Comparative test four-cylinder middle class

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Comparative test four-cylinder middle class
Gargolov

Comparative test four-cylinder middle class

The Simple Things

Basically it’s very simple. Four cylinders in line are the most popular engine configuration, and the mid-range displacement is an ideal size. Add a dash of sportiness? and the everyday bikes with flair are ready. Motorcycles such as Honda Hornet 600, Kawasaki Z 750 and Yamaha FZ6.

It may be the age. Or the experience. Perhaps it is also the case that the two things enter into a symbiosis. Result: One sees a lot more pragmatically than in the youth? and increasingly enjoys the seemingly obvious things in life.
Then you no longer allow yourself to be dazzled by the great appearance and the technical gimmicks of an Italian super sports car, but have long known that
in the long run it really annoys you when you,
like the Ducati 999 or the Bimota DB5, the mirrors artfully integrated into the design withhold the view of the traffic behind. Against this background, the usual standard Japanese tubular handlebars appear
as with the test trio as a real treat. Just like a sufficiently available one
Steering angle in city traffic or when turning in the home driveway. And even a problem-free start-up procedure after a cold autumn night and a smooth warm-up phase can leave those who have come to know the capricious behavior and rumbling rough-leggedness of many a supposed high-tech prima donna to know.
In short: You appreciate the advantages of a “perfectly normal everyday inline four-cylinder” like the Honda Hornet 600,
Kawasaki Z 750 and Yamaha FZ6 offer. And feels at home in a refreshingly simple world, in which a quick glance in the rearview mirror is enough to see that nothing is coming from behind. In the
you don’t have to work out a suitable suspension set-up for each section of the route, but usually only the spring preload (Z 750 also rebound damping) of the shock absorber can be adjusted. Can be turned in one go even on narrow country roads. And where you can then calmly enjoy the wonderful view promised by the place where you almost rushed past.
And who has nothing on their helmet with a view? Who prefers to stop tenths and measure hundredths? Don’t have to worry! He is also in the middle of life in terms of driving dynamics. Because no matter whether Z 750, FZ6 or
renovated Hornet ?? we’re talking about motorcycles that can be used properly when needed
Thing come. 110, 98 and 97 hp, in the order listed above. In terms of form, this separates the three from the 78 hp class much more than connects them with the wild 600 super sports cars.
Consequently, none of the three machines exudes the slightest hint of honesty. On the contrary: their temperament is so contagious that even proven lovers of the moderate pace catch themselves on the
To deliver the highway slipstream. The digital speed indicators at least the Kawa and the Yamaha
indicate speeds beyond 240, the Honda cannot follow. It should be noted that the digital speedometers are clearly ahead, because in reality the Kawa is 234 km / h and the Yamaha 224 km / h without slipstream. There are two reasons why the Honda is already clearly flaking off: firstly, instead of the promised 97, it only lets 89 horses gallop, and secondly, it is far too long
translated. So it stays at 215 km / h ?? in fifth gear, while the vehicle registration document piles up fearlessly at 230 km / h.
In contrast to the FZ6. Only 210 km / h are noted in the document, so that only Kawasaki with 235 km / h the
Thing hits the spot. That the
The manufacturer’s information is correct or only deviates minimally from the measured values, this is the rule after many years of experience at MOTORRAD. Which is why this value is usually also given. In view of the anomalies in the present case? the slower Honda is apparently faster than the real faster Yamaha ?? MOTORRAD measured this time and awarded the points according to the values ​​actually achieved.
But back to the things that do
really count. To the old truths. One is that there is no substitute for displacement. At least when it comes to the
Draft goes. And looking at that
Hornet secondary ratio one would like to add another: If the displacement is not particularly generous, one should at least be smart
translate. Like Yamaha. The FZ6 can still follow the 750 Kawa, the Hornet never at all (see measured values ​​on page 36). With the result that the sixth actually always has a break. Man, Honda, what’s the point? On the other hand: The dream of the constant last gear dreams on a 600-
In-line four-cylinder no one anyway. If, as with this Hornet, a loosely slipping gearbox (there have been worse ones) and a smooth-running engine are added, the speed and gearshifts lose their horror, while the rough pace of the Kawa engine is just as omnipresent as its full acceleration in all situations.
The FZ6 engine, on the other hand, tingles around 5000 rpm clearly and can
Incidentally, do not deny its super sports past. A little uphill and downhill ride in the lower speed range with one
small, barely noticeable stuck when driving at 6000 rpm tours ?? but then! Just beyond the 8000 mark, it goes steeply uphill. The little power dwarf cheers well over 13,000 rpm and delivers its high performance at 12,000 rpm
99 hp, while the Kawa engine is its
108 HP more precisely delivers 1000 rpm.
In our two-wheeler reality off the highways, however, these values ​​only play a role if you are very sporty. And even then you have to literally force yourself to use the optimal speed range of an FZ6, that is to say to noodle it permanently between 8000 and 13000 rpm. The same applies in principle to the Hornet.
It is much better in everyday life to get the restrained thrust from powerful cornering speed and a smooth driving style
compensate. The Yamaha chassis in particular brings the qualities to this. Not super handy, but extremely neutral, the only sails with a full tank
201 kilograms heavy and quite long-legged FZ6 from one corner to the other,
is almost unshakable and does not allow itself to be disturbed by unwanted load change reactions or by uneven ground. In addition, there is the effective and properly metered double-piston brake system ?? and the reserves of fork and shock absorber that secure the Fazer first place in the chassis chapter.
But the Hornet has caught up. Although not everything is gold that has shone as an upside-down fork on the Honda front since the beginning of the year, the non-adjustable component with 41 mm stanchions now offers significantly more reserves than its conventional predecessor. She liked to block when braking hard. For the exact feedback that the tighter Yamaha front delivers, it is still not quite enough. And the qualities and reserves of the shock absorber do not come close to the FZ6 counterpart.
A fact that applies equally to the Kawasaki and naturally in the Sun.-
ziusbetrieb particularly comes into its own. However, in view of the space available and the lack of holding options on the Z 750, this will be avoided anyway. In contrast, passengers on the Hornet and the FZ6 are accommodated comfortably. But even those who are traveling alone with the Kawa want to be on an undulating surface in view of the
Serenity of the two competitors a more confident demeanor. When it gets bumpy, steering corrections are on
Z 750 unavoidable, because even the smallest bumps have a significant set-up moment. On top level
On the other hand, the Kawasaki puts on a decent performance despite the soft suspension set-up.
That doesn’t mean that you can’t follow the other two on bad roads. But it means a little more work on the handlebars. Not only because corrections have to be made frequently, but also because the double pistons-
Pliers of the Z 750 significantly more manual strength
with poorer controllability than the Honda brake, for example. This clearly shows what this supposedly simple technology is capable of.
Which brings us back to the keyword. Enjoy simple things. A comfortable, upright sitting position, for example. All three test candidates offer them-
dates, but with differences. The Hornet, with its low seat height and the comparatively small distance between the seat and footrests, is recommended for shorter grown-ups, while the Yamaha offers plenty of space in this regard. On the other hand, the handlebars are not suitable for everyone, and on the Kawasaki the quite wide tank and a hard seat edge in the crotch bothers some. Little things, indeed, just like the minimally different consumption (see above) or the digital tachometer gimmick that the Z 750 and FZ6 afford and that do not fit into this down-to-earth world.
Real reasons to choose one bike or the other look different, however. For example like this: If you like a powerful engine downstairs and hates high revs, take the Z 750. If you prefer it delicate and super handy and also short legs
should have Hornet 600 in consideration
drag, which costs practically the same as the Kawa. And those who are not afraid of high speeds and rely on modern, balanced chassis technology will come
at the FZ6 not over? the winner on points. As simple as that.

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Comparative test four-cylinder middle class

Comparative test four-cylinder middle class
The Simple Things

The other middle class

First of all, the difference is obvious. Up to 78 hp some, clearly above that the others. At least on paper, the line is sharply drawn. In reality, however, the contours are a little blurred. For example, power: 80 hp was the output of the most powerful 78 hp motorcycle, the Suzuki
Bandit 650, on the roll in the big comparison test in MOTORRAD 21/2005. That’s just nine fewer than the Hornet delivers. And when it comes to performance, the open four-cylinder engines are not necessarily ahead. The lively Suzuki SV 650 in this chapter, for example, shows the Hornet except for the top speed and acceleration to 140 km / h
in all disciplines, wherever it goes.
The performance of the Z 750, however, does not come in the field of 78-hp
only approximate. And also for everyone who
want to travel beyond 200 km / h more often, the open four-cylinder middle class is the first choice. But when it comes to points, the 78 hp class winner, Kawasaki ER-6n, can even narrowly overtake the winner of this competition, the Yamaha FZ6. Even with two cylinders and a tight 28 hp less.

Technical data: Honda Hornet 600

engine
Water-cooled four-cylinder, four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder,
Bucket tappet, wet sump lubrication, constant pressure carburetor, Ø 34 mm, uncontrolled catalytic converter with secondary air system, alternator 330 W, battery 12 V / 6 Ah, mechanically operated-
Actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 65.0 x 45.2 mm
Cubic capacity 600 cm3
Compression ratio 12.0: 1

Rated output 71 kW (97 hp) at 12,000 rpm

Max. Torque 63 Nm at 9500 rpm
Pollutant values ​​(homologation) in g / km
CO 0.472 / HC 0.627 / NOx 0.137

landing gear
Central tubular frame made of steel, load-bearing engine, upside-down fork, Ø 41 mm, two-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 296 mm, double-piston floating calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.00 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Tires in the Michelin Pilot Road “S” test
mass and weight
Wheelbase 1420 mm, steering head angle 64.6 degrees, caster 98 mm, spring travel f / h 120 /
128 mm, seat height * 780 mm, weight with a full tank * 203 kg, payload * 187 kg, tank capacity 17 liters.

Two year guarantee
Service intervals every 6000 km
Colors black, orange, blue, silver
Price 7190 euros
Additional costs 170 euros

Technical data: Kawasaki Z 750

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 34 mm, uncontrolled catalytic converter with secondary air system, 336 W alternator, 12 V / 8 Ah battery, mechanically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain.
Bore x stroke 68.4 x 50.9 mm
Displacement 748 cm3
Compression ratio 11.3: 1

Rated output 81 kW (110 PS) at 11,000 rpm

Max. Torque 75 Nm at 8200 rpm
Pollutant values ​​(homologation) in g / km
CO 3.769 / HC 0.616 / NOx 0.096

landing gear
Backbone frame made of steel, load-bearing motor, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, Dop-
floating piston calipers, rear disc brake, Ø 220 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Tires in the test
Bridgestone BT 019 “N” / BT 012 “E”
mass and weight
Wheelbase 1425 mm, steering head angle 65.5 degrees, caster 104 mm, spring travel f / h 120 /
126 mm, seat height * 810 mm, weight with a full tank * 219 kg, payload * 179 kg, tank capacity 18 liters.

Two year guarantee
Service intervals every 6000 km
Colors black, blue, red
Performance variants
25 kW (34 PS) and 72 kW (98 PS)
Price 7195 euros
Additional costs 105 euros

Technical data: Yamaha FZ6

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 38 mm, uncontrolled catalytic converter with secondary air system, 290 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain.
Bore x stroke 65.5 x 44.5 mm
Cubic capacity 600 cm3
Compression ratio 12.2: 1

Nominal output 72 kW (98 PS) at 12,000 rpm

Max. Torque 63 Nm at 10000 rpm
Pollutant values ​​(homologation) in g / km
CO 1.300 / HC 0.650 / NOx 0.110

landing gear
Bridge frame made of aluminum, load-bearing motor, telescopic fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 298 mm, double-piston floating calipers, rear disc brake, Ø 245 mm, single-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Dunlop D 252 tires tested
mass and weight
Wheelbase 1440 mm, steering head angle 65 degrees, caster 98 mm, spring travel f / h 130/130 mm, seat height * 810 mm, weight with a full tank * 201 kg, load * 196 kg, tank capacity / reserve 19.4 / 3.4 liters.

Two year guarantee
Service intervals every 10000 km
Colors red, black, silver
Price 6750 euros
Additional costs 145 euros

1st place – Yamaha FZ6

Yamaha FZ6 great chassis, high suitability for everyday use ??
the FZ6 has many strengths and only one weakness. Little pressure
from the cellar. But that is (almost) common for the class.

2nd place – Honda Hornet 600

Honda Hornet 600 Well-rounded, vintage
2005. Not just because of the new fork. But because the concept is right. What cannot be said about the secondary translation.

3rd place – Kawasaki Z 750

Kawasaki Z 750 A 750 for the 600 course ?? who wanted to complain? Especially when the engine gets down to business. In terms of chassis technology, however, the two little ones are ahead. There was still something going on.

Scoring: engine

As on the test bench, so in life. The 750cc Kawa four-cylinder converts its displacement lead into a clear win on points, and is ahead in terms of performance as well as power delivery and responsiveness. The FZ6 also clearly ranks second in these criteria.
The Hornet engine, which is no longer completely fresh, has to be everywhere
clearly leave feathers. In terms of performance, it does not come close to the other two, responds most gruffly and starts on
most unwilling. In addition, there is the faux pas with the overall translation. The evaluation for top speed is not based on homologation information, as usual, but on MOTORCYCLE measured values ​​(see
Scrolling text page 31).

Scoring: chassis

Very balanced and therefore in this chapter
The FZ6 is rightly in first place. Except for the
limited handiness shows hardly any weaknesses. Also
the Yamaha is the first choice for pillion rides. The Hornet
is by far the handiest, while the Z 750 is the
Straight-line stability as well as weaknesses in winding curves
performs, especially on poor terrain.

Scoring: Security

The victory of Hornet in this chapter is about
mainly on their braking system, with the pads and
Discs form the most successful friction pairing. Disappointing
in this regard, although the two braking systems in principle
are identical, the Kawasaki. Generally it is incomprehensible that
ABS has not yet made its debut in the sporty middle class, while the 78 hp class (see MOTORRAD 21/2005
as well as box on page 32) already partially disengages with it. One
Steering damper, however, does not need any of the candidates.
The point deduction of the Z 750 in the “Vision” chapter is due to this,
that the pithy vibrations sometimes blur the image in the rearview mirror.

Scoring: everyday life

When it comes to equipment, there is a stalemate
the range, the payload and the handling is the
FZ6 in front. However, the gaps in this chapter are small because both the Hornet and the Z 750 and FZ6 are absolutely commonplace-
present suitably.

Scoring: comfort

No fame sheet for the Z 750.
If the comfort in the first row is still okay, the pillion seat is hanging in the shaft. Pointed the knee angle, in short that
Upholstery, no hold. The others can do that better. And their four-cylinder run much smoother than the robust
vibrating kawasaki engine.

Scoring: costs / environment

Still head to head when consumed, separates into
the following criteria remove the wheat from the chaff. Both
The FZ6 is ahead of inspection costs and maintenance costs
the additional engine capacity and the higher insurance premium
the Kawasaki points, while Hornet and FZ6 are tied.
Exactly as with the exhaust gas values, where the Z 750
settles down. Can really shine in this regard
but none of the three candidates.

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