Comparison test: 34 hp motorcycles

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Comparison test: 34 hp motorcycles

Five different entry-level bikes in the test

MOTORRAD has tested four throttled machines and one open bike for the 34 HP level driving license. In addition, two novice drivers report which of the motorcycles is the most fun and why.

D.he legislator has clearly defined it: Anyone who is under 25 years of age when acquiring a motorcycle license is granted class A limited. In plain language: For two years he is only allowed to drive motorcycles that have a maximum of 34 hp and at the same time weigh at least 4.6 kilograms per hp. The motorcycle must therefore weigh at least 156 kilograms with 34 hp. This regulation will apply until 2012. After that, an EU regulation will come into effect, which provides for a new driving license class with the designation A2, in which novices can prove themselves for two years with up to 48 hp. Let’s stay with today. And the 34 hp.

Comparison test: 34 hp motorcycles

Five different entry-level bikes in the test

F 650 GS can be ordered from the factory in the 34 HP version at no extra charge. The throttling takes place here via throttle body with a smaller passage plus small parts such as throttle cable, throttle cable holder and a few screws. An important consideration when purchasing a 34 hp motorcycle should be: is the open-top version of the motorcycle attractive and do I want to continue using it after two years? Then the dethrottling costs play a not unimportant role: In the case of the BMW, opening to 71 hp at the dealer costs around 200 euros plus TÜV entry (around 30 euros). Harley-Davidson is taking a different approach with throttling. The motorcycle is not available from the factory with 34 HP, but must be converted by the dealer. This is done via a cross-section narrowing on the inlet side plus a software adjustment. The costs amount to around 300 euros including TÜV entry and must be added to the list price. Opening it to 53 hp must be estimated at around 250 euros, with wage costs fluctuating and depending heavily on the workshop hourly rate.

Just like BMW, Honda also offers the CBF 600 ex works with 34 hp at no extra charge. For the dethrottling to 78 hp, however, 500 euros (material, TÜV, wages) must be estimated, because the engine control unit plus intake manifold is exchanged for this. Alphatechnik (phone 08036/300720) has a cheaper version for CBF in its range: For 105 euros (plus 30 euros for entry in the vehicle documents) you can get a so-called gas path limiter with a TÜV certificate. Installation costs: around 80 euros.

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All five have one thing in common: they feel right at home on the country road.

The throttle path is limited here by a stop that reduces the opening of the throttle valve. With this type of throttling, however, you have to get used to the fact that the angle of rotation of the throttle grip is extremely reduced – a tiny twist of the wrist means full throttle. Advantage: The cost of opening is only around 80 euros. With such a throttle stop from Alphatechnik, the largest and with an open 98 HP strongest bike of the comparison, the Suzuki Bandit 1250, is included. The costs are identical: 105 euros for parts and reports, 80 euros for installation or removal. Kawasaki’s Ninja 250 R is the only machine in this comparison with an unthrottled engine. The water-cooled two-cylinder engine has a maximum of 33 hp.

MOTORRAD wanted to know: Which throttle worked best and does five times the displacement (Kawasaki / Suzuki) generate five times the fun? Experienced MOTORRAD testers have tried it out for you together with Melanie and Yvonne, two of our driver’s license girls (see Ladies Cup).

BMW F 650 GS

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The first in the test is the BMW F 650 GS. Although it has the best throttling, it is more suitable for taller beginners due to its enormous seat height.

It fits immediately – that’s the unanimous opinion of Melanie, who got her driver’s license on the F 650 GS, and of Yvonne. The 650’s wide handlebars reduce steering effort, the waist is relatively narrow and the legs don’t spread excessively, and the knee angle is okay too. The bench has a cozy character. The upright sitting position is also popular with beginners. The euphoria after the initial contact was soon followed by disillusionment: The F 650 GS was the only bike in this test to roll over a relatively narrow, but large 19-inch front wheel. Steering feels more indifferent than with the small 17-inch wheels on the other machines. Another effect: Due to the wide handlebars, the arms have to make sweeping movements when turning – and that is unusual for both girls. They have problems turning at the steering stop on narrow roads. And they drive larger radii in the curves than planned. Yvonne: "On the BMW, it is more difficult to assess how far you have to move the handlebars for it to steer than on the other bikes." Well, just a matter of getting used to.

Both are full of praise for the chassis: "Conveniently coordinated. You can also have fun on fourth-class country roads", says Melanie. The throttling of the BMW has succeeded perfectly. The twin hangs smoothly and smoothly on the gas and reacts instantly to gas commands. In direct comparison, it does not appear constricted or overly sluggish. Its power development in the lower and middle speed range in connection with the gear ratio makes the two girls shine: "It’s great to cruise at low speeds. That doesn’t work so well with the Honda or the Kawasaki", says Yvonne. The brakes with their ABS also convince both beginners and testers: easy to dose, impeccable effect.

Harley-Davidson Sportster 883 Iron

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The next in the test is the Harley-Davidson Sportster 883 Iron: Despite the throttle, the engine does not lose any of its fascination.

Motorcycling is one thing. Harley riding is the other. Yvonne sums it up like this: "The handles for the brake and clutch are shaped for large hands, gear changes require a lot of strength and somehow you sit so strangely – as if you don’t belong to the motorcycle." Sitting is indeed a love-me-or-hate-me posture: the saddle far back, the footrests up and way too far back for a cruiser – you have to like that. In addition, there is a completely underdamped fork and blunt brakes with comparatively little effect. The feeling for the front wheel is almost lost. You also have to get used to the sluggish steering behavior. So it happens that the Iron is the only machine in the comparison that divides our two girls into two camps: Melanie would never drive the 883: "The Iron is undynamic even when standing and looks old-fashioned. Apart from the sound and the automatic turn signal reset, nothing about the bike inspires me." Yvonne, however, is fascinated: "The 883 surprised. Except for the fact that I can’t get my long legs down smartly, I think the machine is great despite its shortcomings. Vibrations, sound, optics and a strong character – riding a Harley is exciting." The air-cooled V2 is super soft on the gas, runs very smoothly, but turns extremely phlegmatic. The throttling was successful, although the motor power improved only slightly after the throttling to 53 hp.

And the thing about beginner-friendliness? Thanks to the low center of gravity and the low seat height, small drivers can manage despite the weight of 261 kilograms. Only when maneuvering does the mass become unpleasant. The experience value is high. But it is not generated from sportiness. "I am thrilled and surprised how much fun slowness can be," says Yvonne.

Honda CBF 600

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Next up is the Honda CBF 600. Above all, it impresses with a good seating position and great brakes.

First people, then machines – that was the credo of the company’s founder Soichiro Honda. Our two girls confirm this philosophy in their own words: "A motorcycle couldn’t be easier to drive", says Yvonne. "Clutching is so easy, shifting gears so super easy, and the brakes are amazingly slow." Honda installs a partially integral, ABS-assisted braking system here, which works worlds better both in terms of effectiveness and foolproof usability than, for example, the tough stoppers of the Harley. Even for newbies, the CBF looks like it is made from one piece: the ergonomic triangle consisting of handlebars, bench and footrests is suitable for both smaller and larger people; the seat height of 800 millimeters is also manageable for those of short stature. Melanie, who rides a racing bike a lot in her free time, says: "It’s like cycling, only the legs are spread wider." And the Honda apparently conceals the 223 kilograms well, because Yvonne judges: "An extremely likeable motorcycle, also very comfortable in terms of weight."

The two are very enthusiastic about the steering behavior: "Accurate, easy and plannable" be the CBF, Melanie is happy, but says in return: "The Honda has succeeded in all areas. The chassis is also great. But it’s kind of like an uneventful vehicle, so boring…" Dear Melanie, perhaps you will be tempted to make such statements by the character of the throttled engine. Because the four-cylinder runs smoothly and smoothly and hangs great on the gas, but the 34 hp from 600 cubic meters feel as if you are constantly faced with a strong headwind. This is confirmed by the pull-through measurement: The CBF needs 33.9 seconds from 100 to 140 km / h – red lantern in comparison. "That makes it sound great", finds Melanie. "And it looks valuable thanks to many nice details", adds Yvonne.

Kawasaki Ninja 250 R

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And now, the Kawasaki Ninja 250 R: It has great handling, but the small engine has to turn properly to move forward.

Screeching speeds of up to 13,000 rpm, a friendly 172 kilograms with a full tank of fuel, a cute 765 millimeter seat height, slim, handy tires – the little Ninja looks like a toy between the other bikes. It is the only non-throttled machine in this comparison. "When you switch from the Bandit, Harley or BMW to the little green one, you first think the engine is defective", says Yvonne, who initially found it difficult to win something from the lively two-cylinder. Because if you want to get ahead quickly with the ninja, you have to turn the engine to demand its performance. Melanie, on the other hand, immediately falls in love with the green: "The 250 is easy to drive. It’s hard to believe that it weighs over three hundred pounds." The love goes even further: "Great view in the mirrors, perfect seating position for me", says Melanie. She doesn’t mind at all that the little one demands constant gear changes in order to move forward quickly. "The clutch is very easy to use, and shifting a lot is even fun, you feel sporty", she says. The necessary high speeds underline this sportiness.

The engine looks lively and not as phlegmatic and constricted as, for example, the Harley V2 or the Suzuki four-cylinder. And it is true despite the displacement deficit: In a direct comparison, the Kawa shines with its power-to-weight ratio of just 5.2 kilograms / hp with the best acceleration and pulling power. The two girls are careful when braking: "No ABS; and the brakes apply immediately – caution goes along with you", says Yvonne, who thinks the rather insensitive chassis is still completely okay. The girls think that the Kawa is basically the best entry-level bike. Thanks to the casual handling and precise steering, even the absolutely inexperienced will get along with it right away.

Suzuki Bandit 1250

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Last but not least, the only thing missing is the Suzuki Bandit 1250. It is worth buying, especially if you want to drive it open after the 34 limit has expired.

There is no substitute for displacement, right? The Bandit has five times the displacement of the Kawa. Even with 85 Newton meters of torque at 2000 rpm, the Suzuki puts almost eight times as much pressure on the rear wheel as the Kawa. It’s all of no use. Because the power comes like a dam burst – the higher the fat four-cylinder turns, the more slack it feels. "More than with the other machines you can feel that this engine has been plugged up somehow", says Yvonne. Indeed: 9.5 seconds pass from zero to 100 km / h – only the Harley is slower at 10.3 seconds. But the Suzuki shines with the best draft. Nevertheless: The throttling by limiting the throttle path, whereby the throttle grip can only be turned a third of its way, takes getting used to and is only partially successful compared to the competition.

But the girls are not enthusiastic about it either, because the fat Bandit is less suitable as an entry-level bike: "You sit on it and immediately feel that the machine is incredibly heavy", says Melanie. At 253 kilograms, the 1250 weighs eight kilograms less than the Harley, but the center of gravity is much higher. Emotionally, the heavier Harley is felt to be lighter due to the lower center of gravity and the lower seat height. "The stiff clutch bothers me", says Yvonne. The 1.78 meter tall Swabian has fewer problems with the rather adult dimensions of the 1250s: "The Suzuki makes me feel like riding a motorcycle, it’s very grown up. With the Kawa it’s more like cycling." Feelings or not – Basically the Bandit steers itself sluggishly due to the weight and the larger tire dimensions and does not drive as agile and light-footed as the Kawa, Honda or BMW. Otherwise, it convinces with a successful suspension setup and good brakes.

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Conclusion

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Ultimately, it should be noted that each of the five entry-level bikes can inspire in its own way.

BMW F 650 GS
Successful throttling, the 34 hp are a lot of fun in everyday use. The wide range of accessories is also tempting.

Harley Sportster 883 Iron
Real Harley feeling even with 34 hp. Despite throttling, the engine does not lose any of its original fascination – whoever likes it…

Honda CBF 600
Good chassis, great brakes, friendly ergonomics – the 600 is popular with both small and large drivers, the factory throttling is successful.

Kawasaki Ninja 250 R
Very cheap to buy and maintain, child’s play to drive, sporty engine character – beginners are spot on with the Ninja.

Suzuki Bandit 1250
The throttling by the limiter is poor and actually only makes sense if you want to continue driving the motorcycle open after two years.

MOTORCYCLE scoring

Category engine:
Great moments for BMW and Kawasaki, a setback for the Harley, whose engine is phlegmatic and also – like the Suzuki – has to struggle with the weight of the machine. The performance of the Honda is unfortunately masked by the far too long translation.

Category chassis:
Almost perfect for beginners: The Honda offers the best suspension and the best brakes. Behind it is the Kawa, which is the easiest to drive. Although it lacks ABS and a little comfort, it only costs half the price of the competition. The Suzuki suffers from heavy weight, the Harley from a slack chassis and poor brakes. The GS is never outstanding anywhere, but you can’t fault it either.

   Max points  Bmw  Harley  Honda  Kawasaki  Suzuki engine  40  32  22nd  29  35  27
landing gear  60  45  28  49  48  42
Overall rating  100  77  50  78  83  69

Technical specifications

Drawing: archive

The performance diagram of the 34 hp bikes.

With real 35 hp and a well-done throttle, the BMW sets accents here, sets the bar high. The Bandit looks like a high-flyer on the diagram, but loses its displacement advantage in practice due to its high weight. In addition, there is their less suitable for 34 HP, since actually designed for over 200 km / h translation. The same for the Honda, which is also promising in terms of the diagram.

BMW F 650 GS

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Unlike other bikes, the steering behavior takes getting used to.

engine
type design  Two-cylinder four-stroke in-line engine
injection  Ø 46 mm
coupling  Multi-disc oil bath clutch
Boron x stroke  82.0 x 75.6 mm
Displacement  798 cm3
compression  12.0: 1
power  25.0 kW (34 hp) at 5000 rpm
Torque  57 Nm at 3500 rpm
 
landing gear
frame  Steel tubular frame, engine is load-bearing
fork  Telescopic fork, Ø 43 mm
Brakes v / h  Ø 300 mm / Ø 265 mm
Systems assistance  SECTION
bikes  2.50 x 19; 3.00 x 17
tires  110 / 80R 19; 140 / 80R 17
Tires  Bridgestone Trial Wing 501 "G", BW 502 "G"
  mass and weight wheelbase  1575 mm 
Steering head angle  64.5 degrees
trailing  97 mm
Suspension travel v / h  180/170 mm
Seat height *  840 mm
Weight with full tank *  214 kg
Payload  222 kg
Tank capacity / reserve  16/4 liters
Service intervals   10,000 km
price  7990 euros
Price test motorcycle  8,990 euros 1
Additional costs  264 euros
  Readings Top speed *  153 km / h
 
acceleration
0-100 km / h  7.8 sec
0-140 km / h  23.3 sec
 
Draft
60-100 km / h  6.7 sec
100-140 km / h  19.7 sec
 
Throttling over  Throttle body
Cost throttling  optionally ex works
  consumption Consumption highway  3.7 liters / normal
Reach country road  432 km

Harley-Davidson Sportster 883 Iron

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Less fun on slopes, a lot of fun on the move.

engine type design  Two cylinder four stroke 45 degree V engine
injection  Ø 45 mm
coupling  Multi-disc oil bath clutch
Boron x stroke  76.2 x 96.8 mm
Displacement  883 cm3
compression  09:01
power  25.0 kW (34 hp) at 6000 rpm
Torque  62 Nm at 2500 rpm
  landing gear frame  Double loop frame made of steel
fork  Telescopic fork, Ø 39 mm
Brakes v / h  Ø 292 mm / Ø 292 mm
Systems assistance  –
bikes  2.50 x 19; 3.0 x 16
tires  100/90 19; 150/80 16
Tires  Dunlop D401
 
mass and weight
wheelbase  1510 mm 
Steering head angle  60.0 degrees
trailing  117 mm
Suspension travel v / h  145/54 mm
Seat height *  740 mm
Weight with full tank *  261 kg
Payload  193 kg
Tank capacity / reserve  13/4 liters
Service intervals   8000 km
price  8,120 euros
Price test motorcycle  8,120 euros
Additional costs  350 Euro
 
Readings
Top speed *  145 km / h
 
acceleration
0-100 km / h  10.3 sec
0-140 km / h  38.1 sec
 
Draft  
60-100 km / h  8.2 sec
100-140 km / h  30.7 sec
 
Throttling over  Cross-sectional constriction
Cost throttling  300 Euro
 
consumption
Consumption highway  4.1 liters / super
Reach country road  305 km

Honda CBF 600

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Sit on it, feel good, drive off – the Honda makes it easy for beginners.

engine type design  Four-cylinder, four-stroke in-line engine
injection  Ø 32 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  67.0 x 42.5 mm
Displacement  599 cm3
compression  11.6: 1
power  24.0 kW (33 PS) at 8000 rpm
Torque  40 Nm at 2500 rpm
landing gear frame  Backbone frame made of aluminum, supporting the engine
fork  Telescopic fork, Ø 41 mm
Brakes v / h  Ø 296 mm / Ø 240 mm
Systems assistance  SECTION
bikes  3.50 x 17; 5.00 x 17
tires  120/70 ZR 17; 160/60 ZR 17
Tires  Bridgestone BT 57 front "U", rear "E"
 
mass and weight
wheelbase  1490 mm 
Steering head angle  64.0 degrees
trailing  110 mm
Suspension travel v / h  120/125 mm
Seat height *  800 mm
Weight with full tank *  223 kg
Payload  194 kg
Tank capacity / reserve  20/4 liters
Service intervals   6000 km
price  6740 euros
Price test motorcycle  7.340 euros2
Additional costs  180 euros
 
Readings
Top speed*  150 km / h
 
acceleration
0-100 km / h  8.8 sec
0-140 km / h  13.1 sec
 
Draft
60-100 km / h  8.1 sec
100-140 km / h  33.9 sec
 
Throttling over  Black box / intake manifold
Cost throttling  optionally ex works
 
consumption
Consumption highway  5.5 liters / normal
Reach country road  364 km

Kawasaki Ninja 250 R

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Superb handling and easy steering: motorcycling can be that easy.

engine type design  Two-cylinder four-stroke in-line engine
injection  Ø 28 mm
coupling  Multi-disc oil bath clutch
Boron x stroke  62.0 x 41.2 mm
Displacement  249 cm3
compression  11.6: 1
power  24.0 kW (33 hp) at 11,000 rpm
Torque  22 Nm at 8200 rpm
  landing gear frame  Bridge frame made of steel
fork  Telescopic fork, Ø 37 mm
Brakes v / h  Ø 290 mm / Ø 220 mm
Systems assistance  –
bikes  2.75 x 17; 3.50 x 17
tires  110/70 ZR 17; 130/70 ZR 17
Tires  IRC Road Winner
 
mass and weight
wheelbase  1400 mm 
Steering head angle  64.0 degrees
trailing  82 mm
Suspension travel v / h  120/130 mm
Seat height *  765 mm
Weight with full tank *  172 kg
Payload  167 kg
Tank capacity / reserve  17/0 liters
Service intervals   6000 km
price  4195 euros
Price test motorcycle  4195 euros
Additional costs  180 euros
 
Readings
Top speed*  158 km / h
 
acceleration
0-100 km / h  7.5 sec
0-140 km / h  17.1 sec
 
Draft
60-100 km / h  10.3 sec
100-140 km / h  12.5 sec
 
Throttling over  –
Cost throttling  –
 
consumption
Consumption highway  3.2 liters / normal
Reach country road  531 km

Suzuki Bandit 1250

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The girls find a lot of mass, but also a great motorcycle feeling.

engine type design  Four-cylinder, four-stroke in-line engine
injection  Ø 36 mm
coupling  Multi-disc oil bath clutch
Boron x stroke  79.0 x 64.0 mm
Displacement  1255 cm3
compression  10.5: 1
power  25.0 kW (34 hp) at 3700 rpm
Torque  92 Nm at 1800 rpm
  landing gear frame  Double loop frame made of steel
fork  Telescopic fork, Ø 43 mm
Brakes v / h  Ø 310 mm / Ø 240 mm
Systems assistance  SECTION
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Dunlop D 218 front "T", rear "N"
 
mass and weight
wheelbase  1485 mm 
Steering head angle  64.7 degrees
trailing  104 mm
Suspension travel v / h  130/136 mm
Seat height *  790 mm
Weight with full tank *  253 kg
Payload  222 kg
Tank capacity / reserve  19/0 liters
Service intervals   6000 km
price  9,140 euros
Price test motorcycle  9,140 euros
Additional costs  140 euros
 
Readings
Top speed*  150 km / h
 
acceleration
0-100 km / h  9.5 sec
0-140 km / h  29.0 sec
 
Draft
60-100 km / h  6.7 sec
100-140 km / h  16.8 sec
 
Throttling over  Throttle stop
Cost throttling  140 euros
 
consumption
Consumption highway  5.1 liters / normal
Reach country road  373 km

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