Comparative test of mid-range naked bikes

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Comparative test of mid-range naked bikes

Honda Hornet 600, BMW F 800R and Yamaha XJ6

There’s a lot going on in the middle class. The new center beckons with a refreshing variety of designs, engine concepts and power levels. So nobody should say that there is nothing suitable for him.

So far it has been relatively easy. For those who only wanted to ride naked and who didn’t want to forego great performance and, above all, fresh, smart design, only found what they were looking for with the big bikes. With corresponding consequences for the account balance.

But the middle class has been pushing itself into the limelight for some time and has long since left the gray mouse corner. The colorful variety is in bloom. Lively all-rounders, appetizingly packaged, stir up the middle class. The latest addition: BMW F 800 R. Externally, the Bavarian roadster is unmistakably based on the boldly styled K 1300 R..

In terms of performance, its 87 hp parallel twin fills the gap between the inexpensive newcomer Yamaha XJ6 and sporty representatives like the Honda Hornet. The only question is, does it have more to offer than the Yamaha, or can it even compete with the stronger Honda??

In any case, she is not lacking in self-confidence. Neither the visual appearance nor the acoustic. At the start it counters the finely muffled four-cylinder whispering of the two 600s with its own rasping twin sound, which is suspiciously reminiscent of the big boxers. How the BMW generally maintains a quite adult appearance – apart from the low seat height of 800 millimeters.
This requires a somewhat narrow knee angle. XJ6 and especially the petite Hornet offer more balanced workplaces. For the sake of fairness, it must be said that the BMW accommodates short-legged pilots and long-legged drivers can access a higher seat from the range of accessories. The Yamaha at least offers tall people the option of moving the rubber-mounted handlebars forward by two centimeters by turning the bearing blocks.
The parallel twin of the BMW puts in a lot of effort right from the start. Sleight of hand. With a measured 95 hp, it shoots well above its stated 87 hp. This even brings him damn close to the strongest in the trio, the Honda Hornet. In addition, it converts its displacement advantage into a respectable torque curve.

Practically from idle, the BMW really goes all out. Upshifting in good time – thanks to the surprisingly smooth-running gear box done quickly and accurately – is not punished with a phlegmatic urge to move forward, but rewarded with a full thrust from middle positions. Surfing the torque wave is a real pleasure on the country road. The 800 is not only trained to pull through. If necessary, he can also be determined to race up the speed ladder. He is supported by the short overall translation. So briefly that the BMW cheerfully runs into the limiter at top speed. But the resulting relatively high speed level is not bought with undue thirst. 3.9 liters per 100 kilometers are the lowest value in comparison and really a word in view of this performance.

Nevertheless, one catches yourself time and again looking for the seventh gear. So be it, because the other manners of the BMW unit are also impressive. Vibrations are clearly noticeable, especially in the range between 5000 and 6000 rpm, but never really annoying, and the load change reactions are extremely well dampened.

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Comparison test of mid-tidy naked bikes

Honda Hornet 600, BMW F 800R and Yamaha XJ6

Yamaha XJ6 on the gas. And she also throws the silky smooth barrel of her inline four-cylinder into the scales. As if on velvet paws, it purrs through the speed range. At first you might not believe that he has the lowest peak performance in the field. Although he has to bend over his competitors, who are superior in terms of displacement and performance, during the acceleration test and when pulling through in sixth gear, he still does well. Things look different, however, when the throttle valves are set to pull through in third gear at the exit of the town.

Then the XJ6 does the sprint from 50 to 100 km / h in 3.7 seconds, distancing itself from the more powerful Hornet (4.0 s) and is only beaten down by the BMW (3.6 s) by the blink of an eye. And in the fourth, it keeps the Hornet (4.7 s) at a distance with 4.5 seconds and keeps the connection to the BMW (4.3 s).
On the one hand, this speaks for a skilful coordination of the engine borrowed from the FZ6. For its use in the XJ6, it was trimmed for more pulling power by means of narrowed intake paths and tamer camshafts, along with matching mapping. On the other hand, it bears witness to a cleverly chosen translation which, despite the trimmed top performance, sets the punchy middle brilliantly in scene. Whereby the XJ6 is not afraid of high speeds when it’s pressed. Shift down one or two gears in the somewhat bony gearbox, and the four-cylinder sprints briskly through the rev range. Without shouting unduly from the compact exhaust under the engine. From 9500 rpm, however, his vigor decreases. But in view of the performance offered and the pleasantly even performance development, this is not a big deal. The Hornet engine, on the other hand, is made of a completely different cloth. After all, its roots go back to the CBR 600 RR super sports file. That of course obliges.

For its use in the bare road offshoot, like the Yamaha engine, it had to undergo a torque treatment at the expense of top performance. But that’s not why he gave up his sporting ambitions. On the contrary. Although it now has enough pressure to offer in the middle speed range, its strength is still clearly in the upper region of the speed range. To accuse him of lack of torque would be unfair not only in view of the honorable measured values. After all, he also has to bear the burden of what is by far the longest overall translation. It is a full 15 percent longer than that of the Yamaha, for example. Which noticeably slows down the temperament of the tamed supersport drive in the first half of the speed range.

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Honda Hornet 600, BMW F 800R and Yamaha XJ6.

So you can purr around with it at low speed, but the smock only really burns from 9000 rpm. Then the four-cylinder goes off like the fire brigade and is only caught again by the limiter beyond the 13,000 mark. In addition, the Hornet intones a pleasurable, but not vulgarly loud four-cylinder howling from the stubby exhaust, so that you think you are on a genuine Great sports car: In the thicket of bends, the four-cylinder always serves the right gear in the buttery, slipping gearbox and thus keeps it in the right speed range, accelerate at the top of the bend – which he manages to do a bit more smoothly than the other two. And then turn the tap at the exit and enjoy the sparkling joy of revving. Then the Hornet blossoms, that’s her thing. This also goes perfectly with its sporty character as a lively country road burner. It is hardly worth mentioning that it does not quite achieve the smooth running culture of the Yamaha, and that it always seems a bit more present mechanically. Because their compact, graceful stature, the relaxed and yet sporty sitting position, all of this promises top-quality cornering fun. The only thing missing is a suitable chassis. Has the Hornet too. It is wonderful how easily it can be thrown in an inclined position and how naturally it follows the targeted line. The lively engine and lively chassis merge into a dynamic, small lighter. The spring elements, which have been adjustable in rebound and preload since this year, tend to be on the tight side in terms of coordination, which does not give the Hornet top marks for suspension comfort, but gives it good contact with the road and gives the pilot fine feedback. Which is probably due to the well-chosen initial tires – the Hornet is soled with Michelin Pilot Power.
Only when the Honda is driven through the bends at a brisk pace and at the same lean angle does the rear wheel sometimes trample over waves in rapid succession, which is easier to get over than the significant momentum when braking.

The XJ6 also zigzags along winding streets with similar agility. As the only one of the trio, a sufficiently wide 160 mm rear tire inspires handling. Not hyper-agile, more like a matter of course, it threads its way casually through alternating curves. Does not stress with unsteadiness, can be directed with ease. This is easy on the nerves as is the comfortable coordination of the spring elements, which filter out the scars and patches of the road surface without unnecessary hardness. The successful arrangement of pegs, seat and handlebars underline the easy-going character of the XJ6.

Only when there is a committed robbery on the streets does the downside of the comfort-oriented vote become apparent. The XJ6 simply does not achieve the precision with which the other two draw their circles in a sporty pace. Quickly transported from one lean angle to the next, the landing gear moves, and the shock absorber, which is underdamped in the rebound stage, does not manage to ensure calm on deck. On the other hand, the XJ6 remains completely unimpressed on course when the stoppers are activated. Annoying set-up moment: Nothing. Your ABS-reinforced brakes should, however, bite a little more committed and spontaneous. They look a bit tame and also require a firm grip for a good delay. The Honda’s perfectly adjustable CBS brakes and, above all, the energetic, but not exaggerated, biting BMW biteers, which also have a very finely regulating ABS, act much more robust with significantly less hand strength.
The F 800 R also has an excellent chassis. Not quite as handy as the two 600s. Especially from the middle position, it requires a little more force on the handlebars, which may also be due to the steering damper, which is quite tight, and maybe a bit too tight when driving slowly. But at the latest when robbing wrinkled asphalt you should be happy about his cooperation, because he reliably nips handlebar slaps in the bud.
Thanks to the handlebars that are not too wide, steering commands can nonetheless be implemented effortlessly and the BMW follows the given course as consistently as the Honda. Is hardly impressed by bumps. Rather, the chassis presents itself as excellently balanced. Above all, however, the tight, but not uncomfortable, spring elements ensure good contact with the road, including precise feedback, even at high cornering speed. Only the fork, which is somewhat insensitive, should be criticized here.

The middle class naked bikes

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So the F 800 R looks serene, more mature than the other two, even at faster speeds. An impression that lasts even with a pillion passenger. Because their chassis can best withstand the burden of an additional passenger. And if things get really tough at the back, the suspension strut can quickly be adapted to the additional load thanks to the handwheel for hydraulic spring preload.

Nevertheless, you can take a co-driver with you on tour with all three with a clear conscience; he will find a decent place on each of the three bikes. Only the handles of the Yamaha are somewhat unfavorably shaped, and with a pillion passenger, due to the soft shock absorber, the notches in the curve are most likely to scratch.
The prerequisites for long-lasting fun in robbing bends are therefore good. Because the chapter on consumption and range is also a very positive one. All three allow around 400 kilometers on one tank of fuel. And with consumption of 3.9 (BMW), 4.4 (Yamaha) and 4.5 (Honda) liters per 100 kilometers, there is no stale aftertaste even at the end of an extended, happy tour.

BMW F800 R.

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BMW F 800 R.

engine
Water-cooled two-cylinder oven-stroke in-line engine, two overhead, chain-driven
Camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 46 mm, regulated catalytic converter, 400 W alternator, 12 V / 14 Ah battery, mechanically operated multi-plate oil bath clutch, six-speed gearbox, O -ring chain, secondary ratio 47: 20th.
Bore x stroke 82.0 x 75.6 mm
Displacement: 798 cm³
Rated output: 64.0 kW (87 hp) at 8000 rpm
Max. Torque: 86 Nm at 6000 rpm

landing gear
Bridge frame made of aluminum, telescopic fork, Ø 43 mm, steering damper, two-arm swing arm made of aluminum, central spring strut, directly linked, adjustable spring base and cable-
Step damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 mm, single-piston floating caliper.

Cast aluminum wheels: 3.50 x 17; 5.50 x 17
Tires: 120/70 ZR 17; 180/55 ZR 17
Tires in the test: Metzeler Sportec M 3

Dimensions + weights
Wheelbase 1520 mm, steering head angle 65.0 degrees, caster 91 mm, spring travel f / h 125/125 mm, seat height * 825 mm, weight with a full tank * 205 kg, load * 200 kg, tank capacity / reserve 16.0 / 4.0 liters.

Warranty: 2 years
Service intervals: every 10,000 km
Colors: black / white, orange, metallic silver
Output variants: 25 kW (34 PS)
Price: 7940 euros
Price test motorcycle¹: 9.205 euros
additional costs: around 264 euros

Honda Hornet 600

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Honda Hornet 600

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter, alternator 333 W, battery 12 V / 9 Ah, mechanically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain, secondary ratio 43:16.
Bore x stroke: 67.0 x 42.5 mm
Displacement: 599 cm³
Compression ratio: 12.0: 1
Rated output: 75.0 kW (102 hp) at 12,000 rpm
Max. Torque: 64 Nm at 10500 rpm

landing gear
Central tube frame made of aluminum, upside-down fork, Ø 41 mm, adjustable rebound damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 296 mm, three-piston floating calipers, disc brake at the rear, Ø 240 mm, single piston -Swimming saddle.

Cast aluminum wheels: 3.50 x 17; 5.50 x 17
Tires: 120/70 ZR 17; 180/55 ZR 17
Tires tested: Michelin Pilot Power

Dimensions + weights
Wheelbase 1435 mm, steering head angle 65.0 degrees, caster 99 mm, spring travel f / h 120/128 mm, seat height * 810 mm, weight with a full tank * 207 kg, payload * 188 kg, tank capacity 19.0 liters.

Guarantee: two years
Service intervals: every 6000 km
Colors: green, black, red, white
Price: 7690 euros
Price test motorcycle¹: 8,390 euros
Additional costs: around 170 euros

Yamaha YJ6 ABS

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Yamaha YJ6 ABS

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 32 mm, regulated catalytic converter, 330 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 46:16.
Bore x stroke: 65.5 x 44.5 mm
Displacement: 600 cm³
Compression ratio: 12.2: 1
Rated output: 57.0 kW (78 hp) at 10,000 rpm
Max. Torque: 60 Nm at 8500 rpm

landing gear
Bridge frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 298 mm, double-piston floating calipers, rear disc brake, Ø 245 mm, single-piston floating caliper, ABS.

Cast aluminum wheels: 3.50 x 17; 4.50 x 17
Tires: 120/70 ZR 17; 160/60 ZR 17
Tires in the test: Bridgestone BT 021 "G"

Dimensions + weights
Wheelbase 1440 mm, steering head angle 64.0 degrees, caster 104 mm, spring travel f / h 130/130 mm, seat height * 790 mm, weight with a full tank * 215 kg, payload * 185 kg, tank capacity 17.3 liters.

Guarantee: two years
Service intervals: every 10000 km
Colors: yellow, black, white
Price: 6295 euros
Additional costs: around 170 euros

MOTORCYCLE measurements

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MOTORCYCLE test result

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Test results: Honda Hornet 600, BMW F 800R and Yamaha XJ6.

MOTORCYCLE scoring

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MOTORCYCLE scoring: Honda Hornet 600, BMW F 800R and Yamaha XJ6.

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