Comparison test: 600s in a quintet

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Comparison test: 600s in a quintet
Jahn

motorcycles

Comparison test: 600s in a quintet

Comparison test: 600s in a quintet
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The middle class is burning brightly! The manufacturers have finally discovered driving fun as a selling point for the little speedsters. With the 675 Street Triple, Triumph vigorously pours fire accelerators.

Robert luck

02/13/2008

Toys

Finally, the fun drivers group is benefiting from the work of red-pen-wielding savings-noses: The supersport engines of the current middle class, which have been trimmed by a few insignificant horsepower for bare life, stimulate business, make it more entertaining than ever and enrich this category with highly interesting and affordable motorcycles. PS likes to pick up the ignition key to thoroughly measure the temperature of all candidates and determine their sporty calorific value.

It’s clearly about driving fun on the country road, just as guys with a three-day beard and biceps want it? not boys with upper lip fluff and pimples. New this time: the newly hatched Triumph Street Triple. Its external values ​​are strongly reminiscent of the Speed ​​Triple 1050, while its internal values ​​are reminiscent of the Daytona 675 super sports racer.

In the sights of the newcomers: the established toys from a Far Eastern island with more than two mountains. We’re talking about the Honda Hornet, Kawasaki Z 750, Suzuki GSR 600 and Yamaha FZ6. The island duel, of course at prime time with PS readers in the front row, is about the throne of mid-range bikes. Can Hornet and GSR continue to sit in the coveted armchair, or will the Englishwoman manage to snatch the scepter from them? While the four foursome grumble warm while standing and the threesome hisses in a cautious manner, a quick look at the data sheets: Ouch, it won’t be easy for Japan.

The first few meters on the baby triple make it clear that it is not just a burner on paper. Of course, the potent Daytona three-wheeler gave up in terms of top performance, but who cares if there are still 104 hp and ample, always present torque available, which tug at only 190 kg vehicle. The highway flea lands its first heavy hits, undercutting the Honda by 17, the Yamaha by 20, the Suzuki by 27 and the Kawa by 42 (in words: forty-two) kilograms.

The next volley of heavy blows follows immediately. The Englishwoman shines again with the meaningful pull-through measurement from 50 to 150 km / h in the last gear. Runs in 10.6 seconds, no: it storms away from its competitors. With 11.8 the Z 750 still halfway visual contact, the GSR with 12.7 and the Hornet with 13.7 can be clearly outdone. The Yamaha, which takes an embarrassing 15.7 seconds for this discipline, has to be careful not to be sawed by family station wagons with turbodiesel.

Front runner


Comparison test: 600s in a quintet


Jahn

In the “Streety” is driving fun program.

Let’s look at the championship leader after two disciplines, the triumph Street Triple more precisely. It is obviously a stripped Daytona 675, the rough modifications are quickly listed: modified cam profiles ensure less valve lift, the adapted mapping with an engine speed limiter starting 800 rpm earlier and the short overall gear ratio for powerful acceleration in all engine speeds. The chassis including the swing arm was hardly changed. A slightly longer wheelbase results from the modified caster and the swing arm, which is a little deeper in the frame. That’s it. The design of the new one is clearly based on its big sister: the headlights, handlebars, cockpit and exhaust system speak a clear language and come from the parts rack that also equips the Speed ​​Triple 1050.

The Street Triple is logically more closely related to the Daytona 675 than to the Speed ​​Triple, which gives an explanation for its superior appearance. Their good table manners are noticeable: The Triple not only starts up in an exemplary manner, it also takes on the gas just as perfectly and delivers its performance in a precisely dosed and very linear manner. It never attracts attention with unpleasant vibrations, regardless of the speed. The delicately adjustable clutch is a delight, with it and thanks to the ample torque, the Streety is a wheelie bike par excellence. Less pleasant, but also something like Triumph tradition: the bony gearbox and the pronounced load change reactions. You alone are responsible for the point deduction in the drive rating.

In terms of load changes and smoothness, the 750 -? Big Block ?? the Kawasaki. His sleek demeanor has something of a salon tiger, who talks about his past wild days over a cup of tea and who still appears confident and strong, but no longer superior. In plain language: the Z 750 drive is almost too sophisticated, too little spontaneous. He always pushes nicely, but never gets really wild. Instead of laughing out loud like the Triumph, he smiles mildly. And of all things, this engine is in the heaviest motorcycle, which pulls it a few more teeth. Overall, however, it goes very well with the calm, somewhat sluggish character of the Z 750.

Hornet and GSR show how it can be done differently: Their engines come from the CBR 600 and GSX-R 600, i.e. seasoned athletes. Slightly retrained for the new job in the nudist sector, but unchanged in character, they want to be everything, just not lazy. But is it you ?? Eh! ?? yes, at least if there are no five-digit speeds. This is exactly where the biggest difference between the Japanese top dogs and the new, rebellious Street Triple can be seen. While the 675 is always alert, almost always ready to pull through the rev range and immediately converts every tug on the throttle cable into propulsion, the four-cylinder engines have to be in the correct speed range. And ?? right ?? For them, that means: just over 9000 tours. Those who keep Honda and Suzuki at this speed level have a good laugh; then both of them burn off their fuel in an enjoyable and extremely explosive manner, converting octane into adrenaline and tire rubber into asphalt painting. The much-used switch boxes support them inconspicuously and precisely. The Hornet would do well with a shorter final translation, the GSR should have less pronounced load change reactions. In the moderate speed range, the GSR impresses with its better pulling power, while the Hornet is more frugal and scores at the pump.

String quintet


Comparison test: 600s in a quintet


Jahn

The tank on the Suzuki GSR is too wide. The gray mouse has a top gear for this.

And the third 600 in the league? The FZ6 drive is not a revelation. It has to be turned even more tremendously than the aggregates from Honda and Suzuki in order to keep up at all. It is noticeable that it vibrates markedly between 7,500 and 9,000 tours and reacts clearly to load changes. In addition, the former R6 engine is plagued by two glaring stumbling blocks in the performance curve: between 5000 and 6000 / min and between 8000 and 8500 / min it allows itself noticeable breaks, which is neither good for pulling nor driving pleasure. The yam must be musted permanently. Even driving through a town in the legal speed range takes place one gear lower than with the other 600 engines. After all, the barrel organ tuning is supported by a gearbox that can be shifted properly. On the other hand, the barely readable tachometer is counterproductive, so that the limiter often intervenes to save lives. In the end, she reacts FZ6 only slightly delayed on gas commands, which takes quite a bit of getting used to in the jungle of bends.

Speaking of the jungle of curves: Can the Street Triple score in the labyrinth as well as in the engine area? Oh yes, it can, but no longer with this incredible superiority. Its chassis comes from the Daytona 675 and thus the most greedy, direct and agile super sports car at the moment. Clearly, the minimal interventions in the existing system hardly dilute its qualities. The Street Triple is manageable, stable and neutral. Folds almost in the blink of an eye in an inclined position and burns with dreamlike precision through curves of all radii. The Dunlop Qualifiers, which were developed by default, reduce the agility by a few units, but otherwise behave neutrally.

Weaknesses only reveal themselves on bad sections of the route or at the nastiest distillery, because the technicians have placed the setup of the Streety on the comfortable side. The fork likes to block when braking, and the shock absorber cannot take fast, hard bumps. These shoot directly into the pilot’s intervertebral discs. A certain sporty basic firmness would be beneficial for the little triple, because the chassis cannot be adjusted except for the spring base of the rear damper. Triumph has to save the money somewhere that ultimately helps the Street Triple to get its affordable price. On the surface, the soft fork set-up hides the clear tendency towards the handlebars slapping. With a tighter setup, the Triple would need a steering damper, and it’s not free.

Hornet shows that a motorcycle can be firmer without such tranquilizers. Your chassis is also only adjustable in the spring base of the shock absorber, but leaves little to be desired when it comes to heating. Damping, responsiveness and reserves are okay, as is handiness and stability. Despite its higher weight, the Hornet is a bit more manageable than the Street Triple and remains neutrally on track. The standard Michelin Pilot Power further enhance the agility of the Honda? and are at the same time their greatest shortcoming: if you brake in an inclined position, you will experience the motorcycle positioning itself as if a horse had kicked you in the side. Lightning-fast line correction is then the order of the day.

Bottom line


Comparison test: 600s in a quintet


Jahn

Let’s see who really leads the quintet.

The GSR shows itself free from such injustice. It swings neutrally and agile through the curves, occasionally touches down with the footrest and moves its course almost unperturbed. Unfortunately only almost, as their hard response behavior also entails one or the other steering correction.

The FZ6 fails once again due to its half-baked vote. Although it drives quite handy and neutral, it hits the ground first and most pronouncedly with the notches. Your inactive sitting position and the soft chassis are also not the first choice for dancing on the curve ball. Injection is another great brake on fun. Their significantly delayed response forces the pilot to tension the throttle cable before the middle of the curve so that propulsion is applied at the apex. Especially on unknown routes, where one or the other line change is pending anyway, this is not an optimal thing.

The clear contrast to the Yamaha is the harmonious and self-contained Kawasaki Z 750. Stability ?? yes, there. Neutrality ?? on board. Lively agility ?? Out of Stock. The Z 750 is big and heavy. It is true that an active seating position and wide handlebars make do with it, but it cannot completely cover up its mass and the bulky series tires. Quick changes of direction are possible, but have to be worked hard and are therefore less fun than on any of the four players.

There remain the stoppers of the five gladiators. The ABS group has a clear winner named Honda Hornet. It pulls the three colleagues one over with its finely regulating integral brake system. Even those who shoo the Honda properly get sensible feedback from the brake, and the pressure modulator only intervenes late. The systems on Kawasaki, Suzuki and Yamaha regulate more roughly and more noticeably. They lack transparency, but they are convincing in their effect. Sports enthusiasts will also get their money’s worth with them.

Without wanting to start a religious war: The Street Triple does not need ABS, except in emergency situations. Your floating caliper brake is a real sports brake in terms of effectiveness, dosage and transparency. Not state of the art, but always predictable and with a crisp bite. It matches the rest of the Triumph and rounds off this small burner package perfectly.

The island duel is, regardless of the airtime, clearly decided in favor of the Europeans. Who knows, maybe there will be the British next season with an anti-lock device.

Conclusion: The Triumph redefines the concept of driving pleasure, victory is hers. Hornet and GSR are beaten, their four-cylinder inferior to the three? Rank 2 for the two. The Kawasaki suffers particularly from its weight, it lands in 4th place. Yamaha has to improve, the competition is meanwhile on and off.

Data Honda Hornet 600


Comparison test: 600s in a quintet


Jahn

Here the music plays at over 6000 revolutions.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 75 kW (102 hp) at 12000 / min *, 64 Nm at 10500 / min *, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression ratio: 12.0 : 1, ignition / injection system, 36 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy frame made of cast parts, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1435 mm, upside-down fork, Ø inner fork tube: 41 mm, not adjustable, central spring strut directly hinged, adjustable spring base, spring travel front / rear: 120 / 128 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Michelin Pilot Power ?? E ??, 296 mm double disc brakes with Three-piston floating calipers at the front, 240 mm single disc with single-piston floating calipers at the rear, ABS optional

Measurements and weight:
Length / width / height: 2090/800/1230 mm, seat / handlebar height: 800/1010 mm, handlebar width: 665 mm, 207 kg with a full tank, v./h .: 49.4 / 50.6%, rear wheel performance in the last Gear: 68.6 kW (93.3 PS) at 218 km / h

Driving performance:
Acceleration 0 100/150/200 km / h: 3.5 / 6.8 / 15.2 s,
Pulling speed 50 100/100 150 km / h: 6.5 / 7.2 s
Top speed: 230 km / h *

Consumption:
Fuel type: Normally unleaded, average consumption: 6.3 liters, tank capacity / of which reserve: 19.0 / 4 liters, range: 301 km

Price: 8190 euros
(incl. surcharge for ABS, plus Nk)

Kawasaki Z 750


Comparison test: 600s in a quintet


Jahn

Real style: With the Z 750, the designers had the last word not only on the exhaust.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 78 kW (106 hp) at 10500 / min *, 78 Nm at 8300 / min, 748 cm3, bore / stroke: 68.4 / 50.9 mm, compression ratio: 11.3: 1 , Ignition / injection system, 32 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Steel central tube frame, steering head angle: 65.5 degrees, caster: 103 mm, wheelbase: 1440 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base and rebound, central spring strut with lever system, adjustable spring base and rebound damping, front spring travel / rear: 120/125 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Dunlop D 209 ?? PTL ?? and ?? NK ??, 300 mm double disc brake with two-piston floating calipers at the front, 250 mm single disc with single-piston floating caliper at the rear, ABS

Measurements and weight:
Length / width / height: 2006/840/1230 mm, seat / handlebar height: 810/1020 mm, handlebar width: 690 mm, 232 kg fully fueled, v./h .: 49.2 / 50.8%, rear wheel performance in the last Gear: 69.9 kW (95.0 PS) at 209 km / h

Driving performance:
Acceleration 0 100/150/200 km / h: 3.7 / 7.0 / 14.3 s,
Pulling speed 50 100/100 150 km / h: 5.6 / 6.2 s
Top speed: 230 km / h *

Consumption:
Fuel type: Super unleaded, average consumption: 6.8 liters, tank capacity / of which reserve: 18.5 / 3 liters, range: 272 km

Price: 7895 euros
(plus additional costs)

Data Suzuki GSR 600


Comparison test: 600s in a quintet


Jahn

Nimble and neutral, the GSR burns away.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 70 kW (98 PS) at 12000 / min *, 65 Nm at 9600 / min *, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression ratio: 12.5 : 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, SLS and G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 62.5 degrees, caster: 104 mm, wheelbase: 1440 mm, conventional telescopic fork, inner fork tube diameter: 43 mm, adjustable spring base, central spring strut with lever system, adjustable spring base and rebound damping, spring travel front / rear: 130/134 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Bridgestone BT 014 ?? SN ??, ?? N ??, 310 mm double disc brake with four-piston fixed calipers at the front, 240 mm single disc with single-piston floating caliper at the rear, ABS

Measurements and weight:
Length / width / height: 2110/810/1270 mm, seat / handlebar height: 800/1020 mm, handlebar width: 680 mm, 217 kg with a full tank, v./h .: 48.8 / 51.2%, rear wheel performance in the last Gear: 67.3 kW (91.5 PS) at 189 km / h

Driving performance:
Acceleration 0 100/150/200 km / h: 3.6 / 7.0 / 16.1 s
Pulling speed 50 100/100 150 km / h: 6.1 / 6.6 s
Top speed: 220 km / h *

Consumption:
Fuel type: Normally unleaded, average consumption: 6.6 liters, tank capacity / of which reserve: 16.5 / 4 liters, range: 250 km

Price: 7290 euros
(plus additional costs)

Data Triumph Street Triple


Comparison test: 600s in a quintet


Jahn

Agile fun package: the Street Triple.

Drive:
Three-cylinder in-line engine, four valves / cylinder, 78 kW (106 HP) at 11700 / min, 68 Nm at 9200 / min, 675 cm3, bore / stroke: 74.0 / 52.3 mm, compression ratio 12.7: 1, Ignition / injection system, 44 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, SLS and G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 65.7 degrees, caster: 95 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, not adjustable, central spring strut with lever system, adjustable in the spring base, spring travel front / rear: 120 / 126 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Dunlop D 209, 308 mm double disc brakes with two-piston floating calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2110/860/1250 mm, seat / handlebar height: 830/1010 mm, handlebar width: 710 mm, 190 kg fully fueled, v./h .: 49.1 / 50.9%, rear wheel performance in the last Gear: 70.8 kW (96 PS) at 227 km / h

Driving performance:
Acceleration 0 100/150/200 km / h: 3.7 / 7.0 / 13.8 s,
Pulling speed 50 100/100 150 km / h: 4.8 / 5.8 s
Top speed: 216 km / h *

Consumption:
Fuel type: Super unleaded, average consumption: 6.4 liters, tank capacity / of which reserve: 17.4 / k. A. liters, range: 272 km

Price: 7539 euros
(plus additional costs)

Data Yamaha FZ6


Comparison test: 600s in a quintet


Jahn

There is an R6 engine in the FZ6. But make an athlete out of her at the same time?

Drive:
Four-cylinder in-line engine, four valves / cylinder, 72 kW (98 PS) at 12000 / min, 63 Nm at 10000 / min, 600 cm3, bore / stroke: 65.5 / 44.5 mm, compression ratio 12.2: 1, Ignition / injection system, 36 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 65 degrees, caster: 97.5 mm, wheelbase: 1440 mm, conventional telescopic fork, inner fork tube diameter: 43 mm, not adjustable, central spring strut directly hinged, adjustable spring base, spring travel front / rear: 130/130 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Dunlop D 252 rear ?? B ??, 298 mm double disc brakes with two-piston floating calipers at the front, 245 mm single disc with single-piston floating calipers at the rear, ABS

Measurements and weight:
Length / width / height: 2095/755/1085 mm, seat / handlebar height: 805/1040 mm, handlebar width: 670 mm, 210 kg fully fueled, v./h .: 49.9 / 50.1%, rear wheel performance in the last Gear: 66.3 kW (90 PS) at 255 km / h

Driving performance:
Acceleration 0 100/150/200 km / h: 3.6 / 6.8 / 15.3 s,
Pulling speed 50 100/100 150 km / h: 6.5 / 8.9 s
Top speed: 210 km / h *

Consumption:
Fuel type: Normally unleaded, average consumption: 6.6 liters, tank capacity / of which reserve: 19.4 / 3.4 liters, range: 294 km

Price: 7643 euros
(plus additional costs)

reviews

Honda Hornet 600

drive
The translation of the Hornet is too long, so it seems tired. So it loses its casual dynamism, which is proven by the second worst pull-through values.

landing gear
Tightly coordinated, the Hornet can be used to smoke properly. Unfortunately, with her Michelin Pilot Power ?? E ?? very hard when braking.

ergonomics
Typically Honda: Narrow tank, high handlebars and relaxed knee angle ensure a comfortable, but somewhat too passive sitting position for heating.

Driving fun
The Hornet is easy to control and greedily wring out. It does not overwhelm you when heating and is even the most comfortable on long journeys.

verdict
The Hornet convinces with its balanced, surprisingly sporty concept. She plays the brave, but can also really pull off the leather.

2nd place / 15 points

Kawasaki Z 750

drive
Gentle response, good draft and tolerable vibrations let the 750 outperform the 600. However, it is too tame compared to the 675.

landing gear
She has a sensitive fork, but a stubborn one
Suspension strut with a spring that is too hard. In addition, the Z 750 is clearly the most unwieldy in this test field.

ergonomics
Fighter feeling on the Z. The handlebars are slightly cranked, the seat cushion narrow and taut. The notches and the knee lock on the tank also fit.

Driving fun
Your excess weight and the first tires spoil the driving pleasure the most. But it offers space for tall people and a great seating position.

verdict
The kawa is big and heavy. It is much more sedate than the 600 ?? and 42 kilos heavier than the 675. That says a lot.

4th place / 14 points

Suzuki GSR 600

drive
It is different from the Honda and has a top gearbox. Tame up to 9000 rpm, above that sporty and wild. Unfortunately, it also shows strong load change reactions.

landing gear
Although the soft fork dips deeply when braking, the GSR is still pleasing in every riding condition. It can burn heat as well as cool cruising.

ergonomics
The GSR is similar to the Hornet and could use a wider, lower handlebar. You have to get used to the wide tank.

Driving fun
The gray mouse is a fun mobile. Nimble and very neutral, she burns away and pulls the pilot under her spell. Understatement rules!

verdict
Previously the hunting dog in the area, now she has to nibble on the Streety: Equal in handling, but the engine makes the difference.

2nd place / 15 points

Triumph Street Triple

drive
A source of joy, this triple. Fast-paced, well-translated and with great responsiveness. Unfortunately, load change reactions cloud the picture.

landing gear
The Streety is a real distiller. Neutral and nimble, she shoots up and away. Unfortunately, the fork and shock absorber quickly reach their limits.

ergonomics
The 675 embeds its pilot perfectly: sporty, narrow knee angles, wide, flat handlebars. The very thin seat pad is borderline.

Driving fun
It’s unbelievable how agile and greedy a motorcycle can be. The Street Triple redefines the concept of driving pleasure and is vastly superior here.

verdict
Made-to-measure debut for the little one from the island. We expected more from the chassis, but it’s enough for victory.

Place 1/17 points

Yamaha FZ6

drive
The adaptation of the R6 engine was unsuccessful. The FZ6 is a powerless barrel organ that sometimes vibrates heavily and does not depend on the gas properly.

landing gear
The FZ6 is not an athlete. Your basic set-up is too soft, too comfort-oriented. Handling and neutrality are good, but not the lean angle.

ergonomics
The driver sits on the Yam too passively, almost like on a travel enduro. Upright and with little feeling for the front wheel, rolling instead of turf is the order of the day.

Driving fun
It’s having a hard time with the yam. The soft chassis, the pressureless motor and a passive sitting posture do not really inspire the sporty driver.

verdict
The FZ6 was not designed consistently enough. A cozy twin would suit her better than an organ 600cc engine.

5th place / 10 points

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