Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S
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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S
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motorcycles

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S
Comparison test middle class

Suzuki puts a lot of pressure to set the tone again with the bandit in the middle class. New engine, more displacement ?? also more momentum? Or you can safely save yourself two cylinders?

Stefan Kaschel

06/05/2007

The beautiful, intact, cozy world of reason-oriented locomotion on two wheels ?? she is getting more and more out of joint. First, Honda discovered the lows of pricing policy for itself and conjured up a Beetle on two wheels with the CBF series, digging a little later Kawasaki a long-forgotten engine concept and celebrates unimagined success with the parallel twin ER-6.

And market leader Suzuki? Believed to be so well positioned with the bestsellers Bandit 600 and SV 650 that the contrails were at best perceived by the competition suddenly overtaking to the right and left. Right now this will finally end up here! The price-performance acrobats from Hammamatsu strike back relentlessly, and on a broad front. Not only renovate the ex-quota queen SV 650 with standard ABS, regulated catalytic converter and double ignition, but also bang the competition with the new one Bandit 650 also a pound in front of the bow, which is supposed to cause some approval bumps in the statistics of others.

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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S
Comparison test middle class

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If you laugh now: Yes, that is also an allusion to the powerful bandit weight. A quarter-ton truck rolls through the country with a full tank of fuel. In numbers: 250 kilograms for the S version including the now standard ABS. “A lot of motorcycle for the money” will only be recognized by cynics, while the interested layman searches for the reasons for obesity. He immediately finds what he is looking for in the shared parts strategy. Exhaust. Frame, bodywork ?? everything as with the big sister (see pages 34/35). And everything is just as difficult.

So much for the bad news. Now the good one. Like so many fat people, the new bandit is a lively, happy companion with high entertainment value, who is self-confident about her pounds. Any interested party will understand why during the first test drive. Not because of wobbling and wobbling: Compared to its predecessor, which is 28 kilograms lighter, the first few meters with the new one look like a construction worker’s handshake. The engine grabs resolutely, the chassis resolutely tackles the first rough edges. The core of the new 650er separates significantly more from the cozy, but somewhat contourless world of its predecessor than the largely unchanged shell promises. But not so much as a completely different motorcycle would have been created here. So where exactly is it, the Bandit 650 S? This must first be shown by a comparison with the arch-rival Honda CBF 600.

The four-cylinder


Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S


Artist

The engine of the Bandit looks perfectly tidy. The ABS is standard and regulates properly, the double-piston pliers could be better metered.

To work in the morning, back in the evening. As always too late, ten kilometers across the country, then through the mad commuter and traffic light harassment into the city, the appointment with the boss in mind and all the problems with the project in the back of my mind. What do you need there? A motorcycle that just drives. One like Bandit or CBF 600. That’s how it was before. And essentially nothing has changed in that regard.

However, the new Bandit manages to set new accents in some points. For example at home in the garage. Or rather the other way around: Here the Honda sets an exclamation point, with the age-old technology of eighteen hundred windstorms. 34 series constant pressure carburetor, choke on the lower left of the carburetor battery, plus U-Kat and secondary air system. This not only means cumbersome fiddling and poor throttle response during the cold running phase, but also that the CBF is enjoying its last grace period this year. In 2008 the Honda will no longer exist in this form? and that’s a good thing when it comes to exhaust technology.

So the advantage of Bandit, which combines injection and G-Kat with stable idle and impeccable throttle response. From the first meter. However, it has to share the praise for offering the driver a feel-good atmosphere away from cold running properties straight away with the Honda. Both hold ?? not least thanks to adjustable seat heights ?? A relaxed driver’s seat is available for small and large people alike, with the lower-mounted Honda footrests being appreciated on the way to the office, while the disadvantage of this arrangement (see the Driving Dynamics box on page 29) is only noticeable through material abrasion when the relentlessly ticking time clock demands the whole driver.

Only in this case will the Suzuki driver work diligently in the gnarled gearbox that can only be shifted with vigor, while otherwise he can rely on the pulling qualities of the new four-valve engine. In all three pull-through disciplines, the bandit of the CBF loses at least one second, so that the Honda driver, even in normal traffic, only has the option of using the exemplary flickering gear to swim with.


Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S


Artist

The small CBF convinces with its good, firm chassis and the finely regulating ABS of the effective double-piston brake system.

In general, the Honda engine: It combines these considerable weaknesses with only a few strengths (for example the load change behavior) and thus confirms all the prejudices that are usually made about small-volume four-cylinder engines. Sometimes he even stirs up new ones. So the belief in the smoothness of row fours turns out to be a myth, especially at the recommended motorway speed on the CBF 600, because the vibrations in the handlebar ends and footrests become really annoying in the long run. The Bandit, on the other hand, spoils its driver with an engine that runs silky smooth in all speed ranges and can also use the less effective, but much less turbulent wind protection when traveling, while there is terrible noise behind the adjustable Honda windshield, regardless of position and driver size.

And since we’re already traveling: the fork and especially the shock absorber of the CBF respond quite woodenly, while the Suzuki shines here with suppleness. It almost seems as if the high weight shows positive, S-Class moderate advantages. This clearly remains the only aspect under which the pounds have a positive effect. Because despite all the bandit qualities, there remains this vision: What could be if the little bandit is at least in the Honda regions (229 kilograms) or even in the two-cylinder area (Suzuki SV 650: 201 kilograms; Kawasaki ER-6F: 203 kilograms) in terms of weight would frolic. Then it would not only keep the now somewhat grayed-out CBF in check, but also formally distance it and even clean away the dynamically lively two-cylinder. At the competitive price offered, which at 7125 euros is traditionally lower than that of the Honda (7510 euros), this apparently cannot be done.

The two-cylinder


Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S


Artist

The V2 has lost some of its charm, the 60s cross-section of the front tire is not a happy choice.

Driving dynamics ?? That must therefore be the keyword if you do without two cylinders and a lot of other ballast. Therefore, one should not say too many words about the long-distance qualities of the two twins. Just this much: On the SV, the low handlebar stubs and the high footrests prevent permanent comfort, while on the ER-6F the attempt to combine a low seat height (790 millimeters) with plenty of lean angle and correspondingly high footrests fails. Ergonomically, both are therefore only second choice compared to the four-cylinder, even if that is a self-chosen fate (and Suzuki also has an “upright” SV in its range).

On the other hand, measured against the massive four-in-a-row, they are downright petite, can be maneuvered playfully and are therefore a serious alternative for women and beginners. Just like this group, however, those who have plans with mid-range motorcycles should be happy about their small dimensions and low weight. And indeed: Both ER-6 and SV inspire with a playful, even pubescent approach, which is not so much the result of a single criterion, but of the interplay of tackling two-cylinder power and the sheer lightness of being. This liveliness is first of all documented numerically in the draft values. At least when you compare it with the listless performance of the CBF 600. Both sprint in last gear for around a second, regardless of whether you want to go from 60 to 100 km / h or from 140 to 180 km / h.


Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S


Artist

The Kawa brake snaps almost too sharply, the standard ABS regulates with significantly more coarse intervals than the systems of the competition.

That sounds like a lot – and subjectively becomes even more so if you include the more spontaneous throttle response and the two-cylinder stroke. But be careful: In the Euro 3 era, Suzuki SV connoisseurs are no longer allowed to apply every standard that has been due to the famous 90 degree V2 for years as the king of well-groomed Sunday afternoon entertainment. It lost a little of its peak performance (five hp) and significantly more of the immense spontaneity that made it so unique before Euro 3. In a direct comparison, it is therefore more the Kawa-Twin, which ensures exuberant entertainment with its enormous revving and spontaneous responsiveness, while the Suzuki engine, despite its still impressive performance curve, in this duo “elder statesman” are. That, in turn, doesn’t really fit in with the decidedly sporty seating position.

“If so, then already” one is inclined to say, would like a full fairing and a real sports chassis – and then of course an engine with more pressure and a significantly higher speed level. You can tell – the SV is in a bit of a dilemma. At least in the S version. Neither fish nor meat, despite the still decent engine and an absolutely competitive chassis, it cannot satisfy the sports driver and in everyday matters such as on the way to work due to the seating position. With a pillion passenger there is certainly no joy because the passenger, who is enthroned far above the driver, firstly feels badly accommodated and secondly, the performance is sustained by this height and the lack of stability. Seen in this light, it is of little consolation that the Sport-SV shines with its high payload and considerable range.

Conclusion


Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S


Artist

Chain reaction: Suzuki Bandit 650 S, Honda CBF 600 S, Kawasaki ER-6f and Suzuki SV 650 S.

1. Suzuki Bandit 650 S.
A made-to-measure debut, an all-round successful motorcycle. A little lighter would still be nice.

2. Honda CBF 600 S.
Is the second the first to lose? If you’re an admissions queen, yes. The engine makes the difference.

3. Kawasaki ER-6f
It just barely missed second place, losing especially in terms of equipment. But it’s really fun.

4. Suzuki SV 650 S.
Formerly a showpiece of the middle class, the SV is still good. Nevertheless, it would be time for a new edition.

The big sisters

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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki


Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S


Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S


Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S


Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S
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Pictures: Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

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Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

Honda CBF 600 S, Suzuki Bandit 650 S, Kawasaki ER-6f, Suzuki SV 650 S

Suzuki

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The popular question at sausage and cheese counters around the world also arises when it comes to these all-rounders. “Would you like a little more?” Honda asks CBF 1000 just like Suzuki with the Bandit 1250. And this question should be taken seriously. Not only because the big sisters are cut off the face of the little ones, but also because they are not as much more expensive as the cubic capacity suggests. Exactly 1600 euros separate the two bandits, but also measured 23 hp (108 to 85 hp). Much more important are the full 52 Newton meters more torque that the big one has to offer and which are already available at an incredible 3500 rpm instead of 7800 rpm. Since the little bandit gambled away its theoretical weight advantage of 250 to 254 kilograms, there is a lot to be said for the big sister, even if the 650 with a successful translation is catching up a little compared to the very long translation of the 1250.

security

ABS all along the line, that’s a good sign. Especially since these are not high-end products. The finely regulating CBF-ABS shows that Honda is still ahead on this issue. But the others are catching up. The brakes themselves correspond to the class standard, although both Suzuki stoppers act noticeably more bluntly than those of the competitors.

Safety winner: Honda CBF 600 S

engine

It’s amazing how close the new Bandit four-cylinder and the two two-cylinder are in terms of points. Pulling power, acceleration, top speed ?? they don’t do much here, but the Honda is falling off a bit. This also applies to the criterion of smoothness, where the CBF engine even falls behind the Kawa-Twin, while the Suzuki Bandit cruises through the country with almost no vibration. On the other hand, as so often, the Honda collects plus points with its exemplary gearbox. In this regard, the bandit messes up with its bony, difficult-to-use switch box.

Winner engine: Suzuki Bandit 650 S

costs

The costs are not a big issue, because the maintenance is naturally clear in this class. However, there are differences. The two-cylinder engines are noticeably more economical with fuel than the four-in-line models.

Winner cost: Kawasaki ER-6f

landing gear

The four are very, very close in terms of their chassis qualities. In view of its weight, the Bandit is no handling miracle, and the small Kawa is the pike in the mid-range pond. It also gives in lively, but it is not as stable as the others. The lean angle is good with the two-cylinder, modest with the Honda. The Bandit has the most comfortable chassis and is still sufficiently firm, and the stable Honda shines when it comes to handling with a pillion passenger. And the SV? It is everywhere, but nowhere stands out.

Chassis winner: Suzuki Bandit 650 S

everyday

The four-cylinder units clearly set the tone in this chapter. This is mainly due to the successful ergonomics and the additional adjustment options that both the CBF 600 and the Bandit 650 S offer. In both cases, the bench seat can be adjusted in height, plus a handlebar that can be changed in position. Those who then have a main stand as standard and are equipped with an immobilizer, like the Honda, are way ahead, while on the Kawasaki Schmalhans is the kitchen master. Like the Honda, it is also allowed to charge significantly less than the two Suzukis.

Winner everyday life: CBF 600 S / Bandit 650 S

Price-performance

Of the four middle-graders, all of which offer a lot of motorcycle for the money, the Suzuki Bandit 650 S offers the most. And now that doesn’t mean weight.

Price-performance winner: Suzuki Bandit 650 S

The driving dynamics

One performance and price class, but different numbers of cylinders and huge weight differences: How this affects the driving dynamics, MOTORRAD examined in the top test course, because the personal impressions can be compared with the incorruptible stopwatch. The expectation: The almost equally strong, but significantly lighter two-cylinder should drive the massive four-cylinder a decent edge into the sheet metal. First of all, the fast slalom, in which driving stability plays a central role when changing lean angles quickly and at high speeds. Nothing is allowed to rock or slump here, which, as expected, puts the sporty SV 650 S in pole position. At least when it comes to pure speed. It slams through the forest of pylons at over 113 km / h and distances the Honda by eight, the Bandit by over eleven km / h. Only the Kawasaki can halfway keep up with 107 km / h. The two two-cylinders can be thrown from one inclined position into the other with significantly less effort. But anyone who thinks that speed is everything is mistaken about the times. The bottom line is that the Kawasaki delivers the fastest time (20.4 seconds) with its fine response behavior at the reversal point and the most predictable steering behavior down to the deepest lean angles, while the SV 650 loses time due to its indifferent steering behavior and only comes in second (20th) , 5 sec) lands. The four-cylinder engines also drive their own race at the times, with the lighter and very neutral steering Honda ending up ahead of the heavy Suzuki Bandit.
A similar picture emerges with the slow slalom. Here, too, the Kawasaki is ahead in terms of times (29.0 seconds), while the SV is at the highest speed. However, the perfectly balanced Honda (29.7 seconds) can still intercept the SV, and the heavy Bandit is at a similarly high level with 29.8 seconds. Because now the weight plays a subordinate role, the responsiveness of the engine, the steering and the neutral driving behavior down to the deepest slopes play a major role. Seen in this way, the SV presents itself at high speed, but in moderate times as ambivalent as in real life.

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