- Japan versus Europe: Naked Bikes
- Technical data: Kawasaki ZXR 1100
- Technical data: Moto Guzzi V11 Sport
Kawasaki ZXR 1100 versus Moto Guzzi V11 Sport
Japan versus Europe: Naked Bikes
Motorcycles without a filter: naked bikes, pure driving pleasure. Kawasaki ZXR 1100 versus Moto Guzzi V11 Sport.
Two naked bikes with rough edges. Two who don’t want to please everyone. Deliberately not. Whether from Japan or Italy: With both motorcycles, the focus is on tradition, manifested in the respective drive concept. Like no other Japanese manufacturer, Kawasaki relies on the in-line four-cylinder, while other sons of Nippon may now also flirt with V2 engines. But a Moto Guzzi without a V-Twin? Unthinkable, this idea.
And that’s why such an air-cooled V2 stomps and thuds to your heart’s content in the V11 Sport? to the delight of Italo fans. With its cathedral dimensions, this engine dominates the entire motorcycle. Scoffers argue that a Japanese designer would easily conjure up a V6 in these dimensions. The performance data of the V11 engine, however, also deserve respect from the younger Japanese high-performance engines: a good 90 hp peak power, with the 1100 twin pushing its maximum torque of 102 Newton meters onto the crankshaft at 5400 rpm.
If you want a little more, please, the Kawasaki can serve you with that. Whereby the performance data with peak values of 110 PS and 106 Newton meters reflect only very inadequately how well the inline four-cylinder of the ZRX 1100 stands in the forage, with what power and magnificence it competes and catapults the 249 kilogram load forward. Well done, Kawasaki, you just have to like such great guys from an engine. A fiery plea for Japanese engine construction. And because of soft-flushed in-line four-cylinder, the ZXR is by no means gentle to work, vibrations are clearly noticeable, especially below the 4000 mark. On the other hand, the smoothness deserves the rating “above average”.
The Moto Guzzi is different. Completely different. With her, the vibrations should even be measured on the Richter scale, which is open to the top, depending on the speed range. However, this does not mean these nasty, fine vibrations, which you only become aware of after a while, but then almost drive you crazy. No, we’re talking about honest, low-frequency vibrations in the handlebar ends and the footrests, with which the real Guzzisti likes to come to terms. Less amusing: a noticeable drop in performance of around 4000 rpm. It’s actually a shame, because the start of the V11 from the lower rev range is always surprising. Fascinating how the V2 pounds away, the gears in the newly designed six-speed gearbox can be shifted as smoothly as butter. Fine, how spontaneously the intake manifold fueled engine responds, no swallowing, no jerking. This hole is all the more annoying. But above 5000 rpm, the twin really does its job again.
You love this V11 or you hate it, there’s nothing in between. Because this motorcycle has two souls in its chest. Guzzi breaks with a tradition? the downright stoic straight line run ??, and promptly it goes in the pants. At first, the V11 Sport is more manageable than any other standard Guzzi, and at low speeds it turns into the desired lean angle by itself? But the tour messes up as soon as the streets get wider, the radii bigger and the speed higher. Then the V11 begins? and that has never happened before with a Guzzi ?? to commute. Not malicious, but noticeable. Adjusting the spring elements, which are rather soft at the front and board-hard at the back, doesn’t help. If you turn the standard steering damper all the way up, the suspension unrest intensifies. This phenomenon is supported by the very pronounced load change reactions, which also spoil the clean line, especially on bumpy roads. A disadvantage of the Moto Guzzi cardan drive that cannot be discussed away. As an aside: BMW is clearly ahead of Guzzi on this point with its Paralever concept, although the Italians also work with reaction torque compensation with their cardan. The V11 wants to be concentrated around the corner under load and in the right gear, only then does it convey a lot of driving pleasure.
It works much more playfully with the ZRX. So easy and so comfortable because of the casual seating position. Riding naked bikes at it’s best. With its sporty suspension elements, the Kawasaki shines on any terrain, instills confidence in its driver, and can therefore circle corners more easily and significantly faster than the V11. Also very helpful for brisk cornering: the very easy to dose and powerfully gripping stoppers of the ZXR 1100. In this respect, too, the Kawasaki outperforms the Moto Guzzi.
M.ag, the ZRX seem pragmatic compared to the traditional V11 Sport: The Kawasaki presents itself as one of the best of its kind and decides this round of the duel “Japan against Europe” with a clear lead.
Technical data: Kawasaki ZXR 1100
Engine: water-cooled four-cylinder four-stroke engine, two overhead camshafts, four valves, constant pressure carburetor, displacement 1052 cm3, rated output 78 kW (106 hp) at 8,700 rpm, max. Torque 98 Nm (10.0 kpm) at 7000 rpm, five-speed gearbox. Chassis: double loop frame made of tubular steel, tires 120/70 x 17; 170/60 x 17. Wheelbase 1450 mm, steering head angle 65 degrees, caster 104 mm, suspension travel f / h 125/88 mm. Dimensions and weights: seat height * 800 mm, weight with a full tank * 249 kg, payload * 181 kg, tank capacity / reserve 20 / 4.5 liters, price includes VAT. and ancillary costs 17290 Marks * MOTORCYCLE measurement + powerful engine + great handling for its weight class + good chassis + very good braking system- limited passenger suitability- high consumption- significant vibrations below 4000 / min- hooking gearbox
Technical data: Moto Guzzi V11 Sport
Engine: Air-cooled two-cylinder, four-stroke, 90-degree V-engine, an underneath camshaft, two valves, intake manifold injection, displacement 1064 cm3, rated output 67 kW (91 hp) at 7800 rpm, max. Torque 94 Nm (9.6 kpm) at 6000 rpm, six-speed gearbox. Chassis: central tubular frame made of square steel profiles, tires 120/70 x 17; 170/60 x 17. Wheelbase 1471 mm, steering head angle 65 degrees, caster 92 mm, spring travel f / h 120/128 mm. Dimensions and weights: seat height * 810 mm, weight with a full tank * 245 kg, payload * 215 kg, tank capacity / reserve 22/4 liters. Price including VAT. and ancillary costs 21490 Marks * MOTORCYCLE measurement + good brakes + cornering handling + robust engine + impressive exterior- poor straight-line stability- pronounced load change reactions- high fuel consumption
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