Honda CB 1300, Suzuki Bandit 1250, Yamaha XJR 1300


Honda CB 1300, Suzuki Bandit 1250, Yamaha XJR 1300

Honda CB 1300, Suzuki Bandit 1250, Yamaha XJR 1300

Comparison test of big bikes

With a weight of five hundred pounds, a cubic capacity of 1,300 cc and around 100 hp, it’s not about lap times and top speed. It’s about power from the cellar. Which big bike has the most muscles??

Do they have to be so heavy? At a time when carbon cups are in production-
If they are moderately part of modern kitchen equipment and spindly managers strap CD-sized titanium watches around their wrists, it would probably be easy to push the weight of large-displacement naked bikes below the 230-kilogram mark. But no. Honda’s undisguised CB 1300 weighs 262 kilos, the new Suzuki Bandit 1250 with 253 kilos just nine less. In comparison, the revised XJR block goes from Yamaha is almost a lightweight at 251 kilograms. The fat naked women offer nothing that would explain their high weight. Expansive cladding, for example. Or opulent luggage systems and lavish luxury equipment. But before we drift into the “faster-lighter-stronger mode”, we should stop at this point.

Because the answer is simple: these machines have to be so fat. Who wants to take a St. Bernard dog for a walk who is acting like a hysterical Paris Hilton dog? The magic word is “full”. Full displacement. Full power. Full driving feeling. That means: an impressive 1300 cubic experience. In all respects. So it is only right if you can also feel the strength through the weight. Which is why the motorcycles don’t have to be unwieldy.

Even without starting the engine, the way underscores how ever-
the occasional machine positions its rider, the different characters of the bikes. Sitting on the Bandit is more sporty, gathered and slightly leaning forward. The handlebars are closest to the body, the feel of the front wheel is very direct. Yamaha goes the opposite way. On the 2007 XJR, the technicians moved the handlebars twelve millimeters further forward and five millimeters lower. The driver is pulled far over the tank? the seventies send their regards. In addition, the footrests are mounted further forward than the competition? the sitting position is not quite as relaxed for tall people. The Honda is in the golden mean and spices relaxation with a sporty note, you sit actively but calmly.

By the way: tank bags in the Elefantenboy format can be easily attached to all three bikes. In addition, 1.90-meter giants on the Honda and Suzuki don’t scream for an orthopedic surgeon or short-legged people for platform shoes after a day’s driving. With the Yamaha, the big ones complain about a too narrow knee angle.

Motors: the bright side of power
The expectation is huge. The torque surge should already boom from idle. After pressing the button, you actually get this feeling. Because the perfect concentricity of the four-cylinder immediately fills you with a powerful flywheel and displacement. The Suzuki, which is also equipped with injection and water cooling for this season, runs a little harder in idle at just over 1000 tours. And responds to every short burst of throttle ultra-direct with a quick rev up and a hoarse bark from the silencer. The engine is already aggressive in the resting phase. Is it the engine management or the fact that the designers of the fat bandit may have given less flywheel mass? We will see.

So down from the farm and across town. All three offer a lot of pressure from the cellar, but at the first traffic light something is noticeable that one did not expect: The Yamaha suffers from the others from a “start-up weakness”. A 1300 with starting weakness? Well not really. But in direct comparison to the Honda and Suzuki, which storm unrestrainedly from idle gas, the Yamaha dawdles slightly behind. You should only engage the clutch at 3000 rpm in order to complete the sprint from the traffic light appropriately. The competition depends a little more directly on the gas. But if you know, no problem.

In any case, Yamaha has done everything necessary and saved the charming, air-cooled four-cylinder over the Euro 3 hurdle. He is now the last survivor of the cooling fin era. Compared to his predecessor, the technicians have trained him more muscles. Modified camshafts plus injection system in connection with a new, very filigree-looking four-in-one exhaust system including the Exup system improve the performance characteristics considerably. The 2007 model has made significant gains, especially in the lower and middle speed range. In addition, the secondary ratio was shortened by using a 17 instead of an 18-tooth pinion. These measures give the XJR the best pulling power of the trio. For example, the Yamaha accelerates from 140 to 180 km / h in just 4.8 seconds ?? a second and a half faster than the 2006 model. And around three quarters of a second faster than the Suzuki. Their top speed of 213 km / h is slightly more modest compared to the Honda (230 km / h) and Suzuki (225 km / h).

Back to the city. Stop and go and slow. The Suzuki stands out due to its poor response. The throttle response is delayed, the jerking is annoying.

The hydraulically operated clutch is also much more difficult to operate. And does it have to be used again against the competition? the bandit is the only one in the comparison to have a six-speed gearbox. But that can be stepped through quickly and precisely at the end of the village: crisp with feedback, but shifting a bit harder than that of the Honda. The corridors
the XJR also clicked exactly, but the shifting process requires a firm foot.

So far so good. And how about the magic of the engines? Four cylinders. Each as big as a kindly poured, North German standard pils. The CB 1300 gets the most out of them: 121 measured horsepower at 7700 rpm. And it also runs the silkyest and is softer on the gas than the competition. She celebrates the “fat four-cylinder” adventure most imposingly. Anyone who cruises through the suburbs or leisurely across the country only moves between 2000 and 3500 rpm. At 5000 rpm, the CB grabs it again and pushes forward as if pushed by an invisible hand. It has a crisp short translation for road use or mountain tours. The only downer: on faster stretches of the motorway, subtle vibrations are annoying.

The power delivery of the XJR drive is more uniform, but the smoothness is not as creamy as with the Honda. In addition, gas commands are followed with a slight delay. You always have the feeling that the engine is lagging behind the instructions of the throttle roller by a fraction of a second. The competition has that a little better under control. Output of the XJR: 107 hp at 7700 rpm. In the lower third of the speed, the area that is immensely important for these big bikes, the torque of the Yamaha is five or ten percent below the competition ?? Lamentation at a high level, because the XJR shakes almost 100 Newton meters out of its sleeve at 3000 rpm and exudes, by the way, just like the Honda engine, the charm of calm despite massive muscles, yes, maybe even a little carburetor nostalgia.

The Suzuki is completely different. The 1250 from Hamamatsu pushes 108 HP at 8800 rpm on the test stand roller and is consistently agile in every speed range. Almost like an electric motor, the lively unit works its way up the speed ladder up to 9600 tours without getting tired. That gives it a sporty note. It also provides the highest torque in the lower and middle speed range. What doesn’t really fit is the very long translation. The Bandit runs Topspeed 225, but is translated to 274 km / h. However, the long gear ratio is not particularly engine-friendly. At a constant 130 km / h, the Suzuki turns only marginally at 4200 rpm
lower than the competition (Honda: 4400 / min, Yamaha: 4500 / min).

Landing gear ?? float or stumble
MOTORCYCLE test track, section five. Over 18 kilometers there are lots of curves uphill and downhill with constantly changing surfaces and nasty bumps. A route that connoisseurs prefer to avoid and love as a tester. It is like the confessional. Here the landing gears reveal their sins. So let’s let the fat guys off the leash. Long run-up, open space, first bend downhill on the left. The Suzuki rushes towards it. Braking? two four-piston fixed calipers press their pads against the 310 discs under ABS control. The pressure point is similar to squeezing a rubber ball, but still suitable for late sporty braking, because the deceleration is at a high level. Open the throttle, the fast S-combination speeds up. Now flip it twice in quick succession. Behaves on the good surface
the bandit is exemplary. The tightly coordinated spring elements leave little movement in the chassis and enable very precise insertion and shifting. Despite the fat deposits, the Suzuki looks handy, drives very directly and neutrally. It is also very stable in the sweeping curves. Not five kilometers further, however, the hard vote takes revenge. Both the fork and the shock absorber bump over a road surface that has been hit by the winters of the past ten years and prompt the driver to take a more moderate pace.

Back to the starting point. The XJR charges towards the first left bend. Apply the brake. Oops, just casually pulled with two fingers, and the fork plunges deep, the front tire whimpers. The stoppers come from Yamaha’s super sports rack: 298 discs, four-piston fixed calipers, extremely low operating forces and the effect of opening a braking parachute the diameter of a hot air balloon. A treat for professionals, for beginners it would be better to equip this system with an ABS. Twice flipping through the alternating curves: The XJR steers more slowly and not as precisely as the Bandit, pushes slightly over the front wheel and misses the ideal line targeted a little. This is mainly due to the comfortably coordinated fork, which plunges deep when braking and thus changes the estimated radius. In the fast passage with wide radii, the Yamaha is the only one to touch the footpegs. The tide turns on the bumpy road: the Ohlins stereo shock absorbers and the fork absorb the unevenness of the ground very well and convey comfort to the driver, although the feedback suffers.

The Honda has no problem with the latter: turning, braking hard. The fork guides the front wheel snugly on the ground. The ABS brake seems a bit fluffy here too, but it is a bit more controllable than that of the Bandit. In addition, the ABS controls very sensitively, even delays on gravel do not mutate into a powerless tightrope act. Already after the first corners it is clear: the Honda manages the balancing act between the comfortable Yamaha and the sporty Suzuki. The CB 1300 is very well balanced, can be steered neutrally and very directly and gives the feeling of having everything under control in every situation. You get cocky and quick. In rapid alternating curves, however, the fat deposit described at the beginning reminds you to slow down again. The spring elements work almost perfectly. The fork, in particular, sensitively filters the smallest bumps and works puncture-proof. Every meter of bad road loses its horror.

Everyday life ?? in love with five hundredweight of metal
Not everyone has a jockey as a pillion passenger. However, this is recommended for owners of the CB with a payload of only 190 kilograms. The Yamaha rider is allowed to pack nine kilograms more, and bandit riders do not even need to warn their passenger to diet: additional capacity of 222 kilograms. The friendliest seat is on the sofa of the XJR ?? wide, comfortable, easy to hold. If the space is taken, the remaining fighters for the Honda, since the Suzuki offers the most modest place. When it comes to gasoline consumption, the trio doesn’t take anything away from playing the moderate overland waltz. Around 5.5 each
Liters are atomized over 100 kilometers. Ultimately, the question remains, which machine suits whom.

Fans of air-cooled engines and classic designs will find the XJR the
find great love. And give Yamaha credit for three facts: The fat’s charm has been retained, the power has improved, and the consumption has decreased at the same time. In addition, the
Evergreen donated a dainty exhaust system. However, if you can’t fall in love with five hundred pounds of metal, but let your head decide, choose the Honda, which is 1200 euros more expensive. She can do a lot better. Or the 1500 euros cheaper Suzuki. It’s more athletic and can’t do anything worse. All three offer the incredible 1300 cm3 experience.

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Honda CB 1300, Suzuki Bandit 1250, Yamaha XJR 1300

Honda CB 1300, Suzuki Bandit 1250, Yamaha XJR 1300
Comparison test of big bikes

Technical data Honda CB 1300

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, ø 36 mm, uncontrolled catalytic converter with secondary air system, alternator 420 W, battery 12 V / 11
Ah, hydraulically operated multiple discs-
Oil bath clutch, five-speed gearbox, O-ring chain.
Bore x stroke 78.0 x 67.2 mm
Cubic capacity 1284 cm3
Compression ratio 9.6: 1
rated capacity
85.0 kW (116 hp) at 7000 rpm

Max. Torque 117 Nm at 6000 rpm

Chassis: double loop frame made of steel, telescopic fork, ø 43 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum, two spring struts, adjustable spring base and rebound damping, double disc brake at the front, ø 310 mm, four-piston fixed calipers, disc brake at the rear, ø 256 mm, single-piston floating caliper , SECTION.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Dunlop D 220 ST »K«

Dimensions and weights: wheelbase 1515 mm, steering head angle 65.0 degrees, caster 99 mm, spring travel f / r 120/116 mm, seat height * 815 mm, weight with a full tank * 262 kg, payload * 190 kg, tank capacity / reserve 21.0 /
4.5 liters.

Two year guarantee

Technical data Suzuki Bandit 1250

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead,
chain driven camshafts, four ven-
tile per cylinder, wet sump lubrication, injection, ø 36 mm, controlled ca-
catalyzer with secondary air system, light-
machine 400 W, battery 12 V / 10 Ah,
hydraulically operated multi-disc oil-
bath clutch, six-speed gearbox, O-ring-
Bore x stroke 79.0 x 64.0 mm
Cubic capacity 1255 cm3
Compression ratio 10.5: 1
rated capacity
72.0 kW (98 PS) at 7500 rpm

Max. Torque 108 Nm at 3700 rpm

Chassis: double loop frame made of steel, telescopic fork, ø 43 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, ø 310 mm, four-piston fixed calipers, disc brake at the rear, ø 240 mm, single-piston floating caliper, SECTION.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test
Dunlop D 218, front »T«, back »N«

Dimensions and weights: wheelbase 1485 mm, steering head angle 64.7 degrees, caster 104 mm, spring travel f / r 130/136 mm, seat height * 800 – 820 mm, weight with a full tank * 253 kg, payload * 222 kg, tank capacity 19.0 liter.

Technical data Yamaha XJR 1300

Engine: air-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, regulated catalytic converter, 340 W alternator, battery
12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain.

Bore x stroke 79.0 x 63.8 mm
Cubic capacity 1251 cm3
Compression ratio 9.7: 1
rated capacity
72.0 kW (98 PS) at 8000 rpm

Max. Torque 108 Nm at 6000 rpm

Chassis: double loop frame made of steel, telescopic fork, ø 43 mm, adjustable feet-
The base, two-arm swing arm, two spring struts, adjustable spring base, double disc brake at the front, ø 298 mm, four-piston fixed calipers, disc brake at the rear, ø 298 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 17; 180/55 17
Tires in the test Dunlop D 252 »L«
Dimensions and weights: wheelbase 1500 mm, steering head angle 64.5 degrees, caster 100 mm, suspension travel f / h 130/110 mm, seat height * 800 mm, weight with a full tank * 251 kg, payload * 199 kg, tank capacity 21.0 liters.

Two year guarantee
Service intervals every 10000 km
Colors blue, black
Price 9782 euros

1st place: Honda CB 1300

Honda CB 1300 Best engine, great chassis, foolproof operation, good workmanship ?? the victory is deserved. A very balanced naked bike.

2nd place: Suzuki Bandit 1250

Suzuki Bandit 1250 Whole 2700 euros cheaper than the test winner. And not much worse. The Bandit, which is suitable for everyday use, is the first choice for ambitious big bike riders.

3rd place: Yamaha XJR 1300

Yamaha XJR 1300 Unfortunately, the most comfortable machine in the comparison is not offered with ABS. Too bad. Anyone who values ​​classic design and is usually traveling in pairs cannot ignore the XJR.

Comment engine

All three manufacturers opted for hydraulically operated clutches. With different
Results: The standard is the clutch of the Honda? it separates smoothly and precisely, the operating force is very low. The CB also has the best engine set-up: its four-cylinder hangs directly on the gas, runs smoothly, comes out powerfully from below and pushes the top as hard as no other. In terms of throttle response in the partial load range, both the Yamaha and the Suzuki could be improved. Despite the long secondary gear ratio, the Bandit makes the fastest sprints up to 140 km / h. Because its engine is as strong as an ox around downstairs and also extremely easy to turn.

Winner engine: Honda CB 1300

Comment chassis

Despite the lowest weight in comparison, the Yamaha is the most unwieldy. This is due on the one hand to the somewhat touristy seating posture and on the other hand to the soft suspension setting. Your comfortably tuned fork dilutes the steering precision and does not completely stabilize the machine at top speed. In addition, the XJR easily slides over the front wheel. The sporty, crisp Bandit is anything but comfortable, but it shines with excellent stability in curves and straight ahead. This also applies to the Honda, whose chassis settings combine comfort and sportiness and also provide the best feedback.

Chassis winner: Honda CB 1300

Comment everyday

Coming home. Honda or Suzuki drivers don’t need to get used to anything. The seating position of the Yamaha, on the other hand, is a matter of taste: the handlebars are further away, the footrests are positioned further forward. In addition, the mirrors are too small and could protrude further outwards. With the Suzuki, they vibrate badly and thus reduce the view. Everyone should think again about luggage storage: why not a porter? The Honda offers the most with three lashing knobs per side and a storage compartment under the seat bench. Top for passengers: the XJR. This is where the handle deserves its name, the bench is wide and comfortable, and the knee angle is relaxed.

Winner everyday: Suzuki Bandit 1250

Comment security

The braking effect of the XJR is brutal in the dry: The stoppers can be operated with little effort and slow down enormously. On the other hand, the brakes are dull in the wet. The ABS of the Honda works foolproof and very effectively. Due to the powerful thrust from 5000 rpm, however, the CB starts to hit the handlebars. The brakes of the Suzuki work satisfactorily, but there is no clear pressure point.

Safety winner: Honda CB 1300

Comment cost

The Yamaha consumes slightly more, but only has to be inspected every 10,000 kilometers (Honda and Suzuki every 6,000 kilometers). Suzuki has the highest standard inspection times, but Honda is more expensive in terms of insurance.

Winner cost: Yamaha XJR 1300

Comment value for money

Best price-performance ratio: a bandit who won’t empty your pockets. Suzuki’s 1250 scores with an unbeatable price-performance ratio and very good all-round qualities.

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