BMW S 1000 RR vs. Kawasaki ZX-10R vs. Ducati 1198 2011 Literbike Comparison…

19 Июн 2015 | Author: | Комментарии к записи BMW S 1000 RR vs. Kawasaki ZX-10R vs. Ducati 1198 2011 Literbike Comparison… отключены

BMW S 1000 RR vs. Kawasaki ZX-10R vs. 1198 — The Empire Back | 2011 Literbike Test


Last the BMW S 1000 RR turned the sportbike on its ear, handily winning our literbike comparison test Invades”, June ‘10) and taking Bike of the Year (“A Tough Crowd”, Oct. losing out only to the upscale RSV4 Factory model. It was that any new model for 2011 have to be pretty special to the Bavarian brawler, which power, handling and comfort in a package nicely managed by electronics.

Just two new models themselves as successors to the literbike for 2011: The updated Ducati and all-new Kawasaki ZX-10R. than attempt a full-scale comparison with every model (now numbering see the “What about the others?” page 46), we chose to an in-depth test to fully see how the two new stack up against the current

The Ducati 1198 is not radically for 2011, but now features more of the electronic aids and is the dark horse in this comparison Ducati Data Analysis and Control are now standard equipment, and the is also fitted with a MSRP remains unchanged, The Kawasaki ZX-10R also traction control as standard for ‘11, along with a of refinements.

We’ve already covered the Kawasaki in Kento’s article (“New Generation March ‘11), and we also had a to spend some time on an ABS (see sidebar page

The burning question is, then, can the Ducati or Kawasaki topple the BMW in a street and track evaluation? We a day at Buttonwillow Raceway and logged canyon time to find each of our three test (staffers Kent Kunitsugu and Adams, along with Eric Nugent) evaluated bike in 10 categories of performance at venue, with those averaged for a street, track and rating.


Ducati 80.5 points

** Posting the lap time at Buttonwillow, the Ducati scored lowest in the track of the test. It’s not one glaring that holds the 1198 when compared with the BMW and but rather a number of small that combine to make the less fun and more work to quickly on the track. Too-tall found the seating position on the had him uncomfortable, stuck in one position and up the front wheel too much.

But really held him back turning his timed laps was the widely spaced gearbox and the engine’s lack of overrev, him bouncing off the rev limiter or too low in the powerband many of Buttonwillow’s corners. situation was not helped by the Ducati’s clunky gearbox, which Bradley in false neutrals a few on the track. Kento agreed on the overrev and ergonomics, pointing out the wide clip-ons are necessarily so to the tank at full lock; El also noted that the is best suited for “billiard-table-smooth” with too-stiff spring and a rear suspension linkage feels too progressive. Eric, on the hand, found the ergonomics and bars fit him well, and noted we discovered in the data files: bike is deceptive with the it makes; you don’t feel your hauling the mail in fact you are!”

While not as buttery smooth as the quickshifter, the 1198’s unit, new for year, worked well and helped with lap times. We the Ducati’s traction control on two for most of the track day, and the BMW’s and Kawasaki’s systems much-discussed, the 1198’s drew few being nicely transparent and not unsettling the chassis when

Combined with the 1198’s off/on throttle response — again, little fanfare — the Ducati was highest for engine power In the fast and (admittedly few) sections at Buttonwillow, the 1198 its line well and was quite on a fast, smooth European-style the lap times and ratings would undoubtedly been much

**Kawasaki ZX-10R: 86.1

** Just a tick behind the BMW for honors at the track, the ZX-10R is just shy of the BMW in the ratings department. See the G2X data sidebar for more and actual data, but in a nutshell is very little between the two in objective performance at the track — and bike achieves that in its own individual manner.

While the BMW to practically beat the track submission, the Kawasaki is more and subtle in practically every making its speed on the track deceptive. Bradley: “The is probably the most fun to ride, everything it does is so fluid.

All the corners seemed to be tied by one smooth flowing motion.” the BMW makes more horsepower and way quicker on the straights, but the data the Kawasaki keeping almost the pace on every straight. the ZX-10R’s more advanced control for this; the system not upset the chassis at all, and just as much horsepower to the as the BMW on corner exits. While the traction control system the bike down and hurts lap Bradley posted his best lap on the Kawasaski with its TC on level two of

On the chassis side, the Kawasaki has the suspension of our trio and steers corners slightly slower the BMW. “I prefer the Kawaski’s once heeled over in a wrote Kento in his notes. ZX-10R gives me better without all the excess info the ultra-stiff S 1000 RR chassis.” It all up to making the Kawasaki quite quick, and all our riders were to see their lap times when off the track. “The Kawi was a fun to ride, and even though the lap from the Kawi and the BMW were close, you wouldn’t know by them,” noted Eric. Kawi felt like you going at a good clip, but the BMW like you were setting the on fire. It was pretty surprising.” it’s worth noting the ZX-10R is the only bike in the without a quickshifter, an addition would easily erase the deficit and still leave in your pocket compared the BMW.

**BMW S 1000 RR: 87.4

** Scoring top marks in six of 10 categories and the lap time in the test, the BMW is best up in Eric’s comment sheets: BMW is such a great all-around it is faster than most ever need, handles its stopping power is amazing and the are decent for a larger rider. The has a great feel that confidence when riding.” The feature is, of course, its 177-horsepower which is more than 15 stronger than the Kawasaki.

Our unit felt stronger last year’s, but was within one and one foot-pound of torque on the dyno; of the difference may be due to a different crankshaft since midway through the ‘10 year, which was homologated for Superbike use. Still, that much power more difficulty putting it to the and the BMW’s traction control is a step inferior to the Kawasaki’s refined setup, unsettling the in corners and only slightly the bike’s abrupt off/on response.

Bradley went quicker — but visibly having difficulty — with each step traction control, as less control made the throttle more abrupt and the bike prone to sudden wheelies. He went fastest in Slick (the least intervention), but did not want to ride the bike the system turned off — and we blame him.

“The Beemer could do no wrong on the track,” wrote of the S 1000 RR’s chassis. agile handling, precise and good stability, both acceleration and on the brakes.” The BMW has the quickest of our trio and suspension midway on the scale between the Kawasaki and Kento and Bradley felt the chassis offered a bit more when leaned over. The S did score lowest in the braking (as well as in the engine power category, it’s only low score).

Whereas the Kawasaki’s rated the highest on the track, outstanding power, feel and the BMW’s faded over the of the day and were weak and mushy by the end of the Our test unit was equipped ABS, which may have to do with the fading due to its extra and plumbing, even though we most of the day with the ABS deactivated.

Ducati 1198: 80.3

** The 1198 lags behind the bikes on the street, mainly of its racy ergos and ultra-stiff “If the Ducati’s suspension was better it would be a much harder against the fours, even its ultra-aggressive ergos,” wrote on his evaluation sheet. “The abundance of torque gives it in many sport riding the other two can’t match.” the 1198’s engine was a strong on the street, our testers still the transmission was a bit balky and the quickshifter not as sorted as the BMW’s. The Ducati’s reach to the clip-ons is not a problem for riders, although most find the sharp angle of the the limiting factor on a long

Of the three bikes tested the Ducati is decidedly the most and sacrifices the most streetability. mirrors are almost useless for riding,” said Eric. bars pinch your against the frame, the tach and panel are super hard to during the day, and the suspension was brutal on the street. The bike is a race bike that so happens to be street legal.” as on the track portion of the test, if we riding on smooth and flowing the story would be somewhat But the reality is that the BMW and Kawasaki sacrifice near as much and usability for their performance; and the rider must deal more frustration for the relatively opportunities that the bike can be to ride on the street.

**Kawasaki 84.0 points

Ducati 65 S
Ducati 65 S
Ducati 65 S
Ducati 65 S


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