All Comparisons – Comparison test Japanese roadsters: CB1000R, Z1000 or GSX-S1000? – MNC compares the three Japanese maxiroadsters!

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Japanese roadster comparative test: CB1000R, Z1000 or GSX-S1000 ?

All Comparisons - Comparison test Japanese roadsters: CB1000R, Z1000 or GSX-S1000? - MNC compares the three Japanese maxiroadsters!

Invested last year by several novelties, the maxiroadster segment remains dominated by the Kawasaki Z1000. In 2015, Suzuki finally responded with its GSX-S1000. MNC therefore brought out the Honda CB1000R to oppose all the Japanese 4-cylinders on the market. Comparo.

MNC compares the three Japanese maxiroadsters !

Wonderfully balanced, the CB1000R is the most neutral when it comes to the angle. The GSX-S1000 feels a bit heavier at very low speed, but it’s nothing compared to the Z1000 engaging and asking the pilot to hold it back to keep it from diving into the gutter..

Surprised by the behavior of the Kawa – in our memories, it was the "SX" version and not the "simple" Z which had a falling train -, Site stops in a gas station to check the tire pressure : 2.5 bars at the front and 2.9 at the rear … The D214 (original equipment) are barely worn … We are back on the road.

The lively character of the Z1000 is confirmed and surprises each time you get back on the handlebars after having driven one of the other two motorcycles. Unlike the Red (black and white in our photos …) or the Yellow (gray …), the Green (black and orange, you follow?) Requires a short period of adaptation.

As one might expect, the three Japanese 4-cylinder engines on the market demonstrate exemplary flexibility, agreeing to parade around town on sixth gear at the lowest tachometer. In terms of docility, however, Hamamatsu’s block unfortunately stands out…

Suzuki’s injection is less well calibrated than those of its compatriots. Jolts are sensitive to both deceleration and go-around, and the pilot must concentrate to erase them by managing his interventions on the right grip to the nearest tenth of a degree.

As for Honda, commonly praised for the smoothness of its controls, this time it was beaten by its little comrades: the CB1000R requires a little more effort on the left hand, as we have seen previously, but also on the hand. right and especially on the left foot.

The GSX-S1000 therefore makes up for it with its softer selection, but only partially: the boxes of the GSX-R seem smoother still … and that of the Z1000 is a hint more. Cherry on the mochi, the Kawasaki benefits from a grip pull that is both shorter and excessively precise.

But another element seems too short on the Zed: its shock absorber. If the technical sheet shows a rear travel of 122 mm, in practice it seems half as much! Speed ​​bumps and other obstacles encountered in urban areas lead to a life as "hard" for the driver as his saddle.

Trying to cut short the experience by raising the tone is not a good idea: in addition to the increased risk of being flashed, Akashi’s engine begins to distill its vibrations from 4000 rpm. Absent on the Suzuki, crackles appear quite quickly on the Honda as well, but they are more bearable.

Mopping around the city center is therefore much more enjoyable – and more practical, see the previous page – on the GSX-S1000. The CB1000R is just behind, or even just ahead for bikers sensitive to their environment: the noise level of the Honda is minimal.

The Suzuki, on the contrary, stands out in the alleys, which can prove to be practical and reassuring: friendly motorists shift earlier on its path than on that of the "Zed", which is more discreet at low revs, or on that of the "Cebe", almost voiceless in comparison !

The CB1000R marks a final point when leaving the capital and its traffic jams: coupled to the central piston of the front right caliper, its rear brake allows you to regulate your speed or stop with a simple extension of the right ankle..

On the Kawasaki and Suzuki, on the contrary, we quickly forget the existence of the right pedal. The action of the single piston calipers is too moderate and it is worth making a habit of always using the right lever, in case the car in front really hits the road….

In order to get to its small twisting roads more quickly, Site takes a stretch of highway and realizes that the roar of the Suzuki is very bearable. Arrived at destination, the sound of the pot – worthy of a Gex! – perfectly highlights the health of the engine…

The results of our recovery tests are clear: the Suzuki is as sensational as it is efficient and clearly climbs to the top of the hierarchy of Japanese maxiroadsters … "bridled" in France for !

From 3500 rpm, the GSX-S accompanied by the Z literally leaves the CB in place. Terribly hollow compared to its little comrades, the 998 cc of the Honda does not really begin to tow until after 5,000 rpm.

Already far ahead, the other 998 cc with longer stroke fitted in the Suzuki and the 1043 cc of the Kawasaki (2 mm more bore than the Honda, which in the end make a hell of a difference!) Are competing for first place. . And this goes back to the GSX-S1000 !

Despite its lower displacement, version 2.0.15 of the "Gex K5" engine allows the Suz ‘to widen a slight gap at mid-range on the Kawa, and slightly increases its lead thanks to a surprising extension. Kawasaki rider appears in Suzuki retro and Honda rider is soon just a point.

At the first corner, however, the Z1000 caught up with its braking significantly sharper than that of the GSX-S1000. The latter requires more grip to get the maximum power: the Brembo were they just to look pretty ?

It is therefore with two fingers in the nose on the right lever that the pilot of the "Zed" turns in the lead. The Kawasaki plunges into the bends … and melts without restraint inwards! It is therefore imperative to correct the trajectory with a stroke of the handlebars: we have known more intuitive !

The Suzuki, in fact, is slower on the cornering at good speed, but also more progressive and therefore more precise. Its pilot attacks the series of virolos with more confidence than the one perched on the Kawasaki, and sticks in the rear wheel of the Verte.

While the Z1000 pilot slowly but surely learns to tame his beast, the GSX-S1000 pilot is comfortable enough to take a quick peek in the retro: the CB1000R is back! More comfortable in town, the Honda took advantage of its better damping to catch up on a very bumpy portion of the road.

As easy to enter in a curve as the "Gehèssixesse", the "Cebe" is easier to spin from one turn to another. Its 180 mm rear tire (190 on the other two) lightens the rear axle while its more compact size (less imposing tank but even capacity of 17 liters) facilitates the rider’s movements on his motorcycle.

Another not insignificant asset of the Honda: it remains unperturbed once set on the angle. A little brake application (front as well as rear-combined-to-front) does not change the planned trajectory in any way, nor does a little gas boost..

On the Suzuki, the fork freezes a bit too much when the brakes are applied on a curve and takes a little time to come up when released, which makes the task less easy than at the controls of the predictable Honda. Likewise, the go-around generates a jerk which almost invariably results in a deviation.

Out of a corner, while the CB1000R transfers its 106 hp to the ground without worry, the rear wheel of the GSX-S1000 bounces more. Although assisted by a finely tuned traction control – and configurable in three modes, in addition to being disconnectable – the pilot hesitates to let go of all the cavalry.

At the time, the Suzuki roadster did not seem so difficult to manage in curves. A glance at the shock absorber and the Motorcycle Journal of the Net realizes that the colleagues who preceded us on the handlebars of this motorcycle have played with the settings … We will have to return to more standard values.

Closed almost fully (2 turns out of 2 and 1/2!), The trigger is released by half by MNC. We note in passing that the screwdriver supplied by Suzuki is a bit short, forcing the fingers to brush against the chain … Site also relieves the shock in terms of preload and in doing so, we find a more homogeneous and efficient GSX-S…

Adjusted from the start in the original configuration, the Z1000 shows itself as dry as in our. Too responsive when entering a curve (as we have seen), the Kawasaki is also too nervous when exiting bumpy bends..

To fully express itself, the "Zed" requires a perfectly smooth portion of the road. The traction control concerns are then resolved and the lack of traction control – yet present as standard on the road "SX" – is completely obscured by the pilot who only thinks of one thing: to get back on his little comrades !

Note that the ABS were not requested during our brawl ride carried out entirely in the dry and that the traction control of the GSX-S was not overworked: the Suzuki block – clamped … – was not not surprised the excellent Pirelli Diablo Rosso Corsa fitted to our test model (original D214).

When returning the motorcycles to their respective importers and taking stock, Site realizes that, failing to be balanced, this new game has been close: CB1000R, Z1000 and GSX-S1000 have distinctive strengths and include equally different weak points (see our assessment at the top of the right column).

"But in the end, according to you, which wins this comparison ?"Asks our friendly rider … Without doubt the Suzuki: newer and better equipped than the Honda, more comfortable and less nervous than the Kawasaki, it has the best 4-cylinder of Japanese production. But what is Yamaha waiting for? to release a maxirodaster equipped with its famous CP4 ?!

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