On the move: Honda VF 1000 R, Kawasaki GP Z 900 R, Suzuki GSX-R 1100

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On the move: Honda VF 1000 R, Kawasaki GP Z 900 R, Suzuki GSX-R 1100
Jahn

On the move: Honda VF 1000 R, Kawasaki GP Z 900 R, Suzuki GSX-R 1100

Technical revolution

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They drove us crazy – and saved us money: Motorcycles that came out of the box in the mid-1980s as if they had not only won the Bol d’Or but all the superbike races in the world.


Jahn

Honda VF 1000 R, Suzuki GSX-R 1100 and Kawasaki GP Z 900 revolutionized sports motorcycle construction.

Up until the mid-1980s, tuners and frame builders were happy about full order books and wealthy customers. As good as the basis of the Japanese motorcycles was, specialists had to work for the sport: Egli, Bakker and the like welded stiff frames together; large racing carburetors, sharp camshafts, open, loudly roaring 4-in-1 exhaust systems and milling work on cylinder heads generated juice and power.

Packed in round fiberglass panels, the legendary tuning motorcycles caused a sensation until the Japanese motorcycle manufacturers embarked on a new world of chassis and engine technology and Suzuki brought the GSX-R 750 into play in 1985: a super-light racer with technical finesse, as only known from factory racing machines.

Racing had overcome the classic Grand Prix displacement categories; The Americans in particular were very fond of roaring four-stroke four-cylinder engines with bestial performance, which thrashed daring riders around the corner in spectacular maneuvers behind wide superbike handlebars. The 1000 big bikes found their way into Europe too; With little effort and manageable costs, brave series motorcycles mutated into wild racing machines.

In the wake of the global motorcycle boom, manufacturers were able to earn money with expensive, high-quality sports machines. They rolled off the assembly line in large numbers and paid for the production costs again in a short time: the overpowered big bikes became a bestseller, R models were soon on every corner and won countless victories and championships in hobby racing. They defined the term "Sport motorcycle" completely new. MOTORRAD CLASSIC let the strongest and fastest cars of this wild era march together for a ride.

Honda VF 1000 R.


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Honda VF 1000 R..

From 1982 onwards, Honda had developed more and more 90-degree V4 engines, but these initially seriously damaged the brand’s reputation. It was not until the VF 1000 R, a noble composition of high-tech components that had been tried and tested in racing, that Honda got out of trouble and rehabilitated this complex, but extremely compact engine concept. From "blunt performance cult" MOTORRAD raved about the Honda engine in issue 6/1984.

To protect the thermally sensitive V4 engine from heat collapse, Honda placed two water coolers in the front panel of the VF 1000 R. With its central gear drive for a total of four camshafts, Honda copied the technology of the lightning-fast FWS 1000 factory racing machine. In general, the VF 1000 R exists from the front
up to the rear made of the finest racing technology: rear brake caliper hinged to the frame, tank quick release, internally ventilated rear brake disc, handlebar stubs that can be adjusted in two levels. Quite apart from the practical use of this construction: In view of the two-sided, but differently toothed adjustment ring (18- and 20-degree notches) everyone licks their fingers up to the elbow and back again.

The crowning glory of the racing details on the Honda is the hinge-like clamping of the front wheel: open a screw on each side, unfold the clamp – and the wheel and axle are free. Elsewhere, the rim would hit the brake calipers when it was removed, but a smart bracket for the front fender – a stroke of genius in itself – allows the fork sliding tubes including the saddles to be turned outwards after the fork stabilizer clamps have been released. There is nothing we would rather do now than practice front wheel changes at the endurance world championship pace. Practical value for household use: low. Fascination: maximum.

The success of the Honda stood in the way of its high price, and its driving characteristics were also disappointing. The VF 1000 R fell far short of the high expectations: of the full-bodied 122 horsepower advertised on the test bench, only 115 were found, and they had a hard time with 272 kilograms – that is how much a VF with 25 liters of fuel weighed. Up to 200 km / h 13.6 seconds passed, but after a few attempts with the driver folded up, the light barrier still documented 249 km / h.

The sound of the V4 engine equipped with a 360-degree crankshaft cannot be beat. Growling, dull, unique. The engine hangs seductively on the gas, so let’s go! And always play with the speed so that your ears can get excited about the Honda.

Up to the first brisk bend: There the classy VF 1000 R from Pit Spang is clumsy, with its 16-inch front wheel and long wheelbase it only steers with increased effort. The extremely stretched sitting position makes handling even more difficult. The downside of this geometry: The straight-line stability is one of the best that motorcycles offered back then. The many racing technology and the anti-dive device on the fork could not hide the soft basic set-up despite air support. A similar picture at the back: The cast aluminum swing arm also sprung with air support, which was not the last word in wisdom.

The lap times of the MOTORRAD comparison test 4/1986 mercilessly summed up the weaknesses of the sportiest Honda: per lap the VF 1000 R lost four seconds to the super-handy Suzuki GSX-R 1100 on the mountain-and-valley track in Ledenon in the south of France (1:52 to 1:48). Test driver Horst Vieselmann, a man who knew where the throttle was located, showed nerves and complained that "the chassis tends to rock in fast corners with bumps".

To tell the story of the Honda VF 1000 R with apt, conciliatory words
MOTORCYCLE 6/1984 to complete: "These days a bit of unreason seems like
the Honda VF 1000 R is truly refreshing. In a few years, this will only be demonstrated in technical zoos."

Kawasaki GP Z 900 R.


Jahn

Kawasaki GP Z 900 R..

At Kawasaki, the pioneer of American-style superbikes with the legendary air-cooled Z 1000 four-cylinder, project manager Yosuke Fujii trusted his company’s four-stroke expertise. "Why should we build a 1000 when we can conjure up more than enough power from the 900 engine?" A pragmatic, rational approach. The unthrottled engine put a powerful 115 hp on the test stand roller. In Germany, motorcyclists had to get by with less power because the motorcycle industry in Germany was one in the early 1980s "volunteer" 100 hp limit imposed.

In 1984, the first four-valve inline four-cylinder from Kawasaki actually ushered in a new era. The alternator was stowed piggyback behind the water-cooled cylinder bank; so the GP Z engine was built very narrow and did not touch down in an inclined position. With its left-hand camshaft drive, a balancer shaft rotating at double speed and the six-speed gearbox unique in its class, Kawasaki was a step ahead of the competition. Ideas that add up to a good motorcycle, but do not stir up enthusiasm in the heart.

The black painted, smooth-faced four-cylinder and the strikingly massive cylinder head are visually impressive. This beautifully looking engine was probably one of the reasons why the designers opted for a tight plastic dress – a trend that 1000cc superbikes are currently picking up again. The GP Z 900 engine still lives up to its reputation to this day, pulls its fill from the cellar, seems to explode at 7500 rpm and turns unchecked towards the red area. "Even at just under 12,000 rpm, there is still no valve in the GP Z quad rattling about the barbaric speed", MOTORRAD wondered in the first driving report.

As advanced as the engine, the frame of the GP Z 900 R is so simple: the sensational as "Diamond frame" The tubular steel frame titled was a backbone construction like the one Honda had installed in the CB 72 20 years ago. In contrast, the mighty box swing arm welded from aluminum profiles was actually modern. an eccentric adjustment makes it easier to tension the chain; practical and more often of use than for example
an axle quick release. Nevertheless, the MOTORRAD CLASSIC crew did not have a spontaneous desire to adjust the chain.

With the so-called Uni-Trak deflection on the air-assisted strut, however, Kawasaki abandoned the original construction principle that the brand had made socially acceptable in its KX-Crossers with a lever deflection with push rod and rocker, and simply copied Honda’s Pro-Link system for the road machines.

Even if the 1984 11,390 mark expensive GP Z 900 R rolled on a fat 16-inch front wheel like the Honda, the Kawasaki by Sven Michael Geschke still displays impressive handiness with astonishing driving stability. This is due, among other things, to the more upright sitting position and the relatively short tank. From today’s perspective, the GP Z feels more like a useful, almost comfortable touring bike than a super sports car that Kawasaki saw in it at the time – despite the stepped bench. However, it guarantees a lot of fun driving on the winding roads in the Black Forest, without the rider having to go to the chiropractor after the extravagant country road swing.

If the driver lies down for a long time and gives the GP Z a lot of tinder, the 257 kilogram Kawasaki marches properly and catapults itself to 200 km / h in 12.9 seconds. When the throttle valves are fully open, the angular cladding punches a hole in the atmosphere at over 240 km / h. The Suzuki GSX-R 1100 was not much faster then either; So Yosuke Fujii was right: more than enough power from the 900 engine.

Suzuki GSX-R 1100


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Suzuki GSX-R 1100.

With the GSX-R 750, Suzuki presented the new generation of the R models in 1985; With the flagship GSX-R 1100, the brand set a new benchmark in 1986 and the sports faction was ecstatic. It seemed as if Suzuki had collected all of its secret wishes from around the world and channeled them into this model: super light aluminum frame, adjustable chassis, unthrottled 130 hp, racing fairing in the blue and white design of the factory racers and braking system in XXL format. With a price of 15,239 Marks, Suzuki clearly dedicated itself to popular sport and stole the show from the elite, high-priced competition from Honda.

Speaking of "stole": In order to save weight, the designers dispensed with water cooling and gave the engine oil its task. Suzuki Advanced Cooling System, or SACS for short, was the name of this design, which until 2006 kept the Suzuki Bandit tempered and thrilled the fans: because the filigree ribbed motor was not wrapped in hoses and lines, it almost looked like a classic air cooler. This timeless look gives it great popularity in all conceivable conversions and self-construction to this day.

But the 1052 cm³ four-cylinder can look more than beautiful; he has it all behind the carburetors: he mobilizes his 130 hp with a linear torque curve. Horst Vieselmann was also enthusiastic about the in MOTORRAD 5/1986 "Bite in the area of ​​the maximum speed". When we meet the old lady from Klaus Kohler’s garage, these qualities are still as present as they were back then. An evergreen, this engine.

The subject of lightweight construction is consistently continued on the chassis of the GSX-R 1100: At 225 kg – including 19 liters of fuel – it was the reference in its class in 1986; none was easier, none faster. Annoying: All of the following GSX-R 1100s got heavier from year to year; it was not until the Honda Fireblade that redefined the weight standard in 1992.

The Suzuki engineers designed a suspension strut redirection that is equally light and clever: the lever between the frame and the suspension strut is guided in a large, eccentrically mounted needle bearing and can thus produce the length compensation. When it comes to tires, Suzuki wisely said goodbye to the 16-inch trend, moving 110 millimeter wide Dunlop radial tires to the front and 150 millimeter wide Dunlop tires to 18 inch six-spoke cast wheels at the front. In this respect, there is clear progress compared to Honda and Kawasaki: Safe and directional, yet very agile, the GSX-R takes fast and slow corners equally calmly; On the straights it accelerates vehemently with the power of its 88 Newton meters, but with stoic calm in the chassis.

Despite all the euphoria: When you ride in 2008 you ask yourself how much courage and urge to suffer 22 years ago you needed to brush the last groove around the Nordschleife with the GSX-R. Wedged deep behind the keg, legs like a jockey
Folded up, the view of the huge cladding dome cropped – in this position everything may come up, but no sense of wellbeing. But compared to the Honda, the Suzuki spoils with an almost casual driving pleasure. Handy, precise and stable. In view of this, there is nothing to add to the final sentence of the MOTORRAD test team from 1986: "The possible lean angles and cornering speeds almost do justice to a thoroughbred racing machine." That’s exactly what we wanted.

Heralding a new era

Hardly anything could demonstrate the technical change of the mid-80s more emphatically than these three super sports cars: The Honda, which appeared on the market in 1984, shines with fine details down to the last corners and an enormously elaborate engine. However, its driving behavior no longer corresponded to the state of the art when it was released – tribute to the high weight, its distribution, the chassis geometry and, last but not least, to the 16-inch front wheel.

Despite the high weight and also a 16-inch front wheel, Kawasaki demonstrated how it can work with much simpler means, for example an in-line four-cylinder as the basis: The in-line design with side timing chain still dominates the four-cylinder range to this day, so it can’t be that bad Have been an idea.

With the GSX-R series, Suzuki ushered in a whole new era of lightweight construction, which today culminates in super athletes with 1000 cc and 180 hp; it stamped the two years older competition to scrap iron. Seldom before has the development of the engine and chassis been as rapid as it was in the mid-1980s – and it has never achieved this dynamic again since then. It is hard to believe that we are still benefiting from the quantum leaps of that time, more than 20 years later.

Which of the three is the best? It depends: undoubtedly the sportiest is the Suzuki GSX-R 1100, followed by the Honda at some distance. The most functional concept for every day is without question the Kawasaki GP Z 900 R. But if you don’t want to drive your motorcycle on the racetrack or get bread rolls, the suspension problems of the distinctive and rare Honda VT 1000 R won’t bother you either. Fascination knows no numbers.

On the move: Honda VF 1000 R, Kawasaki GP Z 900 R, Suzuki GSX-R 1100

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Technical specifications

Honda VF 1000 R.
Engine: Water-cooled four-cylinder four-stroke 90-degree V-engine, four valves each, operated by two overhead, gear-driven camshafts and rocker arms, bore 77 mm, stroke 53.6 mm, displacement 998 cm³, compression 11: 1,100 hp 9000 / min (open: 122 HP at 10500 / min) constant pressure carburetor, Keihin, Ø 36 mm
Electrical system: E-starter, battery 12 V / 16 Ah, capacitor ignition, alternator: three-phase current, 350 W.
Power transmission: Multi-disc oil bath clutch, claw-shifted five-speed gearbox, primary drive: gear wheels, secondary drive: O-ring chain
Landing gear: Double loop frame made of square steel tube, front telescopic fork with anti-dive system, Ø 41 mm, rear two-arm swing arm made of cast aluminum, spring strut with lever deflection, composite wheels, front tires 120/80 V 16, rear 140/80 V 17, front double disc brake, Ø 276 mm, double-piston floating calipers, rear disc brake, Ø 220 mm, two-piston fixed caliper
Dimensions and weights: Weight with a full tank of 272 kg, tank capacity 25 liters, wheelbase 1505 mm, caster 98 mm
Driving performance: Top speed 230 km / h (open 249 km / h)
Price: 19236 Mark (1986)
Manufacturer: Honda engine. Co. Ltd., Japan

Kawasaki GP Z 900 R.
Engine: Water-cooled four-cylinder four-stroke in-line engine, four valves each, operated by two overhead, chain-driven camshafts and rocker arms, bore 72.5 mm, stroke 55 mm, displacement 908 cm³, compression 11: 1, 100 hp at 9500 rpm (open: 115 hp at 9500 rpm)
Constant pressure carburetor, Keihin, Ø 34 mm
Electrical system: E-starter, battery 12 V / 14 Ah, transistor ignition, alternator: three-phase current, 300 W.
Power transmission: Multi-disc oil bath clutch, claw-shifted six-speed gearbox, Primary drive: Gear wheels, secondary drive: O-ring chain
Landing gear: Backbone frame made of tubular steel, aluminum rear, front telescopic fork with anti-dive system, Ø 38 mm, rear two-sided swing arm made of aluminum profiles, spring strut with lever deflection, cast aluminum wheels, front tires 120/80 V16, rear 130/80 V 18, front double disc brake, Ø 280 mm, single-piston floating caliper, rear disc brake, Ø 270 mm, single-piston floating caliper
Mass and weight: Weight with a full tank 257 kg, tank capacity 22 liters, wheelbase 1495 mm, caster 114 mm
Driving performance: Top speed 235 km / h (open: 241 km / h)
Price: 12790 Mark (1986)
Manufacturer: Kawasaki Heavy Industries Ltd., Japan

Suzuki GSX-R 1100
Engine: Air / oil-cooled four-cylinder four-stroke in-line engine, four valves each, operated via two overhead, chain-driven camshafts and rocker arms, bore 76 mm, stroke 58 mm, displacement 1052 cm³, compression 10: 1, 100 hp at 8700 rpm (open : 130 HP at 9200 rpm), flat slide carburetor, Mikuni, Ø 34 mm
Electrical system: E-starter, battery 12 V / 14 Ah, transistor ignition, alternator: three-phase current, 360 W.
Power transmission: Multi-disc oil bath clutch, claw-shift five-speed gearbox, primary drive: toothed wheels, secondary drive: O-ring chain
Landing gear: Double loop frame made of aluminum, front telescopic fork with anti-dive system, Ø 41 mm, rear two-arm swing arm made of aluminum profiles, spring strut with lever deflection, cast aluminum wheels, tires front 110/80 V 18, rear 150/70 V 18, front double disc brake, Ø 310 mm, Four-piston fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed calipers
Mass and weight: Weight with a full tank 225 kg, tank capacity 19 liters, wheelbase 1460 mm, caster 116 mm
Driving performance: Top speed 228 km / h (open: n / a)
Price: 15239 Mark (1986)
Manufacturer: Suzuki Motor Co. Ltd., Japan
 

On the move: Honda VF 1000 R, Kawasaki GP Z 900 R, Suzuki GSX-R 1100

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