Honda CB 1000 R, Kawasaki Z 1000 SE, Yamaha FZ1 in the test

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Honda CB 1000 R, Kawasaki Z 1000 SE and Yamaha FZ1 in the test

Three Japanese naked bikes in comparison

More nasty, more aggressive, more aggressive – this is how the new Kawasaki Z 1000 comes along. With even more power, a short translation and a brutally mean look. What can the lump of anger do better than the Honda CB 1000 R and Yamaha FZ1?

Press release Kawasaki: The new Z 1000 has a Sugomi design! Exactly, you pause for a moment, look at the floor, possibly concerned, and ask softly: What is that? In Japanese history, the term Sugomi describes an aura that is closely linked to the samurai warriors. It means something like awesome and awesome. Okay, you understand that when you look at the aggressive design of the new one Kawasaki Z 1000 considered. But which came first, the combative outfit or the term Sugomi? Chief designer Yu Shibuta said: “When we redesigned the Z 1000, we didn’t give any thought to technical issues at first. Only when the design was finished was the technical implementation taken care of … "

Honda CB 1000 R, Kawasaki Z 1000 SE and Yamaha FZ1 in the test

Three Japanese naked bikes in comparison

FZ1 ready for a test of strength with the new Kawasaki Z 1000.

The video for the naked bike comparison test

Enclosed test area, long straight, calm. The three power nakeds have to complete the acceleration sprint from a standing start. Taking into account the technical data, the Yamaha FZ1 should theoretically do best here. At 230 kilograms it weighs ten kilograms more than the Honda CB 1000 R and eight more than the new Kawasaki Z 1000, but it has the highest nominal output: Yamaha specifies 150 hp at 11,000 rpm. This makes the FZ1 a whopping 25 hp more than the CB 1000 R, and the new Z “only” has 142 hp. All right then, right??

Full throttle screams from the rear silencers, clutches at the load limit, tire whimpers – off you go! But what is it? While the Kawasaki Z 1000 and the Honda CB 1000 R accelerate to 100 km / h in just 3.2 seconds, the Yamaha FZ1 is four tenths slower. The FZ1 then drops completely when the torque is measured in sixth gear: the Kawa only takes 3.1 seconds from 140 km / h to 180 km / h, the Honda 4.1 seconds and the FZ1 even 5.1 seconds. Let’s make it short: These measurements are only suitable for everyday use to a limited extent, because hardly anyone will drive like this, but they reveal the potential of the engines and reveal their weak points.

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Yamaha FZ1 with inharmonious power output

The Yamaha FZ1 has two of them compared to the competition: Its gear ratio is long in view of the higher maximum speed, the sixth goes up to 268 km / h, the first up to 128 km / h. And it has a relatively inharmonious output: strong start, tepid middle, strong last third. "To get the maximum possible acceleration, I would have to engage the clutch at around 6000 rpm and let the clutch slip for a long time," says test driver Georg Jelicic. "If you do this three times in a row, the clutch is almost at the end." And the other two? The Honda can keep up despite its performance handicap, because it serves its performance just right and thus has the best traction. The Kawasaki Z 1000 should actually win the sprint here, because its 1043 cm³ strong engine has endless pressure and is also relatively short geared: the first reaches just 101 km / h, the sixth up to 237 km / h. “But I have to get off the gas at the Kawa. Compared to the other two machines, the engine grabs so damn hard that the machine still tends to wheelie even in second gear, ”says Georg. Kawa – no compromises.

And that’s how the machine presents itself for the first few meters. While the Honda and Yamaha vacation can also take place by the pool or in the hammock, the Kawasaki Z 1000 always has action on the program. It starts with the fuel-consumption drive, which leads over charming curved belts through the French hinterland. With constant driver changes over hundreds of kilometers, the Honda CB 1000 R emerges as the clear favorite seat. Everything is right here. The footrest and handlebar position, the comfortable upholstery of the seat cushion and also the leg connection with the motorcycle. The Kawasaki is too active in this regard, pulls the driver forward, is heavily handlebar-oriented and has a hard saddle. Whereas Yamaha goes into the exact opposite with the FZ1: Your handlebars are tall, almost touristy, the tank and frame spread their legs badly, and the pegs are comparatively far forward.

But let’s not kid ourselves: After two hours in the saddle on one of these naked bikes, you don’t notice that at all. You get used to the ergonomics of the trio. Just not the hard saddle of the Kawasaki Z 1000. Enough strolling, off to the gas station. Big differences are not to be expected, because when cruising around 100 km / h, all engines turn around 4500 rpm in the last gear. And the throttle valves are only slightly open. The consumption result is not particularly surprising and does not separate the wheat from the chaff: the Yamaha FZ1 is the most popular with 5.7 liters per 100 km, the Honda CB 1000 R is marginally more economical with 5.4 liters and is the most economical the new Kawasaki Z 1000, which swallows 5.3 liters.

Sweeping, bumps, potholes

That will probably change now, because 30 minutes later the pack is at the foot of the Col de l’Espigoulier. The pass is "only" 725 meters high, but the ten kilometer journey to the summit is peppered with curves and hairpin bends of every color. From the top, this mountain road looks as if supermoto freaks have worked it out and built it. The roughly one kilometer long stretch of bad road including hairpin bends, bumps, potholes and changing surfaces provides entertainment. So it is ideal for testing the chassis. Then let’s go.

Approach with the Yamaha FZ1, nominally the strongest in the field: It steers harmoniously into the curves, but at the latest in the first bend the other two drive almost behind it. Because its darned torque and power slump puts the FZ1 in such moments: the hairpin bends here are surfed at around 50 km / h. The FZ1 rotates around 3500 to 4000 tours in first gear and moves in its performance hole. To put that into perspective: Anyone who tackles the pass alone with the FZ1 will focus on these quirks and not miss anything. But if you have the other two bikes behind you, the trailer at 3000 rpm is extremely noticeable. So be it. Go on. Lean, nothing touches, now accelerate and off into the intermediate sprint on a small straight. Another shortcoming of the FZ1 is the Dunlop D 221, which is unfortunately getting on in years, in the special specification "G". Above 6000 rpm, when hard rock is finally played in the Yamaha drive, you have to be careful, even in a slight incline, that the load does not smear away. The grip of the Dunlops is very modest, caution is advised. In addition, the true potential of the Yamaha thousand-meter can hardly be explored on passes or winding country roads. Because the area in which the engine really starts brutally starts at 7000 rpm and ends at 11,500 rpm. After all, the four-cylinder runs smoothly and accelerates so smoothly, as if it were still being ventilated by a good old carburetor battery.

You can’t take a breather on the Kawasaki Z 1000

Clap at the top of the pass. With the softly tuned FZ1 shock absorber, the rebound stage is closed slightly, the spring is slightly pretensioned – and you go downhill. Here, too, the Yamaha FZ1 remains harmonious, turns neutrally on the brakes, and the chassis absorbs even the smallest bumps. Vehicle changes. Same route. This time in the saddle of the second strongest of the trio, the Kawasaki Z 1000. And that’s a difference like Merkel and Klum. Or should you say day and night? Because it couldn’t be more radical.

The Kawasaki Z 1000 drives as it looks. Whoever opens the throttle valve is rewarded with propulsion. Or should one say better: "punished"? Regardless of the speed at which you turn the throttle, the motor is digitally connected to the gas and shoots the load forward. You can’t take a breather on the Kawa. She demands everything. Full concentration when accelerating – otherwise hedge up, hedge shut. Full concentration when braking – damn it, the radially screwed monoblocks grab it! How good that the ABS works well. And also full concentration when turning – unfortunately, the new one has not trained the bad habit of the old: The stubborn steering behavior of the Z 1000 demands strong arms.

More attacks are hardly possible

Nothing is with harmony or neutrality. The green bull wants to be grabbed by the horns and pushed through the curve. Excessively brisk acceleration does not result in wheelies under ten meters in second gear. The chassis set-up fits perfectly with this macho package. It’s extremely tough and so maybe makes sense on the racetrack when performing radical braking maneuvers. But here in everyday life? On the bad road? But there are people who want exactly that. They want a motorcycle that offers them the maximum possible experience. More attacks are hardly possible. And to put the radical into perspective: Any reasonably experienced pilot will tame the Kawasaki Z 1000, because it is by no means undrivable, both on the pass and in the city. It’s just the exact opposite of the good, long-translated, almost touristy Yamaha in direct comparison.

Honda CB 1000 R is the handiest

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A quick turn of the throttle and you’re right through.

That’s why we’re now getting into the saddle of the Honda CB 1000 R. Your four-cylinder doesn’t run as smoothly as its Yamaha counterpart, but also not as rough as the Kawa drive. In practice, you move the CB at the pass, as well as with brisk country road chasing, between 4000 and 8000 rpm and, as with the other two bikes, only get between 50 and 100 hp. Of course, this also explains why none of the other’s machines can really drive away. Provided it has no performance gap or is translated too long. Neither is the case at the CB. It is the most harmonious and easy to handle for this trio. Turning in, folding down, straightening up, gasping – all processes merge loosely into one smooth movement. Your steering behavior is completely neutral, the suspension set-up perfectly between comfort and sporty, firm stiffness, and the responsiveness of the suspension elements is also great. However, the directly hinged shock absorber reaches its limits in pillion operation. Although the Kawasaki Z 1000 is actually only in its element with a passenger on the back.

Steering corrections in an inclined position or in the case of a botched line selection are easy exercises with the Honda CB 1000 R. Perhaps this is not only due to the successful chassis geometry, but also to the rear tire: Honda relies on a 5.5- inch rim and a 180 mm rear tire. The competition on six inch plus 190 slippers. The Honda also masters the rough stretch of road splendidly, does not let itself be deterred, and the spring elements protect the driver from hard knocks on the spine. The CB is the handiest of the trio, can be driven effortlessly and also braked. You can rely on ABS, and the integral function of the brake is praiseworthy.

Break by the sea. Waves are breaking, the honey-colored sun, the bikes lined up. Three riders, one opinion: If you love it fast, grab the CB 1000 R. Because despite the lowest nominal power in the league, you are the quickest with the Honda, because the motorcycle is the most balanced and neutral. The Yamaha is getting on in years. You can tell from the old-school seating position. Test driver Georg said: "With a 14-tooth sprocket and other tires, the FZ1 would be able to play at the very front." And the Kawa? Sorry for the expression, but the new Kawasaki Z 1000 is a real men’s motorcycle. Made for people who want to tackle things and are looking for extremes. Some like it hot.

Honda CB 1000 R.

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With the Honda CB 1000 R everything is right. The footrest and handlebar position, the comfortable upholstery of the seat and also the leg connection with the motorcycle.

engine

type design
 Four-cylinder four-stroke-
In-line engine
injection Ø 36 mm

coupling

Multi-panes-
Oil bath clutch Boron x stroke  75.0 x 56.5 mm Displacement 998 cc compression 11.1: 1 power
 92.0 kW (125 PS)
at 10,000 rpm Torque 99 Nm at 7750 rpm

landing gear

frame
 Bridge frame
aluminum
fork
 Upside-down fork,
Ø 43 mm
Brakes front / rear  Ø 310/256 mm
Systems assistance Partly integral ABS
bikes 3.50 x 17; 5.50 x 17
tires 120/70 ZR 17; 180/55 ZR 17
Tires Bridgestone BT 015 "L"

All used offers: Honda CB 1000 R

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mass and weight

wheelbase 1445 mm
Steering head angle  65.0 degrees
trailing 99 mm
Front / rear suspension travel  120/128 mm
Seat height * 830 mm
Weight with full tank * 220 kg
Payload * 190 kg
Tank capacity / reserve 17.0 / 4.0 liters
Service intervals 6000 km
Price / additional costs 11,690 / 265 euros
Price test motorcycle 11,690 euros
* MOTORCYCLE measurements

MOTORCYCLE readings

Top speed *  230 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h		 3.2 sec
5.3 sec
11.2 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h		 3.7 sec
3.5 sec
4.1 sec
Consumption highway 5.4 liters / 100 km
Reach country road 315 km
* Manufacturer information

Kawasaki Z 1000 SE

www.jkuenstle.de

With the Kawasaki Z 1000 SE, action is always on the program.

engine

type design

 Four-cylinder four-stroke-
In-line engine
injection
 Ø 38 mm
coupling

 Multi-panes-
Oil bath clutch
Boron x stroke 
77.0 x 56.0 mm
Displacement
 1043 cc
compression
 11.8: 1
power

 104.5 kW (142 hp)
at 10,000 rpm
Torque
 111 Nm at 7300 rpm

landing gear

frame

 Backbone frame made of aluminum,
Motor supporting
fork

 Upside-down fork,
Ø 41 mm
Brakes front / rear 
Ø 310/250 mm
Systems assistance
 SECTION
bikes
 3.50 x 17; 6.00 x 17
tires
 120/70 ZR 17; 190/50 ZR 17
Tires
 Dunlop D 214 "T"

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mass and weight

wheelbase
 1435 mm
Steering head angle 
65.5 degrees
trailing
 101 mm
Front / rear suspension travel 
120/122 mm
Seat height *
 815 mm
Weight with full tank *
 222 kg
Payload *
 179 kg
Tank capacity / reserve
 17.0 / – liters
Service intervals
 6000 km
Price / additional costs
 12395/180 euros
Price test motorcycle
 12395 euros
* MOTORCYCLE measurements

MOTORCYCLE readings

Top speed *  237 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h		 3.2 sec
5.1 sec
10.0 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h		 2.9 sec
3.0 sec
3.1 sec
Consumption highway
 5.3 liters / 100 km
Reach country road
 321 km
* Manufacturer information

Yamaha FZ1

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Taking into account the technical data, the Yamaha FZ1 should theoretically do best here.

engine

type design

 Four-cylinder four-stroke-
In-line engine
injection
 Ø 42 mm
coupling

 Multi-panes-
Oil bath clutch
Boron x stroke 
77.0 x 53.6 mm
Displacement
 998 cc
compression
 11.5: 1
power

 110.3 kW (150 PS)
at 11000 rpm
Torque
 106 Nm at 8000 rpm

landing gear

frame

 Bridge frame
aluminum
fork

 Upside-down fork,
Ø 43 mm
Brakes front / rear 
Ø 320/245 mm
Systems assistance
 SECTION
bikes
 3.50 x 17; 6.00 x 17
tires
 120/70 ZR 17; 190/50 ZR 17
Tires
 Dunlop D 221, rear "G"

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mass and weight

wheelbase
 1460 mm
Steering head angle 
65.0 degrees
trailing
 109 mm
Front / rear suspension travel 
130/130 mm
Seat height *
 800 mm
Weight with full tank *
 230 kg
Payload *
 180 kg
Tank capacity / reserve
 18.0 / 3.4 liters
Service intervals
 10,000 km
Price / additional costs
 10995/170 euros
Price test motorcycle
 11,935 euros²
* MOTORCYCLE measurements; ²incl. Akrapovic exhaust (720 euros),
License plate holder (110 euros), LED indicators (110 euros)

MOTORCYCLE readings

Top speed *  252 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h		 3.6 sec
5.4 sec
10.3 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h		 4.1 sec
4.1 sec
5.1 sec
Consumption highway
 5.7 liters / 100 km
Reach country road
 316 km
* Manufacturer information

Measurements and scoring

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"Guys, it’s pretty cold here!" "It does not matter. The main thing is sunset!" The comparison test is coming to an end.

Performance measurement

TRILLION

With the built-in Akrapovic slip-on, the Yamaha FZ1 has slightly less power and torque over almost the entire engine speed range than previously measured machines with standard exhaust.

Easy to see: at speeds between 4000 and 7000 rpm, which is the most common for moving the machines on country roads, the Honda CB 1000 R is above the power output of the more powerful Yamaha FZ1, despite its lower maximum output.

In addition, the Yamaha FZ1 has a long translation. The torque of the Kawasaki Z 1000 is powerful right from the start.

engine

  Max.
score  		Honda
CB 1000 R  		Kawasaki
Z 1000 SE  		Yamaha
FZ 1
Draft 40 33 38 29
acceleration 40 31 33 30th
Top speed 30th 19th 20th 23
Engine characteristics  30th 25th 26th 20th
Responsiveness 20th 15th 12th 13
Load change 20th 15th 14th 14th
Smoothness 20th 14th 12th 15th
coupling 10 9 9 9
circuit 20th 15th 13 13
Gear ratio 10 9 9 7th
Start 10 8th 8th 9
total 250 193 194 182

The new power: The current drive of the Kawasaki Z 1000 is ultra-direct on the gas and dupes the competition in almost all respects. The very direct response is almost too aggressive, which leads to the devaluation. Unfortunately, the Kawa engine does not run particularly smoothly, and the gearbox cannot be shifted as easily and precisely as that of the Honda CB 1000 R. The Yamaha loses points due to its performance gap and the long gear ratio, the Honda engine almost gives up no nakedness.

Winner engine: Kawasaki Z 1000

landing gear


 Max.
score 
Honda
CB 1000 R 
Kawasaki
Z 1000 SE 
Yamaha
FZ 1
Handiness 40 30th 25th 27
Stability in turns 40 29 26th 28
Steering behavior 40 29 22nd 26th
feedback 10 8th 6th 7th
Inclined position 20th 16 16 15th
Straight-line stability 20th 15th 14th 14th
Suspension tuning in front 20th 15th 13 14th
Chassis set-up at the rear 20th 14th 13 14th
Adjustment options undercarriage  10 5 5 5
Suspension comfort 10 6th 4th 5
Driving behavior with a passenger 20th 12th 14th 13
total 250 179 158 168

Balanced in all respects: The Honda offers the best package on the chassis side. Their spring elements dampen the best and provide almost optimal feedback. In addition, the CB 1000 R steers precisely and is stable. The chassis setup of the Kawasaki Z 1000 got a bit too tight, and the self-steering behavior of the newcomers is particularly annoying in turns: you always have to fight against the kawa’s tendency to set up.

Chassis winner: Honda CB 1000 R

everyday life


 Max.
score 
Honda
CB 1000 R 
Kawasaki
Z 1000 SE 
Yamaha
FZ 1
Ergonomics driver
 40 31 28 27
Ergonomics pillion
 20th 7th 7th 9
Windbreak
 20th 1 1 1
view
 20th 12th 13 13
light
 20th 12th 9 14th
Furnishing
 30th 11 15th 10
Handling / maintenance
 30th 17th 17th 17th
Luggage storage
 10 2 1 3
Payload
 10 5 4th 4th
Tidy
 30th 18th 19th 18th
processing
 20th 15th 14th 14th
total
 250
 131
 128
 130

The angry look is disappointing: the four xenon headlights of the Kawasaki Z 1000 are brutally bright, but they illuminate the road like a laser sword: you can hardly see anything when tilted. And for all those who like to ride with a pillion passenger: As is common with super athletes, the passenger seat is just a kind of emergency seat that you can’t stand for very long. The Yamaha FZ1 is probably an exception, here the passenger sits reasonably well.

Winner everyday life: Honda CB 1000 R

security


 Max.
score 
Honda
CB 1000 R 
Kawasaki
Z 1000 SE 
Yamaha
FZ 1
Braking effect
 40 32 33 32
Brake metering
 30th 24 26th 24
Braking with a passenger / fading
 20th 15th 14th 15th
Righting moment when braking 
10 7th 5 6th
ABS function
 20th 14th 14th 13
Handlebar slapping
 20th 13 11 13
Ground clearance
 10 6th 7th 6th
total
 150
 111
 110
 109

Also brutal here: Even when it comes to brakes, the Kawasaki Z 1000 goes in a radical direction. One finger is sometimes enough to operate the brake effectively. But the stoppers are very easy to dose and effective. Due to its chassis design and power, the Z tends to hit the handlebars.

Safety winner: Honda CB 1000 R

costs


 Max.
score 
Honda
CB 1000 R 
Kawasaki
Z 1000 SE 
Yamaha
FZ 1
guarantee
 30th 15th 15th 15th
Consumption (country road)
 30th 17th 18th 16
Inspection costs
 20th 11 10 14th
Maintenance costs
 20th 8th 7th 6th
total
 100
 51
 50
 51

Still up to date? The Yamaha FZ1 has to be inspected every 10,000 km, the Honda CB 1000 R and Kawasaki Z 1000 every 6000 km. Whereby the Honda gives lower guide times.

Winner cost: Honda CB 1000 R & Yamaha FZ1

Bottom line


 Max.
score 
Honda
CB 1000 R 
Kawasaki
Z 1000 SE 
Yamaha
FZ 1
Overall rating 1000 665 640 640
placement 1. 2. 2.
Price-performance note 1.0 1.9 2.4 2.0

1st place: Honda CB 1000 R
It does not afford any real weakness, but it is nowhere outstanding either. The sum of her positive qualities helps her to win on points. Driving with her is also really fun.

2nd place: Kawasaki Z 1000
She certainly has more than enough strength. But the power development should like to be more harmonious. The much too tight suspension setup and the indifferent steering behavior also cost points.

2nd place: Yamaha FZ1
With better tires and a shorter overall gear ratio, the Yamaha would be closer to the Honda. But it would certainly not be enough to win, because the Honda is more balanced.

Followed up: where is Suzuki??

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Unfortunately only available in Switzerland: Suzuki Virus based on the GSX-R 1000.

The market for strong and light 1000cc naked bikes is growing. Suzuki is the only Japanese manufacturer that does not (yet) have one on offer. With the GSX-R 1000 you would have a good basis for a power naked. In Switzerland, the decision was made in 2011 to take the initiative: Roland Muntener from the Swiss Suzuki importer Frankonia, together with the Suzuki dealer Dominique Grangier, developed the Virus based on the GSX-R 1000, which has unfortunately been sold exclusively in Switzerland for two years now. And with good success: around 450 copies of the virus planned as a small series have been sold so far. Price: 21,000 Swiss Francs. Further information: Garage Moto Virus, Rte d´Oron 43, CH-1624 La Verrerie, phone: 00 41/2 69/18 62 07.

So why not build such a naked bike in series? The development costs would be manageable in any case, the basis would exist. Rumor has it that a 1000cc naked bike is already in the starting blocks, so MOTORRAD asked Suzuki Germany and received the following answer from Marketing Manager Gerald Steinmann: “With the new V-Strom 1000 we have taken the first positive step towards reversing the trend for our brand done. In general, our parent company hereby underlines the importance of the European big bike market. As a result, we thoroughly analyze each segment and will continue to be able to satisfy our customers’ wishes there in the future – including in the field of naked bikes. Just this much: We are looking forward to Intermot 2014! "

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