Comparison: tame and demanding motorcycles

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Comparison: tame and demanding motorcycles

Relaxation or stress?

Pressure in the engine also puts some drivers under tremendous pressure. A lot of horsepower automatically creates lots of beads of sweat on the forehead?

Suzuki B-King and D.ucati Streetfighter S.
This abundance of sheer power: the front wheel is constantly striving towards the sky, starting off is hardly possible without spinning the rear wheel, and on the motorway you flutter helplessly in the wind at 200 km / h – these are the common cliches. If you want, you can definitely experience naked biking. For example on the Ducati Streetfighter. The engine pounds wildly, the part shoots forward like the proverbial cannonball with the slightest turn of the gas. 150 hp catapult the two-cylinder, which weighs less than 200 kilograms, from a standing position so brutally that the driver has his hands full and has to keep all seven senses together at all times. In principle, the chassis hits the same notch as the engine. You have to grab the Streetfighter by the horns all the time. The same applies to the negative acceleration: the poisonous monobloc brembos let the rear wheel slide gently onto the asphalt before every bend, which makes great demands on concentration and fine motor skills.

Comparison: tame and demanding motorcycles

Relaxation or stress?

Artist

Lots of power, but tame in everyday life: the Suzuki B-King can be lamb or wolf, the driver has it in hand.

Now one could object: it’s all a question of body control and mental strength. After all, nobody forces you to always roll up the cable until it stops. But leisurely strolling around on a Ducati, enjoying the landscape, letting God be a good man? This is not possible with such an aggressively demanding device. Anyone who just wants to let it go relaxed, who is not active and with full concentration on the matter, will not have much fun with the stubbornly stubborn pedestal. The chassis and the engine suddenly lack any smoothness, and the power unit hunts into bends haphazardly. The Duc demands full commitment in every respect, it is definitely not the right vehicle for beginners, tourists or strollers. The complete contrast to the Italo Streetfighter is the Suzuki B-King. And that despite the fact that it has even more power and, with its powerful appearance, looks downright monstrous compared to the filigree Duc. The key data alone: ​​a whopping 1.3 liter displacement, 184 hp peak performance with a weight of 260 kilograms, it couldn’t be more extreme, the material overkill.

But already at the first few meters it becomes clear that the Suzuki is not the suspected extremist, that it is polarized completely differently from the Ducati. If you haven’t tried it yourself, you won’t believe it. With the mighty exhaust trumpets and the sweeping bodywork, the B-King looks downright frightening, but is incredibly easy to drive in view of its subjectively impressive exterior and the objectively high weight. What is the secret behind it? First of all, it is this outstanding flexibility of the drive. The four-cylinder revs up as smooth as silk, hangs gently and predictably on the gas despite the sheer power, and it does not scare off either through brute use of power or through hard load change reactions. In contrast to the stimulating V2 of the Duc, the characteristics of the four-in-line have a calming effect, conveying a sovereign nonchalance. The same applies to the chassis. Because the B-King is one of those machines that follow the ideal line as if by magic.

Artist

The wild beast: The Ducati Streetfighter constantly needs full commitment, this applies to body and mind.

And that even though the standard Dunlop Qualifier is generally considered to be a less homogeneous tire. Tires, suspension, chassis, engine – everything on the B-King looks like it is made from one piece. A B-King could therefore also be handed to a less experienced driver without having to fear that he would atomize himself in the first few meters. With the caveat, of course, that 184 hp requires a certain sense of responsibility and mental maturity. But if you want, you can roll through the landscape with her in a very relaxed way. The Ducati embodies a completely different world. It is definitely not for beginners, it is for advanced users. The Italo Streetfighter constantly challenges its driver. Ducatisti in general know that, and that’s how they wanted it. If not, there is stress.

Yamaha YZF-R1 and Buell 1125 R – brought around the corner

Take a steep steering head, light wheels and low weight, and the cornering star is ready. Sounds nice, but it’s nowhere near as easy. Sometimes less is more, and radical key data are no substitute for precise tuning of the chassis parameters.

Bilski

It depends what you make of it: The Yamaha YZF-R1 offers a conventional brake and discs on the hub.

What use is the most beautiful performance curve, the most impressive maximum power, if the beloved plane goes straight ahead, but hardly comes around the corner for power and the attempt to use the power ends in a rodeo ride? Without a finely balanced chassis, the fun falls by the wayside. The chassis section is a complex as well as sensitive area, determined by many closely interwoven parameters. If everything fits, fun is inevitable. The best example: the YZF-R1.

The careful composition of steering angle and caster, center of gravity, swing arm length and pivot point make the R1 chassis a superb chassis. Tame by hand, transparent and reliable, at the same time extremely comfortable and stable that the head remains free. The 66 degree steering head angle, 102 millimeters of caster and its 1415 wheelbase are not exotic values, but a good class standard. Even more: the exhaust mufflers of the R1 are still actually unfriendly to handle under the seat. If you go to work in a more radical way, you would have to create an even more nimble, even less complicated motorcycle? thought Erik Buell. Ergo, his 1125 R is bursting with extreme key data and ideas. 69 degree steering head angle, 88 millimeters caster, 1385 millimeters wheelbase. It is extreme. Plus an under-engine exhaust, just one brake disc in the front wheel, which is huge in diameter and attached to the outside of the rim? this enables a filigree hub and thus a light wheel for lower gyroscopic forces and unsprung masses. In addition, the fuel stored in the frame profile ensures that the weight distribution is extremely front-wheel-heavy at 53 to 47 percent.

Photos: Buenos Dias, Ratering

Different is not necessarily better. Even if the unsprung masses of the Buell 1125 R are low, the wheel is light and the geometry radical.

The Buell should actually sweep the curve by itself. But far from it. Bulky turning, especially on the brakes, standing on bumps. Where the R1 swings through corners as light as a feather, carefully absorbs bumps and maintains the line, the Buell driver has to do and has to show her where to go. Not much goes by itself. Obviously, the radical measures taken are simply too much of a good thing. And bring the sensitive chassis system out of balance. Just changing the tires has a noticeable effect. Raising the front by a few millimeters as well. The fact that the Buell chassis basically has potential is shown by various successful races of meticulously tuned 1125 R ?? however with slightly corrected geometry. When it comes to the chassis, it’s not just about the ingredients, i.e. the paper form. The perfectly coordinated mixture makes it happen.

Kawasaki Z 750 and Triumph Street Triple – Upside Down World

Actually, the situation seems to be clear: The lively Triumph stresses, the solid Kawasaki relaxes. It turns out differently.

No pure stress, but also no endorphin rush: the Kawasaki Z 750 as solid Japanese home cooking without a peak.

You should never do the math without the host. An old saying that also applies to motorcyclists. You should never judge the machine without the driver. Especially not when it comes to subjective things like feeling stressed. When a Triumph Street Triple meets a Kawasaki Z 750, they don’t give each other much in terms of paper. Both 106 hp, around 8,000 euros, that goes together. The Kawa has a cylinder, 70 cm3 and a whopping 40 kilograms more on offer. The matter seems clear: a sovereign glider with a sonorous four-cylinder against an ultra-nervous three-cylinder bee. Loosener’s floating against constant poking around in the border area.

Easy going: light machine, quite a lot of sound, crisp stoppers. The Street Triple brings happiness and stress relief.

Oh no! Both start, listen, turn the gas once: Good four-cylinder food at Kawasaki, the Triumph something of a roaring stag, the biker’s neck hairs are happy to stand up. Triple driving creates pure euphoria in the driver. A precise, full, high-torque driving experience. Can also be enjoyed slowly and with a sound emphasis. Totally thrilling, totally easy, all stress away. And the Z 750? It weighs a little heavier in the hand, hangs in, always tries, but doesn’t get it that way. Just conjures up comparatively few endorphins in the brain. Still a really easy to move companion that doesn’t cause any stress. The stress comes while driving. The others are annoying, the traffic jam, the endlessly long red light. The Triumph just babbles away all this in an entertaining way. You look forward to every second that you spend with her. On the Kawasaki, you’re happy that you’ve made it through. One more saying at the end: The better is the enemy of the good. The Kawa does not stress, the Triumph inspires.

Yamaha XJ6 and KTM 690 Duke – Those looking for stress will reap the Duke

Or the other way around: If you love it contemplative, the XJ6 is the right choice. Two motorcycles as different as the types they are built for. What type are you?

Artist

With its gentle character, the XJ6 four-cylinder makes few demands on the on-board personnel.

There are both in the MOTORRAD editorial team, and that’s a good thing. Two types of drivers that couldn’t be more different. One of them, Markus, has traveled widely and has been closely associated with the topic for many, many years. The other, Karsten, is a test driver, also on two wheels around the world and practically by definition just as committed to the cause.

So much for the similarities. But the difference is far more significant. Markus and Karsten are two completely different types. The test driver is constantly looking for the limits of technology on two wheels? and by the way also his own. The travel editor has long since clearly defined this for himself. And thus also where technology should take him. What does this have to do with KTM Duke and Yamaha XJ6? Clearly: depending on which type you are, you will either be happy with the Yamaha or the KTM. It goes without saying. However, there is a catch. The one with the self-assessment. Where is the line between Markus and Karsten? And one more thing: At what point does what the angular Duke demands more of a stress, while the suppleness of the XJ6 represents welcome support? Perhaps the following description will help. A perfectly normal curve on the Duke. Of course you are late, very late on the brakes, that’s simply a matter of honor on this machine. The lightweight falls as light as a feather in an inclined position. So easy that it quickly becomes too much of a good thing? the Duke falls further than expected. So a quick pull on the rear wheel to keep the desired line. The low-revving single whips the chain mercilessly. Forget switching again. Nothing goes below 3000 rpm with the large single cylinder due to the lack of a flywheel mass, that is the price of the torque and agility.

Jahn

The KTM 690 Duke is hectic. The aggressive KTM single with a narrow rev range is made for people who are constantly looking for challenges.

So quickly down the aisles, third or second, in very tight corners even first. Now it fits, suddenly the single pushes the Duke onto the line with pressure. With the disadvantage that the load is spontaneously faster. And therefore inevitably weird. So keep pressing, see what’s up. If it was too much, put out the gas, in the worst case brake. The KTM falls again and the nervous game starts all over again. Same scene on the Yamaha. Also at mid-tidy motorcycle, but a completely different one. At 215 kilograms, a whopping 55 kilograms (or a full-blown passenger) heavier than the feather-light Duke. Here, too, brake late (maybe not that late), thanks to ABS with the necessary calmness. Turning in is easy (of course not quite as easy) as on the Duke, with a little emphasis the XJ6 is on the desired line (but not beyond). There it lies nice and neutral, its comfortable chassis even absorbs bumps and heels. Aha, something else could be done. The four-cylinder accelerates gently and predictably (and not hard and erratic like the radical single), gently pushing the XJ in high gear at low speed to the desired speed. Now increase the inclination with a little pressure. Fits, sits and has air. On to the next bend.

It can feel so different, this normal curve on a normal summer day. In ?? good ?? or bad ?? However, these properties cannot easily be classified. "I need a motorcycle that leaves me alone", Markus once said. And meant one on which the seat is very soft and filters out what the strut leaves. One on which it is not so important which gear is currently in it or which speed is present. One on which even a thoughtless action does not immediately lead to incalculable consequences, because the motorcycle forgives mistakes. For Karsten, on the other hand, it’s always about pure action. By 100 percent. Anyone who knows exactly what they are doing always wants to do something. Those who already know the exit at the entrance to the curve will have the right gear ready. If you accelerate at exactly the right point, you will love the fierce, precise performance. Anyone who needs to know exactly when the tires lose their grip will appreciate the strut and seat as conscientious transmitters of the road conditions. That’s why Markus chooses the Yamaha, Karsten the KTM. And what do you choose?

Suzuki Intruder M 1800 R and Honda Shadow 750 – Meekness or Fire?

What does a cruiser need? Sure, V2 engine, long fork and built-in nonchalance. But despite all the similarities, there are worlds between the most extreme representatives of this type of motorcycle. Really good-natured and cozy or rather extremely fat and fiery? both are possible.

Artist

A case of its own: the fat 240 mm tire of the Suzuki M 1800 R chases every groove, the captain constantly has to correct the course.

Once to Las Vegas, expanses endless experience, brush the sun. Just a dream? Well, even in the real world of German traffic with traffic jams out of nowhere and clogged streets, there is a way to inner peace. On branch lines. Where distance is relative and speed is irrelevant. Here the Honda Shadow 750 is in its element. In its chrome-plated (plastic) lamp, the landscape curves all around, the driver discovers the friendly side of slowness, enjoys trees, birds and flowers intensely. Big cinema.

Despite or because of poor performance, the petite Honda conveys a lot of driving pleasure. The V2 sends a modest 44 hp to the rear wheel via the cardan shaft. Not much to get you going 267 kilograms. So what? This totally casual 750, which feels much lighter when rolling, embodies gentleness on two wheels. Its clutch is as soft as butter, its drive system has little load change, and the chassis is neutral and quite comfortable. Of course, the soft, weakly damped adaptation to acne asphalt quickly reaches its limits. Is that bad? Then you were just too brisk. A feast for the ears: the bubbling sound. The 1800 Intruder is cut from a different cloth. Even their martial appearance makes it clear who is the boss in the ring here. Flowing, dynamic lines underline sporty aspirations. 1.8 instead of 0.75 liters displacement, a fat 160 instead of just 64 Newton meters of torque.

The thickest production motorcycle pistons (112 millimeter bore!) Of all time weigh a whopping 125 hp on the crankshaft. A quick-turn, short-stroke (power) cruiser, actually a contradiction in terms. But this is exactly where the appeal of the agile seven-hundredweight trick lies. But be careful, there is a dark side. Those who enjoy the great driving performance walk a fine line. The sporty attitude does not allow the sumo Suzi to act adequately. Your chassis reacts over-sensitively to ruts, even to the smallest ruts. And the 240 mm rear roller moves violently on bumps, you have your hands full to keep the lurching load on course, where the Honda cruises casually over it. Uih, uih, uih, how quickly the straight line is used up, the next curve flies up, through which it goes loudly dragging. The front wheel over-brakes all too easily, at the latest when it is wet, ABS is urgently needed to avoid falls. It helps to reflect on true cruiser values: just slow down and enjoy the deep ship’s diesel sound. You could if you wanted to.

Areas of tension – easy going or pure stress?

Concentration, tension, stress? the transition is fluid. Whether pleasant or strenuous, the motorcycle plays a decisive role in this, as the five exemplary pairings show. But some things are also down to the driver.

Artist

Motorcycling makes you happy as long as stress is avoided.

It is your own fault who heats. You could also gondola comfortably and relaxed through the landscape. As trivial as this realization is, it is not false. Driving fast requires more attention, more concentration? and in extreme cases it creates more stress. The strenght is to be found in serenity.

It is by no means always external factors that cause stress, but in many cases people create it themselves. As in life, this also applies to motorcycling. A schedule that is too tight, overwhelming, sometimes too little, goals and demands that are too high, peer pressure, all of these can be triggering factors. So if you notice the first symptoms of stress on the way: just take a deep breath in between, relax, get back on the ground, let your buddies drive.

The pairings chosen also show that, on the other hand, there are motorcycles that make life easy for you. First and foremost, thesis are motorcycles that simply work well, that do not have any major weaknesses and therefore collect many points in the MOTORCYCLE rating. In addition, there are machines that exude a certain balance, a harmony. This can be seen in things such as ergonomics and engine characteristics, but there is more to it than the sum of the individual parts. In contrast, this has only very little to do with the vehicle category. Sure, a 600 middle grader has less potential for stress than a 180 hp grenade. But even cruisers or all-rounders that appear casual can be really annoying.

To a certain extent, however, it is sometimes not bad at all when a motorcycle demands more attention. After all, there can be a certain risk if the driver is not really on the job and drives too relaxed through the landscape. Which brings us back to the preliminary stages of stress, namely tension and concentration. And that never hurts when riding a motorcycle.

Stress factors – stress relieve

To avoid stress on the motorcycle, one should know the causes. The physical and mental strain can often be reduced if one is clear about the origin. Here are a few examples of typical stress factors.

?? Self-generated stress Overstrained yourself, goals set too high; driving too fast, possibly in a group; Fatigue on long internships

?? Poor maintenance condition For example steering head bearings with central detent, stiff cables; treacherous brakes

?? Tires Inharmonious tire type with erection moment when braking or counter-steering in curves; no neutral steering behavior

?? Stiff undercarriages Often caused by wear or defects, sometimes also by incorrect setting

?? Rough performance, hard throttle response, load change reactions

?? Power holes or narrow power band of the motor

?? Bad tuning Inharmonious characteristics, unsuitable accessories, poor ergonomics

?? Unfavorable ergonomics Additional physical stress due to cramped sitting posture or uncomfortable upholstery

?? Other factors For example, noise from a windshield or helmet, poor visibility from dirty or scratched visors; In addition, wrong clothing, i.e. a freezing driver or, in extreme cases, lack of concentration due to heat

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