Comparison test Yamaha FZS 1000 Fazer-R1 and Honda Hornet S-CBR 600 F

Posted on by admin

Table of contents

Comparison test Yamaha FZS 1000 Fazer-R1 and Honda Hornet S-CBR 600 F
Jahn

motorcycles

Super athlete

Comparison test Yamaha FZS 1000 Fazer / R1 and Honda Hornet S / CBR 600 F

Comparison test Yamaha FZS 1000 Fazer / R1 and Honda Hornet S / CBR 600 F
Relationship boxes

If two do the same thing, it is far from the same. Honda and Yamaha each provided their super sports car with a naked bike. With very different results.

Stefan Kaschel

04/04/2001

The complex network of human perception goes hand in hand with a dubious banalization of the form of expression, especially in the field of motorized two-wheelers. Result: an adjective like “cool”. Just like that in the room, without differentiation, without reference. Just »awesome!« Targeted reduction to the essentials or rather speechlessness? Probably the latter. At least if the cause of these monosyllabic emotional outbursts is indeed capable of robbing sober contemporaries of the senses. When “racing spirit” meets pure aesthetics, consistent striving for performance meets filigree lightweight construction and the term under which all of this is subsumed is characterized by breathless conciseness.
R1. The synonym for super athletes since it was first published. Mercilessly Strong? and uncompromisingly sporty. A reputation that it has retained to this day. But also those that the beautiful can sometimes be a very beautiful beast.
So that contemporaries who don’t just think of the size ratio of gear pairs when thinking of “ratio” can now enjoy the formidable R1 engine Yamaha refilled. In fact ?? even if it doesn’t seem like that at first glance? with the same consistency as with the sports cannon. Because what could be more natural than to combine this greedy engine with the balancing nature of the successful Fazer model. To take away his tips in this way and at the same time to give his diverse talents broader application possibilities. The YZF-R1 engine in the all-rounder Fazer ?? that’s pure logic.
Especially when the filigree silver disc shines in the light of the southern French spring sun. It’s hard to believe that this five-valve engine is a full-blown 1000cc engine. In combination with the stainless steel elbows, it arranges itself so perfectly in the double-loop frame made of tubular steel; bridged by the solid frame tubes, it looks downright graceful. Nobody even misses a cooling fin. Probably also because the Fazer dispenses with any form of retro look, instead relying entirely on the R1 line stylistically at the front and rear.
But with that, the similarities are largely exhausted. This is already clear from the first seat test. There is nothing left of the aggressive, gathered and front-wheel-oriented posture on the R1 on the large Fazer, because instead of the athlete’s handlebar halves that are turned quite far outwards, the high ends of the tubular handlebars meet the driver as well as the far forward and lower footrests. As a result, despite the impressive engine data, you tackle the first few meters with the Fazer in a very relaxed manner, while the committed posture on the athlete demands that the pilot always be careful.
This vying for attention is not only explained by the seating position, but by the much more direct nature of the R1. Their chassis is still very comfortably tuned for a super sports car, but reports road construction inadequacies immediately and without glossing over to the supervisory staff, while the Fazer with its less tight design and a “next time the road builders will fix it” glides over it. A nonchalance that can be interpreted positively in everyday use on public roads, because the other assemblies also follow this basic attitude and thus result in a thoroughly coherent character. The engine, for example: Now, for the first time fully in the public eye, it seems a little intimidated, unfolds its brute power almost inconspicuously compared to the R1. Before misunderstandings arise: This is not about sober measured values. The 1000 series, which is now equipped with a 37 instead of a 40 carburetor battery, cannot be fooled, or only very little. Is always the same in acceleration up to 140 km / h and only loses one and a half seconds even up to the 200 mark. In absolute numbers: 9.6 to 8.1 seconds. If that seems too slow for you: Porsche’s new GT 2 super sports car takes 13.2 seconds, an acceleration that arouses associations with a jet fighter among the valued colleagues from the four-wheeled faculty.
From this we conclude: Dealing with Yamaha’s 1000s is definitely mind-expanding. And to stick with the Autobild: While the Fazer decouples the driver from the action in S-Class fashion, the R1 communicates in the best Porsche tradition.
To draw conclusions about the speed with which you are actually traveling would be grossly negligent, precisely because of these different characters. Because ?? Asphalt sociologists know that ?? transfers the essence of the means of transport to the driver. This fact manifests itself, for example, in the fact that the R1 driver moves in the switch box, which is still quite inevitable, far more often than the Fazer pilot. And that, even though the older sister of the almost 30 kilogram heavier Fazer shows where to go. Or in braking late and accelerating as early as possible without paying attention to the fact that the clean line is lost because the R1 is still not a handling miracle and such brutal maneuvers quickly turn the lightweight into a unicycle.
These are the occasions when a cursory glance in the rearview mirror has depressive consequences for ambitious natures. The fazer is still there. Mainly because their nature allows their driver to go about their work in a more relaxed manner. Sitting upright, with a good overview, it swings from curve to curve and uses the full torque as a stepless automatic. A restraint that is not only elegant, but also suitable to conceal the weaknesses of the Fazer. Gentle application of the accelerator, for example, minimizes the otherwise existing load change reactions, the conscious choice of line helps over the not exactly impeccable steering precision. In this regard, the R1 scores, as well as in terms of lean angle and chassis reserves in pillion operation. In view of the location, the latter degenerates into just as theoretical a factor as the hygienic conditions in the pee booth at the rifle festival. Nobody goes on it anyway.
Yes to the Fazer. There the backbencher will also find a comfortable place, not high above, but cozy behind the driver. So longer distances? and thanks to its 21 liter barrel, the Fazer is quite capable of doing this ?? endure comfortably. It becomes more difficult for the driver. At least when things go straight ahead on the freeway. Despite better wind protection than on the R1 ?? by the way, which doesn’t include much ?? the sleek half-shell doesn’t work miracles. Keeps the wind pressure off the upper body quite effectively, but delivers the head and especially the neck to the fullest.
Meanwhile, the R1 driver is alone with himself. Leaning over the tank, he clamps himself behind the paneling, his eyes on the rev counter and digital speedometer. Always on guard. Buy almost 20 km / h more top speed with a latent fear of bridge heels, which violently bump the handlebars out of his hand. It only helps to foresee such adversity and turn the gas tap ?? even if only briefly? close.
But it is precisely this exercise that is so difficult on the R1 and marks the lasting differences between the two sisters. The Fazer gentle, relaxed, balanced, with very obliging manners. The R1, on the other hand, is wild, impetuous, demanding? and sometimes difficult to tame. A difference that is inevitably reflected in the intensity with which you experience the motorcycles. The Fazer tends to be aloof. It leaves room for the rest of the world. The R1, on the other hand, is exclusive. But this reduced view of things can also be extremely satisfying.
However, it hardly leaves any space for a motorcycle life below the full liter of displacement. This is a shame insofar as a Honda sibling is not taken into account, just because it is superficially interpreting the driving pleasure as less engine-heavy. Honda CBR 600 F and Honda Hornet S: two 600 series fours, which, in contrast to the Yamaha pair, do not show their relationship at first glance, because the Hornet strives to be far more independent. This, in turn, is causally related to the fact that the rugged 600 does not do its job as an eye-catcher as easily as the Yamaha engine. An emergency that Honda made a virtue of and which Hornet immediately trimmed in the direction of the Streetfighter by means of a high exhaust pipe.
Technically, too, the relationship is less close than the cubic capacity suggests. The Hornet engine is based on the CBR engine from earlier years, has a longer stroke than the current Supersport 600 engine and has to make do with 34 millimeter carburettors instead of modern injection with 38 intake manifolds. A fact that is expressed on the test bench, where the CBR with 105 HP delivers 16 HP more than the Hornet, and even more significant in terms of performance.
The athlete always has the double-headed nose in front, and that can be experienced far more intensely with the small 600s away from the light barrier and stopwatch than with the thousands, which are already overflowing with performance.
The better draft of the CBR is particularly noticeable here, especially since it traditionally encounters a periphery that leaves little to be desired in terms of balance. Regardless of whether it is the chassis or ergonomics: the CBR does not afford any extravagance, is always and everywhere pure function, scores points apart from its motor qualities in terms of stability as well as steering precision and chassis tuning, with the brakes, the transmission, the light. In the environment anyway, thanks to its regulated catalytic converter plus secondary air system.
In view of the collected qualities, it is easy to ignore small weaknesses such as the pronounced tendency to pitch up when braking or a shock absorber that is sometimes overstrained in pillion operation.
Under these conditions, the Hornet S ?? quite in contrast to the Yamaha couple, where the athlete took over this part ?? just the role of character actress. This starts with the sitting position, because the upright posture of the upper body in combination with the high-positioned footrests does not leave an impression as natural as it does on the CBR. The same applies to the chassis. Playful handling goes hand in hand with slight wobbling, decent stability with significantly more noticeable load changes and a comfortable design of the fork with a rather taut central spring strut.
Which doesn’t mean the Hornet isn’t fun. On the contrary, it is a very active motorcycle with good brakes, an easy-turning engine and, thanks to its low seat height, also suitable for small people. A real curve predator, which also does well with a passenger because of its taut shock absorber and, thanks to the small half-shell, also offers quite decent wind protection as the S version.
So the problem with Hornet is not called Hornet, but CBR. Because she masters the whole repertoire. If the duel ends almost undecided on small country roads, the CBR clearly wins on faster sections of the route. More power, more precision, more stability, plus great suitability for everyday use and also a pleasant place for the pillion passenger. The latter in particular are qualities that one does not expect from an athlete.
Just like the high consumption at 160 km / h. 8.7 liters are simply too much. Anyone who thinks that this is due to the new injection technology is mistaken when looking at the Hornet measured values. Also 8.7 liters. In this regard, the 600? especially with a view of the powerful 1000s ?? immodest in brotherly and sisterly harmony.
Despite consanguinity, consumption is the only point where both pairings are in agreement. Incidentally, at Yamaha, the all-rounder Fazer lives up to its name and meets the demands of everyday life, while the R1 is a real hot spur that conveys the driving experience in itself much more unfiltered. At Honda, it is the CBR 600 F athlete that is superior to the all-rounder in almost all respects, while the Hornet has small weaknesses that can also be considered a character. And who are definitely welcome in the family network. Just imagine that all siblings are the same.

Buy complete article

Comparison test Yamaha FZS 1000 Fazer-R1 and Honda Hornet S-CBR 600 F

Comparison test Yamaha FZS 1000 Fazer / R1 and Honda Hornet S / CBR 600 F
Relationship boxes

11 pages) as PDF

€ 2.00

Buy now

3rd place – Yamaha YZF-R1

Ungreatfulness is the salary of the world! The R1 is generous, gives its heart to the younger sister and is then awarded points. But the model athlete takes it with composure because the hunt for work is just as little her profession as the weekend trip. She wants the competition, wants to flex her muscles. She conveys this unmistakably, so that even civil trips become a first-hand experience and leave the lasting impression of overflowing power at all times.

2nd place – Yamaha FZS 1000 Fazer

Ingratitude is the world’s reward, the second: The Fazer benefits from the R1 drive train and immediately converts this power and glory into a point win. But not because it accentuates the strengths of the engine, but cultivates them. And because in civil life, given the basic performance potential, 30 kilograms more weight play just as little a role as eight missing horsepower. But all the more a relaxed attitude, a lot of overview ?? and a handlebar that won’t hit.

1st place – Honda CBR 600 F

There it is again, the old CBR dominance, and the reasons have a long tradition: Even in its latest edition, Honda’s flagship motorcycle has no real weakness. Can do anything, can do anything. Of course, those who expect brute thrust in all situations will still grab the thousands. But if you just want to be brisk on the country road, want to travel as a couple or take part in a racing training, you can hardly get past the CBR 600 F..

4th place – Honda Hornet S.

In this field, fourth place is really no shame. And the Hornet really not a bad motorcycle in its traditional class. But here the opponents are overwhelming. The two Yamaha with their extremely powerful engine, the sister CBR with their diverse talents. So the Hornet only has to look up in awe. The fate of many little sisters. Or to reflect on your own strengths. Because in terms of expressiveness, it can compete with everyone.

Leave a Reply

Your email address will not be published. Required fields are marked *