Table of contents

• Comparison test BMW K 1300 R, Buell 1125 CR, Suzuki B-King, Yamaha Vmax Big bikes
• Fat pack
• Off to Provence!
• The tame B-King is followed by the BMW K 1300 R.
• Buell 1125 CR and Yamaha Vmax
• Conclusion
• PS rating

K

37 pictures

Yamaha

1/37
First look at the device from all sides…

Yamaha

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Yamaha

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Yamaha

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Yamaha

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Yamaha

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Yamaha

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What is there on the tachometer on the top right? It’s a shift light.

Yamaha

8/37

Yamaha

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Anyone who invests as much energy in a design as Yamaha does with the Vmax will of course also practice photo art afterwards.

Yamaha

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Yamaha

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Yamaha

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Yamaha

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Yamaha

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Yamaha

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“Where there is smoke, there is fire”, speaks the vernacular. “Or a fog machine”, may be added.

Yamaha

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Yamaha

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Yamaha

18/37

Yamaha

19/37

Yamaha

20/37
Et alors – en detail: A six-piston fixed caliper bites into each of the huge wave discs at the front.

Yamaha

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The 298 mm wave disc at the rear is designed right down to the brake disc carrier.

Yamaha

22/37
Preserved the look of the original type: large, side air scoops. And this time, they actually supply the engine with fresh air.

Yamaha

23/37
A cylinder angle of 65 degrees is 5 less than that of the ancestor presented in 1985. But it’s a V4, of course a dohc engine – and it has pressure, pressure and more pressure!

Yamaha

24/37
Even the gimbal is neatly packaged.

Yamaha

25/37
If those bags sound what they look … poor neighbors.

Yamaha

26/37
Reduced, but by no means dainty: the Vmax from the driver’s perspective.

Yamaha

27/37
Four cylinders – four bags. That’s the way it should be. You actually know since the first Honda CB 750. Why are fewer and fewer manufacturers sticking to it?

Yamaha

28/37
Maybe a touch too colorful. But unfortunately the legislature does not tolerate black indicator lights.

Yamaha

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Vmax goes Gameboy … but where there is a lot of electronics, there can also be a lot of electronics, right?

Yamaha

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The saddle looks really classy, ​​especially with the red stitching. And as if he had a good grip on the very best when accelerating.

Yamaha

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The timing chain drives the inlet camshaft, which drives the exhaust camshaft via spur gears.

Yamaha

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Forged piston and hardened connecting rod.

Yamaha

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Two more camshafts, floating freely.

Yamaha

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An anti-hopping clutch (recognizable by the ramps and counter ramps in the two parts of the clutch hub; front left and right) regulates the frictional connection between the crankshaft and transmission.

Yamaha

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A bridge frame welded from cast parts could hardly look more classic. The motor (not in the picture) is designed as a load-bearing element.

Yamaha

36/37
4-in-2-in-1-in-4 – and that in a very small space, respect!

Yamaha

37/37
Adieu! See you on the autobahn…

motorcycles

Comparison test BMW K 1300 R, Buell 1125 CR, Suzuki B-King, Yamaha Vmax

Comparison test BMW K 1300 R, Buell 1125 CR, Suzuki B-King, Yamaha Vmax
Big bikes

Content of

Motorcycle manufacturers are reaching into the power box, and polarizing naked bikes come out: BMW K 1300 R, Buell 1125 CR, Suzuki B-King and Yamaha Vmax. PS collected impressions in the south of France.

Sebastian Lang

02/20/2009

Fat pack

What a day. What a trump card motorcycle. Angry. Noble. Enormous. Black Yamaha Vmax. Now it is running again after three hours before I was allowed to push it through the city, swearing and swearing. but one after anonther.

The story begins in Cologne, INTERMOT 2008: crowds of people gather around the new K 1300 R at the BMW stand. It is said to be stronger than its predecessor; 173 hp, 140 Nm. Sounds very promising. The gaze wanders over the redesigned lower trailing arm, the newly tuned spring elements, pauses briefly on the hexagonal muffler and finally gets stuck on the switchgear, which is subject to a surcharge. If someone had told me five years ago that one day BMW would one day build naked bikes with over 170 hp and a gearshift, I would probably have laughed at them. And that’s not all.

The usual right turn signal switch next to the throttle grip ?? is missing. Instead, there is a conventional lever on the left that finally works like most other motorcycles in the world. A trio of abbreviations romps about: ABS, ASC, ESA. High tech in three letters. While ABS has long protected BMW drivers from slipping front wheels, the ASC anti-slip control, available as an accessory, now also regulates the spinning of the rear wheel when accelerating hard. Somehow the convolutions of the brain still defend themselves against it, BMW with the terms “Automatic switch” and “Traction control” to network. With the electronically adjustable accessory chassis ESA, 2009 in the second generation, this is easier: Except “Sports” and “normal” can also “Comfort” to adjust.

An irritating noise ends the battle of my gray cells. A mixture of barking, screaming and banging comes from the neighboring hall. Yamaha presents the Vmax. A monster of a motorcycle. The key data alone polarize: 310 kg, 200 HP, 167 Nm, 1679 cm³. Plus this sound. Unique. Despite the completely different character, some similarities to the BMW stand out: the cardan drive, the ABS. And the vast amount of technology. Of course, also here packed in funny abbreviations, which can be summarized under the abbreviation G.E.N.I.C.H..

Off to Provence!

K

Four strong characters on the road in Provence.

It is “Genesis in Electronic engineering aimed at New, innovative Control technology based on Human sensibilities.” Well then. Behind it are the variable intake air control YCC-I and the electronic throttle grip YCC-T. The front braking system comes from the R1. Otherwise the Vmax At least visually quite faithful to their ancestor, only in the details do differences appear. The scoops really supply the airbox, which has now doubled in size, with fresh air, the 65-degree V4 is 27 mm shorter than its predecessor. In order to bring the brute performance of the over-motorcycle to the ground, the rear wheel rim grew in addition to the length of the swing arm. 18 inches in diameter and 6 inches in width provide space for a 200 mm wide rear tire. At the front, a 52 mm fork guides the 18-inch front wheel. The 15-liter tank remains under the seat as before, the dummy tank only houses the airbox and a new multifunctional instrument panel. Stuttgart, two months later. The two new ones are finally in the editorial garage. One Buell 1125 CR, also new, apart from the front and a changed translation, but very similar to the 1125 R, and Suzuki’s individualist bomber B-King have joined them in the meantime and are waiting together with you K 1300 R and Vmax on their transport to the comparative test in Provence. A few tough hours on the motorway later, the four bikes are ready to drive on the roadside of a small village in the south of France within a stone’s throw of the Le Castellet race track.

I’ll grab the B-King first. Proven, uncomplicated and fun for everyone. Exactly the right thing to warm up to unknown hinterland passes. The pressure on the start button surprises every time. As extravagant and screaming as the monstrous B-King mufflers look, so discreetly they hum to themselves when idling; no trace of a bad boy image. This also applies to handling. A fact that is actually known, but which one simply does not want to admit when looking at and maneuvering this giant tanker. That should be 259 kilograms? The extroverted big bike can be circled through the narrow streets willingly, handy and uncomplicated, only tending to tip inward in the curve at very low speeds. Still, the greatest fun with the B-King is on the straights. Your engine runs silky smooth, gently accelerates and is always under pressure everywhere. Even from idle, the fat Suzi pushes forward so hard that the 200cc Dunlop qualifier sometimes has a hard time fighting and one or the other time refuses the longitudinal grip. Up to the rev limiter, the modified Hayabusa engine continuously increases power in a linear and controllable manner and chases the fat man towards the next bend with due emphasis.

The tame B-King is followed by the BMW K 1300 R.

K

BMW K 1300 R: Big bike with automatic gearshift and traction control.

There the brake system paints the picture of the clean man: the Japanese designer piece can be compressed neatly, with a good pressure point and completely relaxed. Although the ABS is not for real sports drivers, it is fine for road use. The same applies to the chassis, which is more on the comfortable side. Stop, change drivers. One last look at the B-King. She does everything well and inconspicuously, typically Japanese, without arousing great emotions. Kind of strange with this aggressive design. “Tell me, are you sleeping??” The test colleagues tear me from my thoughts. Oh yes, driver change; the BMW K 1300 R is waiting. The Munich naked bike stretches its rider noticeably further over the tank than the B-King. On the other hand, the knee angle is pleasantly moderate. Again the engine sound is surprising. The in-line four-cylinder roars out of the hexagonal muffler in a rough, snappy, aggressive manner. Again my brain contortions defend themselves against the association of these terms with BMW. First gear and go. From the very first few meters, the Bavarian country road burner underlines his aggressive character and storms forward vehemently. Some bumps in the road cause unrest in the chassis and thus trigger the ASC, which tries, with somewhat insensitive control intervals, to keep the spinning rear wheel in check. How this performance feels without an electronic gas shackle?

A short press of the ASC button at full speed switches off the traction control abruptly and allows uncensored forward thrust. The front wheel loses contact with the ground. Upshift. A small movement of the foot, a small jerk, second gear. The automatic gearshift also works well on country roads, but occasionally reacts to gear changes under partial load with popping noises from the transmission. Which doesn’t bother me, because it’s much more fun anyway to fully load the gears, to enjoy the brutal propulsion from 7000 rpm combined with the wild, aggressive four-cylinder screaming. A bend rushes towards me from the horizon at high speed. Thanks to Duolever, ESA sport mode and ABS, you can brake so late with the K as with no other big bike. Into the irons. The low feedback from the front wheel due to the design diminishes my confidence a bit, so it’s better to turn in carefully. Hey, the K is very handy, despite the long wheelbase. However, she prefers the wide line and jumps a little hard on the gas at the end of the curve. Another stopover; it’s Buell’s turn. When you sit down, you feel like a monkey on the grindstone compared to the BMW: high notches, handlebars positioned close to the driver, everything is very, very compact. Plus the very thick rubber grips thanks to heated grips.

Buell 1125 CR and Yamaha Vmax

K

Buell 1125 CR: The Rotax-V2 is the perfect drive for the Buell.

After a few meters I get used to it and start enjoying the engine. Apply the gas gently, pull out of tight corners with typical V-Bollern and fire along the straight on the rear wheel. That’s Buell. The 72-degree Rotax V2 of the 1125 CR is its masterpiece and is completely convincing. Lots of pressure everywhere, plus the smooth throttle response and linear power delivery. A Buell never drove better. With one caveat: if you go full throttle at almost 50 km / h in second or third gear, you will reap a tired “Moaaaaaah” that feels as if the fuel is running out. And that for several seconds. A very primitive and annoying trick to pass the driving noise measurement, which takes place exactly in this area. Dear Buell people, that could also be more elegant! Next turn. Anchor. The soft fork sags deeply. The single-disc brake grabs tentatively at first, then more emphatically and pulls slightly to the left. Getting used to. The strong pitching moment that occurs when braking in an inclined position also takes getting used to. Even without a brake, the Buell turns in a little reluctantly. She prefers alternating curves, in which she lets herself be thrown lightly from one side to the other and bubbles through the meandering with a lot of flavor. What, another driver change? Okay, off to the Vmax. This is how Arnie must have felt in Terminator 2 on his Harley? wide handlebars, wide tank, wide seat.

It’s only with difficulty that I can get my feet on the ground. The weight of this pile of materials and high-tech is only a problem for the first few meters. The Vmax can be circled through the bends quite easily, but requires slight steering corrections. The R1 brake decelerates properly without looking really sporty, the ABS works a bit rough. The engine is bubbling as soft as silk and piously as a lamb, gently accelerates and pushes out of the bend even below 2000 rpm. On the next straight, it’s all about: full throttle! Gentlemen, why is this engine only now coming? The 192 hp and 165 Nm roar from the end pots that the hair on the back of my neck rises, and shoot this 314 kg monster forward in such a way that you can hear and see. The rear tire whines for grip and draws a long black line. Anyone who has the opportunity to drive Vmax anywhere should definitely do so. The feeling of being shot from the launch pad of an aircraft carrier in a chopper position is unforgettable. The Vmax shock absorber is unfortunately not up to this performance and starts pumping under load early. On the next straight, the same game from the front: open the tap and … Moooooaaah. The engine dies and I coast. A look at the neat additional display on the dummy fuel tank explains: 35 kilometers on reserve, total distance since the last refueling stop: 128 km. All fuel. After 128 kilometers! Fortunately, things are going downhill. I let the Vmax roll to the next town and push it to the gas station. 15.5 liters fit into the 15-liter tank, according to official information. Consumes 12 liters per 100 km. I’m not angry. This engine is allowed to do that. The sun disappears on the horizon. A beautiful day.

Conclusion

K

Yamaha Vmax: 314 kg, 192 PS, almost 170 Nm, 12 liters of fuel per 100 km.

Four character actors who are difficult to put into a point scheme. Each of the four big bikes has its very own, unmistakable charm that will make lovers’ hearts beat faster. What they all have in common is a great engine that is a lot of fun on the country road. If you have the opportunity to drive a Vmax, you should definitely use it? and take a fuel canister with you as a precaution.

PS rating

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