Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600

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Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600
Jahn

motorcycles

Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600

Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600
ABS shooters

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For the first time in a PS comparison test, all participants come up with an anti-lock braking system. PS energizes the little helpers and also looks at how things are otherwise with the new naked Honda Hornet 600, Kawasaki Z 750 and the proven Suzuki GSR 600.

Robert luck

02/13/2008

Where’s this going to end? The 2007 bread-and-butter motorcycle generation stands in front of us and grins cheekily at us. Flirtatious with sharply drawn masks and sweeping stems. We remember our classmates in seventh grade in the mid-80s: braces, ponytails and long, well-behaved skirts.

And today? In the age of DSDS, attracting attention at all costs is the order of the day, looking as quickly as possible, as adult as possible. The same goes for motorcycles. The brown bread of the motorcycle boom, the old-school baker-to-office transporters have become handsome, serious motorcycles. Nicely styled and equipped with components that were not taken from the museum store as in previous models in this category. Whereby, a survivor of the last millennium can still be found: the side stand of the Hornet 600 looks suspiciously like CBR 600 PC 25, which came on the market in 1991. And on closer examination, one thing or the other could certainly be found…

Let’s leave that. Both Hornet 600 and Kawasaki Z 750 and Suzuki GSR 600 are cheeky fun machines of the 21st century and put the veil of oblivion over earlier ones in no time at all “Entry-level mopeds ?? the numbers CB 500, GPZ 500 and GS 500 E. On the contrary, in the fight for the hearts of the customers they go their own way and offer generously: sufficient performance for daily needs, resilient chassis, practical equipment and ABS. Exactly, the new people’s movers are now surfing the technology wave and anti-blocking ex works. At least Hornet and GSR still share a lot in terms of concept: Both are fueled by throttled super sports engines, are petite in nature and act as swift as possible. You want to follow the pilot’s line intuitively, practicing drive-by thought transfer, so to speak, and thus provide a carefree driving experience.

The new Z 750 presents itself completely differently. Like its predecessor, it is based heavily on its big sister, the Z 1000. It shares one or the other component with it, right down to the engine, whose displacement is 748 due to a smaller bore Cubic is shrunk. Of course, the combustion chambers and the rest of the cylinder head were adapted to the smaller cubic capacity, for example the valve diameter was reduced. Much remained the same, which is very interesting for the manufacturer in terms of costs.

However, this modular construction method has a weakness inherent in the system: the vehicle weight. The Z 750 weighs an unbelievable 232 kilograms, hardly less than the 1000, but significantly more than the Honda (207) and the GSR (217). These two only gained 4 kg compared to last year’s models, due to the ABS at the GSR, the Kawasaki a whole 14 kg! Respect, you have to be able to hide that much ballast on a motorcycle without a case system and heated seats.


Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600


Jahn

Clear weight advantage for the Honda – that also brings handiness.

However, this modular construction method has a weakness inherent in the system: the vehicle weight. The Z 750 weighs an incredible 232 kilograms, hardly less than the 1000, but significantly more than the Honda (207) and the GSR (217). These two only gained 4 kg compared to last year’s models, due to the ABS at the GSR, the Kawasaki a whole 14 kg! Respect, you have to be able to hide that much ballast on a motorcycle without a case system and heated seats.

It is not surprising that the Z greets the pilot with shirt sleeves. It wants to be a great motorcycle and it is. With its narrower seat bench and the slightly cranked handlebars, it conveys that much-loved streetfighter seating feeling, making the pilot an active determiner on the box. Those who ride this stove in a T-shirt can admire their biceps every time they pull the handlebars and feel like ex-Ruhrpott investigator Horst Schimanski. Which is not to say that the 750 is unwieldy. Rather, let’s call it … stubborn. She wants to be brought out of the middle position with a clear announcement. Only then does she give herself up, willingly kneels and lies obediently on the line. The lightness of being looks different. A more manageable tire would definitely do her good. The almost nervous agility of the two Schnakenhuster, as the 600s are commonly called, will never be achieved because of their size.

As the lightest in the test field, the Hornet already has an advantage in terms of handiness. Willingly and purposefully she gives in and dashes through the odd. The fact that Suzi takes the title of Dancing Queen from her is due to about two and a half things. The GSR has the steeper steering head angle and the quicker shoes, in other words: the more manageable tires. With the mounted BT 014, the GSR literally absorbs curve radii, folds into an inclined position with every blink of an eye and does this in an extremely neutral manner. The Honda can hardly keep up with the BT 012, which is no longer completely fresh. In addition, she is plagued by a pronounced righting moment when braking in an inclined position, which she shares with the Kawa on their Dunlops. And half the reason? The seating position on the Hornet, with its high handlebars and deep seat, is too inactive for PS people. a matter of taste.

The chassis check on the three is pleasing. The Honda only offers a spring strut with adjustable preload. She doesn’t need more, because the basic setting is so well chosen that it even survives the dreaded bumpy stretch of the test lap in heaven-to-hell-and-back mode without complaint. Only very slight tendencies towards the handlebars are noticeable, which is what the sporty design of the spring elements entails. The GSR irons across the country just as confidently. Its fork is designed to be softer, so it dips deeper than that of the hornet when braking, but this does not result in any disadvantages, even in the wild distillery. However, your fork (4 rings visible) should be pretensioned so as not to consume too much spring travel while standing. The Zett, on the other hand, is unbalanced. On the one hand, it hangs very deep in the springs, and firm pretensioning is the order of the day. The distillery can easily handle the good, sensitive fork, but the shock absorber causes trouble. Without readjusted, i.e. increased preload, the Kawasaki tends to stamp hard with the hindquarters. When fully pre-tensioned, this improves, but does not change anything about the too lax one

Rebound damping and the insensitive response behavior. The fact is that there is no real harmony between fork and shock absorber and the Kawa rumbles roughly over bumps with its hindquarters.
Vain sunshine, on the other hand, prevails in the green engine room. The shrunken thousand dominates this chapter not only because of the displacement surcharge of 25 percent compared to the two narrow-chested speed organs. He especially shines in the TTECPM area. Don’t you know what it’s about? No wonder, because the author has just invented this junk. TTECPM stands for Throttle-To-Engine-Connection-Power-Control-Management. Or simply responsiveness and power delivery: The Kawasaki offers its performance cultivated, no, almost exemplary. One turn of the particle accelerator, and it moves forward with soulful to strong force, but always with great pressure. The double throttle valve system does not implement the gas commands very spontaneously, but always smoothly. Just right for a motorcycle like the Z 750, which also retains vibrations.


Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600


Jahn

The Kawa is by far the heaviest, but also the strongest.

The gearbox also shines, gear changes are not noticeable because they slide smoothly. However, the translation of the Z is a little too long, which robs it of its dynamism. The Hornet, who suffers from the same evil, is hit even harder. For lack of torque, she was punished harshly and had to let the Kawasaki burn her from 50 to 150 km / h in last gear for almost two seconds. Honda’s foursome unfortunately feels more tired than it is, is not doing as well as it could. Which does not mean that the hornet has lost its sting: Those who turn diligently will be rewarded with steady, befitting propulsion. The quartet, borrowed and hornetted from the current 600 RR, develops its steam in a beautiful linear manner and lets the front wheel rise in the lower two gear stages of the inconspicuous transmission. The GSR can of course do that too. Rather better, because its engine also comes from the sports corner, but is less softened than that of the Hornet. The GSR has a lively engine corresponding to its lively handling, which really gets down to business from 9000 rpm. Around the top it goes off like Schmidt’s cat, burns irresistibly towards the limiter and spreads fun on a broad front. And this without missing anything in the everyday range between 4000 and 9000 rpm.

On the contrary: thanks to its short overall gear ratio, the GSR irons the Hornet in the pull-through measurement from 50 to 150 km / h in the last gear by a whole second and is even a touch more frugal in the test consumption. It is noticeable that both ex-super sports engines run a little rougher than the Kawa drive. In terms of sound, all three behave in the now very subdued Euro 3 framework. To the suffering of the sound freaks and to the delight of the residents of popular motorcycle routes.

The next topic, the brake, shows that joy and sorrow are always close together. Or rather: the braking. Kawa and Suzuki are only delivered with ABS, while Honda costs 700 euros extra. Purists will be furious when they can’t escape the tutelage of technology. But seriously: ABS is extremely useful, apart from the racetrack and off-road trips with the Enduro. The fact is that it takes the fear out of a panic braking and in precisely those cases where the driver is surprised, it only does good.

Of all people, Hornet is clearly one step ahead when it comes to ABS. Their stoppers are the most sensitive to dose, provide the greatest transparency and bite heartily. Whether the combination brake has to be CBS is a philosophical question. The Suzuki and the Kawasaki have to attest to the good function, but high manual strength and muddy pressure points. Such brakes would not be tolerable in this class without ABS.
Both manufacturers should examine the Honda Hornet and ask themselves whether a crisper brake, especially in connection with ABS, can spread more joy than horror.

Conclusion: Last year the Suzuki GSR dominated the test field, this year it has to share first place with the successfully revised Honda Hornet. The speedy 600s are great motorcycles that leave little to be desired on the country road. Either you twist them mercilessly, or you just let yourself drift with them. The clear loser is the Kawasaki Z 750. Despite its great engine, it messed up the victory because of its obesity. 232 kilos are too much and take their toll.


Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600


Jahn

Suzuki also has to improve again in order to dominate first place.

Basically, ABS on a motorcycle is something very good and useful. It is undisputed that it helps to avoid falling over a blocking, i.e. slipping front wheel, when braking in a startle manner and on smooth surfaces. Despite the meanwhile very high degree of maturity, the systems are not foolproof and even leave the ones shown below “Stoppies” to. However, only through body weight shifts initiated by the driver, which should not really occur during normal driving. This “Stoppies” however, they are very dangerous because the pilot can hardly control them.

During normal driving or braking, the GSR has the greatest tendency to lift the stern. This is usually undramatic, but noticeable. In addition, your ABS gets out after a 150-meter wheelie, which almost led to a fall during the subsequent braking. Compared to the other two, the Kawasaki regulates the coarsest and earliest, and occasionally leaves the front wheel unbraked for a short period of time, thus unnecessarily increasing the braking distance. The Honda has the most finely regulating, most efficient ABS that also uses a combination brake. This acts on both wheels with every braking.

Data

Honda Hornet 600

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: Bridgestone BT 012 ?? J ??, 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

Mass 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 power 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; Pull-through 50 100/100 150 km / h: 6.5 / 7.2 s Top speed: 230 km / h *

Consumption:
Fuel type: Normally unleaded, average consumption: 6.8 liters, tank capacity (of which reserve): 19.0 / 4 liters, range: 279 km
Price: 8190 euros (including ABS, plus ancillary costs)

Kawasaki Z 750

Drive:
Four-cylinder in-line engine, four valves / cylinder, 78 kW (106 PS) 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

Mass 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 power in last gear: 69.9 kW (95.0 hp) at 209 km / h

Driving performance:
0 100/150/200 km / h: 3.7 / 7.0 / 14.3 s;
Pull-through 50 100/100 150 km / h: 5.6 / 6.2 s Top speed: 230 km / h *

Consumption:
Fuel type: Super unleaded, average consumption: 7.4 liters, tank capacity (of which reserve): 18.5 / 3 liters, range: 250 km Price: 7895 euros (plus ancillary costs)

Suzuki GSR 600

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, G-Kat and SLS

Landing gear:
Light alloy bridge frame, steering head angle: 62.5 degrees, caster: 104 mm, wheelbase: 1440 mm, telescopic fork, inner fork tube diameter: 43 mm, adjustable spring base, central spring strut with lever system adjustable in 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

Mass 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 power in 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 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 ancillary costs)


Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600


Jahn

Adult motorcycles that perform well at moderate prices for high country road demands.

reviews

Honda Hornet 600

Engine:
The translation of the Hornet is too long, which makes it feel a bit tired. So it is enough for the important draft measurement only for the red lantern.

Landing gear:
Thank goodness there are no adjustment options on the Honda chassis. The way it is, it is just right for sporty use on country roads.

Ergonomics:
The narrow tank, the high handlebars and a relaxed knee angle ensure a comfortable, but somewhat too passive sitting posture 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 over long distances.

Verdict:
Mother-in-law’s darling is also pierced and tattooed by now. The Hornet plays the brave, but can also really pull off the leather.

Place 1/17 points

Kawasaki Z 750

Engine:
Yes, it consumes the most, but: super-smooth response, best torque, maximum performance and tolerable vibrations. To ask?

Landing gear:
It has a decent fork and the most stubborn shock absorber in the test. She also gives in stubbornly and suffers from her pounds, especially in tight corners.

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:
The Z 750 is big, which is not always beautiful. However, its bulk makes driving fun difficult, and it takes the greatest time to get used to it in the test field.

Verdict:
Horst Schimanski would drive the Z 750. She is tall and grown up. And it exudes the power and sovereignty of a mature motorcycle.

3rd place, 15 points

Suzuki GSR 600

Engine:
It’s sharper than the Honda. Up to 9000 rpm mild, above that wild. Unfortunately, it shows load change reactions, but consumes little and pulls through well.

Landing gear:
Its soft fork dips deeply when braking, but the GSR convinces in every driving condition. Cool cruising or hot burning, it can do it all.

Ergonomics:
You soon get used to the high, rather strongly cranked handlebars. It takes longer with the wide tank and footrests that are too far forward.

Driving fun:
It burns up and away at over 9000 rpm, turns quickly and casts the pilot under its spell. The GSR is the liveliest aspirant on stage.

Verdict:
She is the hound of this test. As if in a frenzy of blood with the rabbit in view, she follows the asphalt strip agile and stable until sunset.

Place 1/17 points

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