Suzuki Hayabusa, Kawasaki Ninja H2, Aprilia RSV4 RF and Yamaha Vmax in the test

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Suzuki Hayabusa, Kawasaki Ninja H2, Aprilia RSV4 RF and Yamaha Vmax

200 hp bikes in a practical test

There is plenty of discussion at regular tables about the sense and nonsense of 200 hp bikes. And that, although only very few were able to enjoy life in luxury for themselves. Let’s pour some fuel on the fire with a practical test.

R.Let’s get the obvious question out of the way right at the beginning: Do you really need 200 HP in a motorcycle? Of course not. Of course, 50 hp is enough to have a lot of fun on two wheels. If you look at it in a purely rational way, you don’t even need 15 hp for the country road speed. Perhaps humanity would be sitting, all following this setting, still in the cave and painted walls. Of course, not everything we do can be explained from a rational point of view – the world would be a sad place. So everyone can decide for themselves whether they need it now.

Suzuki hayabusa, Kawasaki Ninja H2, Aprilia RSV4 RF and Yamaha Vmax

200 hp bikes in a practical test

Yamaha Vmax, Suzuki hayabusa and Kawasaki Ninja H2 always do the same thing, namely power in abundance. Unreasonable, mind-expanding, balance-decimating power. Four times 200 hp, four times a lot more than enough. And how does “a lot more than enough” then feel on the road?

Aprilia RSV4 RF

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The Aprilia RSV4 RF pops like schnapps for breakfast and, properly moved, is similarly compatible with a driver’s license in the medium term.

The currently hottest way to create 200 hp. Everything, but really everything, on the Aprilia RSV4 RF serves a single purpose: to make speed accessible and controllable. This relates to linear longitudinal dynamics, but above all curve dynamics. This striving can be linked to another number: 207. That is the measured, ready-to-drive weight of the RSV4 in kilograms including fuel, which rolls in here as a noble factory with light forged wheels and Ohlins chassis. This makes the Aprilia the flyweight of the group. 207 kilos, that’s a good 30 kilos less than the Kawasaki Ninja H2 and over 100 kilos less than the fat Yamaha Vmax. If a whopping 207 kilos meets a measured 203 hp and a world-class chassis, the result is a mixture that pops like mixing breakfast cereals with mezcal.

In order to squeeze 203 hp from 999 cm³, the Aprilia technicians locked themselves in the dark little room, devoured all the textbooks on mechanical engineering, dug deep, then put their hands on the formerly 184 hp V4, optimizing every little screw. Gave it a compression ratio of what feels like at least 25: 1. This engine just goes like the devil. The 65-degree V4 gets warm from 6000 turns, at 9000 it’s time to hold on, because then it’s lightning-fast and with a hoarse, angry racing sound towards the limiter. And he also yells loudly.

The engine doesn’t want to stop turning

This is certainly not for everyone, but unrepresentative surveys in the editorial team showed that the Aprilia RSV4 RF is currently one of the best-sounding motorcycles. Inevitably, you feel like Sylvain Guintoli on his works RSV. In the lower gears it is a split second until the shift light and a front wheel soaring into the sky demand the next gear, then the great quickshifter helps and the spectacle continues.

In the third and fourth, well beyond the acceptable country road speed, a glance at the tachometer makes it clear: the engine of the Aprilia RSV4 RF doesn’t want to stop turning. At some point it has to be over, one thinks, but the end in the form of the hard-working rev limiter hesitates forever. It feels very spectacular, as if pistons, connecting rods, valves, in short, the entire engine interior, are pumping on this side of a heart attack. It’s probably like that, a racing engine.

Pops like schnapps for breakfast

But it’s not just the explosive propulsion that makes the Aprilia RSV4 RF a gun license. Chassis, brakes and the electronic assistance systems are also world champions. The sniper-like precision with which the RSV4 RF hits the ideal line, its sleepwalking stability, the telepathic feedback – this package made it the winner of the 2015 masterbike. In this field she is a speedboat among super tankers. It is as if nerve endings were growing out of her tight seat cushion, and when sitting on it grew together with the pilot’s spine.

The limit is far, far above, but the brilliant feedback always lets you know what is still possible. Moving the Aprilia RSV4 RF in a species-appropriate manner on public roads is a bit like fishing in a pond with thermonuclear warheads. It pops like schnapps for breakfast and, properly moved, is similarly compatible with a driver’s license in the medium term. But in the right place, at the right time, squeeze the screamers, find the ideal line, dry through the gears – the Aprilia has a direct line to the driver’s reward center, makes you happy in a way that few other motorcycles can do.

Engine concept

As a superbike, the Aprilia RSV4 RF has to adhere to the sporting rules, which allow a maximum displacement of 1000 cc. The Aprilia technicians therefore pulled out all the stops to pump up the formerly nominally 184 hp 65-degree V4 to fully competitive, measured 203 hp. Large airbox, high compression (13.6: 1), ultra-short stroke, astronomical speeds (13,500 / min), variable suction funnels, titanium valves, lightened camshafts, etc. Every screw is leaked here. The RSV4 drive is high-tech and, as is usual in this class, is close to the limit of what is possible. It is a real sports engine, which acts well in the partial load range, but only really blossoms at full throttle. Ultra-direct response, greed for revs, crazy sound – a record breaker on the circuit, a joker on the country road.

Technical specifications

ENGINE

Water-cooled, four-cylinder, four-stroke 65-degree V engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, 4 x Ø 48 mm, regulated catalytic converter , 420 W alternator, 12 V battery / 9 Ah, mechanically operated multi-disc oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 2.625.

Boron x stroke 78.0 x 52.3 mm
Displacement 999 cc
rated capacity 148.0 kW (201 hp) at 13,000 rpm
Max. Torque 115 Nm at 10,500 rpm

LANDING GEAR

Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, hydraulic steering damper, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston Fixed calipers, rear disc brake, Ø 220 mm, two-piston fixed caliper, traction control, ABS.

Cast aluminum wheels 3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 200/55 ZR 17
Tires in the test Pirelli Diablo Supercorsa SP

DIMENSIONS + WEIGHTS

Wheelbase 1435 mm, steering head angle 65.0 degrees, caster 105 mm, spring travel f / h 120/130 mm, seat height 840 mm, weight with a full tank 207 kg, tank capacity / reserve 18.5 / 4.0 liters.

guarantee two years
Service intervals every 10,000 km
Colors Black / silver / red
price including additional costs 21,490 euros

Kawasaki Ninja H2

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Because of 200 hp! The Kawasaki Ninja H2 puts 218 horses to the test. This is the strongest series machine ever measured by MOTORRAD.

And thus to the Kawasaki Ninja H2. Have we already celebrated this bike enough? A huge wave hit them. From the first teaser videos on the net, you could already have guessed that something really crazy was coming here. We could read of insane key data of the compressor drive and of no less insane performance. The H2 is allowed to carry the logo of Kawasaki Heavy Industries, the global heavy industry group behind the comparatively tiny motorcycle division. Homologated with 200 HP, 133 Nm maximum torque, everything is very impressive. Nevertheless, somehow the question always resonated: What is that supposed to mean, technically speaking? Nominally 200 hp, you don’t necessarily need a compressor for that. And surely that little extra torque doesn’t outweigh the considerable extra weight compared to the 1000 vacuum cleaner? And what about the drivability, turbocharged engines have always responded with a delay?

The question of the meaning of a Kawasaki Ninja H2 is superfluous. They do this to show the world that they can. It used to be no different when Kawasaki was building crazy two-stroke rockets like the H1 and H2. Motorcycles that established the legendary reputation of Kawasaki. It’s only logical that you should build a Halo bike, a senseless flagship product with charisma far beyond the two-wheeler sector. Operation succeeded.

The H2 claps 218 horses to the test

Even more than with the Aprilia RSV4 RF, the optics make it clear what is going on here. The modern Kawasaki Ninja H2 could be Darth Vader’s motorcycle, the Grim Reaper or the official vehicle of a Yakuza killer. She is mean and evil and she makes no secret of it. In addition to a solid bank account, H2 pilots should also have a solid personality. In addition to the appearance, this also applies to performance and driving behavior.

Because of 200 hp! The compressor slaps 218 horses on the test bench. Tea Kawasaki Ninja H2 is the most powerful series machine ever measured by MOTORRAD. Well stacked deep, Kawasaki. How does this brute force feel? The often endeavored ride on the cannonball fits the picture quite well. It starts with the sitting position. It feels like a super athlete on steroids, wide and massive, deep handlebars.

Takes care of "WTF"-Moments

Turning the ignition key, the Kawasaki Ninja H2 chirps and beeps like the sci-fi robot that it is. Important things happen in secret. Start up, put in the A, the yakuza ball is ready to be launched. But the really big loader boom from the basement does not take place for the time being. Linear, without any peak, but with a slightly delayed response, the H2 pushes from the very bottom to the top. Only it marks the top of the world at the very top. These are not hot-blooded jockey nags like the Aprilia, these are cold-breaking Godzilla strengths with which the H2 creates that inimitable “just here, now there” effect like no other motorcycle. Fully accelerating an H2 actually shifts perception, especially since the motorcycle has a shorter gear ratio in the lower gears than Aprilia and Hayabusa. The fact that the front wheel ever touches the ground in gears one to three can only be explained by the somewhat front-heavy weight distribution and the tough wheelie control.

But apart from the high-speed oval, this sheer violence is much more difficult to implement in terms of speed and fun than on the Aprilia RSV4 RF. Harsh load change reactions are more of a problem than the slight delay in applying the gas. Hissing smoothly through the curve in the second or third, this requires an extremely sensitive throttle hand; otherwise the Kawasaki Ninja H2 snaps forward and provides “wtf” moments. A bit of a shame, because the fully adjustable Kayaba chassis of the H2 is top notch, speaks wonderfully, offers good feedback. The H2 is in its element on the autobahn and in Friday evening show and shine.

The Kawasaki Ninja H2 is a 25,000 euro motorcycle, and you can tell by its appearance. Amazed faces are always reflected in the spectacular chrome-effect paint: the really clean, filigree tubular space frame in acid green metallic, the single-sided swing arm, the finest components, the saber-toothed tiger parking light – the Über-Ninja dominates the grand entrance. For the big ride, however, the long straight is needed. There, the throttle response is not so important, and here the compressor is allowed to suck the atmosphere empty and, for the purpose of obtaining endorphin, compress it with lots and lots of fuel in the row four and zoom into the horizon.

As if a squirrel flat-share lived in the engine compartment

From 150, the Kawasaki Ninja H2 cancels everything, whether on four or two wheels. In the left lane she tidies up like Godzilla in a small Japanese town. The really remarkable thing about it: the compressor quad doesn’t even bother particularly. On the hardware side, largely identical to the more than 300 hp H2R, you always have the feeling that there are tons of reserves that could be more. Simply turn the boost screw, tinker with the mapping, and then you are sure to have 250 hp? And how wonderfully it chirps away the excess pressure when you take off the accelerator: “Pffff-snirrrrihihihihi-whoooschhhh”, as if a squirrel shared apartment lived in the engine compartment and someone had just told a really good joke. Absolutely unique.

The 200 Bridgestone RS10 on the rear wheel obviously has trouble with the force of the Kawasaki Ninja H2. If you constantly call on the power, you can almost watch the rubber sausages fly away. A replacement is then due after a single-digit number of refueling stops. It is not that these refueling stops are particularly far apart when driving with a performance request, because 17 liters of fuel tank capacity with at times double-digit consumption valuesresult in a very manageable range. Power comes from fuel, which is neither new nor special in the 200 hp club. Tires, fuel, the material in general – with all the fun, performance also takes its toll.

Engine concept

Boost pressure is the magic word here. With it, the Kawasaki Ninja H2 generates power and torque. The compressor is mechanically coupled to the crankshaft and scoops air into the engine at up to 13,000 rpm. More air, more gasoline, more bang. The performance figure of 200 PS is a serious understatement, our test copy pressed 218 PS at a comparatively moderate 11,300 turns and almost 140 Nm at 10,800 rpm. Because the engine is identical to that of the H2R, it probably has enormous reserves that can be released by simply increasing the boost pressure and adjusting the mapping. The disadvantages of the compressor: All supercharged engines respond with a slight delay, including this one. In addition, the entire engine construction is heavier due to the additional components and the more stable design. Nevertheless, it is fascinating.

Technical specifications

ENGINE

Water-cooled four-cylinder four-stroke in-line engine, two balancer shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, compressor, injection, 4 x Ø 50 mm, regulated catalytic converter, alternator 420 W, battery 12 V / 9 Ah, hydraulic Actuated multi-plate oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 2.444.

Boron x stroke 76.0 x 55.0 mm
Displacement 998 cc
rated capacity 147.2 kW (200 hp) at 11,000 rpm
Max. Torque 133 Nm at 10,500 rpm

LANDING GEAR

Steel tubular frame, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, electrohydraulic steering damper, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping , double disc brake at the front, Ø 330 mm, four-piston Fixed calipers, rear disc brake, Ø 250 mm, two-piston fixed caliper, traction control, ABS.

Cast aluminum wheels 3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 200/55 ZR 17
Tires in the test Bridgestone Racing Street RS 10 "J"

DIMENSIONS + WEIGHTS

Wheelbase 1455 mm, steering head angle 65.5 degrees, caster 103 mm, suspension travel f / r 120/135 mm, seat height 810 mm, weight with a full tank 239 kg, tank capacity 17.0 liters.

guarantee two years
Service intervals every 6000 km
Colors Chrome-black
price including additional costs 25,290 euros

Suzuki hayabusa

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With the Suzuki Hayabusa you can be quick, but relaxed, without effort and without much bohei, but at the top you always have this endless reserve.

Does Suzuki’s peregrine falcon have a different character? The whole debate about performance and top speed began with the Hayabusa in 1998. Suzuki was the first manufacturer to officially deny any voluntary self-restraint and let loose a 175 hp, uncastrated speed bike on humanity. A projectile that could break the 300 km / h sound barrier. The 340 on the speedometer were pretty optimistic, but the wind tunnel face was good for real 312 km / h. At the time, RTL put an unsuspecting Toni Mang on it, the helicopter filmed the speed orgy, the scandal was there. Since then, the question of top speed has, thank God, become less explosive, also because the big manufacturers are now dropping it at almost 300. Nowadays the Suzuki Hayabusa can be what it always was – a great GT motorcycle. Since the renovation in 2008, the thirteen-forty has developed 197 hp, but what has remained is the aerodynamically advantageous, but visually somewhat getting used to the casing, which was designed for the US market. With a fighting weight of around 270 kilos, it may be the underdog in this field, but the motor skills of the GSX 1300 R are undeniable.

Sovereignty, your name is Hayabusa. This sovereignty stems primarily from the famous engine characteristics, and the Suzuki goes the classic Japanese way: a sleek four-in-line, nothing extreme, rather conventional. The four-cylinder draws its power from a full 1340 cubic meters. The bottom line is that, when the ingredients are prepared as skilfully as here, a cream engine. Pressure from the lowest speed cell, which becomes more and more upwards. Most of the time you switch when the tachometer needle points to five or six, because that’s enough. You can be quick, easy and relaxed, without effort and without much bohei, but at the top you always have this endless reserve. And you can call it up with no excitement, because the Suzuki Hayabusa has a long wheelbase, smooth throttle response and a lot of traction.

Handling brand domesticated brown bear

That feels unspectacular, because the straight-line stability is excellent up to the highest speed regions, also the wind protection, and the engine is low-vibration and, apart from a nice GSX-R-esque intake blow, acoustically restrained. But, you only have to recharge once in the third and watch the pleasant analog speedometer climbing to experience the power of the four in a row. The punch of the GSX 1300 R is as smooth as it is relentless. Like Margaret Thatcher once, an iron fist in a velvet glove. Even at 5000 rpm there are over 90 hp, at 7000 rpm it delivers 60 hp more than the extreme Aprilia RSV4 RF, and the Kawasaki Ninja H2 only outperforms the peregrine falcon at almost 10,000 revolutions per minute. Madness, this engine!

The handling is branded domesticated brown bear. The Suzuki Hayabusa springs comparatively softly, smoothly ironing away some of the bumps. Thanks to the long wheelbase, it doesn’t roll nimbly, but rather round and quickly finds a clean line. In contrast to the Ninja H2, rushing through long curves is incredibly satisfying on it, precisely because the drive is so creamy on the gas. Everything about her feels like it’s smeared with gun oil. Coupling, shifting, turning in, accelerating out, it just slips.

Unless there are bumps in the game. Then the Suzuki Hayabusa stumbles a little awkwardly and not very elegantly over the steering head. She would be an excellent sports tourer if it weren’t for the strange seating position. Deep in the motorcycle, miserably long, that makes aerodynamic sense, but an imposition for young and old alike. On the Aprilia it at least makes sense to sit so uncomfortably, on the Hayabusa it just feels wrong at speeds below 250 kilometers per hour. But: for a comparatively slim 14,500 euros, thanks to the huge 21-liter tank, it is a great highway bolt for the very fixed weekend trip from Munich to Hamburg. And it proves that 200 hp doesn’t have to come with bumblebees in the butt. Your performance is casual and relaxed.

Engine concept

Suzuki goes the classic Japanese way: in-line four-cylinder, naturally aspirated, modern technology, a full capacity of 1340 cubic centimeters. Titan valves and other refinements work inside, but the extreme design like the Aprilia RSV4 RF is largely dispensed with. In the Suzuki Hayabusa, for example, the elasticity of the drive is impressive. Without a murmur, it rolls through towns in sixth gear and pushes impressively even in the lower half of the engine speed. This is also shown in the performance diagram. Up to around 8000 revs, it always pushes around 20 hp more than the supercharged Kawasaki! There is no substitute for displacement, many will say now – and the Hayabusa underlines this. At the top, the GSX 1300 R continues to go violently, 7.3 seconds for zero to 200 is a real house number. But the real quality of this drive lies in its immense drivability. Good-natured, effortless, robust. well done!

Technical specifications

ENGINE

Water-cooled four-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, 4 x Ø 44 mm, regulated catalytic converter, 425 W alternator, 12 V / 10 Ah battery, hydraulically operated multiple discs – Oil bath clutch, six-speed gearbox, O-ring chain, secondary transmission 2.390.

Boron x stroke 81.0 x 65.0 mm
Displacement 1340 cc
rated capacity 145.0 kW (197 hp) at 9500 rpm
Max. Torque 155 Nm at 7200 rpm

LANDING GEAR

Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, hydraulic steering damper, two-arm swing arm with upper cables made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, Four-piston fixed calipers, rear disc brake, Ø 260 mm, single-piston floating caliper, ABS.

Cast aluminum wheels 3.50 x 17; 6.00 x 17
tires 120/70 ZR 17; 190/50 ZR 17
Tires in the test Bridgestone BT 015 "M"

DIMENSIONS + WEIGHTS

Wheelbase 1485 mm, steering head angle 66.6 degrees, caster 93 mm, spring travel f / r 120/140 mm, seat height 810 mm, weight with a full tank of 268 kg, tank capacity 21.0 liters.

guarantee two years
Service intervals every 12,000 km
Colors Blue, black, white
price including additional costs 14,635 euros

Yamaha Vmax

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The engine of the Yamaha Vmax is a modern drive, but in principle it follows the simple motto: "A lot helps a lot."

The Yamaha Vmax remains. In 2008 it was the first to show the magic number 200 in the bill. Your key data suggests: 1.7 meters wheelbase, 148 millimeters caster, 315 kilos, 1700 cubic V4, 165 Nm maximum torque, over 110 Nm from idle – the Vmax is built for the drag strip. If you have mastered the game with starting speed and clutch perfectly and don’t let the rear tire go up in smoke, it catapults you from standstill to 100 km / h in an unbelievable 2.7 seconds. The acceleration of the Vmax in every gear and at every speed is at least enormous, at most breathtaking.

The mother of all power cruisers

Even if our test copy with measured 184 PS and 155 Nm missed the factory specification a bit: The powerful displacement of the V4 is always present, thanks to it the Yamaha Vmax can do everything. Shift-lazy strolling around, torque surfing, oxyhydrogen acceleration orgies, whatever the pilot wants. But there is one crucial difference to the other cars: the chassis sets the limit on country roads. The lean angle is okay, but it doesn’t like bumps at all, and when accelerating, even on a slight lean angle, the rear grip is quickly used up. No, the Vmax has no traction control. The torque is reduced in the lower gears, but this also means that slip can always be achieved. Anyone who likes to beat the colossus out of the curve must know what he’s getting into.

But you can also take the Yamaha Vmax for what it is: the mother of all power cruisers. Smooth running, smooth throttle response, relaxed seating position and fine V4 bollern – this is a noble cruiser with maximum performance. Vmax, that’s still cult, you love them or you hate them. Most of all, it embodies the “You don’t have to, but it’s nice that you could” idea among the 200 hp bikes.

Engine concept

How was it? There is no substitute for displacement? Yes, with more displacement. This is what Yamaha has always done with the Vmax. The makers of the new edition in 2008 gave a powerful 1679 cm³ on the way. There are also variable intake funnels and, at the time a novelty, ride-by-wire. This made it the first with a nominal 200 hp. The engine of the Yamaha Vmax is also a modern drive, but in principle it follows the simple motto: "A lot helps a lot." Accordingly, the V4 shakes its power out of its sleeve, its torque curve is at the top very early and is above the three other. Because the top speed is also irrelevant, it can be translated briefly. The more violent the acceleration is. But the Yamaha engine can also be a softie. The throttle response is wonderfully smooth, there are almost no load change reactions. It rubs on rear tires effortlessly, but is also good as a cruiser engine.

Technical specifications

ENGINE

Water-cooled, four-cylinder, four-stroke 65-degree V engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, 4 x Ø 48 mm, regulated catalytic converter , 420 W alternator, 12 V battery / 11 Ah, hydraulically operated multi-disc oil bath clutch (anti-hopping), five-speed gearbox, cardan shaft, secondary ratio 3.082.

Boron x stroke 90.0 x 66.0 mm
Displacement 1679 cc
rated capacity 147.2 kW (200 PS) at 9000 rpm
Max. Torque 167 Nm at 6500 rpm

LANDING GEAR

Bridge frame made of cast aluminum, telescopic fork, Ø 52 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, six-piston fixed caliper, disc brake at the rear, Ø 298 mm, single-piston floating caliper, ABS.

Cast aluminum wheels 3.50 x 17; 6.00 x 17
tires 120/70 ZR 18; 200/50 ZR 18
Tires in the test Bridgestone BT 028 "G"

DIMENSIONS + WEIGHTS

Wheelbase 1700 mm, steering head angle 59.0 degrees, caster 148 mm, spring travel f / r 120/110 mm, seat height 780 mm, weight with a full tank 315 kg, tank capacity 15.0 liters.

guarantee two years
Service intervals every 10,000 km
Colors Black / red / silver / green
price including ancillary costs 19,700 euros

Readings

archive

Four different engine concepts, four exemplary performance curves, two surprises.

Four different engine concepts, four exemplary performance curves, two surprises. We already knew that the Kawasaki Ninja H2 is damn good in the feed. With 184 hp, the Yamaha Vmax clearly misses the factory specification, an earlier test copy delivered 192 hp. Was it because of the Akrapovic system or because this model had just run in with 1000 kilometers? Well, even with 184 hp you won’t starve on the mountain.

The real surprise, however, is the Suzuki hayabusa, which is only surpassed by the H2 at almost five-digit speeds. Looks and feels impressive. The 1340 is a real steam boiler, with perfect manners. That makes you calm and fast on the road at the same time. The Aprilia RSV4 only starts where the Vmax is ready. Explosive at the top!

acceleration

archive

This time, MOTORRAD measured the torque from 50 to 100 km / h in the lower gears.

In addition to the usual measured values, this time MOTORRAD measured the torque from 50 to 100 km / h in the lower gears. For this, the Yamaha Vmax needs a sensational 1.2 seconds in first gear. It has tremendous traction and the front wheel stays on the ground. Even the Suzuki Hayabusa tends to wheelie in first gear. In fourth gear, the Kawasaki Ninja H2 is helped by its relatively short gear ratio and the not-too-heavy weight that slows the Vmax there. Thanks to its very low weight, the long, pointed Aprilia RSV4 RF almost stays there.

Gear diagram in 3rd gear

archive

The gait diagram helps to better understand the traction diagram.

The gear diagram helps to better understand the traction diagram below. At first it looks as if the Suzuki Hayabusa has the shortest gear ratio, but it turns higher than the high-displacement Yamaha Vmax, which has to be shifted at almost 170 km / h. The other three cross the 200 mark in the third.

Pulling power in 3rd gear

archive

The diagram shows the drive force provided on the rear wheel.

The diagram shows the drive force provided on the rear wheel. The Yamaha Vmax hovers above everything. Briefly translated and with huge torque from idle, it goes brute force at any speed. Thanks to the not too long gear ratio and a lot of compressor power in the middle, the Kawasaki Ninja H2 holds up against it. Suzuki Hayabusa and especially Aprilia RSV4 RF pull a little less even in the longer third gear due to the long final gear ratios.

Conclusion

41 Pictures

Pictures: Suzuki Hayabusa, Kawasaki Ninja H2, Aprilia RSV4 RF and Yamaha Vmax

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