Menus
- Far from cornering ABS and traction control
- BMW R nineT – the noble roadster
- The road can literally be felt with the BMW R nineT
- Seat padding does not allow mammoth stages
- Data
- Moto Guzzi Griso – massive, bassy
- More subtle, but by no means less emotional
- In Mandello they know what fine workmanship is
- Data
- Yamaha XJR 1300 – the original
- XJR 1300 with elegant Ohlins stereo struts
- The ridiculous price of 8,995 euros
- Data
- Honda CB 1100 – the relaxed one
- Honda CB 1100 looks like a well-preserved classic car
- Data
- Performance measurement and conclusion
- Performance measurement
- Conclusion
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38 photos
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The eerie attraction that the BMW R nineT, Moto Guzzi Griso, Yamaha XJR 1300 and Honda CB 1100 trigger in southern France opens your eyes once again to what makes motorcycling so intense: feelings.
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The control head nut looks noble.
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The air / oil-cooled two-cylinder four-stroke 90-degree V-engine has a total output of 106 hp.
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The cockpit of the Moto Guzzi Griso is even simpler than that of the BMW.
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Completely different from the BMW, it delights the viewer with massive and muscular elements that combine to form a straightforward exterior. The Griso inspires with a systematic structure like a single-family house with a red clinker facade.
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Figuratively speaking, manufacturer Moto Guzzi has been riding the train since 2007, on which BMW is only now jumping. With the Griso 1200 8V Special Edition, the Italians have created a monumental work of art in the roadster look.
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The retro bikes not only look good, they are also a lot of driving fun.
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Heated grips do not decide whether the soul rejoices when looking at your own motorcycle – we have known that for a long time.
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One box, the other pulsates: The two air-cooled twin-cylinder engines from BMW and Moto Guzzi from Europe have a lot of character. Surprisingly, the BMW boxer sounds better.
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The air-cooled two-cylinder boxer in the BMW R nineT develops 90 hp.
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Puristic but authentic: with these four retro ovens, motorcycling tastes like freedom again.
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It is wonderful how euphoric the honest and transparent technology of the BMW R nineT has on the organism. With every bend, the perfection of this sequence of actions begins anew, the driver grins more broadly through his visor after each bend.
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Even if you are at war with the Bavarians, looking at the R nineT you have to admit that the Munich-based company has delivered the most beautiful motorcycle to date.
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The simple cockpit of the BMW R nineT.
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The filigree components are a real eye-catcher.
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The footrests of the BMW R nineT.
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Real eye-catcher: the BMW emblem in the headlight.
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In addition to all the high-tech racing rolls, the four retro bikes are rock solid, honest and very aesthetic.
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In this way, the manufacturers hit the scene with precision.
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Almost 400 garages have housed a Honda BN 1100 since last year. The retro bike, designed to pay homage to the CB 750 Four, was originally only intended for the Japanese and Australian markets.
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The Honda just doesn’t look like a retro bike, it could actually be a well-preserved classic. It goes without saying that this only applies if you look at the 249 kilograms from a distance.
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The analog clocks in the cockpit are highlighted in green.
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The tank is wonderfully narrow and flat.
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The cooling fins, which are only two millimeters thick, are much more filigree than those of the Yamaha.
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The typical 1970s rear end has charm.
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It remains to be hoped that future emissions regulations will not result in the end of air-cooled, beautifully ribbed engines.
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The rear speaks a sporty language.
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The eye-catching Ohlins stereo struts are a feast for the eyes.
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The footrest of the Moto Guzzi Griso 1200 8V S.E.
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Short overhang of the fender with perfectly integrated rear light.
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Those who like sensual products are spot on with these four candidates.
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Each of them develops a special charm, conveying their individual story to the driver.
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This bike deserves a bow in advance. Not because it embodied any superlatives or broke records, but because it’s a Yamaha XJR.
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As the last survivor of an extinct species, she bravely holds up the big bike flag. 1300 cubic centimeters of combustion chamber, distributed over four air-cooled cylinders in a row, the whole thing packed muscularly in a stately tubular steel frame.
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The classic round instruments of the cockpit of the Yamaha XJR 1300 are real eye-catchers.
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The air-cooled four-cylinder four-stroke in-line engine has an output of 98 hp.
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The powerful cooling fins of the air-cooled Yamaha engine already indicate its power.
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That would lose more than its cozy crackling sound after dismounting.
BMW R nineT, Moto Guzzi Griso 1200, Yamaha XJR 1300 and Honda CB 1100 in comparison
Far from cornering ABS and traction control
If there is a whole working day between the office chair and the garage at home, you need a special motorcycle to keep the anticipation going until the end of the day. Far from cornering ABS and traction control, these four air-cooled retro bikes prove that motorcycling has to create one thing above all: feelings.
VMore and more people stop in front of the cafe in Cassis in the south of France. The interest is not in scantily clad women, but in four air-cooled, bare retro bikes, the engines of which crackle and crackle to recover from work. That makes a motorcycle tester ponder quickly. Because if the two-wheeler manufacturers are competing with technological innovations, the puritans of the model range inspire passers-by.
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BMW R nineT, Moto Guzzi Griso 1200, Yamaha XJR 1300 and Honda CB 1100 in comparison
Far from cornering ABS and traction control
Triggering the CB 1100 in the south of France opens your eyes again to what makes motorcycling so intense: feelings. That may sound cheesy, but it gets to the point. Each of these four motorcycles proves in its own way that that core can always be filled differently.
BMW R nineT – the noble roadster
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It is wonderful how euphoric the honest and transparent technology of the BMW R nineT has on the organism. With every bend, the perfection of this sequence of actions begins anew, the driver grins more broadly through his visor after each bend.
Even if you’re at war with the Bavarians, looking at the BMW R nineT you have to admit that the Munich-based company has delivered the most beautiful motorcycle to date. Heretical voices say: their first beautiful. Well that could be. The consistent implementation of the noble roadster begins, much to the delight of many, with the chassis. In addition to the Supersport rocket S 1000 RR and the bare S 1000 R cannon, you finally get a BMW that goes to the start without Telelever. Equipped with a conventional upside-down fork, it is now suitable for all those for whom crystal-clear feedback from the front is just as indispensable as the ketchup on the currywurst.
You can now whiz towards a tight curve with the air-cooled boxer, first grip the front brake with a great pressure point, release it gradually when you turn into the corner, only to release it completely when you are at a deep lean angle. It is wonderful how euphoric honest and transparent technology can have on the organism. With every bend, the perfection of this sequence of actions begins anew, the driver of the BMW R nineT grins more broadly through his visor after every bend.
Naked bike
BMW R nineT in the driving report
Puristic retro style bike
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Modern Classic
BMW R nineT in the PS driving report
Not for wheelie artists and rear wheel transverse drivers
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The road can literally be felt with the BMW R nineT
The Conti tubular tires support the feedback very well and interlock energetically with the asphalt even in cool conditions. As a driver, you never need to doubt the nature of the liability. The same applies to the rear wheel of the BMW R nineT, whose contact with the road is monitored by a rather tightly designed central spring strut. Since it is also not equipped with a fine response behavior, one rumbles the intervertebral disc long-term to the incident on an undulating road surface. Anyone who has not yet struggled with age-related symptoms of illness will reap a traditional driving experience par excellence. And more than that: Who cares about the moderate suspension comfort when you can spur the boxer at every vertex as hard as the grip still allows? With the handlebars lying perfectly in the hand and the hard seat, the road with the BMW R nineT can literally be felt.
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Even if you are at war with the Bavarians, looking at the R nineT you have to admit that the Munich-based company has delivered the most beautiful motorcycle to date.
The feeling that the BMW R nineT conveys is unique: ultra-direct, super honest and nothing for waterbed owners. Other models offer more convenience, but none of them has such an elegant appearance at the dealer. Even after three days of intense scrutiny with the 222 kg lightweight boxer, you can still find screws on the bike that show how much love has flowed into this motorcycle. From the forged aluminum handwheel for the hydraulic strut adjustment to the chic, also forged fork bridge with conical screw domes to the self-confident BMW emblem in the round headlight. Valuable materials meet fine workmanship, elegant lines and a sensational finish. If you are still looking critically at the pictures, you only have to stroke the brushed aluminum tank covered with clear varnish in your mind. Then you understand the enthusiasm for the BMW R nineT, which is also spreading among the passers-by in front of the cafe in Cassis.
The boxer engine, integrated as a load-bearing element between the front and rear part of the tubular steel frame, hangs strikingly in the wind. The air-cooled centerpiece, which was briefly declared history last year in favor of a water-cooled high-performance boxer, is experiencing its rebirth in the BMW R nineT. Or better: his resurrection in final destiny.
Seat padding does not allow mammoth stages
At the latest when the start button sets the mighty two cylinders in motion, the symbiotic union of engine and chassis takes place as an evolutionary final stage. This stimulating look, this shaking of the entire bike through the lengthways crankshaft and the high centrifugal masses let the rider’s heart pulsate in time with the boxer. The unadulterated view of the cylinders protruding from the side supports this feeling immensely. Anyone who was never allowed to experience love at first sight can do so now for 14,500 euros. The fact that the seat upholstery of the BMW R nineT does not allow for mammoth stages, the knee angle is sporty for people over 1.85 meters and the (otherwise inconspicuous) cardan drive favors a punching rear wheel when downshifting can safely be neglected. Likewise, the only satisfactory handiness. Because with the brilliant start of the unit, which pushes up to 115 Newton meters, any doubts are blown away.
The 1200 cubic capacity change the load without grumbling from 1000 revolutions and make driving in sixth gear from 40 km / h possible without any problems. Whoever pulls on the gas from here on, is not only rewarded with sufficient propulsion, but also with a unique, inimitable and by no means restrained soundscape from the double silencer on the left. The spread out, bassy sound carpet lets the last doubters fade away. Who needs the 15 additional horsepower from the modern kettle? With up to 110 hp at its peak, there is always enough flavor available. With the BMW R nineT, you can sometimes hurry through the terrain, as if looking for a partner at the hut fun. You can take it easy with the motorcycle.
The BMW R nineT exudes its charm even without being fast. It already tastes like a spring-like urge for freedom, there is still meters of snow outside the garage. Whether the Italian role model, the Moto Guzzi Griso, can parry this emotional outburst?
Data
| Type of engine | Air / oil-cooled two-cylinder- Four-stroke boxer engine, two overhead, chain-driven Camshafts, four valves per Cylinder, rocker arm, electric starter |
| Mixture preparation | Injection, Ø 50 mm |
| coupling | Single-disc dry clutch |
| transmission | Six-speed |
| Secondary drive | Cardan |
| Bore x stroke | 101.0 x 73.0 mm |
| Displacement | 1170 cc |
| compression | 12.0: 1 |
| power | 81.0 kW (110 hp) at 7750 rpm |
| Torque | 119 Nm at 6000 rpm |
| Weight with a full tank | 222 kg |
| Top speed | 217 km / h |
| price | 14,500 / 15,597 * euros |
| Additional costs | 390 euros |
| *Incl. Aluminum seat bench (395 euros), heated grips (282 euros), Custom driver’s seat (280 euros) and LED indicators (140 euros); |
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Moto Guzzi Griso – massive, bassy
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Figuratively speaking, manufacturer Moto Guzzi has been riding the train since 2007, on which BMW is only now jumping. With the Griso 1200 8V Special Edition, the Italians have created a monumental work of art in the roadster look.
She can. Figuratively speaking, manufacturer Moto Guzzi has been riding the train since 2007, on which BMW is only now jumping. With the Moto Guzzi Griso 1200 8V Special Edition, the Italians have created a monumental work of art in a roadster look. Completely different from the BMW R nineT, it delights the viewer with massive and muscular elements that combine to form a straightforward exterior. The Griso inspires with a systematic structure like a single-family house with a red clinker facade.
Incredibly harmoniously, the transversely installed V-motor, the clutch, the gearbox and the powerful cardan drive fit into a coherent overall picture. Every part is finely crafted and looks like it was made to last. The black wire wheels, the black frame and the seat cover differentiate the SE version from the previous standard version of the Moto Guzzi Griso 1200, which has not been in the range since 2013.
More subtle, but by no means less emotional
When looking at the Moto Guzzi Griso 1200 8V Special Edition, one always gets stuck with its dominant centerpiece, whose cylinder heads still adorn “Quattrovalvole” to this day. An indication of what is now common practice: four valves per cylinder. The cylinders self-confidently protrude from the steel bridge frame at an angle to the right and left. Despite the seating position being shifted far back, the driver’s legs are widely spread due to the space-consuming engine construction. And despite the high risers, the arms also have to stretch far forward to be able to grip the handlebars properly. The elongated sitting position is as classic as its look. As a driver, you sit very close to the action when the engine starts to work and shakes from left to right when starting.
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Completely different from the BMW, it delights the viewer with massive and muscular elements.
In any case, the Moto Guzzi Griso 1200 8V Special Edition does not lack a flywheel. With a slurping suction noise, she decently accelerates and pulsates a little unrhythmically warm for the first few meters. But it doesn’t matter, because the assembled Pilot Road 3 from Michelin also require a short warm kneading phase. So enough time to enjoy the sonorous puffing exhaust sound, which is a bit more subtle, but by no means less emotional than that of the BMW R nineT. Wrong world, one might think: a few years ago it was still unthinkable that a BMW stamped louder than a Moto Guzzi. And while trying to make a direct comparison: The higher total weight of the Griso of a total of 248 kilograms is not only literally significant. The Guzzi has to be balanced in the corner with significantly more muscles. Although it can be tilted neutrally over the entire area, it does not think much of short-term course corrections.
The tuning of the upside-down fork and the shock absorber, both of which are from Showa, cannot be held responsible for this. Both are good for brisk country road chasing as well as for sensual lolling about. Compared to BMW, they shine with significantly better responsiveness. So you glide with relish with the Italian over potholes, where the BMW R nineT driver receives one push after the next. The fact that the Moto Guzzi Griso 1200 does not benefit from the better-tuned chassis in terms of handling is also due to its long wheelbase of 1554 millimeters. With a little pull on the end of the handlebars, you can still scare them quickly across winding streets.
In Mandello they know what fine workmanship is
You can quickly see that Mandello knows what fine workmanship is – for example, on the elegantly curved rear with perfectly integrated tail light, the milled control head nut or the side oil cooler with air scoops. The brand-typical, upper arm-thick manifolds not only look first class, but also flaunt the muscles of the Moto Guzzi Griso 1200.
The Italo-Twin is a bit more rustic. It acknowledges every throttle with noticeable vibrations. But that’s how it should be: They let the rider feel the uniqueness of the Moto Guzzi Griso 1200. The only astonishing thing when accelerating out on the straight is that the power curve still tumbles into a small torque hole between 3500 and 5000. But whatever? After all, the V2 gives tinder alive before and after this hole and burns through botany at the top at the level of the BMW R nineT.
Griso owners can be proud of their bikes. It looks great, massages the driver’s soul with its sound and remains an exclusive, high-quality motorcycle. At 14,590 euros, the Moto Guzzi Griso 1200 keeps the BMW R nineT company in financial terms. A Guzzi is not for everyone. That also strengthens the character. And if you have nothing to do with exclusivity, but value a real muscle bike feeling, you would be better off with the Yamaha.
Here you will find used offers for Moto Guzzi Griso
Data
| Type of engine | Air / oil-cooled two-cylinder- Four-stroke 90 degree V engine, one overhead, chain-driven Camshaft, four valves per cylinder, Rocker arm, electric starter |
| Mixture preparation |
Injection, Ø 50 mm |
| coupling |
Single-disc dry clutch |
| transmission |
Six-speed |
| Secondary drive |
Cardan |
| Bore x stroke |
95.0 x 81.2 mm |
| Displacement |
1151 cc |
| compression |
11.0: 1 |
| power |
78.0 kW (106 hp) at 7100 rpm |
| Torque |
107 Nm at 6600 rpm |
| Weight with a full tank |
248 kg |
| Top speed |
210 km / h |
| price |
14,590 euros |
| Additional costs |
included |
Yamaha XJR 1300 – the original
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This bike deserves a bow in advance. Not because it embodied any superlatives or broke records, but because it’s a Yamaha XJR.
This bike deserves a bow in advance. Not because it embodied any superlatives or broke records, but because it is a Yamaha XJR. Now in the range for 19 years (13 of them as a 1300), this motorcycle almost bursts into tears with laughter when it hears the term retro bike. After all, it has been pumping the streets of the world as a real original with its creamy four-cylinder powerhouse for ages. What that means?
As the last survivor of an extinct species, the Yamaha XJR 1300 bravely holds up the big bike flag. 1300 cubic centimeters of combustion space, distributed over four air-cooled cylinders in a row, the whole thing packed muscularly in a stately tubular steel frame: the 90s big bike era lives on in the shape of this Yamaha. That’s a good thing, because optically it materializes what people have as an image in their heads when they hear the term “motorcycle”. Okay, that may differ slightly from generation to generation, but the XJR combines numerous traditional elements from different epochs into a meaningful whole.
XJR 1300 with elegant Ohlins stereo struts
Just take a look at the classy Ohlins stereo shock absorbers that no two-wheeler can put up nicely in the air. The teardrop-shaped 21-liter tank, the only slightly cranked aluminum handlebar, the classic, chrome-framed analog round instruments, yes, especially the solidly ribbed four-cylinder, which is always the focus, combine the past and the present so wonderfully that one feels at one with the Looking to the future continues to hum through world history on the Yamaha XJR 1300.
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As the last survivor of an extinct species, she bravely holds up the big bike flag. 1300 cubic centimeters of combustion chamber, distributed over four air-cooled cylinders in a row, the whole thing packed muscularly in a stately tubular steel frame.
And even moped pilots who drive behind are reminded of the pleasant times in their history. If you see the rear of the Yamaha XJR 1300 in front of you, you will inevitably see the first R1 Superbike grenades. But as sporty as the rear suggests, the 251-kilogram Mohican does not, as expected, dash over the home route. But he doesn’t need it either.
With the polished cylinder head covers, the loud cracking and ticking of the cooling engine and the first-class workmanship, you will triumph at the next biker meeting anyway. In addition, with the Yamaha XJR 1300 you can still feel like a real bugger, you have to work hard to quickly turn the load around in changing curves.
To do this, the excellent locking transmission is only used in very rare cases: drive off, engage fifth gear and let it roll. That is the motto of the Yamaha. Whether it’s slow stages or brisk overtaking maneuvers, the engine doesn’t care. It shovels enough power to the crankshaft in every speed range and makes driving the Yamaha XJR 1300 a sovereign act of state.
The engine has remained unchanged since 2007. At that time, it received electronic injection, a valve-controlled 4-in-1 exhaust system and three catalytic converters, which have taken care of Euro 3-compliant emission control ever since. The test bench curve shows that this did not damage the character of the engine. In large parts, the Yamaha XJR 1300 not only surpasses the three other companions, but also its nominal power specified by the manufacturer. A cult object can afford to be understated. And if you have problems grasping the handlebars with your fingers due to the stretched, but still comfortable seating position, you simply have to fully charge it two or three times until the extremities have given way to 115 Newton meters.
The ridiculous price of 8,995 euros
Like the Honda, the Yamaha XJR 1300 stands on cast aluminum wheels. The mounted Dunlop Roadsmart 2 harmonize perfectly with the XJR, let them circle wonderfully neutrally around radii of all kinds. The fully adjustable telescopic fork is basically on the comfortable side, but it goes well with the cozy, rustic character of the motorcycle. You don’t chase this fat bumbler nonchalantly through the track like a super sports car.
You go for a walk with him as if you had the British Queen by the hand. Honor gets where honor is due. That’s the way it is. If this traditionalist is still in the trade for a ridiculous price of 8995 euros, nothing speaks against investing in the historic past, turbulent present and emotionally-intensive future at the same time. At most you definitely want to have a Japanese bike with ABS. Then the Honda CB 1100 is more likely.
Data
| Type of engine | Air-cooled four-cylinder- Four-stroke in-line engine, two overhead, chain-driven Camshafts, four valves per Cylinders, bucket tappets, electric starters |
| Mixture preparation |
Injection, Ø 34 mm |
| coupling |
Multi-disc oil bath clutch |
| transmission |
Five-speed |
| Secondary drive |
O-ring chain |
| Bore x stroke |
79.0 x 63.8 mm |
| Displacement |
1251 cc |
| compression |
9.7: 1 |
| power |
72.0 kW (98 PS) at 8000 rpm |
| Torque |
108 Nm at 6000 rpm |
| Weight with a full tank |
251 kg |
| Top speed |
213 km / h |
| price |
8,995 euros² |
| Additional costs |
180 euros |
| ²Offer price until June 30, 2014 | |
Honda CB 1100 – the relaxed one
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Almost 400 garages have housed a Honda BN 1100 since last year. The retro bike, designed to pay homage to the CB 750 Four, was originally only intended for the Japanese and Australian markets.
Numbers don’t lie. At least if they were identified without cheating. In the registration statistics of the Federal Motor Transport Authority, you can confidently assume this and convey congratulations to the Honda CB 1100. Almost 400 garages have housed Honda’s first air-cooled motorcycle in two decades since last year. The retro bike, designed as an homage to the CB 750 Four, was originally only intended for the Japanese and Australian markets. It was only when the voices of the local importers were loud enough that the company headquarters decided to bring the model to Europe at a later date. For the performance-spoiled EU citizens, the motorcycle with 90 hp peak power was considered too weak. However, it has now been understood that the clocks have long been ticking differently here.
As the numerous interested glances at the cafe in Cassis prove, the wait was worth it. You can hear the crackling of the engine gently. The cooling fins, which are only two millimeters thick, are much more filigree than those of the Yamaha. If the XJR also optically marks the spearhead of the big bikes, the Honda CB 1100 pampers you with a purist gentlemanly attitude. It flatters the soul with its optical clarity, its technical reduction to the bare essentials.
classic
Honda CB 1100 R and Honda VF 1000 R in comparison test
The series offshoot of the long-distance racer
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Naked bike
Driving report Honda CB 1100
Traditional optics meet modern technology
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Naked bike
Driving report Honda CB 1100
Traditional optics meet modern technology
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Honda CB 1100 looks like a well-preserved classic car
The Honda CB 1100 just doesn’t look like a retro bike, it could actually be a well-preserved classic. It goes without saying that this only applies if you look at the 249 kilograms from a distance. Then the design language of the 70s comes back to life. The classic round headlights, the flat tank, the low seat bench and rear section underline this claim of the Honda. With its chrome-plated front and rear fenders, the silver stereo spring struts and the tubular steel frame traditionally wrapped around the engine, it brings memories of the CB 750 back to life.
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The typical 1970s rear end has charm.
Only the ABS rim on the front brake, the dispensable LCD display between the two analogue clocks with a green background and the missing spoked wheels reveal the oldtimer – for some faster than desired – as a retro bike.
Only at speeds above 120 km / h does the extremely comfortably designed chassis slowly reach its limits. But it doesn’t matter, because by then the Honda CB 1100 will iron every pothole and bump away so cleanly that driving the Honda could be offered as a relaxation treatment by the statutory health insurance companies. The motor, which lifts a maximum of 96 Newton meters, harmonizes perfectly with the retro childhood dream. With the enormously elastic speed range you playfully whirl around the other opponents despite the worst power-to-weight ratio. From 2000 to 8000 revolutions, the quad builds up a long torque plateau that is always between 80 and 96 Newton meters.
That is always enough. Especially since the transmission engages as smoothly as butter and the clutch actuation requires little manual force. Regardless of the speed range, the engine hums gently, with little load change and with a fine response behavior of the pack ahead. And it is precisely these peculiarities that best characterize the Honda CB 1100. Her old-school styling, this indestructible-looking technology and the light-heartedness that it immediately instills in the driver’s brain when he mounts make up her particular fascination. The relaxation artist can be brought home for 10,990 euros.
Data
| Type of engine | Air-cooled four-cylinder- Four-stroke in-line engine, two overhead, chain-driven Camshafts, four valves per Cylinders, bucket tappets, electric starters |
| Mixture preparation |
Injection, Ø 32 mm |
| coupling |
Multi-disc oil bath clutch |
| transmission |
Five-speed |
| Secondary drive |
O-ring chain |
| Bore x stroke |
73.5 x 67.2 mm |
| Displacement |
1140 cc |
| compression |
9.5: 1 |
| power |
66.0 kW (90 PS) at 7500 rpm |
| Torque |
93 Nm at 5000 rpm |
| Weight with a full tank |
249 kg |
| Top speed |
180 km / h |
| price |
10,990 euros |
| Additional costs |
265 euros |
Performance measurement and conclusion
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It’s getting dark at the cafe in Cassis. Time to draw a conclusion.
Performance measurement
BILLION
The performance measurement of the four retro bikes.
The subjective impression is confirmed: The BMW R nineT and the Yamaha XJR 1300 have endless pressure. The fact that the four-cylinder can score plus points in terms of smoothness may be of minor importance with these bikes. Vibrations are definitely welcome expressions of life. This is of course also offered by the V2 of the Moto Guzzi Griso 1200, which pushes hard between 2000 and 4000 revs, but then needs a break. Only when the tachometer is running towards five does the Mandello twin set off fireworks. Nevertheless, it always remains below the level of BMW, whose creative break goes unnoticed at 5500 tours. The Honda CB 1100 makes up for the few missing PS and Nm with a great gearbox and the imparted serenity. When driving, it does not feel as weak as the performance curve suggests.
Conclusion
It is getting dark at the cafe in Cassis. Time to come to a conclusion: If you are into products with a real feel, the BMW R nineT, Moto Guzzi Griso 1200, Yamaha XJR 1300 or Honda CB 1100 are spot on. Each of them develops a special charm, conveying their individual story to the driver. In addition to all the high-tech racing rolls, they are solid, honest and very aesthetic. In this way, the manufacturers hit the marrow of the scene. One can only hope that future emissions regulations will not result in the end of air-cooled, beautifully ribbed engines. More would be lost than its cozy crackle after dismounting.
BMW R nineT
You wouldn’t have expected such a sensual bike from Munich. The R nineT impresses with its detailed workmanship and the first-class boxer engine.
Moto Guzzi Griso 1200 8V S.E.
The Italian interpretation of the roadster is like a monumental work of art: everything solid, valuable – as if cast from a single piece. And then this V2 pulse…
Honda CB 1100
The lightheartedness of the Honda, its traditional look and easy handling are hard to beat. The four-cylinder purrs like a kitten.
Yamaha XJR 1300
As the only original besides the retro ovens, the XJR attracts attention. A big bike that impresses with great details, a powerful engine and an attractive price.
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Comparison test BMW K 1300 S, Honda VFR 1200 F DCT and Yamaha FJR 1300 AS
Arturo Rivas 30 pictures Rivas 1/30 comparison test: Tourer with shifting aids – BMW K 1300 S, Honda VFR 1200 F DCT and Yamaha FJR 1300 AS. Rivas 2/30 …
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fact Concept comparison Honda CBR 1100 XX Kawasaki ZX-12 R Suzuki GSX-R 1000 Suzuki GSX 1400 Yamaha FZS 1000 Fazer Yamaha FJR 1300 Six bombs The six …
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Comparison test middle class: Harley-Davidson XLH Sportster 883, Moto Guzzi Breva V 750 I.E, Yamaha BT 1100 Bulldog POWERED BY EMOTION There are motorcycles, …
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Gargolov comparison test big bikes: Honda CBR 1100 XX Super Blackbird, Kawasaki Ninja ZX-12R, Suzuki GSX 1300 R Hayabusa, Yamaha FJR 1300 A Two fast, Two …
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BMW, Kawasaki, Yamaha and Honda Tourer in comparison
Kunstle 21 pictures 1/21 The story of a seven-day trip with a simultaneous comparison test around the Baltic Sea with the tourers: BMW K 1600 GT, …