Honda CBR 1100 XX, Kawasaki ZZR 1200, Suzuki Hayabusa 1300 and Yamaha FJR 1300

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Honda CBR 1100 XX, Kawasaki ZZR 1200, Suzuki Hayabusa 1300 and Yamaha FJR 1300
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Honda CBR 1100 XX, Kawasaki ZZR 1200, Suzuki Hayabusa 1300 and Yamaha FJR 1300

Honda CBR 1100 XX, Kawasaki ZZR 1200, Suzuki Hayabusa 1300 and Yamaha FJR 1300
Second-hand advice on big bikes

Thanks to full power, pressure in all situations and a stable chassis, these big bikes can be comfortably flown over the train. Ironing country roads for hours is also a pleasure with them. The fact that their large-capacity four-cylinder engines can easily manage 50,000, 100,000 or even more kilometers with regular maintenance makes them particularly interesting for used buyers. But which motorcycle suits which type, and how thick does the wallet have to be? In addition, the prospective buyer learns how the individual model years differ from each other and where their strengths and weaknesses lie.

Holger Hertneck

01/30/2007

Thanks to full power, pressure in all situations and a stable chassis, these big bikes can be comfortably flown over the train. Ironing country roads for hours is also a pleasure with them. The fact that their large-capacity four-cylinder engines can easily manage 50,000, 100,000 or even more kilometers with regular maintenance makes them particularly interesting for used buyers. But which motorcycle suits which type, and how thick does the wallet have to be? In addition, the prospective buyer learns how the individual model years differ from each other and where their strengths and weaknesses lie.

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Honda CBR 1100 XX, Kawasaki ZZR 1200, Suzuki Hayabusa 1300 and Yamaha FJR 1300

Honda CBR 1100 XX, Kawasaki ZZR 1200, Suzuki Hayabusa 1300 and Yamaha FJR 1300
Second-hand advice on big bikes

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Honda CBR 1100 XX – model history, market situation and inspection

Model history
Although the strongest mass-produced motorcycle in its year of publication 1996 did not break the magic sound barrier of 300 km / h, the CBR 1100 XX was nevertheless at well over 280 km / h
the fastest bike on the market. However, not in the officially delivered 98 hp version. Only 164 hp, which were mobilized by means of a control unit (which now costs 340 euros as a spare part), made this speed dimension possible. Almost all with the nickname Blackbird (in German: Amsel) provided double X in the powerful version flutter across the country. The revision for the 1999 season brought with it the most important innovation, an injection system including a regulated catalytic converter. With officially 150 HP, the CBR was still well fed, but held out of the competition with Suzuki Hayabusa and Kawasaki ZX-12R. The teething troubles of the carburetor model, as if it were a bit too tightly tuned
Telescopic fork, a clutch that occasionally jerked when changing gears and the not always homogeneous power output, disappeared with the appearance of the injection variant. The fork is still not adjustable, but the basic set-up now fits. The Honda clutch was made of a different material and received two additional friction discs. The adjustment of the spring strut is still cumbersome, the spring base of which can only be adjusted with contortions. The handiness of the fully wired 1100 series is always astonishing for newcomers to Honda. Despite a good five hundred pounds of driving weight, it can be directed effortlessly and with absolute precision. Honda’s own dual CBS braking system ?? which basically brakes front and rear, regardless of whether the brake lever or pedal is operated? In addition, it impresses with its effective deceleration values.
The machine, which is already extremely suitable for touring in the series trim, can be equipped with a higher accessory disk from JF Motorsport, phone 06002 /
910391, for 109 euros and a higher superbike handlebar, for example from Stauch, phone 0711/701918, for around 550 euros (parts cost)
Especially for tall owners, they are even more “traveling”.

Market situation
The carburetor versions are not only much cheaper than the more environmentally friendly injection models with G-Kat because of their older age. A total of around 10,000 double Xs (around 3,000 of them with carburettors) are still running in Germany. The range of used machines is correspondingly huge and starts at a little over 3000 euros for Blackbirds with visible signs of use. If you want “reasonable” goods, you can get a double-X from the years 2000 to 2002 with less than 30,000 kilometers of mileage from around 6,000 euros. Fully equipped, even younger models cost a lot more? sometimes over 10,000 euros.

sightseeing
With regular maintenance, the engine can easily last 100,000 kilometers. There are no known weaknesses worth mentioning. If the seller has a complete checkbook, you can contact the
In addition to the obligatory test drive, confidently limit the inspection to the appearance and the state of wear of the chassis components, on which high mileage naturally leaves its mark.

1996 market launch
1997 Unregulated catalyst
1999 150 hp, injection, regulated three-way catalytic converter with secondary air system, new rear light design, 24-liter tank, brake discs with seven instead of the previous six floaters
2001 152 hp, higher windshield, new instruments

9/2005 (VT), 16/2003 (VT), 10/2002 (VT),
16/2001 (KV), 8/2001 (VT), 6/2001 (GK), 9/2000 (VT), 8/1999 (VT), 2/1999 (T), 14/1998 (VT), 9 / 1997 (VT), 22/1996 (VT), 20/1996 (T)
Internet: www.super-blackbird.de

Technical data Honda CBR 1100 XX

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, carburetor, contactless transistor ignition, no emission control, six-speed gearbox, O-ring chain.
Bore x stroke 79 x 58 mm
Cubic capacity 1137 cm3
rated capacity
121 kW (164 hp) at 10,000 rpm
Max. Torque
125 Nm at 7300 rpm

landing gear
Bridge frame made of aluminum,
Telescopic fork, two-arm swing arm made of aluminum-
minium, central spring strut with lever system, adjustable spring base and rebound damping, composite brake system, double disc brake at the front, Ø 310 mm, disc brake at the rear,
Ø 256 mm, tires 120/70 ZR 17 at the front, 180/55 ZR 17 at the rear.

mass and weight
Wheelbase 1490 mm, steering head angle 65 degrees, caster 99 mm, spring travel f / r 120/120 mm, seat height * 800 mm, weight with a full tank * 254 kg, payload * 184 kg, tank capacity 22 liters.
measurements
(MOTORCYCLE 20/1996)

Performance
Top speed 284 km / h
acceleration
0 100 km / h 3.0 sec
Draft
60 ?? 140 km / h 9.7 sec

consumption
6.6 l / 100 km (country road) normal

Kawasaki ZZ-R 1200 – model history, market situation and inspection

Model history
Basically, the Kawasaki ZZ-R 1200 released in 2002 is only the consequent further development of the ZZ-R 1100 introduced in 1990. Admittedly, the 1200 series has had to endure far-reaching modifications? Can be seen in particular on the completely new front panel with its four headlights ??, but the basic concept was retained.
The Kawa continues to suck in fuel through carburettors, and it still has the well-known, albeit modified, Ram Air system that celebrated its world premiere in motorcycle series production in the 1100s. During the relatively short construction period from 2002 to 2005 there was no noteworthy facelift apart from permanent headlights and changed brake discs. The ZZ-R 1200 passed the test criteria wind protection and driving stability at high speeds convincingly. Slow and particularly tight curves, however, are not suitable for her. The high dead weight and the insensitive, tight fork make it a little stiff to bend around the corner. There is also reason for criticism that the load capacity, which is far too low for a sports tourer weighing 175 kilograms, leaves little or no room for luggage on a holiday trip for two. The six-speed gearbox, which is somewhat bony but can be shifted precisely, is exemplary, and its last gear outside of the town sign is completely sufficient. Unusual, but very practical: Despite the fuel gauge in the fully equipped cockpit, the ZZ-R has a manual fuel tap integrated into the left frame pull. So if you lose sight of the clock while driving, you will be jolted awake by the roaring engine and still reach the next gas station.

Market situation
Used ZZ-R 1200 are relatively rare in the classifieds ?? who is surprised, with an inventory of just over 2000 pieces. More was not to be brought to the people in just four years of sales. Around four times as much of the predecessor, the ZZ-R 1100, is on the road. In addition, the owners usually don’t like to part with their 1200s. Unless you want to get the much more modern and with nominally 190 HP much more potent successor, the ZZR 1400, which came onto the market in 2006. Maybe a chance to get the 1200s reasonably cheaply. According to the Schwacke list, even models from 2002 with a mileage of over 40,000 kilometers cost well over 6,000 euros. In fact, used ZZ-Rs can be found in the ads for as little as 5000 euros.
Well-maintained specimens from the last year of construction in 2005 with only around 10,000 kilometers on the clock, however, still cost up to 9,000 euros.

sightseeing
Typical weak points? Nothing. Even
experienced Kawasaki dealers is nothing
famous. If problems arise at all,
then lack of care or incorrect operation are the cause. This assumption is also obvious if the oil level of the used bike is at or even below the minimum. On long stretches of the motorway there can be serious consequential damage due to insufficient lubrication ?? or maybe already come. The maintenance condition, like the service booklet, should therefore be flawless. With regular maintenance, the sophisticated ZZ-R 1200 can easily unwind well over 50,000 kilometers.

2002 market launch
2003 Automatic daylight function;
two millimeters thicker brake discs with a different hole pattern; Euro 2 exhaust-
standard; official spelling now ZZR 1200
(instead of ZZ-R 1200)
22/2004 (KV), 22/2002 (TT), 10/2002 (VT), 8/2002 (FB)
Internet: www.zx-zzr-ig.de

Technical data Kawasaki ZZ-R 1200

engine
Water-cooled four-cylinder four-
Stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, carburetor, contactless transistor ignition, uncontrolled catalytic converter with secondary air system, six-speed gearbox, O-ring chain.
Bore x stroke 79 x 59.4 mm
Cubic capacity 1165 cm3
rated capacity
112 kW (152 hp) at 9800 rpm
Max. Torque
124 Nm at 8200 rpm

landing gear
Bridge frame made of aluminum, telescopic fork, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable-
bare spring base and rebound damping, double disc brake at the front,
Ø 320 mm, rear disc brake,
Ø 250 mm, tires 120/70 ZR 17 at the front, 180/55 ZR 17 at the rear.

mass and weight
Wheelbase 1505 mm, steering head angle 65 degrees, caster 104 mm, spring travel f / h 120/112 mm, seat height * 800 mm, weight with a full tank * 276 kg, to-
load * 175 kg, tank capacity 23 liters.
measurements
(MOTORCYCLE 22/2002)

Performance
Top speed2 275 km / h
acceleration
0 100 km / h 2.7 sec
Draft
60 ?? 140 km / h 8.1 sec

consumption
6.7 l / 100 km (country road) normal

Suzuki GSX 1300 R Hayabusa – model history, market situation and tour

Model history
The hunting falcon ?? so the translation of Hayabusa ?? has enriched the motorcycle market since 1999. The Suzuki was the first mass-produced machine that ran a real 300 km / h. The engine has a massive 175 hp, but delivers its power in an astonishingly unspectacular manner without an all-sudden power explosion. The impressive power development begins at idle speed and never seems to want to end while revving up. The super stable chassis is never embarrassed, the Suzuki pulls its track as if on rails. The only teething troubles of the first model year were susceptible timing chain tensioners ?? which were modified from chassis number JS1A200103971 and exchanged for all affected older vehicles as part of a recall? and the somewhat fragile clutch. From model year 2000 onwards, it received stronger springs as standard. Another year later, the Japanese electronically limited the top speed to 295 km / h in 2002
they installed a regulated catalytic converter. In terms of power, the 1300 could theoretically easily transport three or four people, but the space available is already tight and not very comfortable for a passenger. The latter applies to the driver with the wind protection behind the extremely long, flat windshield. You can only avoid the wind pressure when folded flat over the tank. If you are looking for relief while sitting upright, you will inevitably have to get a retrofit disk from the closet-
add accessories. The best impression in the large MOTORRAD comparison test in issue 6/2004 was the 119.90 euro Vario touring model from MRA, phone 07663/93890. This means that even longer motorway journeys on the Hayabusa do not turn into involuntary fitness training for the upper body and neck area.
Market situation
The Federal Motor Transport Authority records around 8,000 Hayabusa on German roads ?? correspondingly many can be found on the used market. It starts at just under 5000 euros. If you want to experience real 300 km / h, you have to opt for an offer from the first two years of construction. Environmentally conscious drivers tend to choose the G-Kat models from 2002 onwards, which are available from around 7,000 euros.
sightseeing
First of all, it is worth taking a look at the large paneling parts. Telltale scratches and cracks at the breakpoints indicate contact with the ground. Also look behind the shell to find oil leaks in the engine. The steering head bearing, which reacts to the often involuntary acceleration wheelies with a noticeably large bearing play, is particularly heavily loaded. Cracking noises on bumps in the road, on the other hand, are not yet a cause for concern. Another checkpoint: the braking system. If the brake lever pulsates when driving slowly and decelerating slightly, the brake discs, which are heavily stressed by full braking from high speeds, are distorted. In addition, if the gearbox, which is already difficult to shift, almost completely refuses to work on the test drive, the shifting claws are probably worn out. The repair is expensive, so it is better to steer clear of conspicuous used offers in this regard.
1999 market launch
2000 stronger clutch springs
2001 top speed electronic
limited to 295 km / h; new instruments
with digital speedometer
2002 Regulated catalytic converter
2004 The official spelling is now
Hayabusa 1300 (instead of GSX 1300 R Hayabusa)

12/2006 (VT), 9/2005 (VT), 22/2004 (KV), 16/2003 (VT), 19/2002 (GK), 9/2002 (VT), 8/2001 (VT), 15 / 2000 (LT), 9/2000 (VT),
8/1999 (VT), 5/1999 (FB)
Internet: www.hayabusa.de

Technical data Suzuki GSX 1300 R Hayabusa

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, injection, engine management, uncontrolled catalytic converter with secondary air system, six-speed gearbox, O-ring chain.
Bore x stroke 81 x 63 mm
Cubic capacity 1299 cm3
rated capacity
129 kW (175 hp) at 9800 rpm
Max. Torque
138 Nm at 7000 rpm

Chassis: Bridge frame made of aluminum, upside-down fork, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, disc brake at the rear, Ø 240 mm, Tires 120/70 ZR 17 front, 190/50 ZR 17 rear.

Dimensions and weights: wheelbase
1485 mm, steering head angle 65.8 degrees, caster 97 mm, spring travel f / h 120 /
140 mm, seat height * 820 mm, weight with a full tank * 251 kg, payload * 179 kg, tank capacity 22 liters.
measurements
(MOTORCYCLE 8/1999)

Performance
Top speed² 300 km / h
acceleration
0 100 km / h 2.7 sec
Draft
60 ?? 140 km / h 7.6 sec

consumption
6.2 l / 100 km (country road) normal

Yamaha FJR 1300 – model history, market situation and inspection

Model history
Yamaha, well represented in the touring segment with the XJ and FJ models for a long time, delighted the travel group with the FJR 1300 in 2001. Enough space for two, a good windbreak behind the electrically adjustable window, a low-maintenance cardan drive and a beefy motor make of the already impressively sleek one Yamaha a tourer par excellence. There was criticism from the beginning for a missing sixth gear ?? in the fifth, the four-cylinder turns uncomfortably high when driving on the highway? and for the lean angle, which is a little too low in a very sporty driving style.
2003 improved the long-awaited ABS (model name FJR 1300 A) and other useful model updates (see far right) the travel suit-
From 2004, a case system perfectly adapted to the rear of the vehicle was part of the standard equipment. A special highlight followed for the 2006 season: parallel to the already greatly improved basic version (new, variable paneling, adjustable handlebars and seat, longer overall ratio, composite braking system), the AS model with semi-automatic gearbox appeared for a whopping 2000 euros extra charge. There is no clutch lever, gear changes are made either by foot pedal or by rocker switch on the left handlebar grip. Even without this “gimmick”, the FJR combines pretty much everything that characterizes a tourer.

Market situation
The FJR is one of the most popular sports tourers, which is impressively confirmed by around 11,500 registered machines (and the trend is rising). The range of used vehicles is relatively large, even if many previous owners charge horrendous prices. Almost nothing goes below 6000 euros, except when it comes to externally heavily wheeled machines from the first two years of construction. For the more sought-after
ABS version from 2003 onwards have to shell out 8500 euros upwards. The AS models offered from 2006 with semi-automatic
Transmissions still cost at least 14,000 euros, but do not play a role in new registrations or on the used market.

sightseeing
As is now the case with almost all large Japanese four-cylinder engines, prospective buyers do not have to worry about the engine. If used appropriately, the clutch should also survive at least 75,000 kilometers without damage. However, if the previous owner often left the lever half pulled when starting the traffic light, the enormous torque puts a lot of strain on the slats and steel discs. This is noticeable on the test drive when accelerating from low speeds due to an excessively high-revving engine (without a corresponding increase in speed). One of the test points at the stand is the cardan, whose shaft seals occasionally leak. It is also advisable to check the bearings (steering head, wheels, swing arm), which are heavily loaded by the heavy weight of the FJR, for excessive play.

2001 market launch
2003 model FJR 1300 A with standard ABS; front indicators integrated in fairing; 40 mm higher windshield; additional storage compartment in the panel; Front brake disc diameter now 320 millimeters; Spring elements coordinated more comfortably
2004 case system as standard; new fuel pump with integrated pressure regulator
2006 variable side panels; adjustable handlebars and bench; 2.7 percent longer overall translation; Composite braking system; available in parallel as model FJR 1300 AS with semi-automatic gearbox

25/2006 (KV), 15/2006 (VT), 6/2006 (T),
15/2005 (GK), 11/2005 (VT), 22/2004 (KV),
18/2004 (KV), 16/2004 (KV), 23/2003 (LT / 100000 km), 16/2003 (VT), 13/2003 (VT), 6/2003 (T), 16/2002 (VT ), 14/2002 (VT), 10/2002 (VT), 7/2002 (VT), 20/2001 (VT), 16/2001 (KV), 11/2001 (VT), 9/2001 (TT)
Internet: www.fjr-1300.de

Technical data Yamaha FJR 1300 – Techni

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, injection, engine management, regulated catalytic converter with secondary air system, five-speed gearbox, cardan.
Bore x stroke 79 x 66.2 mm
Cubic capacity 1298 cm3
rated capacity
106 kW (144 PS) at 8000 rpm
Max. Torque
134 Nm at 7000 rpm

Chassis: Bridge frame made of aluminum, telescopic fork, 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 298 mm, disc brake at the rear, Ø 282 mm, tires 120/70 ZR 17 at the front , 180/55 ZR 17 rear.

Dimensions and weights: wheelbase
1515 mm, steering head angle 64 degrees, caster 109 mm, spring travel f / h 135 /
120 mm, seat height * 800 mm, weight with a full tank * 275 kg, payload * 201 kg, tank capacity 25 liters.
measurements
(Motorcycle 9/2001)

Performance
Top speed 250 km / h
acceleration
0 100 km / h 2.9 sec

Draft
60 ?? 140 km / h 7.9 sec

consumption
5.7 l / 100 km (country road) normal

Buy recommendation

The Honda is not only represented most frequently on the used market, but also offers the cheapest entry
in the upper class. Especially the first years of construction with a carburetor can be found from 3000 euros. Absolutely upon registration of the
respect open performance. Double Xs with injection are much more popular. Those who want to go on tour with bag and baggage will come up against their limits due to the low payload. Solo travelers, however, will find a reliable, stable-value sports tourer that is extremely handy despite its high weight.
Because of the low number of registrations alone, the 1200 is the wallflower in this quartet. In addition, offers are not long on the farm? the ZZR is due to her
absolute reliability very much
asked. Traveling as a couple with a lot of luggage prevents the underload. Also lie
the Kawa is not particularly narrow, angled stretches, that’s what it is
too stubborn. On the other hand, it feels good on well-developed country roads and on the autobahn and offers the driver great wind protection as standard.
Speedometer up to 340 and real
300 km / h top? The offer
only Hayabusa built before 2000. A must for speed freaks. Newer models regulate shortly before this barrier. The seating position is quite sporty and fits drivers from 1.60 to two meters. The Suzuki cannot serve with a windbreak. Neither does it offer comfort for passengers. In this respect, the low payload is consistent. The 1300 is a pure driving machine for highway and country road chasing, which the powerful engine impressively proves with every revolution.
Anyone who only likes motorway bolts is wrong with the FJR 1300. It runs 250 km / h, but turns uncomfortably high in the last, fifth gear from 200 km / h. The ample space for driver and front passenger as well as the successful ergonomics and handiness fit perfectly-
perfect for all types of country roads.
Together with the high Zu-
charge, the low-maintenance cardan drive, the electric
adjustable windshield and the high-torque motor result in a comfortable base for (couple) travelers.

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