Bydoncanet

WBhen a manufacturer Hclaims 193 crankshaft horsepower from its new liter-class Four, particularly a superbike class freshman such as BMW's S100QRR, you can understand why a fair bit of skepticism existed as we rolled the Super Beemer onto the Cycle World dyno. At the bike's world press launch held in Portugal late last year, BMW people claimed they had measured 181 ponies at the rear wheel—an impressive figure that, if valid, would place the Bavarian machine well above its nearest rivals.

Lo and behold, the German reputation for precision was not to be refuted, as peak output of our U.S.-market SIOOORR produced (drum roll, please...) 180.0 horsepower at 13,230 rpm and 78.5 foot-pounds of torque at 10,360 rpm!

Astute observers will note that elsewhere in this issue, the hp figure provided by our Spanish hosts of MasterBike

(pg. 38) is 11 ponies greater. Chalk it up to different dynos and measurement standards. With every bike CW dynos, the SAE correction factor and compensation for atmospheric conditions at the time of the run are applied.

To gain a perspective on just how much the Beemer has leap-frogged its foes, we also ran a 2010 Kawasaki ZX-1 OR on our dyno back-to-back with the SIOOORR. Below 9000 rpm, the dyno plots for each nearly overlay one another; both deliver a very linear increase in output as revs rise. With a peak output of 160.1 hp at 12,200 rpm and 75.2 ft.-lb. of torque at 9000, the Kawi quickly falls 15 to 20 ponies short of the BMW's towering curve in the upper rev range.

Before heading to our remote desert test site, where speed and acceleration per-

fonnance data is measured the bike was drained of fuel and weighed on our certified scale, coming in at 431 pounds, just a single pound heavier than the ZX-10R.

While we use the NHRA altitude-correction table to account for our test venue's 2500- foot-above-sea-1 eve 1 elevation, there's no factor to account for the mild diagonal headwind encountered as I made quarter-mile passes aboard the BMW Slick mode was selected (from the four available riding modes, which also include Rain, Sport and Race) to override the anti-wheelie element of BMW's Dynamic Traction Control system, as even the briefest interruption of power during the launch wouldn't be conducive to producing the best time. I soon found that revs needed to be held above 9000 rpm via a measured amount of clutch slip to avoid bogging the engine during the launch. The clutch proved up to the task, offering good feel without a hint of chatter over the course of a half-dozen runs.

My quickest passes saw the front wheel hovering inches above the pavement throughout first gear and re-elevating again through much of second. Normally, this would be of little concern, but the bike insisted on tilting into the sidewind.

making for a hairy moment of headshake as the front tire skimmed the bumpy road surface nearing the top of second gear. The BMW Shift Assistant was a godsend in this situation, minimizing my workload as I could make quick upshifts without dipping the clutch or rolling out of the throttle. Despite less than ideal conditions and a 2.8-second 0-to-60 time—a showing that could be improved upon the S1OOORR posted a best run of 9.78 seconds at 148.64 mph (just a hundredth off our best-ever, production-bike E.T.). That should get the attention of the 'Busa Boyz even if the Beemer's MasterBike result doesn't.

A topped-out blast past our radar gun clocked 186 mph. That's spot-on the 300 km/h gentleman's speed treaty observed by many manufacturers.

With Race ABS active, the BMW nailed an impressive 119-foot stop from 60 mph, this despite anti-lock cycling throughout much of deceleration. While the SI OOORR's braking behavior doesn't rival the smooth action of the ABS-equipped Honda CBR1 OOORR, the Beemer's system weighs a great deal less.

No doubt remains that the BMW blitzkrieg is for real. The question is, who will step up and meet the Germans head-on? E3

PHOTO BY JEFF ALLEN JUNE 2010/15

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