Comparison test Honda CBR 1100 XX against Kawasaki ZZ-R 1100

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Comparison test Honda CBR 1100 XX against Kawasaki ZZ-R 1100
Honda CBR 1100 XX Super Blackbird

Comparison test, Honda CBR 1100 XX Blackbird, Kawasaki ZZ-R 1100

Honda CBR 1100 XX versus Kawasaki ZZ-R 1100

Away quickly good. Honda’s CBR 1100 XX is preparing to replace the Kawasaki ZZ-R 1100 as the queen of the long-distance roads.

“The enemy of the good is the better.” With this motto, Honda has set out to end the now six-year hegemony of the Kawasaki ZZ-R 1100 among sports tourers and to perfect the combination of speed, comfort and sportiness. However, this claim can only be achieved in the unthrottled version, since in the official 98 hp version a large part of the development specifications cannot be fulfilled at all. This is probably how the customers of such super-powerful comfort sprinters see it, because none of the Honda dealers contacted by MOTORRAD has so far delivered a 98 hp version or has received an order for it. Openness, even if it costs an extra charge of around 800 marks for Honda and 300 marks for Kawasaki for dethrottling and entry in the papers, seems to be the order of the day, made available by the Konemann company from Schneverdingen ZFor this comparison, the Z-R 1100 even goes to great lengths and, with 151 hp, puts another three horses more on the test stand than the most powerful test ZZ-R to date (individual test MOTORRAD 13/1995). Kawasaki Germany books this fact under the generic term serial distribution, because in the tested 1996 model only the inner workings of the carburetor and silencer were slightly adapted to the stricter noise and exhaust gas regulations, and the fairing received new stickers. Otherwise, everything stayed the same with the ZZ-R. And yet the six-year-old ZZ-R looks anything but old compared to the cutting-edge CBR 1100 XX. Well, the new challenger is a bit slimmer around the hips, doesn’t seem quite as bulky, but technically the differences aren’t too big. A water-cooled inline four-cylinder is in a sturdy aluminum bridge frame, a conventional telescopic fork at the front and an aluminum swing arm with central spring strut at the rear. Even if the chassis is a bit lighter and more delicate on the Honda side, the carburettors are two millimeters larger, the engine is more compact and modern and the combined braking system (CBS) offers more safety, the ZZ-R also has its advantages, such as the Ram-Air system developed by Kawasaki, the standard KCAS emission control system or the fork with adjustable spring base and rebound damping.If there were six years between the development of the two strength athletes, the differences fall in the disciplines supported purely by measured values ​​such as top speed, Pulling and acceleration are pretty tight. When sprinting from zero to 100 km / h, the Kawasaki can even keep up with the Doppel-X without any problems thanks to its excellent clutch. However, these findings can hardly be implemented in public road traffic, where it is more important to bring the existing performance onto the road in a consistent and predictable manner. And this is where the CBR turns out to be a true master. Full power in all areas, from 2000 to 10 000 rpm, always finely dosed via the throttle and without the slightest appearance of aggressiveness. In addition, an almost vibration-free engine run and drinking habits, which with an average consumption of 6.6 liters on country roads are within the usual, if not exemplary, framework. Even the tried and tested ZZ-R drive has a hard time fighting against such brilliant performances. It is of a much rougher nature, vibrates more strongly, tugs quite roughly on the chain below 2500 rpm, and the performance starts noticeably harder than that of its Honda colleague at 6000 rpm. In addition, there is the deep rattle from the intake ducts of the Ram-Air system. So everything wouldn’t look particularly good for the ZZ-R powerhouse if the Honda engineers hadn’t made a little inattention. The ZZ-R can rightly claim to have a great gearbox. Low shifting force, exact locking of each of the six gear steps, minimal noise when shifting and the in-house idle search system (when the vehicle is stationary, the idle position is automatically engaged when shifting up from first gear), there is nothing left to improve. In contrast, the Honda gearbox drops significantly. Louder, not quite as precise and, above all, with more play in the drive train, the gear change is not nearly as smooth and jerk-free as with the ZZ-R. As with the super-powerful engines, it is also important for the chassis to be uncomplicated and thus to convey a safe driving experience. An art that the Kawasaki technicians have put into practice on their 1100, weighing 278 kilograms. Because despite its abundance, the ZZ-R can be directed with surprisingly little effort. Once in motion, it does not shy away from fast alternating curves or tight turns. Even slow rolling at walking pace is child’s play with this well-balanced car, but the Honda developers have done their homework almost perfectly in this regard too. With the double-X everything is a little easier, if you hit the line a little more precisely, every maneuver is a little more natural and easier. Even the sitting position is this crucial bit more comfortable due to the narrower waist of the CBR, although both machines are only tailored to people over 170 centimeters in height and even those who struggle with painful wrists after longer tours due to the too strongly cranked handlebars. The wind and weather protection of the two plastic garments is also not great and could be a little better mainly in the shoulder and helmet area. The CBR collects plus points in terms of straight-line stability. If the speedometer needle appears beyond the 240 mark, the ZZ-R has its problems. It then begins to lurch in the area of ​​the front section, especially in a slightly inclined position. This bad habit is not necessarily dangerous even at full throttle, but it does shake people’s confidence in the vehicle. There can be no question of that at the CBR. Neither transverse nor longitudinal joints can impress you. Not even a gusty cross wind or malicious stimulation from the handlebars disturb this express train. This plus in stability is mainly bought by the CBR by a significantly tighter adjustment of the fork. Unfortunately, this is at the expense of driving comfort on undulating country roads. Where the ZZ-R glides like on an air cushion, the Honda front, which is too damped, jumps along rather awkwardly. With an adjustment option for the damping and spring base, this problem could be eliminated in no time, and an adjustable fork is actually a matter of course in this price range these days – except for the double X. Things are looking better for the CBR at the rear. Here, the Honda is even a tad more sensitive than the Kawasaki, and even when a second person is loaded, the fully adjustable shock absorber acts very sensitively and with sufficient reserves even on the worst of roads. However, reserves of any other kind are lacking in both test machines. A permitted payload of 184 kilograms for the Honda and only 173 for the Kawasaki are simply ridiculous for machines that are mainly looking for their customers in the sporty touring sector. The subject of brakes is far more pleasing. The Kawasaki with its four-piston calipers has been known for years for powerful gripping, the little manual force required and the fine dosing of your stoppers. That did not change in 1996, and it will most likely remain so in 1997. There is only one reason for Kawasaki engineers to change something in the future and that is Honda-CBS. Because this further developed braking system from the CBR 1000 F is simply phenomenal. Not only the enormous bite and the excellent controllability make this brake so sensationally good, but also the easy and almost foolproof usability and the driving stability, which is achieved through the successful distribution of braking force of this combination brake. If you ignore the use in racing (here the professional still needs two independent brake circuits in the limit area), the CBS system should become standard for motorcycles. Because even if it seems nice to finally break the sound barrier of 300 km / h, the imperative of the future must not be more speed, but more safety.

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Comparison test Honda CBR 1100 XX against Kawasaki ZZ-R 1100

Comparison test
Honda CBR 1100 XX versus Kawasaki ZZ-R 1100

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