BMW S1000RR Vs. the World!
The time was right for a manufacturer to shake things up and force the Big Four to rethink their sportbike strategies. Japanese sportbikes went a bit stagnant in recent years and have relied on gizmos and gadgets over pure power for new model introductions. The second generation Hayabusa is living proof; the new engine makes only a few more horsepower than the older bike, but now it has selectable fuel mapping. Meanwhile, the latest R1 is down on power from the previous model but the engine's firing order has been redesigned-with debatable results.
Honda's revised CBR1000RR found a lot of success after its introduction in 2008, and aside from its questionable styling it performs incredibly well. Its only shortcoming is that perhaps it does everything too well-meaning it's a little bit too vanilla for enthusiasts seeking a bike with major character. Kawasaki has made strides forward since introducing the ZX-10R in 2004, but for a company that's always had a reputation for powerful motors we really expected something that would light the road afire and shred rear tires.
Then along comes BMW with its quirky, asymmetrically designed S1000RR. After a year-long blitzkrieg of press releases, the bike finally made it to showroom floors. And that's when things got interesting. Rumors quickly permeated throughout various media outlets with loose talk of a 25 horsepower advantage over every other bike on the market. And it was also said to be loaded with state-of-the-art electronics. Both turned out to be true and the BMW S1000RR is everything it's been pumped up to be. Fast, light and agile; the BMW's performance numbers are simply astonishing.
Lap times don't apply in the real world so we didn't bother with them here. The sickest bike on the street is the fastest one from point A to point B, so we went with a heads up race approach instead. Each bike was wired with datalogging equipment to compile 0-60 MPH, quarter-mile and 0-150 MPH times. After the BMW kicked every bike's butt up and down the track we modded it for even more power with a full exhaust system and fuel mapping. Here's how it went down...
7th Place Ducati 1198
147 HP
0-60: 3.0 seconds
1/4-mile: 10.7@138 mph
100-150 mph: 6.4 seconds
0-150: 12.2 seconds
How would a V-twin with approximately the same peak power as the crossplane crankshaft R1 perform? Quite comparably, it seems. The Ducati 1198 demonstrated that being a king at the roadrace track doesn't necessarily translate to all-out beastliness on the street. The low-end grunt and strong torque curve translated into a strong burst through the quarter mile, but like the R1 it struggled up top to push through to the 150 mark.
A hard launch is not only tricky because of the bike's tendency to wheelie through the first two gears, but the nature of a finicky dry clutch means it will only allow a couple launches at a time before demanding a cool down period. The tall gearing further hampered acceleration.
All of the riders agreed that it's one of the prettiest bikes ever built, but good looks didn't appear to make it any faster.
Buyer's Box
MSRP: $16,495
Engine: 1198cc, liquid cooled, four stroke, 90° L-twin cylinder, DOHC, desmodromic 4 valves per cylinder
Weight: 433 pounds (wet)
Contact: ducati.com
2nd Opinions:
Quack quack! The Duc is a weird beast! Instant low end power made it pretty exciting the first time I clutched up a wheelie. Overall I liked the bike, but for my style (stunting) this wouldn't be my first choice. -Kyle
Ducati sportbikes have always felt peculiar to me. The massive bottom end power helps it walk away from a lot of bikes until they find their legs high in the rev range in higher gears. The 1198 continues with this theme, and the numbers it put up pretty much proves what the seat of the pants told me. Without a doubt it's the "classiest" of the group and I'd love to have one in the garage for special days. -Dave
6th Place Yamaha R1
146 HP
0-60: 2.9 seconds
1/4-mile: 10.5@139 mph
100-150 mph: 6.4 seconds
0-150: 11.9 seconds
Yamaha made a big gamble in 2009 when it introduced its new crossplane crankshaft that was supposed to fuse the best aspects of a V-twin and an inline-four engine. Though the bike received numerous accolades after its introduction we're beginning to think it was more because of the daring engine design than its actual performance.
The R1 showed a respectable quarter-mile time and even beat some of the other bikes, but getting to the 150 mark was a struggle, largely due to its low horsepower figure. Launching the Yamaha was smooth and easy, and we can see why street and track riders alike would enjoy the R1 for its midrange power delivery, but as it reaches the upper revs the excitement dips considerably.
Buyer's Box
MSRP: $13,290
Engine:998cc, liquid cooled, four stroke, crossplane four cylinder, DOHC, 4 valves per cylinder
Weight: 477 pounds (wet)
Contact: yamaha-motor.com
2nd Opinions:
"Despite the fact it tips the scales a bit further than the other literbikes and doesn't spin the dyno quite as fast either, the R1 launched with the best of them and ran fork-to-fork with the frontrunners up to 100 mph. Beyond its great low-end power, the exhaust note of the new crossplane motor is nothing short of perfection. if only the others sounded so sweet." -Justin
"I was slightly disappointed after riding the R1. Having owned a 2002 R1 I thought this would be one of my favorites, but it was exactly the opposite. I loved the new sound and the styling, but the lack of power was a let down. The brakes are nice though and it was one of the few bikes that didn't mind me putting it on its nose." -Kyle
5th Place Kawasaki ZX-10R
158 HP
0-60: 3.2 seconds
1/4-mile: 10.7@138 mph
100-150 mph: 5.9 seconds
0-150: 11.8 seconds
Tossing all of our anticipated expectations to the wind, the ZX-10 proved that big power doesn't necessarily mean anything if you can't use it. With a 0-60 time more akin to a 600cc sportbike, the ZX-10 would have been dead in the water had it not found its legs further down the track. It's only saving grace were the nearly 160 horses that pulled it out of lower speed deficit.
Based on our numerous runs, light to light blasting on the street would be difficult and lesser-powered bikes would get the better of it. Launches were tricky because of an unpredictable and capricious clutch, but once moving the brute power elevated its performance to 150. The R1 and 1198 both stomped it up to 60 mph, and the Yamaha even bested it through the quarter-mile. It was only the bike's massive power that helped it better them to the 150 mark.
Buyer's Box
MSRP: $12,999
Engine: 998cc, liquid cooled, four stroke, inline four cylinder, DOHC, 4 valves per cylinder
Weight: 462 pounds (wet)
Contact: kawasaki.com
**2nd Opinions:
** I love the Kawi. For stuntriding the powerband is a little gnarly but it works. At 6,000 rpm she came alive and it was a beautiful sensation to let the power pound out. It was one of the most comfortable bikes for me to just hop on and ride without taking time to get used to it and learn its quirks. -Kyle
Had it not been for a finicky clutch on our tester, greenie would have faired much better. Despite soft numbers through 60 mph, the Ten flexed its muscles as it gained back lost ground from the botched launches. The ZX-10R may not be a looker, but it's a performer with a hellacious power curve and a competent chassis that are second to none. -Justin
**4th Place Honda CBR1000RR
148 HP
0-60: 2.8 seconds
1/4-mile: 10.4@139 mph
100-150 mph: 6.0 seconds
0-150: 11.5 seconds
**
It only took a quick sighting pass on the CBR1000RR to know that it would likely do well in this series of tests. The motor has a low and midrange power delivery that feels significantly stronger than the other bikes, and it also performs strong up through the upper rev range. Those attributes should equate to a strong showing in all categories, and the Honda didn't disappoint.
A smooth clutch and tractable, linear power allowed the CBR to tie the mighty Hayabusa for the best 0-60 speed, and that strong start helped the Honda produce fast numbers across the board, save for the overall 0-150 run, where its horsepower deficit was its biggest hindrance. With another ten HP on top the CBR would have likely beaten the 'Busa and even perhaps rivaled the BMW, but in a stock versus stock heads-up battle it couldn't beat brute power.
**Buyer's Box
MSRP: $13,399
Engine: 998cc, liquid cooled, four stroke, inline four cylinder, DOHC, 4 valves per cylinder
Weight: 442 (wet)
Contact: powersports.honda.com **
**2nd Opinions:
** "While the reigning champion of 2008 has faded into the shadows these days, don't let that fool you into thinking it's any less of a bike. The CBR feels like a 600 in the saddle with the midrange hit of a Mike Tyson uppercut. It may not be fastest above 100 mph, but it's the best streetbike of the bunch thanks to gobs of usable power wrapped in a potent chassis." -Justin
Two years ago the CBR was unstoppable and the king of the heap despite its flat-faced frontal looks. This year...I just find it slow and ugly. Like all the Twilight hype and hoopla, I'll pass and take the meaner BMW. -John
3rd Place Suzuki GSX-R1000
155 HP
0-60: 2.9 seconds
1/4-mile: 10.4@142 mph
100-150 mph: 5.8 seconds
0-150: 11.3 seconds
Suzuki's venerable GSX-R1000 has been the benchmark in liter bike performance since its introduction. With loads of smooth, usable power it has been a force on theroad course and the drag strip, and after crunching the numbers we see why. It beat its bigger brother, the Hayabusa, in the quarter-mile and tied it in the 100-150 contest. Aside from the BMW, the rest of the liter bikes were pounded into the pavement. It was only the Hayabusa that could slightly better it in the overall 0-150 run.
In the end it was Suzuki taking two of the top three podium positions. Just because there isn't a 2010 model year version of the GSX-R1000 don't count it out-it's still a mighty handful.
Buyer's Box
MSRP: $12,899
Engine: 998cc, liquid cooled, four stroke, inline four cylinder, DOHC, 4 valves per cylinder
Weight: 448 pounds (wet)
Contact: suzukicycles.com
**2nd Opinion:
** As of late it seems the world has turned its back on the K9 since Suzuki hasn't made a 2010 yet. But you'd be a fool to join the Hater's Ball because the big GSX-R is as fast as they come (aside from the crazy BMW) with abundant torque and a top-end blast that just keeps pulling. If I were shopping for a new literbike, I'd seriously consider the Suzuki, especially knowing the strong aftermarket support that's behind it. -Justin
**2nd Place Suzuki Hayabusa
162 HP
0-60: 2.8 seconds
1/4-mile: 10.5@142 mph
100-150 mph: 5.8 seconds
0-150: 11.2 seconds
**
The Hayabusa came along to try to keep the BMW in check. After seeing the raw HP figures on paper we knew there had to be a wildcard, and what better bike than the King of Speed? As it unfolded the 'Busa wasn't actually the fastest in the quarter-mile as we expected, though it did tie for the fastest 0-60 mph time. Where it excelled was in the overall 0-150; none of the other bikes (save for the BMW and GSX-R) were even in the ballpark. Plus, the Hayabusa was the easiest to launch and shoot down the strip thanks to its massive 103 LB-FT of torque. Its long, low stance and overall size helped maintain stability and turned what were frantic sprints on the other bikes into tranquil runs down the track.
Buyer's Box
MSRP: $13,199
Engine: 1340cc, liquid cooled, four stroke, inline four cylinder, DOHC, 4 valves per cylinder
Weight: 573 pounds (wet)
Contact: suzukicycles.com
**2nd Opinions:
** I sound like a broken record when it comes to the 'Busa. I've said it a million times and I'll say it again: If I was gonna buy a brand new bike it'd be a Hayabusa. It'll wheelie all day, but it's also perfect for long highway hauls or backroad runs. This thing does it all without complaint and doesn't mind having somebody on the back either. -Dave
Despite losing the title of baddest bike on the streets, I'll always have love for the 'Busa. It's not the fastest, stops like a freight train and is far from the best looking, but you can still put a bird on the back and head to a bike night in comfort. I'd rather eat a burger than a bratwurst anyway. -John
**1st Place BMW S1000RR
173 HP
0-60: 3.0 seconds
1/4-mile: 10.3@144 mph
100-150 mph: 5.5 seconds
0-150: 10.8 seconds
**
Even though we expected the S1000RR to beat all of the other bikes we didn't anticipate the thorough ass-whoopin' it delivered. Maybe it didn't dig out of the hole as quickly as a few others, but as soon as it found it legs the game was over. From 0-150 the next fastest bike, the otherwise unstoppable Hayabusa, was a half-second slower-or roughly five bike lengths!
From the sidelines it was visibly and audibly faster, while in the saddle the BMW felt similar to the 'Busa, only about 100 pounds lighter. After the first pass we knew the numbers would be impressive, and unfortunately for the other bikes in its class there simply was no contest. It's purely a numbers game, and the BMW simply has too much steam under the hood for the others to contend with-even an AMA Superbike! Now there's something to talk about at bike night.
Buyer's Box
** **MSRP: $15,730
Engine: 999cc, liquid cooled, four stroke, inline four cylinder, DOHC, 4 valves per cylinder
Weight:461 pounds (wet)
Contact: bmwmotorcycles.com
**2nd Opinions:
** "Much like the Japanese caught the US sleeping on that ill-fated day in December of 1941, the Germans have done very much the same to the Japanese with their S1000RR. No matter the category, the BMW has everything beat, even the mighty 'Busa. And despite fighting wheelies even beyond 100 mph, keep the throttle pinned and this Bimmer will lay waste to anything in sight. If you want the fastest production bike in the world, look no further." -Justin
"I was utterly amazed at just how much power the BMW makes. The acceleration is epic and completely linear from start to finish. Whack the throttle, hold on and pay attention because triple digits come up quick!" -John
Tuned BMW
178.8 HP
0-60: 2.8 seconds
1/4-mile: 10.04@150 mph
100-150 mph: 4.9 seconds
0-150: 10.04 seconds
A Brock's Performance full exhaust and Power Commander with a precisely tuned map from Brock Davidson (to match his pipe) were the only mods needed to utterly transform the S1000RR. It slaughtered the other bikes in stock trim, but once we installed the upgrades it trounced the ZX-10R superbike (see next page) just as thoroughly. That's right-a piped and fueled BMW beat an AMA Superbike in a head-to-head brawl. From the seat it felt significantly faster, and the numbers confirmed it as fact. In the 100-150 measure the BMW pulled two-tenths on the superbike, which equates to several bike lengths. Imagine that gap down the front straight at a racetrack or down the quarter mile strip...
By opening up the exhaust flow and dropping the significant weight of the stock exhaust (stock 24.5 pounds versus Brock's nine pounds) the BMW delivers its power much like a nitrous bike. It runs strong until about 9000 rpm when it literally feels like it gets a 25-shot of nitrous. Judging by the dyno graph of the tuned bike that's pretty much exactly what happens. Amazing.
ZX-10R Superbike
Anticipating the results that the BMW proved to be true, we asked Kawasaki to bring a secret weapon. Leaving only the unmistakable scent of race gas in the air, a ZX-10R used in one of the AMA Superbike rounds last year rocketed down the strip. Making 178 HP at the wheel we were sure it could handle the BMW. Nope!
ZX-10R Superbike
178 HP
0-60: 3.0 seconds
1/4-mile: 10.2@148 mph
100-150 mph: 5.1 seconds
0-150: 10.4 seconds
Conclusion
The BMW S1000RR is the fastest, nastiest bike on the street. Period. And after a few simple mods the only way your buddies on lesser bikes will get near you is if they show up on a turbo bike.
With simply a Brock's full exhaust and Power Commander the BMW was able to easily beat an AMA superbike, and it put it 17 horsepower up on the next strongest bike, the Hayabusa. Even with a significantly lightened 'Busa you'd still be facing a horsepower deficit and weight disadvantage (to some degree) against the BMW.
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