Comparison test two-cylinder against four-cylinder

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Comparison test two-cylinder against four-cylinder
Gargolov

Comparison test two-cylinder against four-cylinder, Aprilia SL 1000 Falco, BMW R 1100 S, Kawasaki ZRX 1200, Moto Guzzi V 11 Le Mans, Suzuki Bandit 1200 S, Yamaha FZ1 Fazer

Legends of Passion

The opinions are as old as the engine concepts themselves: two-cylinder ramshackles are powerful and characterful, four-cylinder speed-hungry fellows without charm. Rolf Henniges and Jorn Thomas follow in the footsteps of ideologies.

A freeway parking lot in the early summer of 1982. A very old two-cylinder cucumber stops next to me, the driver swings out of the saddle, grabs his luggage and rolls it out in front of him. Sure, I thought, the good guy drove miles, now lies down in his sleeping bag and relaxes. But the supposed sleeping bag turns out to be a tool bag. Two meters long, weighs 30 kilograms. “My machine is alive. And she needs attention. ”I have never forgotten his words. They didn’t scare me, but rather fascinated me. And lured me into the charismatic world of the pounding, shaking character actors.
It must have been in the spring of 1987 that my friend Frank invited me for a test drive. Me, who until now had little under the biker‘s rear apart from an exhausted two-cylinder driving school carrot and my SR 500 dethrottled to a healthy 30 HP. And now that. Suzuki GSX-R 1100. The first. Around 230 kilograms and an incredible 135 hp came together. Suzuki claimed in contemporary advertisements that anything that could overtake the 1100s must have wings. No wonder, because what this subtle humming and hoarse screaming engine did at full thrust came closer to a jet taking off than an earthbound single-track vehicle. Instead of great yuckling and jerking, there was just pure power. Effortlessly and naturally.
Current prime example: Suzuki GSF 1200 Bandit – closely related to my four-cylinder first contact. Fed by Vegasers, the air / oil-cooled four-valve engine does not require any special technical gimmicks. Test bench result: 113 HP and over 100 Nm torque. The Kawasaki engine promises even more flavors – and it delivers: the water-cooled 1165 cm3 unit of the ZRX presses a whopping 120 hp and 112 Newton meters onto the role of the MOTORRAD dynamometer. Only one thing can do it better: the Yamaha FZS 1000 Fazer. Not at the forefront when it comes to torque, the five-valve engine releases a massive 139 horsepower. No wonder, the ultra-compact part comes from the sporty YZF-R1.
Okay Jorn, you are right. But motorcycles are not dishwashers that you buy based on consumption and performance. The feeling of riding something special sometimes shovels more luck under your helmet than speed and acceleration madness. For example, the BMW R 1100 S. It has a boxer engine, the four valves of which are each actuated by an artistically designed construction. The sectional view of the engine alone could compete with a surreal drawing by Salvatore Dali.
Or the Aprilia Falco. Enlivened by a Vauzwo with a 60 degree cylinder angle, transverse crankshaft and double ignition. With elaborate vibration compensation, dry sump lubrication and a pneumatically assisted coupling system. The heart of the Falco is as narrow as no other drive in this comparison. In addition, it is the lightest at 222 kilograms.
The Moto Guzzi V11 Le Mans with 254, however, the most difficult. May it be granted to her. The 90-degree V-engine with longitudinal crankshaft was originally designed by the Italians as a stationary engine and further developed over decades. Despite state-of-the-art production and a trend reversal in motorcycle design, the Italian has been able to save her peculiar incomparable charm and also a little of her sound over the turn of the millennium. In contrast, the whistling Japanese sound like a bunch of mechanical eunuchs.
I beg your pardon? Immediately off to detention on the step bench of the Kawa! Anyone who has at least a volatile residue of gasoline in their blood succumbs in no time to the 80s charm of the 250 kilo bolt. Even if the fairing, a concession to the wind protection, dilutes a good part of the original superbike feeling, it is present again at the latest when you set off. As always, the ZRX is surrounded by the myth of Lawson, Rainey and Co. like hot oil mist on the old Z 1000. It roars hoarsely from the four-in-one exhaust, the Kawa timelessly carries its distinctive, under-armored swingarm including two struts including expansion tanks and that Heck with the classic rump on display. Rustic, stable, robust. And that’s how it goes. Not particularly handy, with spring elements that are rather rough on the front and rear on bad roads, the Kawa pulls across the country. It somehow looks as if an extra weight was packed in from the start. The twelve, on the other hand, can shine with an emphatic power delivery of the well-established engine and the six-piston stoppers at the front, which produce a lot of deceleration with little manual effort. Oh yes, be careful with high-spirited superbiking. Braking in the curve does not find the ZRX with Bridgestone BT010 tires at all amusing and is stubborn.
I sense parallels to the Guzzi V11 Le Mans. She also gets angry when you brake in an inclined position. However, she is indifferent to the myth of Lawson and Co., who snorkels through her throttle valves. Even breathing a Guzzi at idle signals pure vitality: joyfully shaking, life-affirming tingling, erotic grumbling. The pistons pedal wonderfully in the cylinders, pushing out almost 80 Nm between 2500 rpm and 3500 rpm. Steam locomotive feeling sets in. From 5000 rpm the oscillating masses succumb to a compensatory effect, the V11 purrs like a panther in love and wants to be turned. Sounds tempting. However, driving a Guzzi has to be learned. The upper body bent forward, the thin handles on the stumps – a feeling as if the steering worked exclusively and much more directly than with the others via the handlebars. Precise dissection of the curve radius is also important. Then choose the right gear and gently pull on the gas. The Italian punishes unsafe, rough gas bumps with violent load change reactions. Le Mans loves professionals, is quite a diva and wants to be treated accordingly. It requires a firm grip in order to keep it on course at top speed, it does not allow the will of the driver to be consistently imposed on itself in tight bends, it wants to have a say in many driving situations. Has exactly those corners and acquaintances that spice up life. When sitting down, when driving, even when braking.
The Fazer rolling on the Metzeler ME Z4 has no problem with that. Braking is always and always. Yes, it is even thieving pleasure to drop anchor. The one-piece pliers at the front and rear go into the clinch with the discs with perfect dosing and, if necessary, with a brutal effect. It is reassuring that in the saddle of the 231 kilogram lightweight Yamaha you are always inclined to call up a large part of the massive power available in every speed range. From around 1000 rpm, the five-valve engine starts without a murmur, and goes seamlessly into a smooth forward thrust in order to finally doze off all the competition beyond the 8000 mark – even in sixth gear it whizzes towards the horizon, refreshing. A look at the data sheet speaks volumes: In the draft, only the Kawa holds against it – as long as it is solo and the Yamaha with passenger ballast. Horizontal bungee or fairground ride, that‘s how you could roughly describe the acceleration you feel in the saddle of the blue rocket. There it is again, the effortless and natural type of the large-capacity in-line four-wheeler that drives you straight into your stomach when the throttle valve is fully open. The Fazer knows how to drive anyway, even if comfort has priority over sportiness. The flexible coordination of the hindquarters, especially in pillion operation despite maximum spring preload and compression damping, as well as the rubber-mounted handlebar brackets soften the Fazer noticeably. On the fork side, on the other hand, everything is paletti: Completely adjustable over a wide range, it works effectively and inconspicuously.
Inconspicuous? The BMW doesn’t even want to be. Neither can she. Driving a BMW takes getting used to. Hardly any brake nodding thanks to Telelever, constant speed jolts from engine management and play in the drive train – successful cornering requires the driver to be willing to compromise. Almost as in any interpersonal relationship. But the absolutely perfect effect of the ABS and brake force-reinforced stoppers is also surprising. As soon as you touch it, speed quickly turns to a standstill – almost like stealing the battery from the Duracell rabbit. Solid mechanical engineering in connection with the exemplary safety and environmental package from the Bavarian, on the other hand, leave their mark: the R 1100 S weighs 247 kilograms. No matter. The boxer engine makes up for it. Consistently trimmed to the driving machine, the counter-rotating pistons reach over 80 Nm to the rear wheel from 2800 rpm. The tame and soft performance characteristics in the lower speed range are ideal for touring or riding passes. The pulsating boxing of the pistons is incredibly calming, almost meditative – what more do you want during this time? However, above 6000 rpm, meditation turns into vibration. The handlebar ends sometimes ensure that on the Bavarian 1100 the felt speed is higher than the actual. This is called the chill factor in the temperature range.
You can chill out on Ibiza. What counts are measurable facts. Compromises are superfluous with the four-cylinder. No getting used to or getting used to it, just inconspicuousness. The essence of the Suzuki Bandit. Part of the responsibility for this: their gentleman aggregate, the electric motor, so to speak, among the comparison candidates. The 1157 cm³ block picks up the gas without reading a fist, humming gently, but firmly, as it were from idle, in order to gain permanent gain beyond the 8000 mark without any form fluctuations or significant vibrations. Only at the very top does the vigor decrease a little. This sociable way continues with the chassis. The 247 kilogram bandit straps comfortably and smoothly across the country road. However, it exudes less sportsmanship, it simply lacks accuracy and handiness. The fork, which can only be adjusted in the spring base, as well as the spring strut adjustable in the spring base and rebound stage, offer enough reserves. Even for the transport of payloads.
Boredom, I hear you trot. Who today still uses motorcycles as a pure means of transportation? You are a partner in life. Tell you something and let yourself be part of the pulsating life, perfume the dreary everyday life. On Aprilia’s Falco, for example, you always think you’re in the fast lane. The greedy two-cylinder curses speeds below 3000 rpm, but then turns frenetically to the red area, never stingy with acceleration stimuli. Acoustically supported by a refreshing mechanical overture, visually by a rising front wheel. It seems that it injects a longer life into the driver with every piston stroke. The Falco integrates the pilot compactly and can be used like a gymnastics device. The suspension is a successful mixture of comfort and sport – at least as long as you are solo. In addition, steering impulses are implemented wonderfully directly and the Aprilia follows the targeted line almost analogously. The Metzeler-Sportec M1 tires, which were fitted as standard from 2002, play a major role here. It counteracts the slight tendency to kickback and also improves the top speed stability of the handy touring athlete.
Okay, at top speeds on the autobahn, the Fazer (251 km / h) has to bend over to the famously glowing Aprilia (255 km / h). The reason: the expandable aerodynamics of the pilot dangling helplessly from the handlebars behind the mini fairing. In contrast, the full throttle behind the lush plastic fronts of Bandit and ZRX is as harmless as children’s carnival. Apart from that, all three four-cylinder units offer quite comfortable places, whereby the Bandit that fits right away is the most homely, its ergonomics pleases long and short people alike, while the slim Fazer plays away sympathy due to the unergonomically shaped tank bladder. Speaking of refueling. When it comes to road consumption, which is relevant in practice, the potent four-cylinder engines are downright stingy. Between 4.7 liters (Suzuki) and 5.3 liters (Kawasaki) run through the carburetor batteries over 100 kilometers. Overall less than the two-cylinder engine equipped with the latest injection technology. Any questions?
Hold times! Without gasoline injection, it is difficult to use a regulated catalytic converter. The two-cylinder units are therefore well prepared for the future, the BMW are even already equipped. And the ergonomics, well. Sure, the four-cylinder could all pass as a driving school machine – as exciting as traveling on the S-Bahn with a ticket. Speaking of exciting. Rolf, can you lend me the Guzzi for the weekend? Sure, but only if I get the Fazer for it.

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Comparison test two-cylinder against four-cylinder

Comparison test two-cylinder against four-cylinder
Legends of Passion

Conclusion two-cylinder

Two-cylinders are notoriously defective, always dripping with oil and more torque than comparable four-cylinders – a myth. State-of-the-art production gives the character actors a high level of reliability without destroying their mechanical charm. The individuality and timelessness with which the European manufacturers give their products guarantees the owners decades of pleasure in viewing, driving and owning. In addition, it ensures a high resale value. And that at a time when in distant Japan one only seems to know the properties of transport and sport. Motorcycling is more than overcoming distances.

Conclusion four-cylinder

Passion that creates suffering? No thanks! Apart from the sheer overwhelming superiority in terms of performance and the lower fuel consumption, the cultivated four-cylinder power plants are all simply fun. Without a jarring Holter dipole and bitchy idiosyncrasies. Like the Kawasaki: rustic, hoarse, roaring 80s charm. Or the Bandit: a designer piece by Motor in a comfortably arranged ambience. With a lot of smoke and an unbeatable price. And finally the Fazer: blue rocket with a built-in “Ssssst effect”. Open the tap and enjoy. Pure power from 1500 to 11500 tours. It tickles the pit of your stomach!

Technology at a glance

Far fewer exotic concepts cavort in the pack of big row fours than in the twin area. All three representatives rely on two chain-driven, overhead camshafts and constant pressure carburetors with a diameter of 36 and 37 millimeters. Even the stroke-to-bore ratio is almost identical. The Fazer is the only one to use five valves per cylinder for gas changes, which are operated via, while Kawasaki and Suzuki operate with rocker arms. Instead of a water jacket, Suzuki uses an extra portion of oil, including the associated cooler, to keep the engine well-balanced. A special feature of the principle known as SACS (Suzuki Advanced Cooling System): the spray oil cooling of the piston crowns from the connecting rod bearings. All three four-cylinder units transmit their power to the rear wheel via a five or six-speed gearbox (Fazer) via a chain. Yamaha specialty: the superimposed gear shafts for particularly short lengths. In general, the ultra-compact Fazer unit shows how well a sports engine can be domesticated for all-round use. Originally used in the delta box frame of the YZF-R1, the fire eater was given a new cylinder head with a horizontally flanged carburetor battery. Other calming measures: a crankshaft that is ten percent heavier and a different exhaust system, which, like the R1, comes with the Exup exhaust control system. Anything other than uniformity is what the Europeans with their two-cylinder engines serve up. Moto Guzzi’s stationary unit, which was modified for use in motorcycles by the military in the 1960s, has become a legend. In the air-cooled 90-degree V-engine with a longitudinal crankshaft, an underneath camshaft actuates two valves per cylinder via push rods and rocker arms. The 90-degree arrangement of the cylinders results in efficient mass balancing, the unorthodox installation very good airflow cooling of both cylinders. As with BMW, the power is transmitted via a dry clutch and a separately flange-mounted gearbox. But that’s it with the Bavarian-Italian commonality. The BMW boxer engine, penalized with aerodynamic disadvantages due to its installation position, is theoretically blessed with good mass balance. For over seven decades it has been proving how well-tried technology can be further developed and processed in terms of performance. The conglomerate of half-height positioned camshafts driven by a timing chain, which in turn actuates the four valves per cylinder via bucket tappets, push rods and rocker arms, is more than complex. Just like the installation of a second balancer shaft between the camshafts of the rear cylinder on the 1000 Rotax engine. The 60 degree V unit, prone to vibration due to the cylinder angle, is used in various Aprilia models. The water-cooled Vau is extremely slim, has dry sump lubrication, double ignition and a pneumatically assisted clutch system that not only reduces manual force, but also counteracts unwanted rear wheel punching when downshifting.

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