Second-hand advice on inexpensive sports tourers

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Second-hand advice on inexpensive sports tourers
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Second-hand advice on inexpensive sports tourers

Second-hand advice on inexpensive sports tourers
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Powerful sports tourers such as the Honda CBR 1100 XX or Suzuki Hayabusa are sought-after and expensive as used vehicles. If you have to get by on a small budget, you will still find interesting bikes.

Uli Holzwarth

12/20/2005

As in real life, there are also stars among motorcycles who are always in the spotlight and themselves
lose none of their attractiveness in old age. And then there are bikes that never get beyond the role of an extra, even though they hardly have any weaknesses.
The Kawasaki GPZ 1100 too
those wallflowers that have almost been forgotten. The powerful engine, the stable chassis, the comfortable seating position and the once low price would actually have been reason enough to bring the Big Bike a larger circle of friends.
Puff cake. In addition to the high weight, the somewhat staid design should stand in the way of further distribution-
that is why it was mainly price-conscious pragmatists who opted for the Kawasaki back then. Even today, a used GPZ 1100 is not one of the particularly popular machines. Rather, it is one of those motorcycles that you come across as a second-hand buyer by chance. And then wonder what a high value you get for little money.
Anyone who opts for a used Suzuki RF 900 R should feel very similar. Apart from the design, which is a matter of taste anyway, there is hardly anything wrong with the very cheap, lightning-fast and highly active 900er.
That the Yamaha YZF 1000 R. presented in this circle, however, has nothing to do with wallflower existence. On the contrary. The Thunderace got off to a very successful start as a super athlete, but soon had to relinquish its main role in this profession to the much more radical R1. With the result that those interested in used the Yamaha as a sports tourer do not have on the bill at all. The Thunderace is at least ideal for soloists on long tours. So you can also find attractive alternatives? or straight ?? away from the spotlight.

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Model overview: Kawasaki GPZ 1100

Model history
The ZZ-R 1100 will soon be history, said a former editor colleague after the first test of the Kawasaki GPZ 1100. Certainly a bold conclusion to express his enthusiasm. But understandable, because in 1995 the GPZ was not only the cheapest entry into the big bike class from Kawasaki, at 17,990 marks, but also a sports tourer with many qualities.
This includes, for example, two comfortable seats for long daily stages. Or the good wind protection of the not so lush disguise. Not to forget the stable and reasonably manageable chassis with tightly coordinated spring elements, which can easily handle sporty cornering-
chen. In addition snappy brakes and a powerful, cultivated four-cylinder. This comes from the high-speed high-flyer ZZ-R 1100, but was throttled to a maximum output of 129 hp via tamer control times and reduced carburetor cross-sections. Also on board are practical things for touring and everyday life such as adjustable hand levers, luggage hooks, fuel gauge or the main stand.
There was initially criticism for the very high fuel consumption, which Kawasaki was able to quickly reduce to contemporary levels of six liters with a new carburetor adjustment. A nice side effect of this measure is the even more brawny start of the water-cooled engine. Nevertheless, the GPZ 1100 was not a great sales success. The ABS variant added in 1996 also changed this? unfortunately with a somewhat coarse behavior in the normal range ?? Nothing. So, at the end of 1998, Kawasaki took the sports tourer out of its range. The ZZ-R 1100, however, did quite well until 2001. It’s good that said ex-colleague doesn’t have to earn his bread as a clairvoyant.
Market situation
Despite the comparatively low price, the GPZ 1100 flopped. Between 1995 and 1998 the German Kawasaki importer was able to ge-
Hit 1540 pieces once. This adds up to 251 copies with ABS. Even drastic price reductions in the amount of 2500 marks from 1997 onwards did not result in any significant increases.
The range of second-hand machines is therefore few and far between. Due to the low demand, prices are at a very low level. The price range extends from around 2500 euros for the 1995 GPZ 1100 with mileage between 30,000 and 50,000 kilometers to a maximum of 4500 euros for top models from the last years with suitcases and ABS and less than 20,000 kilometers on the clock.
sightseeing
The GPZ throttle engine, derived from the well-known, reliable ZZ-R 1100, is considered to be extremely stable and has no type-specific weaknesses. So you can concentrate on the condition of care, wear parts and possible fall marks during the inspection.

Technical data: Kawasaki GPZ 1100 – (type ZXT10E, built in 1995)

Engine: water-cooled four-cylinder-
Four-stroke in-line engine, two overhead camshafts, four valves per cylinder, carburetor, secondary air system, six-speed gearbox, O-ring chain.
Bore x stroke 76 x 58 mm
Cubic capacity 1052 cm3
Rated output 72 kW (98 PS) at 9000 rpm
Max. Torque 89 Nm at 4500 rpm

Chassis: double-loop tubular steel frame, telescopic fork, two-arm swing arm made of steel, central spring strut, double disc brake at the front, Ø 300 mm, disc brake at the rear,
Ø 250 mm, cast aluminum wheels, tires 120/70 ZR 17 at the front, 170/60 ZR 17 at the rear.

Dimensions and weights: spring travel f / h 120/125 mm, seat height 800 mm, weight with a full tank of 269 kg, tank capacity 22 liters.

Measurements (MOTORRAD 1/1995)
Top speed 232 km / h
Acceleration 0-100 km / h 3.4 sec
Pulling 60 ?? 140 km / h 10.2 sec
Consumption 5.4 to 10.5 l / 100 km, normal

Tests in MOTORCYCLE *
GPZ 1100: 1/1995 (T), 3/1995 (VT)
GPZ 1100 ABS: 6/1996 (T), 10/1996 (ABS-VT)

Facelift: Kawasaki GPZ 1100

1995 Market launch of the GPZ 1100
(Type ZXT10E) with 98 HP (optionally also 129 HP) at a price of 17,999 marks
1996 The GPZ-1100 model range becomes
around the special model Horizont with case system (17990 marks, standard model 17490 marks)
and the ABS version (type ZXT10F) added; the ABS model weighs twelve kilograms more and costs 18,990 marks. All throttle variants have modifications to the carburettors (new markings)
1998 Last official sales year,
Technology and prices unchanged

Model overview: Suzuki RF 900 R

Model history
The categories of super athletes, tourers and sports tourers were already filled. That is why Suzuki created a new category for the RF 900 R launched in 1994: As a »comfort athlete«, the RF was intended to make those people happy for whom a super sports car was too uncomfortable and a touring bike too unsporting.
In terms of sport, the RF 900 R satisfied everyone
Expectations. Both in the open, 135 hp star-
The futuristically styled Suzuki was able to impressively present itself with a 98 hp variant as well as with 98 hp. The water-cooled RF motor turned out to be a torque giant, which is why the Suzuki despite
of the long-geared fifth gear could easily stand up to the established super athletes of that time.
The muscle man only received criticism for its strong load change reactions and the annoying vibrations. Initially, there was also criticism for the overdamped, poorly responding fork. A small mistake with a big effect, which caused uncomfortable stirring and rolling around the steering head in long, fast corners, although the bridge frame, welded together from simple steel profiles, is fundamentally very stable.
Suzuki reacted promptly and got rid of the problem in 1995 with the special model RF 900 RS 2. It had an improved, now adjustable fork, which finally helped the 900 to achieve driving stability at top speed, which is why it was also used in the standard model from 1996. In combination with the excellent handiness, the sensitively appealing shock absorber and the snappy brakes, the RF proves to be a successful sports machine. However, the tourist concerns are less pronounced, which manifests itself in particular in the peculiar sitting position with a relaxed, upright upper body and uncomfortably folded legs.
Anyone who has no problem with that and is also not bothered by the polarizing design with the sweeping rear can confidently shortlist a neat copy of the very reliable RF 900 R. Among the high-performance sports tourers there is no second-hand machine with a better price-performance ratio than the Suzuki.
Market situation
It was probably due to the De, which took some getting used to-
sign that Suzuki was only able to sell 2912 units of the RF 900 R in Germany. Those interested in used who are specifically looking for the 900 are rare these days. Likewise offers from the specialist trade. Usually an RF changes hands from private to private. And usually at extremely affordable prices. Models from the first year of construction in 1994 without an adjustable fork are available from 2000 euros (around 40,000 kilometers). Younger models with mileage around 20,000 kilometers cost around 3000 euros, even top models are well below 4000 euros.
sightseeing
Except for the partially bad paint quality and
Gear noises at higher mileage
(Broken material on the tooth flanks) the RF 900 R does not have any typical weak points.

Technical data: Suzuki RF 900 R – (Type GT 73B, year of construction 1997)

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead cams-
shafts, four valves per cylinder, carburetor, no emission control, five-speed gearbox,
O-ring chain.
Bore x stroke 73 x 56 mm
Displacement 938 cm3
rated capacity
99 kW (135 PS) at 10,000 rpm
Max. Torque 100 Nm at 9000 rpm

Chassis: bridge frame made of steel, telescopic fork, two-arm swing arm made of aluminum, central spring strut, double disc brake at the front, Ø 310 mm, disc brake at the rear,
Ø 240 mm, cast aluminum wheels, tires 120/70 ZR 17 at the front, 170/60 ZR 17 at the rear.

Dimensions and weights: spring travel f / h 120/130 mm, seat height 790 mm, weight with a full tank of 236 kg, tank capacity 21 liters.

Measurements (MOTORRAD 12/1997)
Top speed 254 km / h
Acceleration 0-100 km / h 3.1 sec
Pulling speed 60 ?? 140 km / h 10.0 sec
Consumption 4.8 to 8.1 l / 100 km, normal

Tests in MOTORCYCLE *
5/1994 (T), 7/1994 (VT), 2/1995 (VT), 7/1995 (KT), 12/1997 (VT)

Facelift: Suzuki RF 900 R

1994 Market launch of the RF 900 R
(Type GT 73B), optionally available with 98 or
135 hp (19,990 marks)
1995 special model RF 900 RS 2 with ver-
improved telescopic fork (in addition to the spring base, the rebound stage can now also be adjusted) and two-tone paintwork;
Price raised to 18,590 marks
1996 The RS-2 variant mutates into
Standard model and the muffler and control unit are modified to meet the more stringent requirements
The driving noise limit of 80 dB (A) must be observed.
Further changes: rear brake caliper is no longer attached directly to the swing arm, but by means of a tension strut; shorter front indicators (18790 marks)
1997 New contact switch on the coupling; last official sales year of the RF 900 R (18 890 marks)

Model overview: Yamaha YZF 1000 R

Model history
With the YZF 1000 R Thunderace demonstrated to Ya-
maha, how to turn a super athlete into a sports tourer without any effort. When the first copies rolled onto the road in the spring of 1996, the rule was
The 1000s are still a serious competitor for the top athletic spot, although they are
in Germany had to modest with 98 hp as standard. But even with the full power of 145 PS, the somewhat chubby Thunderace had against lightweight models such as the
Honda CBR 900 RR not easy on a closed track. Two years later, the time was ripe for an image change. The reason was the extreme YZF-R1 in every respect, which from 1998 onwards pushed the YZF 1000 R into the second link from a sporting point of view.
There, in the group of high-performance sports tourers, the Thunderace can assert itself well to this day. The YZF 1000 R owes the impression of uncompromising sovereignty to its high-torque four-cylinder, which shines with silky smooth running and restrained consumption. The sporty ones are positive on tour, but they are too-
At least for tall people a comfortable seating position as well as the proper wind protection behind the aerodynamically sophisticated cladding.
The equally handy and directionally stable chassis with the fully adjustable spring elements and the excellent brakes also have no trouble meeting the demands of an all-rounder. Provided that the unconvincing initial tires (Metzeler ME Z2) are exchanged for current rubbers. Speaking of swapping: For those who eat more miles and want to be more comfortable, we recommend changing the standard handlebar stub to the four centimeter higher handlebar kit called Match, which LSL (phone 02151/55590) is offering for 269 euros.
Market situation
Although the Thunderace already after two years
when the sporty spearhead was ousted by the YZF-R1, it remained in the official Yamaha program until 2002. A total of 5674 buyers opted for the YZF 1000 R. Today it is recorded in motor vehicles-
Federal Office has a stock of around 4500 pieces. If you are looking for a Thunderace, you have a good chance of getting hold of a specimen that is in the right condition and price.
The price level is moderate because the Yamaha is less sought after compared to other potent all-rounders such as the Kawasaki ZX-9R or the Honda CBR 1100 XX. With the result that even the last sales copies with mileages of up to 15,000 kilometers and a previous owner can already be had for 5500 to 6000 euros. Older copies cost between 3,000 euros (models from 1996 with around 40,000 kilometers) and 5,000 euros (built in 2000, around 20,000 kilometers).
sightseeing
Interested in a used Thunderace should-
ten immediately look out for the desired performance variant, as, for example, the Entdros-
The conversion from 98 HP to a nominal 145 HP costs around 350 euros. The technology of the YZF 1000 R is considered to be quite robust. There were only weak points in the models of the first year of construction? the owners often complained about the high oil consumption. Changed pistons (from chassis number 4VD-010219) provided a remedy. In 1997, Yamaha countered isolated engine damage due to insufficient oil supply to the third crankshaft main bearing with two additional oil holes for the affected plain bearing shell. Therefore, if you want to be on the safe side, make a preselection-
preferably a Thunderace from model year 1998.

Technical data: Yamaha YZF 1000 R – (Type 4VD, year of construction 2000)

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, five valves per cylinder,
Carburetor, no emission control, six-speed gearbox, O-ring chain.
Bore x stroke 75.5 x 56 mm
Displacement 1003 cm3
Rated output 107 kW (145 hp) at 10,000 rpm
Max. Torque 108 Nm at 8500 rpm

Chassis: Bridge frame made of aluminum, telescopic fork, two-arm swing arm made of aluminum, central spring strut, double disc brake at the front, Ø 298 mm, disc brake at the rear, Ø 245 mm, cast aluminum wheels, tires 120/70 ZR 17 at the front, 180/55 ZR 17 at the rear.

Dimensions and weights: spring travel f / h 120/135 mm, seat height 790 mm, full weight-
tanked 233 kg, tank capacity 20 liters.

Measurements (MOTORRAD 13/2000)
Top speed 263 km / h
Acceleration 0-100 km / h 2.7 sec
Pulling speed 60 ?? 140 km / h 7.9 sec
Consumption 4.2 to 7.6 l / 100 km, normal

Tests in MOTORCYCLE *
5/1996 (T), 9/1996 (VT), 17/1996 (VT), 12/1997 (VT), 2/2000 (VT), 9/2000 (VT), 13/2000 (VT), 3 / 2001 (VT)

Facelift: Yamaha YZF 1000 R

1996 Market launch of the YZF 1000 R,
in Germany only with 98 hp, for the price of
19980 marks
1997 Modified plain bearing shells on the third crankshaft bearing now with three oil holes instead of one; Cable harness with plug connection for optional alarm system
1998 Power optionally 98 or 145 hp
1999 price drop to 19,090 marks
2000 New price: 18990 marks
2002 For the last time in the official program for 10,490 euros
2003 Sale of the remaining copies, prices between 8,500 and 9,000 euros

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