courage are the quick double right after the crest in front of the Schwedenkreuz, because at a very high speed you have to turn in immediately after taking off or coming up, and the kettle. It’s wavy to the left and right of the racing line, and the left uphill separates the wheat from the chaff. Everything has to fit. " 

And what about the carousel, that brutal banked curve made of concrete slabs that turns almost 270 degrees and shakes you terribly? Georg: “It is not only important to have the turning point, but also to be able to take the exit precisely. If you leave the plates a shade too early at a committed pace, the machine loses contact with the ground and the situation can hardly be saved. Such falls are not easy. "

A glorious test. But Dave almost burned down.

All ten machines in the test and all drivers survived the battle on the Nordschleife without any problems (see Tobi’s conclusion), but the results for the two photographers were not that positive. When Markus climbed onto the roof of the damn tall Mercedes Sprinter to take the lead photos, I thought of Ben Hur. The safety belts were like the reins of a chariot. However – and they never saw that in ancient Rome – Ben Hur was now not facing the direction of travel, but upside down. Have fun in the carousel! Killer stunt. Boom.

And then Dave made the big show. He was waiting outside on the track behind the massive planks for topshots, when he heard a machine first howling and then hitting terribly. He ran to the scene of the accident, saw the paramedics who had already arrived and found the motorcycle that had thrown it over the planks. When setting up, some fuel came from the battered tank onto the extremely hot engine block and ignited with a jet flame. Dave’s pants caught fire. With presence of mind, he threw himself to the ground and rolled over in the grass. In doing so, he must have lost a large part of his coolness and overview. Only when he heard the voice of a marshal did he pause: “You can stop! The pants haven’t burned for a long time! " 

Now which is the best infernal machine?

The Nordschleife is always a great adventure. And if someone told me that in the future I would only be able to ride a motorcycle either on country roads, on a racetrack or on the Nordschleife, I would choose the Green Hell. Because it simply offers the best of everything and is the ideal area of ​​application for a sporty road machine. I just don’t want to fall here. 

How the individual machines fared and what strengths and weaknesses they showed during the journey into hell, please read on the following pages. One result can be anticipated: powerful super athletes were not at a disadvantage. Everything about it, like Aprilia RSV4 RR, BMW S 1000 RR, BMW S 1000 XR, Ducati 1299 Panigale S, Kawasaki Ninja H2, KTM 1290 Super Duke R, MV Agusta Brutale 1090 RR, Suzuki GSX-S 1000 F, Triumph Daytona 675 and Yamaha YZF-R1M cut off on the Nordschleife, read the next few pages.

The Nordschleife

Map: MaierDUMONT

33 left and 40 right turns are spread over 20.8 kilometers on the Nordschleife.

In the middle of the Eifel there is a roller coaster cast from tar with a far-reaching reputation. Maybe it’s because the Nordschleife has always been there for most of us. It is something of an ancient institution for all fans of full throttle and acceleration. Quasi the temple of every petrolhead, whether on two or four wheels. For the vehicle industry in particular, the following has always been the rule: Anything that is characterized by fast lap times and durability on the Nordschleife is good.

Increased risk of slipping when wet

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The struggles on the asphalt are a characteristic of the Nordschleife, which increases the risk of slipping when wet.

In order to finally stop the frenzy through the villages, the starting signal for the construction of the circuit was given in 1925. Two years later, the work was finished and the slope was ready. In its current form, the total length of the course is 20.8 kilometers with a total of 73 fabulous curves. Between the Hohe Acht and Breidscheid, the route profile experiences changes between an 11 degree gradient and 17 degree gradient. Many of the corners are blind and the entire layout is extremely tricky. There are bumps, slippery areas and, above all, almost no run-off areas. A few laps are never enough to really internalize the ring. And you don’t want to fall here, because instead of the gravel bed, the guardrail is waiting. 

After Niki Lauda’s fire accident in 1976, Formula 1 never returned to the Green Hell, which, incidentally, got its name from Sir Jackie Stewart. The last motorcycle grand prix took place on the Nordschleife in 1980. The so-called reliability drives then celebrated a boom. In 1993 Helmut Dahne set the lap record for motorcycles of 7,49.71 minutes with his Honda RC 30. In the following year the "Zuvis" were discontinued. Flying through is no longer possible at Dottinger Hohe. Dahne’s lap record is forever set in stone.

Yamaha YZF-R1M

In the slower handling sections like the S-curves, the Yamaha YZF-R1M is the top dog.

"Have you ever had a so-called "life-changing experience?""? An impressive experience that changes your worldview overnight? Something like that can happen in the motorcycling category if you orientate yourself on Tim Rothig’s rear wheel for a lap on the Nordschleife. I’m still alive. How can that be? But it gets even better. Georg Jelicic joins them, who in earlier times loaded the ring map material onto his own hard drive through hundreds of laps. Today “Schorsch” preaches reason and driving with understanding, especially here on this special route. But now it seems to have grabbed him.

The wild trio runs into a large group somewhere behind the Hohe Acht and has to slow down. The herd is finally making way. Bam, and on! The worse you thresh it, the better the Yamaha YZF-R1M works. The machine is noticeably top-heavy, but offers an incredibly direct feel for the front wheel. In the fast passages she has to admit defeat to the sheer force of the power reactor BMW S 1000 RR. But in the slower handling sections such as the S-curves in Hatzenbach or at Adenauer Forst, the R1M is the top dog, according to DataRecording. Your Big Bang engine sounds beautiful, but it needs speeds beyond 10,000 rpm for the attack. Despite the low level of intervention by traction control, the rear wheel does not slip once and it can be run wonderfully.

In attack mode, the ergonomics fit

Before the Yamaha YZF-R1M worked as well as it did on this lap, the suspension setup had to be “tweaked”. Experience has shown that the semi-active Ohlins chassis works flawlessly on a perfectly flat racetrack. Here on the Nordschleife, however, the clocks tick differently, which is why the system is less designed. Tim reports that the machine doesn’t seem to use full travel with the same linear stiffness. “The tail jumps around and suddenly becomes disproportionately tight,” said Tim after his round of recording with recording. “You’d think there wasn’t any rebound damping at all,” he continues. Over the jumping hill at the airfield it hit his rear wheel so far into the air that he almost went off the handlebars.

Only when we digitally turn the presetting for rebound and compression stages on the shock absorber significantly, does it improve. Tim about the Yamaha YZF-R1M: “It drives super neutral on the front wheel and feels great, but the rear looks unstable. At the critical points it drives fast, but not particularly trustworthy. If you push it properly, it takes heart and a certain amount of effort. Also because it is not necessarily the handiest one. In attack mode, the ergonomics fit again, the handlebars are pretty far down. I really like the feedback from the brake. In addition, the R1M switches really nicely with the Quickshifter. ”Let’s wait and see what the other candidates throw in the balance!

Technical specifications

drive
Four-cylinder in-line engine
oven valves / cylinder

Power *
202 hp at 13,600 rpm, 115 Nm at 8800 rpm
Displacement 998 cm³

Weight *
200 kg

Setup fork
stat. neg.spring travel: 28 mm, compression: (-5) 8, rebound: (- 3) 19, level: standard

Setup shock absorber
stat. neg. spring travel 15 mm, compression stage (+4) 13, rebound stage: (+3) 25, level: standard

Base price
22,995 euros plus additional costs

Driver assistance settings
PWR: 2, TCS: 2, SCS: 2, QSS: 1, Lif: off, LCS: off

* PS measurement

Kawasaki Ninja H2

PS has already named the Kawasaki Ninja H2 the queen of straights and the free highway.

Our fiery photographer Dave was very impressed during a short break in the paddock: “You can see exactly which line Tim took in the Pflanzgarten. Behind the jumping hill there is a bold black line exactly where the flying Kawasaki Ninja H2 landed again. ”It will hardly have been a particularly graceful landing approach. Not only do 139 Nm pull on the rear wheel, but also the not insignificant load of 239 kilos vehicle weight occurs there.

Their mass forces them into the wide line

During a horsepower test this summer, the Kawasaki Ninja H2 was proclaimed queen of the straights and the free highway as its territory. Unfortunately, Her Highness can hardly play these virtues on the selective Nordschleife. There are simply too many curves in which the H2 is disenchanted.

Mainly two things cost the Kawasaki time: First, its mass forces it into the wide line and pushes on the brakes towards the exit of the curve. As a result, you can’t or don’t want to brake as late as with one of the agile athletes. The border area is simply too narrow. And secondly, the Kawasaki Ninja H2 continues to accelerate hard and demands a lot of attention. “In the corners it feels as if the machine is off and has to start again,” says Tim. This peculiarity makes the Kawa unnecessarily difficult to drive and gnaws at the concentration. “If you act very carefully, then you can do it. But you can hardly ever be that careful. I actually find the H2 designed to be quite soft and comfortable. The spring elements hit through in places. I can imagine that for the country road out there and I also understand that people think the motorcycle is awesome. I really like the chirping of the compressor as a characteristic. But on the Nordschleife, the Kawasaki Ninja H2 seems quite stressed overall. In order to go fast here, there are simply much more suitable motorcycles. " 

Technical specifications

drive
Turbocharged four-cylinder in-line engine
oven valves / cylinder

Power *
218 hp at 11,300 rpm, 139 Nm at 10,800 rpm
Displacement 998 cm³

Weight *
239 kg

Setup fork
stat. Neg. spring travel: 29 mm, compression: 23 K open, rebound: 17 K open, level: standard

Setup shock absorber
stat. neg. spring travel 26 mm, compression level high: 2 U open, low: 5 K open, rebound: 1.25 U open, level: standard

Base price
25,000 euros plus additional costs

Driver assistance settings
Driving mode: F, KTRC: 1-

* PS measurement

BMW S 1000 XR

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An upright sitting position and long fork are definitely great in everyday life, but both are a disadvantage on the racetrack.

Tim summed up the matter with the BMW S 1000 XR: “What a fucking fast travel enduro!” The noble, fully equipped stilt ram with the superbike four-cylinder impressed us all. You sit relaxed on the first floor and downstairs on the ground floor it is playing Granada – accompanied by an angry roaring hiss that you have never experienced on a travel enduro. It’s crazy what’s going on! 

Tim plunged into the compression at the end of the Fuchsrohre on the BMW S 1000 XR at an impressive 249 km / h. The 221 km / h in the courage curve in the Kesselchen and the 213 km / h in the Pflanzgarten can also be considered impressive feats of the crouched BMW, which are not only based on the enormous power of the 170 hp four-cylinder, but also on the resilient and well balanced Landing gear. But it wasn’t enough to win the title “King of Nordschleife”. There was a lack of 30 hp and steering precision and transparency. For unleashed pressure you need a very direct feel for the front wheel, and the XR cannot deliver that due to its design. Sitting upright and the long fork are certainly world class in everyday life, but as soon as the idea of ​​racing comes to the fore, both are a disadvantage. You then have to switch to blind trust mode. Seen in this light, it shouldn’t come as a surprise that the BMW S 1000 XR left behind in the winding sections. 

What does five km / h mean??

If you look at the measured values ​​in the curve sections (Hatzenbach, Aremberg, Klostertal …) it is noticeable that the BMW S 1000 XR was always "slow", but it was mostly only a few km / h short of the fastest achieved speed. In direct combat, i.e. when two pilots try to beat each other down, a difference of five km / h in a combination of corners is not insignificant, but this is negligible in everyday life on a travel enduro. On a mountain classification in the open country – crossover comparison tests have shown – you are well equipped with a super potent stilt athlete like the XR and have a very good chance of winning the summit. But on the Nordschleife, the super athletes from the 200 hp league simply rule.

Technical specifications

drive
Four-cylinder in-line engine
oven valves / cylinder

Power *
170 hp at 10,900 rpm, 118 Nm at 9,100 rpm
Displacement 999 cm³

Weight *
242 kg

Setup fork
stat. neg. spring deflection: not adjustable, compression and rebound: mode "Dynamic", level: standard

Setup shock absorber
stat. neg. spring travel: symbol helmet + case, compression and rebound: mode "Dynamic", level: standard

Base price
15,200 euros plus additional costs

Driver assistance-Settings 
Driving mode: "Dynamic"

* PS measurement

Aprilia RSV4 RR

Aprilia RSV4 RR

Wow! It was clear from the first race track tests that Aprilia had brought a huge superbike with great Herbrenn potential on sale this year with the 203 hp RSV4 RR with a full tank of 209 kilos. And one could assume that the Italian V4 rocket would also cut a great figure on the Nordschleife. It was like that in the end. When Tim returned from his fast lap, it gushed out of him: “I’m totally thrilled! The Aprilia RSV4 RR shifts so smoothly with the machine and delivers such an engaging sound that you want to shift up and down all day. And the machine is point-stable. So it always goes exactly where you want it to go. There are no surprises. It’s not super handy, but completely neutral. The chassis is also very good. It won’t start pumping even in deep holes. Springs nicely. Really impressive. I would need a little more space, though, because I’m so tall and so fat. Can I get another lap with it? This machine has an incredible amount of soul. Absolutely inspiring! "

Confident and predictable as always

In the measured sections, the Aprilia RSV4 RR could not achieve top marks anywhere except for the carousel, but it was always right at the front. Both in the top speed values ​​and in the combination of corners. Only in the Fuchsrohre did the BMW S 1000 RR play in a different league and mercilessly degraded all other super athletes with plus 15 to 20 km / h. A real outlier, which can perhaps be explained by the fact that Tim on the BMW got the exit of the Aremberg curve incredibly well. It was noticeable that all machines with semi-active chassis (R1M, Panigale, S 1000 RR) seemed a bit irritated in the heavy compression in front of the Adenauer Forest, while the Aprilia RSV4 RR (conventional Sachs dampers) acted confidently and predictably as always. The reason for this phenomenon is probably that the manufacturers have not given the electronic computers such an extreme point as the transition from the Fuchsrohre into the forest, because it does not occur anywhere. Except on the Nordschleife. In the case of the BMW S 1000 RR, one could also argue that it naturally makes a considerable difference in the load on the damper whether you go into compression at 267 or 248 km / h (Aprilia).

The Aprilia leaves no one indifferent

With the RSV4 RR, Aprilia has managed to build a machine that leaves no one indifferent. The deep, unmistakable and unique roar of the V4 in connection with the super-smooth switching mechanism is addicting. Anyone who has experienced this once does not want to miss it anymore. The engine, brakes and chassis all worked perfectly in the Green Hell. There is some room for improvement in handling. A touch more ease when turning would – in terms of the search for the optimum – no damage. Such an improvement would probably be possible through small changes to the setup, on the other hand the Aprilia fit so well on the Nordschleife that the small disadvantage in handling was gladly accepted.

Technical specifications

drive

Four cylinder 65 degree V engine
oven valves / cylinder

Power *
203 hp at 13,700 rpm, 114 Nm at 11,000 rpm

Displacement
999 cc

Weight *
209 kg

Setup fork
stat. neg. spring travel: 26 mm, compression: 12 K open, rebound: 12 K open, level: standard

Setup shock absorber
stat. neg. spring travel 10 mm, compression stage 1.25 U open, rebound stage: 23 K open, level: standard

Base price
18,490 euros plus additional costs

Driver assistance settings
Driving mode: "T", ATC: 2, AWC: off, ALC: 1, ABS: 1

* PS measurement

Ducati 1299 Panigale S.

The Ducati 1299 Panigale S made noises as if Conan the barbarian was raging with the iron hammer in the tin silo.

Of course, the Ducati 1299 Panigale S differs fundamentally from our other super sports candidate from Bella Italia in terms of concept. The difference to the Aprilia RSV4 RR becomes clear as soon as the upper third of the speed range is boarded. Between 7000 and 8000 rpm, the V2 grimly tenses the biceps. According to the subjective opinion of the driver, at just under 11,000 rpm, something was about to burst: either his own main artery or the Panigale’s engine. Nothing like that happens, although the Duc is making a noise, as if Conan the barbarian was raging with the iron hammer in the tin silo.

In order to be able to move the machine quickly through the Green Hell, you have to know the engine exactly. The Ducati 1299 Panigale S makes demands on its driver. In the middle speed range, the twin gives little feedback about how many revolutions remain before the power explosion upwards. That’s why you tend to get tangled in the gearbox, choose the wrong gear and, as a result, screw up the next combination of curves. For the Nordschleife, the response behavior in race mode and the electronic engine brake (EBC) on level two works best. Previously, the ratio characteristic curve from throttle valve opening to full throttle did not harmonize optimally in sport mode, which made it even more difficult to precisely dose the power.

Automatic gearshift works really well

2D recording specialist Dirk Debus notices the high neutrality of the Ducati 1299 Panigale S in terms of steering behavior. Dirk: “All in all, it requires a little more pressure than the BMW S 1000 RR and at first seems a little gummy. The faster you drive, the better it works. The gyroscopic forces stabilize and you notice that the chassis is getting harder. Nevertheless, the rebound and compression damping make it more comfortable than the BMW. In the curve you can easily regulate the incline as you like, but you can no longer change the line. For driving fast, I still find the Duc super pleasant and neutral. I find the Yamaha YZF-R1M more special, maybe a bit more stubborn. "

Tim’s verdict on the Ducati 1299 Panigale S: “There are places where the Aprilia RSV4 RR seems a bit more honest to me, simply because it works equally well everywhere. When it comes to the front wheel feel, the Ducati is one step ahead. Even during rough strokes, where the front hardly has any contact with the ground, the Duc still delivers a residual feeling. The traction control on level two slowed me down way too much for that. In places it felt as if there was no more fuel in it. The automatic switch works really well, in both directions. In addition, with my unbelievably athletic figure, I sit well on it, and there is nothing to complain about with the brakes. ”Incidentally, the Ducati Panigale achieved the fastest section time in the right-hand bend at the airport, which is clearly to be interpreted as a compliment to its chassis.

Technical specifications

drive
Two cylinder 90 degree V engine
oven valves / cylinder

Power *
197 hp at 10,700 rpm, 136 Nm at 8900 rpm

Displacement
1285 cc

Weight *
194 kg

Setup fork
stat. Neg. spring travel: 33 mm, compression and rebound: semi-active damping, level: standard

Setup shock absorber
stat. neg. spring travel 11 mm, compression and rebound: semi-active damping, level: standard

Base price
25,490 euros plus additional costs

Driver assistance settings
Driving mode: Race, DTC: 1, DWC: off, EBC: 2, ABS: 1, DQS: up and down

* PS measurement

Suzuki GSX-S 1000 F.

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"When you stand next to it and see the Suzuki GSX-S 1000 F, you think more of a tour in the Eifel and of suitcases for your vacation."

"Terrifyingly good!", Said Tim after the turn with Suzuki’s new half-disguised weapon, which with measured 146 HP on the rear wheel, real 240 km / h top speed and 216 kilos is not the worst prerequisites for a sharp lap on the Nordschleife. Why is it terrifying? Tim: “When you stand by and see the motorcycle, you think more of a tour in the Eifel and suitcases for your vacation than a fast lap on the Nordschleife. In that sense, it shocked me how well the Suzuki GSX-S 1000 F drove here. Very comfortable handling and a super stable chassis. Except in the acceleration corners, where the machine becomes light at the front. So when it becomes easy, it becomes really easy. Because the handlebars are very high. This is of course not an advantage on the Nordschleife at a committed pace. "

"All in all a really great machine"

Slap the handlebars? Tim: “It twitches twice briefly and is immediately stable again. So no problem at all. But a little more front wheel feel would be good. When driving in and out of the carousel, for example, this feeling is rather small. The engine works very well. Drives straight out of the corner and accelerates well. I didn’t notice load changes negatively. And that the footpegs scratched didn’t bother me. Just scrub a little. All in all a really great machine that surprised me. "

The measured values ​​also show that the Suzuki GSX-S 1000 F has done well. The Suzuki is not there at the peak of the superbikes, but it is often very close to the KTM 1290 Super Duke R and almost always ahead of the Triumph Daytona 675.

However, the Suzuki GSX-S 1000 F was the slowest in the carousel and in the Klostertaler Kehre, and in the Breidscheider double left it carried the red lantern together with the BMW S 1000 XR. It’s always just about a single km / h difference, but it still becomes clear that a lack of front wheel feel equals cornering speed, which you sacrifice at the entrance. On the other hand, on the Suzuki, which is made for street fighting, you have a seating position that is simply great off the racetrack and allows you to burn down completely relaxed.

Technical specifications

drive
Four-cylinder in-line engine
oven valves / cylinder

Power *
156 hp at 11,300 rpm, 109 Nm at 9400 rpm

Displacement
999 cc

Weight *
216 kg

Setup fork
stat. neg. spring travel: 27 mm, compression: 8 K open, rebound: 4 K open, level: standard

Setup shock absorber
stat. neg. spring travel 12 mm, compression: not adjustable, rebound: 0.25 U open, level: standard

Base price
12,795 euros plus additional costs

Driver assistance settings
TC: level 2 

* PS measurement

BMW S 1000 RR

BMW S 1000 RR

Its success story reads like the shamelessly embellished curriculum vitae of a model student, but the document withstands all attacks on its validity year after year: No superbike is lighter, is technically better harmonized or sends more power to the crankshaft than the BMW S 1000 RR . Even the extreme demands of the Nordschleife are hardly enough to embarrass Munich’s Holy Mary. Tim sums it up with just a few statements. He rolls back into the paddock on the RR, takes off his helmet and reports: “That was a very easy record lap. Certainly. The thing is incredibly fast, everywhere. "

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