Comparison test of big bikes

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Comparison test of big bikes

Comparison test Big Bikes, BMW K 1200 S, Honda CBR 1100 XX Blackbird, Kawasaki Ninja ZX-12R, Kawasaki ZZR 1400, Suzuki GSX 1300 R Hayabusa

Enough is never enough

Power gives sovereignty: the more, the better. According to this motto, the Kawasaki ZZR 1400 with a nominal 190 hp is currently the crown of motorcycle creation. Can the BMW K 1200 S and Suzuki Hayabusa 1300 keep up?

Something is wrong today. Why are we the only ones moving in the intended direction of travel on the motorway, why are the rest of them backing up? Above all, the huge articulated lorries jump towards you ?? so the relations can shift when one hisses with powerbikes in low flight over the left lane.
Admittedly, it is certainly an interesting experience, but actually 300 km / h is no longer an issue these days. Just because the Hayabusa broke this sound barrier many years ago. With the well-known media hype in the sensational press, which ultimately resulted in the manufacturers voluntarily restricting themselves to 298 km / h. Unfortunately
In this context, the 1300 Suzuki fell into the twilight completely wrongly. Because what a fantastic country road motorcycle is behind the streamlined nose was completely lost at the time. Power in abundance, which demands self-discipline from the driver, but on the other hand brings an incomparable feeling of sovereignty and superiority. An ideal glider that, in contrast to high-revving sports machines, does not entice you to constantly squeeze out your potential.
In the meantime, the manufacturers do without a speedometer display above 280 km / h, this applies to both the Hayabusa and the BMW K 1200 S ?? which could hardly be faster anyway? as well as for the new front-runner in terms of performance, the ZZR 1400. It even manages Tacho 280 in fifth. After shifting, the last gear continues with all its might until the speed cutter reaches almost 300 km / h ?? white area on the speedometer ?? suddenly intervenes. Theoretically, the ZZR could be real 324 km / h, its long over-
at least it would allow.
With all three of them, high speed is no witchcraft. As if drawn with a ruler
arrow through the roaring wind, defy the turbulence of lorries darting by and stay on your target course without deviating. Neither ruts nor lane markings upset them. Troublemakers such as concrete slabs as road surfaces or parting joints
the abutments of the bridges are of
easily compensated for by the chassis. Nothing wobbles, the handlebars don’t even begin to twitch.
A tad more perfect than that
K 1200 S and the Hayabusa pulls the
ZZR 1400 of it, practically sucks
Asphalt solid. The sophisticated aerodynamics certainly play a role here. In contrast to her fellow campaigners, the Kawa can even do without a steering damper as a sedative. However, the driver has to make himself small behind the protruding front structure with its low windshield in order to avoid the hurricane-like storm. The Suzuki’s low fairing also forces its pilot to fold up to withstand the onslaught of the forces of nature. Only on the BMW does a more sophisticated windbreak save the pilot the deep kippers.
As with the chassis, the Powerbikes are also great in terms of acceleration, on the same level as the deut-
lighter super athletes. So powerful
the K 1200 S from a standing start
Passing the 200 km / h mark in 8.7 seconds, the Hayabusa manages this coup 0.9 seconds faster. The ZZR 1400 shoots away like a rocket. In
It catapults itself to 200 for 7.5 seconds, and then it goes on relentlessly. Relentless, downright breathtaking, this thrust.
But also an experience that does not play the decisive role. Because those few seconds of full acceleration, the gigantic deduction beyond the 200 km / h mark, are seldom enjoyed in the real motorcyclist’s life. This mostly takes place on country roads.
Which brings us to the actual topic: offer these motorcycles with performance
flirting and accelerating beyond good and evil, a similarly high entertainment value in this area?
The expectations are high, after all, these are the most powerful series machines. The Hayabusa engine has already had a
plump performance curve standards for the
Power bikes set. The four-cylinder currently has 170 horsepower measured on the clutch, which corresponds to a good 173 horsepower on the crankshaft, which is almost the factory specification. More than 100 Nm of torque are already available at 2700 rpm, the
culminate in a peak of 136 Nm at 6900 rpm. Numbers that can be felt. The Suzuki already pulls out of the depths of the speed cellar like Schmidt‘s cat. Life pulsates between 3000 and 6000 revolutions, gas commands are smoothly implemented, although the four-cylinder does not run as smooth as silk. Load change reactions? Stubborn response? Hooked gear? None of this is an issue with the Hayabusa. The shift drum in the well-graded, smooth-running six-speed gearbox has a bearish performance character-
teristics little to do anyway. Only the increased idle speed during a cold start can be blamed on the drive.
The electronics at BMW perfectly regulate cold start behavior. After just a few meters, the engine runs smoothly and reacts spontaneously to every action-
movement of the throttle. He hisses throatily
In-line four-cylinder from the four-in-one exhaust system. Goosebumps set in, unfortunately clouded by the hard “clong” when engaging the gears. The loud gear changes cannot be avoided even when the engine is warm. No matter how gently the driver works with the clutch and shift foot. In addition, there are unpleasant load change reactions. Annoying, for example, when you are stuck in stop-and-go traffic or want to fine-tune the gas in tight bends or angled sections.
With measured 158 hp, the K does not quite come close to its nominal output of 167 hp. Not to the Hayabusa anyway. This also applies to a maximum torque of 124 Nm, especially since the weakest of the three contenders with 1157 cm3 for powerful performance development
higher speeds is required. On
However, the power and torque deficit is less significant on the highway than the measurements suggest. Because the shorter overall ratio ensures that the K 1200 S
pushes just before the 1300 Suzuki in the torque values.
But now to the ZZR 1400. Measured 181 HP on the clutch remain below the factory specification, but in absolute terms they clearly mark the top. In the
Praxis surprise the tame manners of the powerhouse. The four-cylinder hangs silky on the gas, produces almost no vibrations with two balance shafts and never annoys with load change reactions. Only after some time will you find a slight tingling sensation at 6500 rpm. The gears engage a little hard, but the shift travel is short and precise.
The ZZR 1400 surfs casually through the winding landscape. With 3000 tours in the last gear there is little more than
100 km / h on the clock. It is precisely in this area that the Kawa unit makes a difference
tiny weakness that is clearly noticeable. It does not shake overtaking maneuvers
just like that from the wrist. So it’s time to shift down one or two gears. But be careful! While the performance increases homogeneously on the paper, it can
catch one brutally in practice. At 6000 rpm the animal wakes up in the ZZR, pulls the chain unrestrained, paints
at full throttle black lines on the
Asphalt. Sometimes pious, sometimes irrepressible monster, these opposing characteristics come unexpectedly. The fact that the ZZR lacks thrust from high gears at normal country road speeds is certainly due to the long overall gear ratio.
When designing the chassis
the Kawasaki engineers undoubtedly have
Proved a lucky hand. The seating position is balanced between good comfort and appropriate sportiness. At 260 kilograms, the ZZR
the heaviest in comparison. However, it doesn’t work that way because it’s well balanced and surprisingly light-footed
gives smooth. Precisely as well as neutrally, it tilts, and it also requires
Moderate use of force in alternating curves. Fully adjustable spring front and rear-
elements convince with a full
Suspension comfort with precise feedback and thus contribute to the harmonious overall impression. Uneven floors are sensitively filtered out, bumpy ones
Asphalt slopes simply swallowed up. And
When the pace is sporty, the chassis has enough reserves ready. Handlebar bumps when accelerating on a wavy surface
is only partially available in extreme situations. The chassis works in everyone
Consider the situation, confidently.
The same goes for the brakes. The ZZR stoppers are top-class thanks to their easy dosing, enormous effect with little manual force and proper transparency. The ABS from Nissin regulates fine and late enough. If you want to know, you have to pull hard on the lever. If the grip is good, the rear wheel is more likely to lift off the ground before the ABS intervenes.
This does not happen to the K 1200 S, because the Bavarians have equipped their anti-lock braking system with rollover detection. Before the rear wheel lifts off, the control electronics intervene. A good solution. In contrast to the brake booster, which tarnishes the controllability and the feedback. On the other hand, there is nothing to criticize about the brutal deceleration of the partially integrated braking system.
So that the BMW always stays on course and stable in the event of an emergency stop, its long wheelbase and Duolever help
in contrast to a telescopic fork, only allows slight braking nodding. On the other hand, this type of front wheel control gives little contact with the road, which is why the K 1200 S doesn’t cut corners as precisely as the ZZR 1400. In addition, the BMW maneuvers a little more heavily through alternating curves, although it is lighter than the Kawa. The fact that it still looks quite handy is above all else
attributable to exemplary ergonomics. You don’t sit on any of the others so relaxed and relaxed and in harmony with the motorcycle. The option of being able to adjust the spring base and damper setting within seconds at the push of a button is great. The 660 euro surcharge for the electronically
adjustable chassis are definitely a worthwhile investment.
The tuning of the Hayabusa cannot be changed that quickly. Nevertheless, the manually fully adjustable spring elements also work perfectly in all situations. While the seating position is more geared towards sportiness, the upside-down fork and central spring strut, sensitively appealing and perfectly cushioned, meet high comfort requirements. They buffer the roughest patchwork of the road maintenance department and at the same time meet sporting demands when precise feedback and stability are required. Neutral and unerringly steerable, the Hayabusa does not seem particularly handy, but does not have to be tortured through the winding curves. Power is only required during hard braking maneuvers. However, the six-piston pliers cannot be used for decelerating performance like the BMW or the Kawa. Nor with a safety-relevant ABS.
But which of the three high-performance big bikes is best for sovereign country road surfing? The BMW underlines its distinctive touring character with perfect seating comfort right through to the front passenger and proper wind protection. It compensates for the power and torque deficit with a well-balanced one
Gearbox with a short overall ratio. In terms of driving dynamics, however, it has to admit defeat to the new ZZR 1400. The stable, precise and homogeneously tuned Kawasaki chassis in connection with the above-average brakes leaves little to be desired
open. What the ZZR is ultimately still missing: to draw as much power from the low revs as is possible with the Hayabusa engine. In return, the Suzuki shows that there is no ABS and sensitive brakes
at least in this regard it is getting on in years.
And what price does the driver have to pay
at the gas pump for the overwhelming
Pay for the Big Bikes? In the case of the Hayabusa little, on casual overland tours there are only five
Liters of regular gasoline per 100 kilometers through the injectors. The ZZR 1400 is thirstier with 5.8 liters, and also requires more expensive super fuel. The high-density K 1200 S even needs Super Plus, but remains on the carpet with an average of 5.3 liters.
However, when the Kraftmeier let their horsepower run free on the autobahn, twice the amount of gasoline easily shoots through the combustion chambers. Those who would like to savor the power of the three without being disturbed will probably soon have plenty of opportunities. The soccer World Cup begins, roads and highways could be traffic-calmed for long stretches
Zones become. Find safe driving dates at www.fifa.com.

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Comparison test of big bikes

Comparison test of big bikes
Enough is never enough

Technical data: BMW K 1200 S

Engine: water-cooled four-cylinder, four-stroke in-line engine, two balance shafts,
two overhead, gear / chain-driven camshafts, four valves per cylinder, rocker arms, dry sump lubrication, 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 capacity
123.0 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

Chassis: Bridge frame made of aluminum, double longitudinal control arm made of aluminum (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, partially integral brake system with 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 Bridgestone BT 014 »F«

Dimensions and weights: wheelbase 1571 mm, steering head angle 65.0 degrees, caster 99 mm, spring travel f / r 115/135 mm, seat height * 825 mm, weight with a full tank * 256 kg, payload * 194 kg, tank capacity 19.0 liters.

Warranty two years

Service intervals every 10000 km

Colors blue, gray, yellow / gray, blue / white

Price 15,200 euros

Price test motorcycle ** 16,610 euros

Additional costs 262 euros

Technical data: Kawasaki ZZR 1400

Engine: water-cooled four-cylinder four-stroke in-line engine, two balance shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 44 mm, uncontrolled catalytic converter with secondary air system, 490 W alternator, battery
12 V / 14 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 84.0 x 61.0 mm
Cubic capacity 1352 cm3
Compression ratio 12: 1

rated capacity
140.0 kW (190 hp) at 9500 rpm
Max. Torque 154 Nm at 7500 rpm

Pollutant values ​​(homologation) in g / km
CO 2.953 / HC 0.367 / NOx 0.100

Chassis: Monocoque made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central-
Suspension strut with lever system, adjustable
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 250 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
Tires in the test
Bridgestone BT 014 »SL«, »L«

Dimensions and weights: wheelbase 1460 mm, steering head angle 67.0 degrees, caster 94 mm, spring travel f / h 117/122 mm, seat height * 795 mm, weight with a full tank * 260 kg, payload * 175 kg, tank capacity / reserve 22.0 / 2.0 liters.

Two year guarantee

Service intervals every 6000 km

Colors gray, blue

Price 13,995 euros

Additional costs 170 euros

Technical data: Suzuki Hayabusa 1300

Engine: water-cooled four-cylinder four-stroke in-line engine, a balancer shaft, two overhead, chain-driven camshafts, four valves, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter with secondary air system, 425 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: 1

rated capacity
129.0 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

Chassis: Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-armed swing arm with upper cables made of aluminum, central spring strut with lever system,
adjustable spring base, 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

Dimensions and weights: 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 capacity 21.0 liters.

Two year guarantee

Service intervals every 6000 km

Colors blue / silver,
Gray / black, red / black

Price 12810 euros

Additional costs 130 euros

Fast and strong alternatives

The Honda CBR 1100 XX is the oldest among the express bikes. Anyone who thinks it has long been a thing of the past is on the wrong track. With measured 145 HP from 1137 cm3 and an aerodynamically streamlined skin, a K 1200 S can still easily stick to the rear wheel. The larger engines are only superior to it when it comes to pulling through. For this she pampers with soft gas-
assumption and homogeneous power development, which lets you quickly forget the slight drop in performance between 5000 and 6000 rpm. This joins in
Shiftable transmission as smooth as butter. You sit on the Honda like in the old days. On top and slightly stretched, but by no means uncomfortable. Not even the passenger. Always fascinating, how easy and carefree the double X is
is to be steered. The comparatively narrow tires contribute to this as well as
the well-coordinated chassis. For sports drivers, however, the fully integrated composite braking system CBS still takes some getting used to.
Among other things, Kawasaki’s ZZR 1400 competition comes from in-house: the somewhat sportier ZX-12R, which is still suitable for touring thanks to its better protective cladding. With measured 173 PS at the level of the Hayabusa, the ZX-12R shakes the power out of the wrist with a natural power development. The shift foot usually has a break there. When it comes to draft, she even puts the ZZR 1400 in her pocket, which is primarily due to the
shorter translation. When it comes to the chassis, it exudes less poise than the engine. The wide rear wheel flap thwarts many a neatly drawn line, and even at high-speed level it struggles a little for stability, the suspension is less comfortable.
Conclusion: In the points rating below, all five power bikes are listed again in direct comparison. As the table makes clear, the double X and ZX-12R can leave the current test winner behind in the engine chapter and also collect plenty of points for the chassis.

Technical data: Honda CBR 1100 XX

Data: in-line four-cylinder, 1137 cm3, 112 kW (152 hp) at 9500 rpm, 119 Nm at 7250 rpm, aluminum double loop frame, tires f / h 120/70 ZR 17; 180/55 ZR 17, weight 257 kg, tank capacity 23 liters, price: 12,890 euros without additional costs.
Measured values: top speed 290 km / h, 0 ?? 200 km / h in 8.8 seconds, 60 ?? 140 km / h in 8.7 seconds, consumption 5.6 l / 100 km normal gasoline.

Technical data: Kawasaki ZX-12R

Data: in-line four-cylinder, 1199 cm3, 131 kW (178 hp) at 10500 rpm, 134 Nm at 7500 rpm, monocoque frame made of aluminum, tires f / h 120/70 ZR 17; 200/50 ZR 17, weight 250 kg, tank capacity 20 liters, price: 13595 euros without additional costs.
Measured values: top speed 299 km / h, 0 200 km / h in 7.5 seconds, 60 140 km / h in 7.0 seconds, consumption 6.5 l / 100 km premium gasoline.

1st place – BMW K 1200 S

BMW K 1200 S It’s going to be tight for the K, a close victory
about the increased competition. Only the BMW domains of environment and suitability for everyday use ensure that it has a minimal lead.

2nd place – Kawasaki ZZR 1400

KAWASAKI ZZR 1400 The bottom line is that the ZZR is just missing a touch of victory, such as better exhaust gas values ​​or lower inspection costs. The Kawa is great when it comes to the engine, chassis and safety.

3rd place – Suzuki Hayabusa 1300

SUZUKI HAYABUSA 1300 Still thrilled
its powerful engine, the chassis is also harmoniously coordinated. But blunt brakes and the lack of ABS throw them back.

Scoring: engine

The brutal performance of the ZZR 1400
middle speed is truly impressive. Only one would have
in view of the power dominance and displacement more
Power and serenity expected from low revs. In this matter, the too long overall translation will certainly damage you.
The K 1200 S and Hayabusa are far better at handling high performance with a lazy driving style. A big flaw
the BMW: The shiftability of the transmission still leaves a lot to be desired and disturbs strong load change reactions
sometimes a fluid driving style.

Scoring: chassis

Top chassis for top performance. In terms of driving-
stability and controllability leave nothing to be desired with all three motorcycles. Despite its high weight, the ZZR is surprisingly handy, pleasantly sensitive and harmoniously matched the Hayabusa. The electronically adjustable ESA suspension makes the BMW an all-rounder. From comfort to sport settings
it meets very different requirements in one package.

Scoring: Security

Fast machines need good brakes
and an anti-lock braking system. BMW as well as Kawasaki are
Equipped with ABS as standard. The ZZR masters the chapter
Safety with flying colors thanks to precise metering paired with
little hand force with vehement deceleration. Your Nissin ABS
regulates fine. At the BMW you feel like you are in the blocking mode-
hinderer also on the safe side, albeit hard
Brake boosters still getting used to-
works needy. The somewhat aging Hayabusa can do little to counter this, especially not an ABS.

Scoring: everyday life

Thanks to its low highway consumption of five liters, the Hayabusa has a range of well over 400 kilometers. The high payload of 194 kilograms of the K 1200 S is also commendable, which underlines the concept’s suitability for touring. Therefore incomprehensible why the tank contents are on
19 liters limited.

Scoring: comfort

The ergonomics fit like a comfortable slipper
the K 1200 S: sit on it and feel good. The draft shield is also okay. Sitting on the ZZR and Hayabusa is sportier and less comfortable, especially on the Suzuki
a pillion passenger has little reason to be happy. When it comes to smooth running, the Kawa with its two balance shafts is fine.

Scoring: costs / environment

Although the most expensive machine in comparison,
wins the BMW in this chapter. Because it burns little fuel and has to go to the workshop less often than the other two. BMW also offers a mobility guarantee, which earns additional points. And the K is the only one that complies with the current Euro 3 standard. The ZZR (Euro 2) needs to be improved, with the Hayabusa one expects a model change anyway.

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