Best seller comparison

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Best seller comparison

Test the best

When the front-runners on the approval charts compete against each other, it’s a class war. Traditional rules are being overridden. Only those who are not only good but also cheap can win.

Isabell Allende has one, Konsalik used to have one ?? and Suzuki even has two at the same time. Bestseller ?? those products that appeal to the public, that everyone wants and many buy. But what makes a bestseller? Above all one thing: the feeling of getting the best for your money. A feeling that Suzuki SV 650, Suzuki 600 Bandit, Honda CBR 600, Yamaha XJ 600 and Kawasaki Ninja ZX-9R most often fulfilled. They are the top sellers of the 1999 season. Are you looking for numbers? The Suzuki SV 650 went over the counter 4119 times, the GSF 600 Bandit 3714 times, the Honda CBR 600 F 3553 times, the XJ 600 N 3397 times and the Kawasaki Ninja ZX-9R 3,197 times (as of August).
A colorful palette. From 61 to 143 hp, from 600 to 900 cubic centimeters, from just under 10,000 to over 21,000 marks. Still comparable? No! Or is it? Sure, on one condition: the price must play a decisive role (see price / performance rating). The special arithmetic of this comparison: The price per point is calculated. At the very end. Do not forget! So, that’s the end of theory. Let’s go. With the »Naked«, the XJ 600 and the Bandit. Both are also available with a half-shell, but the puristic variant in this field is much more clearly representative of the original kind of driving fun.
So got up and drove off. Just like that, without having to straighten your limbs and lose your eyes on multifunctional displays. Everything is still as it was. And how it should be. At least when country roads of unknown order call, speckled with colorful leaves, filthy from the autumn cleaning of meadows and fields. Nobody thinks about braking on the last groove anymore. Just drive ?? and enjoy.
Old lady XJ knows how to do it. And what you need for it. Age wisdom – because it was no different years ago. A double loop frame made of tubular steel is completely sufficient, the 61 hp of the air-cooled four-cylinder are enough, the double disk with double piston calipers works. No more, but no less either. There is that certain something more when it comes to the seating position. Relaxed, relaxed, light, the high handlebars under control at all times. And then these traditional tire sizes. 110 format in front, 130 in rear. Anyone who has difficulties with this would not come around the corner on a bike. So just let it roll. Also because the engine supports exactly this type of driving. It delivers its peak torque at a relaxed 6800 0 / min, until then it develops inconspicuously but continuously pressure, in short: it is reliable, even if it is sluggish beyond 7000 revs. But, as the XJ quickly makes clear, no one really needs such orgies of jubilation.
Unless he happens to be sitting on a 600 bandit. So right? and yet so different. Because the Suzuki, although not completely fresh as a dew, has retained its youthful irrationality. This manifests itself primarily in the manners of the significantly more powerful engine. Sure, nominally 17 hp ?? and on the dynamometer, 24 more are a word among crochet sisters. However, the way in which the force develops does not correspond to the knitting pattern of the Yamaha quadruple. Instead of the even serenity, the bandit takes a long, long breath and then sets off wild fireworks above 7000 0 / min. Below this mark, it is on par with or even behind the long-stroke XJ in terms of both power and torque, which the crew, knowing the true performance, seems a little bland.
So it happens that the bandit driver lives up to the name of his pedestal, even though he originally had a lord’s ride in mind. To be clear a little later that although the engine of the Bandit is in good shape, the chassis qualities are only good for moderate cornering. Above all, it is the fork that throws up the road to heroic deeds, because every time the effective double disc brake system is used intensively, it goes unrestrainedly on the block. Apart from that, it lacks the necessary ground clearance. But only for those who let themselves be carried away. In the tourist pace, the bandit driver can live with these small weaknesses just as much as the Yamaha driver with the fork springs that are also too soft. Just that the XJ does not encourage cockiness from the start, but ?? as to compensate for the small performance deficit – also provides more comfortable seating for driver and front passenger because the bench is more tightly padded.
While the two four-cylinder? the one completely voluntary, the other limited by its chassis? Swinging loosely, easily, touristically through the landscape, pushes the second Suzuki in the league, the SV 650 S, quite unabashedly. And ?? that’s the kicker? without demanding greater commitment from their pilot. The reason: Everything is different at number one in the German hit list? and much better. Especially the engine. Incidentally, it shows the four-in-a-row cars on the country road how powerful torque can be paired with superior top performance. An impression that manifests itself on the test stand, because there the V2 is up to 8500 0 / min in all respects before the XJ and also the Bandit, only then does it lose against the brand companion. The consequence in practice: The SV goes with a full, but always playfully controllable stroke out of tight corners and long arcs, never lets itself hang, always and everywhere delivers power to the 160 mm rear tire. In addition, with a full tank of 193 kilograms, it has a clear advantage over the 214 kilograms of the XJ and the 220 kilograms of the Bandit, also has the narrower V2 under the aluminum backbone and a chassis that is hardly less comfortable, but still offers significantly more reserves than the 600 and only reaches its limits when the others have long been exhausted. With so many advantages, fans of the upright sitting style of the SV can also check their handlebar stubs tucked under the fork bridge, especially since the arrangement of handlebars, footrests and seat requires a sporty, but by no means uncomfortable posture? and this position, especially in connection with the small half-shell, has clear advantages on the Autobahn. Sure, the other two are also available with a half-shell? but the SV also with and without high handlebars. If that’s not enough: A now complete range of accessories turns the SV into an even better motorcycle with little effort (see hairdressing salon, page 40).
But even without personal rework, the agile two-cylinder has a clear point advantage over the bare four-cylinder competition. The naked one, mind you, because there is still a 600 lurking in the field, which is well equipped for the competition with the SV. CBR 600 ?? a myth. Test winner by subscription, and for the 1999 model year from scratch. And good. You know that ?? and you can feel it. With every ride anew. The Honda recipe: sit up and feel good. The secret of their success lies in the consistency with which Honda seeks the compromise? and finds. Race track, country road, city traffic ?? no problem, at least when it comes to the quality of the chassis. A light, compact and stable aluminum bridge, combined with a fork that can be adjusted in rebound and compression damping as well as in the spring preload and a shock absorber with the same qualities. In addition, a sitting position comparable to that of SV, which does not overuse the wrists even on poor country roads. Together this results in a dynamic driving experience. Throw the Honda from one corner to the other ?? no problem, just like with the SV. Thanks to the tighter spring elements feel this feedback at all times, be aware of the reserves ?? no problem, and clearer than with the SV. Meter this double-disc brake system with Nissin four-piston calipers precisely and enjoy their effect ?? anytime, and better than at SV. It’s just a pleasure. Unfortunately only for those who are ready to give a real fire. Beyond 8000 rpm, the CBR is in its element, craves five-digit speeds, moves forward vehemently, so easily, so naturally. When the switch foot doesn’t take a break. If he does, the fun is over. Then the engine layout trimmed for maximum performance with a short stroke and large intake cross-sections takes its toll. After a pronounced break between 5000 and 6000 0 / min, the output only rises above that of the Bandit above this mark, in short ?? is absolutely listless. That frustrates. So overboard with the group discipline, now the wire is being pulled, the others should see where they are. XJ and Bandit are left behind quickly ?? and the SV is still stuck in the rearview mirror, only gets smaller very slowly when the CBR pilot really wants to know.
But there was still someone. Sure, the big bike in the field. Poisonous green, unmistakable ?? and unmistakable. Play your four-cylinder concert with this cozy mix of sonorous intake snorkeling and exhaust babbling like the Vienna Philharmonic plays its Wolfgang Amadeus. On the other hand, the expressions of life of the small row fours look like those of the hobby band in the Heimatverein. That’s why ?? and because of the wonderfully precise transmission ?? every shift is enjoyed, every double-declutching becomes a listening experience. Although it wouldn’t even be necessary, because the engine combines those qualities that were only available separately from the SV and the CBR. Full of power, full of top performance. To wish for more would be decadent. Especially because the ZX-9R knows how to increase the feel-good factor through a relaxed sitting position. The handlebars are not too low, the footrests are not too high, plus the low weight of 212 kilograms with a full tank, the brilliant brakes and the stiff frame: It doesn’t get much better, even if comfort-oriented concert-goers want a less rigid chassis design. And maybe the handling of CBR or SV, because both seem a bit more agile in the labyrinth of tight alternating curves. Still: Hats off, this Kawa has little of a full-blown 900 besides its full punch. But much of a test winner.
I.In the points classification, the Kawasaki is rightly at the top. In front of the CBR and … hold on, there was still the matter of the price. Already forgotten? The ZX-9R costs more than twice as much as an XJ? and therefore falls behind at the bottom line of this comparison. With a list price of 21,170 marks, the cost per hoarded point is 54.80 marks. An XJ is available for 34.20 marks per point because it only costs 9990 marks. So a bargain? Not quite. That clearly means Suzuki SV 650 S. In terms of points, finishing third just behind the ZX-9R and CBR 600, 11790 marks are almost given for this accumulation of qualities. In absolute numbers: At SV, each point costs only 33.30 marks. This means that it is still ahead of the ZX-9R if you take the last 16,000 Marks traded as a basis and come to 41.40 Marks per point. The Green then did better than the Honda in the profitability calculation, but it still has no chance against the point losers Bandit (35 marks per point) and XJ. And not against SV anyway. The bestseller among the bestsellers is at the top for good reason. Because it’s worth the money, no ifs or buts. And if you want a little more, you have to ?? as so often in life ?? pay significantly more.
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5th place – Kawasaki Ninja ZX-9R

Anyone who enters the race with a price mortgage of over 21,000 marks cannot win. Hence only the fifth place, just like on the bestseller list. And that alone is a win. At the bargain price of the late season, however, it beats the Honda straight.

4th place – Honda CBR 600 F

She came, saw and won. Usually. In their class and in general. An all-rounder? even if the engine suffers from its lack of torque. But here and now it’s also about money. That’s why the Honda only came fourth in this ranking.

1st place – Suzuki SV 650 S

A victory with no ifs or buts. When it comes to the price / performance ratio, you can’t beat the SV. Because their properties are close to those of super sports bikes, but their price is close to those of bread-and-butter motorcycles. If that’s not a compromise.

3rd place – Suzuki GSF 600 Bandit

In terms of points, the bandit’s price is the pound with which they can proliferate. The result: third place, ahead of the high-tech CBR and ZX-9 bikes. Because you can have a lot of fun on it. Just like that, for little money.

2nd place – Yamaha XJ 600 N

Almost 100 years in the program, and then second place. Because the mode is different this time, but the XJ is pure motorcycle. Without frills, without highlights, but binding in handling. Plus the cheapest four-cylinder in Germany. That’s enough.

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