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Comparative test of evergreens against current top models
BMW R 1100 RS versus R 1100 S.
Kawasaki ZZ-R 1100 versus ZX-12R
Yamaha YZF 1000 Thunderace versus YZF-R1

Extra class

They were once designed to meet the highest demands: BMW R 1100 RS, Kawasaki ZZ-R 1100 and Yamaha YZF 1000 Thunderace. The current top models R 1100 S, ZX-12R and YZF-R1 can offer significantly more?

When BMW presented the R 1100 RS in 1994, the world of two-wheelers was amazed. Not only that its new four-valve boxer engine with a full 90 hp and catalytic converter outperformed all previous two-cylinder engines from Munich by far. BMW also set standards with its revolutionary chassis consisting of a load-bearing engine-transmission system, the Telelever linked to the engine and the Paralever rear wheel guide. Today the R 1100 RS looks very baroque. The fairing is lofty, the handlebar fittings are bulky and the bench is not very elegant, although in harmony with the angular rear. In comparison, the BMW R 1100 S demonstrates elegance. Crouched and almost graceful, with a slim waist and pretty rear, it looks timelessly modern.
Although the handlebar width, seat bench and footrest height do not differ dramatically, the R 1100 S driver feels completely different from the RS driver. It is housed in a sporty manner with a front wheel orientation, the RS driver sits upright behind a structure made of fairing and tinted windshield. The former dynamically looking for curves, the latter expecting leisurely long stages. And the S owner is happy about an easy-to-shift, sporty, stepped six-speed transmission, while the RS driver needs a lot of feeling for his clunky, clacking five-speed transmission. And a lot of power, because the cable-operated clutch with its unfavorably shaped hand lever requires a lot of smack in the forearm. This is easier with the hydraulic actuation of the R 1100 S..
The characters of the two boxer engines also differ more than expected. The sound of the S from the two silencers under the seat is impressive, no comparison to the tinny tones of the RS. Throttle response, power development and revving turned out to be much more spontaneous and sporty in the youngest four-valve boxer than in the sluggish first attempt. Which also has a performance drop at 4000 rpm as a special delicacy as well as constant travel jolts, extremely annoying in convoys. So the sporty 1100 S depends on its ancestor on every route. And as clearly as if it had 30 and not just eight more horsepower.
This is not only due to the better driving performance. The qualities of an engine can only be implemented with an appropriate chassis. And that’s where the R 1100 S shines. It turns directly into bends and dances lightly through combinations of bends. Waves at an angle? Just push them away. Hairpin turns on your favorite mountain route? She stabs them in and out again without mercy. Tightly at the front and rear, but coordinated to Telelever cleanly appealing and equipped with an anti-dive effect when braking? it may be heated. Especially since the easily adjustable ABS braking system offers a lot of safety.
In contrast, the RS looks cumbersome. And doughy. Because the handlebar is mounted in rubber and is not tilt-decoupled, so when the front wheel is compressed, it swings back and forth around the ball joint of the upper bearing together with the fork bridge. You can get used to it, but with non-tiltable stubs mounted on the fork bridge it is a thousand times more pleasant to ride ?? as the R 1100 S driver knows. Here the two telelever bars are pivotably mounted in the upper fork bridge. With the RS, load changes also cause a stupid nod due to the low damping at the front.
Of course, the RS also has positive sides. They become apparent after a daily stage of 400 kilometers at the latest. You learn to appreciate the wider and better padded bench. The cladding protects more effectively against wind and weather, the instruments are easier to read, and the range is significantly greater. And the engine vibrates less than the rough leg in the S. Two people can live well on both BMWs, but more comfortably on the RS.
The concept of the old RS is still convincing today. A touring athlete, ideally suited for two-person operation. Technology and design, however, should be revised significantly. At least the better technology would be found on the shelf.
Kawasaki’s big bikes have always shone with brutal performance values ​​and long-distance qualities. Like the popular ZZ-R 1100, which its nine years younger high-tech sister, the ZX-12R, was unable to oust from the Kawasaki range. With this couple, the new one is also much slimmer and more delicate. Yes, the ZZ-R looks really bold today. The mighty frame profiles curved around the cylinder head make them pretty wide. The well-protecting cladding, which even has a small, lockable storage compartment, is still impressive. Luxury the ZX-12R driver has to do without? or as unnecessary ballast anyway.
He is happy about the unique frame construction, which holds the tank and air filter in an aluminum sheet construction, thus making for a fairly tall, but comparatively slim big bike. With its sophisticated aerodynamics and the even better protective cover in the helmet area, the ZX-12R can shine when driving fast. With no other machine in the world can you let the speedometer needle climb to top speed so undisturbed.
The ZZ-R leaves it at a measured 280 km / h? no reason to complain about a lack of power. Especially since the old 1100 engine offers a lot of steam in all positions and thanks to the carburettors it accelerates more gently than the injection engine of the ZX-12R. This is simply a brutal animal. Tears at the chain from 8000 rpm so that nothing can keep up with street legal, releases 175 hp at 10,000 rpm. And is constantly present with loud gear howls and sometimes pithy vibrations in the seat. But it works better than any other engine. Incredible, this violence.
A real Kawasaki in the tradition of a Mach 3, an H2, a Z 900 and a GPZ 900 R. That also applied to the ZZ-R 1100 when it appeared in 1991. A decade later its brute charm has faded. Today it inspires with playful handling, large range and acceptable suitability for two people. With revised spring elements and an improved braking system, the ZZ-R could even be turned into a really good touring athlete. So she hops a little uncomfortable over bumps, and the brakes are by far not as easy to adjust as the new ones.
The ZX-12R shows how fast development is progressing. It dampens and springs much more strongly at the front and rear, the front double disc brake is one of the best ever. Since Kawasaki has raised the rear by almost an inch with a spacer ring on the shock absorber and pushed the fork legs two millimeters further through the triple clamps, handling has also been fine. Finally she turns cleanly, at least with new tires, and can be chased through combinations of corners with precision. On the ZX-12R, too, the seating position is very front-wheel-oriented and thus ensures better contact with the asphalt as on the ZZ-R 1100.
The pilot sits further away from the handlebars, comfortable, but less sporty. And not so safe, because when you accelerate hard, the 278-kilo hum of force sometimes lifts the front wheel, and at top speed it becomes restless. The weight on the front wheel is then too low.
The flagship of the Kawasaki range for many years, this position clearly belongs to the ZX-12R in 2001. Sporty, aggressive, extremely strong and different from the ZZ-R 1100. Its future could be in the touring sector.
In 1996, Yamaha launched the YZF 1000 R Thundercat, an extremely strong 1000 four-cylinder athlete. but the favorite of the supersport faction was still another: the lighter Honda CBR 900 RR Fireblade. Yamaha’s developers went into retreat and gave the world the YZF-R1 in spring 1998. Super light, strong as a bear? and desirable. A mega success. Which still did not mean the end for the Thunderace. Compared to the pair from BMW and Kawasaki, the differences may not seem so serious at first; in terms of engine power, the difference is just five hp in paper form. Nevertheless, the R1 can playfully add the icing on the already impressive performance of the Thunderace: significantly better pulling power and tighter acceleration. Yamaha’s R1 diet is working. The Thunderace is a whopping 29 kilograms heavier than its successor. The lightweight construction of the R1 has to be paid for with an additional price of 4000 marks.
For this, the YZF-R1 customer receives a completely newly developed design, both in terms of the chassis and the very short engine due to its superimposed transmission shafts. The four-cylinder of the Thunderace, on the other hand, corresponds in its foundations to the 1989 Exup engine of the FZR 1000, which is located in a modified aluminum frame of the YZF 750. Common features of the two 1000s: Exup roller in the collector to improve the torque curve in the medium speed tidy and five valves per cylinder. You won’t find injection or even G-Kat in the current top model R1. Yamaha is conservative in terms of mixture preparation? and continues to rely on carburettors, a guarantee for a smooth, homogeneous use of power from both engines. Quite reassuring when commands from the throttle hand are converted into propulsion so smoothly and spontaneously by such bearish engines.
In a direct comparison, of course, worlds open up. The sweeping Thunderace rather conveys a feeling of cosiness. Because of the wide tank, the legs have to be widely spread, but the sitting position allows long tours without any problems, as does the good wind protection. On the R1 you initially think you are in the wrong movie. Is that supposed to be a 1000? No way. At most a 600. The seating position is much more compact, and significantly more above the front wheel because of the lower handlebar halves. Compared to current super athletes, the R1 is not exactly a paragon of handiness, but compared to the "Ace" it drives effortlessly, and is more direct and precise.
But also more nervous as soon as the pace picks up. Then it wants to be kept on course by a knowledgeable and careful hand. In the absence of a steering damper, the YZF-R1 tends to hit the handlebars on bumpy asphalt. The Thunderace only tends to do this on the racetrack, all in all it is more good-natured and consequently more balanced.
W.So if you are less interested in the consistently huge show of the R1, the Ace offers you a real alternative to the super sports high-flyer from the same company. In contrast to the BMW R 1100 RS and Kawasaki ZZ-R 1100. These cannot deny their age, here the compromised compared to the youngest generation are clear.

Comparative test of evergreens against current top models
BMW R 1100 RS versus R 1100 S.
Kawasaki ZZ-R 1100 versus ZX-12R
Yamaha YZF 1000 Thunderace versus YZF-R1

Extra class

Conclusion: BMW

It is a shame that BMW has not maintained the R 1100 RS more strongly. Because in terms of concept, she’s still a really great touring athlete. Ideally suited for pillion rides, with a long range, but still not a huge tourer, but more of a grand tourisme bike. The sporty R 1100 S shows what is now technically possible with ABS, Telelever, four-valve boxer and transmission. It works much better in almost every area. And is almost 3000 marks cheaper. So, dear Munich residents, make us a new RS!

Conclusion: Kawasaki

The new flagship brand is the ZX-12R. Extremely powerful, very sporty and aggressive. Thanks to the changes to the chassis, it is now much more manageable, lies significantly better and still more precise in curves. It’s a shame that the Kawasaki didn’t hit the market straight away. The ZZ-R 1100 is still doing amazingly well. We like the powerful engine, the long range and the comfortable disguise. With a few chassis improvements she would be a great touring athlete.

Conclusion: Yamaha

Huge and impressive, the capabilities of the two 1000s from Yamaha. The filigree R1, next to the Ducati 996 certainly the most radical super sports car, is even more fascinating. How she marches in every situation? just unbelievable. However, consist lightweight construction has its price: in this case, 4,000 marks more. If you are looking for a bearish all-rounder with a stable chassis and good brakes, you should therefore put the Thunderace on the shortlist? and ignore the 29 kilograms extra weight.

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