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Japan radical!

Something is coming up: four fat four-cylinders. Such motorcycles made the Japanese two-wheeler industry a world leader, embody Nippon’s glamor. This is especially true for fat naked bikes from the land of the rising sun. They present themselves radically refined by German tuners. Clear the stage for power and glory, for an experience to the power of four.

Four seasons, four cardinal points, four primordial elements. The four has always been considered the most powerful and sacred number. This also applies to the question of how many
Cylinder the only true motorcycle engine has to have. It is also a great idea to couple four cycles and four cylinders. And that for 101 years: in 1904, Laurin & Klement in Bohemia and FN in Belgium presented the first four-cylinder machines. The Danish Nimbus followed in the twenties, and in 1932 the English Arial Square Four with its cylinders in a square. Not to forget the US icon Indian Four and the legendary four-cylinder from MV Agusta from 1967.
But it was not until the Honda CB 750 and the Kawasaki Z1 that the four-cylinder became a global success in the late sixties and early seventies. The four in a row made Japan unbeatable, and still forms the backbone of the
four (!) brands Honda, Kawasaki, Suzuki and Yamaha. The force of that motor eruption is omnipresent to this day.
In the aftershocks of that history, the motorcycle quadriga of this comparison swings. On historic southern French soil, in Provence. Where the Romans marched with their four-horse chariots more than 2000 years ago. In comparison, entire armies of horses harness these motorcycles:
the Honda CB 1300 from Bike Side, the Kawasaki Z 1000 refined by RF Biketech, a Suzuki GSX 1400 tuned by Wegmann and the Yamaha XJR 1300 from Zweirad Krause. Japan radical! The return of the fantastic four. Not in a comic, but very real. With four valves in each of the four by four cylinders, of course. And conversion parts that everyone can put together individually for their motorcycle.
Bike side-
Honda CB 1300
A real gentleman is the Big Bike refined by the Baden plastics specialist Bike Side. Just a fighter gentleman. Stylishly dressed in the Far-
Ben of Nippon’s national flag, the bike-side CB looks as if the presenter of the day, Ulrich Wickert, with a headband, upper arm tattoo and samurai sword, wishes “a good night’s sleep”. A declaration of war cast in polymers. The view from the cockpit fairing is striking. Made of fiberglass-reinforced plastic, blessed with ABE, it provides surprisingly effective protection against the oncoming hurricane of the airstream.
Serve as a martial addition
the front spoiler and the radiator fairing-
as well as the rear wheel cover, also all made of GRP, with an integrated, somewhat sparse chain guard. Decoration: the rear interior trim, which is also bright white. The “Trophy” end pot by Devil has a carbon shell. Unfortunately no Kat. Still, he’s everything
other than devil stuff. Perfectly processed, a new stainless steel pipe creates the connection to the series manifolds.
Start command! Is surprisingly quiet
the standing noise, but at the top it sounds crisp and dull. A case for sumo wrestlers is lifting the 269-kilogram barrel from the side stand to the vertical. When you sit up you look in vain for the footrests, so far back
lies the adjustable system from Gilles Tooling, opulently made of sinfully teu-
rem titanium. In the driven setting
the knee angle is a little acute. Or put in positive terms: combative and compact. Because the lean angle increases enormously. If only the front spoiler didn’t touch down so early…
Quick change curves are child’s play thanks to the 76 centimeter wide aluminum superbike handlebars that are easy to handle. It is cranked unconventionally backwards and downwards. The injection engine is silky and powerful. Four towering, puristic, smooth cylinders form a Buddhist temple of power. With a direct line to heaven. Zack, careless youngsters are hit by the cockpit first and then with a grin on their faces. For used 11,499 euros, the Bike Side-CB 1300 is worth more than a sin. Especially since the standard immobilizer ensures that the fun can continue tomorrow.

RF Biketech-
Kawasaki Z 1000
This is where the true character of the Z comes into play. Wild and merciless, a hot spur with “only” 953 cm3 displacement. With its “Borussia Dortmund” livery, RF Biketech shows a heart for Bundesliga clubs in need. The tuners from Lower Franconia convert ZRX to Z1 look. With drop tank, spoked wheels, duck tail and four-in-two system.
And now that: chrome mudguard and polished aluminum parts meet water coolers, digital tachometers and upside-down fork. Plus a homemade single-sided swing arm and six-inch wheel. The former is based on the
from Honda’s RC 36, looks polished
and perfect to the Z 1000 adapted. Quick-release axle out, new swing arm in, pay 2500 euros, done. The brake pads in the front wheel look a little dull. The hindquarters, on the other hand, brake unexpectedly well.
Radical: the seating position behind the Quadriga’s widest handlebars. At 85 centimeters, it almost protrudes into the oncoming traffic, and should be a little more cranked towards the driver. Incredibly direct, the 215-kilogram fighter turns in, hits closer hooks than a hare on the run. The Zett follows the line with razor sharpness and remains surprisingly neutral despite the wide 190 mm tail flap. The shock absorber reacts sensitively when there is time, the hump
to digest. It reacts more trampling to short, rapidly successive impacts. Then the bike loses contact with the ground and knocks the driver out of the wide single saddle. There has to be a little suffering.
The exhaust system laid under the engine comes across as ultra-short and brutally loud, scraping across the asphalt in super-fast right turns. And cares until 4000
Tours for a poor throttle response of the four-cylinder and an immense loss of power at the top: a maximum of 103 instead of a nominal 127 hp. Frank Rohlich, head of RF Biketech, thankfully made his creation available to MOTORRAD before the voting trips. And then was scared myself. Instead of the absorption silencer, he now uses an optically identical pot with reflection sound insulation, including a »dB-Eater« and ABE. That enables around 120 hp. Sounds realistic.
The characteristic whistle of the belt-driven ignition system will have remained. It has now also been modified and now has a Simmerring with a double sealing lip. In the case of a component with a single sealing lip, if it is tilted sharply to the right, oil can be lost. But the tested version, and that counts, also ensures
a very special kind of driving experience. For 14,000 euros in any inclined position.
Wegmann-
Suzuki GSX 1507
It used to be in every motorcycle-
Quartet was the super trump card, the Wegmann-Suzuki GSX 1507. Fifteen hundred seven, stitch. Angry digits. And a piece of culture. The motorcycle comes from the Ruhr area, from Recklinghausen, the most populous district in Germany. People with a sense of the practical live there. According to the motto from the Ruhrpott film “Lots of coal”: The day comes when the saw wants to saw!
On a day like this, Suzuki dealer Heinz Wegmann goes into his workshop, drills, hones and mills. And pumps his GSX to one and a half beer mugs-
clean up. With 84 instead of 81 pistons in freshly coated cylinders. There is also a lot of brain work, new camshafts, adapted channels. There’s something going on. Huge 156 Newton meters of torque with just 5600 tours. The Wegmann-Suzuki cracks 150 PS at just over 7000 rpm. Any questions? Until then, no production motorcycle can stand up to it, no Hayabusa, no ZX-12R, no Blade. Fatter is better.
Caution trap: Such an achievement is beyond the scope. For the picture book-
Curves on page 47, the 1507 simply needs a different scaling. The tuning is already the ideal in favor
Torque curve defused version! In the lower corridors, the horizon flies in like Munchhausen’s ride on the cannonball. Only the unspeakably long sixth gear is a shame. The GSX only rotates 3000 tours with the tachometer display 100 and is translated to 300 km / h. That’s why she lets the much weaker CB 1300 first go through. A type of life insurance that you can always get hold of.
Especially since the speedometer needle rotates jerky, while the colleague in the tachometer has a mild job. Don’t miss out: the tuning motor revs up much more freely than the 1400. Probably a merit of the Akrapovic complete system that Wegmann converted to two mufflers. Quite legal and yet sounding deep and voluminous. Even when standing, the self-made cladding looks very sleek. It shields the fuselage fully and without turbulence, but it produces a lot of noise. The interior cladding or the self-made mirror supports are a little roughly hewn, and the initials engraved in the valve cover look like they were underground.
A modified fork bridge stretches the blue anodized superbike handlebar four centimeters further towards the rider. However, its rubber mounting dilutes the accuracy and feel for the front wheel of the standard chassis a little. No, the five-hundredweight grenade is not a miracle in handling, it calls for honest work in alternating curves. But rewarded with neutral driving behavior despite the 190. And the mighty engine is removed from everything earthly. The complete supply costs exactly 14,000 euros, pardon: demonstrator. Not too much coal for the day the saw tries to cut. And it will definitely come.
Krause-Yamaha
XJR 1300
She is the last samurai. Set defiantly
the only one still on the carburetor
and air cooling. No other four-cylinder holds its chrome manifold so proudly in the airstream. But from the classic
Mechanical engineering and the down-to-earth name shouldn’t be fooled. Because the “Sport Tourer” from Krause develops the second highest peak performance in the field, 124 hp on the clutch, revs higher than the Honda and Suzuki.
The XJR finds the performance plus-
Specialist Holger Krause alone in the
Motor peripherals, brings the naked bike »to the stand of the FJ 1200.« With open intake manifold, an air filter intake plate made of milled aluminum, new nozzle label-
dowels and main jets, more advanced ignition and exhaust pipes with a diameter of 32 instead of 20 millimeters. Lots of details, lots of effort, lots of impact.
As if uninhibited, the dull four-cylinder storms in the upper speed regions. However, if it slaps in overrun mode, it fails to ignite if the throttle grip is suddenly closed and the spray supply is turned off at high speeds. To do this, the other way around, he accelerates particularly gently, free of disruptive load changes. A consequence of the conversion to easy-care toothed belts.
It is a case for daring tourists, the 1300s. Those who are brave enough to receive a motorcycle in the Schalke colors royal blue / white in Dortmund for 14,150 euros cash price. There Zweirad Krause has the performance change and all relevant parts registered by the TÜV. Not quite as agile as that
Kawa and the Honda bustle with the XJR
through the corners. Her front spoiler is the only one not to put on, at most the fear nipples of the footrests. The structurally aged Michelin Macadam 90 X in special code “E” harmonize well with the 2003 XJR (RP06).
Unlike the R1 brakes with the soft fork. She works excessively, goes straight to the block when braking hard. No incredibly solid-looking multiple clamps on the triple clamps help either. In terms of craftsmanship, the Krause-Yamaha is the most harmonious and finest processed. It is one that you can admire and feel for hours. Preferably when cooling down, when the cooling fins crackle seductively. And the three other machines are there, so the fantastic four are complete and the first pils are circling. From Dortmund, of course.

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Test tuning bikes

Test tuning bikes
Japan radical!

Technical data: BIKE SIDE-HONDA CB 1300

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, injection, Ø 36 mm, secondary air system, hydraulically operated multiple discs-
Oil bath clutch, five-speed gearbox, O-ring chain.
Bore x stroke 78.0 x 67.2 mm
Cubic capacity 1284 cm3
Compression ratio 9.6: 1
rated capacity
85 kW (116 PS) at 7000 rpm
Max. Torque
117 Nm at 6000 rpm

Chassis: double loop frame made of steel, beams, telescopic fork, Ø 43 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum, two spring struts, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 256 mm, single-piston -Swimming saddle.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17

Dimensions and weights: handlebar width * 760 mm, seat height * 800 mm, weight with a full tank * 269 kg, payload * 176 kg, tank capacity 21 liters.

Price ** 11499 euros
Contact: Bike Side Racing- and Performance Parts, Telephone 07245/108823, www.bikesyide.de; Motorcycle house
Bohling et al. Eisele, phone 0721 /
7907770, www.bohling-eisele.de

Conversion costs: HONDA

»BSB4« cockpit fairing including tinted windshield and mounting kit: 480 euros; “Striker” front spoiler: 200 euros; GRP radiator trim: 159 euros; Rear hugger: 143 euros; Rear interior trim: 149 euros (prices for unpainted plastic parts). Single-color painting 87 euros, two-color painting 120 euros per component; Aluminum superbike handlebars:
46 euros; Devil »Trophy« silencer: 479 euros; Braided steel brake lines: 150 euros (complete front and rear) Gilles footrest system: 408 euros

Technical data: RF BIKETECH-KAWASAKI Z 1000

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, injection, Ø 38 mm, secondary air system, mechanically operated multiple discs-
Oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 77.2 x 50.9 mm
Cubic capacity 953 cm3
Compression ratio 11.2: 1
rated capacity
93.4 kW (127 PS) at 10,000 rpm
Max. Torque
96 Nm at 8000 rpm

Chassis: Backbone frame made of steel, load-bearing engine, upside-down fork, Ø 41 mm, adjustable spring base and rebound 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 300 mm, four-piston fixed calipers, disc brake at the rear , Ø 220 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17

Dimensions and weights: handlebar width * 850 mm, seat height * 800 mm, weight with a full tank * 215 kg, payload * 183 kg, tank capacity 18 liters.

Price 14,000 euros
Contact: RF Biketech GmbH, phone 0971/7851197, www.rf-biketech.de

Conversion costs: KAWASAKI

Single swing arm including rear brake system, rim and sprocket: 2498 euros; Adaptation for other motorcycle types: 300 to 500 euros surcharge; Swing arm cover: 398 euros; external ignition system:
549 euros; “Under Engine” exhaust system: 749 euros; changed
Rear part complete with inner fenders,
Double rear light and side panels made of stainless steel: 798 euros; Painting in the original colors: 110 euros; Front spoiler: 198 euros; Radiator cover:
79 euros; Windshield: 149 euros; Footrest system: 298 euros; Superbike handlebars: 49 euros; Braided steel brake lines (complete front and rear):
145 euros; Polished handlebar end indicator (set): 138 euros; Chrome fenders:
159 euros; Holding rate in addition: 59 euros

Technical data: WEGMANN-SUZUKI GSX 1507

Engine: air / oil-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, injection, Ø 34 mm, secondary air system, hydraulically operated multiple discs-
Oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 84.0 x 68.0 mm
Cubic capacity 1507 cm³
Compression ratio
Tuner secret
rated capacity
111 kW (151 PS) at 7200 rpm
Max. Torque
156 Nm at 5200 rpm

Chassis: double loop frame made of steel, telescopic fork, Ø 46 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, two spring struts, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, six-piston fixed caliper, disc brake at the rear, Ø 220 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17

Dimensions and weights: handlebar width * 760 mm, seat height * 825 mm, weight with a full tank * 251 kg, payload * 209 kg, tank capacity 22 liters.

Price ** 14,000 euros
Contact: Zweirad-Sportcenter
Wegmann, phone 02361/82910, www.suzuki-wegmann.de

Conversion costs: WEGMANN-SUZUKI

Motor performance kit, consisting of
Boring, 84 piston, recoating of the cylinders, other cams-
shafts, modified software and processing of valves and ducts:
4000 euros (including performance measurement); Four-in-two exhaust complete-
Akrapovic system (Wegmann custom-made): 1800 euros; Fairing including mirrors, indicators and headlights: 1400 euros (without paintwork); Superbike handlebars: from 49 euros; Steel braided lines: depending on the effort;
40 millimeter higher riser (custom-made, including TÜV certificate):
250 euro; Front spoiler (unpainted): 249 euros; modified rear with new interior trim and new taillights: 279 euros; rear wheel cover: 139 euros; Painting work: on request; Moko passenger footpegs: 112 euros
plus 164 euros for the porters (set prices); Wheels painted white: 350 euros; narrow front fender: 80 euros; Chassis improvements and
Changed secondary translation: on request

Technical data: KRAUSE-YAMAHA XJR 1300

Engine: air-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, constant pressure carburetor, Ø 37 mm, secondary air system, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt.
Bore x stroke 79.0 x 63.8 mm
Cubic capacity 1251 cm³
Compression ratio 9.7: 1

rated capacity
97 kW (132 PS) at 8270 rpm
Max. Torque
125 Nm at 7000 rpm

Chassis: double loop frame made of steel, telescopic fork, Ø 43 mm, adjustable spring base, two-arm swing arm made of aluminum, two springs-
legs, 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; 180/55 ZR 17

Dimensions and weights: handlebar width * 795 mm, seat height * 805 mm, weight with a full tank * 255 kg, payload * 195 kg, tank capacity 21 liters.

Price 14150 euros
Contact: Zweirad Krause, phone 0231/31999, www.zweiradkrause.de

Conversion costs: KRAUSE-YAMAHA

Double headlight trim: 375 euros unpainted, 465 euros painted in all original colors; Hold-
rate: 45 euros; Fork bridge complete: 795 euros; Krause performance kit L1 complete: 690 euros; TÜV entry in individual acceptance: 129 euros including performance measurement on the test bench;
Individual prices for performance kit: Open suction-
trim 195 euros (set); Intake / ignition kit (igniter base plate with more advanced ignition) XJR 1300 RP06 and RP10: 179 euros; VA exhaust inserts including 32 millimeter pipe and twelve gas-tight VA rivets: 149 euros: Exhaust processing: 199 euros; Toothed belt conversion (V + H) including assembly and TÜV approval: 1240 euros; Special paint: 790 euros; Polished and painted wheels: 350 euros if the rims are delivered without brake discs and tires, otherwise 450 euros; “Tour” belly pan: 199 euros unpainted, 299 euros painted; Adapter plates
for relocating the driver’s footrests (20 mm higher and 22 mm to the rear): 99 euros;
Superbike handlebars »Booster« (28 mm diameter): 80 euros; Handlebar stands: 80 euros; Handlebar weights (set): 25 euros; Comfort bench seat conversion (piping and logos as required): 140 to 290 euros; Aluminum crash pads: 54 euros; Stainless steel grille: 84 euros

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