Comparison test of V2 character bikes

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Comparison test of V2 character bikes
Bilski

Comparison test of V2 character bikes

Water, earth, fire, air

The ghost in the machine? Nowhere is it as pronounced as in large V2 machines. Vividly they turn the soul of their technology outward as a mobile material, for their drivers they are worldview and creed.

Grasping the essence of things has been what drives people since ancient times. In ancient Greece he thought
Philosopher Aristotle unlike today’s chemist that all matter consists of
four primordial elements water, earth, fire and
There is air. Through the combination of their properties and the action of the two basic forces love and hate, all other things would arise from them.
This should also apply to the air-cooled and uncovered V2 motorcycles. Especially since they are loved. Reduction to the essentials, including proudly spread cylinders, are seen by many as the archetype of a motorcycle. Only the correct cylinder angle remains a science in itself. Better 45 degrees like Buell, their 75 like Yamaha or a 90 degree unit from Ducati
and Moto Guzzi? Opinions differ here, reason enough to search for the Philosopher’s Stone. Under four highly independent elements.
They are motorcycles for people,
who like to touch and hear beautiful things. These machines invite you to do this, they appeal to all the senses. The compact and down-to-earth Yamaha BT 1100 as well as the fiery Ducati Monster 1000 S, top model of the two-valve monster. Liquid shapes bless the Moto Guzzi Coppa Italia from Lake Como, technically and optically the spearhead of the V11 models. The US forge B.The »CityX« XB9SX is actually contributing. It is based on the previous Lightning with the same 985 cm3 engine.
The windshield and dummy tank of the American bike are airy and transparent, the broad cross handlebars with cross braces with hand protectors and lamp grille are combative. Equipped in this way, the City-Crosser displaces the two previous nine-series models. And remains significantly cheaper with 9589 euros-
tiger than the XB12 models with 1.2 liter displacement. This is supposed to make more ghosts overflow into the Buell camp.
It is pleasurable to take the bull by the horns. The knee angle is casual, and the two centimeter higher bench seat also radicalizes the already extremely compact Lightning. Much more front-wheel-oriented than on the Monster, it is believed that the CityX has already had a rear-end collision.
Even this sitting posture polarizes. Fans and despisers, there’s nothing in between. Erik Buell inspires the search for something special. He found it. Fuel in the mighty, arched bridge frame, engine oil in the asymmetrical swing arm, stovepipe exhaust under the engine. The rear looks like you have the flex quickly
scheduled. Everything stays different. And the
Passers-by spit away. Young people in particular are enthusiastic about the martial design. Driving a Buell is about as inconspicuous as running naked through the city.
Despite the urban name? nothing like out of town. Awakened to the accompaniment of a new, quieter fuel pump
the engine spontaneously with a throaty “Vromm”. No, it doesn’t pulsate as violently as the 12s when idling, the earthquake doesn’t occur. Instead, the two-stage fan for the rear cylinder will soon be buzzing in stop-and-go traffic.
The five gears of the revised gearbox slide smoothly without a crack; they rested safely at all times. Long shift travel shows that there are huge gears here
be pushed into each other. Agricultural machinery feeling.
The measured 83 hp Stone Age twin comes off the clutch impatiently and runs smoothly from the start. But the large flywheel and the long gear ratio take their toll. Okay, downshift once, and let the tachometer needle click far into the yellow area, then it’s fine forwards. Turning out is no problem thanks to the short stroke, the speed limiter almost comes a little early. A suspension in rubber elements tames the vibrations of the archaic internal combustion engine.
The chassis is better tuned than with previous Buells. The upside-down fork digests unevenness in a stable and clean manner, its immersion tubes grew from 41 to 43 millimeters in diameter. Welcome to reality, Americans can build sports bikes. When you set off, you think you’re piloting a mountain bike, that’s how easy the CityX, which weighs 205 kilograms, turns around the corner. Handling only becomes sluggish in very fast alternating curves. But a little physical effort fits the concept.
The fully adjustable suspension strut guides the rear wheel comfortably, but not spongy. The balance between front and back is successful, the Buell is fuller than the monsters. Despite its radical geometry, the city crosser runs straight ahead even at high speeds. That means something with only 1.32 meters of wheelbase and 83 millimeters of caster, and the fork is also 69 degrees steep. The wide handlebars twitches only slightly when heating on furrowed stretches of road.
Best of all, the Buell got the new tires, Pirelli Scorpion Sync. Offer a lot of self-cushioning and good grip. The agonizing tendency of the Dunlop D 207 to erect remains alien to them. The six-piston pliers bite firmly and clearly from the inside on the individual disc. It measures an impressive 375 millimeters and is screwed directly onto the rim flange. MOTORRAD top tester Georg Jelicic sums up the thesis of the Buell fun bike: »A great motorcycle. So that super athletes drive crazy in the Black Forest … But then with a 1200 engine, please. “
No reason for Monster drivers to hang their cylinder heads. After all, they have it all. As is typical of the brand, a desmodromic system not only forces the two valves per cylinder into the combustion chamber, but also drives them out again without springs. A special feature of the 1000 is the power of the two candles with which
it ignites the mixture. Filling and double ignition fit perfectly. The low consumption of 130, a moderate 5.3 liters, and the homogeneous torque curve at a high level demonstrate the good efficiency of the engine.
Almost too rational arguments for the emotional engine. Turns up freely, turns and pushes in every situation. Almost. Because the start-up and warm-up behavior is pretty modest. During 3500 tours in fifth and sixth gear, the otherwise supple 90-degree V2 rumbles rather listlessly. But shortly afterwards you cheer for joy, become one with your engine. Gasoline burns in the heart.
A whopping 94 hp are available at 8200 tours, the highest peak performance of the quartet. More than enough for forced country road rides. Especially since the monsters like to lift the front wheel, highly predictable thanks to the spontaneous response behavior. “Bodomm” roars the cultivated V2, the dry clutch rattles annoyingly when idling. And working on the clutch lever requires strong forearms in the long run.
Otherwise, dealing with the four hundred pound light smile monster is not difficult. Apart from the large turning circle and the poor pillion space. In the S version, this is hidden under a cover. So better sit right in front. In terms of feeling, the handlebar is clamped directly to the large, hollow front axle. You (or women) are stretched over the extended tank for a long time and enjoy a lot of feeling for the front wheel. The sporty, crisp seating position should be a bit more relaxed on tour.
Even after twelve years, the styling still looks fresh. The centerpiece is the characteristic mesh frame of the former Ducati superbikes. The sporty genes also shimmer through in the shock absorber. A lever on the upper eye ensures a progressive effect, the rear can be lifted with a tension strut without changing the spring preload.
What is missing is adjustable compression damping. So the monster rocks on fast bumps, pumps the moderately appealing Sachs shock absorber. The deep sagging stern relieves the fork excessively. Braking hard, the Duc begins to prance slightly, twitching the handlebars the hardest on the MOTORCYCLE kickback track. And on the track with the unstable windshield. Nevertheless, the Monster remains a sensual and fast motorcycle with delicious details.
The Yamaha Bulldog also has plenty of this, including sensual curves and curves. The Italians can do it with nuanced forms. Yes, because final assembly and frame production take place at Belgarda in Italy. Reflecting on a great past. The Japanese undoubtedly build great V2 bikes, such as the SV or VTR 1000. But only a Nippon bike with a V-twin has achieved cult status, the then luckless Yamaha TR1 from 1981. The Bulldog unit is based on its engine, with more stroke increased from 981 to 1063 cm3.
The irony of fate is that the 20 years younger BT 1100 mobilizes six less horsepower, 65 are now official. You accelerate the five quintals quite slowly. Not so the draft, which can be seen like the smooth running. It is no coincidence that the deep sound is reminiscent of a ship’s diesel. It’s already over at 6000 rpm, even in fifth gear the Yamaha runs prematurely into the limiter. A sixth could reduce the high consumption. No catalytic converter, only a secondary air system is on board, that will be different in 2005.
Fine-tuning would also do the chassis good. The fork springs, which are far too soft, allow the front to bob with every gas-to-gas. When reaching for the brutally gripping four-piston stoppers from the original R1, the slack front disappears in nirvana, despite the preload option. The front wheel folds in dramatically in an inclined position. Waking up Yamaha, that is not without risk, as is the manifold that hits hard to the right when you drive extremely hard.
So rather relaxed torque surfing. The comfort is in fact perfectly fine, also for the passenger. Even the cardan reactions are limited. However, only the preload can be regulated on the Sachs shock absorber. In this respect, the comparatively inexpensive Bulldog is something for the leisurely touring driver who is looking for a soft and (mostly) good-natured vehicle.
The driver’s position behind the towering 20-liter tank is unique. Nailed into the pronounced seat recess and far removed from the action. The poorly cranked handlebars twist the forearms. And when maneuvering at a standstill, the Bulldog is surprisingly agile while driving. Even a beauty is not forgiven for everything.
You don’t even need that with the colorful Coppa Italia. Active driving and perfect, she has what it takes to turn Guzzi haters into bumper junkies. In terms of details, chassis and quality impression, Guzzi reached a new dimension with his best and most expensive motorcycle. 13,780 euros for pure sin.
The Coppa Italia has the most neutral suspension of its brand. The other V11 models already have the formidable ones
Bridgestone tires BT 020 driven out their bitchy wobbly. They harmonize perfectly with the noble Ohlins chassis of the Coppa Italia. Fully adjustable and extremely expensive. The upside-down fork alone, with its multiple titanium nitride coated and polished dip tubes, is a dream. Delicately responds to every hint of asphalt pimple.
It follows the road relief in a wonderfully transparent and sensitive manner. The suspension comfort meets high demands. The compression damping can be adjusted without tools on the separate expansion tank of the shock absorber. It’s just a shame that the castle nuts are difficult to access for pretensioning.
Undiluted and direct, this is how the Guzzi sticks into the curves. Taking the traditional advice, curves evenly under tension
circumnavigate, still has permission. Because certain cardan reactions are naturally inevitable and can lead to slight tumbling movements in an inclined position. The elongated machine follows the targeted line with great precision, footrests only scratch late and the side stand to the left. The steering damper has a good grip on the front on the lift pad, the tendency to pendulum is unknown to this V11 up to Vmax. Even when it rains, it gives a feeling of security. Great.
The golden and wide handlebar tapers towards the ends. Push your elbows out a little, it feels sporty. You even forgive the tight knee angle due to the high footrests. The knee grip on the tank, which is diamond-shaped when viewed from above, is poor. The bulges are too small, if you slide forward to facilitate handling, your knees hit the valve covers. Slide backwards in the seat and it’ll fit.
And the heart of the machine? The well-known 1064 cc two-valve engine. Because of its lengthways crankshaft, the Guzzi tilts first to the right and then back with every throttle in idle. And barks wonderfully from the black Lafranconi bags. It turns a little phlegmatic
Engine up, in push mode it barely brakes due to the large flywheel.
Unfortunately you can feel the torque hole in the important middle area ?? see performance diagram on page 70. And in the lower rev range, the test motorcycle was sometimes plagued by small gulps when applying the gas. That’s why they’re deep-
Frequent vibrations are not annoying, the six gears can be changed silently and smoothly. Even if not always very precisely. In contrast to the Duc, the loud rattling of the dry clutch only occurs when the clutch is pulled. Otherwise it is a great feeling when it thunders left and right evenly.
Almost a sacrilege to attribute to the Guzzi such mundane things as the best range and payload. And yet, character no longer only meets tradition, but also contemporary driving behavior and good everyday usability. Which ultimately brought the Guzzi a surprising test victory. Aristotle would certainly not have dreamed this any more than modern driving philosophers.

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Comparison test of V2 character bikes

Comparison test of V2 character bikes
Water, earth, fire, air

Scoring: drive

Ducati’s 1000 twin fuses are a big hit, with the best values ​​for acceleration and pulling power. The 1100s, which are one hundredweight heavier, can hardly follow the monsters. The not particularly fast-paced Bulldog is the only machine that still has carburettors. An injection, more power at the top and, ideally, a sixth gear would do her good. Otherwise your gearbox is okay.
The Guzzi-V2 has the strongest load change reactions and turns up due to the large flywheel. Poor acceleration, good draft. The archaic-looking V2 that Buell is
a willing starter, but weak. But he lives differently than
his 1200 brother is more about revs.

Scoring: chassis

Stable and handy, that’s how the Ducati drives ahead. However, Guzzi and Buell are making considerable strides.
The noble Ohlins chassis of the Coppa Italia offers plenty of reserves. In solo operation, the Buell is better than the Monster, but is not quite as accurate. You get the Pirelli tires splendidly. The Yamaha runs perfectly straight up to top speed, but falls
otherwise a little in solo operation.

Scoring: Security

The Buell shines with the best controllability of its six-piston stopper, which the huge brake disc from inside
includes. The freedom of inclination is also enormous, as nothing scratches. It is different with the Bulldog, as it rasps to the right when driving harder after the footrests on the exhaust manifold. It exists
the risk of being pried out. The braking stability is bad because the Yamaha fork springs are too soft.
The Ducati clearly leans when it handles the front brake. Your gold four-piston Brembo calipers are
identical to those of the Guzzi. The monster twitches at Holper-
quickly stretch the handlebars. The Guzzi saved her from that
adjustable steering damper.

Scoring: everyday life

Elementary things count in everyday life, such as the top range of the Guzzi of 460 kilometers on country roads. Added to this is their ease of maintenance and the highest
Payload of 211 kilograms. On the other hand, a measly 170
Kilos of the Ducati almost for solo use. In addition, the monsters like the Buell suffer from the small fuel tank? 15 liters here, 14 liters there.

Scoring: comfort

The Bulldog finally got a first place. Mainly because the pillion rider sits best on it by far. A case for Amnesty International is the Buell for the Bei-
driver. At the front, on the other hand, it’s great and compact. In the
Guzzi did not close his knees correctly, the praiseworthy protective disc roared deafeningly at high speed.

Scoring: costs / environment

When the wallet decides,
becomes a bulldog. Despite higher consumption, the Italo shines-
Japanese woman in the cost section. At the other end of the scale is the Buell ?? moderate in purchase price, expensive in the workshop. And with lousy pollutant values, because unfortunately there is no exhaust gas purification. In comparison, the Ducati Desmodromic is no longer so sinfully expensive in terms of maintenance. After all, the exorbitantly expensive Guzzi is the only one to offer a G-Kat and very elegant spring elements. The workmanship is also impressive.

1st place – Moto Guzzi V 11 Coppa Italia

Moto Guzzi V11 Coppa Italia A Guzzi wins
a comparison test, when was that last? Thanks to Aprilia, Ohlins and Bridgestone. Now the eagle has to get out of the economic turmoil.

2nd place – Ducati Monster 1000 S

Ducati Monster 1000 S The fiery red playmobile embodies a timeless and very dynamic driving concept ?? The engine and chassis set the best marks. But Buell rushes forward with giant strides.

3rd place – Yamaha BT 1100 Bulldog

Yamaha BT 1100 Bulldog A little too earthy. The beautiful, comfortable and inexpensive Bulldog needs more fine-tuning.
The engine is too good and thirsty, the soft fork creates problems.

4th place – Buell XB9SX CityX

Buell XB9SX CityX Take it or leave it. It doesn’t suit everyone. OK then. The best fun and show bike polarized, is not only well received visually. What is missing? A Kat, cheaper maintenance and more suitability for everyday use.

Technical data: Buell XB9SX CityX

engine
Air-cooled two-cylinder four-stroke 45-degree V-engine, crankshaft lying transversely, a balance shaft, four chain-driven camshafts below, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, injection, Ø 45 mm, no exhaust gas cleaning, alternator 520 W, battery 12 V / 12 Ah, primary drive via triplex chain, mechanically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt.

Bore x stroke 88.9 x 79.4 mm
Cubic capacity 985 cm3
Compression ratio 10.0: 1
Rated output 62 kW (84 hp) at 7400 rpm
Max. Torque 86 Nm at 5600 rpm
Pollutant values ​​(homologation) in g / km
CO 4.061 / HC 0.741 / NOx 0.177

landing gear
Bridge frame with integrated fuel tank made of aluminum, screwed rear frame, upside-down fork, Ø 43 mm, adjustable rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, internal disc brake at the front, Ø 375 mm, six-piston fixed caliper, rear disc brake, Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Scorpion Sync tires tested
mass and weight
Wheelbase 1320 mm, steering head angle 69 degrees, caster 83 mm, spring travel f / h 119/127 mm, seat height * 765 mm, weight with a full tank of 205 kg, load * 180 kg, tank capacity / reserve 14/3 liters.
Two year guarantee
colour blue
Price 9279 euros
Additional costs 310 euros

Technical data: Ducati Monster 1000 S

engine
Air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, one overhead, toothed belt-driven camshaft, two valves per cylinder, operated desmodromically, wet sump lubrication, injection, Ø 45 mm, double ignition, unregulated catalytic converter, 520 W alternator, Battery 12 V / 16 Ah, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain.

Bore x stroke 94.0 x 71.5 mm

Displacement 992 cm³

Compression ratio 10.1: 1
Nominal output 62 kW (84 PS) at 8000 rpm

Max. Torque 84 Nm at 6000 rpm

Pollutant values ​​(homologation) in g / km
CO 2.068 / HC 0.870 / NOx 0.047

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake rear, Ø 245 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 VR 17; 180/55 VR 17
Pirelli MTR 21/22 tires tested

mass and weight
Wheelbase 1440 mm, steering head angle 66 degrees, caster 96 mm, suspension travel f / r 130/148 mm, seat height * 803 mm, weight with a full tank * 200 kg, load * 170 kg, tank capacity / reserve 15 / 3.5 liters.

Two year guarantee

Colors red, black, yellow, gray

Price 10595 euros

Additional costs 200 euros

Technical data: Moto Guzzi V 11 Coppa Italia

engine
Air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying lengthways, a chain-driven camshaft located below, two valves per cylinder, bumpers, rocker arms, wet sump lubrication, injection, Ø 45 mm, regulated catalytic converter, alternator 350 W, battery 12 V / 30 Ah, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan.

Bore x stroke 92.0 x 80.0 mm

Cubic capacity 1064 cm3

Compression ratio 9.8: 1

Rated output 67 kW (91 hp) at 7800 rpm
Max. Torque 94 Nm at 6000 rpm

Pollutant values ​​(homologation) in g / km
CO 1.437 / HC 0.353 / NOx 0.149

landing gear
Central tubular steel frame, motor-
Load-bearing gear unit, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, triangular swing arm made of steel, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers , Rear disc brake, Ø 282 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Bridgestone BT 020 F / R »U« tires tested

mass and weight
Wheelbase 1490 mm, steering head angle 65 degrees, caster 103 mm, spring travel f / r 120/70 mm, seat height * 820 mm, weight with a full tank * 249 kg, payload * 211 kg, tank capacity / reserve 20.7 / 5 liters.

Two year guarantee

Color silver / red / green

Price including additional costs 13780 euros

Technical data: Yamaha BT 1100 Bulldog

engine
Air-cooled two-cylinder four-stroke 75-degree V-engine, crankshaft lying transversely, one overhead, chain-driven camshaft, two valves per cylinder, rocker arm, wet sump lubrication, constant pressure carburetor, Ø 37 mm, secondary air system, alternator 350 W, battery 12 V / 12 Ah, mechanically operated multi-plate oil bath clutch, five-speed gearbox, cardan.

Bore x stroke 95.0 x 75.0 mm

Cubic capacity 1063 cm3

Compression ratio 8.3: 1

Rated output 48 kW (65 hp) at 5500 rpm
Max. Torque 88 Nm at 4500 rpm

Pollutant values ​​(homologation) in g / km
CO 4.230 / HC 0.400 / NOx 0.110

landing gear
Bridge frame made of steel, load-bearing motor, telescopic fork, Ø 43 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 298 mm, four-piston fixed calipers, disc brake at the rear, Ø 267 mm, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 170/60 ZR 17
Tires in the test Metzeler ME Z3

mass and weight
Wheelbase 1530 mm, steering head angle 65 degrees, caster 106 mm, suspension travel f / r 130/113 mm, seat height * 800 mm, weight with a full tank * 251 kg, load * 199 kg, tank capacity / reserve 20 / 5.8 liters.

Two year guarantee

Colors blue, orange, black

Price 8650 euros

Additional costs 195 euros

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