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BMW R 1200 GS, Kawasaki Z 800 and Suzuki GSX-R 1000 in the test

Alpine test with recording

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How much time does a superbike drive on the autobahn in attack mode? Is the GS really inviolable in the mountains? And how does a middle-class naked fare on this excursion? The PS test with the BMW R 1200 GS, Kawasaki Z 800 and Suzuki GSX-R 1000 clarifies this.

Sven is already lurking. On the acceleration lane of the autobahn, he then pulls the shower up fully, pushes into the left lane and goes into racing position. Today the daredevil wants to prove with the Suzuki GSX-R 1000 that, contrary to popular belief, maximum speed on the track saves a lot of time. The BMW stuck to his rear wheel R. 1200 GS and the Kawasaki Z 800. The trio of different players is burning for a two-day trip to the Alps to clarify a few things: How much time does a superbike get on the highway in attack mode? Is the GS really inviolable in the mountains? Incorruptible recording should finally create clarity there. And how does a middle-class naked fare on this excursion?

BMW R 1200 GS, Kawasaki Z 800 and Suzuki GSX-R 1000 in the test

Alpine test with recording

How much lead can the Gixxe get out?

Sven seems to be unlucky. There is a lot of activity on the autobahn, and there are construction sites everywhere. Not exactly the best conditions for express speed. The route leads from Boblingen near Stuttgart via Ulm and Kempten to Fussen. From there it’s off to Austria, a total of around 230 kilometers of motorway waiting for drivers and bikes. A nasty distance, because with a moderate driving style, the machines should make the route without refueling. Which is faster Shoot and fill up or save fuel and pull through?

A few free kilometers are enough for Sven to catapult himself out of sight with the Gixxer. Obviously he chooses the first option. Meanwhile, the Kawasaki Z 800 and BMW R 1200 GS are fighting for connection. "Tacho 236, more was not possible on the Z 800", the PS guest tester and avowed Kawa fan Tobias will later put on record. “He can’t keep up this pace in the long run anyway,” I grinned to myself during the fight.

On the rubber cow, on the other hand, you can cope with the top speed of 230 km / h forever. It offers excellent wind protection, the variable screen can be adjusted to almost any body size and personal preference – a lot, little, no wind at all. If there is absolute calm, the pilot simply bends his head slightly forward and down. The stability at top speed is also surprising. Despite its impressive height, long suspension travel and wide handlebars, the lever of which the driver usually uses to direct a little restlessness into the load, the BMW R 1200 GS takes its course extremely calmly.

9.5 liters / 100 km against 6.2 and 7.3 liters

Only after more than half the distance does the traffic decrease somewhat. The BMW R 1200 GS gets the spurs as often as possible. The fuel should be enough, the remaining range in the cockpit works very reliably. After an hour and 45 minutes I reach the agreed destination. Sven and the Suzuki GSX-R 1000 are already waiting. "I’ve been here for five minutes, but still had to fill up on the way." Incredible: Despite heavy traffic and a refueling stop, the guy pulls out a clear lead. "I have not ridden any hara-kiri actions, but you have to clearly signal your intention to overtake the drivers and, for example, turn on the indicator."

After another six minutes, Tobi arrives: “In the end, I did a maximum of 150 things. You can’t stand a higher speed in the long run. ”On this stage, the Suzuki GSX-R 1000 flowed an average of 9.5 liters per 100 kilometers through the injection nozzles, the Kawasaki Z 800 approved 6.2 and the BMW R 1200 GS 7, 3 liters. That is less than expected. But with the open track, the consumption of Suzi and GS would be guaranteed to be a lot higher.

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Three fighting cocks in the Austrian Alps

After the brawl on the autobahn, the Austrian Alps are waiting for the three fighting cocks. Curves without end, the purest roller coaster, yes! Here it will turn out whether the supposedly overpowering rubber cow executes. The sporting ambition of the Suzuki GSX-R 1000 and Kawasaki Z 800 allows the BMW R 1200 GS to shoot out on its very own terrain: tight turns, short straights, little open space. Whoever beats them here beats them everywhere.

We chose the route the day before, and the time driver shot at it. Today a short tour is enough to check whether the uniformed race control patrols. Nobody in sight, we can start. Now the recording comes into play. The system uses GPS to record every millimeter of the test route and, when evaluating it, shows which bike was where, how fast and how much total time it took.

Suzuki GSX-R 1000

As a promising challenger, the Kilo-Gixxe makes the start. The first turn lurks. Get into the irons, focus on the further race, cut the curve and through! Go then. However, the Suzuki would like to be driven actively during this exercise, weight shifting and a little effort are mandatory. Then the first slide when accelerating out. Shit, pretty smooth here! Brightly polished asphalt is more common on passes, a trained eye and careful approach help avoid departures. ABS and traction control do the same. Unfortunately, the Suzuki GSX-R 1000 does not have such features, so the popometer has to fix it.

After further hairpin bends, a few mini-slides and tight connecting pieces, the road becomes more open. Finally accelerate fully! Yeah, now you’re talking, baby! Due to the slightly faster corners, the GSX-R 1000 arrows very precisely and stably, here it is in its element. Shortly before the end, dash through the long left bend, it marks the fastest section of the route at 126 km / h. Then anchor, because the 1.7-kilometer test route is already over. The clock shows 1.41.8 minutes. But what is this time worth?

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Kawasaki Z 800

Now the Kawasaki Z 800 is rolling out. With a displacement of around 800 cubic centimeters, the nude looks a bit toothless compared to the strong Suzuki. A defenseless victim? Not at all! As she’s about to prove, the little one has it all behind the cylinders. But first your pilot has to adjust to the throttle response. Because when you gently apply the gas, the Kawa reacts briefly with an unwilling Brrrrrb, only to start abruptly. The delayed response behavior with the following, somewhat tough performance was also seen on other test bikes, but the peculiarity of this Zett is quite pronounced.

Another special feature is the seating position. On the kawa, the pilot crouches very front-wheel-oriented, which puts a lot of weight on the wide, flat handlebar. Comfort is different, but after all, the Z 800 wants to be a really nasty street fighter. In addition, the posture gives you a lot of feeling for the front. Similar to the Suzuki, the Kawasaki Z 800 wants to be actively guided into the corners. Exercise is also in demand due to their high weight of over 227 kilos. With the appropriate zeal, however, it sweeps through the ground very quickly and keeps the line clean.

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Brakes could grab more forcefully

The stoppers could, however, grab a little more forcefully for sporting purposes. But if you diligently pull the lever, the sweep will reward you with an adequate delay. And the ABS is worth gold when you canter on the slippery surface. Total time? 1.41.9 minutes. You read that right, the Kawasaki Z 800 only loses an academic tenth to the Suzuki GSX-R 1000! How is that possible? Mainly because of its short translation.

BMW R 1200 GS

Now is the moment of truth. Will the BMW R 1200 GS powder the times of the Japanese on the Alpine test course? Before their appearance, we first set the setting. The almost fully equipped GS offers plenty of options for this. Different driving modes influence the power output, the throttle response, the ABS control, the "dynamic ESA" (semi-active, electronically controlled chassis) and the "automatic stability control", ASC for short. Almost an electronic overkill! BMW does not refer to the ASC as traction control (DTC), but as anti-slip control. The difference: The DTC is only used on the S 1000 RR and HP4 superbikes and controls more sensitively. As a driving mode, "Dynamic" sounds very promising, put it in! And for the ESA basic set-up we naturally choose “Sport”, which promises a lot of cushioning and a good roadholding.

Get on and gas! For sporty drivers, the seating position with the handlebars mounted high up compared to the seat height has a somewhat passive effect. In addition, the rider sits quite far away from the front wheel, which means that the feedback is clearly more indifferent in a direct comparison with the Kawasaki and Suzuki. Nevertheless, the BMW R 1200 GS dashes across the track at incredible speed and is completely easy to steer. Stress? Nothing! The 1200 boxer mercilessly pushes out of the hairpin bends and does not allow itself to be left behind in the fast sections of the route. The proof is provided by the recording, which certifies the Bavarian woman the same Vmax value as the GSX-R: 126 km / h. When braking, the GS also lies like the proverbial board, amazing! The bottom line is that it gives the competition a whopping 1.40.3 minutes, 1.5 and 1.6 seconds respectively – a clear message on this short route.

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The rubber cow is not perfect

The weaknesses? The first three gears in particular engage audibly and tangibly. In addition, the clutch lever can be pulled very easily, but due to the relatively short engagement path, it cannot be dosed precisely. In addition, the clutch sometimes grabs when accelerating hard. And if you ride in solo mode with maximum spring preload (ESA: "pillion passenger and luggage"), the steeply positioned swing arm creates unpleasant mechanical noises in the drive train of the cardan bike. So the BMW R 1200 GS is not perfect. But difficult to crack, at least in narrow areas. And in a wider field? Hard to say, it depends on a try. But this is another story.

Conclusion

Sports drivers often turn up their noses at the BMW R 1200 GS, which is understandable. But she has impressively demonstrated her qualities on the track and in the mountains, which is why she deserves victory in this special test.

The Suzuki GSX-R 1000 lands in second place. Nobody can fool her when it comes to speed bolts, only she has a bit of trouble in the crowd of hairpins.

On mountain passes, the Kawasaki Z 800 is not so easily dependent on the Gixxe, thanks to its short gear ratio. Highway shooting? No way!

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