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Concept comparison 100 hp

100 HP – The whole truth

Early material for endless discussions: 100 hp. Today completely normal ?? but no less exciting, as MOTORRAD experienced with this multi-faceted performance society.

When the mark fell, there was an uproar. 100 hp ?? For a long time one could not have imagined that.

That was against
all reason. 100 hp ?? in chassis,
they wiggled like lamb tails. Back then it was too much, it was dangerous. And so it should be more wise
Don’t be restriction. Before a law threatened with more drastic limits.
That was in 1980. From today’s point of view, this act of hasty obedience on the part of the manufacturer, which at the time caused a sensation as a "voluntary self-restraint ", is no longer comprehensible. 100 and more PS have lost their horror in modern chassis. Are even common knowledge. Germany’s top seller BMW R 1200 GS has almost 100 hp, the popular Kawa-
saki Z 750 even 110, and the small 600-
Four-in-line of the Yamaha FZ6 Fazer was throttled down, from 120 hp in the R6 to 98. Honda’s former flagship model, the VFR, is now almost a medium-
great sports tourer through ?? with 800 cm3 and 109 hp. And Suzuki’s fat naked man, the GSX 1400, can be seen as a wise waiver in the service of a good cause. Your big block trades the highest possible peak power for really fat torque.
The fascination of the 100 brand today lies clearly in the diversity that is represented by this field. Around 100 hp are from 600 to 1400 cm3 ?? and thus in the most varied of forms.
If you search, you can find your 100 hp between 5500 / min (Suzuki) or 12000 / min (Yamaha). As with the Suzuki, it can ride over 2500 revolutions on a broad wave of 100. Or, as on the Yamaha with a measured 99 hp peak power, just touch this limit. And there is something else that works without any problems: Curving through the landscape for hours without even experiencing the 100 hp. And without missing anything.
The truth is, despite the performance craze and displacement hype: Apart from the autobahn, life takes place in other regions. Between 40 and 80 hp. Or, expressed in terms of speed, between 2500 and 4500 rpm. At least with the 1400 Suzuki. With the 600 Yamaha have to be between 6000 and 9500 rpm? which describes the different characters very clearly. The rest cavort in between. The two-cylinder BMW with a tendency towards Suzuki, the four-cylinder from Honda and Kawasaki more with a Yamaha orientation.
Although it is somewhat surprising that the simple in-line quad of the Z 750 can keep up with the Honda’s high-tech V4 so easily. After all, it not only has around 50 cm3 more displacement, but also drives a variable valve control called V-TEC, the two
which only switches on four valves per cylinder beyond 7000 rpm. The two-valve-
drive should make the torque curve fuller in the lower speed range.
A project that may be questioned in view of the no less homogeneous performance of the Kawa four-valve engine. Even so, the V4 is a
fascinating drive. Simply because its technical independence manifests itself in driving operation with practically every revolution of the crankshaft. It roars throatily from the airbox with every throttle, the 800er cheers confidently and determinedly through the speed ladder. There is nothing of the ty-
pischen row four-sound carpet, meanwhile a lot of memories of the happy RC-30-times ?? and the fact that the arrangement of the cylinders in line is not the only possible one. And not always the most exciting.
Two times two, one after the other-
at the ?? At the VFR this means a very special charisma and forms the basis for all-round carefree-
Package that was unbeatable in the MOTORRAD ranking for a long time. From-
Well-balanced weight distribution, firm and yet comfortable spring elements, an assembled, yet comfortable seat-
position as well as the cocktail of well-functioning brakes, perfectly working ABS and successful brake strength distribution of the composite braking system CBS can convince even with a harder pace.
Equipped in this way, the VFR is always ready to embody the sporting challenge in this field. Not only in terms of ergonomics and chassis talents, but thanks to the complete cladding also in terms of top speed and mileage. The VFR goes 244 km / h. This makes it suitable for high freeways-
To have travel cuts at any time. In contrast to the Kawasaki, which can also shine with very good driving performance, but is also completely dedicated to purism.
Regardless of whether it is wind protection, equipment, seating comfort for the front passenger or chassis-
tuning, ABS or composite brake:
Nowhere can the Z 750 compete. And it’s still a lot of fun. Precisely because you benefit from this asceticism. Small, petite, puristic, the term "heavy machine" was rarely used
less than the Z 750 ?? although the engine certainly provides power in earlier big bike dimensions. Measured 107 PS on the clutch, smooth throttle response, low consumption, rich sound ?? at most the somewhat rough running can be accused of the 750 engine. But even that harmonizes perfectly with the rough charm.
And with the qualities in the country-
straßen-Winkelwerk even more. No one can drive such tight lines as with the Z 750. Braking, flipping? and through. Of course, you would want the comfortably designed fork to have more reserves. The fact that it plunges deep when anchored and the front section sags, however, supports the excellent handling as well as the agile seating position. From the apex of the curve the stun beats-
of the four-cylinder. Lively, the 750 accelerates and pushes the Z ?? also because of the successful translation-
ratios, see boxes on page 26/27 ?? emphatically from the corner. Even in sixth and last gear.
In this comparison, only two candidates can do better. Tea displacement
huge BMW R 1200 GS and Suzuki
GSX 1400. The way, of course, with which both the company deliver 100 hp-
go is even though they are on high rotation-
do without numbers, completely different. The lack of running culture, namely, that you get to the boxer due to the known vibration behavior when switching directly from the GSX 1400 subordinated,
is to be sought not so much in its particular weakness, but in the explicit strength of the Suzuki four-wheeler. So soft and supple, so cultivated and nonchalant, no other engine delivers so much power to the rear wheel.
It is always something new-
great pleasure to put on the gas with the GSX. Pure abundance, with a hint of decadence. Because with this unit, every small and some mid-range cars would be lavishly motorized. A power plant in which the combustion processes are more likely to be sensed than perceived and which apparently pushes on equally emphatically from any speed, automatically arouses automotive associations. And those from the luxury segment. Anyone who has ever had the pleasure of riding in a large and expensive limousine knows this feeling of full displacement in combination with a sophisticated automatic converter.
The fact that such feelings arise despite the miserably long secondary gear ratio of the GSX only underlines the qualities of the engine. The 300 km / h limit would easily handle the Suzuki ?? if she had 300 hp and
the driver’s upper arms in Schwarzenegger format. Because of the immense air resistance, the naked bike has to be modest with 225 km / h. A speed that the GSX reaches in fifth and penultimate gear.
With the R 1200 GS, BMW of all places shows how it can be done better. Ironically, because the Munich-based company equipped the predecessor of the current GS with a long overdrive, which is now a short one
and had to give way to a crisp sixth gear. The Bavarian runs almost into the limiter at full throttle and 208 km / h, but delivers better torque than the Suzuki, especially in the medium speed range of 100 to 140 km / h. Of course, the GS engine also delivers what generations of boxers have delivered before it: lots of vibrations, distributed over the entire speed range. Always so that you can feel them, rarely in such a way that they really disturb. One gladly accepts that, especially since the boxer has clearly won in other areas. Especially at the top, the 1200 turns much more freely and willingly, while the traditional strength, the brilliant acceleration from the lower speed range, is still there.
This as well as the quality of the GS chassis make the Munich-based woman the ideal partner for a brisk and relaxed country road tour. Stable, neutral, handy and, thanks to ABS, also safe, the GS is equipped for all cases and rider types.
This also applies to the chassis and the seating position for Yamaha’s FZ6. Relaxed and easy, almost endu-
The Fazer is approaching resk. And Ver-
Arousing trust, because their well-damped and finely appealing spring elements offer just as large reserves as the cast aluminum bridge frame. However, the similarities stop with the engine. With the BMW ?? and all the others named here, because the only ones
In this quintet, the Yamaha definitely needs speed to really push forward. In negative terms. In other words: The Fazer is always upshifted far too early. Anyone who selects the next gear at 6000 rpm gives away at least 5000 rpm of usable speed range. And why? Only because the human ear seems out of place with five-digit four-cylinder screams away from the closed slopes. And because at
normal highway speed, speeds on this side of 10000 / min are easily enough to stick to the other four.
With which of all things the displacement Benjamin FZ6 Fazer the thing with the
100 HP finally and comprehensively
gets to the point: They are always enough. And today it’s more fun than fear. No matter in which form. That’s the whole truth.

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Concept comparison 100 hp
100 HP – The whole truth

PS on the rear wheel

And a few more curves. In contrast to the usual Dar-
position, which visualizes the performance on the clutch as a function of the speed, the curves opposite show the performance on the rear wheel
in last gear over speed.
The difference is striking. While both the power and the
If the torque curves drift far apart, they suddenly come closer together depending on the speed. For the track-
In addition to the engine power, the
Total gear ratio and weight one
decisive role. Depending on whether a
Motorcycle to the best possible torque, the highest possible top speed
or designed for low consumption
very different curves can result. Usually the manufacturers try to find the best compromise.
Example BMW: The speed at which the maximum rear wheel power is available,
is almost identical to the top speed. Such a translation ensures
also for correspondingly good pulling power. The downside, however, is a very high speed level, which naturally has a negative effect on fuel consumption. In addition, the R 1200 GS turns downhill or with a tailwind in the rev limiter.
The Suzuki GSX 1400 cannot do that
happen. Theoretically it only runs into the limiter at 307 km / h. And even from the maximum rear wheel power, which is available on the test bench at 237 km / h, it remains significantly removed in reality under the influence of the actual driving resistance. One like that
The selected gear ratio lowers the speed and fuel consumption, but reduces the fundamental superiority promised by the displacement advantage of the GSX-1400 drive.
This is particularly evident from the fact that, adjusted for the translation, the rear wheel performance of the BMW is between a good 90 and
160 km / h is even above the Suzuki curve, while in the conventional performance diagram the Suzuki ranks well ahead of the BMW. That beats
reflected in the draft measurement.
Because there takes the shorter translated and
in addition, the lighter R 1200 GS of the same length
translated and heavier GSX 1400
between 100 and 140 km / h two tenths
Seconds off. And even the Kawasaki Z 750 with a smaller displacement, but also less weight and a successful translation, it does well in pulling.

traction

Performance curves are something nice.
Torque curves too. The best
about it: you put the vehicle on the test bench, buckle it up, accelerate? and done
is the measurement. Ideally. Then it comes out exactly what the engine is capable of-
state is. And how it develops its performance.
About what performance that
Overall package engine / vehicle, this measurement provides information, but not yet an end-
valid information. Because it’s not important
only what is connected to the coupling, but
especially what force in the tire contact-
surface pushes the motorcycle. The so-called pulling force on the rear wheel results from the torque on the crankshaft multiplied by all the ratios of the power transmission in the individual gears and the radius of the rear drawn.
The adjacent tensile force diagrams give an example of the tensile force in the first
and again in the last corridor. And show some abnormalities. While at
the conventional power and twist-
moment measurement (see diagram on page 30) of the Honda V4 and the Kawasaki in-line four largely deliver a head-to-head race, things look very different on the rear wheel
out. The significantly shorter first gear of the Honda gives you here in some cases over 500 Newtons ahead of the Kawasaki, theirs
first gear does not end at a good 90 km / h, but only well beyond 100 km / h.
In the last corridor the picture is then reversed. It’s the Honda because of them
good aerodynamics and the associated possible higher top speed must be translated longer. With the result that the tensile force is almost always well below that of the
Kawasaki lies. Why, however, the secondary ratio of the Suzuki GSX 1400 to over
300 km / h is not easy to explain conceptually. One thing is certain: This speed-reducing measure is the
Tractive force lower than the performance curve suggests. But as it is, the BMW, which is briefly translated, draws level in other areas at least in sixth gear, and so does the exorbitant one
The advantage that the Suzuki torque curve has over the others on the clutch
has, shrinks to a significantly lower level on the rear wheel.
There remains the Yamaha, whose power and torque curve on the clutch is always well below the others. It looks different with the pulling force. The Fazer is connected to the Z 750 in first gear,
in the sixth at least partially to the VFR.

Technical data: BMW R 1200 GS

engine
Air / oil-cooled two-cylinder four-stroke boxer engine, one high, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm, regulated catalytic converter, 600 W alternator, 12 V / 14 Ah battery, hydraulically operated single-disc dry clutch, six-speed gearbox, cardan.
Bore x stroke 101 x 73 mm
Cubic capacity 1170 cm3
Compression ratio 11.0: 1

Nominal output 72 kW (98 PS) at 7000 rpm

Max. Torque 115 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.089 / HC 0.075 / NOx 0.039

landing gear
Load-bearing motor-gear unit, screwed subframe, telescopic fork, Ø 41 mm, adjustable spring base, two-joint single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 305 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 mm, double-piston floating caliper.
Cast aluminum wheels 2.50 x 19; 4.00 x 17
Tires 110/80 H 19 TL; 150/70 H 17 tsp
Tires in the Michelin Anakee test
mass and weight
Wheelbase 1519 mm, steering head angle 62.9 degrees, caster 110 mm, spring travel f / h 190 /
200 mm, seat height * 845 – 865 mm, weight with a full tank * 242 kg, payload * 183 kg, tank-
content 20 liters.

Two year guarantee
Service intervals every 10000 km
Colors yellow, red, blue
Price 11,500 euros
Price test motorcycle ** 13,422 euros
Additional costs 262 euros

Technical data: Honda VFR-ABS

engine
Water-cooled four-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts each, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter with secondary air system, alternator 470 W, battery 12 V / 10 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 72 x 48 mm
Cubic capacity 782 cm3
Compression ratio 11.6: 1

Rated output 80 kW (109 PS) at 10500 rpm

Max. Torque 80 Nm at 8800 rpm
Pollutant values ​​(homologation) in g / km
CO 0.589 / HC 0.206 / NOx 0.037

landing gear
Bridge frame made of aluminum, screwed rear frame, telescopic fork, Ø 43 mm, adjustable spring base, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 296 mm, three-piston floating calipers, disc brake at the rear, Ø 256 mm, three-piston floating caliper, Integral brake.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Metzeler ME Z4 »A«
mass and weight
Wheelbase 1460 mm, steering head angle 64.7 degrees, caster 95 mm, spring travel f / r 109 /
120 mm, seat height * 800 mm, full weight-
fueled * 249 kg, payload * 195 kg, tank-
content 22 liters.

Two year guarantee
Service intervals every 6000 km
Colors red, silver, blue
Price *** 12,640 euros
Additional costs 180 euros

Technical data: Kawasaki Z 750

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 34 mm, uncontrolled catalytic converter with secondary air system, 336 W alternator, 12 V / 8 Ah battery, mechanically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain.
Bore x stroke 68.4 x 50.9 mm
Displacement 748 cm3
Compression ratio 11.3: 1

Rated output 81 kW (110 PS) at 11,000 rpm

Max. Torque 75 Nm at 8200 rpm
Pollutant values ​​(homologation) in g / km
CO 3.769 / HC 0.616 / NOx 0.096

landing gear
Backbone frame made of steel, load-bearing motor, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Dunlop D 220 ST tires tested
mass and weight
Wheelbase 1425 mm, steering head angle 65.5 degrees, caster 104 mm, spring travel f / h 120 /
126 mm, seat height * 810 mm, full weight-
fueled * 219 kg, payload * 179 kg, tank-
content 18 liters.

Two year guarantee
Service intervals every 6000 km
Colors black, blue, red
Power variant 72 kW (98 PS)
Price including utilities 7.195 euros

Technical data: Suzuki GSX 1400

engine
Air / oil-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, Ø 34 mm, uncontrolled catalytic converter with secondary air system, 300 W alternator, 12 V / 12 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 81 x 68 mm
Cubic capacity 1402 cm3
Compression ratio 9.5: 1

Rated output 78 kW (106 hp) at 6800 rpm

Max. Torque 126 Nm at 5000 rpm
Pollutant values ​​(homologation) in g / km
CO 1.040 / HC 0.620 / NOx 0.160

landing gear
Double loop frame made of steel, telescopic fork, Ø 46 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, two spring struts, adjustable
Spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, six-piston fixed calipers, disc brake at the rear, Ø 220 mm, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 6.00 x 17

Tires 120/70 ZR 17; 190/50 ZR 17

Bridgestone BT 020 tires tested
mass and weight
Wheelbase 1520 mm, steering head angle 64 degrees, caster 105 mm, spring travel f / h 120/130 mm, seat height * 800 mm, weight with a full tank * 260 kg, load * 200 kg, tank capacity 22 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue / white, black, black / red
Price 9530 euros
Additional costs 140 euros

Technical data: Yamaha FZ6 Fazer

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 38 mm, engine management, uncontrolled catalytic converter with secondary air system, 290 W alternator, 12 V / 10 Ah battery, mechanically operated Multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 65.5 x 44.5 mm

Cubic capacity 600 cm3

Compression ratio 12.2: 1

Nominal output 72 kW (98 PS) at 12,000 rpm
Max. Torque 63 Nm at 10000 rpm
Pollutant values ​​(homologation) in g / km
CO 1.300 / HC 0.650 / NOx 0.110

landing gear
Bridge frame made of aluminum, telescopic fork,
Ø 43 mm, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable-
bare spring base, double disc brake at the forehead, Ø 298 mm, double-piston floating calipers, disc brake at the rear, Ø 245 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Tires in the test Dunlop D 252 Sportmax »B«
mass and weight
Wheelbase 1440 mm, steering head angle 65 degrees, caster 98 mm, spring travel f / h 130/130 mm, seat height * 810 mm, weight with a full tank * 209 kg, payload * 188 kg, tank capacity / reserve 19.4 / 3.4 liters.

Two year guarantee
Service intervals every 10000 km
Colors red, black, silver
Price including additional costs 7,305 euros

1st place – Honda VFR-ABS

Honda VFR-ABS It is no longer the eternal
Best in points in the MOTORRAD ranking, but still a very good one
good motorcycle. With a V4 that continues to fascinate.

2nd place – BMW R 1200 GS

BMW R 1200 GS The GS is also busy collecting points
in all areas. And your boxer can score in property
fully convince, it only lacks the performance.

3rd place – Yamaha FZ6 Fazer

Yamaha FZ6 Fazer The Fazer takes a respectable third place over everything. And convinced them in the engine rating,
love the speeds. But not everyone likes them on the country road.

4th place – Suzuki GSX 1400

Suzuki GSX 1400 Your engine is a force. Pure feeling-
moderate. An absolute event, behind which the qualities of the chassis take a back seat. Still: 100 hp can be so beautiful.

5th place – Kawasaki Z 750

Kawasaki Z 750 And another great engine, plus a lively chassis. The Kawa is only last because it is in safety, equipment-
There is a lack of energy and comfort. On the other hand, she’s really big at making fun.

Scoring: drive

Almost a stalemate between Honda, Kawasaki and Suzuki in terms of drive quality, with the VFR and Z 750 mainly benefiting from their performance, while the GSX 1400
in addition to good torque values, it shines with its fine response behavior. However, the draft could still do a lot
would be better if the secondary gear ratio of the Suzuki were shorter. When it comes to gears, the Honda is clearly ahead, the BMW together with the Yamaha at the bottom. The Fazer can
nor excel in terms of power delivery or pulling power, while top speed and acceleration ??
at least in comparison to the BMW? go perfectly fine.

Scoring: chassis

This is where the VFR comes in.
Because it can do everything at a very high level. Regardless of whether it’s handiness, stability or chassis set-up: the VFR is always good
with it. Just like the BMW, which can also convince with a pillion passenger,
without weakening otherwise. The thick GSX, however, plague
weaknesses in this chapter. The stability in curves in particular leaves a lot to be desired, as the fat 190 always induces unrest.

Scoring: Security

Above all, the braking systems decide this chapter. The double piston systems of the Z 750 and the Fazer are only mediocre in terms of metering and effectiveness, the more complex stoppers of the more expensive competitors can do better. However, the braking force-assisted BMW system is still difficult to dose. GS and VFR secure themselves with their ABS / composite brakes-
systems an almost unassailable lead, whereby the VFR-ABS regulates more finely and unchanged the state of affairs
in the motorcycle sector. The Honda cuts just as well
when it comes to light output, while the thick
Suzuki brings up the rear in this regard.

Scoring: everyday life

The Spartan Z 750 practically loses
in all points except handling, while at the top it is tight. The low-maintenance cardan brings the BMW forward, the high payload the Suzuki. The Honda does what it always does: is nowhere top, but always at the front.

Scoring: costs / environment

When it comes to price and performance, the Yamaha is ahead. And decide this
Chapter thus the bottom line for itself, especially since it can come up with low inspection costs. Just like the BMW, whose Achilles heel is the high price. This also applies to the Honda, while the Z 750 also offers a good price-performance ratio. In return, Honda and BMW come up trumps with the best exhaust emissions, while Kawasaki, Suzuki and Yamaha still have room for improvement.

Scoring: comfort

The well-balanced BMW and Honda are also the front runners here. The Kawa, on the other hand, also offers the driver good seating comfort, but doesn’t care about wind protection as well as seating comfort for the pillion passenger. The footrests are way too high for that. And the engine runs very rough.

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