Field

"This isn't a retro, it's more a futuro"

Big engines, big grunt, big attitude. Honda X-11, Suzuki 1200 Bandit and Kawasaki ZRX1100 are naughty naked fun. But only under the ton. Which is why they could be he biggest fun around if you want to keep your license

HONDA X-11 - TWICE AS LARGE AS LIFE.

This bike is big, this bike is red. And 'big and 'red' were the least offensive words heard when our testers were paddling it around in the middle of the road, struggling against a ridiculous lack of lock. Challenger tanks have smaller turning circles.
Yes, it is big in every sense. Engine, chassis, braking system, looks. You name it and it's liberally smeared with overkill, big time. It's also bloody heavy. Or as Gus put it: "Its size reminds me of you, Trek. Every time I pull it off the side stand I expect to hear a slap-like noise - like when you get out of bed and your arise smacks against the back of your knees...". The cheek of it. The X-11 isn't that bad.
Saying that, it's hard to believe the Honda has the same dry weight (222kg) as the ZRX11. My arm, back and ring muscles are thoroughly tested just getting the X-11 upright off the sidestand.
It can't be from carrying 22 liters of unleaded - two more than the Kwak - because even when the warning light's lit up to say you've dipped into the four liters of reserve, manhandling such bulk still makes you sweat like a bull at the heifer's gate.
Top and front heavy are descriptions I usually reserve for pectorally-enhanced females, but also go a fair way to describe the X-11. In a straight line this awkwardness isn't so noticeable. But when clapping the anchors on and steering into tight, greasy turns, the front wheel doesn't want to go where it's pointed. You'd expect this from a bike with a low centre of gravity (custom or cruiser-type things), not from something with the weight carried high. Not unless the bike is front heavy in the first place, which is how the X-11 feels.
Everything's hunky-dory in the dry. The X-11 can be slung about and pitched on its side like an overloaded wheelbarrow, but without the worry of spillage. Again it runs wide of the mark, just enough to need a shade more rider effort/input through the bars.
In a straight line the X-11 mogs on regardless. Not that anything with any sense is gonna jump out in front. Nothing deviates it from its straight and not so narrow path. Non-adjustable, 43mm front forks, although squishy on the brakes, are good at soaking up bumps and lumps. And so is the preload adjustable-only rear shock. Together they add up to a plush ride - yer typical 'onda, mate.
Get into the swing of things and the X-11 remains rock solid. This surprised Gus and Bob. Both were sceptical at first of Honda’s Centre-Pivot swingarm mounting.
In simpleton's terms the swingarm pivots on a massive aluminum casting, itself part of the twin-spar perimeter frame, and hangs directly behind the motor. Bolting the peg ' hangers to the ends of the swingarm spindle and that huge ally casting gives extra bracing.
The way the X-11's motor is held fast isn't so complicated. The beam extrusions and engine mounts are nicked from the Super Blackbird with good reason - so is the engine.
Smooth, super smooth. Nary a rattle or splutter make for fluid power delivery... and that's in any of the five gears, at any speed.
Don't be fooled into thinking the X-11 is a just a big-cube grunter, made to tear the arms off lily-livered weaklings anywhere up to the ton. It and you - thanks to the spoiler-like dock surround - can sit there all day.
If you've got the neck, shoulder and back muscles of a rutting bison, 148mph can be had sitting upright, and 156mph when curled up tighter than a dachshund's scrotum on a frosty morn's walk. Cus again: "I can't understand why Honda would want to make something so fast without a fairing. That dock plastic deflects the wind all right, but the ton is its limit. And as the bike is more than happy to pull like a twat from that speed, most X-11 owners will sit the other side of 100mph,"
Or maybe not. Most owners will simply want to dip into the X-11’s ample pot of torque. At 2500rpm in first gear, 60ft-lb is snaking through the chain, more than enough to spin the rear Michelin Macadam... in the dry. Less vicious throttle action will punt you forward in a jaw-dropping way. Somewhere between has you wheelying from the lights and straight into court if cop-spotted. But get it right and the chip shop quarter-mile can be had in 10.7 seconds. Fast food all round.
There again, perhaps it won't be so fast. You've got to be able to stop, and on the X-11 this means stemming the flow of electronically-controlled, injected fuel earlier than you'd like because its brakes aren't the best of this bunch. To be more accurate, the complete braking system let's the bike down.
Honda's Combined Braking System (CBS) is shite. Why have the front brake part-actuating the rear brake, and vice-versa? If I want just front brake, let me have it. And the stopping power isn't so strong as it should be.
The seating position isn't great for the long-legged. Six-footers will feel the pinch behind both knees. Though they'll manage the stretch across the bulbous tank to the low bars.
And finally... the styling. I hate it. The swoopy, futuristic curves, 'kin ugly rad' and clock shrouds hold little appeal. This is isn't retro, it's more a future - a naked musclebike all the same, but different. Perhaps too different for we Brits.

SUZUKI BANDIT -THE PRICE IS RIGHT
Apart from the lack of any form of wind protection, the most obvious thing to set the Bandit apart from the ZRX and X-11 is its size. It's waif-like next to them. Which says more about the other two's overpowering physical presence, 'cos the Bandit's no 250 race rep.
At 211kg (dry) it is the lightest of the three. And if you think a bike with wide bars and a 1157cc motor, one that spins its internals readily with the slightest throttle opening, makes a good wheelie machine, go to the top of the class now. And there'll be a hundred pies of the Bandit on its back wheel spread across these pages. No matter who rode it, they always, always pulled a bloody wheelie.
First, second, third and even fourth gear would see the Bandit on long distance back wheel-only trips. Even a fat git (that might be me) with little sense of balance (yep, it is me) could do them. It's obvious why the Bandit has proved a firm favourite with hooligans and cunning stunt specialists the world over.
The GSX-R1100-derived motor thrives on throttle abuse. Cane it from zilch revs and the tacho needle immediately swings round the dial, matching the rapid and shrill rise in engine note. Slight tingling vibration tickling both palms is a good indication that the 10,000rpm redline is near. As soon as the vibes are felt (about 7500rpm), slam the throttle shut then crack it open again. In the time it takes to do this, snatch another cog to jolt yourself with another punch of surge. No need for clutch, the gears mesh in typical Suzuki fashion - precisely and sweetly.
This bike's clutch was grabby from standstill, which isn't typical of Bandits. This particular one came from import specialists D&K (the reason for the kph speedo with overlaid mph stickers) and is used as a courtesy bike. I figure that's from where the fault stems - wouldn't you want to see if a freebie bike can wheelie like they say? Yes, you bloody well would, whether practised or not in the art of wheelying. Abuse the clutch and worn friction plates will be the result.
Brakes are okay, but so average they don't merit a mention, so mention them I won't.
Short wheelbase, less weight and wide bars mean quick steering. You can really throw the Bandit around with ease - the MX-like seating position plays a part in this. But at the same time it doesn't feel planted. Fast sweepers will make you cringe because the 1200 starts to feel loose about the headstock when pushed. Don't read too much into this - hinged frames and scuffed grundies are things of the past. At worst you'll get a mild attack of swaying front end. Clenching the grips tighter in an attempt to regain control only makes matters worse.
Squared-off rear rubber doesn't help the handling either. The worn Michelin Macadam seemed to hunt down every rut and white line in Fenlandshire. And when it found them they'd bite back.
Better tyres should be first on the list if you want to improve handling (Bridgestone's BT56 and 57 series are a proven antidote). Second item to place in the carrier bag should be a decent aftermarket rear shock.
From new the rear suspender isn't in the top 20 decent stock shocks charts. Add more preload to stiffen it up and you run out of damping adjustment to control the quicker but shorter piston movement.
With decent tyres fitted the limiting factor to going completely doo-dah on the road is poor ground clearance.
It's easy to leave a trail of footpeg debris on a Bandit. The pegs are set low for comfort and this needs to be forsaken. Rearsets, or jack-up kits to retain the standard peg hangers, are a must. Push harder, especially in left-handers, and engine casings wear away quicker than the ink on the pages of a French frap mag.
Mind-blowing engine performance at such a low price is the reason for the Bandit's sales success. In the five years it's been around, not only has Suzuki's bank balance been boosted, aftermarket bolt-on manufacturers have had good reason to smile.
Bolting on a less restrictive end-can and fitting a carb mod kit can liberate considerable horsepower. And let's not forget the mill is of CSX-R origin, so all R tuning goodies like race cams, slotted camshaft sprockets, big-bore kits etc, fit with little hassle.
Cosmetic enhancement isn't really an issue on a Bandit. To most, the sight of a standard 12 is good enough. Minima] application of covering plastic, big headlight, dark forbidding paintwork and a smarter of chromium plating bolsters the Bandit's bad news attitude. You could go further by wearing a Simpson lid, which is cool, but camouflage jackets aren't.
Right, that's about it. Time for some specs, second opinions, power graphs and a conclusion. But first I've gotta find my stud-covered denim cut-off before the Bandit has to go back. "I've got a silver machine. I've got a..." (Trev, mate, it's green - ed)

KAWASAKI ZRX1100 - IT'S A PLEASURE
New bikes do something for me. It doesn't have to be the latest, new this year, all plastic race-rep either. So long as it's got shiny, unblemished paintwork, stonechip-free chassis components and an unstressed chain with the white roller grease still tacky, 1 don't care what it is. Even Kawasaki's ZRX1100, now in its fourth year of production, is enough to get me going.
This one is the latest version (C4) for year 2000... It is without question the best looking ZRX so far. I'm not the only one to say this. Bob: "Cor, smart." Gus: "Yeah, I like it. Makes the bike look real retro, and different." Eh? What do you mean, Gus...?
"As retros go, this is the king of the castle and the others are the dirty rascals. I remember as a lad, a bloke from our village had a brand-spanking twin-shock GPZ750. Soon as I saw it I wanted one, because it looked the business in red. With traditional Firecracker Red paint, and styling taken straight from Z1000Rs and Zl1100Rs of old, the ZRX now looks the part."
Not only looks the part. Kawasaki's ZRX handles and goes like a proper motorbike should, aye. Like the X-11, the motor is taken from another bike (ZZR-1100) and reworked
for increased midrange torque while capping outright power. And while Kawasaki were at it, they painted the motor black and added token dummy cooling fins. Nice, I think. But are we bothered about not cracking 170mph? Not at all. If we were we'd buy a ZZR-1100 in the first place. Then rip off all the bodywork, fit flat bars and paint the leftovers man-black. God, what a horrible thought.
The motor scores points for being vibe-free and pulling like a train from low down the rev scale, just like the X-11. But it loses points for premature power loss - it's all over by 9000rpm.
Wheelies aren't a problem. Hard throttle in first gets the old gal up and away. Clutch assistance is required for second gear lofts. Considering the ZRX and X-11 have high-torque engines and waistline problems, the clutches refused to be fazed. The Bandit's hydraulic clutch, on the other hand, had (as mentioned) suffered at some point - toeing first at standstill became a 'ggggnrr-cfunk-stall-oh-bugger-it' nightmare.
Complaints about the ZRX were minimal. Like just one. But a serious one. It came to light after 101.3 miles. At this distance some rapid lower left arm movements were needed to turn the fuel tap to reserve. I thought the tank hadn't been full. Next time round the tripmeter had just turned
98.8 miles when the same thing happened.
Squitty little 36mm Keihin carbs, ideal for low-to-midrange drive, aren't to blame for the ZRX's thirst. Methinks Kawasaki should revise their gear ratios and ignition mapping. I mean, who wants to sit at 64.9mph to achieve decent fuel consumption? A Dynojet kit can help apparently.
The ZRX gets our vote for being the easiest bike to ride. Bobby summed it up best. "Every time I ride the ZRX it feels better and better," he said. "Even though it's a porky old mule, compared to the X-11 it's more balanced, more sure-footed. Solid... yeah, but not cumbersome like the Honda."
As if by magic the seating position suits all shapes and sizes of humanoid. Actually there's nothing magical about good old-fashioned handlebars that can be adjusted towards or away from the rider to find the ideal reach.
Town work is a doddle. Both feet can be placed squarely on terra firma, and its small turning circle is a godsend. Denim cut-off-clad pillions (they still exist, don't they?) will confirm the passenger seat is comfy.
More of those modern-day techno-wizardry parts bolted rigidly to the Kwak make light work of tearing up out-of-town tarmac. We're talking fully adjustable 43mm front forks here. They can be twiddled to your heart's content.
Stock suspension setup is soft. By the end of the test we'd upped front fork compression by two clicks, and rebound by three. This cured the ferocious way the forks dived and sprang back, on and off the brakes, keeping the bike's weight where it should be, not pitched from one wheel to the other. It also gave more feel from the front tyre when hard on the brakes.
To take out a slight wallowing sensation from the arse-end through fast left-right flicks, spring preload on the rear shocks was attacked until the step-type adjusting collars were one notch from maximum. With the springs settling into place far quicker, the ZRX turned from good into bloody marvellous. Gus and Bob latched-on to this and soon got dialled in to brain-out mode. They worried a whole Fenland community with their peg decking antics - for which 1 won't apologise.
At some point the fun has to stop, sometimes in the shape of a twat piloting a car into your path. It is for this reason I'd like to thank the unknown designer, from the heart of my bottom, who had sense to fit blinding six-pot calipers to the ZRX. I'm not sure who was more surprised by the way they stopped the ZRX mid-flight - me standing the Kwack on its snout with yards to spare, or the driver of the car, thankful for not getting his head stoved in by a large Japanese motorcycle.
Talking of heads, that little piece of plastic around the headlight, which we used to refer to as a bikini fairing in ye olde days, is bloody great. It deflects wind off your noggin and chest up to 130mph. Which is pleasurable -and I can't think of a neater way of ^H describing Kawasaki's ZRX1100.

CONCLUSION
I It's simple - you either love or hate the X-11. Take away Honda's build quality and the monstrous motor, and what do you have? A pig ugly barge. Just who were Honda aiming at when they designed this bike? Only one person of many I asked said they'd like one and he was a coffin dodger who rode a Harley. Don't be surprised if this particular model is short-lived in the UK.
Suzuki's Bandit 1200 is the bike you should look at if you're into madness on two wheels. A top hoon bike and a good workhorse if you can put up with the budget running gear tacked around the excitable powerhouse.
Kawasaki's ZRX11 is the least demanding to ride of the three; you don't have to wring the motor's neck to hit illegal speeds and keep it there. Concentration getting from A to B in a fast but safe manner isn't broken by soggy suspension and indifferent handling (Bandit), or an awkward riding position (X-11). In a sentence: the ZRX does what the other two do, only better. And it looks the bollocks.

THANKS TO:
D&K (01782 861100) for the most courteous loan of their Bandit courtesy bike. Pidcock (01332 349673) for lending us the

Secondary opinions...

*X11*	Bob: I first saw the X-11 and thought "what's this all about". I'm still not sure now. It's good at what it does, but so is an R1 and I'd rather be doing 150mph on one of them. That tank's so high and big the turning lock's reduced so the clip-ons don't clout it. Is this a cock-up?	Gus: Superb engine, so very smooth and fast with it. Why doesn't someone have a word with Honda about that brake setup? It's a nightmare. Look at all the gubbins involved. No wonder you can't what's happening when you brake. All that pipework's soaking up it up.
*XRX11*	Bob: Impressive in every department: punchy motor, suspension that works, brakes and a classic look to boot. I can't help thinking this is the bike I'd like to own when I reach maturity. Do you think it'll still be around by then?	Gus: The best looker by far. Anв the best handling. Comfortable too. You could cover a lot of distance on one these if it weren't for the crap mileage per tank. Thankfully the fuel gauge is accurate - wouldn't want to push the bugger if it ran out of juice.
*Bandit*	Bob: The seat's uncomfortable. No wonder stand up wheelies are commonplace on a Bandit. If I had the wedge then this'd be the bike I'd buy just to put a smile on my face. To make me laugh I'd really want the extra poke the engine’s capable of.	Gus: Popular with the nutter brigade. Wheelies a speciality. But it's not very practical. Imagine the antics if there were a Bandit-only race series? Motor's a bit flat for something that revs so quick, and the handling doesn’t fill me with confidence.