Table of contents
- Comparison test Ducati Monster 1200 S, Honda Fireblade, Kawasaki Z 1000 SX, Suzuki GSX-S 1000 F And now?
- Suzuki GSX-S 1000 F.
- Details about the Suzuki GSX-S 1000 F
- Kawasaki Z 1000 SX
- Details about the Kawasaki Z 1000 SX
- Honda Fireblade SP
- Details about the Honda Fireblade SP
- Ducati Monster 1200 S Stripe
- Details about the Ducati Monster 1200 S Stripe
- Technical data and measured values
- Performance chart
- Conclusion
- Test result
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27 pictures
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The disguised Suzuki GSX-S 1000 F has to prove itself in the field of competitors.
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Nice is different: the left side of the engine is hidden behind a tangle of hoses.
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The TFT display not only brings color into the cockpit, it also provides comprehensive information in a variety of designs. Here in touring mode.
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Fine Ohlins goods lead the front wheel. The tight camisole decorates more than it protects.
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Ducati Monster 1200 S..
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Suzuki GSX-S 1000 F, Kawasaki Z 1000 SX, Honda Fireblade SP, Ducati Monster 1200 S..
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Kawasaki Z 1000 SX.
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A large part of the additional weight of the Kawa is likely to come from the massive exhaust.
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The eye is delighted: analog tachometer. But: between the 7 and the 9 it gets really edgy.
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The Kawa is the only one to brake not with Brembo, but with Japanese goods.
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Kawasaki Z 1000 SX.
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Conclusion of the Suzuki: A walk through looks different, but you also have to keep an eye on the price difference of well over 4000 euros. With more appealing spring elements and a more active seating position, a lot more would be possible.
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Ducati Monster 1200 S..
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Ducati Monster 1200 S, Honda Fireblade, Kawasaki Z 1000 SX, Suzuki GSX-S 1000 F.
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Honda Fireblade SP.
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But how well can she do it? We let the Suzi loose on the Ducati Monster 1200 S, Honda Fireblade and Kawasaki Z 1000 SX.
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Suzuki GSX-S 1000 F..
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The front is reminiscent of a bird’s beak. The pane above is just as adjustable as it is visible here: not at all.
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The digital cockpit is pretty faceless and not particularly easy to read.
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The brake does its job better than the not particularly responsive fork.
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Suzuki GSX-S 1000 F..
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Kawasaki Z 1000 SX, Suzuki GSX-S 1000 F, Honda Fireblade, Ducati Monster 1200 S..
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Honda Fireblade SP.
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When it comes to the appearance of the material, the Honda is in a league of its own. The proof: aluminum swing arm with beautiful welded seams.
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There is all sorts of digital things in the cockpit. The bar tachometer dominates the action.
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The rear frame of the SP is not loaded with a passenger and is accordingly filigree.
PS
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Performance chart.
motorcycles
Comparison test Ducati Monster 1200 S, Honda Fireblade, Kawasaki Z 1000 SX, Suzuki GSX-S 1000 F
Comparison test Ducati Monster 1200 S, Honda Fireblade, Kawasaki Z 1000 SX, Suzuki GSX-S 1000 F
And now?
Content of
The long-awaited Naked Bike Suzuki GSX-S 1000 has hardly arrived at the dealer when the Japanese push the rather bare F version afterwards. The first meeting on the country road will clarify where the disguised person is sorted into the circle of the established competition.
Stefan luck
08/11/2015
What is it when a blind person sees red, a deaf hears the grass growing or two bald heads get their hair down? That is a contradiction in terms, also called a paradox. The Suzuki marketing department also has something in store. On her homepage www.suzuki.de she advertises, of all things, the company’s latest fully disguised creation with the equally formidable and almost invisible engine with the slogan: “Why hide what you have?”
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Comparison test Ducati Monster 1200 S, Honda Fireblade, Kawasaki Z 1000 SX, Suzuki GSX-S 1000 F
And now?
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Yes, why only? Finally, to anticipate it right away, the row quad, borrowed from the legendary Kilo-Gixxer from the years of construction 2005 to 2008 and slightly revised for more punch in the middle, also offers a property that also passed as a paradox: that determined on the PS test bench The maximum rear wheel power of 146 hp is on par with the maximum power on the crankshaft officially shown in the papers. And that in turn has less to do with magic or a highly efficient drivetrain, but rather with a rather casual throttling of the four-cylinder engine that was once around 180 hp, depending on the model year. In his new environment he lets go of a counted 156 horses on the crankshaft. respect.
Nevertheless, it is a little surprising that the Suzi even accelerates the Fireblade, a flawless athlete, up to 150 km / h, even if only by a tenth of a second. After that, there is no herb against the violence of the measured 180 hp and the better aerodynamics of the Honda that then come into play. Ducati and Kawasaki had to tear down at this point.
Suzuki GSX-S 1000 F.
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Suzuki GSX-S 1000 F.
At least in theory, because in real life the throttle valves are seldom fully turned on because of the dear fellow. Because without it, two-wheelers have to have pedals.
Except for the very hard throttle response, here the throttle valves are still operated by the accelerator cable and not by electronics, and there is hardly anything to criticize about the rough running of the drive. The gearbox shifts smoothly, although not as precisely as that of the Kawa or even the Honda. Nevertheless, the spark may not really jump over. Many black and not exactly noble-looking cladding elements spread a certain dreariness to which the Mausekino also submits.
Although Suzuki the “Eff” explicitly not as a touring athlete, but rather as a serious iron for a clientele who have grown tired of bending down, the driver finds himself in a comfortable workplace. The non-adjustable windshield provides more or less wind protection or noise, depending on the body size. And although the steering iron, a fat bar from the supplier Renthal, is turned so far forward that the handlebar ends point upwards instead of downwards, the result is a relatively passive sitting position that takes getting used to.
There is still room for improvement in the chassis, too. The fork in particular does not respond particularly sensitively, particularly hard edges such as manhole covers really hit the wrists. The hindquarters can do that a little better, although at a faster pace it quickly becomes clear that the basic set-up is generally a bit soft. That sounds more dramatic now than it is. Viewed in isolation, the Suzuki is a fine sharpening iron that is really priced at 12,795 euros.
Details about the Suzuki GSX-S 1000 F
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Suzuki GSX-S 1000 F.
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The front is reminiscent of a bird’s beak. The pane above is just as adjustable as it is visible here: not at all.
The front is reminiscent of a bird’s beak. The pane above is just as adjustable as it is visible here: not at all.
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The digital cockpit is pretty faceless and not particularly easy to read.
The digital cockpit is pretty faceless and not particularly easy to read.
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The brake does its job better than the not particularly responsive fork.
The brake does its job better than the not particularly responsive fork.
Kawasaki Z 1000 SX
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Kawasaki Z 1000 SX
That’s exactly how much it costs Kawasaki Z 1000 SX, is in direct competition with the Suzuki. There is almost 20 kilograms more material for this, which is probably largely due to the massive double exhaust. The Kawa has a higher quality than the Suzi, but its interpretation is less radical. Finally, in addition to the adjustable pane, there is even a suitcase set for you on request. But this is only marginal. In the delivery condition, the Kawa, soled with Bridgestone S 20 in specification “M”, reluctantly wanted to be thrown into an inclined position and, when it arrived, demanded constant pressure on the handlebars on the outside of the curve in order to keep the line. In addition, there was a considerable erection moment when applying the brake in an inclined position.
When it came to choosing the first tire, Kawasaki was not lucky. Practice shows that the “Zett” is no longer recognizable with other rubbers like a Pirelli Angel GT or Michelin Pilot Road. Only after the preload of the rear shock absorber was easily increased to slightly above the middle of the possible adjustment range, thanks to the handwheel, did the test SX show acceptable steering behavior. In contrast to the shock absorber, the upside-down fork can also be adjusted in compression. However, only on the right fork leg; the ABS sensor takes up this space on the left. The rebound and spring base, on the other hand, can be found on both bars.
Nice detail on the side: The (ring) key required to adjust the spring base is in the tool kit. In general, it can be said that the upside-down fork is sensitive and cleanly filters out the carelessness of road builders. Kawasaki relies on Japanese material for the brake calipers, which are attached radially as is customary today, and adorned with their own logo. Effect and hand strength are at the same high level as the competition, who unanimously rely on Brembo.
Another peculiarity of the test Kawa is not to be influenced by handwheel or in any other way. The four-cylinder, which is basically quite rough, develops such rough vibrations between 7000 and 9000 tours that you should avoid this area if possible. Which is not a problem in view of the precisely operated switch box.
In addition, of the promised 143 horses on the roll, only 137 start their service. Perhaps this engine was simply unlucky enough to be the first to be installed Monday morning after the start of the shift. The seating position is much more active than on the Suzuki, but still comfortable enough to empty the 19-liter tank, which is quite wide in the knee area, from time to time.
Details about the Kawasaki Z 1000 SX
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Kawasaki Z 1000 SX.
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A large part of the additional weight of the Kawa is likely to come from the massive exhaust.
A large part of the additional weight of the Kawa is likely to come from the massive exhaust.
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The eye is delighted: analog tachometer. But: between the 7 and the 9 it gets really edgy.
The eye is delighted: analog tachometer. But: between the 7 and the 9 it gets really edgy.
jkuenstle.de
The Kawa is the only one to brake not with Brembo, but with Japanese goods.
The Kawa is the only one to brake not with Brembo, but with Japanese goods.
Honda Fireblade SP
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Honda Fireblade SP
To do this with the Honda Fireblade, it takes a bit of suffering. It is true that the ergonomics of modern super athletes are à la compared to the older generations Ducati 916 downright chopper-like, but the handlebar ends are at the same height as the seat bun, which puts a corresponding load on the forearms. With a difference of around 20 centimeters between the bench and the handlebars, the three colleagues are roughly on a par.
The fact that the Fireblade, which was presented in 2008, is now getting on in years and is a bit behind current athletes à la Yamaha R1, is not only noticeable in the top performance of “only” 180 hp, which incidentally all appeared on the test bench role, but also due to the extensive lack of modern electronics. There is an electronic steering damper and an ABS system that always brakes front and rear, but that’s about it. The missing gearshift assistant is hardly missed on the country road, but a traction control is definitely missing. After all, the Honda engine is pressing hard and doesn’t have to hide from the latest athletes in midrange power.
From 4000 rpm, when the exhaust flap opens and the sound grows grumpy, the foursome really pulls on the chain, bites hard in the middle and continues to turn lively up to around 12,500 rpm. The competition has long since given up.
In general, the Blade feels under-challenged, not to say bored, with the possibilities that the country road allows. This is especially true for the SP version involved in this test. With a proud price of 18,290 euros, it is a hefty 5495 euros above Suzuki and Kawa, a good thousand above the Ducati and 3100 euros above the standard blade. For this money you get the finest goods from Ohlins, front and rear, Brembo monoblock pliers and other triple clamps with handlebar stubs clamped a little lower. In addition, there is no pillion seat, and the rear frame is accordingly more delicate and lighter.
Despite the fact that the basic set-up of the chassis is intended for the loads on the racetrack, i.e. it is quite tight for the country road, the fork in particular is a poem. When it comes to responsiveness and feedback, no one can fool you. Turning in is just as precise. Aiming at the line, leg pressure, done. She only has to bow to the unbeatable bustling monsters in fast alternating curves.
The mounted Pirelli Diablo Supercorsa SP rubbers contribute to the precise steering behavior and the good feedback, but are thoroughbred sports skins that need temperature to work properly. Traction control would be all the more desirable. Nevertheless, regardless of its age, the Blade is an expensive and formidable burner, the potential of which cannot even be explored on the country road.
Details about the Honda Fireblade SP
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Honda Fireblade SP.
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There is all sorts of digital things in the cockpit. The bar tachometer dominates the action.
There is all sorts of digital things in the cockpit. The bar tachometer dominates the action.
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When it comes to the appearance of the material, the Honda is in a league of its own. The proof: aluminum swing arm with beautiful welded seams.
When it comes to the appearance of the material, the Honda is in a league of its own. The proof: aluminum swing arm with beautiful welded seams.
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The rear frame of the SP is not loaded with a passenger and is accordingly filigree.
The rear frame of the SP is not loaded with a passenger and is accordingly filigree.
Ducati Monster 1200 S Stripe
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Ducati Monster 1200 S Stripe
That leaves the Ducati Monster, which competes here in the top version S Stripe. As already indicated above, she is the queen of handling. None of them scurry through the Winkelwerk in a more agile manner, although the Monster concept also has the best prerequisites. The pilot sits actively, has the widest handlebar in his hand and under him the narrowest crankshaft in the field, which also tends to turn the least and therefore only builds up low mass moments of inertia.
In addition, this test monster seems to have had a lucky hand in choosing their manufacturing tolerances. Seldom has the editorial team come across such a smoothly running L-Twin. In addition, it exceeds its factory specification of 138 hp on the roll by five horses, and when it comes to torque, the V2 is a source of joy and a guarantee for raised corners of the mouth. Which is partly due to the powerful banging that escapes the two fat exhaust stumps. Unfortunately, they are so wide that the right heel always hits them when the foot is sporty.
The three four-cylinder engines are acoustically much more restrained, which is not necessarily a mistake in a sensitive neighborhood. The fact that the Duc is not all gold is shown by the transmission, which can be shifted relatively resinously. In addition, the clutch, which is the only one that is operated hydraulically, requires the greatest possible manual force.
Sunshine reigns supreme again with the spring elements. Here, too, fine goods from Ohlins are used, and apart from a slight tendency for the fork to chew, there is hardly any reason to complain. The balance between front and rear is by far the best in the field, and so it happens that with this monster you iron across roads of the penultimate order, while on the Suzuki you think you’re already at the rodeo. So much for the hardware.
In terms of software, the Monster offers pretty much everything that is possible today. ABS is already set, ditto the traction control. Both can also be set individually. In addition to three designs of the colored TFT cockpit, there are also several mappings, whereby the setting “Sports” lets the 1200-cubic bigbore-twin respond badly. in the “Touring”-Mode is wonderfully soft, so that in practice this is mostly active. Incidentally, the cockpit designs and the settings of the driving aids can be configured almost freely.
The driven version Stripe owes its name to a “rally stripe” running lengthways over the vehicle and costs a thousand more than the unstriped sister S. In addition to the said decoration, various carbon applications such as the nothing of the front wheel cover and an extremely tightly cut lamp mask belong to Ducati’s Stripe -Package. The fact that it still looks poor with the wind protection is in the nature of a naked bike. Otherwise the two S-monsters are identical. And so it is by no means paradoxical that the Ducati takes the most points in this group test at the end of the day. And the emozione and passione factors inherent in all Italian motorcycles have not yet been taken into account.
One last thing: a paradox is when a vegan has butterflies in his stomach. It is quite possible that he drove monsters shortly before.
Details about the Ducati Monster 1200 S Stripe
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Ducati Monster 1200 S..
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Nice is different: the left side of the engine is hidden behind a tangle of hoses.
Nice is different: the left side of the engine is hidden behind a tangle of hoses.
jkuenstle.de
The TFT display not only brings color into the cockpit, it also provides comprehensive information in a variety of designs. Here in touring mode.
The TFT display not only brings color into the cockpit, it also provides comprehensive information in a variety of designs. Here in touring mode.
jkuenstle.de
Fine Ohlins goods lead the front wheel. The tight camisole decorates more than it protects.
Fine Ohlins goods lead the front wheel. The tight camisole decorates more than it protects.
Technical data and measured values
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The disguised Suzuki GSX-S 1000 F has to prove itself in the field of competitors.
Performance chart
PS
Power on the crankshaft, measurements on Dynojet roller dynamometer 250
When looking at the performance curves, it becomes clear that the Suzuki is based on a former sports engine, because despite the smaller displacement than the Kawasaki, it develops significantly more power than this. In addition, the blue four is very easy to turn, so that the torque hanger is less important than the diagram might suggest.
The very high-revving Honda shows how it can be done, and although it is no longer at the forefront in terms of performance in terms of performance, what is offered is more than sufficient for the country road. Much more.
Ducati speaks its own language. Admittedly, it benefits from its displacement advantage, but the fact is: in the realistically usable speed range of 3000 to around 7000 revs, it is way ahead.
Conclusion
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Victory is a close one, but in the end the Duc emerged victorious in our test.
Test result
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Ducati Monster 1200 S Stripe
1. Ducati Monster 1200 S stripe
The victory is close, but won is won. The extremely smooth drive of the test bike in particular scores a ton of points. In terms of handling, too, this monster doesn’t show anything. But you don’t just have to want to afford it, you also have to be able to do it.
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Honda Fireblade SP
2. Honda Fireblade SP
How now, the super athlete doesn’t iron the field? In principle yes, because the chassis and drive are on a different level. You may or may not like the seating position, but the absence of traction control ultimately costs you the points you need to win.
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Suzuki GSX-S 1000 F.
3. Suzuki GSX-S 1000 F.
A walk through looks different, but you also have to keep an eye on the price difference of well over 4000 euros. With more appealing spring elements and a more active seating position, a lot more would be possible. Looks a bit conservative in the test field despite its hammer engine.
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Kawasaki Z 1000 SX
4. Kawasaki Z 1000 SX
By far the most touristic bike in this field. That goes well with the country road, but the sluggish handling, including the high pitching moment when braking and the motor, which vibrates roughly between 7000 and 9000 tours, screw up a better result.
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