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Compare 34 hp cruiser

Trial of strength

Cruiser giants in the trim of driving license class 1a: taste-neutral driving fun killers or tasty appetizers for beginners? Pull the sausage off your plate with the Honda VT 1100 C3 and Kawasaki VN 1500 with 34 hp?

Bigger is better and there is no substitute for displacement. Many a driver license holder follows this old wisdom and uses a large-volume model despite the 34 hp restriction. The temptation for the two-wheel novice is particularly great when looking at the trendy cruisers. But the big things can save their marine diesel character in 1a-compliant fields, or the proud owner exposes himself to the ridiculous at the first traffic light?
All clear for pessimists and full throttle junkies: The Big Twins still pull the sausage off the plate despite the performance-inhibiting implants, but of course not as vehemently as their free-breathing sisters. No wonder, as it is important to move around six quintals at a time. The power-to-weight ratio including the driver of eleven to twelve kilograms per hp is roughly equivalent to that of a 115 hp Opel Vectra. Not exactly a synonym for exuberant temperament and driving dynamics, but also not a symbol for pronounced slowness and lethargy. Measured by cruiser standards, the gentle giants still accelerate smoothly from idle with acceptable values.
At first it seems as if no throttling in the world could prevent the beer mug-sized cylinders of the two twins from producing torque. In addition, the homeopathic way of administering the services has a miraculous calming effect – even on latently hectic minds. But only up to the 100 km / h mark. That’s going to be tough, and especially on the Honda, the desire for a few more horses is great. The VN 1500 driver is a little better off. Whereby the Kawasaki gains its advantage in a not entirely fair way. During the circumcision, the technicians were generous and left 38 of the original 62 hp to the displacement giant. Honda takes it more precisely, the VT engine delivers exactly the targeted 34 of the former 48 hp. The maximum torque values ​​are almost equal: the Honda mobilizes 89 Newton meters at 1700 rpm, the Kawasaki 92 Newton meters at 2000 rpm.
Subjectively, however, the latter appears much more powerful than the Honda: deeply bubbling and snorkeling, the expressions of life of the VN 1500 are reminiscent of a cargo ship pounding in front of it. But be careful, the Kawasaki cannot handle diesel. For this it can come up with an uncontrolled catalytic converter including a secondary air system. The Honda unit, which does not have any exhaust gas purification, sounds more tinny, and the ten percent lower performance is of course reflected in the performance: Here, the VT 1100 has to admit defeat to the VN 1500 except for the pulling power in solo operation from 60 to 100 km / h. But even with the Kawasaki you can’t avoid the diligent use of the gearbox if you want to get around fairly quickly. In view of the immense length of gearshifts and the crackling metallic background noise when changing gears, in both cases this is more of a chore than an entertaining pleasure.
ZThe chassis also fits to the agile appearance of the Kawasaki drive. Due to the rather moderate frame geometry for cruiser conditions – shorter wheelbase, less caster – and the more gathered seating position, the VN can be circled around the corner with significantly less effort than the Honda. The shady side of the Kawa: In long curves, the powerful stirring movements of the six hundred-pound asphalt ship ensure a significantly increased adrenaline level for the captain – the right moment to head for the next beer garden and pull a sausage from the plate yourself.

Almost every model can be throttled

Almost every model can be throttled

If the manufacturer does not offer the motorcycle of your choice with 34 hp, you can often get throttle kits as accessories. MOTORRAD has tried a throttle set from alpha-Technik (phone 08036/4545) using the Honda VT 1100 C3 as an example. Two metal orifice plates are inserted into the original intake manifold and reduce their diameter to 22 millimeters. A TÜV certificate is included in the price of 240 marks, this is a prerequisite for entry in the papers. Cost: 21 marks. The TÜV collects another 35 marks. As with all throttle sets, at least 100 Marks are due for installation in the workshop, but there are no significant savings in operating costs: The VT 1100 C3 remains the owner of a VN 1500 with 34 HP in its previous insurance class (up to 50 HP) After the throttling from 64 to 34 HP saves at least 20 marks in liability insurance premium per year (example: wgv Schwabische Allgemeine; contribution rate 100 percent). A reduction in performance, especially on large cruisers, really only makes sense for holders of the 1a driving license, and they would enjoy the Honda VT 1100 with alpha technology throttle: it swung up to the impressive top speed of 151 km / h, ten kilometers more than with the Honda throttle. Tea advantage of alpha technology when it comes to measuring acceleration: ten seconds less from 0 to 120 km / h than its Honda counterpart. After the performance measurement, the values ​​are not surprising: the test bench attests to a full 40 hp. The solution to the riddle lies in the passage of the intake manifold: Alpha technology has a diameter of 22 millimeters compared to a mere 19.6 millimeters for Honda. Other options for reducing engine performance are throttle slide stops to limit the stroke or holes in the throttle slide. The principle: As soon as the throttle valve releases the cross-sectional area necessary for the reduced performance, pressure equalization takes place in the space above the vacuum membrane via the bores, and the stroke of the throttle valve is limited. Advantage: the inexpensive type of throttling. For later dethrottling, a new slide or a sleeve that closes the openings is required. Orifices that are inserted into the exhaust manifold are less common. Although this option is inexpensive, it is not undisputed: the increased exhaust gas backflow in the cylinder harbors the risk of the engine overheating. On the other hand, throttling via tamer camshafts is complex and relatively expensive. On the other hand, there is additional torque in the lower speed range due to less valve overlap and also better pollutant values.

Conclusion: Honda VT 1100 C3 Shadow Aero

Conclusion

It’s hard to believe, but it moves. If you don’t have too high demands on the driving dynamics, you don’t have to put your dream of the big cruiser on the back burner. The precisely 34 hp Honda VT 1100 C3 is certainly not an acceleration miracle, but due to its concept, it doesn’t even want to be. Thanks to the user-friendly design of the six hundredweight bolide, the Shadow Aero can glide comfortably through the country – and after two years with a little more power.

Conclusion: Kawasaki VN 1500 Classic

Conclusion

Impossible mission? No, Kawasaki did it – albeit not entirely legally. Driving the VN 1500 Classic also means enjoyment in the 1a variant – almost without regrets. Anyone who has always wanted to become a captain as a child will be immediately enthusiastic: The deep, bubbling ship’s diesel sound and plenty of torque of the giant cruiser guarantee beginners relaxed driving pleasure. But old hands can also take a look with a clear conscience, because 38 hp from 1500 cubic meters are so incredibly calming.

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