Comparison test: large naked bikes

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Comparison test: Large naked bikes, BMW K 1300 R, Honda CB 1300 S, Suzuki B-King, Yamaha XJR 1300

Large naked bikes in comparison

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An elevator carries us upstairs, a push chair forward. And what could be more stress-free pushing on the road than the relaxed power from 1300 cubic meters. PS gathered the displacement giants among the naked bikes and rode through the country with the BMW K 1300 S, Honda CB 1300 S, Suzuki B-King and Yamaha XJR 1300.

Spring is through and with it the stressful time of milling the race track, time trial and the search for the last tenths in the roundabout. A short respite is due before the arena will soon be back with delight. Exactly the right time to deal with the sustainable things in the world. For example, the big and honest motorcycles with fat four-cylinders, which not only look like the proverbial rock, but also appear like that. Take that for example Yamaha XJR 1300. It is a dinosaur in a positive sense and is currently the last classic Japanese four-cylinder still available. Air-cooled and with two overhead camshafts, which are driven by a central timing chain. This type of engine design has given Japanese motorcycles their global dominance and almost completely displaced the European two-wheeler industry from our planet. When the XJR was launched in 1995 as the 1200, it was a powerful and sustainable motorcycle with superior performance and an almost infinite durability. And it has not changed until today.

The Honda CB 1300 S is cut from the same cloth. It has been on the market since 2003 and is touted as a sports tourer. It has been gently revised for 2010. The Honda received the Combined ABS, the seating position was a bit more upright and little things like fittings, side covers and rear lights were changed. Unfortunately, the bare version was no longer available and the S increased by five to a proud 271 kilograms, probably because of the C-ABS. And so it weighs a whole 12 kilograms more than the optically very bulky Suzuki B-King. This apparently carved motorcycle intimidates the driver even when he gets up and pulls his arms out when he gently pulls the gas. After all, their unit derives in a direct line from the Hayabusa, the first moped to break the 300 km / h sound barrier as standard.

The technocratic BMW K 1300 R has a similar origin. Derived from the disguised sports car K 1300 S, it has a modern engine with an impressive 173 hp and 137 Newton meters. As with the B-King, its torque is over 100 Nm even with gentle 2500 turns. Yamaha and Honda, on the other hand, both leave it at 117 Nm, which is just before the 6000 mark, which, strictly speaking, divides the test field into the strong and the very strong. But even the sheer force of the strong is enough to thunder through the northern Black Forest in a relaxing way.

XJR 1300 – The cool one

The Yamaha is clearly the most beautiful bike in the field, and it impresses with its air-cooled engine.

No matter how a motorcyclist is made, whether he is a stoker or a tourer, a freak or a pragmatist: the XJR 1300 is popular. Its classic lines, the large engine block with the filigree cooling fins, the thick, shiny manifolds, the powerful oil cooler, everything about it seems to shine. Is exactly where it belongs. Even the muffler of the four-in-one exhaust system doesn’t look clumsy despite Euro 3 homologation. And the cockpit first. Two wonderful round instruments with analog pointers, a small digital fuel gauge – done. The modernity that the XJR 1300 was forcibly given is well hidden. The control of the exhaust flap cannot be seen, the injection system and the G-Kat go under. Only when starting it is noticeable that even on a cool morning without choke juggling, the Yam immediately runs smoothly and articulates itself subtly bassy.

So up on the stool. Oops, the journey through time begins. You can sink into the soft, thickly padded bench, while the knee joint is pleasantly narrow despite the thick tank. Sure, because, as it used to be, only the air filter box sits under the driver, directly in front of him, in the classic double-loop frame made of tubular steel, the sparkling cylinder bank. Unfortunately, your knees like to hit the injection system, which can be painful without protectors in your pants. The upper body only has to be bent slightly over the 21 liter tank, the sitting position is upright and ensures a good overview of the game. "Keep the horses rollin ‘…" Some country singer was singing there forever ago. The XJR 1300 suits exactly this driving style.

Soft and round, the fifth gear engaged and always pulling the chain, that’s how you can dance cleanly through the curves with the Yamaha. The apparently weak engine achieves the second best pull-through value. Both from 50 to 100 and in total from 50 to 150 km / h it goes even better than the B-King and anyway than the Honda. It takes 9.4 seconds for the discipline, while the B-King takes 9.7 and the Honda 10.1 seconds. Okay, let’s take a look at the BMW, because there’s nothing we can do against its 8.0 seconds. Back to the XJR 1300. Your life finds its center between 100 and 150 km / h, which is almost the perfect speed range on the country road. Roughly, there are always between 4000 and 6000 turns. Up to 4000 revolutions one thinks the engine is over, it runs so smoothly, then at 4500 it vibrates massively for a short time, only to calm down immediately and to turn into the limiter with only slight vibrations. But who wants that on the old lady?.

On the chassis side, the Yamaha is also old school. The suspension elements are designed to be very soft – too soft to drive even remotely sporty on bad roads. Despite all the setting options, the XJR plays like a wild bronko, punctures, gautscht and no longer holds the line in curves. So out the gas and powercruise. That’s better anyway, because the biggest deficiency of the Yamaha is the sporty, snappy brake on the fork, which is far too soft. If you pull the lever just a little too hard, the fork goes to the block, sagging the front and causing even more unrest in the framework. A somewhat tighter setup would be a clear gain in safety here. Likewise, the abandonment of the mounted wooden tires, which announce their limit of detention with loud moans when braking at a traffic light. The XJR 1300 is a time machine, a decelerator of everyday life. Even if she certainly doesn’t win this test, she is undisputedly the prettiest in the field and will be in 20 or 30 years.

CB 1300 S – The gentle one

The term fits the Honda "Gentle Giant". You can move forward with her without stress.

The Honda exudes sovereignty and quality like an expensive Swiss watch. It is a large motorcycle with a sweeping half-shell fairing, a mighty tank and a bench like a sofa. The beautifully drawn 1300 stands upright like a German oak, the valve cover over the two camshafts is polished and stands out like a crown on the head of the engine. Their winding manifolds also lead to a single muffler, which, however, does not leave much of the working noise of the four-cylinder engine. The CB drive also holds back mechanical noises elegantly, only whispers gently instead of hissing intrusively or even humming. So its thrust is also subtle but sustainable. If you step through the gearbox, the fifth and last gear is quickly applied, as with the XJR, the power is drawn from the full displacement and the hectic pace is shaken off.

Anyone who is in a hurry and constantly rotates over 5500 rpm will be punished with nasty vibrations up to the limiter for improper handling. However, one has to note that at this speed there are over 150 km / h, which can only be described as bad on the country road anyway. Thanks to the comfortable sitting position, which has absolutely nothing to do with sport and frenzy, the CB 1300 S allows you to whistle around the corner while sitting upright like a classic gentleman’s rider. The footrests scrape gently across the parquet while the pilot relaxes with a song on his lips. After all, he can move the Honda, which weighs at least 271 kilograms, quite effortlessly but sluggishly from left to right and keep it neatly on the targeted line. Unfortunately, the CB stands up noticeably when braking, which is due to its antiquated first tires. Convincing, on the other hand, is their comfortable and appealing, but not Yamaha-like buttery tuning. The new C-ABS is working very effectively for 2010 on the CB. As always, pulling the lever on the front brake also decelerates the rear, which brakes the 1300 as confidently as the powerful engine accelerates it: simply unexcited.

B-King – The Mighty One

A high level of running culture and no bad handling. But it doesn’t quite come close to the BMW.

"To be King or not to be King"! The converted Shakespeare quote fully applies to the Suzuki, at least in terms of its appearance. Like or dislike the B-King. A marriage of convenience because it’s a great naked bike is unlikely to happen. Their polarizing rear and this unbelievable air filter box-imitation tank mountain range between the pilot and the handlebars scare off too much. The B-King is really hand-tame, provided that the 100 Nm at 2500 rpm already mentioned and its 174 horses can be this at all. As wild as the B-King looks, it behaves well. Clean throttle response, hardly any load changes, precise gearbox, nicely adjustable clutch, this is how the power monster can be ridden like a gentle St. Bernard. Every degree of throttle valve opening angle is converted into thrust, thrust and more thrust, the arms become longer and longer. It only snaps viciously when it is operated by gross motor skills. However, it requires a strong hand in the maze of curves. Not particularly handy, but neutral and precise, you can burn through the hinterland with it and enjoy its lush roadholding. In addition, it also offers sporty reserves on the chassis side for very fat upper arms. Fully adjustable spring elements with decent adjustment ranges and a somewhat blunt, but ABS-equipped brake, allow even tough distillers far beyond the StVO. Only the ergonomics of the Suzuki give cause for bitter criticism. The really very wide tank with the designer hoods on the side is way too fat and puts short pilots in dire straits.

K 1300 R – The sober one

Despite the electronic helpers, you can still have fun taming the pure power of the BMW K 1300 R..

The BMW can only smile about that. Its engine block, which is leaning far forward, the fine knee joint on the 19-liter fuel drum and the clip-on handlebars fit almost all riders. Almost because the seating position on the wild K 1300 R is oriented far forward, which works well when you are burning because of the wind pressure, but appears relaxed during shallow power cruising. In addition, smaller drivers are very tense over the tank, which becomes uncomfortable in the long run.

Much more pleasant, if not to say gigantically good, is the power plant department at K. It works with insane force when the cable is pulled. Slight load changes in the drive train can be felt when the frictional connection is manually interrupted using the clutch when upshifting. If, on the other hand, the shift assistant is activated, this reaction does not apply. When downshifting, when the automatic gearshift has a break anyway, it is noticeable that the BMW transmission still does not come close to the precision and lightness of a Japanese gearbox.

The Beemer can actually be short on this inadequacy, after all, it doesn’t just press like a buffalo in the last gear. It is also ahead in terms of acceleration up to 2000 km / h. This start is what makes the K 1300 R the most confident but also the sportiest iron in the test. Cruising with her, taking it easy, is about as difficult as using the XJR 1300 to heat it up brutally. Both of these don’t feel right on the respective motorcycle, contradicting its character.

The motor qualities of the BMW are underlined by its balanced, handy and precise chassis. Obviously, the Duolever fork lacks front wheel feel, but after a few taster kilometers, confidence in the grip on the front hand sets in. The K on the brakes becomes a true superpower. It seems to be sucking itself firmly to the asphalt and, thanks to its integral ABS, realizes the crispest deceleration values.

Conclusion: The technology of the BMW K 1300 R is fascinating. Its sporty orientation makes it the test winner, but not the perfect power cruiser. The balanced Suzuki B-King comes a little closer to this, only its tough handling bothers. The CB 1300 S and XJR 1300 get down to business in a really relaxed, yet powerful way. Sport is not their world, but they have a sense of aesthetics.

1st place: BMW K 1300 R

BMW K 1300 R.

Category engine:
The K 1300 R gets down to business with sheer violence and is always under a lot of pressure. The gearbox could be less bony, especially when downshifting.

4 out of 5 stars

Category chassis:
The BMW is a stunner. It burns through the country with stable braking, handy and with high sporting potential. The ABS and ESA are worth every penny extra.

5 out of 5 stars

Category ergonomics:
You are pulled a little over the tank, but the rest is almost perfect for burning. Actively accommodated, the dynamics of the K can be enjoyed.

4 out of 5 stars

Category driving fun:
Strong, fast, active – that’s how the BMW comes across and that’s how it’s most fun. She could stroll around, but whoever sits on her doesn’t really want that.

4 out of 5 stars

PS judgment:
A close victory thanks to all the extras that are subject to a surcharge. The K is a wonderfully strong bike that is great fun and turns on when tamed.

17 out of 20 stars

2nd place: Suzuki B-King

Suzuki B-King

Category engine:
Anyone who drives B-King needs strong arms, because she pulls like a berserk always and everywhere. Your gearbox is top and the smoothness at a very high level.

4 out of 5 stars

Category chassis:
It can cruise and burn. Good responsiveness and sporty reserves are somewhat slowed down by their sluggish handling.

4 out of 5 stars

Category ergonomics:
It sits well on the Suzi, but the wide tank earned her the nickname gynecologist’s chair. A real nightmare for short pilots.

4 out of 5 stars

Category driving fun:
She could score fully here if she turned a little more light-footed into the corner. The balancing hum must be bent with gentle force.

4 out of 5 stars

PS judgment:
The only thing the B-King is missing is handling to win the test. It is significantly more sluggish than the BMW, which is partly the fault of the tire. Otherwise it is great.

16 out of 20 stars

3rd place: Honda CB 1300 S

Honda CB 1300 S.

Category engine:
The Honda foursome is very pleasant below, but becomes rough over 5500 tours and spreads nasty vibrations. The transmission shifts smoothly.

3 out of 5 stars

Category chassis:
The CB 1300 S likes it to be fast, like a sedan, but not crisp and sporty. Softly tuned, their mass is noticeable when changing lean angles.

3 out of 5 stars

Category ergonomics:
The CB embeds its driver comfortably and touristically. Sit upright and far away from the front wheel, but with a good knee angle.

3 out of 5 stars

Category driving fun:
The pounds make the Honda the hardest. They mask their handling qualities, which, like the soft setup, costs points.

3 out of 5 stars

PS judgment:
The term doesn’t fit anybody "Gentle Giant" better than the CB 1300 S. It pushes calmly through everyday life and vacation, if necessary very quickly.

12 out of 20 stars

4th place: Yamaha XJR 1300

Yamaha XJR 1300

Category engine:
The nicest big block develops robust thrust, but also uses the most fuel. At 4500 rpm it vibrates briefly, really unpleasantly.

3 out of 5 stars

Category chassis:
The XJR is a classic and needs to be moved as such. Their too soft set-up struggles with the very aggressive brakes, their handling is ok.

3 out of 5 stars

Category ergonomics:
The yam’s workplace is real "retro". The pilot’s knees hit the wide engine, you sit deep and not very sporty – the massive tank is impressive.

2 out of 5 stars

Category driving fun:
The classic is the most fun between 2500 and 4000 rpm. Anyone who lets it run smoothly will be surprised by it and smile a lot.

3 out of 5 stars

PS judgment:
It was clear from the start that the XJR would not compete for the crown, but: It is the most beautiful bike in the test and the only one with an air-cooled motor.

11 out of 20 stars

Technical specifications

Drawing: archive

Performance diagram of BMW K 1300 R, Honda CB 1300 S, Suzuki B-King and Yamaha XJR 1300.

Full power from 1300 cubic meters. In the meantime, small cars with less displacement drive around the area very gently or are inflated to a liter output similar to that of Suzuki and BMW by means of register charging. Such tricks are not yet necessary for motorcycles, because even the Honda and the Yamaha can push their own weight forward with their 117 HP. The keyword is sovereignty. If you want a lot of thrust, just call it up. What the BMW and Suzuki celebrate, however, is actually sheer madness. And so cool that it couldn’t be better. If necessary, the two steam hammers can also take a leisurely creep, but their nature is different, their credo is: attack! That the B-King is a bit tamer is not surprising, after all, it operates without a gearshift or similar racetrack accessories.

BMW K 1300 R.

Despite the powerful engine, the BMW engine swallows very little.

drive:
Four-cylinder in-line engine, four valves / cylinder, 127 kW (173 hp) at 9250 / min *, 140 Nm at 8250 / min *, 1293 cm3, bore / stroke: 80.0 / 64.3 mm, compression ratio: 13.0: 1, ignition / injection system, 46 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, gimbal shaft, G-Kat

landing gear:
Light alloy bridge frame, steering head angle: 60.4 degrees, caster: 104.4 mm, wheelbase: 1585 mm, trailing arm guided telescopic fork, Ø fork inner tube: 47 mm, electrically adjustable in spring base, rebound and compression. Central spring strut with deflection, electrically adjustable in spring base, rebound and compression, spring travel front / rear: 115/135 mm

Brakes and Wheels:
Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Metzeler Sportec M-3 "E.". 320 mm double disc brake with two-piston fixed calipers at the front, 265 mm two-piston floating caliper at the rear with ABS

Mass and weight:
Length / width / height 2228/856/1095 mm, seat / handlebar height 820/1000 mm, handlebar width 715 mm, 252 kg fully fueled, f / r 48.9 / 51.1%

Rear wheel power in last gear:
119.0 kW (161 hp) at 243 km / h

Performance:
Acceleration 0-100 / 150/200 km / h 2.9 / 4.9 / 7.9 s
Pulling speed: 50-100 / 100-150 km / h 4.0 / 4.0 s

Top speed: 270 km / h *

consumption:
Fuel Type: Super; Average consumption: 6.4 liters, tank capacity: 19.0 liters; Range: 297 km

Base price: 17,210 euros (plus Nk; including ESA, comfort and safety package, automatic switch, etc.)

Honda CB 1300 S.

The polished valve covers are just one of the many loving details on the Honda engine.

drive:
Four-cylinder in-line engine, four valves / cylinder, 85 kW (116 PS) at 7000 / min *, 117 Nm at 6000 / min *, 1284 cm3, bore / stroke: 78.0 / 67.2 mm, compression ratio: 9.6: 1, ignition / injection system, 36 mm throttle valves, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, G-Kat

landing gear:
Tubular steel double loop frame, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1515 mm, telescopic fork, Ø fork inner tube: 43 mm, adjustable in spring base and rebound. Directly linked stereo shock absorbers, adjustable in spring base and rebound, spring travel front / rear: 120/116 mm

Brakes and Wheels:
Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Dunlop D 220 "K", 310 mm double disc brake with three-piston floating calipers at the front, 256 mm single disc with single-piston floating caliper at the rear with combined ABS

Mass and weight:
Length / width / height 2120/830/1120 mm, seat / handlebar height 780/1040 mm, handlebar width 700 mm, 271 kg fully fueled, f / r 49.4 / 50.6%

Rear wheel power in last gear:
78.5 kW (107 PS) at 108 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h 3.3 / 6.5 / 13.0 s
Thrust: 50-100 / 100-150km / h 4.8 / 5.3s

Top speed: 230 km / h *

consumption:
Fuel type: normal; Average consumption: 6.7 liters; Tank capacity: 21.0 liters; Range: 313 km

Base price: 12,490 euros (plus additional costs)

Suzuki B-King

The motor of the B-King is characterized by good mileage and easy handling with high performance.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 135 kW (184 hp) at 9500 / min *, 146 Nm at 7200 / min *, 1340 cm3, bore / stroke: 81.0 / 65.0 mm, compression ratio: 12.5: 1, ignition / injection system, 44 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 64.5 degrees, caster: 107 mm, wheelbase: 1525 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection adjustable in spring base, rebound and compression stage, spring travel front / rear: 120/137 mm

Brakes and Wheels:
Light alloy cast wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 200/50 ZR 17, first tires: Dunlop Qualifier "MT / NK". 310 mm double disc brake with two-piston fixed calipers at the front, 260 mm single-piston floating caliper at the rear with ABS

Mass and weight:
Length / width / height 2226/850/1260 mm, seat / handlebar height 810/1020 mm, handlebar width 690 mm, 259 kg fully fueled, f / r 51.1 / 48.9%

Rear wheel power in last gear:
120.0 kW (163 hp) at 243 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h 3.1 / 5.0 / 8.1 s
Pulling speed: 50-100 / 100-150 km / h 5.1 / 4.6 s

Top speed: 247 km / h *

Consumption:
Fuel Type: Super; Average consumption: 6.8 liters, tank capacity: 16.5 liters; Range: 243 km

Base price: 14,490 euros (plus additional costs)

Yamaha XJR 1300

A classic: the fine-ribbed four-cylinder from the Yamaha. Mass becomes cult.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 72 kW (98 PS) at 8000 / min *, 108 Nm at 6000 / min *, 1251 cm3, bore / stroke: 79.0 / 63.8 mm, compression ratio: 9.7: 1, ignition / injection system, 50 mm throttle valves, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, G-Kat

landing gear:
Tubular steel double loop frame, steering head angle: 64.5 degrees, caster: 100 mm, wheelbase: 1500 mm, telescopic fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Directly hinged stereo shock absorbers adjustable in spring base, rebound and compression stage, spring travel front / rear: 130/120 mm

Brakes and Wheels:
Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Dunlop Sportmax D 252 "L.", 298 mm double disc brake with four-piston fixed callipers at the front, 298 mm single disc with two-piston fixed calliper at the rear

Mass and weight:
Length / width / height 2160/820/1200 mm, seat / handlebar height 790/1050 mm, handlebar width 685 mm, 249 kg fully fueled, front / rear 48.8 / 51.2%

Rear wheel power in last gear:
73.6 kW (100 PS) at 197 km / h

Performance:
Acceleration 0-100 / 150/200 km / h 3.3 / 6.7 / 14.9 s
Pull: 50-100 / 100-150 km / h 4.7 / 4.7 s

Top speed: 213 km / h *

consumption:
Fuel Type: Super; Average consumption: 7.4 liters; Tank capacity: 21.0 liters; Range: 284 km

Base price: 10,990 euros (plus additional costs)

Bridgestone BT 023

Manufacturer

The Bridgestone BT 023 that were used in the test.

In a kind of quick check, after the test evaluation, instead of the old-fashioned series tires from Honda and Yamaha, PS mounted the brand-new Bridgestone BT 023 touring tires on the CB 1300 S and the XJR 1300. And achieved significant improvements in the handling of the two big bikes. This made the XJR 1300 handier and more precise. The same applies to the CB 1300 S, in addition, the annoying righting moment when braking in an inclined position almost completely disappeared. The modern touring rubbers look like true fountains of youth on both naked bikes.

Many thanks!

Our big thanks this time to three committed dealers who saved this test. The Honda Wellbrock companies & Co from Lilienthal (www.wellbrock.com), Yamaha-Klein from Dillingen / Saar (www.yamaha-klein.de) and Motorcorner from Wangen (www.motorcorner.de) made their demonstrators available to PS, as the importers either do not had official test bikes available or refused to make them available to us. Thanks guys, we won’t forget that!

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