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• Power bikes in a concept comparison
• BMW S 1000 R is completely normal madness
• Wind protection prevents better placement
• Was the Kawasaki ZX-10R a losing proposition from the start?
• Nothing is closer to road racing than such a super athlete
• KTM 1290 Super Adventure – the mountain attacks the mountain
• Gearbox of the Super Adventure a bit clunky
• Disenchantment of the Suzuki Hayabusa 1300 ABS
• Hayabusa an honest iron and a killer all-rounder
• Technical specifications
• Readings
• Readings
• Conclusion

46 photos

1/46
At first glance, a fight between a hot naked, a super athlete, a big enduro and an aging launcher may seem rather out of place. It doesn’t make any sense to compare horse droppings with light bulbs. But …

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KTM 1290 Super Adventure.

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KTM 1290 Super Adventure.

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KTM 1290 Super Adventure.

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And in this completely relaxed position you perform on the mountain like the devil on crack.

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You sit on the KTM 1290 Super Adventure like on a bar stool. Incredibly relaxed knee angle and a completely relaxed posture of the upper body and arms – as if you were staring at the bar with your flat fists at the bar of the bar goddess at the so-called eyes.

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Fantastic 1300 V2, in the first five gears a crisp and short translation and with incredible pulling power.

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Front like a cruise ship, two additional headlights for curve-adaptive illumination.

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On the KTM 1290 Super Adventure you sit like an emperor and receive all the information you need.

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Just 159 hp, and that on 256 kilos. From zero to 200 km / h in a long 10.3 seconds. But the whale was able to prepare the sharks properly.

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Suzuki Hayabusa 1300 ABS: While the opponents all have a chance of winning the summit, the Hayabusa has to put up with the loser role in this field.

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One would not have expected this clarity from the values:
182 hp, 146 Nm. From zero to 200 in 7.6 seconds. The 1,340 cubic in-line quad dominated the test bench runs and set the best marks in every speed range. But this motor superiority could not help the Suzuki Hayabusa 1300 ABS.

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Life in the analog thunder dome is comfortable up to speed ranges that turn Lake Garda into a puddle.

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BMW S 1000 R, Kawasaki ZX-10R, KTM 1290 Super Adventure and Suzuki Hayabusa 1300 ABS.

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Suzuki Hayabusa 1300 ABS.

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Suzuki Hayabusa 1300 ABS.

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Suzuki Hayabusa 1300 ABS.

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Suzuki Hayabusa 1300 ABS.

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Suzuki Hayabusa 1300 ABS.

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Suzuki Hayabusa 1300 ABS.

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Like the entire line, the rear of the Suzuki Hayabusa 1300 ABS also polarizes.

22/46
Pure aerodynamics: fenders pulled deep forwards. The front brake is too slack.

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KTM 1290 Super Adventure: The mountain attacks the mountain.

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The BMW S 1000 R and the Kawasaki ZX-10R have not done badly so far. But what can mountain and rocket do??

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Kawasaki ZX-10R.

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BMW S 1000 R..

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BMW S 1000 R..

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BMW S 1000 R..

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The test machine was equipped with ESA: electronically adjustable chassis. There was slight irritation.

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Superbike swing arm in the naked bike. Wow! Also: automatic switch.

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Perfect command center: analog rev counter, digital infotainment, pleasantly sporty handlebars.

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… and with 168 HP to 207 kg a hot tip in advance.

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The BMW S 1000 R: The Bavarian bull is completely normal madness …

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To get answers, we beat the Kawasaki ZX-10R, the Suzuki GSX 1300 R Hayabusa, the BMW S 1000 R and the KTM 1290 Super Adventure through the hinterland of Lake Garda.

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BMW S 1000 R..

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BMW S 1000 R..

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Kawasaki ZX-10R.

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Kawasaki ZX-10R.

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Kawasaki ZX-10R.

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The Kawasaki ZX-10R got the chassis rating in a superior manner: crystal-clear feedback, super-precise steering, top stability on the straight and in the radius, great brakes – in response, controllability and bite.

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The brakes on the Kawasaki ZX-10R are fantastic. The ABS also works at a very high level.

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Insanely smart and tightly cut rear with integrated indicators.

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Electronically controlled steering damper, fully adjustable suspension, super light display, deep handlebar stubs.

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On the racetrack, the Kawasaki ZX-10R with its 188 hp and 203 kg would definitely be superior to its rivals. But the Kawa could also impress on the short straights and tight bends.

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The Kawasaki ZX-10R: Was the superbike in this terrain a losing proposition from the start?

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… At second glance, the question is completely logical: which type of motorcycle are you best equipped with in the fast, competition-oriented world outside the race track? Which machine gives you the means to be the first to take a seat at the Gipfelwirt?

BMW S 1000 R, Kawasaki ZX-10R, KTM 1290 Super Adventure and Suzuki Hayabusa 1300 ABS

Power bikes in a concept comparison

Content of

In the mountainous hinterland of Lake Garda, we had the BMW S 1000 R, Kawasaki ZX-10R, KTM 1290 Super Adventure and Suzuki Hayabusa 1300 ABS compete against each other in a comparison test. A slaughter.

I caught my breath. KTM’s new flagship came towards me like a huge mountain. The KTM 1290 Super Adventure is already a huge phenomenon in itself, which awakens the desire for tea with spruce honey in the faint-hearted, but when this monster rears up from the sloping position at the end of the curve, roaring in a yo-yo move, even the toughest like the rabbit in front of them freezes Snake.

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BMW S 1000 R, Kawasaki ZX-10R, KTM 1290 Super Adventure and Suzuki Hayabusa 1300 ABS
Power bikes in a concept comparison

Yes, heaven, where did I get to??

At first glance, a fight between a big enduro, a super sports car, a sharp naked and an aging launcher may seem rather out of place. It doesn’t make any sense to compare horse droppings with light bulbs. At second glance, however, the question is perfectly logical: which type of motorcycle are you best equipped with in the fast, competition-oriented world outside of the racetrack? Which machine gives you the means to be the first to take a seat at the Gipfelwirt? BMW S 1000 R, Kawasaki ZX-10R, KTM 1290 Super Adventure or Suzuki Hayabusa 1300 ABS?

In order to depict reality as authentically as possible and to “experience” clear judgments, we looked for a five-kilometer-long stretch of mountain road in the hinterland of Lake Garda with hairpin bends, middle to wider bends and clear intermediate straights in which the legal top speed – just like in real life also – was taken ad absurdum. Magic Jo, the terrible Sven, Graf Seitzmo and myself changed the machines and then immediately recorded the impressions. And they weren’t always identical. Four testers, four opinions. Although there was a surprising amount of agreement. Surprising because every person has their own feelings, perceptions and preferences and their own driving style. The awarding of the points for the evaluation can be imagined in relation to the seriousness like advising a jury in a murder trial. It really gets down to business, the discussions are very serious, and you can feel the high demands placed on finding the truth and the obligation to the reader. The fact that the BMW S 1000 R, which was clearly the preferred queen in the mountain classification for three of us, only takes third place in the point table is a bizarre phenomenon – and yet completely logical.

Enduro

BMW R 1200 GS and R 1200 RT, Triumph Explorer and Trophy, Honda Crosstourer and VFR 1200 F in the test

Concept comparison of travel enduros and tourers

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BMW S 1000 R is completely normal madness

BMW S 1000 R..

With a measured 168 hp on the crankshaft and a full tank of 207 kg, the BMW S 1000 R was a hot tip in advance. From zero to 200 km / h in 8.1 seconds. Wow! The high-end chassis derived from the S 1000 RR and the upright handlebar, which not only provides an active seating position with a lot of overview, but also creates perfect leverage for lightning-like line corrections, also spoke in favor of the Bavarian Taurus. The test machine also had an automatic switch and ESA. In principle, both features were real exciters, but with the automatic gearshift we were bothered by the fact that a lot of pressure was necessary on the gear lever when shifting, and the ESA revealed a real weakness in connection with the ABS in “Knocking on heavens door” mode.

In the “Sport” setup, the fork hardened so vehemently when it dipped into the curve entrance, which was braked for a race-oriented basis, that the ABS, which otherwise worked extremely well, intervened at an atypical early stage. What to do? Either whistle about the ESA or switch off the ABS if you select “Sport” and want to press down terribly. In general, the brakes on the BMW S 1000 R are remarkable. If you step directly onto the BMW from another machine, you don’t realize how brisk the first bite is. Really aggressive. You have to get used to it, and a little less would be a little more here.

Wind protection prevents better placement

Why the terrible Sven, Graf Seitzmo and me liked the BMW S 1000 R best in the mountains and why Magic Jo was enthusiastic about it is easy to explain: powerful and easy-revving engine, very well balanced chassis that provides good feedback, inconspicuous, but effectively working traction control, sporty, active seating position with an overview. It was deeply impressive how brisk and brutal the Bavarian bull attacked the mountain. The hoarse screeching from the airbox also matched this.

The fact that the BMW S 1000 R was ultimately unable to win the test in the points evaluation is quite banal due to the “wind protection” criterion. She only has that approach if you duck very low. BMW also lost important points with the clutch. Firstly, it required unusually high hand strength and, secondly, you could feel and hear a strong mechanical impulse when engaging the anti-hopping at the entrance to the curve. The effect was great, but not necessarily the accompanying noise.

Naked bike

BMW S 1000 R and KTM 1290 Super Duke R in comparison test

Who pulls the fur over whose ears??

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Was the Kawasaki ZX-10R a losing proposition from the start?

Kawasaki ZX-10R.

A priori I would not have bet a cent on the Kawasaki ZX-10R. In this test environment, it seemed a losing proposition from the start. No question about it, on the racetrack she would easily get hold of her opponents, but what should she do here in the tight turns and on the short straights? On the other hand: from zero to 200 km / h in 7.2 seconds, measured 188 hp on the crankshaft and 203 kilos with a full tank. And one thing was already certain after the first few meters: Visually, the terrible Sven in marriageable, white Vanucci leather and the bright green Ninja in the 30th anniversary edition were unbeatable. In contrast, everything else was carnival parade. The fact that the Kawa was a real killer when it came to driving was mainly due to the unbeatably precise chassis. In this context, it is not insignificant that our test track had good, grippy asphalt and that there were no holes or other rough bumps. The Ninja got the chassis rating in a superior manner: crystal-clear feedback, super-precise steering, top stability on the straight and in the radius, great brakes – both in response, controllability and bite.

Naturally, it only had to give way when it came to handling, as the deep, short handlebars and the somewhat restrictive seating position in the bends at slower speeds had a negative effect. It was logical in this environment that the killer Kawasaki ZX-10R could not enforce in the engine rating, but had to line up behind the BMW S 1000 R and the KTM 1290 Super Adventure: the miserably long first gear (reaches up to 150 km / h ) not only meant that the ninja moved more or less exclusively in ones and twos, but also made it necessary to use the clutch in tight turns to keep the engine in a powerful range. The ZX-10R needs 6600 rpm to have 80 hp. The Suzuki Hayabusa 1300 ABS already has that at 4500, the KTM at 4800 and the BMW at 5900 rpm. This comparison is even more brutal if you take the performance values ​​at 4000 rpm: 40 hp for the Kawa, 50 hp for the BMW, 65 hp for the KTM and 72 hp for the Hayabusa. But I don’t want to give the Suzuki fan in general and the Hayabusaranten in particular any false hopes, but rather gently prepare for the big end.

Nothing is closer to road racing than such a super athlete

But back to the Kawasaki ZX-10R: Since the in-line quad is not made for bubbling in tight spaces, but its natural habitat actually only begins at 7000 rpm, it shows slight load change reactions, a tendency to delay the throttle response and not ideal power development. Whining at a high level, but the BMW S 1000 R and the KTM 1290 Super Adventure are simply better suited for attacks on the mountain in terms of the engine characteristics. The fact that the Kawa did not take full advantage of the traction control, although this is the only one in the comparison that can be set in several stages, was due to the fact that the control behavior was rougher than with BMW and KTM. 

What we all loved about the Kawasaki ZX-10R was simply this incredible precision that you felt in every detail of the machine. Nothing is closer to road racing than such a super athlete. And even if you can’t always play your trump cards on the mountain, it’s an incredibly satisfying and pride-nourishing feeling to attack on a super sports car. These machines are simply the best that series production has to offer. You are the culmination of creation. Even if they are not immune from being humiliated by a giant edge in the free country.

Super athlete

BMW HP4, Kawasaki ZX-10R, MV Agusta F4 RR

Top super sports cars from BMW, Kawasaki and MV Agusta

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KTM 1290 Super Adventure – the mountain attacks the mountain

KTM 1290 Super Adventure.

The nightmare for all street athletes is called the KTM 1290 Super Adventure. This misshapen, gigantic chunk with the 1300 killer engine has a terrifying amount of fighting power. Purely in terms of technical values, super athletes and killer nakeds could feel superior to the Super Adventure: 159 PS on the clutch, from zero to 200 km / h in 10.3 seconds, 256 kilos with a full 30 liter (!) Tank. But in the course of the slaughter di Garda it became clear that the whale can do the sharks properly. The really mean thing from the sports pilot’s point of view: You sit on the KTM like on a bar stool. Incredibly relaxed knee angle and a completely relaxed posture of the upper body and arms – as if you were staring at the bar with your flat fists at the bar of the bar goddess at the so-called eyes. And in this completely relaxed position you perform on the mountain like the devil on crack.

One reason for this is certainly the very successful gear ratio, which, in conjunction with the high-torque V2 in the first four gears, leads to unrivaled traction. The KTM 1290 Super Adventure is simply in a different league. The fact that first gear only goes up to 80 km / h (BMW: 120, Hayabusa: 130, Kawa: 150) is due to the necessary shifting process at the expense of a top time from zero to 100, but brings a plus when exiting a bend Pulling power that none of the other machines can make up for. Even from corners that can take second gear, the KTM fires terribly sharply, the two of which “only” reach up to 115 km / h (BMW S 1000 R: 150, Suzuki Hayabusa 1300 ABS: 170, Kawasaki ZX-10R: 195) . However, if you want to experience the real inferno, you have to dare to cough on the traction control. Because the electronics that work in the Super Adventure are so highly developed that when traction control is activated, you can give full throttle from a bend, but the engine does not accept full throttle in deep lean angles. You can feel that as soon as you raise the machine a little. Then significantly more power is washed onto the rear roller. Incidentally, we were able to observe the same phenomenon with the S 1000 R..

Gearbox of the Super Adventure a bit clunky

Criticisms of the KTM 1290 Super Adventure were the somewhat clumsy and not very precise gearbox, the lower stability in straight line and cornering compared to the other bikes, the more diffuse feedback due to the long spring travel and the somewhat rough running smoothness of the engine. In order to drive the KTM really fast, in contrast to the Kawasaki ZX-10R and the BMW S 1000 R, you have to switch to blind trust mode because you simply get little feedback and rely on the high-tech electronics to support the Keeps machine on course. Unless you’re Magic Jo: “I’m used to the supermoto that the machine works and swings under me. So the unstable doesn’t bother me. If you switch off the electronics, the KTM is a real power on the mountain. You can pull it across wonderfully with the brute motor. For me, the Super Adventure is the clear number one here, and it’s the fastest way to get to the landlord. “

The fact that the 1290 is ahead in the table of points is due to the engine and gearbox, the ABS cornering, the seat position and the perfectly operated clutch, which are best designed for the area of ​​application on Lake Garda. The two days under the sign of crazy distractions could be described very well with the subtitle “How a madcap on stilts showed respect for powerful sports machines”.

Enduro

BMW R 1200 GS Adventure and KTM 1290 Super Adventure

Large travel enduros in a comparison test

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All tests and articles about the KTM 1290 Super Adventure

Disenchantment of the Suzuki Hayabusa 1300 ABS

Suzuki Hayabusa 1300 ABS.

For me, however, it would be more appropriate: “How the peregrine falcon was mercilessly demystified.” In retrospect, it is clear that the opponents in the mountainous region are very different to drive, but in the end all have a chance of winning the summit, while the Suzuki Hayabusa 1300 ABS simply has to come to terms with the loser role in this top-class field. One could not expect this clarity purely from the measured values: 182 hp and 146 Nm at 264 kilos fully fueled, from zero to 200 in 7.5 seconds. The 1,340 cubic in-line quad dominated the test runs drastically and set the best marks in every speed range – up to the limiter at 11,000 rpm. But this motor superiority could not help the Hayabusa either. On the one hand because the delayed response and the resulting load change reactions made it difficult to use the engine after the apex, and on the other hand because the chassis could not keep up with the crème de la crème.

The brakes were too blunt and the spring elements were not resilient enough for the real insane maneuvers. There was of course a lot that we all liked about the Suzuki Hayabusa 1300 ABS, such as the comfortable seating position despite the low handlebars, the smooth running of the engine and the generous wind protection, but I was the only one who really enjoyed sitting on the Hayabusa.

Hayabusa an honest iron and a killer all-rounder

The terrible Sven now prefers to drive with traction control (“You just go on the accelerator much more freely if you have good electronics”), Count Seitzmo didn’t grab the brake (“It’s so blunt. I wouldn’t accept that I retrofit ”) and Magic Jo (“ I can only hold the line with the under pressure gutters under pressure at the entrance ”) brought the Suzuki Hayabusa 1300 ABS the only moment of fame and glory when he exited the curve to the full power of the mighty Letting go of the engine on the 190 cylinder and watched the BMW S 1000 R with the terrible Sven and traction control simply demolish because the BMW electronics reduced the power – as already described. At the next corner entrance, however, Sven was back on his neck.

Well, as a staunch Hayabusa fan – it may not be the strongest machine to fight, but an honest iron and a killer all-rounder – I felt a certain sadness about her disenchantment. But I had an idea to alleviate: “Even if it was rubbed mercilessly into the asphalt, I love the Suzuki Hayabusa 1300 ABS. I would love to have a picture with her in the yo-yo move. Is that possible? ”It worked. Magic Jo had to pull out all the stops to confuse the non-deactivatable ABS of the Suzuki so much that it quit its service (long wheeling, front wheel in the air braking to a standstill, then increasing pressure on the rear brake …), but then it happened . And when the mighty, towering Hayabusa tipped spectacularly (see photo show) to the inside of the curve, I roared like back then in the ghost train. Thank you!

Tourer

Comparison test BMW K 1300 S, Kawasaki ZZR 1400, Suzuki Hayabusa 1300

Speed ​​bikes in comparison

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All reviews and articles about the Suzuki Hayabusa 1300

Technical specifications

The four test candidates could hardly be more different …

Readings

MOTORCYCLE

The Hayabusa looks like a high-flyer, but ultimately the peregrine falcon was disenchanted.

Readings

Suzuki’s peregrine falcon has its crooked beak in front over the entire speed range. The 1340 cubic pounds here. But if you take into account the eternally long translation and the murderous weight of the Suzuki Hayabusa 1300 ABS, things look different. In terms of driving dynamics, in the first three gears it only keeps the Kawasaki ZX-10R trimmed for top performance behind. Their characteristics are more suitable for the racetrack.

From the fourth, however, the Suzuki also loses out here. The curve of the BMW S 1000 R (blue) is remarkable. Although its engine is derived from the thoroughbred super sports bike S 1000 RR, it delivers wonderful pressure below and in the middle. The Bavarians have converted the sports engine perfectly to the needs of a naked woman.

Conclusion

Our testers were also a bit surprised at the placements. But admittedly: the front was very tight.

1. KTM 1290 Super Adventure (206 points)
There were several reasons why the huge KTM 1290 Super Adventure was able to win the comparison against athletes like the Kawasaki ZX-10R and the BMW S 1000 R: Firstly, we mainly stayed at speeds between 60 and 160 km / h, and that’s where the KTM has unrivaled pulling power due to the shorter gearbox and the high-torque engine. Secondly, the upright seating position is ideal and thirdly, the Super Adventure also scores big when it comes to equipment. 

2. Kawasaki ZX-10R  (204 points)
In contrast to the KTM 1290 Super Adventure, the test environment for the only genuine super athlete in this comparison, the Kawasaki ZX-10R, was not ideal: long first gear, race-oriented engine characteristics, uncompromising seating position. On the other hand, great: super-precise chassis that gives a lot of feedback. We like it before, in and after the radii.

3. BMW S 1000 R  (201 points)
After counting the points, we were surprised that the BMW “only” took third place. Because of the third place, owners and fans of the BMW S 1000 R don’t have to bite into the towel or numb themselves with alcohol, but simply study the table. The Bavarian gives away the win in wind protection. Points were also deducted because of the force-demanding clutch and the aggressive first bite of the otherwise great anchor.

4. Suzuki Hayabusa 1300 ABS (174 points)
The Suzuki Hayabusa 1300 ABS is still a great machine with a killer powerplant, but in this high-profile field it was simply doomed. On the chassis side it scores little because the brakes are too slack and the spring elements are not very resilient. Zonko comments on her disenchantment: “It doesn’t matter, I will always love her.” 

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