Comparison of handling concepts: Husqvarna TE 610E, Kawasaki ZX-6R, Yamaha FZS 600 Fazer

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Comparison of handling concepts: Husqvarna TE 610E, Kawasaki ZX-6R, Yamaha FZS 600 Fazer

WIPE & PATH

Engine power or not, in the tricky labyrinth of curves of the Alpine passes seemingly inferior enduro riders drive whole groups of exasperated sports riders insane. Why, why, for what? MOTORRAD reveals the secret of handling, cornering speed and driving pleasure.

The long-legged terrain planer is positioned in the rearview mirror of the sports cannon, filling the format. Even on the straights, which are far too short, the rushed driver does not benefit from the theoretical superiority of his screeching four-cylinder engine. He lurches and tries to catch the last braking point before the next bend, almost ramming the handlebars into the asphalt when turning. But already in the next corner the obtrusive dirt slingshot under the alternator cover could switch him through. The last, albeit dishonorable, way out of an honorable, but usually serious cold deformation: turn signal right and out. For drinking coffee. Gold to smoke.
In this case, a quick nod to change the machine is enough, because the nimble Grobstoller, brand Husqvarna TE 610 E, is one of the three MOTORRAD guinea pigs. Stefan Kaschel is the name of the hunted, is currently doing an internship in the test editorial team and represents the section of the completely normal motorcyclist, without a championship title, without a lap record, but with a pronounced passion for sporty cornering, which he has been doing for years on a Suzuki GSX-R 750, year of construction 1991, practiced.
It squeaks and dusts, test colleague Matthias Schroter, hobby racing driver in the MOTO active long-distance class, rumbles into the parking lot and shoves a whip in his face. A pause to honor him … and in general the matter must now be finally clarified, why who, who, and with which chair saws off the ears. After all, his half-naked Fazer 600 apparently represents the ideal intersection between brute sportiness, represented by Kawasaki’s ZX-6R, and the versatile mobility in the form of the Husky.
Logically, under normal test criteria this three-way comparison limps like a lame horse. But with it the following questions can be answered: What is handiness and why for God’s sake such a lame off-road planer drives an edge into the sheet metal of classy street sports bikes?
For once, not in the Alps – they hang in bleak drizzle for days – but on the rugged streets and lanes of the Swabian Alb the trio gets to work. The Fazer is racing ahead. Loosely stretched behind the tubular handlebars, your rider can keep an overview even when the freshly papered asphalt strip winds smoothly into the serpentine. This is called a game overview. If the pulling power and brakes are correct, the feel-good effect can hardly be increased. What does the world cost? If it goes well, a hundred marks and a few points in Flensburg.
No doubt about it, the Yamaha concept of a powerful 600 engine and a confident overview tempts you to unashamedly brisk pace, without stress, without cramps – just like that. Because 217 kilograms on relatively narrow tires (110 and 160 millimeters) can be casually thrown into bends on the brakes and catapulted to the next sweep. Has a bit of Enduro crept in there? As soon as the asphalt starts to ripple, however, the Fazer rows with its simple knitted undercarriage somewhat disoriented over the furrowed terrain and begins to sway and fidget.
In contrast to the Kawasaki ZX-6R. With its low handlebar stubs, it is far from the comfortable gentleman‘s rider position of the Fazer, but conveys absolute clarity about the physical limits of driving even on the worst turnip fields thanks to the tight and carefully damped Kawaski suspension elements. When it comes to maneuverability, the super sports car with wider tires (120 and 170 millimeters) doesn’t have to hide, but it does require a lot of steering force when braking in tight dog bends in order to stay on track.
In return, the ZX-6R threads its way through alternating curves of all kinds with razor sharpness. Once on course, there are no ifs and goals. Nothing wobbles, nothing wobbles – always a full feeling for what you should or shouldn’t do. The only drawback: the forward-leaning sitting posture, which restricts the sovereign overview in mysterious road conditions and opaque traffic. With 112 hp for a mere 203 kilograms, the small Kawasaki sets new standards in terms of driving dynamics.
The Strabenwetz Enduro is a long way from them. Husqvarna’s new soft machine doesn’t even squeeze half of the ZX-6R power out of the water-cooled single cylinder, but it also pushes around 40 kilograms less through the landscape. As already mentioned at the beginning, the result can be found in the rearview mirror of the Fazer and ZX-6R, filling the entire format, and if it gets really tight, flutsch – through under the alternator cover. Why? Because the Husky is balanced on narrow but grippy Metzeler Enduro 3 tires (90 and 140 millimeters) that are good-natured at the limit and because the extremely slim tank / seat combination gives the driver the leeway he needs to get into the box without fuss to press acrobatic slopes. Upright torso, wide elbows, sparks spraying pegs – no turn is tight enough to throw the team out of step.
Such hussar pieces only succeed after an intensive familiarization phase. Equipped with plenty of, but well-damped spring travel, the Husqvarna reacts to braking maneuvers and load changes with a proper dipping of the front end. On the other hand, the long suspension travel ignores even the wildest pothole slopes, and the tires, which are barely a hand’s breadth, cannot be forced out of their lane even by longitudinal grooves and road warpage.
And it is precisely on this ground that the real superiority of the enduro class lies.
At the latest at speeds of over 100 km / h, the playful lightness changes into a rather stubborn idiosyncrasy, which only bends to the powerful leverage of the 810 millimeter wide handlebar. Fast changes of inclination in quick succession now force you to take courageous access. The higher the speed, the faster the bends, the more stiffly and unwillingly the high wheel follows the steering impulses. A result of the steering geometry trimmed for stability in connection with the large enduro-style wheels (see box on pages 40/41). Fazer and ZX-6R catch up and whistle by in formation flight thanks to a full excess of power and impeccable maneuverability.
Take a break, another whip, and now slowly to take notes. Or even better: We map out a wonderfully tricky handling course, have all three machines wired by the 2D electronics specialists and are amazed at the incorruptible measured values ​​on the subject of handling. Because the mere evaluation of the lap times would bring no more than a rough tendency without the actual advantages and disadvantages in the individual sections being clearly analyzed.
What has so far been compiled from subjective test experiences from over 500 kilometers of country roads, should find final confirmation on the approximately 1,300-meter-long race of tight bends, nested curve combinations and interrupted by two cunning catch-the-hat games – or not. In addition to recording speed, braking and acceleration maneuvers, an electronic sensor records vehicle movements around the longitudinal axis. This not only enables changes in lean angle to be recorded and analyzed, but also any unrest in the chassis.
The bets are on, Yamaha’s Fazer is at the top of the hit list, closely followed by Husqvarna. The super athlete ranks last without a chance. The test crew doesn’t trust the big-tire racer to do a particularly brisk little dance through the slalom. Wide handlebars, narrow tires, that’s the only way to achieve handiness and speed. Minutes later, the Kawasaki completely turns all assumptions on their head. Not only does it plow around the pylons at lightning speed, but the ZX-6R gives all three test drivers the greatest possible safety thanks to the tight chassis setting and the razor-sharp steering. A previously purely subjective judgment, which is now confirmed by the electronic records.
This is exactly where the sore point of the Yamaha chassis lies. What was announced on furrowed country roads is continued in the alternating curves of the test track. The spring / damper coordination, which is too comfortable in extreme driving situations, brings restlessness to the seats and sometimes forces the Fazer – despite the feather-light steering – from the ideal line. Only »Schrotti« Schroter, an avowed Fazer lover, prefers the soft, round, but not quite as efficient touring driving style and marks his personal best time with the FZS 600.
On the other hand, slack brakes and the pronounced spring movements of the Enduro unsettle the frequent driver to such an extent that the Husqvarna closes its ranking list 1.5 seconds behind. Steffan Kaschel also has all the problems in the world to beat the off-road single precisely and quickly around the course. He dares to do the most with the Kawasaki, drives the fastest lap time with it and still raves days later about the precise turning, the stable chassis and the brute brakes. The somewhat creaky, soft tuning of the FZS 600 stands in the way of best times and is proof enough that only a real athlete can be really athletic. Basta.
To complete the confusion, the author himself parks the Husqvarna in pole position, not only throwing it through the slalom the fastest, but also thrashing through the circular path at almost the same cornering speed as he presented with the broad-soled Kawasaki. In a tightrope walk on the borderline, which is easy to control, the Husky whets around the course and compensates for the loss of time on the straights with high cornering speeds and a flawless performance in the giant slalom, with Yamaha and Kawasaki achieving a top speed of up to 15 km / h higher submit.
Amazing: When accelerating up to around 80 km / h, the 48 hp enduro only loses a minimum of time. The cause: the crisp, short six-speed gearbox and the easy-revving engine. One of the reasons why many enduros in the serpentine carousel of the Alps on the short straights of the heavy-weight big bikes cannot easily be sidelined.
Another sticking point in the handling test: the driving style. While riders one and two largely forego physical effort, rider three makes use of his Moto Cross practice, pushes the machine into hair-raising angles in the very nooks and crannies and shoots away fractions of a second later with plenty of gas.
F.azit: Only those who consistently implement the courageous Enduro driving style with the Husqvarna can actually make a run for it in the narrow Alpine pass. If the athlete has his heater under control and is turning the cord properly, it gets pretty tight for the enduro rider. Because neither the wide slippers nor the narrow clip-on handlebars prevent you from climbing hard. Sure, the ultimate king of the Alps looks different. The Yamaha proposal shows how it could work, provided that the fast-paced corner robber is perfected with firm damping and a solid chassis. Which, at a price of around 12,000 marks, unfortunately couldn’t be done. But nobody is perfect, not even motorbikes. And so it is still up to you to tailor your Fazer with better suspension elements or your Superbike with wide handlebars to your very personal needs, and then to zap through the hairpin bends of the Alps.

Practical tip: drive hairpin bends correctly

The highlight of every motorcycle season is and will be a tour over the Alpine passes. Nowhere else can you find more curves over fewer kilometers in a breathtaking landscape. A tricky undertaking: the tight serpentines. A few important driving tips for newcomers to the Alps will help. O Motorcycles with strong load change reactions are particularly annoying and can really spoil the bottom line. A little improvement occurs when the play in the throttle cable is reduced as much as possible and the drive chain has as little slack as possible. O When driving in groups, leave enough distance from the vehicle in front of you so that you can maintain your momentum around the tight bend and not brake Must, because that destroys any rhythm. O After turning on the ideal line (see sketch / red line), accelerate as quickly but gently as possible, because the machine only runs cleanly around the corner when pulled. If necessary, absorb excess speed by applying the rear brake lightly. The higher the pass, the lower the air and asphalt temperatures, the tires then cool down quickly and can lose grip despite constant cornering. Warning: There is usually a lot of gravel and dirt away from the »ideal line« traveled by the cars. Danger of falling! Tight turns are easier to negotiate if the machine is pushed towards the inside of the curve, the upper body remains almost vertical (see photo). Drive with foresight, make eye contact (sketch on the left) with possible oncoming traffic as you approach the next bend. When turning into the bend, keep your eyes on the desired starting point. Do not turn in too early, otherwise the machine can come too far in the direction of the opposite lane in right-hand bends. Most of the time, the engines lose noticeably less power and ease of turning in the thin mountain air. Ignition misfires are also possible due to the over-rich mixture. This extends the overtaking maneuvers, especially on machines with less than 50 hp and a high payload.

Transparent technology: chassis geometry

Behind handiness, the magic word for curve addicts, there is a lot of interesting information about the chassis geometry and its influences on the driving dynamics, which vary depending on the purpose. Using the classic enduro and the super sporty Kawasaski, these data and their effects can be clearly compared and explained. The wheelbase, i.e. the distance between the front and rear axles, causes more or less stable straight-line stability. Long wheelbase = good driving stability, but poor handling. Shorts wheelbase = handy, but less driving stability. The steering head angle results from the inclined position of the steering head in which the fork is rotatably connected to the frame. A steep steering head (from 66 degrees and steeper) brings direct, precise steering and good maneuverability. A flat angle increases driving stability and makes the steering less sensitive to interference from the road. When the steering head is flat, the steering movements are transferred very indirectly to the road surface (see sketch 3 and 4). The caster is the distance between the point at which the steering axle meets the road and the wheel contact point (sketch 2). A short caster (90 mm and less) improves handling and reduces the steering forces, a long caster (from around 110 mm) stabilizes the steering. Please note: the smaller the offset from the steering axle to the wheel axle, the greater the caster, and vice versa. In connection with the steering head angle, the caster determines the restoring force of the steering into the zero position and thus has a stabilizing effect on the steering. Axle load distribution of the total weight on the front and rear axles. A lightly loaded front wheel steers with little force and gives the driver easy handling. The disadvantages: When driving in a sporty manner, the motorcycle tends to have imprecise steering, the front wheel then tends to understeer and pushes towards the outer edge in curves. The steering becomes nervous when accelerating and at high speed and is susceptible to interference from the road, including the handlebar slapping. Well balanced sports machines are usually trimmed to over 50 percent front axle load. The steering forces then increase somewhat, but the cornering precision and the feedback to the driver increase. The gyroscopic forces of the wheels make it possible for a motorcycle to run safely in a straight line. They depend on the moment of inertia of the rotating masses (wheels, tires, brake discs, etc.) and their speed. However, high gyroscopic forces worsen the handling at high speeds, as the wheels can then only be brought out of their plane of rotation with a lot of effort, i.e. straight ahead or cornering (sketch 1, practical experiment with a dismantled wheel). The larger the wheels and their masses, the greater the mass moments of inertia (denoted in Nms² in the box). A direct comparison of the small 17-inch wheels and the 21 or 18-inch Enduro wheels makes this clear (box below). This is why wheels made of super-light and high-strength carbon fiber laminate are used on factory racing machines. The spring deflection and the coordination of the damper elements influence the handling, especially in alternating curves. Short spring travel with high compression and rebound damping have a positive effect on maneuverability and cornering stability, but limit comfort. Softly tuned machines lose their maneuverability and steering precision as a result of the pronounced compression and rebound movements. Other decisive factors for maneuverability are the total weight, the center of gravity, mass concentration, tire width and contour, aerodynamic conditions and, last but not least, the seat position and handlebar width (see issue 9/1998, Driving tests with a Ducati 916).

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