Suzuki Bandit, Triumph Tiger and Harley-Davidson Night Train

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Suzuki Bandit, Triumph Tiger and Harley-Davidson Night Train
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Suzuki Bandit, Triumph Tiger and Harley-Davidson Night Train

Old against new

The new one is completely the same. At least in the classic basics, the successor model has clearly remained Bandit. Only not with the engine, because of a secure future. But that is exactly where opinions differ.

Owners of a Bandit 1200 could actually be completely satisfied people. Do you ride a reliable, powerful and large-displacement big bike suitable for touring? and that to one
attractive price. Nevertheless, one or the other will perhaps be a little annoyed when looking into the shop window of the Suzuki dealers. Because the new price ?? and with it the value of his used sweetheart ?? has been slipping lately. Originally expensive at 8,150 euros, the previous year’s model now costs up to 1,000 euros less. The reason for such dumping offers is obvious: The remaining stock has to go, and quickly, to make room for the new top dog in the showroom B.andit 1250 S for 8590 euros.

Suzuki is unlikely to remain seated on the “old one”, after all, enjoying herself
they still have great popularity. The reason for the model change was mainly the Euro 3 emissions standard, which the finely ribbed, air / oil-cooled carburetor engine could not achieve. Therefore it had to give way to the smooth-walled, water-cooled injection engine, which produces fewer pollutants with modern engine management and a regulated catalytic converter.

In a direct comparison, the two big bandits can prove their qualities. The cold start phase with the choke on the left handlebar fitting is a bit annoying with the oldie and involves frequent lever adjustments until the engine finally accelerates properly after a few hundred meters and runs smoothly. The four-cylinder, which has its origins in the GSX-R engines of the eighties, could also hold back a little with vibrations. But that’s forgotten as soon as you can savor the powerful torque on the country road. Without any hectic switching work. Just like that, gas on and with momentum, even from the depths of the speed limit, powerful and strong as a bear. Drivers of a 1200 certainly don’t miss power and torque.

Unless you’ve already tried the new one. Even the pressure on the starter button indicates progress. The injection system immediately holds the reins in its hand and gives the 1250 engine a stable idle from the first crankshaft revolution. Just great. And the modern four-cylinder immediately takes on gas, as if the muscles had long warmed up. Vibrations? No longer an issue, the new bandit purrs as gently as a kitten, acts smoothly and well behaved.

But the 1250 can also do very differently if you pull the cable a little more courageously. The 98 cubic centimeter increase in displacement thanks to a five millimeter longer stroke does not fail to have an effect. The maximum torque of 115 Newton meters is already available at 3500 rpm and remains at this level up to 6000 rpm. That drives the Bandit 1250 out
even more emphatically than the 1200s. Practically from idle, the engine revs up without holes, bundles its power up to 7000 rpm, so as to hardly increase any more. The old 1200 is by no means so brash, but it is, an advantage of the carburettor, softer on the gas than the 1250 with its somewhat rough response.

The subjective feeling is reflected in the measured driving performance
However, it does not reflect concentrated pulling power. The very long geared six-speed gearbox (MOTORRAD only measures the torque in the last gear) throws the new engine through the bill. Of course, due to the immense torque from low revs and the last gear, there is enough power for proper pulling power, but in direct comparison with the 2006 bandit the differences are small and ultimately even reverse. At country road speeds of up to 100 km / h it is just half a second that the 1250s accelerate better than the 1200s from 60 km / h. Above this, the old one pulls the same and beyond 140 km / h the new one even pulls away.

But the music plays on the country road, not on the motorway. And in rural areas, the 1250 engine remains a real asset. It’s also good to be able to swing along winding roads with a reasonably clear conscience thanks to Euro 3. Unfortunately, the more modern engine concept is not more economical with fuel. Both bandits consume exactly five liters of normal per hundred kilometers at restrained country road speed. And surprisingly, the new one even needs a good half a liter more than the old one at a recommended speed of 130 km / h, although the very long gear ratio has the effect of reducing engine speed.
Apart from the water-cooled motor without cooling fins, even the specialist has to look very carefully to identify the differences between old bandits and new bandits. The classic-looking round instruments with digital speedometer display, fuel gauge, clock and day counter, the well-illuminating headlights and adjustable handlebar fittings, the brakes, the high manual strength combined with good effect, all these components are identical in both. And here as there, the driver enjoys a decent, almost turbulence-free wind protection, as well as a relaxed seating position. The new ABS has also taken over the properly functioning ABS.

Changes to the spring elements cannot be seen externally, but can be felt. The fork, which was previously tuned too slack, feels much tighter, and the central spring strut also offers more reserves. The Bandit 1250 S is a bit more direct than its predecessor without seriously compromising on comfort.
In return, however, she has put on a proud eleven kilograms, which is mainly due to the more voluminous exhaust system and the reinforced frame beams. Instead of 243 it is now 254 kilograms. It has not become any more sedate. On the contrary, it looks more manageable and turns more easily into bends than the 1200 S. The handling is more stable and precise. The new one still rolls on the Dunlop D 218, which is not the first choice, but in the special specifications “T” at the front and “N” at the rear, which makes a decisive contribution to the difference in driving behavior. With the Michelin Pilot Road, which MOTORRAD has set up on a trial basis, she drives even more comfortably, more neutrally and more precisely and demonstrates her entire chassis-specific skills.

More powerful, sophisticated, responsive engine, a firmer, more agile chassis ?? much speaks for the more modern bandit. Also the still favorable price-performance ratio. Whereby the 1200 S, as already mentioned, is now available even more cheaply. And many bandit fans love the fine rib look of the air-cooled motor. The new one definitely can’t offer that.

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Suzuki Bandit, Triumph Tiger and Harley-Davidson Night Train

Suzuki Bandit, Triumph Tiger and Harley-Davidson Night Train
Old against new

Triumph: Tiger against Tiger 1050 – interplay

Triumph redefines the tigers. Originally started as a powerfully motorized travel enduro, the hissing big cat is now moving to the camp of long-legged fun bikes. How good does the role change?

Over the years, no one really wanted to believe that the Tiger is an enduro. As powerful as it appeared, as heavy as it was, hardly anyone dared to go stalking away from the streets with the English big cat. It didn’t help that Triumph made improvements here and there. After all, Hinckley had some understanding, cut the spring travel a little for the 2005 model year, tightened the damping and relied on cast instead of wire-spoke wheels, at least to cut an even better figure on the road.
Because as a touring machine the
Tiger has always had its qualities, not least because of the sleek, powerful three-cylinder. And so in recent years she has been courting a suitcase set, main stand and heated grips
free of charge at the base price of 10,360 euros
were added to the favor of tourist motorcyclists. Hand protectors protect against cold and wet, one
Socket supplies electricity. In short: the tigers,
anno 2006, is almost completely equipped. What is missing are hand levers with adjustable reach and one in the spring base
Central spring strut, hydraulically adjustable by handwheel.
The comfortably padded bench, which with its length leaves enough space for a passenger, goes well with the touring equipment. However, it is not enough for comfortable ergonomics. The sitting position is a little high, the legs
need to be angled unnecessarily, and the handlebars are a little too cranked to create a perfect connection between man and machine.
The extremely comfortable chassis design is forgiving. The Tiger uses its unchanged long suspension travel to keep potholes, bumpy asphalt and undulating road surfaces away from the crew. Pleasant for leisurely touring, a hindrance for a sporty pace. The fork dips deeply when braking, giving a spongy, indifferent feeling for the road. To do this, she turns in awkwardly, and the driver has to do this, especially on fast changing bends
Apply a lot of strength to the 251
To pilot a machine weighing kilograms with reasonable precision. Even the dull brakes cannot mitigate the impression of sedate driving behavior.
The triple didn’t deserve that. The 106 HP strong three-cylinder (MOTORCYCLE measurement 101 HP) starts with full thrust from low engine speeds, takes it easy, revs up cleanly and develops its power homogeneously. Cultivated and low in vibration, it releases its power, invites you to go for a lazy, yet brisk ride? an impressively sovereign, high-torque engine. The consumption on the country road is 5.1 liters
Super okay for 100 kilometers. And with the stately 24-liter fuel drum, the range extends to a considerable 471 kilometers. As befits a decent travel machine.
The 1050 is already on the outside-
Tiger light years more modern than the 955s. Everything fits like a glove and is much easier to handle when trying to sit, for example the lower seat height, so that
also the feet reach the ground, the knee angle and the slim knee joint. The wide handlebars allow an active, yet comfortable posture. The Ver-
clothing pane is wider than its predecessor and protects the shoulders better from the wind. In contrast, the cockpit appears airier, friendlier, fresher.
The suspension tuning goes in a completely different direction. Upside-down fork and central spring strut, both with significantly less travel than the 955-
Model, offer a good compromise between sporty hardness and desired comfort. And thanks to ample setting reserves, they can be adapted to personal preferences.
Due to these prerequisites as well as uncompromising roadworthy tires, the Tiger 1050 steers itself much more precisely, delivers exact feedback, appears more transparent, more stable and more easily controllable. Obviously, the new one likes to be brisk and tends to rob bends. Especially since the radial pliers grip more heartily at the front and, in particular, are easier to dose. It is more handy
Tiger has also become, which is certainly due to its significantly lower weight of 229 kilograms.
A nominal nine and measured even 18 hp more power as well as more torque over the entire speed range are the result of the increase in displacement by almost 100 cubic centimeters. In terms of performance, from acceleration to pulling power, the 1050 engine is clearly superior to the old one, has significantly more punch, but also looks more aggressive and
a bit rougher. That suits lively characters rather than calm ones. The something
higher highway consumption of 5.4
Liter super, which in connection with the smaller 20-liter tank leads to a lower range, has to be accepted. On the other hand, the high-quality Tiger 1050 is cheaper than the old one at a price of 10,050 euros and will soon be optionally available with ABS. And she won’t need any promotional measures such as luggage systems or heated grips as a bonus anytime soon.

Harley Davidson: Night Train vs. Night Train 96 – Show of strength

The Americans have really worked hard,
to give your 2007 models a new shine with inner values. Outwardly everything is the same as before
remained. Example Night Train.

When Harley-Davidson introduces “new” models, it usually doesn’t knock the common motorcyclist off his feet. Wider decorative stripes, a little more chrome on the air filter cover, stitched seams on the left side of the saddlebags, et cetera. Plus the lively mix of components. Let’s see what else can be combined. Real Harley fans, however, appreciate the fact that there is no hectic model change. Harleys are now
Not only reliable, but they also enjoy a high quality standard and the proverbial lasting value.
For the 2007 model year, however, the Americans turned their drive system upside down. Which was also necessary. Because the Euro 3 standard no longer allows simply plugging engines. Now a new Twin Cam 96 is available, which replaces the older Twin Cam 88 in all models of the construction-
the Dyna, Softail and Touring series.
The Night Train belongs to the species
Softail. And because the V2 is rigidly screwed to the frame, the 96B variant comes into play with it. B stands for Balancershaft, i.e. two balancing shafts in order to immediately displace first-order inertial forces. Which doesn’t change the fact that this Harley vibrates too, just pleasantly pleasant and at the right frequency. Twin Cam 96, that is
above all more displacement. 96 cubic-
Inches mean 1584 cubic centimeters
Cubic capacity, 135 more than before, and they provide a lot more torque and a lot more power. Exactly seven hp. So the information from Harley.
MOTORRAD put the old and new Night Train to the test: Both are slightly above their factory at the top-
information, but the performance and torque curve is far more exciting (see diagram on the next page). That speaks volumes about the engine difference. Between 2500 and 5000 rpm
the 96 always produces an average of ten hp more, and the torque
between 2000 and 4000 rpm is on average 20 to 25 Nm higher than with the lower-displacement variant.
Of course, this is not achieved by the displacement alone. Lighter pistons, connecting rods and piston pins also ensure increased performance and lower oscillating masses, so that the Twin Cam 96B runs noticeably more refined than its predecessor. Harley-Davidson’s new intake and exhaust system also contributes to increased performance. According to the specifications of the transmission and the electronic
Engine management opens and closes
a solenoid switch valves in the intake and a flap in the exhaust tract to add-
to be able to connect or disconnect a large volume in both areas.
A nice trick that is also nice on the ears. In city traffic, for example, the Night Train 96 only glides
whispering to an active silencer, only to shoot out of the second, open pipe at the end of the town sign when the gas tap is finally opened. Not outrageously loud and in any case legal, but characterized by a rich, low-frequency sound. That’s why people like to play with the throttle to hear the 96 Big Twin Symphony all over again.
The Night Train 96 is filled with life. From the first turn of the crankshaft, it’s beat after beat, bassy swinging, grooving forward. Good entertainment in its purest form, while the predecessor has a tinny sounding exhaust
must be content. The old engine looks stalled and boring in comparison.
The meager pulling and acceleration values ​​underline the listlessness of the 88 Night Train. On the 96 she loses a good three seconds in the sprint to 140 km / h, and almost four seconds in the pull from 60 to 140 km / h.
The six-speed cruise drive gearbox was developed to match the Twin Cam 96 engine and the starter was screwed directly to the primary drive so that the intermediate shaft can be omitted. Is that why the starter sets the crankshaft in rotation like a hammer? At least it sounds pathetic. Compared to the five-speed transmission in the ’88 Night Train, the first three gears are a little longer, while the fourth and fifth are a little shorter. The sixth gear was packed on as overdrive and allowed to chug along with the large Night Train from around 70 km / h just above idle. It only has a hard time accelerating from this speed.
From the outside, both Night Train look great. The deep Badlander seat, the flat drag-bar handlebars and the forward footrests require a radical sitting position with arms and legs stretched forward, which is by no means as uncomfortable as it looks. To simulate a rigid frame look, the two suspension struts are perfectly hidden behind the oil tank. Sometimes you can’t get rid of the feeling as if the frame was really unsprung at the back. The two spring legs, which are supported against the triangular swing arm made of tubular steel, offer so little comfort.
On the other hand, the telescopic fork with slim bars guides the 21-inch wire-spoke front wheel in a surprisingly stable manner. On bumpy passages or a brisk driving style, however, it appears underdamped and tends to stutter. In view of the long wheelbase and the stretched seating position, tight curve radii become a stiff business. Even if the lean angle seems large for Harley conditions, the brakes in front like
work in the back quite properly, winding country roads are not exactly her thing. Long, gentle curves and long straights are more the terrain of the Night Train. Even Dennis Hopper
and Peter Fonda showed us how to do it with their choppers.
But not only movie stars, Harley riders are also getting older and more comfortable. Then comes the so-called Smart Security System that Harley uses in all 2007 models-
Models, very convenient: an electronic immobilizer with an integrated, deafening alarm system and keyless remote control. You only have a type of transponder with you.
You can safely do without the little knobbly key for the steering lock and the ignition switch, although
The Night Train continues to be classic
can be completed. As soon as you are only a few meters away from the motorcycle, the alarm system is activated automatically. And thanks to the transponder, you can drive off at any time without having to pick up a key. A convenient thing ?? if you have the part with you. If not, it’ll be stressful. Just the attempt to gently lift the 314 kilogram 96-night train off the side stand is enough to trigger the shrill alarm system and interrupt the ignition current.
This not only wakes the neighbour’s grandma out of her deep sleep, but also the dear children
walk through the garden screeching every time Dad has left the bunch of keys on the sideboard. But after all, such a Night Train 96 costs a lot of money, namely 17,995 euros, and the good piece shouldn’t be able to change hands so easily.

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