Track test: All series superbikes

Track test: All series superbikes
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Track test: All series superbikes

Mastersuperbike 2010

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The supersport hit of the year, the biggest international racetrack comparison test of the season, the Mastersuperbike 2010, has been ridden.

Mastersuperbike 2010

Masterbike – the largest test event for motorcycle journalists from all over the world.

Formerly the shoot-out of all athlete categories, only the big superbikes will compete in 2010 – after all, nine of them. For the first time, more Europeans than Japanese. Far Eastern supremacy is broken in numbers, a bad omen for Japan?

15 participants from 12 countries, sweat and testosterone waft through the changing and catering box, only slowed down by the organizer Victor Fernandez-Ganzedo’s first and only commandment: “Don’t break anything!”

The evaluation of the motorcycles takes place according to the usual pattern: Each driver drives three timed laps on each motorcycle. The personal best time of a pilot on a bike is determined and the masterbike time is averaged from all 15 best times. The ranking is then calculated using a formula based on an evaluation of the pilots, for whom they award points, and the averaged best time. This means that it is not only the lap time achieved by a motorcycle that counts, but also the points that it received from all drivers.

In this way, personal preferences of individual testers are equalized and the true character of a motorcycle is underlined. Because if a BMW can achieve seven out of fifteen possible best times, then the motorcycle has to be particularly good at something. There were no standard tires in 2010. Every manufacturer could choose the road legal skin that they consider to be the best on their motorcycle from a sporting point of view. These were renewed every three turns. The standard tire was not missing, a look at the tire list on page 28 brings clarity.


De Diego

These men will ride the Masters Superbike.

Finally all the new superbikes of the season are together. Nine super athletes with a total of 1605 hp at a bargain price of 160 135 euros gather in a dignified atmosphere, the paddock of the fantastic Motorland Aragon circuit near Alcaniz in northern Spain, to ride the 2010 Masters Superbike. The only thing that needs to be assessed is the racetrack performance of the series motorcycles. And so it’s not about the golden pineapple, but against the clock.

15 experienced journalists and test riders, including Freddy Papunen, Sweden’s national superbike champion in 2008, embark on an intensive search for the aspirants’ sport genes. It is remarkable that, despite the lack of standardized tire regulations, eight out of nine motorcycles rely on rubber from Metzeler / Pirelli, while KTM uses skin from Dunlop. There are also three traction controls, an ABS brake, an automatic gearshift and a recording system.

1. BMW S 1000 RR


De Diego

1st place: BMW S 1000 RR with a fastest time of 2: 03.13 minutes.

The Merciless: The super sports business is tough because it doesn’t take prisoners. Either you are at the forefront or just one of those who played along. Everyone is talking about BMW because a) it is new and b) it has been on the podium in every comparison test so far. In the paddock there is already the saying: “Where there is BMW, is in front.” Not launched by BMW men, but by those who have already smoked with the BMW on a track.

Why it is like that? Because the S 1000 RR is merciless towards its opponents. Thanks to its superior engine performance, it simply burns them, overtaking them at a pace while the others are supposedly going for a walk. But that’s only part of the secret. The Beemer is also on the move in terms of depth psychology. Thanks to a very well-functioning traction control and its great ABS, it tempts every average talented lap-time geek to accelerate very early and brake frighteningly late.

And if something goes wrong, for example if the turn-in point is missed, you just wait until the next straight and, thanks to 202 HP, make up for lost time. Driving clean lines was yesterday – today is BMW! This also explains why the RR achieved seven out of 15 personal bests on the track, which is unknown to all testers. And if someone like the Swedish Superbike champion Freddy Papunen does the blue and white, the lap record is very quickly in danger. The S 1000 RR was the only one to break the two-minute sound barrier with it.

Drive: Four-cylinder in-line engine, 4 valves / cylinder, 142 kW (193 PS) at 13,000 rpm *, 112 Nm at 9750 rpm *, 999 cm³, bore / stroke: 80.0 / 49.7 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, chain.

Chassis: Light alloy bridge frame, steering head angle: 66.1 degrees, caster: 96 mm, wheelbase 1432 mm, upside-down fork, Ø 46 mm. Central spring strut with deflection. Suspension travel front / rear: 120/130 mm. Light alloy cast wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 320 mm double disc brakes with four-piston fixed calipers at the front, 220 mm single disc with single-piston Floating saddle at the back.

Weight: 208 kg, of which front / rear: 52.0 / 48.0%

Mileage: Acceleration 0–100 / 150/200 km / h: 3.1 / 5.0 / 7.0 s Pulling power 50–100 / 100–150 km / h: 4.3 / 4.1 s
   
Test machine price: 17080 Euro (plus additional costs)

2. Aprilia RSV4 Factory


De Diego

2nd place: Aprilia RSV4 Factory 2: 04.42 min (+ 1.29 sec).

The playful: The Swedish arrow doesn’t just have to deal with the Aprilia more carefully. The RSV4 is a sensitive racehorse that does the most under a precise driver. The wild chopping that the BMW allows is out of place on the Mille. The motto is to bring momentum with you, and that is only possible if you drive cleanly. This, in turn, is made possible by the Factory, with its compact and playful nature. After the start-finish straight, there is a tight left curve, which is followed by a blind triple right up the mountain.

With the Aprilia you steer into this nasty right, which cannot be taken within a radius, and accelerate the second and third fully. Detaches on the first inner crank, can be carried far out to the outer limit, briefly reduces the lean angle and a little the speed, and then picks up the rear of the curve late and full on the gas. This maneuver is almost effortless and powerless, which means that the cornering speed is kept high. Anyone who can deal with this sensitive character will be very quick despite the performance deficit compared to the BMW. The Aprilia achieved four personal bests even though it lacks a top speed of 15 km / h at the end of the long straight.

Drive: Four-cylinder 65-degree V-engine, 4 valves / cylinder, 132 kW (180 PS) at 12,500 / min *, 115 Nm at 10,000 / 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, chain.

Chassis: Light alloy bridge frame, steering head angle: 65.5 degrees, caster: 105 mm, wheelbase 1420 mm, upside-down fork, Ø 43 mm. Central spring strut with deflection. Suspension travel front / rear: 120/130 mm. Forged light alloy wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 320 mm double disc brakes with four-piston fixed calipers at the front, 220 mm single disc with two-piston Fixed saddle at the rear.

Weight: 204 kg, of which front / rear: 50.4 / 49.6%

Driver performance:
Acceleration 0-100 / 150/200 km / h: 3.2 / 5.1 / 7.8 s Pull-through 50-100 / 100-150 km / h: 4.7 / 4.5 s

Test machine price: 19500 Euro (plus additional costs)

3rd MV Agusta F4 1000


De Diego

3rd place: MV Agusta F4 2: 04.73 min (+ 1.60 sec).

The stable: An Italian duel at its finest flares up between Aprilia and MV Agusta. Both deliver identical power and torque values, but both have completely different characters. Despite being heavily overhauled, the MV has remained an MV and still wants to be managed with a firm hand, but rewards this hearty grip with insane stability and a fantastic front wheel feel. With hardly any other motorcycle you can turn the end of the long straight, at the end of which the Vmax measurement is carried out, into the long, insanely fast left curve with such a good feeling. Release the brake, press down on the handlebars and then surf cleanly to the top. There slowly apply the gas and pull it up evenly.

With angry roars, the F4 1000 pushes forward. Thanks to traction control, highsiders are very difficult here, and in this way the MV also achieves the third-best averaged lap time after the third-best top speed.

What was already announced at the presentation is now also confirmed here. The MV runs rough, and the transmission does not operate smoothly when downshifting. While you can overlook the former, the latter is uncomfortable.

Drive: Four-cylinder in-line engine, 4 valves / cylinder, 137 kW (186 PS) at 12,900 / min *, 114 Nm at 9500 / min *, 998 cm³, bore / stroke: 76.0 / 55.0 mm, compression ratio 13.1 : 1, ignition / injection system, 49 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.

Chassis: Steel tubular space frame, steering head angle: 66.5 degrees (adjustable), caster: 100 mm, wheelbase 1430 mm, upside-down fork, Ø 50 mm. Central spring strut with deflection. Suspension travel front / rear: 120/120 mm. Light alloy cast wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 320 mm double disc brakes with four-piston fixed calipers at the front, 210 mm single disc with four-piston Fixed saddle at the rear.

Weight: 214 kg, of which front / rear: 51.9 / 48.1%

Mileage:
Acceleration 0–100 / 150/200 km / h: 3.3 / 5.2 / 7.5 s Pulling through 50–100 / 100–150 km / h: 5.9 / 4.6 s

Test machine price:
18,500 euros (plus ancillary costs)

4. KTM 1190 RC8 R


De Diego

4th place: KTM RC8 R 2: 04.68 min (+ 1.55 sec).

The precise one: Anyone who thinks the chassis and handling qualities of the Aprilia are a reference is wrong. The Austrian is the benchmark in terms of handiness, precision and stability in an inclined position. The really successful setup in combination with the stiff, very adhesive Dunlops make the RC8 R the only true racer on the floor.

While everyone present gets into pumping when changing lean angles, holding the chosen line more badly than right, or really draining the pilot’s strength, the KTM marches through the course like a first. First-class feedback gives the driver the feeling of always having everything under control and encourages him to give more and more.

Despite the lowest top speed and 28 HP behind the BMW, the KTM burns the third fastest time of all drivers on the asphalt, is even faster than the MV Agusta. It is easy to explain why you only have the inglorious fourth place. The KTM is a special motorcycle. Their seating position is unique, their smoothness is quite rough, and the engine feels subjectively weak, although it is not. Even the weaker Honda and Ducati hurry away on the straight, which could speak for lousy aerodynamics. In any case, it is not down to the cornering speed, because it saves the Austrian from the red lantern.

Drive: Two-cylinder 75-degree V-engine, 4 valves / cylinder, 125 kW (170 PS) at 10 250 / min *, 123 Nm at 8000 / min *, 1195 cm³, bore / stroke: 105.0 / 69.0 mm, compression ratio 13.5: 1, ignition / injection system, 52 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain.

Chassis: Steel tubular space frame, steering head angle: 66.7 degrees, caster: 97 mm, wheelbase 1425 mm, upside-down fork, Ø 43 mm. Central spring strut with deflection. Suspension travel front / rear: 120/120 mm. Forged light alloy wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 320 mm double disc brakes with four-piston fixed calipers at the front, 220 mm single disc with two-piston Fixed saddle at the rear.

Weight: 199 kg, of which front / rear: 52.8 / 47.2%

Mileage: Acceleration 0–100 / 150/200 km / h: 3.2 / 5.2 / 8.0 s Pulling power 50–100 / 100–150 km / h: 4.8 / 4.6 s

Test machine price: 20995 Euro (plus additional costs)

5. Ducati 1198S Corse


De Diego

5th place: Ducati 1198S 2: 04.79 min (+ 1.66 sec).

The Ballermann: When it comes to two-cylinder engines, Duacti Twins are in a world of their own. Okay, the 1198S in the fresh “Corse” design is the weakest participant in the event with its 170 hp, but it still managed to take fifth place overall and rank second in the list of the absolute best lap times. How does this happen? The 1198S has a great twin which, unlike the KTM engine, lets the driver know what the hour is striking. The Duc stomps, pushes, pushes and screams from 4000 rpm just like crazy forwards, concretes a smile on the pilot’s face and thus generates that addiction-like “let’s do it again” feeling.

While the RC8 R accelerates without emotion, the 1198S subjectively gets going like a berserk. And since motorcycling is an emotional thing, the Ducati twin feels worlds better, it’s just more fun. Then there is the traction control, which makes tired pilots more courageous and lets them open the gas earlier every lap.

A killer if it were armed with the KTM chassis. But work has to be done on the Ducati too. You don’t have to force a change in lean angle, but you really have to want it. Half-hearted handlebar plucking does not bring the Duc out of the central position – but the punching rear wheel when braking hard does the pilot upset. Ducati is the only manufacturer that does not take any noticeable measures to prevent this annoying bad habit.

Drive: Two-cylinder 90-degree V-engine, 4 valves / cylinder, 125 kW (170 PS) at 9750 / min *, 131 Nm at 8000 / min *, 1198 cm³, bore / stroke: 106.0 / 67.9 mm , Compression ratio 12.7: 1, ignition / injection system, 64 mm throttle valves, hydraulically operated multi-plate dry clutch, six-speed gearbox, G-Kat, chain.

Chassis: Steel tubular space frame, steering head angle: 65.5 degrees, caster: 97 mm, wheelbase 1430 mm, upside-down fork, Ø 43 mm. Central spring strut with deflection. Suspension travel front / rear: 127/127 mm. Forged light alloy wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 330 mm double disc brakes with four-piston fixed calipers at the front, 245 mm single disc with two-piston Fixed saddle at the rear.

Weight: 196 kg, of which front / rear: 49.5 / 50.5%

Mileage: Acceleration 0–100 / 150/200 km / h: 3.2 / 5.3 / 8.0 s Pulling power 50–100 / 100–150 km / h: 5.0 / 4.1 s

Test machine price: 24,990 euros (plus ancillary costs including race kit)

6. Honda Fireblade


De Diego

6th place: Honda Fireblade 2: 05.26 min (+ 2.13 sec).

The assembled: This blow must be painful. The best Japanese in sixth place in the event, all Europeans ahead of the Far Eastern distillers. The Fireblade is the best explanation of how this could happen. The Japanese build emotionless tools for driving fast. Which has to go wrong, because as already mentioned, real motorcycling is an experience for the senses, not just a way to do sports or get from A to B..

All Europeans have taken this fact into account, with the exception of BMW. And if their performance and technical advantages over the Japanese are used up in two or three years, things could get pretty tight for them.

Back to the 2010 model of the Fireblade and its qualities. Thanks to the slightly increased flywheel mass, the blade’s response is actually a little better, if not exemplary. The lack of ABS on the test motorcycle is clearly noticeable. With a meager 200 kilograms it is the lightest four-cylinder, overall only beaten by the twins, which has a positive effect on handling. In general, the Honda feels very gathered in an inclined position, shoots harmoniously and nicely balanced through fast and slow corners. What is criticized by some pilots, however, is the lack of feel for the rear wheel. Which in the final analysis and without traction control means that men become mice again and they don’t turn the whisk so wildly. After all, a tester on the Honda achieved his personal best, which makes her the only Japanese woman who can do something like this and which makes her level with the KTM RC8 R in this regard.

Drive: Four-cylinder in-line engine, 4 valves / cylinder, 131 kW (178 PS) at 11,200 / min *, 112 Nm at 8500 / min *, 1000 cm³, bore / stroke: 76.0 / 55.1 mm, compression ratio 12.3 : 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.

Chassis: Light alloy bridge frame, steering head angle: 66.8 degrees, caster: 96 mm, wheelbase 1410 mm, upside-down fork, Ø 43 mm. Central spring strut with deflection. Suspension travel front / rear: 120/135 mm. Light alloy cast wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 320 mm double disc brakes with four-piston fixed calipers at the front, 220 mm single disc with single-piston Floating saddle at the back.

Weight: 200 kg, of which front / rear: 53.0 / 47.0%

Mileage: Acceleration 0–100 / 150/200 km / h: 3.3 / 5.2 / 7.4 s, pulling power 50–100 / 100–150 km / h: 4.5 / 3.6 s

Price: 14990 Euro (plus ancillary costs without ABS)

7. Suzuki GSX-R 1000


De Diego

7th place Suzuki GSX-R 1000 2: 04.69 min (+ 1.69 sec).

The massive one: If the Gixxer, which PS tested in Almeria in December, was not a revelation, the test specimen presented here ties in with old Suzuki times. In direct comparison to the competition, the GSX-R 1000 is still a large motorcycle that feels heavy, even if the scales do not confirm that it is overweight. The Gixxer is not about the true mass, but about its distribution around the center of gravity. Fast changes of direction are not the domain of the Suzuki, rather it is the exits of long, faster arcs that do it to her. There, as well as on the straights, you can fully rely on the animal four-cylinder.

Smooth throttle response and pressure in all speed ranges allow early and clean acceleration – even without control electronics. The fact that the line is a little wider has to be accepted, because the softly tuned shock absorber bends to the force of the foursome and is compressed by it. If bumps also come into play, it gets tight, however, and the propulsion has to be reduced. That takes time and energy.

Drive: Four-cylinder in-line engine, 4 valves / cylinder, 136 kW (185 PS) at 12,000 / min *, 117 Nm at 10,000 / min *, 999 cm³, bore / stroke: 74.5 / 57.3 mm, compression ratio 12, 5: 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.

Chassis: Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 98 mm, wheelbase 1405 mm, upside-down fork, Ø 43 mm. Central spring strut with deflection. Suspension travel front / rear: 125/130 mm. Light alloy cast wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/50 ZR 17, 310 mm double disc brakes with four-piston fixed calipers at the front, 220 mm single disc with single-piston Floating saddle at the back.

Weight: 208 kg, of which front / rear: 51.1 / 47.9%

Mileage: Acceleration 0-100 / 150/200 km / h: 3.2 / 5.2 / 7.6 s Pull-through 50-100 / 100-150 km / h: 4.5 / 4.1 s

Test machine price: 13990 Euro (plus ancillary costs)

8. Kawasaki ZX-10R


De Diego

8th place: Kawasaki ZX-10 R 2: 05.37 min (+ 2.24 sec).

The speed hungry: There are things that you have to think about before you understand them. Kawasaki’s ZX-10R only in eighth place at the race? How is that possible?

A legitimate question, because after all, the Mastersuperbike is not about wind protection or passenger comfort, but about shooting, tilling, lawning or blowing. One explanation can be found in the slightly fading front brake, which many colleagues complained about. Another, certainly more time-consuming fact is the track characteristics in combination with the power delivery of the ZX-10R.

Many corners in Motorland Aragon can be driven with a thousand (with the Twins anyway) in third gear. If you do this with the Kawa and combine that with a curve entry speed that is too slow, the load is at the top as if nailed because the speed falls below 6000 rpm and the ZX-10R then lacks the lard below. This problem can be remedied by brave driving style. In other words, you take the corners in second instead of third gear and then fire out with the greedy top-end power of the Greens. Without traction control, this demands guts in the bones, but it is quick. And without wanting to scold colleagues, how else is the third-best absolute lap time of the Kawasaki explained? It can hardly be a lack of power or the chassis to take a beating.

Drive: Four-cylinder in-line engine, 4 valves / cylinder, 138 kW (185 PS) at 12,500 / min *, 113 Nm at 8700 / min *, 998 cm³, bore / stroke: 76.0 / 55.0 mm, compression ratio 12.9 : 1, ignition / injection system, 43 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.

Chassis: Light alloy bridge frame, steering head angle: 64.5 degrees, caster: 110 mm, wheelbase 1415 mm, upside-down fork, Ø 43 mm. Central spring strut with deflection. Suspension travel front / rear: 120/125 mm. Light alloy cast wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 310 mm double disc brakes with four-piston fixed calipers at the front, 220 mm single disc with single-piston Floating saddle at the back.

Weight: 208 kg, of which front / rear: 50.7 / 49.3%

Mileage: Acceleration 0-100 / 150/200 km / h: 3.2 / 5.2 / 7.6 s Pull-through 50-100 / 100-150 km / h: 5.4 / 4.2 s

Test machine price: 14595 Euro (plus additional costs)

9. Yamaha YZF-R1


De Diego

9th place: Yamaha YZF-R1 2: 06.52 min (+3.39 sec).

The litter: It was clear even before the engines were started that the YZF-R1 would not compete for the top spots. But nobody would have thought that it would be so bitter on the nose. An explanation must also be sought from the Yamaha. The second-best top speed and, thanks to the short overall ratio, excellent pulling power attest the engine to its lively, even heart-warming nature. A proper forward thrust is provided. But why can’t it be converted into good lap times??

It is due to the interplay of weight, handling and chassis setup. The very soft set-up prevents the driver from driving hard with the Yam. But this is necessary to get lap times here. But the setup cannot handle exactly this driving style. There is a lot of movement, the R1 sags deeply on the brakes at the front, and when accelerating it sits down in the back. Rapid changes of direction require strength and are not precise. What scores too much on the country road becomes a disadvantage on the racetrack. And the YZF-R1 has to pay for that bitterly this season. But not just them, because after the first comparison tests, this year’s Mastersuperbike has also proven it: 2010 is the year of the BMW S 1000 RR – and that of the other Europeans.

Drive: four-cylinder in-line engine, 4 valves / cylinder, 134 kW (182 PS) at 12,500 / min *, 116 Nm at 10,000 / 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, chain.

Chassis: Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 102 mm, wheelbase 1415 mm, upside-down fork, Ø 43 mm. Central spring strut with deflection. Suspension travel front / rear: 120/120 mm. Light alloy cast wheels, 3.50 x 17 “/ 6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 310 mm double disc brakes with four-piston fixed calipers at the front, 220 mm single disc with single-piston Floating saddle at the back.

Weight: 214 kg, of which front / rear: 52.3 / 47.7%

Mileage: 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

Test machine price: 15 495 euros (plus ancillary costs)

Motorland Aragon (E)


BILLION

The Motorland Aragon circuit (E).

And again a new, extremely demanding and fascinating race track on the Iberian Peninsula. The asphalt of the dream slope Portimão (P) has barely been inaugurated and the route has been proclaimed the Olympus of two-wheeling, when a relentless competitor is ready to overthrow the new king again.

Motorland Aragon is roughly between Barcelona and Zaragoza, right next to the small town of Alcaniz – and is therefore much cheaper to reach for Central Europeans than Portimão in the extreme southwest of the continent. The variant of the Catalan roller coaster (with the dark parts of the track) ridden at the Mastersuperbike 2010 is 5078 meters long and one of seven variants. PS is already planning a race camp there for the coming spring. www.motorlandaragon.com offers a lot more information about the route.

Conclusion and measured values


PS

PS readings.

Impressive, really very impressive, what the BMW S 1000 RR is all about in its debut year. In the Masters Superbike it outclassed the second, the Aprilia RSV4 Factory, by 1.2 seconds and destroyed the Yamaha by more than three seconds.

In between, from second to eighth, the world of athletes is still okay. You rake within 1.1 seconds, fight for hundredths, sometimes even thousandths of a second. Concepts and philosophies in amicable competition. Roughly estimated, the technical lead of the BMW should last two, maybe three years. But what then comes from Japan to take revenge should be really strong and powerful. We are looking forward to it.

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