Comparison test of naked bikes BMW R 1150 R Kawasaki ZRX 1200 Suzuki GSF 1200 Bandit


Comparison test of naked bikes BMW R 1150 R Kawasaki ZRX 1200 Suzuki GSF 1200 Bandit

Comparison test of naked bikes BMW R 1150 R Kawasaki ZRX 1200 Suzuki GSF 1200 Bandit

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Those who go upright and unprotected towards adventure need good friends. Best strong, reliable guys to steal horses with. Even if you have enough of it yourself.

The world is always the way you feel. How good that there are things that make the heart beat faster. The thing that pushes you gently, but in need of communication, vibrating and cooing happily towards the setting sun is called the BMW R 1150 R. And gives you freedom until you turn your back. It banishes the rush from your life and embeds your emotions in a pillow of serenity.
You can see your friends completely undistorted and clearly visible in the rearview mirror. How they greedily suck freedom into their noses and defy the wind on their four-cylinder engines. While the helmets howl like a blizzard on the Klondike. Sure, if it were about racing instead of relaxing, they would have overtaken you. Because the Suzuki GSF 1200 Bandit has 98, the Kawasaki ZRX 1200 even 122 horsepower. Your Bavarian roadster is only over 85. A shortcoming? Barely.
Not in a world full of speed limits. And certainly not on the winding asphalt ribbons that meander through the low mountain range like ribbons of rhythmic sports gymnasts doing their exercises. Here the myth of acceleration is put into perspective. This is where the Roadster shows its handiness trump card. Catapults itself out of tight turns like a pinball ball, can be circled easily and very precisely through all kinds of radii without resistance. However, only if you keep it under tension, always stay soft on the gas. Otherwise cardan reactions thwart the exact line selection. In addition, the suspension setup ensures ?? factory-set more for well-being than for sportiness ?? sometimes for slight restlessness. Especially when the asphalt surface is as changeable as the weather in April or riddled with bumps.
On the one hand, the soft basic tuning of the fork is responsible for this. On the other hand, the comfortable shock absorber cannot prevent the rear wheel from stamping. The balancing act between sedate-like propulsion and precise ground guidance of the rear wheel with the heavy cardan would, however, hardly be possible even with a damping adjustment. There is also the peculiarity of the Telelever system: Although it prevents the brake nodding and responds sensitively, the contact with the road is very indifferent. Driving a Kawasaki and Suzuki is one thing. BMW drive the other. Different. It starts with the driving experience and ends when the indicator switch is operated.
The bandit welcomes its guest without any necessary acclimatization. And when coordinating the suspension elements, it offers the ideal compromise between comfort, stability and sportiness. Suzuki’s technicians in Hamamatsu in the Far East don’t seem to have overheard the expressions of displeasure about sloppy forks. The front suspension still does not deserve the desirable predicate tight, but surprisingly it is much better damped than the one that MOTORRAD put through the top test in January (issue 2/2001). The shock absorber irons, two thirds preloaded, even in two-person operation, almost all unevenness smooth. Adjusted in this way, the bandit turns in more easily in solo operation and drives a bit more light-footed. Nevertheless, it does not come close to the other two in terms of handiness. The GSF 1200 is a bit sluggish around the steering axis and has to be rounded with a little more effort than the ZRX 1200.
You wouldn’t have expected the fat Kawasaki to be so light. It has the thinnest steering head of the trio and looks like a Rottweiler. Moderate. Strong. Massive. However, the steering forces are lower compared to the Bandit due to the wider handlebars. This is very noticeable in tight alternating curves. However, if the curves are wider and the slopes more extreme, the ZRX wants to be chased through the curve with more force than the Bandit. In general, the Kawasaki turns out to be very picky. The tires acknowledge every little bump with a pronounced tendency to pitch, and thwart a cleanly driven line. In contrast to the S version of the driven models (MOTORRAD issue 7 and 8/2001), the ZRX leads a life of its own on an undulating surface, against which the driver constantly fights. In particular, the rear end does not respond as sensitively as with the opponents. The fork proves to be very sensitive, almost a touch too soft. Responds to delicately fissured surfaces with light stamping. Unfortunately, it is of no use that the spring elements are fully adjustable, as they are not fully convincing in any setting.
Nevertheless, there are good reasons to buy the ZRX. Taste is discussable. About whether you need more than 100 hp to be happy, too. But the ZRX simply has it, this power. Those who wring out the somewhat stiff roll on the handlebars torpedo themselves through the landscape faster than meets the eye. Emotionally, the engine runs out of the top as if it were about his life. The measurement certifies it only eight hp more than the Suzuki, but the ZRX simply conjures up the better torque curve from the cylinders. Do not stingy between 3000 and 5500 rpm with load change reactions. Your transmission demands a bit of pressure, and the handlebars acknowledge that the engine is running with a slight tingling sensation. You can live with that.
Likewise with the performance of the Bandit. Only those in a hurry will be bothered by the tenths of a second that the ZRX takes from the bandit when accelerating and pulling. Especially in the last third of the speed, the Suzuki four-cylinder does not seem quite as easy to turn as the Kawasaki counterpart. On top of that, it sends fine, high-frequency vibrations to the driver across the entire engine speed range, which, unlike the Kawasaki, are more of an annoying type. The Bandit’s transmission, on the other hand, can be rushed through without much effort. Concise, precise, exact. Both four-cylinders are just as precisely attached to the gas. Not too aggressive, always easy to control. Suddenly opening the throttle valve in first gear is punished with a wheelie not less than two meters.
Wheelie? The BMW does not allow itself to be carried away to leaps of joy. The boxer engine hangs very neatly and softly on the gas. Apart from slight constant travel jerks and delicate two-cylinder typical vibrations. Behind its somewhat jagged mountain of torque, it goes gently downhill from 5500 rpm, in the last quarter the engine acts as lively as a marathon runner after reaching the finish line compared to the ZRX. And turning it off only makes a sound as if the rain clouds of a violent thunderstorm were draining into a zinc bathtub. But that’s exactly where the roadster’s secret lies. Its power development in the middle and lower speed range leaves you relaxed, it seduces you to glide and enjoy instead of racing. It’s gratifying that the decades-long BMW-typical »clone« no longer bothers you when changing gears. Although the gearshift box wants to be operated with even more force than that of the ZRX, the detent is very precise and the gears are well spaced. In this way, the Roadster cleverly conceals the underperformance compared to the other women.
The braking system of the BMW is not quite as ideal. SECTION ?? nice and good. Partial integral brake ?? the handbrake lever brakes the front and rear at the same time, the foot only activates the rear stopper as usual: okay too. However, the fact that the brake booster constantly requires readjustment and thus dilutes the dosage should be changed as soon as possible. Despite everything, you can get used to the construction. The braking effect is excellent even with little manual force. This also applies to the Kawasaski. Almost aggressive, but still easy to dose, the ZRX rubbers bite into the discs and reduce speed in a flash. The Suzuki system works a bit more bluntly. But here, too, the effect is without any criticism and the dosage is much more beginner-friendly.
The BMW masters forced braking best, is stable to drive, the ABS controls sensitively and effectively, the tires guide precisely. The Suzuki is right behind. The spring elements ensure firm contact with the ground, their rubbers whimper over the surface. The Kawasaki, on the other hand, twists and turns like a trout on a fishhook when braking hard, with the front and rear wheels stamping across the asphalt.
When it comes to saving the world and fighting against time, only one thing helps: Autobahn, crouch, full throttle. Sure, the airstream presses heavily against the helmet when the three break the 200 km / h limit. Even at top speed they are still relatively stable. On the BMW and Kawasaki, slight unrest is triggered by the wide handlebars. The Suzuki, on the other hand, runs straight ahead as if there were an invisible rail.
The trio is pretty quick on the move. On the one hand, the naked bikes belong to the all-rounder category, are relatively easy to ride, offer options for attaching luggage, hold for the pillion passenger ?? unlike many athletes ?? a pleasant place ready and surprise you with the freedom of inclination. On the other hand, they do macho bikes. Over 200 km / h ?? and no disguise. 180 slippers, sorry: the BMW comes on a 170 ??, and no ticket for the racetrack. That comes out great in front of the ice cream parlor. But does man need something like that?
W.e none of them need television either. But it makes life pleasant, ensures relaxation and a good mood. Just like these three two-wheelers. Away from records, measured degrees of inclination and mountains of horsepower, life shows its honest side. Friendship is usually not for sale. In the case of our test candidates, yes. There is, for example, the BMW R 1150 R. Without showing off its horsepower, it sings the song of the street with style and freedom. Beds you and your passenger so comfortably that you don’t even want to get off again. Offers you all possibilities to live on it from suitcases to heated grips. Or the Kawasaki. It catapults you out of everyday life even faster than the other two, arouses the feeling of the winner in you. Integrates you into their muscle game, lets you participate in their strength. Not to forget the Suzuki, the underdog. Doesn’t put on a show, doesn’t moan, can do anything, is reliable. And: never was a good friendship to be got for so little consideration. But no matter which of the three you choose, you will definitely get a big friend.

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Comparison test of naked bikes BMW R 1150 R Kawasaki ZRX 1200 Suzuki GSF 1200 Bandit

Comparison test of naked bikes BMW R 1150 R Kawasaki ZRX 1200 Suzuki GSF 1200 Bandit
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Technical data Kawasaki ZRX 1200

EngineWater-cooled four-cylinder four-stroke in-line engine, one balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, rocker arm, wet sump lubrication, Keihin constant pressure carburetor, Ø 36 mm, digital transistor ignition, uncontrolled catalytic converter with secondary air system, electric starter. Bore x stroke 79 x 59.4 mm Displacement 1165 cm³ Rated output 90 kW (122 PS) at 8500 rpm Max. Torque 112 Nm (11.4 kpm) at 7000 rpm power transmission Hydraulically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain. Chassis Double-loop frame made of tubular steel, screwed right beam, telescopic fork, standpipe diameter 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with Beams made of aluminum tubes, two spring struts, adjustable spring base, rebound and compression damping, double disc brakes at the front, six-piston calipers, floating brake discs, Ø 310 mm, rear disc brakes, single-piston caliper, Ø 250 mm. Tires 120/70 ZR 17; 180/55 ZR 17 Chassis data Steering head angle 65 degrees, caster 106 mm, wheelbase 1465 mm, spring travel f / h 120/123 mm. Dimensions and weights Seat height * 800 mm, weight with a full tank * 245 kg, load 181 kg, tank capacity / reserve 19 liters. Guarantee two Years with no mileage limitColours GoldPrice including VAT 17,720 marks Additional costs approx. 270 Marks * MOTORCYCLE measurements

Technical data Suzuki GSF 1200 Bandit

Air / oil-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, rocker arm, wet sump lubrication, Mikuni constant pressure carburetor, Ø 36 mm, contactless transistor ignition, secondary air system, electric starter. Bore x stroke 79 x 59 mm, displacement 1157 cm³ Nominal output 72 kW (98 PS) at 8500 rpm Max. Torque 92 Nm (9.4 kpm) at 6500 rpm Power transmission Hydraulically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain. Chassis Double-loop frame made of tubular steel, screwed right beam, telescopic fork, standpipe diameter 43 mm, adjustable spring base, two-arm swing arm made of aluminum profiles, central spring strut , adjustable spring base and rebound damping, double disc brake at the front, six-piston calipers, floating brake discs, Ø 310 mm, rear disc brake, two-piston caliper, Ø 240 mm. Tires 120/70 ZR 17; 180/55 ZR 17 Chassis data Steering head angle 64.4 degrees, caster 104 mm, wheelbase 1430 mm, spring travel f / h 130/125 mm. Dimensions and weights Seat height * 815 mm, weight with a full tank * 240 kg, load 215 kg, tank capacity / reserve 20/4 , 4 liters. Warranty two years with unlimited mileageColors black, blue, red, price including VAT 15,720 marks, additional costs approx. 270 marks * MOTORCYCLE measurements

Technical data BMW R 1150 R.

Engine Air / oil-cooled two-cylinder four-stroke boxer engine, crankshaft lengthways, one overhead camshaft each driven by gears and chain, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, electronic intake manifold injection, Ø 45 mm, engine management, regulated catalytic converter, E. -Starter.Bore x stroke 101 x 70.5 mm Displacement 1130 cm³ Nominal power 62 kW (84 HP) at 6800 rpm Max. Torque 98 Nm (10 kpm) at 5300 rpm power transmission Mechanically operated single-disc dry clutch, six-speed gearbox, cardan shaft. Chassis, load-bearing motor / gearbox unit, screwed subframe, longitudinal control arm telescopic fork, suspension strut, 35 mm, two-joint single-sided swing arm made of cast aluminum, central spring strut directly articulated, adjustable suspension strut and rebound damping, double disc brake at the front, four-piston calipers, Ø 320 mm, rear disc brake, double-piston caliper, Ø 276 mm, fully integral ABS. Tires 120/70 ZR 17; 170/60 ZR 17 Chassis data Steering head angle 63 degrees, caster 127 mm, wheelbase 1487 mm, spring travel f / r 120/135 mm. Dimensions and weights Seat height * 820 mm, weight with a full tank * 252 kg, payload 198 kg, tank capacity / reserve 20.4 liters. One year guarantee with unlimited mileageColours blue metallic, red metallic, night blackPrice including VAT 18,950 marks Additional costs 479 marks * MOTORCYCLE measurements

1st place – BMW R 1150 R.

Clear thing. The points that BMW loses in terms of engine, it regains in terms of economy and the environment. But the Bayrin’s overall concept is also typical of a winner. Well thought out, independent, contemporary. The calm and serenity that the roadster transfers to its driver is praiseworthy and very charming. Added to this is the convenience bonus and the opportunity to benefit from the almost inexhaustible range of BMW equipment.

3rd place – Kawasaki ZRX 1200

The main problem with the ZRX is its pronounced tendency to erect. There is hardly a bump that the motorcycle runs over without being bothered by it. The reasons for this are to be found in the choice of tires and suspension. The basic tuning of the fork turned out too soft, the damping of the shock absorbers too hard in the high-speed range. A short-term change of tires to Pirelli MTR 22 did not bring any significant improvement. Despite these discrepancies, the Kawasaki remains a reliable partner in everyday life.

2nd place – Suzuki GSF 1200 Bandit

She can do almost anything. And that at a very affordable price. The GSF 1200 can be traded as an insider tip. Equipped with a catalytic converter and ABS, it would even have made it to first place. Suzuki’s mix of comfort, sportiness and suitability for everyday use is extremely successful. Both professionals and beginners feel comfortable with the Bandit right away. You can’t blame her for a little lack of temperament.

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