Comparison test Suzuki B-King, Yamaha MT-01 and Triumph Rocket III

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Suzuki B-King test comparison, Yamaha MT-01 and Triumph Rocket III

Displacement and performance monsters

Time pressure, pressure to perform, cost pressure ?? the ubiquitous pressures of the information age constrict us. But there are, those brief moments when we even want real pressure. On the motorcycle, when a brief twitch of the gas hand causes a break.

"Nobody needs that, but everyone wants it." Bert Poensgen, Suzuki’s bustling sales and marketing director for Europe, is refreshingly open when it comes to his youngest foster child. Although this term does not quite fit with the B-King, which with 1340 cubic centimeters, 259 kilograms with a full tank and a nominal 184 hp has clearly outgrown the nursery and is more at home in the world of myths and legends.

And that’s the point. It is this fabulous thing that clings to a displacement and performance monster like the B-King. It is this exuberant power that can be accessed at any time that has to be overcome and that, if we can easily control it from the wrist, always euphorizes us. The word "pressure" has never been given a more positive connotation than in this context. But what does pressure actually mean? Pressure is not a technical, but a subjective quantity, namely the perceived acceleration. And how can it be presented objectively? Is horse power the decisive variable here too? Or is it more Newton meters? In addition to the new and huge Suzuki B-King, the Yamaha MT-01 and the Triumph appear R.ocket III is adding two more displacement giants with very different engine concepts to find the truth.

Suzuki B-King test comparison, Yamaha MT-01 and Triumph Rocket III

Displacement and performance monsters

Giants among themselves: The Rocket III has the largest displacement, of course, but it is also the most fun?

The assumption is: Without marine diesel capacities, nothing works here, a full acceleration from the low revs is not possible. In this respect, the mighty Yamaha V2 clearly “felt” the air-cooled cylinders at the front, even when the car was stationary. Every single ignition makes this mighty motorcycle tremble, every turning point of the giant pistons in the can format seems palpable.
The warm-up gymnastics of the Triumph Triples, on the other hand, is almost timid. Only the shaking at the start gives an idea of ​​the power that is being brought to life down there. After that, the pistons in the cylinders purr gently in comparison to the V2, 2300 cm3 displacement can be determined from the dimensions of the engine, but not from its expressions of life.

Not even that applies to the B-King. The four-in-line hangs hidden between the mighty bridges of the aluminum frame and the water cooler, the bends nestle inconspicuously around the oil pan. There is no question about it: Whoever hides in such a way and then hushes around like any average Japanese woman cannot win a flower pot in the view, sound and vibration evaluation. Rather, it is the MT-01 that vibrates with zest for action even before driving off, followed by the Rocket III.

Torque in the air

fact

Pressure bandage: When the MT-01, Rocket III and B-King are gathered, the earth shakes.

But it’s not all pressure that trembles. When it comes to the relevant parameters of power, torque, translation and weight, sometimes the B-King, sometimes the Rocket, is ahead, but never the MT-01, as a look at the table below on the left shows. The Triumph shouldn’t be braked, especially from low engine speeds, because over 200 Nm is available even at a good 2000 rpm.

No other in the motorcycle world can offer that. And indeed: when the three-man tortures the cardan shaft and maltreats the rear tire, the mighty handlebar antlers hardly seem to hold, the Rocket drives off almost without a driver. Iron fists are required, the arms become long and longer. In second gear at around 40 km / h (see diagram on page 50), without any clutch tricks and speed orgies. You can hardly imagine a better way.

Just as good, however, when you ride the MT-01, because the Yamaha keeps up and shows the massive suppleness of a sumo wrestler. Boom, boom, the earth shakes, every blow makes meters. 150 Nm at 2000 rpm, with a peak of 157 at 3800 rpm. In between a high plateau of exhilaration. One cannot imagine what would happen with either of them if they were lighter and shorter. Compared to the displacement giants, the B-King behaves almost unspectacularly in this driving situation. Although the four-cylinder also braces itself powerfully, but not as sustainably as the V2 and three-cylinder. Whereby the impression is deceptive. Measured in m / s2, the bottom line is that the Suzuki is no less violent. If you open the gas in second gear at around 40, you will catapult yourself towards the horizon up to around 80 km / h, although less spectacular, but at the same height as the MT-01 and Rocket III.

Three cars with different talents. But what is the best leverage?

If you then leave, you will literally fly towards you, provided there are no curves, cars or trees crossing your path. Beyond 80 km / h, where Triumph and Yamaha keep their acceleration level a little, then slowly decrease, the Suzuki goes one better. The acceleration curve stretches out in a mighty arc (see diagram on page 50), speed and speed increase explosively. And that is exactly ?? if you like ?? the crux of the B-King. She pulls murderously, tops the other two easily? but even in second gear only in the speed range between 80 and 170 km / h. And at this speed you are usually a few gears further. In fifth gear, for example, the acceleration from 70 to 80 km / h on the Rocket is much more intense than on the B-King. The Triumph is therefore queen of the first few meters, and even the Yamaha is ahead of the Suzuki here. Their strength is the second air. But if you want to enjoy it, you need lots and lots of space.

The motors

Revving: the engine of the Suzuki B-King.

B-King
With the macho bike, Suzuki relies on the established and powerful inline four-cylinder concept, which with an extra portion of displacement also puts brute values ​​on the road in terms of torque. Converted to one liter of displacement (specific torque and power, see far left), the dohc motor sets 109 Nm and
137 HP Triumph and Yamaha checkmate. In addition, the short-stroke power pack allows lively maneuverability in comparison with up to 11,000 rpm and thus provides the widest usable speed range. This balancing act is also successful because the relatively large size 44 throttle valves per 335 cm³ cylinder unit and the voluminous double silencers allow favorable flow conditions at high speeds.

MT-01
Yamaha goes its own way. With 835 cm3 individual cubic capacities, slim 40 mm suction pipes and a long-stroke engine design, the ohv unit is geared towards the big bang out of the basement. Correspondingly, the V2 hammer tears at the chain even at the lowest speeds, but collapses just as powerlessly from 4500 rpm. The reason: between the four valves and the camshaft below, very long bumpers (see photo above), maintenance-free hydraulic tappets and heavy fork rocker arms only work reliably at moderate speeds well below 6000 rpm. No wonder that the maximum mean piston speed is in the absolutely green range of 20.71 m / s despite the long-stroke engine concept.

Steam engine: engine of the Triumph Rocket III.

Rocket iii
Not only the number of cylinders, but also the dohc concept is a clear indication of the compromise with which Triumph has approached the subject of the steam engine. In order to save themselves the fussy search for torque, the English chose the best route and nailed the cubic capacity. Three pistons displace a full 2294 cm3 and press so much torque on the crankshaft that the forces of nature had to be put in place in a user-friendly way by regulating the ignition / injection electronics. The abundance of torque allows the Rocket three-cylinder engine to be cast in a truly fat metal frame. Which doesn’t seem to detract from the dynamic. In 3.4 seconds, the 361-kilogram run catapults itself from 0 to 100 km / h.

Measured feelings

Feelings high on the B-King.

In terms of acceleration, weight and traction are crucial. The more force you push a vehicle, the faster it accelerates and the faster (top speed) it becomes. The pulling force, i.e. the force that pushes it, results from the torque of the motor, the ratio of the entire drive train and the diameter of the rear wheel. Anyone who has been careful in physics knows that 9.81 m / s2 corresponds to the acceleration of gravity. Assuming a friction coefficient of one for the tires, the maximum is reached when accelerating or braking. The magical moment when the throttle flaps are set to pull-through in large-volume engines from low speeds can only be represented with the acceleration experienced by the driver and motorcycle and not, as is usual with MOTORRAD, with the time it takes a machine to accelerate.

The rocket among the displacement giants: the Rocket III.

Surprisingly: In second gear from a good 40 km / h, the accelerations, measured in m / s2, are almost the same for all three candidates (similarly steep rise in the curves) and peak at just under six m / s2. The B-King weighs less, but translates significantly longer. Beyond 80 km / h then comes the big moment of the Suzuki: The acceleration increases to seven m / s2, the level is maintained almost up to 130 km / h, while the others have long since pulled out of sails. If you repeat this exercise in fifth gear at a good 70 km / h, a similar picture emerges. However, the acceleration of the B-King in the first few meters, which is what this is supposed to be about, is much more restrained than with the brutally raging Rocket or the MT-01.

Conclusion

These three cars have heavy pressure on the boiler, but they have different talents. While the Triumph Rocket and Yamaha MT-01 push hard in every gear in the speed range below 100 km / h and even have advantages especially in high gear, there is no herb over this brand against the B-King. So it depends on the driving habits of the individual, which is the best means of pressure.

Data and mileage: Suzuki B-King – Suzuki B-King

Technical specifications:
Max. Power: 135 kW (184 hp) at 9500 rpm
Max. Torque: 146 Nm at 7200 rpm
Displacement: 1340 cm
Bore x stroke: 81.0 x 65.0 mm
Bore-stroke ratio: 0.802
Max. Piston speed: 23.8 m / s at 11000 / min
Compression: 12.5: 1
Suction tube diameter: 4 x 44 mm
Free intake manifold area *: 15.21 cm² per cylinder (335 cm³)
Specific torque: 109 Nm / 1000 cm³
Specific power: 137 HP / 1000 cm³
Total weight: 259 kg
Power-to-weight ratio **: 1.90 kg / PS
Price: 13,635 euros

Driving performance:
Draft
60 ?? 100 km / h: 4.0 sec
100 ?? 140 km / h: 3.6 sec
140 – 180 km / h: 4.2 sec

acceleration
0 – 100 km / h: 3.1 sec
0 200 km / h: 8.1 sec
Top speed: 247 km / h

Data and mileage: Yamaha MT-01 – Yamaha MT-01

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Pictures: Suzuki B-King test comparison, Yamaha MT-01 and Triumph Rocket III

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Data and mileage: Triumph Rocket III – Triumph Rocket III

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