Comparative test naked bikes: Comparative test: BMW R 1200 R, Honda Hornet 600, Suzuki Bandit 1250 and Yamaha FZ8

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BMW R 1200 R, Honda Hornet 600, Suzuki Bandit 1250 and Yamaha FZ8

Concept comparison of naked bikes

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Yamaha’s FZ8 closes the gap between handy 600 cc and powerful big bikes with its almost 800 cc displacement in the four-cylinder class. But does this gap even exist? What can the FZ8 do better than the Honda Hornet 600, the Suzuki Bandit 1250 or the BMW R 1200 R.?

Rossi drives one, Lorenzo drives one, and as of recently every mere mortal can drive one: an 800 Yamaha. Compared to the ultra-powerful, tough MotoGP bikes, Yamaha’s new mid-range naked bike FZ8 takes it easy and comfortable, but no less ambitious. Ultimately, it is important to restore the reputation of the FZ series. For years, the weak-chested FZ6 and the low-torque FZ1 have been criticized by specialist journalists. This gave the impression that Yamaha would not be able to build an adequate highway engine. Right now this will finally end up here.

UIn order to repair the battered image, the engineers took the engine of the FZ1 to their chest, provided it with a new cylinder head and longer intake stacks, lightened the crankshaft by two and a half kilograms, re-tuned the now 779 cm³ engine package and put it back into the Frame. 106 HP should now ensure happy faces on the country road, where the 150 horses of the FZ1 have so far disappointed.

Does this concept work? Does the 800 fill a gap or does it go under between the nimble 600 and large-displacement big bikes? PS wanted to know and juxtaposed Rossi’s naked classmate with three tried and tested country road warriors from different cubic capacities: Honda Hornet 600, BMW R 1200 R and Suzuki Bandit 1250.

What this colorful test field has in common: performance. Nominally, there are eleven hp between the weakest Bandit 1250 and the 109 hp BMW – although Suzuki’s powerful hums tend to hide a little more power in their combustion chambers than they reveal to the outside world. The reason for the cautious performance specification is the well-known problem of the disproportionately high insurance premiums above the 98 hp mark. How up-to-date this tariff jump is today can be found in the box on page 12.

Yamaha FZ8

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Sven Loll, tester and photo model: "The FZ8 is not as fast as my ZX-10R, but it is still fun. The handling is great and the engine has a lot of pressure in the middle."

Wooooooh. The FZ8 comes to life with a subtle four-cylinder hum, ready to face the established competition. It goes from Stuttgart to the Nordschleife. 320 kilometers of motorway and country roads with a final lap through the green hell.

The good manners of the 800s are already evident in the city. She meanders lightly past the columns of cars, hanging on the accelerator with great sensitivity and strength. The seating position also fits, apart from the tank that is too wide. The footrests and the deep, wide handlebars bring the pilot into a moderately sporty sitting posture, which is suitable for touring as well as for ambitious gasping.

Exit. Full throttle. Somewhat listlessly, the 800 engine pushes forwards at low speeds, suddenly adds massive torque at 5500 rpm, pushes Rossi’s 216-kilogram classmate forward with vehemence, and then puts it again at 7000 rpm. This is how a highway engine should perform, Yamaha! The fact that the FZ8 loses its desire in the five-digit speed range is just as easy to forgive in view of this appearance as the very moderate pulling speed of 50-100 km / h in sixth gear with 5.9 seconds. Less easy to forgive are the load changes with which the Yamaha annoys its pilots, especially in the potent middle speed range. The chassis also causes unrest. Although it responds perfectly, filters small bumps almost imperceptibly from battered side streets, but for really brisk country road speed it is simply underdamped – on the Nordschleife anyway. This creates a lot of movement in the motorcycle, especially on bumps in the slope. All the more annoying when the Japanese red pencil deleted all adjustment options of the FZ8 chassis except for the variable spring base on the shock absorber. Cost pressure or not: you can expect more from an 8495 euro motorcycle! The handling is convincing across the board. Light-footed, but stable, the 800 circles through any curve radii, corrects the line effortlessly and thus ensures a lot of driving fun.

BMW R 1200 R.

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Sebastian Lang, author: "You might be hanging out on me when you’re burning over the Nordschleife, but on the way home you’d be happy to sit on the BMW R 1200 R.."

On the other hand, the BMW takes a much more complex route on the chassis side. Using ESA (Electronic Suspension Adjustment), the pilot can choose between three suspension settings while driving at the push of a button. However, the electronic system costs a whopping 680 euros, driving up the price of the most expensive motorcycle in the test field at 11,640 euros.

Despite the adjustment options and fine response behavior, the BMW chassis cannot fully convince at high speeds. The Telelever provides little feedback on the activities of the front wheel and shows a clear tendency to nod when you close the gas. The comfortably tuned shock absorber brings a lot of movement to the motorcycle even in sport mode.

Despite these peculiarities and the sluggish handling compared to the FZ8, the R 1200 R can keep up on the Nordschleife for an astonishingly long time. The high, wide handlebars and the very touristy seating position lull the pilot into the feeling of having everything under control and make the BMW so fast in a bizarre way.

But if things get really serious, the BMW has to give in in the end. The Bavarian’s brakes are biting, but it is difficult to dose them, making it difficult to choose the optimal braking point. In addition, the lean angle restricted by footrests and cylinders is a problem. There are also bright and dark sides to the engine. The 109 hp boxer of the R 1200 R already pushes forward with great force from idling speed and develops astonishing revving pleasure from 6000 rpm, but suffers from the torque drops typical of the engine concept in the middle speed range. Also typical for the combination of cardan and boxer: the stamping rear wheel, the noticeable load change reactions and the long gearshifts.

Honda Hornet 600

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Alex Blome, guest starter: "Small, handy, lively. The Hornet is the ideal bike for active pilots. Displacement bombers like the Bandit 1250 have the reputation of being old-man motorcycles."

The Honda has no problems with load changes. The only thing noticeable is the somewhat unclean engine running at very low speeds. Fortunately, they hardly play a role in the lively 600, the Hornet prefers a rather high-speed driving style anyway. In order to compensate for the too long overall ratio and the displacement deficit compared to the competition, you have to keep it going. Surprisingly, the hornet of the larger FZ8 burns up four tenths in 12.3 seconds when pulling through from 50-150 km / h. Responsible for this is the poor acceleration of the Yamaha below 5500 rpm, which costs the FZ8 from 50 to 100 km / h compared to the Hornet a whopping eight tenths. It is precisely in this area that the Honda delivers its performance very linearly.

The handling of the small Honda fits the lively engine. Very handy, almost wobbly, the hornet flies over the country road and the Nordschleife, steers precisely, allows line corrections of any kind and is great for whipping over the front wheel. On the chassis side, the Honda has the FZ8 slightly ahead: its spring elements offer more adjustment options and are generally a little tighter. On the other hand, they are not quite as sensitive to work and pass some hard bumps on to the driver without being filtered.

In contrast, the brake does not have a lack of sensitivity. Neatly dosed with a bite suitable for country roads and the usual well-functioning Honda ABS, it safely catches the naked 600 at any time.

The seating position also matches the lively overall impression of the Hornet. The tank and handlebars, which are somewhat narrower than the Yamaha, bring the pilot into a compact, active front wheel-oriented seating position with the same seat height.

Suzuki Bandit 1250

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Uwe Seitz, PS editor: "The bandit is a torque monster. 115 Nm at 3400 rpm you have to imitate it first. If only it wasn’t translated that long…"

The big bandit takes things a lot easier in all respects – starting with the engine. The 1255 cm³ engine relies on sovereignty instead of revving and shakes its maximum torque of 116 Nm from the cylinders already at 3400 rpm. At 6000 rpm, the Bandit passed its nominal output of 98 hp, added a few more hp and at 6500 rpm largely stopped horse production.

This engine characteristic fits perfectly with power cruising on the country road and also hides the significantly too long overall gear ratio of the Bandit, which would only turn into the limiter at 274 km / h in sixth gear. The chassis is also perfect for leisurely country road surfing. Confident and with a rather tight basic set-up compared to the FZ8, the Bandit has enough reserves ready for all eventualities. However, the big Suzuki leans quite heavily, makes wide turns, tends to trample at the rear and requires a strong hand from the pilot. On the Nordschleife it loses touch with the much more manageable models from Yamaha and Honda.

A strong hand also needs the brakes. Can be properly dosed, it lacks bite when driving quickly. It can only be animated to slow down in a sporty manner by firmly gripping it. When driven at low revs, the Bandit is still fun. The tourist-oriented, somewhat old-fashioned seating position fits the cozy overall appearance of the 1250s and does not become uncomfortable even on long journeys.

The price of the big bandit is also forgiving: At 9190 euros, the sophisticated big bike costs just under 700 euros more than the FZ8. However, bargain hunters get the most motorcycle for their money with the Honda Hornet. The little jester is the cheapest bike in the test field and really worth its 7890 euros; even if it has not been significantly further developed in the past two years.

As the first model maintenance measure for the FZ8, Yamaha should treat the 800 series to a firmer chassis for next year – ideally the fully adjustable suspension elements of the FZ1. Otherwise, the successful combination of good handling and powerful four-cylinder, which lets you forget the previous problem areas of the FZ series, is pleasing. Obviously, the 800 concept doesn’t only work in MotoGP.

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The BMW stands out clearly from the Japanese standard design.

Conclusion: Yamaha’s FZ8 performs carefully on its HP country road debut and only ends up just behind the Hornet 600 because of the soft chassis. The small Honda leaves the most sporty impression in the test field and does not really suffer from weakness. BMW and Suzuki rely on sovereignty instead of agility, but the boxer concept in the R 1200 R looks a bit old.

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1st place: Honda Hornet 600

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Honda Hornet 600

Category drive:
In order to be able to keep up with the three other bikes, the small and too long-geared Honda needs a lot of speed. The transmission shifts perfectly.

3 out of 5 stars

Category chassis:
The handling of the Hornet is great, it almost looks wobbly. The chassis is not as sensitive as that of the FZ8, but it has more reserves.

3 out of 5 stars

Category ergonomics:
High seating position, low, rather narrow tubular handlebars – the Hornet places its pilot in a very sporty manner. The footrest position is suitable for tour and sport mode.

4 out of 5 stars

Category driving fun:
The combination of lively revving and bike-like handling puts you in a good mood and encourages a courageous driving style.

4 out of 5 stars

PS judgment:
The overall concept of the Honda is perfect for sporty driving. In contrast to the other test candidates, it hardly has any weaknesses.

14 out of 20 stars

2nd place: Suzuki Bandit 1250

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Suzuki Bandit 1250

Category drive:
The full torque at low speeds, the good responsiveness and the high level of smoothness are impressive. On top of that, the 1250 four-cylinder is tough.

4 out of 5 stars

Category chassis:
Compared to Hornet and FZ8, the Bandit seems very sluggish. The chassis has enough reserves, but works a bit insensitively at the rear.

3 out of 5 stars

Category ergonomics:
In general, the combination of a low seating position and high, wide handlebars looks a bit old-fashioned, but is comfortable on long journeys.

3 out of 5 stars

Category driving fun:
The engine of the bandit polarizes. At low revs it is really fun, but above 6500 rpm it lacks vehemence.

3 out of 5 stars

PS judgment:
Even the bandit isn’t doing anything really wrong. Compared to the agile Hornet, however, it looks a bit sluggish and ends up in second place with the FZ8.

13 out of 20 stars

2nd place: Yamaha FZ8

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Yamaha FZ8

Category drive:
In the middle speed range relevant to rural roads, the FZ8 engine has significantly more pressure than the Hornet. There are slight deductions for the load changes.

4 out of 5 stars

Category chassis:
The chassis of the Yamaha is clearly too soft and also not adjustable. You can expect more from a motorcycle at this price.

2 out of 5 stars


Category ergonomics:
Handlebar and seat height are identical to the Hornet. In contrast to the Hornet, however, the very wide tank known from the FZ1 bothers the Yamaha.

3 out of 5 stars

Category driving fun:
The handling of the Yamaha is great, as is the midrange power. The too soft chassis slows down the driving pleasure a little.

4 out of 5 stars

PS judgment:
The basis fits, only the details of the FZ8 still need some improvements. The bottom line is that it’s enough for the Yamaha to finish second.

13 out of 20 stars

4th place: BMW R 1200 R

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BMW R 1200 R.

Category drive:
When it comes to top performance, BMW is the boss. Otherwise the boxer can hardly convince. The undulating power development and the load changes disturb.

3 out of 5 stars

Category chassis:
The electronically adjustable chassis is too soft, but responds well. The Telelever lacks feedback, the brake is difficult to adjust.

2 out of 5 stars

Category ergonomics:
The BMW makes its pilots very touristy. The wide, high handlebars are comfortable on long journeys, but interfere with sporty driving.

3 out of 5 stars

Category driving fun:
The poorly metered brakes, the load changes and the constant movement in the motorcycle spoil a bit of the fun when driving fast country roads.

2 out of 5 stars

PS judgment:
The R 1200 R suffers from construction-related problems with Telelever, cardan and boxer and thus loses touch with the competition.

10 out of 20 stars

Technical specifications

Drawing: archive

The performance diagram of the four nakeds.

The differences between the performance curves of the four test candidates are enormous. Most noticeable is the curve of the BMW R 1200 R. Typically BMW boxer, the drive in the medium speed range suffers from two torque drops, which can also be felt in practice. In contrast to the Bandit, the BMW sprints very dynamically even at higher engine speeds. The 1250 Suzuki shoots its powder very early. Its maximum torque is at 3400 / min, from 6500 / min it loses the desire. The strength of the FZ8 is between 5000 rpm and 9000 rpm – a step forward compared to the sister models FZ1 and FZ6. In this area it pushes noticeably more forcefully than the Hornet 600, but suffers from load changes. The little Honda generates its power very evenly; In order to keep up with the competition, however, it needs high speeds due to the displacement deficit.

BMW R 1200 R.

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The brakes on the BMW R 1200 R are difficult to control, the ABS is great.

Drive:
Two-cylinder boxer engine, four valves / cylinder, 80 kW (109 PS) at 7500 / min *, 115 Nm at 6000 / min *, 1170 cm³, bore / stroke: 101.0 / 73.0 mm, compression ratio: 12.0: 1, ignition / injection system, 47 mm throttle valves, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan, G-Kat

Landing gear:
Three-part frame with load-bearing motor-gear unit, steering head angle: 62.9 degrees, caster: 119 mm, wheelbase: 1495 mm, Telelever with central spring strut, adjustable in spring base, inner tube diameter: 35 mm, central spring strut without deflection, adjustable in spring base and rebound damping, Front / rear travel: 120/140 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 Road 2 2CT, 320 mm double disc brakes with four-piston fixed calipers at the front, 265 -mm single disc with two-piston floating caliper at the rear

Measurements and weight:
Length / width / height 2180/870/1340 mm, seat / handlebar height: 820/1095 mm, handlebar width: 755 mm, 234 kg with a full tank, v./h .: 49.6 / 50.4%

Rear wheel power in last gear: 76 kW (103 PS) at 211 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.4 / 6.7 / 13.8 s
Pulling speed: 50-100 / 100-150 km / h: 5.2 / 5.3 s
Top speed: 215 km / h *

consumption:
Super Plus unleaded, average consumption: 6.2 liters / 100 km, tank capacity / of which reserve 18/3 liters, range: 288 km

Base price: 11,640 euros (plus additional costs)
Test machine price: 14,400 euros

Honda Hornet 600

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The shock absorber of the Honda Hornet is quite soft, but can withstand high speeds.

drive:
Four-cylinder in-line engine, four valves / cylinder, 75 kW (102 PS) at 12,000 / min *, 64 Nm at 10,500 / 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 central tube frame, steering head angle: 65 degrees, caster: 99 mm, wheelbase: 1435 mm, upside-down fork, inner tube diameter: 41 mm, adjustable in rebound damping, directly hinged central spring strut, adjustable in spring base and rebound damping, 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, 296 mm double disc brakes with three-piston floating calipers at the front, 240 mm -Single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height 2010/790/1210 mm, seat / handlebar height: 810/1010 mm, handlebar width: 680 mm,
207 kg with a full tank, v./h .: 49.6 / 50.4%

Rear wheel power in last gear: 68 kW (92 PS) at 215 km / h

Performance:
Acceleration 0-100 / 150/200 km / h: 3.5 / 6.8 / 15.2 s
Pulling speed: 50-100 / 100-150 km / h: 5.1 / 7.2 s
Top speed: 230 km / h *

consumption:
Fuel type: normal, average consumption: 6.9 liters / 100 km, tank capacity / of which reserve 19 / – liters, range: 274 km

Base price: 7890 Euro (plus ancillary costs)

Suzuki Bandit 1250

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Only the preload can be adjusted on the fork of the Bandit.

drive:
Four-cylinder in-line engine, four valves / cylinder, 72 kW (98 PS) at 7500 / min *, 108 Nm at 3700 / min *, 1255 cm³, bore / stroke: 79.0 / 64.0 mm, compression ratio: 10.5: 1, ignition / injection system, 36 mm throttle valves, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Steel double loop frame, steering head angle: 64.7 degrees, caster: 104 mm, wheelbase: 1485 mm, telescopic fork, adjustable in spring base, inner tube diameter: 43 mm, central spring strut with deflection, adjustable in spring base and rebound damping , spring travel front / rear: 130/136 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 Sportmax D 218 "T" / "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

Measurements and weight:
Length / width / height 2120/850/1240 mm, seat / handlebar height: 790/1045 mm, handlebar width: 685 mm, 253 kg fully fueled, v./h .: 50.5 / 49.5%

Rear wheel power in last gear: 73 kW (99 PS) at 216 km / h

Performance:
Acceleration 0-100 / 150/200 km / h: 3.3 / 6.7 / 14.7 s
Pulling speed: 50-100 / 100-150 km / h: 4.9 / 5.6 s
Top speed: 225 km / h *

consumption:
Fuel type: normal, average consumption: 7.5 liters / 100 km, tank capacity / of which reserve 19 / – liters, range: 254 km

Base price: 9190 Euro (plus ancillary costs)

Yamaha FZ8

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The exhaust of the Yamaha FZ8 looks a bit clunky, but the sound is great.

drive:
Four-cylinder in-line engine, four valves / cylinder, 78.1 kW (106 HP) at 10,000 / min *, 82 Nm at 8,000 / min *, 779 cm³, bore / stroke: 68.0 / 53.6 mm, compression ratio: 12.0: 1, ignition / injection system, 35 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

landing gear:
Light alloy bridge frame, steering head angle: 65 degrees, caster: 109 mm, wheelbase: 1460 mm, upside-down fork, inner tube diameter: 43 mm, central spring strut with deflection, adjustable in the spring base, spring travel front / rear: 130/130 mm

Wheels and brakes:
Cast light alloy wheels, 3.50 x 17 "/5.50 x 17", front tires: 120/70 ZR 17, rear 180/55 ZR 17, first tires: Bridgestone BT 021 "BB", 310 mm double disc brakes with four-piston fixed calipers at the front, 267 mm single disc with single piston floating caliper at the rear

Measurements and weight:
Length / width / height 2012/840/1270 mm, seat / handlebar height: 810/1010 mm, handlebar width: 695 mm, 216 kg fully fueled, v./h .: 50.5 / 49.5%

Rear wheel power in last gear: 70 kW (95 PS) at 209 km / h

Performance:
Acceleration 0-100 / 150/200 km / h: 3.8 / 7.2 / 15.2 s
Pulling speed: 50-100 / 100-150 km / h: 5.9 / 6.8 s
Top speed: 218 km / h *

consumption:
Fuel type: normal, average consumption: 6.9 liters / 100 km, tank capacity / of which reserve 17.5 / 3.4 liters, range: 253 km

Base price: 8,495 euros (plus additional costs)

Insurance tariffs in detail

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Eating miles on country roads – the four nakeds do nothing better.

While most high-performance motorcycles used to be throttled to 98 hp for insurance policy reasons, this trend has declined significantly in recent years. Honda offers its Hornet 600 with 102 hp, 106 horsepower are recorded in the FZ8 papers. One looks in vain for the reason for this in insurance. There is still a significant increase in premiums between motorcycles up to 98 hp and those with a higher maximum output. The only change in recent years is that some insurance companies have now introduced some intermediate levels, for example up to 120 or 150 hp, for power classes over 98 hp. The motorcycle manufacturers simply place more value on image-enhancing top performance than on cheap insurance rates. More information on the subject is available at www.check24.de.

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