Comparative test four-cylinder

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Comparative test four-cylinder

On and four themselves

Honda CB Seven Fifty, Suzuki GSX 750 F: They are still available in the official range of importers. Olle camels or a smart bargain? The younger Kawasaki ZR-7S and Yamaha FZS 600 fiber help find the pros and cons.

The gas station attendant around the corner always uses to say, "By and by," because the umlaut "u" in his Silesian dialect was lost centuries ago. “On and four,” he started again the other day, his gaze from the ticket booth fixed for a long time on the assembled test team, “it’s only the black woman who is a real motorcycle.” What he meant was Honda’s CB Seven Fifty. Motorcycles would have looked like this or something similar in his day. Of course, they didn’t have four cylinders in line and weren’t called Honda, but DKW or BMW. The German Honda importer in Offenbach seems to share the opinion of the tank attendant. The Seven Fifty has now been in the range for ten years? and the question arises: is it all about timeless design, or can the technology also keep up??
A question that Suzuki definitely does not need to ask itself when it comes to the appearance of the GSX 750 F. Rolls in such an opulent package? except in the automotive sector ?? today probably no more four-cylinder in the area. Sure, it used to be fashion. But those were photo wallpapers in the living room room too. That Suzuki is still sticking to the 750 may be due to another fact. There is hardly any other motorcycle for so little money.
At least not at Yamaha if you only look at the pure displacement. If you are in the price range around 7000 euros, you can choose the 600 Fazer for tuning fork products. And thus not just to the only motor in the field with water cooling, but to an all-round modern design that was refreshed again for the 2002 model year and received the important face of its big sister.
And Kawasaki? Goes its own way. The ZR-7S happily combines components from the most varied of eras with a contemporary shell. Which is also something in between: Not completely disguised like the Suzuki, not naked like the Honda, but more so than the Fazer. And that brings the question to the point: How many four-cylinder do a person need? On and four themselves.
Amazingly, the three quarters of a liter are largely in agreement on this point. 234 (ZR-7S and Seven Fifty) and 235 kilograms with a full tank of the GSX 750 F are the measure of all things. This is astonishing because the Suzuki looks much more powerful when you first make contact, bigger, more sedate, so that next to it the Honda almost degenerates into a dwarf. The cause: plastic looks a lot, but doesn’t weigh much. This not only applies to the wind protection, but also to the seating position. In both cases it is "old fashioned" ?? and yet very different. As skillfully as the CB Seven Fifty hides its considerable weight behind graceful proportions, so unabashedly flirtatious the Suzuki with its baroque shapes, indulging in sweeping curves. Even where nobody really needs it. For example, between the seat and the handlebar halves, which are clamped very deeply in accordance with the sporty orientation. There, the long and, above all, tall tank is stretched out and prevents a gathered position, while the distance between the seat and footrests is very small compared to current standards. The exact opposite on the Honda: flat tank, high handlebars, low footrests. This is a pleasure for the traditionalists, but also for those who usually heat the area on sporty chairs. At least when things go touristy or the streets get worse and the arches narrow. Then the Honda can be moved much more manageable and relaxed, while the Suzuki likes better and better the higher the speed and the wider the curve radii.
Not only because the advantages of so much plastic become noticeable and the upper body and legs are effectively protected from wind and weather, but also because the damping reserves of the fork and shock absorber in particular exceed those of the Honda and even those of the ZX-7R and Fazer. The result: a much more direct driving experience, which can be varied depending on personal preference thanks to the rebound adjustment of the fork and the compression and rebound screws on the shock absorber, while the Honda completely dispenses with such old-fashioned frills and with Kawa and Yamaha only the rebound damping of the shock absorber is adjustable.
Tea classic Honda is also trusted to do without voluntarily when it comes to top performance. Indeed, it looks old against the Suzuki in that regard. While their air / oil-cooled four-cylinder, in memory of the GSX-R ancestors, still delivers a measured 92 hp, the Seven Fifty leaves it at 78 hp. And land with it? listen and be amazed? two horsepower before the supposedly current ZR-7S, but its two-valve engine? we blissfully remember the Zephyr ?? can definitely be attributed to scrap iron. The fact that the almost equally heavy Kawa still makes up ground in the draft is due, on the one hand, to the longer secondary gear ratio of the Honda and, in higher speed regions, to the considerable hole that it has to punch into the atmosphere.
So it’s no wonder that the end of the flagpole is reached at 200 km / h, while the Suzuki soars to a remarkable 223 km / h and draws level with the Fazer just as precisely as in terms of performance, while the Kawasaki rider is behind the very good protective half-shell at least 211 km / h. A speed at which the Fazer runs astonishingly more steadfastly in a straight line than the fully clad Suzuki, while the Fazer leaves the most stable impression, especially in fast corners.
The Seven Fifty leaves a better impression there than one would think it to be. Mainly because the struts may look old-fashioned, but are state-of-the-art in terms of springs and damping. Even in two-person operation. Then at the latest, the limits of the very soft fork and even more of the braking system are finally reached. Their double-piston floating calipers bite into the 296 mm discs, extremely toothless. It’s actually a shame, because the Honda of all things has the most comfortable offer for the pillion passenger. The Fazer also has to be praised because after the recent revision, longer tours in intimate togetherness no go along shake the foundations of the relationship as is the case with the Suzuki in particular.
Is to ?? when it comes to the general relationship between driver and vehicle ?? but the gasoline thirst of the Honda suited. Not on the country road (decisive for the scoring). The Seven Fifty and the Fazer with 5.8 liters are the cheapest. But when it comes to constant speed on the highway, where she has to brace herself against the wind in all her nakedness, she drinks like a hole. 5.5 liters at a constant 100 km / h and even 7.5 liters at 130 not only show that a little plastic in front of the bow may not be puristic, but also makes sense from an economic point of view, as does targeted technical further development beyond pure data fetishism.
Even with motorcycles with a classic look. Admittedly, the Fazer is far from that. It corresponds completely to a modern, everyday four-cylinder. For example, at 217 kilograms, it weighs almost 20 kilograms less. A fact that you can tell when the car is stationary, but even more so when driving. After the first few meters it becomes clear: The 600 series ranks among the big sisters sometimes more (compared to the Suzuki) and sometimes less (compared to the Honda) than Springinsfeld. To blame the pounds alone would be too short, however. At 66 degrees, the steering head is significantly steeper, at 1415 millimeters the wheelbase is significantly shorter and, at 110 millimeters, the front tires are a little narrower than those of the competition, which is soled with 120s.
Aside from the disdainful figures, this is expressed in a liveliness that is superior to the two old ones, but also to the younger ZX-7S in all respects. Smooth ?? this word comes to mind when it comes to dancing through the labyrinth of curves. Aim at a curve with the Fazer, bend it neatly, draw a clean line and accelerate precisely towards the exit. This is high school. It is up to the driver whether to take the lead in the brisk whirlwind or let the lady lead. In any case, it ends in a harmonious interplay, in which everyone has their joy and this fine 600 engine with its powerful acceleration and its formidable revving ability has a due share.
The switch to the ZR-7S seems a bit sobering. Not at the first contact, on the contrary. The slim waist without uncomfortable tank edges ?? still annoying at the Fazer despite rework? and the wider tubular handlebar, the comfortable bench and the successful ergonomics stir up great expectations. But once in motion, the Kawa is no longer so sociable. One reason: The air-cooled 750 fuel charge is a comparatively rough fellow. Where the Yamaha counterpart whispers silky smooth, gently stretches and stretches for the first appearance, these exercises on the ZR-7S seem more uncouth from the first work cycle. An impression that continues when the going gets serious. Because although the Kawa goes on the curve parquet on Bridgestone’s BT 020 and thus on the most modern tires by far, it looks a bit stiff and bony compared to the Fazer. Doesn’t give in so willingly, doesn’t keep the line so clean, but rather goes the big curve, wants to be guided more consciously. It’s not sluggish, but sluggish. Just like the fork when it comes to springs, it is not hard, but harder than the traditionally very soft Yamaha counterpart, which plunges deeply when biting into the formidable one-piece four-piston pliers, but always has enough reserves ready for use on country roads.
Unfortunately, the latter cannot be said of the Kawasaki’s double-piston floating calipers. If the aforementioned criteria were disillusioned, the braking system was simply disappointed. No pressure point, hardly any effect with normal hand strength: Anyone who only drives the ZR-7 or only knows the Seven Fifty will be happy with it. If you change from the Fazer, you run the risk of turning straight into botany from the next braking point.
Which would be a shame. As a general rule. And especially because the displacement advantage does not let the Kawasaki engine fall behind the more modern Yamaha construction, at least in the lower and middle speed range, but even offers slight pulling advantages, while it is beyond 8000 rpm? the area in which the 600 really gets serious ?? the air stays away. How it can be done better is shown by the Suzuki, which the Fazer drives away and also holds against it in acceleration. The Honda shows how things get worse. With the acceleration still with the music, she sees no country in terms of passage.
Und is therefore the best example of the fact that the plan to sell a motorcycle that has been left behind for ten years with practically no facelift at a thoroughly contemporary (list) price does not work out easily. The Suzuki, which in the sum of its qualities is almost at the ZR-7S level, offers significantly more. However, a level that does not come close to Fazer, which is superior in almost all respects. Because it’s not just a good, contemporary motorcycle in and of itself. But absolutely. Which in turn won’t matter to the Silesian gas station attendant. And someone who can get hold of such an old sweetheart at a bargain price, but could then encourage a thoughtful "an und vier zu".

Comparative test four-cylinder

On and four themselves

1st place – Yamaha FZS 600 Fazer

That Fazer is ahead in this field is not so surprising. With what point distance she is ahead, yes. Anyone who knows them knows why. Hardly any other motorcycle drives so easily, so naturally? and yet so dynamic and characterized by high entertainment value. This has nothing to do with the zeitgeist or appearance, but with the level of technical development. And there is the fazer ?? in contrast to the competitors ?? fully up to date.

3rd place – Kawasaki ZR-7S

The Kawasaki ZR-7S ?? a faithful companion for everyday motorcycle life. Comfortable seating position, good wind protection, extensive equipment. It’s okay. However, she is missing a lot for Fazer. In terms of handling, the playful ease, in terms of the engine, the contemporary dynamics. And actually everything with the brakes, because you are not used to such bad stoppers from the Greens. It is important to make improvements, and thoroughly.

2nd place – Suzuki GSX 750 F

The not very fresh construction of the fully wrapped Suzuki is most evident in the seating position. Stretched out over the tank: That was definitely yesterday and doesn’t make dealing with her playful. Otherwise, however, she is doing bravely. Has a fully-fledged chassis and a rough but powerful engine that is easily sufficient for country roads and autobahns, a decent wind protection, good brakes and full equipment.

4th place – Honda CB Seven Fifty

The handling of the Seven Fifty is what you would expect from a no-frills classic: simple, uncomplicated ?? but within the scope of their possibilities. Longer freeway tours are martyrdom on it, on the country road the soft fork, the low lean angle and the bad brakes set the limits, and even the oven-cylinder can no longer meet modern demands, especially when it comes to consumption. All in all, no fame sheet. On and four themselves.

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