Comparison concept

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Comparison concept, BMW K 1200 S, Honda Fireblade, Kawasaki ZZ-R 1200, Suzuki GSX 1300 R Hayabusa, Yamaha FJR 1300

Magic and madness

For some it is magical, for others it is pure irrationality. The fact is: With the K 1200 S, BMW has arrived in the world of modern high-performance engines. Our S experience trip to the Isle of Man explains exactly where.

Clearly, this thing has to be on the racetrack. ”“ Oh, no one does that. It’s just not built for that. ”“ The sportiest BMW of all time! 167 hp rated power. Tons lighter than old K. You want to know what’s going on! "" Nobody wants that. Put on suitcase, tank bag, and then travel, but quickly. BMW and Sport – don’t make me laugh. "
The discussions in the Test and Technology department would have gone on forever if photographer Dave Schahl hadn‘t had one
had a brilliant idea. »You should actually have to go to the Isle of Man with the BMW. Long journey, a world-famous street circuit, no speed limit – and besides, I haven’t been there for a long time. "
That sat. Good ideas can do that
be easy. Even found the boss. »And take me from tourers to athletes
all with. To determine your position. "
The competitors were found quickly. Honda Fireblade: State of the art among the very strong, very fast super athletes. Suzuki Hayabusa 1300: still the reference when it comes to powerfulling from a full displacement. Kawasaki ZZR 1200: formerly Speedqueen, today the comfortable alternative at Mach I. And Yamaha FJR 1300: the queen when you want to travel confidently.
Stuttgart, editorial office, Saturday morning-
at nine o’clock. Ballaugh Bridge are waiting,
Gooseneck and Greg-ny-Baa. There are around 800 kilometers of motorway to Calais, almost 500 kilometers from Dover to Liverpool, the canal ferry and the one from Liverpool to Douglas. And with the new K a previously unknown BMW world awaits.
No, not because of the new front suspension called Duolever and also not because of the almost horizontal and
The four-in-line is now installed in a transverse position to the direction of travel. It’s the sound that has nothing to do with the lethar-
gischen K-Gesausel of bygone days has to do. What barks, rattles, hangs razor-sharp on the gas and apparently cheers up without swing mass, at least in terms of tonality, clearly raises supersport claims that even go far beyond the expressions of life of the Fireblade. No question about it, this is an over-
surprise and absolutely goose bumps.
The second surprise follows when you sit up. Not only for K connoisseurs, but also for everyone who initially looks at the
have oriented external dimensions. Because as elongated and flat as the 1200s with its forever long wheelbase of 1571 millimeters appears, the seating position is compact, compact and cautiously sporty. This cannot be compared with the tourist FJR arrangement or with the stooped Fireblade posture and stamps the Hayabusa and especially the ZZR with its step-spreading aluminum bridge to the scrap iron with the pleasantly narrow and short tank and the comfortable knee angle.
Plenty of points for the new K in the first few meters. However, the newcomer from Munich immediately manages to lose part of it on the way to the autobahn-
play. City traffic, engine speeds below 3000 rpm, frequent changing of the first three gears, constant load changes – and the Bavarian performance giant becomes a dwarf. The balancing act, high specific performance with appropriate running culture
To unite deep in the speed cellar failed in Munich. Tea engine spits and spits up to the mentioned speed mark
sometimes huge and sometimes goes out completely. The Fireblade with a significantly higher specific power, on the other hand, shows how to master these regions inconspicuously and an FJR 1300
demonstrates how smooth and supple the throttle response can be.
In other respects, too, the FJR may serve as a reference for the first few meters. From the inconspicuousness of the Yamaha drivetrain, in which, despite the cardan shaft, at most engaging first gear makes you sit up and take notice, the whole ensemble of mechanical noises is below that of the K 1200 S the wheels from the gearbox to the rear-
axis with clear play in each other-
grab, miles away. Klong, Knarz, Klanck – in this regard BMW remains true to itself. Except that this background noise leads to a high-tech device like that
K 1200 S doesn’t want to fit at all.
At the latest on the motorway, however, the trouble is forgotten, and the K shows itself at its best. The quintet storms towards Calais, the Isle, in low flight
of man waiting. And the BMW is always
ahead, offers with its comfortable seat-
position and the excellent wind protection compared to the windshield height, travel comfort that only the FJR can top, while the Kawasaki has good wind protection, but the more uncomfortable seating position and the 300 km / h configuration avenges itself on the Hayabusa: seating comfort with high footrests and unfavorably cranked handlebars sufficient at best, poor wind protection. It’s not far anymore
to the Fireblade, which is also not good for wandering around the world and with its deeply clamped handlebars, high footrests and hard seat makes long stages a torture.
The BMW of all people ensures that the latter are not too long. The combination of a small 19-liter tank and quite high consumption, which is unbridled in the lower speed range, usually causes the warning light to light up first with the white-blue one. The luxury of a distance-to-go display does not make you more forgiving, especially since the fuel gauges from FJR and ZZR still indicate almost half-full water levels
the rider in the saddle easily doubles it
would have held out for a long time. So there is still a need for action here.
For the fundamental highway-
This does not apply to the qualities of a K 1200 S..
On the contrary: if you want to rush from A to B at high speed, you will find a congenial partner in her. Bearishly stable up to a top speed of 280 km / h, it pulls its path and does not let itself go
Bumpy bumps from transverse joints. Fireblade and Hayabusa can do that too, but not quite as well. For one, because it is with these
Speed ​​means diving deep behind the flat disc. On the other hand, because their conventional upside-down forks do not iron out unevenness at this speed as confidently as the K-1200 construction. The ZZR 1200, which is almost 15 years old in its origins, masters this trade better than the 1100s ever could and does not
At the top speed of 275 km / h there are no safety concerns, but the
Composite of telescopic fork with 43 stand-
tubes, aluminum bridge frames and
Aluminum swing arm without additional stiffening does not counteract the forces that occur quite as decisively. The FJR finally surrenders anyway at a speed of 245 – and that is enough, even with little traffic, not to let the others escape.
Change of scene, ferry, heavy seas. After around 1,300 kilometers and several nautical miles, it lies before us, the small island in the middle of the Irish Sea with the legendary, around 60 kilometers long »Mountain Circuit« (see box on page 23). In view of the test that lies ahead for humans and machines, the mood fluctuates between anticipation and skepticism. Is it lucky that even in the capital, Douglas, the straw bales from the Manx Grand Prix – the junior edition of the TT, so to speak, which took place two weeks earlier – are still adorning walls, house corners and lamp posts?
In any case, it’s comforting. Because even here in Douglas, shortly after the start, it becomes clear what the magic and madness of this racetrack is: Without the crash absorbers, it would not be recognizable. One street, two lanes, houses, walls, front gardens to the right and left. Now and then a roundabout. And everyone is driving on the left. It goes steeply downhill, with a huge knoll in between. Men like the former lap record holder David Jefferies – he died in training for the TT in 2003
Crosby Village on a garden wall – thundered down here at 163 miles, that’s 262 km / h. We’re just 50. And we can only be amazed. Quarter Bridge, left, right, past the cemetery. Out of Douglas, towards Crosby Village. The road doesn’t get wider, the pavement doesn’t get better, a curve here and there. Mostly, however, halfway straight ahead. Walls, trees, villages, direction Kirkmichael. No speed limit, but side streets, tractors, passers-by. You can drive quickly here, sometimes quickly. But racing speed? Astonishment spreads in my head, and increasing awe breaks out for those who have been here at full speed-
board. Sure, it’s locked here. But one wonders how they are knitted
have to balance at the limit.
It quickly becomes clear how a motorcycle has to be designed to survive on this route. It has to be strong. And sta-
bil. Even if that’s not all advantages
Has. Already at 180 km / h it shakes
the driver in on the taut Fireblade
through an avenue-like passage in such a way that the horizon blurs. Jefferies drove 155 there. Aim miles. Makes 250 km / h. Would be on the BMW too
went. Because it is not only stable, but thanks to the ESA (Electronic Suspension Adjustment), which is subject to a surcharge, has the right setting ready for every road condition. Theoretically. Comfort, normal, sport – the coordination of compression and rebound (rear shock) and rebound (front shock) can be changed at the touch of a button. In addition, the spring preload can be adapted to two-person operation – also at the push of a button. If you have the time. It is clearly missing here.
Left, right, up, down. What comes behind this wall, after the next hedge? So sports position. It is the best choice on the mountain circuit at high speeds on undulating slopes. Although the contours are sometimes blurred, the Duolever cannot cushion everything. In return, the BMW provides the clearest feedback in this orientation, while the direct contact between the front wheel and handlebar ends is less pronounced in the more comfortable positions.
The same is almost inevitable for the Yamaha FJR 1300. As a tourer, it is
Primarily committed to comfort and fulfills this task to the fullest satisfaction. Under these test conditions, however, it is especially the spring that bounces wonderfully
Sensitively appealing 48-inch fork throws away a lot, but casts a correspondingly diffuse light on what is currently being taken under the wheels. If courageous braking maneuvers are added, the end of the flagpole at Yamaha is reached.
A good example of this: the Ballaugh Bridge. Narrow, railing on the right and left, in the middle of town – and yet it only takes a little momentum to really take off there. In the race when it is locked. In civil life only when oncoming traffic takes a break. The light and firm Honda masters this exercise playfully, BMW and Suzuki follow passably. With the Kawa, however, there is just as much fun at this point as with the Yamaha. Too heavy, too soft – mechanical is possible here
some on stop.
Mentally the same – if you look at the sea of ​​flowers in front of the bridge. This is where Tommy died at the Manx Grand Prix. Probably on the brakes, even though he was-
A loved one promised to come back. "Lost his front end" is what the English say, the straight in front of the bridge is long
Violent delay.
The BMW has ABS. And braking power-
amplify. It would be nicer if she
instead of the brake booster a good one
brake to be metered. Preferably something like the Fireblade. Strong, powerful, to the point: It doesn’t get much better than that. The dull Hayabusa system is miles away from that, and the somewhat better stoppers from ZZR and FJR are still a long way away. They would be in the further
Course of the course sorely needed. Because
although place-name signs in civil life defuse many parts of the route – after Ramsey it goes into the mountains, to Gooseneck
it’s getting really fast. And the hour of the Fireblade strikes. Strong and light,
stable, compact, direct – the Mountain Course leaves no room for ambiguity, but rewards everything that makes you safe. A crystal clear feedback on the
Example. Or low mass, which enables jagged changes of direction even beyond 150 km / h.
In both respects, BMW is clearly left behind. Too indifferent, too difficult – up here she has to be content. At least with second place, because neither the Hayabusa nor the an-
whose chunks can keep up with it
Record handling with the new K 1200 S. On the contrary: the faster the pace, the more clearly the individual weaknesses become apparent. The Suzuki is hardly heavier, but turns much more reluctantly than the Bavarian, while Kawasaki and Yamaha are punished twice with their high weight and the soft tuning of the suspension elements.
They pant breathlessly after the trio, past Joey’s Bend, Guthries,
cross train tracks between the veranda and bungalow before they hit Windy Corner more badly than right
at Kate’s Cottage turn towards Greg-ny-baa. Another hilltop at full throttle – and finally the hurry at the famous Keppel Hotel is over.
Where is splendid with a drink
Take stock. And that could actually mean a success across the board for BMW. It was foreseeable that she could not hold a candle to the Fireblade in terms of sport. That it does so convincingly when it comes to touring is not, however. The subjunctive "could be satisfied" has to stay there anyway, because the weaknesses in the throttle response in the lower speed range, in the gearbox and consumption are just as little to over-
look like the mediocre workmanship. On the test motorcycle, the clear coat came off the stickers after just 8,000 kilometers, the gearshift shaft rusted and the gearshift linkage started. Or should that
in the air on the Isle of Man? Tea
is full of racing spirit. And the
K 1200 S not a hit, but definitely a sports tourer.
P.S .: As it became known shortly before the editorial deadline, the K 1200 S is also a problem case. Due to difficulties with the camshafts, the delivery was stopped until further notice (see also pages 3 and 12).

Comparison concept

Magic and madness

From running and resting

Whoever says Isle of Man means Tourist Trophy. And in fact it is
to feel this typical British understanding of racing always and everywhere. Simply because the heroes of the Isle of Man are or were legends in their lifetime. Like the greatest of them, the one
Irish joey Dunlop. He set the fastest time in various classes 26 times before he had a fatal accident in a road race in Estonia. Or David Jefferies: The 30-year-old British lap record holder, who cracked the 125-mile average in 2000 and drove it to an incredible 127.29 miles (204.9 km / h) in 2002, died in 2003 during the second training lap. Colleague John McGuinnes, Jefferies friend and father of his godchild, passed the rubble-strewn scene of the accident seconds later with good luck unscathed ?? and started anyway, having previously consulted Jefferies parents.
You might think that’s insane? magical gold. Definitely sweaters
the Isle of Man visitors inevitably fall under its spell. During the TT (the MOTORRAD ACTION TEAM, phone 0711 / 182-1977, offers from
June 2 to June 12, 2005 a complete program) ?? but also apart from the races. Every hilltop tells a story, every pub awaits with a new heroic saga. And you inevitably pull the
Cap ?? above all who made history here.

In a nutshell

Sometimes it takes revenge if you look too easy
power. For example in the MOTORCYCLE points evaluation:
If only total points and place are registered and
after the two-wheeled worldview is up, something goes wrong!

This comparison is a good example. Winner after
The new K 1200 S scores points. And it rightly wins. At least if you look at all the contingencies that come under the
Wheels can come. And that’s exactly what MOTORRAD is trying to do with its 1000-point rating. Because our readership is diverse and everyone has different demands. Sport can be done on the K 1200 S.-
Drivers can have fun and long-distance travelers relax
come. Even if the journey is the goal.

But even those who don’t want to make compromises can join
be happy with the scoring. To show how this works, MOTORRAD has an extensive catalog of criteria for
this time divided by color, according to sporting characteristics (brown), tourist suitability (blue) and the things that are in the
Are important in everyday life (green). Of course, this dividing line is not always razor-sharp and some will want to assign one or the other criterion differently. Nonetheless: Basically, a point evaluation viewed in this way throws a bright light on the character of a motorcycle and provides a precise personality profile.

The present evaluation, for example, shows that the sportiest BMW of all time is still a long way off from a genuine athlete of Japanese or Italian origin, despite its tremendous performance and relatively low weight. The reason: a thoroughbred sports motorcycle is by no means defined solely by engine power. Rather, it is outstanding performance in the dynamic field that ennobles a motorcycle to become an athlete. Handiness, accuracy, steering precision, stability, brake dosage ?? In these disciplines, despite the great functioning of the ESA, which MOTORRAD recognizes with extra points in the equipment chapter in contrast to the top test in issue 20, BMW cannot achieve anything outstanding because of its willingness to compromise. Because
it also does well in the touring sector. Seen in this light, her second place in this chapter is worthy of all honor.

The second place in the touring rating is, however, higher-
settle. Because in comparison to the sports classification, where the K 1200 S is pretty precisely positioned between Fireblade and FJR 1300 in terms of points, the Yamaha is very close to the fur here. Only three points separate the respectable athlete from the travel qualities of an FJR. Even so, because of its short range, it can fail colossally in the eyes of a long-distance rider.

Which brings us to the third chapter, despite all the qualities
blatant weaknesses of the new BMW cannot be avoided.
The consumption especially in the lower speed range with little load,
how it is driven when using a MOTORRAD country road,
challenges description. And appearance and workmanship
do not matches to what you get from a 15000 euro-
Motorcycle wishes. But it is precisely the last point that makes a technology esthete ?? viewed in isolation? the fun of
can permanently spoil the new K 1200 S. Just like posh workmanship and enchanting detailed solutions on anything else
only an average motorcycle can be a reason to buy.

Sport scoring

The distance to the Fireblade is clear. Nevertheless, 400 out of a possible 440 points is a very good value for the K 1200 S. Interesting: The Yamaha FJR is doing very well with 372 points and surpasses the ZZR 1200. But it is also one of its foundations
very old motorcycle.

Touring rating

Also here second place for the BMW, the
The distance to the leading FJR is, however
marginal. The K 1200 S is a good touring bike. You could be an even better one, though
the consumption is lower and thus the
Range would be greater. What is not,
can still be. BMW is working on it.

Evaluation of everyday life

The differences are getting closer, but the BMW maintains second place. To be rated just as high as sporting success
the K 1200 S: The Fireblade as a thoroughbred athlete comes in third. And shows
with the high level at which the athletes are now operating.

Performance chart

Caution, trap: When studying these curves, one should always realize that red stands for a full-blown Fireblade. With
158 hp and a whopping 107 Newton meters of torque. Good to see that
tea Hayabusa always hovers above everything and the FJR up to 8000 rpm
Takes advantage of displacement. Nevertheless, also very balanced: the curves
from K 1200 S and ZZR 1200. The latter has between 3000 and 4000 rpm
a drop in torque, which, however, can hardly be felt.

Technical data: BMW K 1200 S

engine
Water-cooled four-cylinder four-stroke in-line engine, two balance shafts, two on top
lying, geared over gears and chain-
bene camshafts, four valves per cylinder, rocker arm, dry sump lubrication, one-
injection, Ø 46 mm, regulated catalytic converter, alternator 580 W, battery 12 V / 14 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, cardan.
Bore x stroke 79.0 x 59.0 mm
Cubic capacity 1157 cm3
Compression ratio 13: 1

Rated output 123 kW (167 hp) at 10250 rpm

Max. Torque 130 Nm at 8250 rpm
Pollutant values ​​(homologation) in g / km
CO 0.313 / HC 0.078 / NOx 0.092

landing gear
Bridge frame made of aluminum, double longitudinal control arm made of aluminum, suspension strut (with ESA: adjustable rebound damping), two-joint single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping (with ESA: adjustable spring base, rebound and compression damping), double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 265 mm, double-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Tires in the test Metzeler Sportec M-1 »B«

mass and weight
Wheelbase 1571 mm, steering head angle 60.6 degrees, caster 112 mm, suspension travel f / r 115/135 mm, weight with a full tank * 248 kg, payload * 202 kg, tank capacity 19 liters.

Two year guarantee
Service intervals every 10000 km
Colors blue, gray, yellow / gray, blue / white
Price 14850 euros
Price test motorcycle ** 16,140 euros
Additional costs 262 euros

Technical data: Honda CBR 1000 RR Fireblade

engine
Water-cooled four-cylinder four-stroke inline-
engine, one balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 44 mm, regulated catalytic converter with secondary air system, alternator 350 W, battery 12 V / 10 Ah,
hydraulically operated multi-disc oil bath-
clutch, six-speed gearbox, O-ring chain.
Bore x stroke 75.0 x 56.5 mm
Displacement 998 cm3
Compression ratio 11.9: 1

Rated output 126 kW (171 hp) at 11250 rpm

Max. Torque 115 Nm at 8500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.819 / HC 0.436 / NOx 0.097

landing gear
Bridge frame made of aluminum, load-bearing motor, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable-
bare spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Bridgestone BT 014 G tires tested
mass and weight
Wheelbase 1412 mm, steering head angle 66.25 degrees, caster 102 mm, spring travel f / h 120 /
135 mm, seat height * 820 mm, weight with a full tank * 211 kg, payload * 177 kg, tank capacity 18 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue / red / white, black / silver, red / black
Price 12,990 euros
Additional costs 200 euros

Technical data: Kawasaki ZZR 1200

engine
Water-cooled four-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, constant pressure carburetor, Ø 40 mm, uncontrolled catalytic converter with secondary air system, 400 W alternator, 12 V / 12 Ah battery, hydraulically operated Multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 79.0 x 59.4 mm
Cubic capacity 1165 cm3
Compression ratio 10.6: 1

Rated output 112 kW (152 hp) at 9800 rpm

Max. Torque 124 Nm at 8200 rpm
Pollutant values ​​(homologation) in g / km
CO 2.367 / HC 0.510 / NOx 0.089

landing gear
Bridge frame made of aluminum, bolted beams, telescopic fork, Ø 43 mm, adjustable spring base, 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 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 250 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
Dunlop D 220 P / B tires tested
mass and weight
Wheelbase 1505 mm, steering head angle 65 degrees, caster 104 mm, suspension travel f / r 120/112 mm, seat height * 800 mm, weight with a full tank * 276 kg, load * 175 kg, tank capacity 23 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue, black, silver
Price 11,995 euros
Additional costs 105 euros

Technical data: Suzuki Hayabusa 1300

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, a balance shaft, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, re-
Applied catalytic converter with secondary air system, 400 W alternator, 12 V / 10 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 81.0 x 63.0 mm
Cubic capacity 1299 cm3
Compression ratio 11.0: 1

Rated output 129 kW (175 hp) at 9800 rpm

Max. Torque 138 Nm at 7000 rpm
Pollutant values ​​(homologation) in g / km
CO 2.390 / HC 0.740 / NOx 0.129

landing gear
Bridge frame made of aluminum, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable-
bare spring based, rebound and compression damping, double disc brake at the front, Ø 320 mm, six-piston fixed calipers, disc brake at the rear, Ø 240 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
Bridgestone BT 56 J tires tested
mass and weight
Wheelbase 1485 mm, steering head angle 65.8 degrees, caster 97 mm, spring travel f / r 120/140 mm, seat height * 820 mm, weight with a full tank * 251 kg, payload * 179 kg, tank-
content 22 liters.

Two year guarantee
Service intervals every 6000 km
Colors black / blue, blue / silver, black / purple
Price 12,810 euros
Additional costs 140 euros

Technical data: Yamaha FJR 1300 A

engine
Water-cooled four-cylinder four-stroke in-line engine, two balance shafts, two on top
Horizontal, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, 490 W alternator, 12 V battery /
12 Ah, hydraulically operated multi-plate oil bath clutch, five-speed gearbox, cardan.
Bore x stroke 79.0 x 66.2 mm
Cubic capacity 1298 cm3
Compression ratio 10.8: 1

Rated output 105.5 kW (143 hp) at 8000 rpm

Max. Torque 134 Nm at 7000 rpm
Pollutant values ​​(homologation) in g / km
CO 0.550 / HC 0.256 / NOx 0.098

landing gear
Bridge frame made of aluminum, screwed rear frame, telescopic fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with get up system, adjustable-
bare spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 282 mm, double-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Metzeler ME Z4 J

mass and weight
Wheelbase 1515 mm, steering head angle 64 degrees, caster 109 mm, spring travel f / h 135/125 mm, seat height * 800 mm, weight with a full tank * 283 kg, payload * 193 kg, tank capacity 25 liters.

Two year guarantee
Service intervals every 10000 km
Colors silver metallic, blue metallic,
Gray metallic
Price 14790 euros
Additional costs 205 euros

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