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Honda CB750F CB900F Super Sport Seat Saddle 1979-1982
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Comparison Road Test - The 1981 Hyperbikes (Page 3)So the bikes leave the twisties in a tight pack, the GS leading with the F and GPz close behind. But what happens when you let it all hang out — or off — like on a racetrack? ‘To find out, we took the three-some to the roadrace track to pick apart the tight formation in a day of working the bikes to their far limits. After shredding tires and scraping footpegs, the smooth pavement of Willow Springs Raceway exposed each bike’s hidden nature. High-speed cornering, the kind of sheer velocity impossible to generate on public roads, overwhelms the cushy Suzuki. Even with its suspension dialed to the firmest settings, the GS wanders and feels vague when pushed through fast tunis. The condition sets a limit that has the rider occasionally producing wheelhop and some heartstopping corner entrances. But on a roadrace course at least, the GPz’s true sporting potential finally fulfills the promise of its racy styling. From the roadrace track the hyperbikes went to the dragstrip, not to press the limits of their overall performance but to put their engines to the absolute test under the unflinching stare of the Chrondek timer. The quarter-mile represents the final few inches of the hyperbikes’ total performance, but in a class of the “bests” and the “mosts,” even those last inches assume vast proportions. A day at the strip in weather too hot for ideal runs marked the fastest pass for the Suzuki at 11.36 sec / 118.57 mph. It was followed by the Kawasaki with a 11.44 sec / 118.57 mph quarter, while the Honda, because of its 200cc displacement disadvantage, posted a slower run of 12.21 sec / 111.11 mph. We know that the hyperbikes are capable of faster runs under ideal conditions, but the figures are still telling. The importance of the quarter-mile lies in the relative, not absolute, speeds of the bikes when they’re tested under identical conditions. Still, a pass through the lights at the dragstrip is only one small measure of a motorcycle’s performance. Unless the bike is designed for the quarter-mile alone, that one measure is only a small weight applied to the performance scales. And the hyperbikes are not one-dimensional performers. Each represents a balance of performance, and only comparing the sum of their individual capabilities can produce a winner. In weighing the total performance of the three hyperbikes, there can be but one winner. The Suzuki’s rare blend of shattering performance and elegant manners keeps it at the top of the class for the second year running. The GS1100 is at home idling through traffic or blasting down a country road, all the while surrounding its rider in the luxury of its supple suspension and its plush seating. Despite the Suzuki’s deficiencies when pushed to the limits as a roadracer, its principal shortcoming for real-world purposes is its understated styling. The GS’s conservative look gives no hint to its mechanical abilities, and its upright riding position further detracts from a sport-bike appeal. But the GS1100 still has the muscle and brains to keep it on top of the hyperbike class. Even though the Suzuki was the unanimous choice for the overall best hyperbike because of its far-ranging capabilities, both the Honda and Kawasaki will have their followings. And rightly so. Each offers its own appealing blend of features and functions, though in a narrower band than the Suzuki. And so, choosing for the number-two spot is even harder than picking No. 1. Both the CB900F and GPz are purposeful sport machines, and both look ready for clipping apexes and winning races. But because of an advantage in ride, brakes and price, the CB900F squeaks by the GPz at the finish. The Honda’s instrumentation is the best of the threesome. Its traditional round dials are easy to read, and are more compact than the snazzy GS and GPz pods. The 900F tackles the road with an ability that rivals the Suzuki, and leaves enough money in its rider’s pocket for accessories and modifications. Last, yet far from least, comes the GPz. This bike is so appealing that its shortcomings seem magnified. Its visual statement is tantalizing, and its manners bespeak of racer-like abilities. Indeed, on the racetrack this promise is fulfilled, but on the street the Kawasaki demands compromises in comfort, civility and mileage. If all the world were a racetrack, then GPz1100s would be the undisputed world’s greatest motorcycles. It isn’t and they aren’t; but the key word is “undisputed.” Whether your particular wants in a hyperbike tend toward the racetrack, touring or street, you can’t go far wrong in picking any of these bikes. If the Suzuki’s distinct blend of performance doesn’t strike a responsive note in you, the Honda’s probably will. Or if looking at the GPz makes your heart pound, then look no further. Despite differences in features, styling and absolute performance, any of these three hyperbikes can transport you to the far edge of high-performance personal transportation. In the end, it’s a winning proposition. How often do you get to choose from three answers to a question — all of which are right?
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