Table of contents

• Comparison test of the mid-range all-rounder, Suzuki Bandit 650, Yamaha XJ6 All-rounder with ABS
• ABS brakes, chassis and driving experience
• Performance and manners
• Technical data Honda – Honda CBF 600
• Technical data Suzuki – Suzuki Bandit 650 S
• Technical data Yamaha – Yamaha XJ6 Diversion ABS
• MOTORCYCLE test result
• MOTORRD comment scoring
• Measurements

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motorcycles

Comparative test of the mid-range all-rounder

Comparison test of the mid-range all-rounder, Suzuki Bandit 650, Yamaha XJ6
All-rounder with ABS

Soft and supple, this trait connects the three Japanese four-cylinder all-rounders Honda CBF 600, Suzuki Bandit 650 S and Yamaha XJ6 Diversion. But what makes them different?

Stefan luck

06/18/2009

Who attentively the hit “Smooth operator” Listening to the singer Sade, learns the real meaning of this English expression, namely crook or rascal. So people who sneak in on their victim on the gentle, ingenious route. The driver of a CBF 600, Bandit 650 S or XJ6 Diversion does not have to feel like a victim. So we’d rather stick with the literal translation, for example “gentle operator” or something like that, which aptly describes the characters of the three test subjects. This is primarily due to the smooth drive units, the classic inline four-cylinder run smoothly, hang smoothly on the gas and, with their linear characteristics and peak performance of around 80 hp, make no special demands on the operator. Even from a financial point of view, the middle-class Japanese are anything but crooks. Equipped with half fairing and ABS, the three all-rounders cost around 7,000 euros. Whereby the Honda with 7340 euros is almost 400 euros above the two competitors. The 600 Euro surcharge for the ABS includes a main stand, which the Suzuki and Yamaha have as standard. All three are also available without cladding, but the S versions are more popular in Germany.

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The arguments for this are obvious: The additional wind and weather protection broadens the area of ​​application, the touring qualities improve. With all their functionality and sobriety, the all-rounders also target the hearts of customers. Basically, the three convince with the same means. As already mentioned, in all cases a typically Japanese, water-cooled four-cylinder provides the power that reaches the rear wheel via a six-speed gearbox and chain. The frames consist of more or less artfully arranged tubular steel. At the front, a conventional telescopic fork takes over the wheel suspension, with Honda and Suzuki with an adjustable spring base. The rear wheel is guided by steel swing arms that Honda and Yamaha are directly connected to the central spring strut. Only the Suzuki affords the luxury of a lever system. The oldest candidate in the field is the Bandit, who has been gathering a large fan base since 1996. Although she kept herself fit with regular wellness and update cures over the years, she cannot deny that she is slightly overweight. Which is due to the fact that she is basically a downed 1250 bandit. The chassis and most of the add-on parts are identical to the parts of the large Bandit, the smaller version can be identified on the 160 rear tire instead of the 180 of the 1250. With a full tank of 250 kilograms, the 650 is 24 (Honda) or 30 (Yamaha) kilos above the values ​​of its colleagues and also looks bulky.

Jahn

The passenger laughs: comfortable seating with two horns to hold on to. Overall, the CBF is the most mature, with it the joy of driving comes from almost perfect function.

The higher weight is noticeable both when maneuvering and when driving with a certain inertia. On bad roads and in meandering bends, the stucky fork and the significant righting moment when braking in an inclined position are also annoying. On closer inspection, it is not surprising that the bandit can not only keep up with its younger colleagues, but sometimes even pull away. The displacement advantage of the rough running four-cylinder of around ten percent results in a higher torque over the entire range. Obviously, together with the additional weight, this has its price at the pump, with a consumption of 4.4 liters normal per 100 kilometers it is the thirstiest. For 2009 the bandit was spruced up again. The instruments now look pleasing and, in addition to the usual information, also offer a gear indicator. There are two storage compartments for small items in the fairing with a passable windbreak. The one on the left even houses a socket, but can only be opened with cunning, trickery and long fingernails. Both hand levers are adjustable, whereby both the hydraulically operated clutch and the brake require a lot of manual force.

ABS brakes, chassis and driving experience

Jahn

The Bandit is comparatively large, offers the driver a lot of space and, as a delicacy, two large storage compartments in the fairing, one with a socket, but none to lock.

The transmission shifts from one to six without blame, in the opposite direction it looks stubborn. And it is almost impossible to put it into neutral. The effect of the ABS brake is adequate, but the controllability suffers from the high level of hand strength. In terms of ergonomics, there is hardly anything to complain about for the person in front. It sits comfortably, but smaller riders will notice that the handlebars are quite far away. The rear seated person enjoys a generous cushion, but comfort suffers greatly from the footrests that are far too high. After all, the Bandit has a decent handle, and luggage can be stowed away without any problems, at least in solo mode, thanks to the corresponding hooks. Limits are not set by the payload that quickly, which at 204 kilograms in the test field is by far the highest.

At this point the brand new Yamaha XJ6 Diversion fit. With 180 kilograms, their loading capacity is already largely exhausted with two properly dressed Central Europeans. Thus, at least in two-person operation, it is not so important that luggage transport is simply almost impossible due to the lack of hooks or eyes on the slim rear. The passenger struggles to hold on to the narrow strips. Otherwise, given the spartan-looking upholstery, he is happy about the surprisingly comfortable accommodation. Assuming the shock absorber is fully pre-tensioned, the XJ6 also clear with double cast. Whereby the soft damping reaches its limits when driving briskly, which is noticeable in the resounding spring elements, footrest touching down or dragging side stand. This is hardly a problem in solo operation. Light-footed and neutral, but without reaching the level of the Honda, it takes curvy terrain under the moderately wide wheels. Braking in an inclined position only causes a slight righting moment. The brake basically does its job well in everyday life. In the case of emergency braking in the control range of the ABS, however, the longest control intervals and the most strongly pulsating hand lever are noticeable in comparison. In addition, the rear wheel can lift off considerably before the electronics release the brake. Even when there is no acute risk of rollover, it takes a certain amount of routine to maintain pressure on the brake lever.

Jahn

All-rounders in a three-pack: Honda CBF 600, Suzuki Bandit 650 S and Yamaha XJ6 Diversion.

It’s noisy behind the narrow windshield, but the windshield is neat. The main stand is also included in the € 400 surcharge for the Diversion compared to the basic XJ6. The effort required to jack up lies between the very easy-to-lift Honda and the bandit requiring strong muscles. The four-cylinder, which originally came from the R6 and achieved sad fame in the FZ6 due to its loveless throttling, was elaborately developed to 78 hp in the Diversion “tuned back”. He already pulls just above idle speed without grumbling on the chain, but for brisk progress, 6000, or even better 7000 tours should be available. From 9500 rpm, the revving pleasure decreases again, which is why hard-working shifting is the order of the day. Similar to the Bandit, the six-speed gearbox is soft upwards and stubborn downwards. And even with the XJ, the idle can sometimes only be found after a long search. In return, the shift travel is short, the detent is precise, and the clutch, which is operated by a cable, requires little manual force. In terms of consumption, the XJ four-cylinder is the most economical with 4.1 liters normal per 100 kilometers, and even with brisk driving it remains under five liters. And holds back elegantly with vibrations. The exhaust gases are disposed of through a one-piece exhaust system cleverly hidden under the engine. Overall, the workmanship of the Yamaha gives no cause for complaint, but the need to save on some add-on parts is obvious. Shift and brake levers, for example, are functional, but aesthetically uninspiring stamped parts. And the black interior trim exudes the charm of small Far Eastern cars. The same applies to the Honda, while the Bandit looks more valuable and shows what is possible in the 7000 euro class.

Performance and manners

Jahn

The XJ looks filigree and compact. The rear is kept nice and slim, but there are no lashing eyes.

Like the Suzi, the Honda CBF 600 blows its exhaust gases through a stainless steel silencer, although it is much more discreet than the Bandit’s stovepipe. Still, what comes out at the back is considerable. Although the power and torque curve is due to the displacement with respect to the Suzuki, but always just above the Yamaha. And from 8000 revs the Honda is the liveliest of the three. The (turning) joy is only tarnished by the robust vibrations that set in just over 5000 tours. In the lower third of the speed range, the Honda also looks more confident than the Yamaha. Provided that the correct gear is engaged. Otherwise, a lot of traction is lost in the long secondary transmission. In terms of consumption, the CBF is practically on a par with the Diversion with 4.2 liters of normal gasoline, while the Honda gears are the only ones in comparison to work as you imagine: up and down fluffy and precise, just the manual power of the Diversion cable-operated clutch is likely to be lower.

In addition, the CBF is only showing itself from the pleasant side. It drives so light-footed, handy and neutral that in direct comparison even the XJ looks sedate, not to mention the Bandit. And that although the mounted Bridgestone BT 57 are not the latest design. The chassis tuning hits exactly the middle between comfort and firmness. And the fork and shock absorber offer enough reserves even with a pillion passenger. In addition, a large, comfortable cushion with plenty of space, a relaxed knee angle and large handles make the Honda the first choice for two-person crews. The semi-integral ABS, in which the front brake is activated when you step on the pedal, is only noticeable because of its inconspicuousness. Without airs, without wanting to do manikins, without pulsating leverage in the control range? simply great. Relatively short braking distances can even be achieved by using the foot pedal alone, which is also beneficial for less experienced drivers.

Not only they benefit from the quite wide windshield, which can be adjusted to two heights, although the conversion is a bit fiddly. Furthermore, there is a choice of two heights (770/790 millimeters) for the bench, which can be used for several hours at a time. In summary, it can be stated that all three are at a high level. Which also shows the excellent price-performance ratio. In terms of points, the Honda has the lead, closely followed by the Yamaha, which costs 450 euros less. And at Suzuki, the customer definitely gets the most motorcycle for the money.

Technical data Honda – Honda CBF 600

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 32 mm, regulated catalytic converter, 333 W alternator, 12 V / 9 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox , O-ring chain, secondary ratio 42:16.
Bore x stroke 67.0 x 42.5 mm
Displacement 599 cm3
Compression ratio 11.6: 1
Rated output 57.0 kW (78 hp) at 10500 rpm
Max. Torque 59 Nm at 8250 rpm

landing gear
Central tubular frame made of aluminum, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 296 mm, double-piston floating calipers, rear disc brake, Ø 240 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test Bridgestone BT 57, front ?? U ??, rear ?? E ??

Dimensions + weights
Wheelbase 1490 mm, steering head angle 65.0 degrees, caster 110 mm, spring travel f / r 120/128 mm, seat height * 770/790 mm, weight with a full tank * 226 kg, payload * 191 kg, tank capacity / reserve 20.0 / 4.0 liters.

Warranty two years
Service intervals 6000 km
Colors blue, black, silver, red
Price 6440 euros
Price test motorcycle ** 7,340 euros
Additional costs around 170 euros

Technical data Suzuki – Suzuki Bandit 650 S

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Suzuki

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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 36 mm, regulated catalytic converter with secondary air system, 400 W alternator, 12 V / 10 Ah battery, mechanically Actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 48:15.
Bore x stroke 65.5 x 48.7 mm
Cubic capacity 656 cm3
Compression ratio 11.5: 1
Rated output 63.0 kW (86 PS) at 10500 rpm
Max. Torque 62 Nm at 8900 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 41 mm, adjustable spring base, 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 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 240 mm, single-piston floating caliper, ABS.

Cast aluminum wheels 3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test Bridgestone BT 011, front ?? M ??, BT 020, rear ?? G ??

Dimensions + weights
Wheelbase 1470 mm, steering head angle 64.0 degrees, caster 108 mm, spring travel f / h 130/128 mm, seat height * 800/820 mm, weight with a full tank * 251 kg, payload * 204 kg, tank capacity / reserve 19.0 / 5.5 liters.

Warranty: two years
Service intervals: 6000 km
Colors: red, black, blue, gray
Price: 6990 euros
Additional costs: around 135 euros

Technical data Yamaha – Yamaha XJ6 Diversion ABS

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Yamaha

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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 32 mm, regulated catalytic converter, 330 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox , O-ring chain, secondary ratio 46:16.

Bore x stroke 65.5 x 44.5 mm
Displacement 600 cm3
Compression ratio 12.2: 1
Rated output 57.0 kW (78 hp) at 10,000 rpm
Max. Torque 60 Nm at 8500 rpm

landing gear
Bridge frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 298 mm, double-piston floating calipers, disc brake at the rear, Ø 245 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test Dunlop Roadsmart ?? L ??

Dimensions + weights
Wheelbase 1440 mm, steering head angle 64.0 degrees, caster 104 mm, spring travel f / h 130/130 mm, seat height * 805 mm, weight with full tank * 220 kg, payload * 180 kg, tank capacity 17.3 liters. Two-year guarantee
Service intervals: 10000 km
Colors: blue, gray, red
Price: 6895 euros
Additional costs: around 170 euros

MOTORCYCLE test result

Jahn

The strongest all-rounder in the trio: Honda CBF 600.

1st place: Honda CBF 600
Another test victory. In the absence of any real weaknesses, the competition is still finding it difficult to drive the CBF to the cart.

2nd place: Yamaha XJ6 Diversion
A successful debut for the Yamaha. An all-round good bike, only slightly inferior to the Honda in terms of handling, suitability for everyday use and pillion rides.

3rd place: Suzuki 650 S Bandit
Also a top offer, thanks to the displacement bonus, especially in terms of performance clearly ahead. But the common parts strategy with the big bandit makes the 650s a bit cumbersome.

MOTORRD comment scoring

Jahn

More than just bread and butter: Honda CBF 600, Suzuki Bandit 650 S and Yamaha XJ6 Diversion.

engine
With the larger displacement, the 650 bandit is a touch ahead of the two 600 cc when it comes to performance. However, it then loses this advantage with the clutch and transmission. The Yamaha runs the most smoothly in this trio, narrowly winning the chapter.

Winner engine: Yamaha

landing gear
There is no getting around the Honda in this category. Whether alone or as a couple, fast or slow, the good-natured, very handy and easy-to-drive CBF does everything. Solo can still keep up with the softly tuned XJ, but it reaches its limits in twos and moves quickly. The bandit suffers from the poorly responding fork and its heavy weight.

Chassis winner: Honda

everyday
In this chapter, too, the CBF is ahead, but this time only slightly ahead of the Bandit. Everyone has usable light and rear-view mirrors. The Honda scores with ergonomics and handling, the Bandit with equipment and payload, the Diversion has to give way in terms of payload, luggage attachment and range. But you can also drive a good 300 kilometers in one go with it.

Winner everyday: Honda

security
All good things come in threes, so it is not surprising that CBF is once again ahead of the curve. In view of the quality of your ABS, it’s no wonder: little hand strength, good effect, barely noticeable control function.

Safety winner: Honda

costs
Long inspection intervals of 10,000 kilometers and low fuel consumption ensure that the XJ wins here.

Winner cost: Yamaha

Winner price-performance
Both Honda and Yamaha shine with a grade of 1.2, and the Bandit is still doing very well with 1.4.

Measurements

Ice cold, the Suzuki uses its displacement advantage on the test bench, which gives it more power over the entire speed range. The fact that it still does not drive away in the passage of the Yamaha is due to the heavy weight of the bandit. In terms of acceleration, however, it has a slight edge. Although the Honda creates the fuller torque curve and more peak power compared to the Yamaha, it needs more time to pull through in the last gear because of the long final transmission.

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