Recently, we moved this duel to the street – an environment we often hear speculated as the place most purchased sportbikes spend their days. And it’s in a street setting the 10R has proved itself a desirable machine despite finishing a close second to the Beemer at the track.
 Ridin’ in the Real World Where traffic control devices, law enforcement officers and snarled traffic rule the day, what’s more valuable most of the time from an engine is its low and midrange performance rather than triple-digit horsepower figures. It was one of these real-world variables – a typically packed L.A. freeway on a Friday afternoon – that gave me an opportunity to fully appreciate the ZX’s engine.  Will the S-RR remain atop the liter world after we compare it a second time to the Ninja?With speeds dipping as low as 30 mph, and the engine rpm barely registering a pulse between 2500 and 3500 rpm, the 10R pulled 6th gear without breaking a sweat. I rolled into the throttle smoothly, yet with authority, at these low speeds and in the tallest gear. The Kawasaki’s 998cc inline-Four gave the slightest shudder and grumble, but only for a thousand or so rpm, as if to indicate it wasn’t taxed in the least. From there on it was nothing but seamless, linear power that moved the 10R forward with deliberate force. Now a year later since we last sampled the S1000RR in the mean streets, would we enjoy the BMW’s most-powerful-in-class mill as much as we did the 10R’s? Yes. Mostly.  The 10R looks to redeem itself from a narrow loss at the racetrack.We know from dyno runs the BMW wins the power game across the board. As such it exhibits the same useful and exhilarating power characteristics as described above about the Ninja – and then some. Furthermore, the Beemer lump reveals its stouter midrange when dicing up tight canyon roads. “The BMW definitely has an edge in torque that’s felt when exiting slow-speed corners,” remarked Troy. A minor issue tempering enthusiasm for the Beemer’s engine is abrupt throttle response when selectable four-mode engine mapping is set to Slick. For street testing we used a different S1000RR than the one used at the track. We experienced the throttle issue on both bikes, so we’re inclined to say this somewhat snatchy throttle is common to all S1000RRs. “The abrupt fueling is more tolerable in Race mode,” observed Troy. “It doesn’t hit as hard as it does when you open the throttle in Slick mode.” This was the same solution we applied to the S-RR at the racetrack. The milder power development in Race mode is hardly perceptible and a small price to pay for throttle response noticeably smoother than when in Slick mode.
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The BMW’s power and torque advantage give it an edge when exiting slow-speed turns.
