aesthetics:
at first glance, the differences are obvious! Between the Harley's very factory look, with a retro nod to Dirt Track's legendary XR 750, and the B-King's eccentric, futuristic lines, the taste debate is on.
surprisingly, most of my non-biker friends are disappointed by the Harley's design. Not that it doesn't look good, but when you're faced with a Milwaukee beauty, you'd expect a debauchery of chrome and metal, or at the very least, black and leather... And no, there's nothing bad boy about it!
what's more, in this matte gray livery, it looks even wiser, almost Japanese..."Ouch, not typing ", I say to myself! It's sacrilege to compare a Harley with a production from the Rising Sun. Perhaps, but with such a polished look, features such as a digital speedometer and large central rev counter, a standard turn signal system (a left-right push-button) and a typical roadster stance, you'd think you were in familiar territory!
for the B-King, aesthetics isn't a chapter, it's a reason for living! Its looks lead you to believe that Jean-Claude Van Damme or even Arnold Shwarzeneger will soon be picking up the bike to finish shooting their futuristic film. I have to admit that, when I discovered it in the middle of the rest of the test bike range, huge, aggressive and eccentric, I said to myself: \"Are they on drugs at Suzuki's design office?"
motorization:
apart from the fact that in both cases we're touching the pinnacle of power in the range. Of the order of an exploitable 91hp for the Harley and a small 184hp (yes, yes, one hundred and eighty-four horsepower!) for the B-King.
as for the rest, there's nothing in common between the two machines. The Harley's 1,202cc air-cooled V-twin, and the Hayabuza's 1,340cc liquid-cooled 4-cylinder engine.
the engine's speed of rotation to reach maximum power (7,000rpm for the Harley and 9,800rpm for the Suzuki) demonstrates Harley's quest for maximum power and a good torque/power compromise for the Suzuki.
handling:
again, a big surprise, and this may be the first time I've written it, but Harley offers a much more natural and less impressive grip than the Suzuki. The 10cm seat height advantage for the American doesn't explain everything. Speaking of saddles, Harley hasn't been generous with foam. Race look? The natural position is just a little spoiled by the asymmetry of the feet. On the right, the brake fluid reservoir lodged between the footrest and the engine forced the factory to shift it a few centimetres. After 2 or 3 km, of course, you get used to it!
the Suzuki is penalized by the bike's overall width. To climb on it (and the term is not misused), you have to throw your leg high to avoid catching the 2 pots. What's more, the huge cover around the tank forces you to spread your legs.
On the other hand, the fuel tanks aren't very generous: 16.5 l for the Suzuki and 13.3 l for the Harley. Switching to reserve (at a steady pace) takes place in both cases in the 180-220 km range.
on the road:
i start with the Harley, in an upright position. The tires (Dunlop Sportmax) and their "normal" dimensions (120/70 ZR 18 and 180/55 ZR 17) make for easy, healthy riding.
angles soon become more consistent, and the pleasure of riding an American toy is clearly present. The 1,200cc twin's revs are lively, and the short gearbox has a lot to do with it. On the other hand, on the freeway, the engine revs quickly: 4,600 rpm at 130 km/h! The 91hp will take you to the limit of the red zone (7,000rpm) at a speed of almost 200km/h.
the very homogeneous engine, tires and brakes make for a lively ride, but don't expect this Harley to go into sport mode. Indeed, the gearbox doesn't like to be abused, and the rear suspension admits its limitations in this case. Adaptable and adjustable elements would be most welcome!
well, let's move on to the strong head. After sliding the ignition key into the lock on the top of the fuel tank, and switching on the ignition, the instrument panel, which includes a trip computer and a host of warning lights, lights up beautifully in blue!
confident in the steering damper and the beast's imposing appearance, we accelerate straight away. Boy, does it kick! Incidentally, I thought I'd set the power on soft (under 100hp). Well yes, I was on soft and my arms had already stretched a few centimetres! I've got a buddy who decides to measure his Speed Triple (in full) against my B-King. Rhoa ... the traitor, starting at 80km/h in 5th gear, he starts at the beginning of my countdown and obviously gets a few dozen meters ahead ... Ha, ha, I switch to full mode. With the Triple pulling shorter, I have to wait for the Suzuki to enter the second half of the rev-count before spitting out its 184hp.
the rest is history. I'll just quote Fred for the details: \"I was pushing the gears hard when, as I passed sixth gear, I glanced in the rear-view mirror. With the B-King a few dozen meters behind me, I giggled into my helmet. As the 3-cylinder began to run out of steam in 6th gear (at over 240km/h all the same!), I felt a shell pass by my side..."
It was me! I was (I'm ashamed to say) going 272km/h, without a fairing..
here's the big dilemma with this style of bike: when you're riding a sportbike, or even a Hayabuza, you're more likely to want to hit the gas on freeways or racetracks, but with an overpowered roadster (I've said the same thing to myself when riding the FZ1 or SuperDuke), the road seems so safe and quiet. What's more, the upright riding position reinforces this view.
Basically, I always attack more with this type of machine.
conclusion:
this is the first time I've ridden a Harley against a Japanese motorcycle, and the Harley is the less expensive (10,995 Euros versus 13,699 Euros for the Suzuki). For the rest, the XR is a Harley that can be used on a daily basis. The seat is finally comfortable, the little chrome is not likely to be altered by rain, and the upright position is very secure in town. What's more, the more consensual styling makes it possible to fit into the daily flow, while riding differently.
harley Benelux is convinced of the XR's sporting aura, and is preparing a championship for 2011, to be held on various circuits in Belgium, Holland and northern France.
as for the Suzuki, the B-King is harder to pin down. Its looks and power are out of the ordinary in motorcycling circles. I was dubious when I discovered it, and "out of the ordinary" is still the most appropriate term when talking about it.
the enormous power available at full throttle requires a wrist connected to a very reasonable brain if you hope to ride it for long... But it will remain a special case in my list of test bikes.
it's always good to see that manufacturers are still indulging in a few extravagances at this time of year...
A +
Oli the Belgian
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| Harley-Davidson XR 1200 Sportster 2010 | Suzuki B-KING 1300 2010 | ||||||||
Chassis |
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| Nombre de places | |||||||||
| Frame | |||||||||
| Double berceau en acier | double poutre alu | ||||||||
| Fuel capacity | |||||||||
| 13.30 liters (3.51 US gallons) | 16.50 liters (4.36 US gallons) | ||||||||
| Oil capacity | |||||||||
| Seat height | |||||||||
| Seat height : 765 mm (30.12 in) | Seat height : 805 mm (31.69 in) | ||||||||
| Length | |||||||||
| Length : 2,195 mm (86.42 in) | Length : 2,220 mm (87.40 in) | ||||||||
| Width | |||||||||
| 800 mm (31.50 in) | |||||||||
| Height | |||||||||
| Min height : 1,085 mm (42.72 in) | |||||||||
| Ground clearance | |||||||||
| Wheelbase | |||||||||
| 1,515 mm (59.65 in) | 1,525 mm (60.04 in) | ||||||||
| Dry weight | |||||||||
| 250 kg | 235 kg | ||||||||
| Curb mass | |||||||||
| Weight when fully loaded | |||||||||
| 263 kg | 255 kg | ||||||||
| Brake assist | |||||||||
| ABS optional | |||||||||
Front axle |
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| Suspension | |||||||||
| Showa Ø 43mm telehydraulic upside-down forks | Reverse telehydraulic fork Ø 43 mm | ||||||||
| Wheel travel | |||||||||
| 125 mm (4.92 in) | 120 mm (4.72 in) | ||||||||
| Angle de chasse | |||||||||
| Setting | |||||||||
| Brake | |||||||||
| Braking 2 Nissin discs Ø 292 mm (11.5 in), 4-piston caliper | Braking 2 discs Ø 310 mm (12.2 in), radial mounting, 4-piston caliper | ||||||||
| Wheel | |||||||||
| Front tire : 120 / 70 - 18 | Front tire : 120 / 70 - 17 | ||||||||
| Pressure | |||||||||
| 2.48 bar | |||||||||
| Handlebars | |||||||||
Transmission |
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| Gearbox | |||||||||
| 5 stage gearbox , manual | 6 stage gearbox , manual | ||||||||
| Transmission | |||||||||
| Secondary belt drive | Secondary by chain | ||||||||
Rear axle |
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| Suspension | |||||||||
| 2 Showa shock absorbers | Mono-damper | ||||||||
| Wheel travel | |||||||||
| 89 mm (3.50 in) | 140 mm (5.51 in) | ||||||||
| Setting | |||||||||
| Brake | |||||||||
| Braking 1 disc Ø 292 mm (11.5 in), 2-piston caliper | Braking 1 disc Ø 260 mm (10.24 in), single-piston caliper | ||||||||
| Wheel | |||||||||
| Rear tire : 180 / 55 - 17 | Rear tire : 200 / 50 - 17 | ||||||||
| Pressure | |||||||||
| 2.9 bar | |||||||||
Motor |
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| Motor type | |||||||||
| two-cylinder 45° V-shaped , 4 strokes | 4 cylinders online , 4 strokes | ||||||||
| Cooling system | |||||||||
| combined air / oil | liquid | ||||||||
| Fuel system | |||||||||
| Injection | Injection | ||||||||
| Fuel | |||||||||
| Starting system | |||||||||
| Timing | |||||||||
| 2 ACT, culbuté | 2 ACT | ||||||||
| Number of valves | |||||||||
| 2 valves per cylinder | 4 valves per cylinder | ||||||||
| Displacement | |||||||||
| 1203 cc, Bore x stroke: 88,9 x 96,8 mm | 1340 cc, Bore x stroke: 81 x 65 mm | ||||||||
| Power | |||||||||
| 88.8 ch to 7,000 rpm | 179.5 ch to 9,500 rpm | ||||||||
| With compressed air | |||||||||
| - | - | ||||||||
| Compression | |||||||||
| 10.1 : 1 | 12.5 : 1 | ||||||||
| Torque | |||||||||
| 9.80 mkg to 3,700 rpm | 14.90 mkg to 7,200 rpm | ||||||||
| With compressed air | |||||||||
| - | - | ||||||||
| Émission sonore | |||||||||
| - | - | ||||||||
| Motorcycle can be restricted to 34ch (A MTT1 Permit) | |||||||||
| No | No | ||||||||
| Motorcycle can be restricted to 48ch (French A2 Permit) | |||||||||
| No | No | ||||||||
Options/Equipment |
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Practical information |
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| The advantages | |||||||||
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| The disadvantages | |||||||||
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| Performance | |||||||||
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| Price | |||||||||
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| Country of manufacture | |||||||||
Compare |
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Fuel consumption
Harley-Davidson XR 1200 Sportster 2010
: 6.30 liters/100km (0.37 mpg)
Suzuki B-KING 1300 2010
Undisclosed
Range
Harley-Davidson XR 1200 Sportster 2010
: 211 km (131 miles)
Suzuki B-KING 1300 2010
Undisclosed
Torque
Harley-Davidson XR 1200 Sportster 2010
: 9.8 mkg
Suzuki B-KING 1300 2010
: 14.9 mkg
Power
Harley-Davidson XR 1200 Sportster 2010
: 90 ch (88.80 hp)
Suzuki B-KING 1300 2010
: 182 ch (179.50 hp)
Power-to-Weight ratio
Harley-Davidson XR 1200 Sportster 2010
: 2.82 kg/ch
Suzuki B-KING 1300 2010
: 1.31 kg/ch
Torque-to-Weight ratio
Harley-Davidson XR 1200 Sportster 2010
: 25.51 kg/mkg
Suzuki B-KING 1300 2010
: 15.77 kg/mkg
Speed
Harley-Davidson XR 1200 Sportster 2010
: over 200 km/h (124.30 mph)
Suzuki B-KING 1300 2010
: 270 km/h (167.80 mph)
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2008
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Competitors |
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