Old versus new: Suzuki, Honda, BMW

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Old versus new: Suzuki, Honda, BMW

Root system

Even if today’s racing cars seem to have nothing to do with their ancestors, they still carry on certain traditions.

Do you remember the first cordless telephones in this country about a decade ago? These huge bones, mostly traded as illegal USA imports, with catastrophic reception and constantly empty batteries. In the age of pocket-sized cell phones, the latest craze seems as old as Methuselah. There are light years of progress in between. Fortunately, motorcycles are not that short-lived. BMW K1, Honda CBR 1000 F and Suzuki GSX-R 1100 are not only contemporary witnesses and trendsetters of bygone days, but also today honorable role models for the K 1200 RS, the CBR 1100 XX and the GSX 1300 R Hayabusa. So what has happened in the last decade??

Conclusion: BMW – submarine or travel steamer?

At BMW, too, time leaves its mark. However, not quite as clear as can be observed in the Japanese camp. Driving performance, driving dynamics and braking performance were already at a high level eleven years ago. And even if the K 1200 RS responds more precisely, accelerates better, vibrates less or drives more stable, it cannot deny its roots.

Suzuki GSX-R 1100 versus GSX 1300 R Hayabusa – All power and glory: Suzuki GSX-R

When it was introduced in 1986, the motorcycling world held its breath: 226 kilograms with a full tank of fuel, in the open version up to 130 hp peak power. “The extra-wide 140 mm rear tire is overwhelmed by this tremendous performance; it spins helplessly when pulling away sharply in first gear,” a MOTORRAD tester reported in shock. The name of this powerhouse: Suzuki GSX-R 1100. Uncompromisingly geared towards just one goal: to show what is possible. In 1991, the Japanese presented the last evolutionary stage of the GSX-R 1100 with the legendary air / oil-cooled inline four-cylinder. With a nominal 145 hp, the engine had significantly more power than its original version, but unfortunately the 1100s had put on a bit of fat over the years. Ready to drive, it weighed a whopping 253 kilograms. Nevertheless, the GSX-R continued to sell well. Which mainly had to do with her inner values. Firstly, the engine was considered to be almost indestructible, and secondly, the unthrottled version was always good for full torque and real 135 hp. Although the 100 hp limit existed back then, performance freaks found ways and means to circumvent this loss. With the appearance of the Honda CBR 900 RR Fireblade in 1992, however, the bar was raised significantly. One of the reasons why the water-cooled GSX-R 1100 W, which came onto the market in 1993, was never able to match the sales success of its predecessors. In the years that followed, it almost seemed as if Suzuki wanted to prove to the world that you can be happy even without a powerful four-cylinder motorcycle in the “full-liter displacement class”. Instead, the Japanese presented a 1000cc two-cylinder. Then, finally, in 1998, the return to the ultrapotent four-cylinder. Everyone had expected a new edition of the GSX-R 1100. And stood speechless and amazed in front of the GSX 1300 R Hayabusa at the Munich Intermot. A bang, this motorcycle. With 175 hp ?? there was no longer any question of voluntary self-restraint ?? and the corresponding aerodynamics, she set out to break the magical 300 km / h sound barrier. Which, of course, nobody really needs in normal life, because the measured 138 horsepower of the 1992 GSX-R 1100 are worthy of all honor. MOTORRAD found such a darling in the northern Black Forest, and the old lady doesn’t show any nakedness. Its starting behavior is impeccable, as it is in no way inferior to the more modern Hayabusa, which is fueled by intake manifold injection. An indication that the GSX-R owner meticulously takes care of the valve clearance adjustment and the coordination of the mighty 40 mm carburetor battery. Even in cold and damp weather, the aged four-cylinder, with a mileage of 44,000, comes to life as soon as the button is pressed, the choke is out of work after a few meters. In terms of smoothness, however, the water-cooled Hayabusa engine is clearly ahead. The air / oil-cooled GSX-R pinion has always been a shirt-sleeved type, especially in the medium speed range, pronounced vibrations are annoying, which in individual cases even shrink fairing parts over the years. “R” drivers can tell you a thing or two about it. In return, the rustic engine spoils with impeccable responsiveness, the difference to the Hayabusa can be described as marginal. Spontaneously, without grumbling, the engine converts the finest changes to the throttle position into forward thrust and pampers the driver with pressure from idle speed. The four-cylinder climbs up the speed ladder without a noticeable drop. A performance curve, (almost) like from a picture book. Suzuki left it with a well-shiftable five-speed gearbox. While driving, it quickly becomes clear why such “big block” engines enjoy unbroken popularity. The GSX-R has lost none of its fascination today. It’s easy to rob along country roads in the last gear. And the Hayabusa? The 1300 tops it all off, making the 1100 look pretty old in terms of performance. A motorcycle that amazes you every time. Is it so powerful and confident? and so easy. The Hayabusa is good for far more than monotonous heating straight ahead on as empty and unlimited motorways as possible. This stimulus evaporates. And quickly. Of course, it’s impressive when the GSX-R disappears in the rearview mirror in next to no time, although the sportier 600s nowadays has to defend itself at top speed. While the GSX 1300 R comes up with sophisticated aerodynamics, the 1100s were never considered the ultimate wisdom in this regard . In return, its expansive, high fairing offers: significantly better wind protection, which allows fatigue-free driving even on longer distances. Only the wrists hurt a little because of the higher and more forward-facing sitting position. Apart from the poorer wind protection, life is more comfortable on the Hayabusa, just as it should be for a top-class sports tourer. Particularly impressive: its chassis qualities. This is where the difference between the two Suzuki becomes clearest. Not that the GSX-R has bad chassis. But compared to the Hayabusa it is still a long way off. Especially in undulating, fast corners, the “R” demands more attention, it reacts clearly more nervously, with a slight but harmless oscillation around the longitudinal axis. The 1300er irons over such stretches with almost stoic composure. And even in tight bends, the neutrally steerable Hayabusa leaves a better figure despite its powerful, almost 200 millimeter wide 190 mm rear tire. The 1100 is a tad more manageable overall, but unfortunately the standard steering damper dilutes the clean line. On the other hand, it scores significant plus points for the brakes, of all places. Your four-piston brake system, upgraded with steel-flex brake lines, shines with a crisp pressure point, fine controllability and stability. The latter can also claim the massive six-piston system of the Hayabusa, but its brake works much more bluntly and less controllable. So no brake for the die-hard GSX-R 1100 fan, who likes it uncompromisingly? and has been waiting for a worthy successor to his “R” for years. Suzuki understood. In spring 2001, the GSX-R 1000 with 160 HP and 170 kilograms dry weight will amaze the world once more. Guaranteed.

Technical data BMW

Data
Engine: water-cooled four-cylinder four-stroke in-line engine, crankshaft lengthways, a balance shaft, two overhead camshafts, four valves, bucket tappets, wet sump lubrication, electronic intake manifold injection, engine management, electric starter, five-speed.
Bore x stroke 67 x 70 mm
Cubic capacity 987 cm³
Compression 11: 1
rated capacity
73 kW (99 PS) at 8500 rpm
Max. Torque
92 Nm (9.4 kpm) at 6800 rpm

Chassis: Bridge frame made of tubular steel, telescopic fork, stanchion diameter, 41 mm, single-joint swing arm made of cast aluminum, one spring strut, double disc brake at the front, four-piston calipers, brake discs Ø 305 mm, disc brake rear, two-piston caliper, Ø 285 mm, ABS, cast aluminum wheels, 120/70 VR 17; 160/60 VR 18, wheelbase 1560, steering head angle 64 °, caster 90 mm, spring travel f / h 135/140 mm,

Dimensions and weights: Seat height 780, weight with a full tank of 264 kg, permissible total weight 480 kg, tank capacity 22 liters

Price incl. VAT. and ancillary costs (1989) 20,600 marks

BMW K 1200 RS data engine: water-cooled four-cylinder four-stroke in-line engine, crankshaft lengthways, a balance shaft, two overhead camshafts, four valves, bucket tappets, wet sump lubrication, electronic intake manifold injection, engine management, regulated catalytic converter, electric starter, six-speed bore x stroke 70.5 x 75 mm Displacement 1171 cm³ Compression 11.5: 1 Nominal output 96 kW (130 HP) at 8800 rpm Max. Torque 117 Nm (11.9 kpm) at 6800 rpm Chassis: Bridge frame made of cast aluminum, longitudinal link-guided telescopic fork, suspension strut 35 mm, two-joint single-sided swing arm made of cast aluminum, one suspension strut, double disc brake at the front, four-piston calipers, brake discs Ø 305 mm, disc brake at the rear, two-piston caliper, Ø 285 mm, ABS, cast aluminum wheels, 120/70 ZR 17; 170/60 ZR 17, wheelbase 1555, steering head angle 62.8 °, caster 124 mm, spring travel f / r 115/150 mm, dimensions and weights: seat height 770, weight with a full tank 290 kg, permissible total weight 500 kg, tank capacity 21 liters Price incl VAT and ancillary costs 28,429 marks

Conclusion Suzuki

The Hayabusa may be way ahead of the GSX-R 1100 in terms of performance: the two don’t take much on the country road. The 1100 impressively proves that it is far from being old-fashioned, especially when it comes to the brakes. The logical consequence, the synthesis of the two, is called GSX-R 1000. Arrival in spring 2001. Let’s look forward to it.

CBR 1000 F versus CBR 1100 XX

Time travelers ?? Pioneering in 1987, the Honda CBR 1000 F meets its heiress CBR 1100 XX 13 years later.

MOTORRAD, issue 2/1987. On the cover: the cockpit of the brand new Honda CBR 1000 F, with the first series speedometer with a scale of up to 300. The Thousand sets new standards: almost complete cladding, aerodynamically sophisticated according to the press release and an incredible 136 hp. It was the time when the motorcycle took a giant step towards the modern, looking for and breaking new ground, more potent than ever. We were young and greedy. Just over twenty, if we pressed our noses flat at the shop window of the Honda dealer, we couldn’t wait for the first tests. One brought notebooks from Italy because of the openly measured performance, we had the 100 hp limit. And sure enough, they were fast, the CBR and their pals from Yamaha and Suzuki. We sacrificed everything to buy the new thousands. Less than a couple of days and we knew every secret of power throttling, a week later a proper four-in-one was ordered ?? 13 years ago loud was anything but out for us. Dennis loved the Honda, drew black lines with the now narrow rear tire, let sparks fly in every corner. And my Barbara loved her because she was much more comfortable on her than on my Genesis. The sensations of the time have become modern oldies. The once unprecedented key data of the 1987 CBR 1000 F are barely enough in 2000 to classify it as a powerful sports tourer. The records in the house are set by someone else: the CBR 1100 XX, the most powerful and fastest Honda, proud and technology flagship ?? with a speedometer scale up to 350. Progress has not slept between the models during the twelve years. In 1987 entry into Honda‘s Upper Class cost 13,500 marks, today over 24,000 are due ?? This is also a considerable increase in view of the higher yen exchange rate and the inflation rate. But there is also something for extra money: engine management instead of carburetors, regulated exhaust gas cleaning, aluminum frame and swing arm, more elaborate suspension elements, a combination brake system, stainless steel manifold, powerful open-space headlights, immobilizer and and and and. It’s also not bad that the XX weighs five kilos less than her ancestor, but offers more in every respect, and she looks better. A bit like a washed-out pebble, the original “yoghurt cup” doesn’t cut a particularly fast figure next to the classy XX. On the other hand, however, it doesn’t seem as unfashionable as one might expect, and in comparison it is also much more modest. With an upright upper body, the pilot sits deep behind the mighty tank, comfortably and with a good overview. The dashing granddaughter places hers much more stooped, gives him more freedom of movement emotionally, and sets a clear sporty accent with all touring. The old comfy, the new sporty – an interesting difference in view of the image that both sides have in their respective epochs. While the CBR 1000 F had to face the super athletes of its class as a powerful 1000 in 1987, the XX is now a real Grand Tourisme glider, by no means a racetrack sprinter. But both feel most comfortable in the role that their designers intended and where both workplaces remain comfortable even on long journeys: as a kilometer eater. The seat of our 90,000-kilometer-old senior is comfortable, the motorcycle in excellent condition. However, the years left traces elsewhere. What was state-of-the-art in 1987 is barely mediocre today. The spring elements work almost too comfortably, and especially the stoppers, which were highly praised in 1987, cannot compete with the performance of a modern braking system. Almost frightening how much more snappy and yet easier to dose the double X brakes are. Overall, however, the aged Honda does well in comparison, taking the curves of the Swabian Alb carefree, finding its line spotlessly without showing any real grip problems. Not so bad at all, these narrow tires, which naturally cause less set-up moments than their current wide counterparts. As fearless as Dennis was in his time, no one wants to fumble with the old lady, of course, but things are going fast, be it in narrow or long arcs. The spring elements cooperate without any problems at a reasonable speed, not a bad motorcycle, the old steamer. But the new one is always a step ahead. The most striking difference: The CBR 1000 cannot keep up with the sheer engine power of its successor. Not at all in the upper speed range, which is seldom tried anyway and where your around 120 horses are definitely enough. Much less, however, in terms of power from below, up to around 5000 / min. Because the 1100s leather scraps the scrap iron so relentlessly as if it had half the displacement. Not that the venerable CBR 1000 F is slim, but it is precisely the torque curve that modern times have cultivated with power. In addition, the 1000 F, which has been tried and tested with only one balancer shaft, vibrates significantly more than the twice calmed 1100 XX, and consumes a bottle more. Tied in load change jerks or gear changes, where the two – at a high level ?? As expected, the XX drives more nimbly, but not as significantly as a look at the basic chassis data suggests. Both can their weight ?? 262 kilograms old compared to 257 new – don’t hide it, you need an energetic hand to change direction, especially at high speeds, again with slight advantages for the new one. Speaking of advantages: Honda has not learned much over the years when it comes to wind protection. If this was already criticized at the original CBR, the XX hardly protects better. Upstairs and over there, pilots sitting upright are buffeted by the wind, while those hunched down are reasonably shielded. The conclusion of the generation comparison is that by no means everything was better in the past. But the progress is not as great as expected. In principle, not a bad composition at all, a narrow-tire, precise-to-control, yet powerful and unproblematic motorcycle ?? especially since the durability of the CBR 1000 F enjoys an almost legendary reputation. More expensive and complex, the CBR 1100 XX is also more advanced in every respect and wins this comparison in all disciplines. Nevertheless, dreams from back then still have their beautiful sides.

BMW K1 versus K 1200 RS

Whether it was futuristic then or timeless today? the K1 is as much BMW as the K 1200 RS

A picture goes around the world: Motorsport legend Toni Mang opened the German GP at Hockenheim in 1989 with a lap of honor on the then brand-new and, by BMW standards, sporty-progressive K1. A heavyweight accompanies him as a partner in a double sense: the then Chancellor Helmut Kohl, politically correct dressed in a dark suit and with a billowing tie. There were two messages that expert observers derived from this probably unique spectacle. One: motorcycling is socially acceptable. The other: BMW says yes to sport again, but as so often in life it turned out differently, firstly, and secondly than you think. Not in relation to the social ability of motorcycling. But with the new sportiness of BMW it didn’t work out. The K1 met with little approval. In terms of the prevailing taste of motorcyclists, it was visually somewhat wrong. Today, the bulky design can even be rewarded with a benevolent smile and it is a character. It is definitely unmistakable, and that has not changed in the last eleven years. And finally, the exterior of the much more modern K 1200 RS can be disputed, but it is not just the exterior that shows the passage of time in these two models. Anyone who climbs from the K 1200 RS to the K1 will not be able to suppress a smile. Huge wide tank, deep seat, high footrests and the handlebars a long way off ?? somehow nothing fits there. And yet, once this monstrous structure is in motion, it seems to miraculously lose mass and, despite its weight of 264 kilograms, is quite sociable. Similar to the K 1200, which is around 20 kilograms heavier and is considered a real handling miracle in its weight class. The K1 is due not least to the wide handlebars and the 160/60 VR 18 tires on the rear wheel, which are quite narrow by today’s standards. In terms of chassis and ride comfort, however, the two athletes clearly differ. While the K 1200 RS shines with a level of driving comfort that is almost like floating, the K1’s backhand in particular hammers mercilessly on the driver’s backbone. And the advantages of the Telelever front wheel guidance on the K 1200 are more than clear. The K1’s telescopic fork is not exactly a prime example of sensitive response and good damping, but unreserved praise for the old lady’s braking system. Even for today’s conditions, the stoppers pack quite neatly and easily dosed. However, if the first ABS from BMW, which was revolutionary at the time, comes into play during emergency braking, its weaknesses? the rather rough control cycle, especially at low speeds ?? the K1 can still make leaps and bounds today. On the other hand, the evolutionary stage of the anti-lock braking system in the K 1200 reacts worlds more sensitively and comfortably, not least thanks to the braking compensation of the telelever. With every kilometer it becomes clearer: the K1 is not for the faint-hearted. As unusual as the seating position, as merciless as the suspension elements or the rough ABS, the Bavarian four-cylinder is as rough. Vibrations for all, from bottom to top, regardless of the load condition. The torque that the four-valve engine delivers to the rear wheel via the cardan can still fully satisfy touring athletes even in modern times. The unit, which was already working with injection technology at that time, also showed no weaknesses in response to gas commands or load change behavior. The only thing missing is smoothness and, above all, a sixth gear. The gradation of the five-speed transmission of the K1 is far too short. Even at an extremely leisurely pace, you are always looking for the next gear to lower the annoyingly high speed level. The K 1200 RS is completely alien to such unrest. The drive unit, which is completely decoupled from the chassis, runs with the flexibility of an electric motor, releases a lot of torque from the lowest speed range and leaves nothing to be desired in terms of gear ratios. Even in terms of switchability, which is often a weak point in the white-blue machines, there is nothing to complain about. With a little feeling, silent, smooth gear changes are not a problem at all, and yet when it comes to pure driving performance and measured values, the two generations are surprisingly close together. Above all, the pulling power of the K1 is amazing. Less weight, shorter gear ratio? the old lady deserves respect, especially since she only competes with a hundred horsepower against her granddaughter, who is nominally 30 horses stronger. And there is even applause for the fact that under the same conditions it uses even less fuel.

Conclusion Honda

This journey through time gives a clear vote for the future, because the CBR 1100 XX has proven to be superior to its predecessor in every respect. However, it also leaves its charms to the past. The CBR 1000 F, once the ultimate motorway heating iron, is still convincing by today’s standards as an unproblematic, powerful and very comfortable motorcycle.

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