Comparison test of retro bikes

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Comparison test of retro bikes

Retro bikes make history

Think about the basics, find your own roots and continue the history? retro bikes take on this almost spiritual task. Let’s take a deep breath.

Damn it, why does Sven have to turn off at the last second on the Triumph? Without any chance of following him, the rest of the troop lurches past the traffic island and only comes to a stop twenty or thirty meters further. Much too late all of them: the Ducati GT 1000, the Harley XR 1200, the Honda CB 1300, the Moto Guzzi V7 and the Yamaha XJR 1300. Guys, what’s that supposed to mean? Probably also dreamed of old times?

Comparison test of retro bikes

Retro bikes make history

Moto Guzzi

Interpretation of a history: Technically, the Moto Guzzi V7 Classic remains surprisingly true to its model, optically the Italians choose a visibly more modern line.

And it is precisely this fervent optimism that these six machines absorb in order to transplant the spirit of this time, which to some may already appear to be the good, old one, into the present. The more faithful the replica, the greater the chance that this spark will jump over. Admittedly, the Honda CB 1300 and the Yamaha XJR 1300 do not necessarily see themselves as blood-related successors of their legendary predecessors, the Bol d’Or and the XS 1100. And yet it is they who have been the perfection of Japanese motorcycle construction since the 1970s manifested so pronounced in the in-line four-cylinder, carried on today. They display their engines uncovered – in the case of the Yamaha even air-cooled – between telescopic fork and stereo struts in a classic ambience.

Ducati nostalgia

On the right track: Polished triple clamps, playful fork plugs, the historical logo on the tank and seat – Ducati also understands retro fans.

So it doesn’t bother that the Far Eastern duo is a tad ahead of the Western quartet. They were already back then – thanks to an impressive 95 hp peak power at that time. What irritated the four colleagues only to a limited extent at the time and is not at all a problem today. Because then, as now, the selection of a motorcycle was not about the rational weighing of technical advantages and disadvantages. It was about worldviews. Like that of the 90-degree V-engine, to this day the irrefutable creed of all Ducatisti. Like so many other great things, it emerged from the vision of a single man – Fabio Taglioni. The ingenious engineer called the machine the 750 GT that debuted in 1971 with this engine concept. And just as it was back then, the propellant, sometimes called an L engine due to its right-angled cylinder configuration, is also in the current GT 1000.

The lower cylinder raised a few degrees from the horizontal, of course air-cooled, with 992 cm³ but padded with a quarter liter more displacement. The entire look remains close to the model. Because the GT was not an athlete, but an all-rounder. Built to arm Ducati against the invasion of the first four-cylinder machine, the Honda CB 750, which appeared in 1969, or the competition in its own country, the Moto Guzzi V7 or the Laverda SF. The Retro Duc also gives the impression of a GT (Gran Turismo). Your wide, softly padded bench and the raised, comfortably cranked handlebars integrate the driver comfortably and cuddly. The engine also underlines this impression of sovereignty. Shakes unwillingly below 3000 rpm, but then starts to spurt silky smooth and with full pressure, catapulting himself into the dimensions of modernity with at least 83 hp. There is hardly time to appreciate the attention to detail on this motorcycle: eye-catching items such as the historic Ducati logo on the tank, the two fully chrome-plated struts or the silencers based on the Conti bags, the spoked wheels with steel rims and the authentic Michelin Pilot Classic -Tires.

Just like the sugar lumps that only reveal themselves at second glance: the polished fork bridges to which the two chrome-plated horns cling, the playful plugs of the fork tubes or the filigree curved bracket of the front fender. To soak up all of that, there is only time when the gas is taken out, the potential of the Italian consciously remains unused. Then the excessively long and over-damped struts or the upside-down fork that is too softly tuned are less of a problem. Upside down? Correct. In some ways, the GT 1000 lacks historical loyalty. At that time, upside-down forks were just as unknown as 180 mm rear-wheel tires, and double-disc brakes were only an issue in racing. And so, despite everything, the Ducati somehow remains reasonable, in some ways overwrites the past with the letters of modernity. Maybe just as well. After all, the motorcycle history was continued on the first Apple PCs barely five years after the 750 GT appeared.

American Sportster

The sheep in wolf’s clothing: Despite the aggressive front brake, minimal instrumentation and set back footrests, the XR 1200 remains a Sportster.

However, seven years later, in 1983 when the Harley XR 1000 was presented, they didn‘t want to know too much about computers. At least not in the world from which the XR took its stylistic borrowings. Dirt Track, this typical American track sport discipline, which is run in high-speed ovals, comes from the racecourses of the ultra-conservative American Midwest. And the XR 1200, launched exactly 25 years later, is still so down-to-earth and archaic. Bright orange combined with black has been the war paint since time immemorial when Harleys enter the race. High, curved handlebars, narrow, elongated tank and the optically so dominant double exhaust system – a direct hit. The scent of barbecue and bud light even seems to waft from the prospectus.

As powerful as John Wayne, the starter beats into its counter-gear until the 45-degree V2 rumbles along, shaking violently. Only a short burst of throttle later, the 1202 cm³ unit gets itself back on, pulsing audibly, but never annoying up to the speed limit of 7000 rpm. No comparison to its predecessor from the eighties. With their power trembling, as the Harley advertising copywriters described the vibrations of the original XR, shattering tooth seals, as well as the relentlessly stiff clutch and gearshift, it was really reserved for painless Marlboro types. The XR 1200 means it with the European cowboys – it is only offered in Good old Europe – more gracious. Or do we prefer to say: as usual. Because despite its aggressive look, the XR remains what it probably always was: a Sportster.

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Swinging Sixties

In a fine way: The Triumph Thruxton is styled down to the last detail.

The British won the famous Thruxton 500 endurance race in 1962 with the legendary 650 twin-cylinder. The special model of the Bonneville, the 53 hp Thruxton, which was produced in small series from 1969, was dedicated to this victory. It hit the zeitgeist precisely. Because cafe racers were what the rebellious English youth wanted at the time. Long, narrow, sporty. Perfect for racing from cafe to cafe as quickly as possible in a time without speed limits and making an impression. Long, slim, sporty – this is exactly the thread that the young Thruxton has picked up again since her rebirth in 2004. Remembers the wishes of the rebellious jukebox heroes with every screw. As if the slimline tank-seat line, the pulled-down, narrow M-handlebar with mirrors on the handlebar ends, the wire-spoke wheels or the chrome-plated front and rear lights weren’t enough, the attention to detail continues almost meticulously. It leads via brushed engine side covers, which imitate a separately flanged gearbox housing, or a real mechanical speedometer cable to a definite highlight of neo-classicism: the injection system with a carburettor look.

Accordingly, the feeling of the Roaring Sixties on the Briton can also be felt authentically. She spans the pilot over the tank for a long time, forces his feet quite far back on the footrests, and with her slim silhouette knows how to skilfully conceal the 231 kilograms with a full tank. Only the pressure on the starter puts a damper on the classic euphoria. Sound? Nothing. The synchronous runner blows just a touch out of the classic silencers. In return, the 865 cm³ twin purrs like a kitten even when idling and only starts to rattle from 5000 rpm. But the short-stroke engine doesn’t even need this speed, as it already reaches its torque plateau of around 66 Nm at 3000 rpm. So upshift, upshift, pull the four-valve engine, swing the chassis and let your mind wander. Because everything slips perfectly: transmission, clutch, brakes. The narrow tires (100 at the front, 130 at the back) complete the arrangement of the comedy on two wheels. Siegfried Bettmann and Mauritz Schulte, the two Germans who founded Triumph in Coventry in 1887, would cry with emotion.

Just like, in all likelihood, Mario Guzzi. Originally the son of the Moto Guzzi company founder Carlo Guzzi had devised the two-cylinder engine for a military tricycle and put the 704 cm³ drive into a motorcycle chassis as a waste product. The V7, named after its cubic capacity, was an immediate sales success in 1967, while the V2 with its longitudinal crankshaft and cardan drive became synonymous with Moto Guzzi. But it took 41 years to remember that Big Bang in Mandello del Lario. The shapes of the new V7 Classic turned out to be a tad more harmonious and flowing than those of their traditional model, but basically they remained true to their lines. Also in terms of performance: not even 50 hp from a scarce three-quarters of a liter. The Heron principle adopted from the V35 and V50 models, in which the combustion chamber is relocated to the piston crown in favor of a lower overall height, does not provide any more.

Retro waves

Air-cooled four-cylinders with massive housings were already convincing in the eighties and still do it today in the XJR 1300.

As with the Thruxton, the pressure on the button initially causes long faces on the Guzzi. V2 acoustics? Bad luck. Modern times, that’s how it is. For this, the V7 pays back with a low seat height, open knee angle and all the ingredients for successful retro bikes such as spoked wheels, chrome exhaust, stereo struts, narrow classic tires and so on. The Guzzi not only looks as delicate as a 125cc, it drives that too. Right, left, right – the country road tango is one of the strengths of the Signora from Lake Como. Because there she makes one on a moped, no one would trust her with the four hundredweight of a 750 cc motorcycle. Nobody there misses the thrust from the lower rev range of the larger-displacement Guzzi units, and certainly not their performance.

Modern meets classic: the CB 1300 with white and red paintwork.

Only when you apply the gas at the traffic light does the V7 lean gently to the right, shyly reminiscent of its longitudinal crankshaft. Exactly, she is shy. Acoustically, visually, in all its kind. Produces its maximum torque just above idle, can be driven lazily, hardly vibrates. The angular seat and the hard rear wheel suspension almost turn out to be a cry for help: Hello, I’m the new one, I’m really there again. The two four-cylinder engines, the Honda CB 1300 and the Yamaha XJR 1300, rule out any risk of confusion with their predecessors. A touch of retro? Gladly. Conventional front fork, two suspension struts, dignified round shapes, and in the case of the Yamaha even air cooling – the duo has dispensed with the angular and aggressive line that is currently popular with current big bikes of this type, such as the Honda CB 1000 or Yamaha FZ1. Nevertheless, consciously avoid turning the wheel of history back too far. The end of the seventies, the dawning eighties – this era symbolizes a glamorous time for Japanese manufacturers. US superbikers like Eddie Lawson or Freddie Spencer, who still wedged themselves upright behind the wide handlebars, have since become symbols of the ultimate triumph of their concepts and flawless quality.

This is exactly why the two Japanese women leave out the European retro scene and the competitor from the USA, and deal with each other. And to anticipate it: Honda did the job better. Because the engine of the CB 1300 runs smoother, the gearbox can be shifted a bit smoother and more torque is available in the country road-relevant speed range between 3000 rpm and 5000 rpm. On top of that, the CB has – regardless of style – an ABS that works excellently. But Yamaha is more convincingly committed to the spirit of the young tradition. Only lets the engine of the XJR work rougher than that of the Honda, dispensations with ABS, at least scores points with excellent brakes and an excellent suspension set-up, not least thanks to the Ohlins shock absorbers. Above all, however, it shows that historical consistency that is gratefully honored by the fans. And that’s symptomatic of all of these retro bikes. Because what counts is the soul in the metal skeleton between the wheels. The ability to combine the character and history of a brand with the demands and constraints of the modern age – and not be bothered by some shortcomings. Not those of technology and not those of life.

Ducati GT 1000

Italo-retro style: Ducati GT 1000.

engine
Air-cooled two-cylinder four-stroke 90 degree V engine, one overhead, toothed belt driven camshaft, two valves per cylinder, desmodromic actuation, wet sump lubrication, injection, Ø 45 mm, regulated catalytic converter, 520 W alternator, 12 V / 10 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 39:15.

Bore x stroke 94.0 x 71.5 mm
Displacement 992 cm3

Compression ratio 10.0: 1
Rated output 61.0 kW (83 hp) at 8000 rpm
Max. Torque 91 Nm at 6000 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, double disc brake at the front, Ø 320 mm, double-piston floating calipers, disc brake at the rear, Ø 245 mm, single-piston floating caliper.

Spoked wheels with steel rims
3.50 x 17; 5.50 x 17

Tires 120 / 70R 17; 180 / 55R 17
Tires in the Michelin Pilot Classic test

Dimensions + weights
Wheelbase 1425 mm, steering head angle 66.0 degrees, caster 104 mm, spring travel f / r 120/133 mm, seat height * 830 mm, weight with a full tank * 209 kg, payload * 181 kg, tank capacity / reserve 15.0 / 3.5 liters.

Guarantee: two years
Service intervals: every 12,000 km

Colors: red, gray, beige / black
Price: 9995 euros
Additional costs: 255 euros

Harley-Davidson XR 1200

Jahn

The dirt track look of the XR 1200 lets the Sportster shine in every situation.

engine
Air-cooled two-cylinder four-stroke 45-degree V-engine, four lower, gear-driven camshafts, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, injection, Ø 50 mm, regulated catalytic converter, alternator 357 W, battery 12 V / 12 Ah, mechanically operated multi-disc oil bath clutch, five- speed gearbox, toothed belt, secondary ratio 68:28.

Bore x stroke 88.9 x 96.8 mm
Cubic capacity 1202 cm3
Compression ratio 10.0: 1
Rated output 67.0 kW (91 hp) at 7000 rpm
Max. Torque 100 Nm at 3700 rpm

landing gear
Double loop frame made of steel, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, two spring struts, adjustable spring base, front disc brake, Ø 292 mm, four-piston fixed calipers, rear disc brake , Ø 260 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 18; 5.50 x 17
Tires 120/70 ZR 18; 180/55 ZR 17
Tires in the Dunlop Qualifier test

Dimensions + weights
Wheelbase 1515 mm, steering head angle 60.7 degrees, caster 130 mm, suspension travel f / r 125/89 mm, seat height * 795 mm, weight with a full tank * 263 kg, payload * 176 kg, tank capacity / reserve 13.3 / 1.9 liters.

Guarantee: two years
Service intervals: every 8000 km

Colors: orange, black, silver
Price: 10,990 euros
Additional costs: 350 euros

Honda CB 1300

Honda CB 1300: the granddaughter of the legendary CB 900 F Bol d’Or.

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, uncontrolled catalytic converter with secondary air system, 420 W alternator, 12 V / 11 Ah battery, hydraulically operated Multi-disc oil bath clutch, five-speed gearbox, O-ring chain, secondary ratio 39:18.

Bore x stroke 78.0 x 67.2 mm
Cubic capacity 1284 cm3
Compression ratio 9.6: 1
Nominal output 85.0 kW (116 hp) at 7000 rpm
Max. Torque 117 Nm at 6000 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 43 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum, two spring struts, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 256 mm, single-piston floating caliper, ABS.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Dunlop D 220 ST ?? K tires tested

Dimensions + weights
Wheelbase 1515 mm, steering head angle 65.0 degrees, caster 99 mm, spring travel f / r 120/116 mm, seat height * 815 mm, weight with a full tank * 262 kg, payload * 190 kg, tank capacity / reserve 21.0 / 4.5 liters.

Guarantee: two years
Service intervals: every 6000 km
Colors: red / white, black
Price: 10,990 euros
Additional costs: 170 euros

History of the previous bikes

With her, Ducati became Ducati. The 90-degree V2 made its debut in the 750 GT in 1971. The valve train of the 50 hp engine was? in contrast to the current desmodromic valve control ?? still activated via a vertical shaft. The drive concept drawn by engineer Fabio Taglioni, also known as the L-motor due to the right-angled cylinder arrangement, is still the Ducati trademark. Even the V4 engine of the Bolognese MotoGP racer still has this cylinder angle.

Basically, the Thruxton from 1969 is nothing more than a refined Triumph Bonneville. Only 55 of the 53 hp 650 cc two-cylinder engine were built. With its name, it recalls the victory of two Triumph Bonneville races at one of the most famous endurance races of the time, the Thruxton 500 in 1962. Incidentally, the Bonneville was named after Triumph’s attempt to set a world record at 311 km / h in 1955 on the salt lakes near Bonneville / Utah.

The Yamaha is undoubtedly one of the early big bikes that should hunt down the big touring machines, especially from BMW. The 95 hp XS 1100 also owes its cardan drive to this requirement. Incidentally, it set a record in terms of tire width with the 4.50 rear tire. Only two years later did they dare ?? not least because of the proven technical stability of the XS ?? to forego the kickstarter.

What the L-engine is to Ducati, the transversely built-in V2 is to Moto Guzzi. In the V7, the engine, originally designed for a military tricycle, was used for the first time in a motorcycle. The northern Italian manufacturer has remained true to this concept.

Only something for painless natures was the terribly vibrating, exhausting and optically garnished with dirt track elements XR 1000. But just this mercilessly rough character, the limited number of pieces ?? only seven copies were officially exported to Germany ?? and the exorbitant price of 18,000 marks at the time made this Harley a cult object when it was presented. Today the 66 hp and, without exception, well-preserved machines are rare collector’s items.

In the legendary Bol d’Or series, Honda used four-valve technology with two overhead camshafts for the in-house four-cylinder engine for the first time. The engines proved to be indestructible. The chassis weaknesses, which were not uncommon at the time, also plagued this new development. Legends cover the mantle of oblivion about the undersized chassis, the poor quality bearings of the steering and swing arm and heavy Comstar wheels.

Moto Guzzi V7 Classic

engine
Air-cooled two-cylinder four-stroke 90-degree V-engine, a chain-driven camshaft below, two valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 28 mm, regulated catalytic converter, 350 W alternator, 12 V battery 14 Ah, mechanically operated multi-disc oil bath clutch, five-speed gearbox, cardan.

Bore x stroke 80.0 x 74.0 mm
Displacement 744 cm3
Compression ratio 9.6: 1
Rated output 35.5 kW (48 hp) at 6800 rpm
Max. Torque 55 Nm at 3600 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 40 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, front disc brake, Ø 320 mm, four-piston fixed caliper, rear disc brake, Ø 260 mm, double-piston floating caliper.

Spoked wheels with steel rims
2.50 x 18; 3.50 x 17
110/90 18 tires; 130/80 17
Tires in the Metzeler Lasertec test

Dimensions + weights
Wheelbase 1449 mm, steering head angle 62.5 degrees, caster 109 mm, suspension travel f / r 130/118 mm, seat height * 810 mm, weight with a full tank * 210 kg, payload * 191 kg, tank capacity 17 liters.

Guarantee: two years
Mobility guarantee: two years
Color white
Price: including utilities 8200 euros

Thriumph Thruxton

True attention to detail: The Thruxton is not stingy with loving details and chrome.

engine
Air-cooled two-cylinder four-stroke in-line engine, two balancer shafts, two overhead, chain-driven camshafts, two valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 37 mm, regulated catalytic converter with secondary air system, 312 W alternator, 12 V / 10 Ah battery, Mechanically operated multi-disc oil bath clutch, five-speed gearbox, X-ring chain, secondary ratio 43:18.

Bore x stroke 90.0 x 68.0 mm
Displacement 865 cm3
Compression ratio 9.2: 1
Rated output 51.0 kW (69 hp) at 7400 rpm
Max. Torque 70 Nm at 5800 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of steel, two spring struts, adjustable spring base, front disc brake, Ø 320 mm, double-piston floating caliper, rear disc brake , Ø 255 mm, single-piston floating caliper.

Spoked wheels with aluminum rims
2.50 x 18; 3.50 x 17

Tires 100/90 H 18; 130/80 H 17
Tires in the test: Metzeler Lasertec / ME Z 2

Dimensions + weights
Wheelbase 1510 mm, steering head angle 63.0 degrees, caster 97 mm, spring travel f / r 120/106 mm, seat height * 830 mm, weight with a full tank * 231 kg, payload * 199 kg, tank capacity 16.0 liters.

Guarantee: two years
Service intervals: every 10000 km
Colors: red / white, black / gold, silver / red
Price: 8740 euros
Additional costs: 250 euros

Yamaha XJR 1300

Yamaha’s retro wave on two wheels: the XJR 1300.

engine
Air-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, regulated catalytic converter, 340 W alternator, 12 V / 12 Ah battery , hydraulically operated multi-plate oil bath clutch, five-speed gearbox, O-ring Chain, secondary ratio 38:17.

Bore x stroke 79.0 x 63.8 mm
Cubic capacity 1251 cm3
Compression ratio 9.7: 1
Nominal output 72.0 kW (98 PS) at 8000 rpm
Max. Torque 108 Nm at 6000 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm, two spring struts, adjustable spring base and rebound damping, double disc brake at the front, Ø 298 mm , four-piston fixed calipers, disc brake at the rear, Ø 267 mm, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 17; 180/55 17
Dunlop D 252 L tires tested

Dimensions + weights
Wheelbase 1500 mm, steering head angle 64.5 degrees, caster 100 mm, suspension travel f / h 130/110 mm, seat height * 800 mm, weight with a full tank * 251 kg, payload * 199 kg, tank capacity 21.0 liters.

Guarantee: two years
Service intervals: every 10000 km
Colors: white, black
Price: 9750 euros
Additional costs: 215 euros

Scoring

This gang is rewriting history: Ducati GT 1000, Harley-Davidson XR 1200, Honda CB 1300, Moto-Guzzi V7, Triumph Thruxton and Yamaha XJR 1300.

engine
It can hardly be spread more widely than the engines in this test field. On the one hand there are the powerhouses of the Honda and the Yamaha, followed by the potent V2s of the Harley and the Ducati. At the other end we find the rather good units of the Triumph and the Guzzi. Overall, the water-cooled CB-1300 engine impresses with its smooth running smoothness and full top performance without weaknesses. The Moto Guzzi remains the problem child in this rating: Although the transversely installed V2 works inconspicuously, 48 hp from 750 cm³ are a bit meager even for a retro bike. Emotionally strong and rough as ever: the Harley.

landing gear
The top group in terms of chassis focuses on the trio of Honda, Yamaha and ?? rather surprising ?? Ducati. Despite overdamped struts, the GT 1000 scores with stable handling and is hardly a weakness in any undervaluation. The benchmark in terms of suspension tuning remains, not least because of the Ohlins shock absorbers, the Yamaha, even if they are a tad more homogeneous Honda overall. The Harley has to pay tribute to its roots as a chopper. Even a moderately sporty retro bike is expected to have more precise steering behavior and better handling.

everyday life
Honda and Yamaha are also fighting neck and neck here. Ultimately, the consumption advantage and the better driver ergonomics are decisive for the CB 1300. After all: companions stay most comfortably on the XJR. Under all cannon, the pillion comfort remains on the rearward sloping Harley seat, which with its hard edges shows little sympathy for the driver on top of that. Despite the also quite angular seating, the Moto Guzzi does a respectable job. Compared to the Ducati, it holds its own primarily through its moderate consumption.

security
The magic word is ABS. With this, the CB 1300 secures the leading position here too, even if it has to give way to the Yamaha when it comes to brake metering. The Guzzi brake brings up the rear with behavior and without progression. The Duc is conspicuously nervous about the steering axis in bumpy terrain.

costs
Finally a change: When it comes to finances, the Guzzi strikes with low consumption and the cheapest price. The Honda loses mainly because of high inspection costs.

Price-performance
Not really an important criterion for retro bikes. And yet the XJR can be proud of the 1.9. A good motorcycle for good money.

Test result

Who is allowed to get on the first podium and who has to be at the back? The test result creates clarity.

1st place – Honda CB 1300
A victory for facts, not emotions. After all, the CB is a good motorcycle. Point.

place 2 – Yamaha XJR 1300
Should she laugh or cry? The heart speaks for the air-cooled XJR. Because the classic, sporty styled Yamaha hits the nerve of the retro and big bike clientele. That counts too.

place 3 – Ducati GT 1000
Even if the upside-down fork and long struts are surprising, the GT combines a classic feeling with modern technology. Not least because of the powerful engine. Complimenti.

4th place – Triumph thruxton
You can’t get any closer to the original. The Triumph inspires with its attention to detail. The two-cylinder with the character of an electric motor remains an emotion killer. what a shame.

5th place – Moto Guzzi V7 Classic
Attention to detail is combined with a feeling for the style that Guzzisti love. The well-behaved and somewhat weak-chested engine, however, cannot do much with the subject of emotion.

Rank 6 – Harley-Davidson XR 1200
When it comes to feeling, she is right at the front. But the dirt-track look promises more than the XR delivers. A motorcycle should still ride well, not just look attractive.

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