Comparison test: Japanese naked bikes

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Comparison test: Japanese naked bikes
Jahn

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Comparison test: Japanese naked bikes

Comparison test: Japanese naked bikes
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…or go home! Big bore instead of boring, power instead of phlegm, muscleman instead of wallflowers. The Japanese nude scene, especially the Honda CB 1300 S and Yamaha FZ1, doesn’t do things by halves. Right in the middle: the new Suzuki Bandit 1250 S. Executor or victim?

Volkmar Jacob

02/13/2008

A shadow scurries at breathtaking speed through the curves of the southern French hinterland. The schematic shape draws an excellent line, nothing seems to disturb the vehicle. Regardless of whether it is a fast curve or a hairpin curve: the mysterious stranger sticks firmly to the ground.

Who is this mysterious figure? Is it ?? listen and be amazed? a Suzuki Bandit. More precisely: around the brand new 1250 S. Its significantly tighter chassis allows the 2007 version to walk surprisingly quickly. No comparison to its super soft predecessor. However, there is also a catch: the response behavior of the fork and shock absorber could be a bit more sensitive, the large bandit forwards rough bumps quite clearly to its pilot. His companions, the Honda, can do that CB 1300 S and the Yamaha FZ1, a little better. Designed to be very comfortable, the Honda in particular paves even the worst mogul slopes to a wrinkle-free surface. A poem with which gentleness the CB glides through the streets. As a result, the Honda is somewhat more unstable than the Suzuki when cornering. Not tragic and felt only latently. Their fine steering behavior and acceptable handling more than make up for this small flaw. The real curve queen is called the Yamaha FZ1. I beg your pardon? The FZ1 of all things? It had to take some bitter criticism when it appeared last year. Yes, but that was once upon a time. The importer asserts that 2007 will be technically at the FZ1 haven’t changed anything, but this copy drives noticeably differently. This may be largely due to the Dunlops being assembled for the first time.

The D 221 in the special specifications ?? A ?? and G?? goes well with the yam. The spring elements also feel well-engineered. If the very hard spring of the rear damper is set to minimal preload and the rebound stage is completely closed with the exception of a click, the FZ1 scurries through its meandering ultra stable and extremely nimble. Despite a fat 190 rear wheel slippery, it takes alternating curves in the storm and burns in an irresistible manner through the radii. For this pace, of course, the FZ1 requires an active driving style. The dance works best with hanging-off, pressure on the thighs against the tank and bench, and a good pull on the handlebars. But even those who don’t do gymnastics will be impressed by the Yamaha with its absolute directional stability and its precise steering behavior. The latter caused pensive tester looks at the Suzuki. The driver has to use a lot of force to push the bandit into an inclined position and to keep it on the chosen line. Most likely a consequence of the first tires (Dunlop D 218 ?? T ?? and ?? N ??). However, only a test ride on other rubbers can provide complete certainty. PS does not forget the problem and will soon provide findings with other skins, but is now devoting himself to the current situation.

There is good news to report from the Suzuki’s engine. With the introduction of the Euro 3 standard, it was high time for a successor to the air / oil-cooled unit, which in its original form already fired the GSX-R 1100 between 1986 and 1991. The new drive is liquid-cooled and equipped with an ignition / injection system and a regulated catalytic converter plus secondary air system. This means that the gang boss is up to date. The progress is also evident in the new, properly shifting transmission with sixth gear as overdrive. The increased displacement is particularly impressive: with the same bore (79 mm), the stroke increased from 59 to 64 mm. This creates a full 1255 cm3.


Comparison test: Japanese naked bikes


Jahn

Yamaha receives the award for the best looks.

Despite the larger displacement, the nominal output of 98 hp remains unchanged. However, the big block now generates more torque: 108 Nm (Bandit 1200: 92 Nm) is certified by the manufacturer as the big crook. As usual, the Bandit’s power and torque spread upwards on the PS test bench: the Suzi presses a whopping 108 PS and 115 Nm onto the roller. The way the 1250 releases its power is impressive. It is true that the new four-cylinder accelerates a little hard, but once it is pulled it pushes evenly and sustainably from idling speed; Burns, accompanied by fine, but not annoying tingling, vehemently through the speed range. The power salvo lasts up to 7000 rpm, then the Suzuki acts slightly tough and unwinds the last 2500 rpm up to the locking speed at 9500 rpm without any noticeable increase in performance. On the contrary: the performance curve (see diagram on page 41) even shows a clear drop for a short time at 8500 rpm. So speed orgies are not her thing, the bandit life takes place between 2000 rpm and 7000 rpm.

Quite different with the Yamaha. The naked sports cannon with the modified engine from the R1 goes to work in a comparatively restrained manner and only really starts firing from 7000 rpm. Then, accompanied by a snotty babble sound from the pithy silencer, it rushes relentlessly and greedily into the five-digit range. The FZ1 constantly generates more juice with every revolution of the crankshaft, and it delivers maximum output at the locking speed of 11500 rpm: an incredible 147 hp. A racer in an Adam’s costume. The gruff throttle response remains to be criticized. Although the Yamaha is no longer as super hard on the gas as it was last year, the power input is still too abrupt.

And the CB 1300 S? She also struggles a bit with load changes. But they are not as pronounced as with the yam, are more on the Suzuki level. Once on the gas, the displacement giant draws immense power from an enormous 1284 cm3 with confidence and serenity. The massive crankshaft shovels a solid 120 hp and a fat 123 Nm of torque to the gearbox. This thrust drives the cargo, which has not been technically changed since 2005? there were only a few color variations ?? sweeping across the prairie. The fine vibrations of the CB hardly interfere, your driver can enjoy surfing on the huge torque wave. Despite its cubic capacity advantage, the Honda lags a little behind the other two in everyday sporting activities. The Bandit and the FZ1 march forward a bit more energetically, go to work a little more briskly. This is especially true on winding country roads, where a crisp pulling out of tight bends brings crucial meters. A small experiment shows how the three opponents start to power: On a straight stretch, the three Japanese women drive side by side in second gear at the same speed (around 50 km / h). At the same time, the drivers give full throttle on command. The bandit dashes away, just behind the FZ1. This catches up with increasing speeds, the CB, on the other hand, follows with a small respectable distance. One gear higher, same speed, same picture: Suzuki in front of Yamaha and Honda. Their afterburner ignites comparatively late; Brutal thrust comes only from 5000 rpm, which already subsides again at around 7000 rpm.


Comparison test: Japanese naked bikes


Jahn

Heavy Honda with the most pounds.

An almost objective experiment that doesn’t necessarily reflect the subjective driving impression on the CB 1300 S ?? the Honda looks much more powerful than this attempt suggests. Another surprise of this attempt is the FZ1: The fact that it is ahead at relatively low speeds despite its torque disadvantage is mainly due to its low weight. At 217 kilograms, the Yam weighs 37 kg less than the Bandit (254 kg) and a remarkable 49 kg less than the CB 1300 S (266 kg).

Other topic. Brakes. The CB 1300 S and the Bandit 1250 S have ABS as standard. Both systems work first class. You do not intervene too early, the control intervals are very short and the brake pressure builds up quickly. However, the systems require a little more manual force to effectively brake the respective vehicle. The FZ1 is different: its stoppers are reminiscent of the speed-to-heat converters used by super athletes: crisp, transparent, superbly easy to dose. However, an anti-lock device is reserved for the disguised sister model Fazer.

Three shadows scurry through the curves of the southern French hinterland at breathtaking speed. The secrets have been revealed, the companions known: With the Honda CB 1300 S, Suzuki Bandit 1250 S and Yamaha FZ1 Japan has built fine play equipment for naked bike fans.

Conclusion: The Yamaha FZ1 had to take severe criticism in its 2006 release year. And now the unexpected: test victory! How come? The yam has become more pleasing. Officially, nothing has technically changed on the 2007 model, but the FZ1 drives noticeably differently. It is no longer as ultra-hard on the gas as it was last year, and the suspension elements seem to be more suitable for everyday use. One obvious difference: the tires. The Dunlops are an excellent match for the FZ1 and give their pilots a lot of fun on the bends. Second place is shared by Honda and Suzuki. The CB 1300 S is a sympathetic power man; a good and reliable buddy for every day. The Bandit 1250 S has what it takes to be a winner, but its bulky cornering behavior? as I said: the tires? prevents better placement.


Comparison test: Japanese naked bikes


Jahn

Had more potential and what it takes to be a winner: Suzuki Bandit 1250 S.

Data:

Honda CB 1300 S.

Drive: four-cylinder in-line engine, 4 valves / cylinder, 85 kW (116 PS) at 7000 / min *, 117 Nm at 6000 / min *, 1284 cm3, bore / stroke: 78.0 / 67.2 mm, compression ratio: 9 , 6: 1, ignition / injection system, 36 mm throttle valve, hydraulically operated multi-plate oil bath clutch, five-speed gearbox, U-Kat
Chassis: tubular steel double loop frame, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1515 mm. Conventional telescopic fork, Ø fork inner tube: 43 mm, adjustable in spring base and rebound,
Directly hinged stereo struts, adjustable in spring base and rebound, spring travel front / rear: 120/116 mm

Wheels and brakes: cast light alloy wheels, 3.50 x 17″/5.50 x 17″, Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Michelin Macadam 100 X ?? C ??, ?? D ??. 310 mm double disc brakes with four-piston fixed calipers at the front, 256 mm-
Single disc brake with single-piston floating caliper at the rear

Dimensions and weights: Length / width / height: 2220/825/1240 mm, seat / handlebar height: 815/1040 mm, handlebar width: 645 mm, 266 kg fully fueled, v./h .: 49.5 / 50.5%
Rear wheel power in last gear: 82.2 kW (112 hp) at 208 km / h

Driving performance: Acceleration 0 ?? 100 /
150/200 km / h: 3.3 / 6.5 / 13.0 s, pulling 50 100/100 150 km / h: 4.8 / 5.3 s
Top speed: 230 km / h
Consumption: Fuel type: Normally unleaded, average test consumption: 9.9 liters / 100 km, tank capacity / of which reserve: 21 / 4.5 liters, range: 212 km

Price: 11290 Euro (plus utilities)

Suzuki Bandit 1250 S.

Drive: four-cylinder in-line engine, 4 valves / cylinder, 72 kW (98 PS) at 7500 / min *, 108 Nm at 3700 / min *, 1255 cm3, bore / stroke: 79.0 / 64.0 mm, compression ratio: 10 , 5: 1, ignition / injection system, 36 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat and SLS

Chassis: tubular steel double loop frame, steering head angle: 64.7 degrees, caster: 104 mm, wheelbase: 1485 mm. Conventional telescopic fork, Ø fork inner tube: 43 mm,
adjustable in spring base, central spring strut with deflection, adjustable in spring base and rebound, spring travel front / rear: 130/136 mm

Wheels and brakes: cast light alloy wheels, 3.50 x 17″/5.50 x 17″, Front tires: 120/70 ZR 17, rear: 180/55 ZR 17,
First tires: Dunlop D 218 ?? T ??, ?? N ??. 310 mm double disc brake with four-piston fixed calipers at the front, 240 mm single disc brake with single-piston floating caliper at the rear

Dimensions and weights: Length / width / height: 2120/850/1240 mm, seat / handlebar height: 790 or 810/1045 mm, handlebar width: 680 mm, 254 kg with a full tank, v./h .: 51.0 / 49 , 0%
Rear wheel power in last gear: 74 kW (100 PS) at 251 km / h

Driving performance: Acceleration 0 ?? 100 /
150/200 km / h: 3.4 / 6.5 / 14.2 s, pulling 50 100 / 100-150 km / h: 4.6 / 5.4 s
Top speed: 230 km / h
Consumption: Fuel type: normal unleaded, average test consumption: 8.9 liters /
100 km, tank capacity / of which reserve: 19 / k. A. liters, range: 213 km

Price: 8590 Euro (plus utilities)

Yamaha FZ1

Drive: four-cylinder in-line engine, 5 valves / cylinder, 110 kW (150 PS) at 11000 / min *, 106 Nm at 8000 / min *, 998 cm3, bore / stroke: 77.0 / 53.6 mm, compression ratio: 11 , 5: 1, ignition / injection system, 42 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Chassis: light metal bridge frame, steering head angle: 65.0 degrees, caster: 109 mm, wheelbase: 1460 mm. Upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression, central spring strut with deflection, adjustable in spring base and rebound, spring travel front / rear: 130/130 mm

Wheels and brakes: cast light alloy wheels, 3.50 x 17″/6.00 x 17″, Front tires: 120/70 ZR 17, rear: 190/50 ZR 17 First tires: Dunlop D 221 “A.”, “G”. 320 mm double disc brake with four-piston fixed calipers at the front, 255 mm single disc brake with single-piston floating caliper at the rear

Dimensions and weights: Length / width / height: 2140/790/1240 mm, seat / handlebar height: 800/1010 mm, handlebar width: 685 mm, 217 kg fully fueled, v./h .: 50.2 / 49.8%
Rear wheel power in last gear: 97 kW (132 PS) at 267 km / h

Driving performance: Acceleration 0 ?? 100 /
150/200 km / h: 3.6 / 5.9 / 10.3 s, pulling 50 100/100 150 km / h: 5.2 / 5.3 s
Top speed: 252 km / h
Consumption: Fuel type: Super unleaded, average test consumption: 9.9 liters / 100 km, tank capacity / of which reserve: 18 / 3.4 liters, range: 181 km

Price: 9869 Euro (plus utilities)

Measurements:

Clearly visible in the diagram: the different characters of the four-cylinder. The Yamaha works cautiously around the bottom, but tears all the more brutally on higher tours. The new Bandit fires up to 7000 rpm, after that it runs more poorly than right in the direction of the limiter. The Honda generates more power and torque than the Bandit, but can only show its superiority from 5000 rpm. Among them, the Suzuki is even slightly ahead.


Comparison test: Japanese naked bikes


Jahn

And all together again.

Reviews:

Honda CB 1300 S.

Engine:
Massive steam ram with plenty of power and torque. The big block generates a huge punch between 5000 / min and 7000 / min.

Landing gear:
The comfortably designed spring elements work perfectly on pitted surfaces. Passable handling, not ultra stable in corners Great ABS.

Ergonomics:
Wide, high handlebars, deep notches, upright posture ?? nearly perfect. There is a deduction for the crumple seat cushion and the handlebar positioned a bit far away.

Driving fun:
Power block meets comfortable sofa: the CB 1300 S is a good-natured fellow with a lot of punch. Still, you can really let it rip on the Honda.

Verdict:
The Honda collects points evenly, which secures its second place. A respectable one
Result for a motorcycle that was last technically modified in 2005.

2nd place, 16 points

Suzuki Bandit 1250 S.

Engine:
Despite the lowest horsepower yield, the drive is at the forefront thanks to its great power and torque curve. The drop from 7000 rpm is hardly noticeable in practice.

Landing gear:
The Suzi is very full due to its tight spring elements. Shortcoming: insensitive response behavior. Your unwilling turn-in behavior is annoying, the ABS works well.

Ergonomics:
The triangle consisting of seat, handlebars and footrests fits perfectly, the pilot sits comfortably and actively drives. The height of the bench can be adjusted in two ways.

Driving fun:
The new engine is thrilling, a good hit. Only the bulky cornering behavior prevents more points. The spring elements respond somewhat insensitively.

Verdict:
It wasn’t quite enough for a win, keyword cornering. Still a very attractive motorcycle, especially since it was by far the cheapest in the test field.

2nd place, 16 points

Yamaha FZ1

Engine:
Lowest torque, highest peak performance: The modified drive of the R1 is a real sports fan. The load changes disturb.

Landing gear:
Great fork and, thanks to the modified setup, great shock absorber. The yam angles precisely and lightly, and is extremely stable in the curves.

Ergonomics:
A dead straight handlebar mounted close to the driver and pegs fixed far forward make the FZ1 something exotic. Original, but takes some getting used to.

Driving fun:
Exuberant power, snotty sound, precise chassis: the FZ1 turns on. A real source of fun when the pilot shows commitment.

Verdict:
Successful synthesis of powerful drive and sporty chassis. Only the seating position is not convincing. Bad bike for bad guys.

1st place, 17 points

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