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82 Pictures

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Easy to use traction control of the Aprilia.

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A thoroughbred racing file with incredible handling.

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BMW S 1000 RR.

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The BMW S 1000 RR is equipped with spring elements that master the balancing act between acceptable comfort and sportiness.

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Ducati 1198 SP.

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Thanks to the softer spring, the Ducati has a slightly better balance.

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Kawasaki ZX-10R.

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The ZX-10R delights with first-class braking stability.

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In line and speed.

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Aprilia RSV4.

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The four-cylinder of the Yamaha YZF-R1 was the first to break into the speed range of the 600s.

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The MV Agusta F4 is a feast for the eyes in terms of workmanship.

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KTM 1190 RC8 R..

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The KTM 1190 RC8 R is one of the handiest machines in the field.

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Suzuki GSX-R 1000.

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Yoshimura exhausts and high windshield only adorn the special model of the Suzuki GSX-R 1000.

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Honda fireblade.

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Its balance and powerful pulling power are the strengths of the Honda Fireblade.

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Yamaha YZF-R1.

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Typical: Everyone wants to drive, nobody refuel, that is easily neglected.

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Test: Christian Kellner (MOTORRAD).

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Test: Aurelien Ranea.

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Test: Karsten Schwers (MOTORRAD).

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Test: Andreas Bildl (MOTORCYCLE).

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Test: Freddy Papunen.

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Test: Oscar Marin-Pena.

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Interview: Salvatore Pennisi. Holder of 23 world speed records.

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Take a break!

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You shouldn’t lose your bearings.

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Discuss, note, ponder.

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All measured values ​​and refueling are meticulously documented.

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The tension at 300 km / h is great!

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Take a break! But only briefly, because the time on the route is limited.

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Look like production tires, but they are not: special high-speed rubbers with a harder, more resistant rubber compound.

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They cannot reach their full potential on the country road.

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The V2 alternatives.

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Alternative concepts.

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Can the Kawasaki ZX-10R make the race?

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Who is the king on the highway?

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Looks like a huge roundabout.

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Not only the motorcycles are thirsty.

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Europe’s row four.

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Japan’s traditionalists.

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You can turn it however you want: Japan was caught off guard last year.

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When testers drive off the (second) skin, sweaty leather is left behind.

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Tire to test.

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Drive until there’s nothing left of the rubber. The material was not spared.

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Lined up in order.

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The challenger.

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Cockpit: KTM.

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Cockpit: Kawasaki.

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Cockpit: Suzuki.

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Cockpit: Ducati.

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Cockpit: Aprilia.

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Cockpit: Yamaha.

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The pack chases the wolf.

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Up on the bike and pull on the cable until the winner is found.

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Who makes the race?

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Due to their inclination, the upper tracks compensate for transverse forces up to about 240 km / h.

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The high-speed line mercilessly reveals weaknesses.

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Relaxation and concentration before the sightseeing flight.

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To be on the safe side, there is nothing like written reminders.

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Speed ​​regions beyond 250 km / h.

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The excursion into the realm of extremes.

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Keeping your feet on the ground at this speed – and beyond.

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Aprilia and Kawasaki are not (yet) enough to jump to the top.

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In Motorland Aragón, excellence alone does not win a flower pot.

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This is where the bikes feel most comfortable – on the racetrack.

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Tire changes.

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Motorcycles with riders – standing up for a change.

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The high-speed circuit is about extremes.

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BMW S 1000 RR – equipped with spring elements that master the balancing act between acceptable comfort and sportiness.

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The KTM 1190 RC8 R has many intelligent solutions, such as the rear height that can be quickly adjusted with the tool kit.

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The MV Agusta F4 has quick-release fasteners for the front wheel.

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The Yamaha YZF-R1 has a bright, optimally placed shift light.

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The TTX shock absorber from the Ducati 1198 SP from the 1198 R is equipped with a softer spring and helps the Duc to achieve a slightly better balance.

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The impeccable big piston fork of the Kawasaki ZX-10R only lacks some feedback when it comes to the limit.

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The notches on the GSX-R 1000 are adjustable in three positions.

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Cockpit: Honda.

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Cockpit: MV Agusta.

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Cockpit: BMW.

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MV Agusta F4.

Megatest super athletes (with photo show)

Part 1: Country Road

The new ZX-10R is upgraded in terms of performance in order to then control the force with the aid of a computer. BMW has been monitoring traction for a long time, as has Aprilia and Ducati. The big three from Japan, on the other hand, rely on the tried and tested. Who will prevail? Part one of the big mega test.

this article
Part 1: Country Road

S.Ind around 200 HP with a weight of over 200 kilograms, is it madness or benefit in civilian life? And: who beats BMW? The answer in this article.  

Buy complete article

Megatest super athletes (with photo show)
Part 1: Country Road


Who is the fastest in the whole country? This question traditionally stirs hearts. MOTORRAD found the answer on the Aragon GP circuit.

From MOTORRAD 8/2011
Part 3: high-speed track

Extreme driving performance, extreme material requirements. Four engines surrendered last year. How is things going in Nardo this time and who is at the top in the end?

You can twist and turn it however you want: Japan was caught off guard last year. In a phase in which everyone had got used to Nippon’s appetizer tactics. Add two horsepower, drop a kilo, then add five more – that’s how it went for years. And then suddenly it was there, the S 1000 RR. Easy 200 hp, traction control, ABS, the full range. On the other side of the Alps Aprilia made mobile. With a sports V4 like in Honda’s best times. MV Agusta was fluid again and brought the F4 new. Europe continued to develop happily, not much came from Japan.

But now at least Kawasaki is preparing to strike back. Green is back, in the best tradition of the house. Official 200 hp – nobody has dared to do that before. With traction control and ABS, of course. The full program.

The newcomer does not collect the first points on the test bench, but on the scales. 203 kilograms with a full tank are currently unbeatable in the four-cylinder range (see measured values ​​on page 24). The fact that you can still look forward to the duel in the Bavarian capital is due to the understatement of the Munich team. The MOTORCYCLE measurements were always well above the promised 193 hp. But never as high as this time.

Now let’s be honest: The 204 hp that were pressed onto the dyno by the bright yellow S 1000 RR will bring a few tears of despair to the eyes of the Kawasaki engineers. They don’t make the sensational 197 hp of the test ZX-10R look that sensational anymore. But looking at the services offered by the competition puts it into perspective. Aprilia and MV Agusta do that "just" 180 or 181 hp easily, the Fireblade delivers 178 hp. The Suzuki GSX-R 1000 waves the white flag at 171 hp. And the Yamaha, with its 90 degree crank pin offset, only delivers 168 hp. A power output that certainly does not need to be ashamed of the two two-cylinder units (see performance diagram in technical data). The KTM is listed at a brilliant 174, the Ducati at 171 hp. There can be no question of a performance deficit.


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Japan’s traditionalists.

So, now out of the dark test bench catacombs, into real life. Straight into the exciting labyrinth of curves in the Catalan hinterland. Into a world where everything counts – just not top performance. Because, hand on heart: No one was seriously embarrassed even once during the three-day country road trip of using the maximum available power. Four-digit speeds – and in this area the four-cylinder units are still very close together – are always enough and everywhere and relegate the performance debate from home to regulars.

So did Kawa try so hard in vain? No, because the new ZX-10R immediately shines with other, unexpected qualities in addition to its performance and weight. They are "Soft skills", that score with the first contact. The successful ergonomics, for example, which builds a wonderful bridge between the unconditional demands of the racetrack and the necessary dash of everyday willingness to compromise. The knee joint is much tighter than that of the predecessor, the cranking of the handlebars is just as correct as the height at which they are attached. The same applies to the (naturally adjustable) footrest position.

The second point, which makes working with the ZX-10R so pleasant right away, can hardly be marketed at the regulars’ table. It is the astonishing neutrality with which it rolls through curves of all kinds from the first steering impulse to the deepest lean angle. Another characteristic of the new tens can, however, be viewed ambiguously. The engine allows it to start almost gently around the bottom. This has advantages – because the load changes usually take place extremely smoothly – but also the disadvantage that in this speed range it does not offer the entertainment value that one expects from a 200-hp strongman.

So the question is: do the others, especially BMW, have more to offer? The answer: Yes, it has, subjectively more robust in the lower and middle speed range. The objective evidence, however, is rather marginal, in the individual pulling disciplines in the tenths of a second range.


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Alternative concepts.

There are tiny things compared to a mishap that plagues the S 1000 RR. We’re talking about the stiff throttle, its high one "Breakaway torque" especially difficult in tricky passages. Here the ZX-10R shows how it can be easier and better. The same applies to handling, a discipline in which the S 1000 RR, which is entirely dedicated to stability, finds it a little more difficult.

And what do the assistance systems do? The sober answer: Under ideal conditions, you have a break as well as five-digit speeds. And still do their job, at least in the driver’s mind. In fact, they have a beneficial effect at the latest when it gets wet and cold and slippery. The control quality is similar in both, but the four-stage BMW system (Rain, Sport, Race, Slick) offers a smart link between the response of the engine and the control range of the traction control. The ABS can also be switched off completely. With the ZX-10R, mapping and traction control can be set separately in three stages, the ABS never pauses. The bottom line is that both the anti-lock braking system and traction controls work at a high level in both and are exemplary adjustable while driving.

The other European in-line four-cylinder range, the MV Agusta F4, shows how things are much worse. Not only the adjustability of mapping and traction control in the cumbersome cockpit menu is a real challenge and can only be done while stationary, the effect is practically non-existent. Even with deliberately provocative maneuvers, the regular activity can never be proven beyond doubt, so that only gamblers will trust it. This is a shame in two respects, because on the one hand, the MV inline quad with its delayed and non-linear throttle response in the partial load range is difficult to control, and on the other hand, the relatively long-stroke engine with a 76 millimeter bore sometimes breaks when it is in motion so powerful that the Pirelli Supercorsa SP’s grip is often put to the test, especially in wet conditions.

In other respects, however, the F4 sets standards. The beguiling design idiom, the fine detail solutions, the outstanding workmanship and the incomparable inline four sound cannot be topped even in this top-class field. The comparison with the Kawa and the BMW is particularly clear, because the two high-performance flyers sometimes take a dive in this regard. Anyone who compares the elaborate quick-release fasteners of the front MV axle mount with Kawa’s ancient rear-wheel splint technology, the gap dimensions and appearance of the BMW and Kawa plastic with the fine F4 cladding and their quick-release fasteners, can only come to one result: There is also a life beyond modern control technology.

Who is the king on the highway?


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Who is the king on the highway?

But the F4 is also fundamentally well positioned when it comes to traditional super sports car criteria such as the chassis or brakes. The shock absorber and the mighty 50-millimeter fork are traditionally at home on the hard but also honest side and provide transparent feedback as well as unswerving stability, especially in fast sections of the route. The fact that handling suffers as a result will not surprise anyone and would be bearable if the seating position didn’t make handling the F4 even more difficult. Long the tank, low the handlebars, high and slippery footrests – the F4 driver has to suffer considerably from the beauty of his bike, while BMW and Kawa drivers make themselves comfortable in disdainful pragmatism. But MV fans undoubtedly like to live with that.

Which is a parallel to the second red diva, the Ducati 1198 SP, because you sit on it without relaxation. Originating from the former 1198 S, Bologna upgraded the Bella Macchina one year before the model change with an anti-hopping clutch, Öhlins TTX shock absorber, gearshift and a larger aluminum instead of plastic tank (18 instead of 15.5 liters). In the hope that fans will still be found for 22,690 euros.

A proud price, against which the 18,500 euros for an MV look absolutely cheap and the 17380 (BMW test motorcycle with DTC and automatic gearshift) and 16,495 euros (Kawa including ABS) are downright bargains. So something for lovers? Indeed, because what the 1198 has to offer in addition to its good looks and the full two-cylinder stroke is not even average in this top-class test field. Would you like some examples? The new automatic gearshift that doesn’t make gear changes easier, but harder because you always end up between gears. Or the turning behavior with the dipping, almost nervous front section and the unyielding, stoic rear. Or the narrow power band because the gear ratio is too long and the increase in torque too inharmonious. With the result that the V2 almost dies out of tight corners or puts the load on the rear wheel.


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The V2 alternatives.

After all: In the latter case it is good to know that the Duc traction control is just as difficult to adjust as that of the MV, but it works reliably. Nevertheless, the older ones among us may longingly remember the 998, whose chassis qualities they find again in the F4, while more progressive natures should shorten the second, at 16,295 euros also cheaper V2 in the field. KTM has fundamentally revised the RC8 R..

She is still "Ready to race", but no longer the uncompromising fighter of the past. The most important measure: The engine got significantly more flywheel mass and double ignition to alleviate the tractor-like behavior at lower speeds. With the result that it now accelerates in a much more refined manner and pulls out of the tightest of turns with the lowest speed without even shaking itself. Anyone who thinks that this measure was at the expense of revving or exemplary torque development will be most pleasantly disappointed. Incidentally, as well as everyone who was skeptical about a softer spring in the rear. The Austrians reduced the spring rate from 110 to 85 kilograms – and are therefore clearly on the better side for country road use. The bottom line is that with the RC8 R Mattighofen offers the much more homogeneous V2 athlete than Bologna. One on which you are ergonomically perfect (see also the equipment table), which has a finely balanced, handy, neutral and now sufficiently comfortable chassis and a motor that can actually do everything. And as the icing on the cake, it is so finely processed and offers so many beautiful detailed solutions that you will love to spend an afternoon in the garage. Just to look.


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Europe’s row four.

With which the transition to the next pleasure object would have succeeded almost fluently. Aprilia’s RSV4 in the current factory version is a very amazing, but unfortunately also very expensive motorcycle at 22,500 euros. However, you get really something for your money. A chassis, for example, whose playful handling nobody in this field can even come close to and which, surprisingly, does not come at the price of a loss in stability. In addition, top marks in terms of steering behavior and feedback, brute brakes, sporty yet tolerable ergonomics, great workmanship and, wherever you look, elaborate detailed solutions. But the most important thing besides the outstanding chassis is between the two polished frame bridges: It is clearly the fascinating V4 engine that has a lasting impact on the RSV4 experience and cannot be represented in terms of acceleration or pulling power.

This engine growls, thunders, thunders in comparison to the four-wheelers, lives with every work cycle, is always on the go – and thus combines the highly emotional moment of a V2 with the flexibility of an inline four. And it continues to develop. The technicians in Noale have obviously given him the habit of insubordinate drinking (see readings) and refined the throttle response. Now it is at least on a par with the competition, while the RSV4 can compete with BMW and Kawasaki in terms of control quality and the usability of its traction control. Just like the various mapping settings (Rain, Sport, Track), which influence the response behavior and torque development, the eight-stage traction control can be operated from the handlebar end and differentiated in such a way that it has the right setting ready and gently intervenes at any time, even for dubious conditions. when liability threatens to tear off.

Such a device – and with that we have arrived at the traditionalists, who put the traction on the rear wheel solely into the throttle hand of the driver – would also look good on the second quasi-V4 in the field, the Yamaha R1. Because hardly anyone steps on the gas as directly and effectively as the four-in-line with a 90 degree crank pin offset. A great machine, undoubtedly of high entertainment value, whose lack of performance is reversed in civil life thanks to a short translation. With every throttle the R1 shoots forward unconditionally, growls with zest for action. But that doesn’t just have advantages. The more angular the streets, the worse the surface, the more difficult it is to control the hard work. After all, Yamaha has three different mapping variants ready, which can be conveniently selected from the right handlebar end. The A-mode for the racetrack, the standard setting for well-developed country roads, the B-mode for bad weather or bad roads – as far as the state of the art in terms of engine electronics.


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The challenger.

As far as the chassis quality is concerned, however, the R1 is basically still well positioned. On the country road, the athlete benefits from her rather comfortable design and good balance, but not from Yamaha’s idiosyncratic tire policy. After the great harmonization of Michelin Pilot Power and Pilot Pure in recent years, a Dunlop D 210 is being raised this model year, which clearly works worse than its predecessor. Regardless of whether it is self-damping, the righting moment when braking or steering behavior – you have to make compromises, which unfortunately tarnish the positive image of the pleasantly independent R1.

But what about Honda and Suzuki, the protagonists of days gone by? You could say that everything is the same. Which tends to be praise for the Fireblade, but a reproach for the GSX-R 1000. First about the Honda: Except for the well-known drop in performance at around 4000 rpm and the idiosyncratic ergonomics with low seat height and high footrests, everything is actually in the green area. The engine still shines in the middle speed range with enormous pressure, the chassis is handy, stable and uncomplicated, the ABS of the finest control quality, the design language still up to date, the processing quality excellent. And yet something is missing if you expect more. Maybe a few horsepower for the regulars’ table. Or a gear display in the cockpit, an automatic gearshift, various mappings, variable footrests and handlebar halves. Not because you drive faster with it, but for pure fun, while traction control makes life safer in case of doubt.

From Suzuki, on the other hand, you would want basic modifications to the base, not just some cosmetics (Yoshimura exhaust, high windshield, carbon applications, special paintwork) for an extra 1000 euros. In view of the dynamism that has moved into this class, the Suzi hardly has any significant weaknesses, but it looks a bit aged. Above all, the baroque shapes, the old-fashioned ergonomics with peculiar cranked handlebars and the blunt brakes urgently need to be revised, while the engine is good at music, apart from top performance, and has impeccable manners in civil life. Nevertheless: It would be high time for a real serve from Hamamatsu. Just like back then with the K5. Light, strong, uncompromising. Plus everything that modern control electronics have to offer. Then traction and tradition would not only be under one roof at Kawasaki and the BMW as the winner of last year, who also won this first exchange of blows just before the new Kawasaki, would have to dress really warm.

Watch out! The scoring on the right is only a preliminary result of the search for the best super sports car. MOTORRAD 7/2011 continues. On the racetrack!

Conclusion of the country road test


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You can turn it however you want: Japan was caught off guard last year.

1st place: BMW S 1000 RR
The first attack was repelled, but the air has become thinner. The BMW is always at the front. Ultimately, however, it can only win in the section on costs.

2nd place: Kawasaki ZX-10R
Against this opponent, the provisional second place counts almost like a victory. After all, the Kawa leaves such renowned opponents as the Fireblade behind. A great motorcycle!

3rd place: Honda Fireblade
The serial winner of bygone days has to place herself further back because the better of the good is the enemy. The Fireblade is still exciting – but we are waiting for the successor.

4th place: Aprilia RSV4 Factory
Aprilia stays tuned, making the RSV4 better step by step. Measured in terms of properties and experience value, it should end up even further ahead.

5th place: Yamaha YZF-R1
Even if it sounds strange in view of the power output: The R1’s engine is its capital, its chassis an all-round talent. In terms of equipment, Yamaha should improve.

6th place: KTM RC8 R
Rarely has the overhaul done a motorcycle as well as the KTM. The engine is more refined, the chassis more willing to compromise – now the RC8 is a formidable country road sweeper.

6th place: Suzuki GSX-R 1000
Sixth place is a success for an RC8 R, but not for a GSX-R. And that despite the special series and optics package. Suzi is getting on in years.

8th place: MV Agusta F4
The fact remains that what defines the F4 cannot be found in any point evaluation in the world, because appearance and charisma cannot be assessed objectively. By the way, neither is fascination.

9th place: Ducati 1198 SP
Appearance, charisma, fascination: all of this is put into perspective when a motorcycle has deficits in its function. At least in the everyday rating she has real weaknesses.

Scoring:

Category engine:
Attention, everyday evaluation: Even if there has been a lot of talk about top performance, it is almost uninteresting in civil life. What counts much more are responsiveness and load change behavior, as well as smooth running and transmission. The bottom line is that the Suzuki engine is just ahead of the Yamaha drive, while the performance high-flyer from BMW only lands in third place. The Ducati Twin does very badly.

Winner engine: Suzuki

Category chassis:
A clear matter: seldom has a motorcycle won the driving dynamics chapter of the chassis evaluation as clearly as the RSV4. The fact that there are better comfort and passenger ratings is a venial sin for a sports motorcycle. Kawasaki and BMW are also doing splendidly, while the moderate performance of the 1198 should even give fans of the brand something to think about.

Winner chassis: Aprilia

Category everyday life:
Triumph for the new one: Okay, the everyday rating decorates the athlete less on paper than the naked bike. In practice, however, a comfortable seating position and extensive equipment play an equally important role. The Ducati can score just as little in this respect as the MV, while Japan is traditionally strong here. Just like BMW.

Winner everyday: Kawasaki

Category Security:
Soon nothing works without ABS: At first, ABS was a unique selling proposition for Honda in the sports group, then BMW and currently Kawasaki followed suit. And the others will also have to act in the foreseeable future.

Safety winner: Honda

Category costs:
There is no cheap here: But the least expensive of the expensive ones is the BMW because of the relatively low inspection costs.

Winner costs: BMW

 Max points  Aprilia  Bmw  Ducati  Honda  Kawasaki Overall rating  1000  671  709  624  690  703
placement    4th.  1.  9.  3.  2.
Price-performance note  Top grade 1.0  4.0  2.7  4.0  2.6  2.5
 Max points  KTM
 MV Agusta  Suzuki  Yamaha
Overall rating
 1000  667  629  667  668
placement
   6th.  8th.  6th.  5.
Price-performance note
 Top grade 1.0  3.0  4.0  2.6  2.8


Price-performance winner: Kawasaki

A success for the new one: it is just ahead of Fireblade and GSX-R.


archive

The performance diagram of the super athlete.

Aprilia RSV4 Factory
Together with the Honda and MV units, the Aprilia V4 is in good company – and in this strong field in the middle.

BMW S 1000 RR
204 hp – so far this is the crowning glory of what a 1000 cc engine put on the roll. It is remarkable that it does not show any weaknesses anywhere.

Ducati 1198 SP
Measured against the KTM engine, the Ducati-V2 really drops in the middle speed range. However, it feels much stronger.

Honda fireblade
If only it weren’t for this hole at 4000 rpm. Then the Honda engine really starts, stands out in the middle and is a lot of fun.

Kawasaki ZX-10R
Much stronger than the rest of the world – but weaker than the BMW. That in itself is a success. But also a defeat.

KTM 1190 RC8 R.
174 hp, with an exemplary power delivery. With this V2, the two-cylinder reaches its preliminary highs. hats off!

MV Agusta F4
One horsepower more than the RSV4, same torque values. The key data are comparable, and yet this engine feels completely different.

Suzuki GSX-R 1000
A great country road engine with strengths in the lower speed range. At the top, however, the Suzuki unit disappoints.

Yamaha YZF-R1
And another great country road engine, although it can’t shine anywhere on the test bench. 

Aprilia RSV4 Factory


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Aprilia RSV4 Factory APRC SE – The excitement: The RSV4 Factory is not only a daring piece in terms of its design. This motorcycle leaves no one indifferent – and many get really hot.

engine type design  Four cylinder 65 degree V engine
injection  Ø 48 mm
coupling  Multi-disc oil bath clutch
Boron x stroke  78.0 x 52.3 mm
Displacement  1000 cm3
compression  13.0: 1
power  132.4 kW (180 PS) at 12500 rpm
Torque  115 Nm at 10,000 rpm
  landing gear frame  Bridge frame made of aluminum
fork  Upside-down fork, Ø 43 mm
Brakes v / h  Ø 320/220 mm
Systems assistance  Traction control
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 200/55 ZR 17
Tires  Pirelli Diablo Supercorsa SP vo. "VS."
 
mass and weight
wheelbase  1420 mm 
Steering head angle  65.5 degrees
trailing  105 mm
Suspension travel v / h  120/130 mm
Seat height  840 mm
Weight with a full tank  205 kg
Payload  201 kg
Tank capacity / reserve  17 liters
Service intervals   10,000 km
Price (without additional costs)  22,500 euros
Price test motorcycle  –
  MOTORCYCLE readings Top speed*  290 km / h
 
acceleration
0-100 km / h  3.2 sec
0-140 km / h  4.5 sec
0-200 km / h  7.3 sec
 
Draft
60-100 km / h  3.5 sec
100-140 km / h  3.3 sec
140-180 km / h  3.4 sec
 
consumption  
Consumption road  6.4 l great
Reach country road  266 km

* Manufacturer information

BMW S 1000 RR


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BMW S 1000 RR – Form follows function: If the MV design is in the foreground, with the BMW it is the function. Nevertheless, the plastic cladding could be more valuable.

engine type design  Four-cylinder in-line engine
injection  Ø 48 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  80.0 x 49.7 mm
Displacement  999 cm3
compression  13.0: 1
power  142.0 kW (193 hp) at 13,000 rpm
Torque  112 Nm at 9750 rpm
landing gear frame  Bridge frame made of aluminum

fork

 Upside-down fork, Ø 46 mm Brakes v / h  Ø 320/220 mm Systems assistance  ABS / traction control bikes  3.50 x 17; 6.00 x 17 tires  120/70 ZR 17; 190/55 ZR 17 Tires  Metzeler Racetec K3 Interact   mass and weight wheelbase  1432 mm  Steering head angle  66.1 degrees trailing  96 mm Suspension travel v / h  120/130 mm Seat height  810 mm Weight with a full tank  208 kg Payload  197 kg Tank capacity / reserve  18 liters Service intervals   10,000 km Price (without additional costs)  15,800 euros Price test motorcycle  17,380 euros **   MOTORCYCLE readings Top speed*  299 km / h   acceleration 0-100 km / h  3.1 sec 0-140 km / h  4.4 sec 0-200 km / h  6.9 sec   Draft 60-100 km / h  3.5 sec 100-140 km / h  3.3 sec 140-180 km / h  3.3 sec   consumption Consumption road  5.8 l Super Plus / Super Reach country road  310 km

* Manufacturer information
** Incl. ABS and DTC (1220 euros) and automatic gearshift (360 euros)

Ducati 1198 SP


Arts

Ducati 1198 SP – Still an eye-catcher: Formally, the 1198 is as convincing across the board as it is functionally disappointing. A myth is getting on in years.

engine type design  Two cylinder 90 degree V engine
injection  Ø 64 mm
coupling  Multi-disc oil bath clutch
Boron x stroke  106.0 x 67.9 mm
Displacement  1198 cm3
compression  12.7: 1
power  120.0 kW (163 hp) at 9750 rpm
Torque  131 Nm at 8000 rpm
  landing gear frame  Steel tubular frame
fork  Upside-down fork, Ø 43 mm
Brakes v / h  Ø 330/245 mm
Systems assistance  Traction control
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/55 ZR 17
Tires  Pirelli Supercorsa SP
 
mass and weight
wheelbase  1430 mm 
Steering head angle  65.5 degrees
trailing  104 mm
Suspension travel v / h  120/127 mm
Seat height  810 mm
Weight with a full tank  196 kg
Payload  194 kg
Tank capacity / reserve  18 liters
Service intervals   12,000 km
Price (without additional costs)  22,690 euros
Price test motorcycle  –
  MOTORCYCLE readings Top speed*  288 km / h
 
acceleration
0-100 km / h  3.2 sec
0-140 km / h  4.8 sec
0-200 km / h  8.0 sec
 
Draft
60-100 km / h  3.6 sec
100-140 km / h  3.3 sec
140-180 km / h  4.1 sec
 
consumption
Consumption road  6.3 l great
Reach country road  286 km

* Manufacturer information

Honda fireblade


Arts

Honda Fireblade – The pioneer of the new compactness: With a short nose and short tail, the Fireblade set the trend years ago. The same applies to ABS.

engine type design  Four-cylinder in-line engine
injection  Ø 46 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  76.0 x 55.1 mm
Displacement  1000 cm3
compression  12.3: 1
power  130.7 kW (178 hp) at 12,000 rpm
Torque  112 Nm at 8500 rpm
  landing gear frame  Bridge frame made of aluminum
fork  Upside-down fork, Ø 43 mm
Brakes v / h  Ø 320/220 mm
Systems assistance  SECTION
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/50 ZR 17
Tires  Bridgestone BT015 "F."
 
mass and weight
wheelbase  1410 mm 
Steering head angle  66.8 degrees
trailing  96 mm
Suspension travel v / h  120/135 mm
Seat height  830 mm
Weight with a full tank  209 kg
Payload  170 kg
Tank capacity / reserve  17.7 liters
Service intervals   6000 km
Price (without additional costs)  14,990 euros
Price test motorcycle  15,990 euros **
  MOTORCYCLE readings Top speed*  293 km / h
 
acceleration
0-100 km / h  3.1 sec
0-140 km / h  4.5 sec
0-200 km / h  7.4 sec
 
Draft
60-100 km / h  3.5 sec
100-140 km / h  3.4 sec
140-180 km / h  3.0 sec
 
consumption
Consumption road  4.9 l great
Reach country road  361 km

* Manufacturer information
** Incl. ABS (1000 euros)

Kawasaki ZX-10R


Arts

Kawasaki Ninja ZX-10R – It still has the bore / stroke ratio in common with its predecessor. The Zehner crouches low and compact over the front wheel, embodies pure aggressiveness. And scratches the 200 mark with 197 hp.

engine type design  Four-cylinder in-line engine
injection  Ø 47 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  76.0 x 55.0 mm
Displacement  998 cm3
compression  13.0: 1
power  147.0 kW (200 hp) at 13,000 rpm
Torque  112 Nm at 11500 rpm
  landing gear frame  Bridge frame made of aluminum
fork  Upside-down fork, Ø 43 mm
Brakes v / h  Ø 310/220 mm
Systems assistance  ABS / traction control
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/55 ZR 17
Tires  Bridgestone BT016 hi. "CC"
 
mass and weight
wheelbase  1425 mm 
Steering head angle  65.0 degrees
trailing  107 mm
Suspension travel v / h  120/125 mm
Seat height  810 mm
Weight with a full tank  203 kg
Payload  175 kg
Tank capacity / reserve  17 liters
Service intervals   6000 km
Price (without additional costs)  15,495 euros
Price test motorcycle  16,495 euros **
  MOTORCYCLE readings Top speed*  295 km / h
 
acceleration
0-100 km / h  3.2 sec
0-140 km / h  4.5 sec
0-200 km / h  7.2 sec
 
Draft
60-100 km / h  3.7 sec
100-140 km / h  3.3 sec
140-180 km / h  3.4 sec
 
consumption
Consumption road  5.4 l great
Reach country road  315 km

* Manufacturer information
** Incl. ABS (1000 euros)

KTM 1190 RC8 R.


Arts

KTM RC8 R – In a new shine: Instead of matt, the RC8 R now comes with a clear coat. Not everyone likes the shape, but the variability, the detailed solutions and the stringency do.

engine type design  Two cylinder 75 degree V engine
injection  Ø 52 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  105.0 x 69.0 mm
Displacement  1195 cm3
compression  13.5: 1
power  129.0 kW (175 hp) at 10250 rpm
Torque  127 Nm at 8000 rpm
landing gear frame  Steel tubular frame
fork  Upside-down fork, Ø 43 mm
Brakes v / h  Ø 320/220 mm
Systems assistance  –
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/55 ZR 17
Tires  Dunlop Sportsmart
 
mass and weight
wheelbase  1425 mm 
Steering head angle  66.7 degrees
trailing  97 mm
Suspension travel v / h  120/120 mm
Seat height  810-830 mm
Weight with a full tank  205 kg
Payload  175 kg
Tank capacity / reserve  16.5 liters
Service intervals   10,000 km
Price (without additional costs)  16,295 euros
Price test motorcycle  –
  MOTORCYCLE readings Top speed*  287 km / h
 
acceleration
0-100 km / h  3.2 sec
0-140 km / h  4.7 sec
0-200 km / h  8.0 sec
 
Draft
60-100 km / h  3.1 sec
100-140 km / h  3.2 sec
140-180 km / h  3.4 sec
 
consumption
Consumption road  5.6 l Super Plus / Super
Reach country road  295 km

* Manufacturer information

MV Agusta F4


Arts

MV Agusta F4 – And again: a great success. When elegance and timeless design meet fine details and loving workmanship, it has a name: MV Agusta F4!

engine type design  Four-cylinder in-line engine
injection  Ø 46 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  76.0 x 55.0 mm
Displacement  998 cm3
compression  13.1: 1
power  137.0 kW (186 hp) at 12900 rpm
Torque  114 Nm at 9500 rpm
  landing gear frame  Steel tubular frame
fork  Upside-down fork, Ø 50 mm
Brakes v / h  Ø 320/210 mm
Systems assistance  Traction control
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/55 ZR 17
Tires  Pirelli Supercorsa SP
 
mass and weight
wheelbase  1430 mm 
Steering head angle  66.0 degrees
trailing  100 mm
Suspension travel v / h  120/120 mm
Seat height  840 mm
Weight with a full tank  214 kg
Payload  181 kg
Tank capacity / reserve  17 liters
Service intervals   6000 km
Price (without additional costs)  18,500 euros
Price test motorcycle  –
  MOTORCYCLE readings Top speed*  305 km / h
 
acceleration
0-100 km / h  3.3 sec
0-140 km / h  4.8 sec
0-200 km / h  7.7 sec
 
Draft
60-100 km / h  4.3 sec
100-140 km / h  3.6 sec
140-180 km / h  3.7 sec
 
consumption
Consumption road  6.8 l great
Reach country road  250 km

* Manufacturer information

Suzuki GSX-R 1000


Arts

Suzuki GSX-R 1000 – high windshield, Yoshimura exhaust, special paint and all sorts of carbon trim: Suzuki wants to attract buyers with the special series. It doesn’t do it with performance.

engine type design  Four-cylinder in-line engine
injection  Ø 44 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  74.5 x 57.3 mm
Displacement  999 cm3
compression  12.8: 1
power  136.0 kW (185 hp) at 12,000 rpm
Torque  117 Nm at 10,000 rpm
  landing gear frame  Bridge frame made of aluminum
fork  Upside-down fork, Ø 43 mm
Brakes v / h  Ø 310/220 mm
Systems assistance  –
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/50 ZR 17
Tires  Bridgestone BT016 "NOT"
 
mass and weight
wheelbase  1405 mm 
Steering head angle  66.2 degrees
trailing  98 mm
Suspension travel v / h  125/130 mm
Seat height  810 mm
Weight with a full tank  208 kg
Payload  182 kg
Tank capacity / reserve  17.5 liters
Service intervals   6000 km
Price (without additional costs)  13,990 euros
Price test motorcycle  14,990 euros **
  MOTORCYCLE readings Top speed*  295 km / h
 
acceleration
0-100 km / h  3.1 sec
0-140 km / h  4.6 sec
0-200 km / h  7.5 sec
 
Draft
60-100 km / h  3.5 sec
100-140 km / h  3.2 sec
140-180 km / h  3.2 sec
 
consumption
Consumption road  5.2 l super
Reach country road  337 km

* Manufacturer information
** Incl. Yoshimura exhaust system, carbon covers and special paint (1000 euros)

Yamaha YZF-R1


Arts

Yamaha YZF-R1 – Some like it, others don’t: With the R1, it’s not just the engine that polarizes, but also the exterior. However, there is no doubt about their qualities.

engine type design  Four-cylinder in-line engine
injection  Ø 45 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  78.0 x 52.2 mm
Displacement  998 cm3
compression  12.7: 1
power  133.9 kW (182 hp) at 12500 rpm
Torque  116 Nm at 10,000 rpm
  landing gear frame  Bridge frame made of aluminum
fork  Upside-down fork, Ø 43 mm
Brakes v / h  Ø 310/220 mm
Systems assistance  –
bikes  3.50 x 17; 6.00 x 17
tires  120/70 ZR 17; 190/55 ZR 17
Tires  Dunlop D210
 
mass and weight
wheelbase  1415 mm 
Steering head angle  66.0 degrees
trailing  102 mm
Suspension travel v / h  120/120 mm
Seat height  820 mm
Weight with a full tank  214 kg
Payload  181 kg
Tank capacity / reserve  18 liters
Service intervals   10,000 km
Price (without additional costs)  15,495 euros
Price test motorcycle  –
  MOTORCYCLE readings Top speed*  285 km / h
 
acceleration
0-100 km / h  3.1 sec
0-140 km / h  4.5 sec
0-200 km / h  7.5 sec
 
Draft
60-100 km / h  3.5 sec
100-140 km / h  3.5 sec
140-180 km / h  3.3 sec
 
consumption
Consumption road  6.2 l great
Reach country road  290 km

* Manufacturer information

Equipment and prices

Aprilia Bmw Ducati Honda Kawasaki cockpit
Average consumption  ●  –
Average speed  –  –
Ambient temperature display  –  –
Gear indicator  ●  ●
Lap timer  ●  ●
   
engine
different mappings  3  4th 3
Automatic switch  ●  360 euros
Anti-hopping clutch  ●  ●
Traction control  8 levels  4-stage * 8 levels 3-stage
   
landing gear
SECTION  –  ● * ● ** ● **
fully adjustable chassis ***  ●  ●
    
Compression adjustment shock absorber
High and low speed  –  –
adjustable steering head angle  ●  –
adjustable swing arm pivot  ●  –
Rear level adjustment  ●  ●
variable motor position  ●  –
Steering damper  ●  ●
   
ergonomics
adjustable seat height  –  –
adjustable handlebar position  –  –
adjustable footrest position  –  –
adjustable brake / clutch levers  ● / –  ● / – ● / ● ● / – ● / –

* ABS and DTC (1220 euros); ** 1000 Euro; *** rebound / compression stage and spring base; ● Standard equipment

KTM MV Agusta Suzuki Yamaha cockpit
Average consumption
Average speed
Ambient temperature display
Gear indicator
Lap timer
   
engine
different mappings 2 3 3
Automatic switch ––
Anti-hopping clutch
Traction control 8 levels
   
landing gear
SECTION
fully adjustable chassis ***
Compression setting shock absorber high and low speed
adjustable steering head angle
adjustable swing arm pivot
Rear level adjustment
variable motor position
Steering damper
   
ergonomics
adjustable seat height
adjustable handlebar position
adjustable footrest position
adjustable brake / clutch levers ● / ● ● / ● ● / – ● / –

* ABS and DTC (1220 euros); ** 1000 Euro; *** rebound / compression stage and spring base; ● Standard equipment

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