Concept comparison big bikes

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Concept comparison big bikes

With bag & pack

On a big tour with big bikes. 2700 kilometers with Honda’s CBR 1100 XX, Kawasaki’s ZRX 1100 and Yamaha’s R1. Pleasure or frustration?

The ZRX 1100 is a real fun bike, ”said guest tester Jens Kopp at the beginning of 1997 in the big bike comparison test (issue 7/1997), but with that to the Isle of Man or the Bol d’Or race in southern France? “Afterwards I’m a wreck,” Jens suspected at the time because of the Kawasaki’s sparse disguise. So it is high time to tell the story. Of course with Jens, no question. And with perhaps the greatest temptation on two wheels that money can buy at the moment, if, yes, if you could get hold of another: the Yamaha YZF-R1. The Honda CBR 1100 XX suggests itself as a golden mean for this comparison. With a nominal 164 hp and a top speed of around 280 km / h, it is still the most powerful and fastest production motorcycle on the market even after two years. But in contrast to the R1 not an uncompromising racer, but rather a sports tourer. What is it like to live and ride with these fundamentally different big bikes on a big vacation tour, in other words, a completely normal life? For R1 drivers who have plundered their bank account without having previously enjoyed a detailed test drive, then there is the nasty surprise?
The route, do we remember Jens’ review ?? Assumption, it should initially lead to around 1000 kilometers from the editorial office in Stuttgart to Le Castellet in southern France. Although there are some special luggage systems on the market for the Honda, a large roll of luggage is firmly lashed onto the pillion seat, in solidarity with the Kawasaki and the Yamaha. Together with the magnet tank bags, this creates enough storage space: all in all, around 25 kilograms of additional weight per motorcycle.
The first stage destination is called Nimes, and swiftly, so that there is enough time for the photographer in the southern French area the next day. The suitability for the motorway is tested for nine hours. There is a change of seat at the latest every one and a half hours. Yes, you read that correctly, every hour and a half, and not because the R1 driver needed urgent rest due to dead wrists and a herniated disc. No, the Kawasaki spoils the cut. But not because their driver is so shaken by the wind that there is a risk of a stiff neck. The wonderfully comfortable ZRX 1100 can withstand up to 160 km / h. The reason is quite banal: the fuel gauge, which shows quite precisely, slips threateningly into the red area at the odometer reading 180 on the trip meter. Even at 130 km / h, which is a French regulation, the 1100 engine sucks in over eight liters of normal through its carburetor battery. So the trio prefers to go to the next motorway filling station too early and don’t use the fuel in the 20 liter ZRX tank to the last drop.
The aerodynamically designed Honda is unusually thirsty at the beginning, flaring just under eight liters as it rolls along. In addition to saving your wallet and fuel consumption in a more environmentally friendly way, a slightly higher windshield would be desirable. The Yamaha, on the other hand, is satisfied with just over five and a half liters of fuel and at this speed really only seems to roll around on the idle jet. Surprise number two: As uncomfortable as the R1 looks at first on the side stand, it is by no means at least not on the motorway stage. The handlebars are not too deep, the footrests are not placed too high, and the seat upholstery is not too soft. Support on the large tank bag provides additional relief for the upper body. and the wind. There is plenty of buoyancy from the Yamaha’s far too deep windshield.
Second day, urgent appointment, photo production in the Ardeche. Ingenious, not too tight, endless winding curves, often praised non-slip asphalt. Driving in full regalia, with luggage? and growing fun. With the Yamaha, however, this only occurs when you have recovered from the initial shock. On the light monster called R1, the time to the next bend can go by extremely quickly, the 202 kilogram four-cylinder takes off so inconspicuously and yet so brutally. On the other hand, even the engine of the Kawasaki, which is not consumptive with 105 hp, looks downright good-natured, always beautifully predictable. Pressure without end at the Yamaha, which can be savored the most nerve and energy saving a gear higher. At least as brutal is the R1 brake system ?? Luckily. In terms of metering, it is only topped by the six-piston system of the Kawasaki. Foolproof, but ultimately not so easy to dose when braking hard: the integral braking system of the Honda CBR 1100 XX. The Kawasaki, meanwhile, shines as the undisputed curve star, it can be ?? also thanks to the narrow 170 rear tire ?? Directing wonderfully neutrally from one corner to the next without any effort. Problems with the front fork, which is initially too soft, are quickly resolved, as the Kawasaki has a fully adjustable component. The same applies to the Yamaha: Even with the chassis, which is very tightly tuned at the factory, a set-up for the holiday trip can be found (see also the box Measured values: chassis settings). With the thickest in the group, the Honda, only two things are really annoying: the overdamped, non-adjustable front fork, and the footpegs that touch down much too early. Once on the move, you feel astonishingly little of the over 250 kilograms of live weight. Of course she wants to be steered into corners with a little more effort, but then she pulls her way steadfast and good-natured. Jens aptly calls the double X the “gentle giant”. But the real endurance test in terms of curves was still to come.
Third day, drive to the racetrack in Le Castellet, sweltering heat. A short stop for the opening photo, then quickly on towards Toulon, time is of the essence, 3000 kilometers were on the agenda. The destination is called Gran Canyon du Verdon. Jens suddenly complains about a strange driving behavior of the Kawasaki. But the cause is by no means the two flawless struts, but the rapid loss of pressure in the rear tire: A long nail has worked its way into the flank, the day is over.
Fourth day. The team reschedules. Photographer Markus Jahn goes home because there is no more time for a lengthy photo session. From now on it is time to drive, refuel, drive, no longer breaks. Off to the Alps. Where else could weaknesses be better discovered? None of the three machines has so far made a big blunder. It almost looks as if even the super sporty Yamaha deserves the title of “holiday motorcycle” without restrictions.
So over the famous route Napoleon to Gap. From La Mure, the following applies: Col d ?? Ordon, no problems, then the Col de la Croix de Fer, here Jan Ulrich and Co. tormented their way up the Col de la Madeleine on their racing bike during the last Tour de France, and whatever the names of the passes. The whole program. Tight hairpin bends, lousy road surface, and apparently endless. No problem for the ZRX 1100, but definitely nothing for the R1. Here, and only here, the lightweight super sports car has to give up. All three testers can no longer really come to terms with the Yamaha and suddenly can no longer drive a clean line. Even when braking on the many hairpin bends, the R1 prefers to drive its own way on the bumpy surface, rather than being forced into the tight radius that the driver actually has in mind. It becomes particularly uncomfortable with her on downhill sections. While on the autobahn the lift of the airstream still relieved the upper body, tons now seem to weigh on the driver’s wrists and forearms when braking. Tiring, the whole thing. The Kawasaki, on the other hand, feels right at home in even the tightest turns. The Yamaha takes it off meter by meter, effortlessly. The R1 rider secretly wants a wide superbike handlebar. Or at least the narrower, well-cranked handlebar of the Kawasaki. At least for that one bloody passport. Because with its upright sitting position, the ZRX driver has everything under control at all times, especially when braking. And if it didn’t work out that way, with the clean line for the next curve, or a cow dung blocks the ideal line, the course can be corrected in no time. All the sheer power and magnificence of the Yamaha is of little use. Because what the weaker Kawasaki drives out in the bends in meters, the super athlete can no longer make up on the ground on the straights. Accelerating a powerhouse like an R1 out of corners in first gear is high school. At the latest after the third slide when pulling the gas up from the inclined position, the four-cylinder powerful as a bear pulls this tooth. What the hell? After all, nobody drives a Formula One racer in the Monte Carlo Rally. But that the much heavier Honda can easily keep up with the ZRX, not everyone would have expected beforehand. In the Ardeche, she’s already hinted, in the Alps this fat guy is serious. It can be circled incredibly precisely and foolproof around the tight corners? and the abundant pressure of their engine sets in good-naturedly, no comparison to the snappy R1.
F.5th day, drive home through Switzerland. The Swiss take their speed limit very carefully, so the group rolls along well. In Germany there is another full throttle stage from Singen to Stuttgart. The Honda is now significantly less thirsty. Everyone has now discovered their favorite and no longer wants to get involved in exchanging machines, which can be read in the very personal resumes of the three testers opposite. Arrival at the editorial office: The R1 urgently needs to go to the workshop. Don’t worry, no defect, just to remove the rear wheel. She literally eaten up her 190 rear tire. Total mileage: 3500 kilometers.

Conclusion: Matthias Schroter, 32, MOTORRAD editor – comfortable kilometer eater

Matthias Schroter, 32, MOTORRAD editor

The Honda CBR 1100 XX surprised me the most on this tour. A large, comfortable and fully equipped motorcycle, a real all-rounder. Don’t be afraid of the 164 horsepower. Bring it on, because it’s coming ?? as so often in life ?? on what you do with it. So switch on your brain, keep the throttle hand under control and then just enjoy this incredible thrust. Because only in the unthrottled version does the double X give you this incomparable aplomb. Comfortably but quickly gnawing miles and arriving at your destination relaxed in the evening, that’s best with the Honda, no question about it. The R1 challenges you more, demands even more attention. Together with the Ducati 916, perhaps the most uncompromising and most beautiful sports motorcycle on the market, a filigree masterpiece, no question about it. You can call me a warm shower, but in normal life the Yamaha is a bit too heavy for me. However, the secret star of the trio is for me the Kawasaki ZRX 1100, because this moped is incredibly easy to drive. It is also very comfortable, has a great chassis with gigantic brakes ?? and built-in fun on corners.

Conclusion: Jens Kopp, 31, frequent driver and guest tester – she gives me the lie

Jens Kopp, 31, frequent driver and guest tester

The Kawasaki gave me the lie, and after 2700 kilometers of testing I am happy to admit that. Even larger tours can be reeled off with the ZRX 1100. She completes longer and sometimes annoying motorway stretches with absolutely no problems up to a speed of 160. And wherever it counts, on winding roads, she’s the undisputed star for me. That became clear to me at the latest when my friend Matthias was completely exasperated on the R1 and the famous cigarette length later rolled into the Col de la Croix de Fer. Exactly such routes are the icing on the cake for me, and that’s where I enjoy riding a moped the most. The only drawback: it is not exactly economical. I was astonished by the fat Honda, a gentle giant. A good-natured, easy-to-drive motorcycle, with a great engine that isn’t as aggressive as this unbelievable R1 engine. I wouldn’t buy the XX anyway, I just don’t like the design that much. A matter of skill. My very own philosophy: Throw R1, ZRX and the XX in the mixer, stir vigorously, and the result is a handy, but comfortable sports tourer, with a lot of steam, great chassis and decent wind protection.

Conclusion: Stefan Kaschel, 32, MOTORRAD intern

Stefan Kaschel, 32, MOTORCYCLE intern

She is well trained, with an irrepressible temperament, this Yamaha R 1. That’s why I like her. You can forgive small quirks that they reveal to you when you are fully loaded on country roads of the poorer category or even on alpine passes. Where less sophisticated motorcycles swing easily from curve to curve, she plays the extravagant. Stubbornly she insists on her own choice of line, and if you persuade her to change direction with great vigor, she hisses all her displeasure so poisonously on the asphalt that you quickly end up where you didn’t want to go. In the worst case, on the trousers. The reason for this is common knowledge: Everything that the R 1 makes fast on the racetrack turns into a boomerang in everyday use or on holiday trips. The engine is too powerful, the tires too wide, the handlebars too low. Even her low weight cannot save anything, but now the nice thing: whoever dismounts and has conquered her, is reconciled. Should the others make it easy for themselves. You grow with your tasks and the reward follows. Marveled at by the rest of humanity. And none of them knows how much effort it took to stick to an inconspicuous ZRX 1100 a few kilometers beforehand. That remains my purely private matter.

Clothing for the big tour

The second skin has to fit

The right clothing is part of a tour. MOTORRAD used the tried and tested two-piece suit made of leather, including functional underwear and a back protector. In addition to the good abrasion values, the leather suit offers the advantage of non-slipping protectors. Compared to textile suits, however, it has the disadvantage that it is usually neither waterproof nor breathable. A rain suit is an inexpensive protection against getting wet. The one-piece holds tight, but flutters and turns every entry into a stretching exercise. The two-piece rain suit is more comfortable, but the top inflates even more. The advantage of both variants: the small pack size. An alternative that promises even more warmth is: a waterproof textile jacket over the leather suit, free of inner lining and protectors, plus simple rain pants and waterproof boots. One more central point, the glove. Three new sports gloves were on tour: the Held Profi (1) for 199 marks, the Buse Carbon (2) for 159.90 and the Dainese R.R. (3) for 181 marks. All three have protection for the back of the hand with carbon or kevlar inserts. The hero takes his protective function very seriously. The entire back of the hand is packed in Kevlar inserts, plus Kevlar and protectors on the entire edge of the hand including the long cuff. In addition, the glove can be adjusted there and in the wrist area with Velcro fasteners. The pre-curved palm offers similar qualities. The neuralgic points are doubled with particularly abrasion-resistant kangaroo leather. Nevertheless, the glove still offers sufficient feel for the throttle grip and is therefore a real tip. The Buse Carbon has features similar to the hero. Here the cuff is a bit shorter, but it has thumb and finger corrugations, an additional Kevlar reinforcement on the palm of the thumb and forefinger and a stretch insert on the wrist, which should ensure better wearing comfort. But precisely in this regard, the Buse cannot convince. Even after several thousand kilometers, the glove remains stiff, the pleasant feeling of security is bought with less intimate contact with the twist grip. It also distributes its white color evenly on both handlebar grips, unlike the Dainese R.R. True to color and feel, the lightweight construction gives crystal-clear feedback from the throttle and is comfortable to wear. It is only equipped with carbon fiber in the knuckle area of ​​the ring and little finger. In addition, the R.R. a little over the course of the tour. Tip: Better to buy half a size smaller. Not tight enough either: the simple stretch on the wrist (Velcro only on the cuff), which arouses less confidence in the quality of the fall.

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