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Retro bikes compared

BMW R nineT, Honda CB 1100 EX, Triumph Thruxton and Yamaha XJR 1300 Racer – Comparison test of retro bikes

Written by Peter Mayer , Date 1:49 PM

Decades ago, Italy’s fastest climbers searched for the ideal lines here. Today the former mountain race tracks offer pure driving pleasure. The four retro bikes, the BMW R nineT, Honda CB 1100 EX, Triumph Thruxton and Yamaha XJR 1300, bridge the temporal gap. The retro bike comparison test.

Sergio Lorenzini gestures with the flat of his hand in the direction of the next right turn and stamps his foot on the crumbling asphalt. "If you had caught this pothole while braking, then you could only have dreamed of hitting the ideal line up ahead there." His hand relaxes, waving dismissively. Sergio ought to know. For 21 years the 58-year-old has organised the mountain race from his home town of Levico Terme up to Vetriolo, and often lined up at the starting line himself.
Mountain racing. From the fifties into the seventies, for many motorsports fans this was the Grand Prix right outside their door. Throughout all of Europe, and especially here at the foot of the Italian Alps. However, because straw bales just cannot replace gravel beds, little remains of the mountain sprints. The majority remain only in memory, while a few remain in the form of classic events. However, the routes still exist, mainly in the form of forgotten country roads that wind their way up the mountain.

A journey into the past

Sergio knows them all, these former race tracks around Lake Garda. He guides us to the five most popular. A journey into the past. In keeping with these machines, these retro bikes. With a design language, that nervously changing design trends seem to slip into. Technology that turns its back on the faster, higher, further ethos. Ultimately concepts that rest within themselves.
So what does calm mean here? Peter lets the BMW R nineT build up some speed. The dreamy picnic spot, previously the starting point for the mountain sprint between Levico Terme and the Vetriolo Terme 1,000 metres further up, merely flashes past in the corner of your eye. Even on the aforementioned asphalt patches before the right turn, Peter flies past with intent, cornering ambitiously a few metres later. The R nineT doesn’t seem to convey contemplative retrospection to its driver.

The BMW R nineT positions its rider further back

Form follows Function – many retro machines fitted with subtle engines and rudimentary chassis’ do not adhere to this principle. This is not the case with the BMW, although the first impression is deceiving. For the BMW R nineT positions its drivers further back as in days gone by, stretching out its double-butted handlebars amicably. Nevertheless, its not particularly comfortable. The relatively acute knee angle and the narrow, firmly padded seat cushions nip any feelings of nostalgia in the bud.
Even in the corners the BMW R nineT is anything but tranquil. In spite of the set back driving position, the driver puts sufficient pressure on the front wheel in the corners, sticks cleanly to his line, brakes before the next bend with the snappy dual-disc braking system as if setting down anchor – so as to be caught up in the past at the apex of the corner. However, in a positive sense.

The boxer originates from the R 1200 R

For the air-cooled boxer,which until 2014 was still performing its duties in the R 1200 R, gets to work softly. However – and also on account of the short overall ratio – it steps up so powerfully, as if it wants to redeem itself in the eyes of its more lively, but more agitated successor. The 109 HP flat twin pushes the vehicle, which weighs 222 kilos when fully fuelled, powerfully over the mountain ridges. Nine serpentine roads wind their way over a distance of 13 kilometres to the target location, which lies 1,500 metres up. The fact that the remaining trio consisting of the Honda CB 1100 EX, Triumph Thruxton and Yamaha XJR 1300 Racer have long since lost touch is first of all no great surprise, and second of all allows time to complete the picture of the BMW R nineT.
For many roadsters can briskly carve out corners, but not many can provide what we call the Schorsch Meier feeling. Essentially, the all-black aluminium tank with its brushed sides and the hump seat (395 Euros extra) are responsible for the classic look and feel. The BMW R nineT generates the remainder of it fascination in the fine details. From the brushed intake snorkel and Akrapovic dual muffler, subject to additional charge, to the steel type plate welded onto the steering head, a stylistic harmony runs through the entire motorbike. Not one element seems cluttered, and every part has its function. A design without a direct link to historical idols, and which can therefore get away with the strikingly massive upside-down fork, the central suspension strut or the powerful, radially mounted dual disc brakes, without seeming fragmented in style. This probably allows it to get away with the stiff price of more than 15,000 Euros as well.

The Honda CB 1100 EX is based on the legendary CB 750 Four

The rest of the group have now rolled in, in dribs and drabs. We roll discreetly into the valley, turning onto the motorway towards Trento. "You meet the nicest people on a Honda." The popular advertising slogan of the world’s largest motorcycle manufacturer dating back to the 1960s just won’t leave your author’s head. As a matter of fact, you feel both relaxed and exhilarated on the Honda CB 1100 EX. Pronounced, high handlebars, comfortable suspension, a purring four-cylinder. What a difference from the BMW R nineT. In contrast to the BMW, the Honda is based on a specific model: the legendary 1969 CB 750 Four.
The Honda CB 1100 EX has certainly recreated the aura of the oldest Japanese series-produced four-cylinder bikes, especially in the case of the EX-Version issued last year (11,990 Euros). For since then, authentically styled, spoked rather than cast wheels have turned between the standpipes of the graceful telescopic fork and theswinging arm pillar, and a second noise damper ensures visual symmetry – just like the four-in-fours system in the CB 750 back in the day. For those who are interested: a sixth gear, with ratios that give it an overdrive function, reduces the rev count on the track, while the fuel capacity, which has been increased by just under two litres to 17.5 litres, guarantees a longer range. Which is of less concern to us here.

CB 1100 EX weighing 262 kilograms

Shortly after the last houses on the way out of Trento we take a sharp left towards Monte Bondone. Suddenly the heavy traffic of the provincial capital disappears. The always-on-the-go Sergio also knows every metre of Trentino’s local mountain. Ultimately it was he who in the year 2000 awakened the legendary mountain race from its 18-year slumber. However, the fun begins long before the former starting point in Candriai. Lined with forests and generally with good surface conditions, the road winds its way up, offering the emotional highlight in just the first third, shortly before Sardagna. Almost circular, the strip of asphalt wraps itself around a plateau. Luckily the soft springs of the stereo suspension struts on the Honda CB 1100 EX are already pre-tensioned as much as possible. It doesn’t detract from the comfort in any way, but this way the foot rests, which touch the ground earlier in the standard setting, now allow the bike to tilt a few degrees more before touching the asphalt. On its narrow 18-inch tyres the Honda spirals its way quickly upwards, throwing itself with an astonishing lightness from one banking position to the next. No-one would suspect that the piece of craftsmanship weighing 262 kilograms is a proud 80 pounds heavier than the BMW R nineT.
Perhaps also on account of the fact that the Honda CB 1100 EX with its thin, chromium-plated handlebars, authentically styled controls and pristine white tank exudes a special delicateness. Even the engine block based on the water-cooled CB 1300 big bike, which widens in the crankshaft area, appears to be pulling in its stomach beneath the cylinder bank with its fine cooling fins. At least the fact that its potential engine speed of 8,000 rpm is cut unnecessarily short in fourth gear (rev limit of 6,700 rpm), in fifth gear (maximum of 5,800 rpm) and in sixth gear (maximum of 5,200 rpm) barely plays any role on the narrow streets of Trentino. When it comes to the mod of the Honda rider anyway. On reaching his destination he doesn’t waste any time thinking about Sergio’s mountain sprint back in the good old days in Vaneze, nor about best times, but rather focuses on getting the engine revving at the top of the pass and relaxing to enjoy the sights of the 19 overpowering kilometres once again on the descent. But they were right all those years ago. You meet the nicest people on a Honda.

The classic bikes do not require the appeal of pushing it to the limit

We leave this imposing climb behind us, and first bore ourselves on the Autostrada heading south. It’s a good 80 kilometres to Caprino Veronese. The route over the Monte Baldo would certainly be more entertaining, but the very busy Sergio insists. Dolce far niente, the sweet act of doing nothing – for Sergio just a legend from bygone eras.
Such as the days of the former mountain race from Caprino Veronese to Spiazzi. Over a distance of 9.5 kilometres, the daring HP knights thunder up the mountain. "An average of 160 km/h, much too fast," dismisses Alberto Gambini. The 75-year-old, who lives opposite the former finishing line at the entrance to the town, was involved in the races as a track marshall. For the last time in 2011. Following the death of one rider in a fatal accident, the event was no longer permitted.
In any case we are only interested in the last six kilometres of the course. The cracked asphalt, which is typical in Italy, sweeps in wide curves up the comparatively gentle hill. We hold back, in spite of the doubled up crash barriers. The classic bikes don’t really need the thrill of pushing it to the limit to get their spirit across. For after the sporty BMW R nineT and the lively Honda CB 1100, the Triumph Thruxton opens up a whole new world of feeling.

The Triumph Thruxton skilfully conceals its 231 kilograms

The Triumph Thruxton receives its driver with a waistline as slim as that of a prima ballerina at the Scala. Barely believable that the drive system with the lowest capacity of the quartet resides in such a delicate figure, and yet with a combustion chamber capacity of 865 cm³ it’s still an impressively dimensioned two-cylinder. Neither its sound nor its manner are indicative of ironware from the island. It bubbles subtly from the exhaust, with the parallel twin engine purring its way up the rev ladder like an electric engine. British quirkiness? None. And why should there be? In spite of its pride in the Union Jack parading on its side panel, the Thruxton is – mum’s the word – produced in Thailand. But let’s not dwell on that. For most importantly, in spite of its low and narrow tube handlebars, the rider sits unexpectedly upright and comfortably on the Café Racer, while the moped-like handling also appeals.
The Brit falls into the corners on its narrow 130 tyres, as if acting of its own accord, skilfully concealing its 231 kilograms. Except when braking. In order to activate the single disc to the front, you need a courageous grip. And a well-dosed grip. For ABS used to be non-existent – and it still not used in the Triumph Thruxton today. The 9,840-Euro Brit is consistent. Including visually. Whether the engine housing, with its pre-unit appearance, the polished cooling fin wings, the ignition switch mounted laterally on the headlights, the chromium-plated silencer, the hump positioned above the pillion seat, yes even the carburator-style injector – with all these details, and of course the Brooklands Green colour as well, the Thruxton creates a direct link to traditional British motorcycle construction. Sergio presses on. It’s 90 kilometres to Brescia.

Racing fever on the Yamaha XJR 1300 Racer?

We don’t need to search for the route to the Colle della Maddalena. All you have to do is follow the hoards of vibrantly dressed cyclists. The ten-kilometre long road climbs up from the city. The start in the city alone gives this Cronoscalata, as the Italians call mountain racing, enormous popularity. Meanwhile Stefan has pushed his way to the front on the Yamaha. Racing fever on the Yamaha XJR 1300 Racer? Perhaps. For with a lamp mask, seat cover, a short front mudguard – all made from carbon – a laterally mounted aluminium identification number plate and handlebar stumps mounted beneath the fork bridge, the Yamaha designers have transformed the XJR into a Café Racer. XJR fans recognise the borrowings from Project X, presented in 2013 by tuning company Deus Ex Machina. In place of the 9,000-Euro kit from the Australians, with a surcharge of 1,200 Euros, the Racer settles for the 10,295-Euro basic version. And to whom does the racer look for inspiration? Firstly to itself. The Big Bike has now been comping off the production line since 1995, without interruption, and has long been considered a classic, cult bike within the scene.
Stefan is now stretched over the fuel tank of the Yamaha XJR 1300 Racer. What a difference from the pleasant ergonomics of the Standard-XJR. Even in comparison to the slightly crouching position on the Triumph Thruxton the Racer bends its driver forwards in a much more discourteous manner. And even if there is something of a racing feeling on the intermediate straights, when sitting behind the spherical light screen, the passive seating position paralyses the rider in every corner. Nevertheless there are 13 of them, which lead up to the Monte Maddalena at a height of 874 metres, neatly numbered as on the Alpine passes. And in each such corner Stefan longs for the conventional tube handlebar of the Standard-XJR. For inspite of the nine kilograms that the Racer has trimmed of compared to last years basic model (five of which are due tothe fuel tank have been reduced in capacity from 21 to 14.5 litres), the current Café speedster feels portly. It is actually a shame, as the XJR hasn’t forfeited any of its qualities, even in the Racer trim.

The braking system of the XJR 1300 features sensitive dosing

The Öhlins suspension struts, of which the compression and rebound can be adjusted, cope acceptably with the rather dilapidated sections of road that crop up now and then. The air-cooled four-cylinder with its enlarged capacity presses casually from the lower rev range. And the braking system can be delicately dosed. It remains a question of taste whether a retro racer such as this run better on cast wheels or spoked wheels. It’s astonishing that even the Yamaha XJR 1300 Racer rejects ABS. This and a successful anniversary paint job would have probably suited the worthy XJR better on its 20th birthday than a revolutionary outfit.
Still, the impressive view over Brescia from the"Le Cavrelle" mountain restaurant puts Stefan in a good mood again. So too does the view of the next climb, ten kilometres to the north-east of Brescia. However, the rather flat slip road from Nave to the Colle Sant’Eusebio (last mountain race in 1969) impresses more as it continues on towards Lake Idro. On the way north we sway casually from corner to corner, not wasting a second playing around with buttons and overloaded displays. Somehow this day seems to have changed us. Was it the routes, the famous ascents to Vetriolo or to the Monte Bondone? First and foremost it must also have been the BMW R nineT, Honda CB 1100 EX, Triumph Thruxton and Yamaha XJR 1300 Racer.

The Italian mountains are calling

The mountain races provided many motorcycling enthusiasts from the sixties and seventies with an uncomplicated introduction to motorsports. The tracks were generally right at their door, and second-class equipment was generally sufficient for a good result – provided there was an appropriate level of courage. For there are now gravel beds and run-off areas on country roads. Crashes often had fatal consequences. For this very reason it has a very special appeal, to breathe in the spirit of past racing eras on these roads.
Nonetheless: without sporting ambitions, the focus shifts. Of the five tracks covered on the retro bikes, the ascents to Vetriolo Terme (1) and the Monte Bondone (2) offer by far the greatest potential for enjoyment. In addition to this, the environment of the two most northern mountain race tracks offers a host of opportunities for further engine-powered climbing trips. Top tip: the Kaiserjäger climb, beginning at the Museo della Moto in Lochere (see below).

Retro Bikes – Facts & Figures

You have to be careful when proclaiming trends. After all: only the BMW R nineT and the Ducati Scrambler are giving the classic segment its current momentum.
The stands of accessories manufacturers and tuners at the motorcycle trade fairs are a revealing showcase of the current trends within the scene. Following on from superbikes and supermotos (the nineties) and naked bikes (from the turn of the century) for some time now retro bikes have been catching our attention. But is there really a rise in the popularity of models with classic looks?
In recent years at least, a glance at the registration statistics has been a sobering experience. Away from the classic cruisers, Triumph in particular satisfies the longing for old-school bikes. The best-selling model: the Triumph Bonneville. However even this classic has been bobbing up and down the hitlist over the last three years, between 58th place and its current position (as of June 2015) in 44th place.
The classic among classics, the Kawasaki W 800, which has been available since 1999 (at the time with a 650 cm³ engine capacity), sells similarly. The upright shaft twin currently sits in 78th place. Even the revival of the legendary Yamaha SR 500 in the form of the SR 400 turned out to be a flop last year. The 5,800 Euro Single sold in limited quantities and to date lies outside the top 150. The breakthrough – if we can call it that – of the retro wave only took place in the recent past.
This season the BMW R nineT and the Ducati Scrambler officially took the charts by storm. With 1,900 machines sold, the Bavarian sensationally sits in third place, with the Italian in tenth place with a respectable 1,000 units sold. Moth manufacturers owe this success to the same concept. Rather than copying previous models, current technology is packed into carefully selected, classic forms. Incidentally: automotive manufacturers have long followed this recipe to great success – BMW with the Mini, VW with the Beetle.

Conclusion

BMW R nineT. Credits: jkuenstle.de

BMW R nineT. Credits: jkuenstle.de

BMW R nine T
The air-cooled boxer in its final development stage: upside-down fork, monoshock, biting brakes. And all of this packed stylishly into a classic shell – this is BMW’s recipe for success. Even if the choice of words may prove too modern for a retro bike: the BMW R nineT rocks.

Honda CB 1100 EX. Credits: jkuenstle.de

Honda CB 1100 EX. Credits: jkuenstle.de

Honda CB 1100 EX
The CB 1100 EX with its spoked wheels and the 4-in-2 system has done a fantastic job at bringing its inspiration, the CB 750 Four, into the modern era. And: with playful handling and the best of manners, the Honda CB 1100 EX is definitely the most stress-free bike to drive.

Triumph Thruxton. Credits: jkuenstle.de

Triumph Thruxton. Credits: jkuenstle.de

Triumph Thruxton
No other remains so close to the retro theme than the Thruxton. Almost every detail picks up on the design language of the roaring sixties. The fact that it is ultimately much more tame on the road than its appearance would suggest, is actually in keeping with that era – and therefore with the Triumph Thruxton.

The Yamaha XJR 1300 Racer: with an engine capacity of 1251 cm³, the XJR has the largest air-cooled four-cylinder engine. Nice: the polished cooling fins and the colour-contrasting casing cover. Credits: jkuenstle.de

The Yamaha XJR 1300 Racer: with an engine capacity of 1251 cm³, the XJR has the largest air-cooled four-cylinder engine. Nice: the polished cooling fins and the colour-contrasting casing cover. Credits: jkuenstle.de

Yamaha XJR 1300 Racer
The Yamaha XJR 1300 Racer doesn’t need to focus on any historical inspiration. It is a mythical creature in and of itself. One whereby the conversion into a Café Racer has resulted in an uncomfortable sitting position and poorer handling. A good path to improvement: simply select the basic version.

Article Categories:   BMW Honda Motorcycle Reviews Triumph Yamaha

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