Comparison test all-rounder with ABS

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Comparison test all-rounder with ABS

Comparison test all-rounder with ABS

Between all the mills

Straight through? With a nominal 85 hp, the BMW F 800 S is exactly 13 hp above the Kawasaki ER-6n and by the same amount below the Honda CBF 1000. Does the parallel twin line up exactly between the two successful newcomers or break the mold? A position assessment.

Finally, finally they are colorful, the valleys and heights. The fresh leaves on the trees are lush green, rape, dandelions and buttercups shine in competition. Nature is in full bloom. Just like the ABS-reinforced all-rounders Kawasaki ER-6n and Honda CBF 1000. Both won everyone
Comparative tests of their classes in MOTORRAD and stormed the approval charts: The CBF 1000 catapulted itself from the stand to second place
of new sales in 2006 in Germany. The ER-6n is in fourth place. There
there must still be space in between, BMW hopes for the F 800 S. Freely after Schiller: “I am, grant me the request / in your alliance, the third.”
Perhaps in terms of popularity. In terms of performance, definitely. Because with a nominal 85 PS, the BMW F 800 S straddles exactly between Kawa and Honda. And as an ideal addition to the Bavarian product portfolio: a transversely installed in-line engine, as in the new K models, only with two cylinders. The completely new, 798 cm3 parallel twin has a load-bearing position
in an aluminum bridge frame. Single-sided swing arm with toothed belt drive and
we know a tank that is placed under the seat bench with a favorable focus
already from the F 650 CS. But their 50 hp are not necessarily the measure
of the things. And ABS ?? The Japanese can now do that too. That’s why the sporty twin should close the gap to the boxers and, at best, attract a completely new clientele.
The Kawasaki has been luring people since summer 2005 E.R-6n with subtle colors and shapes. In the poison yellow variant, steel tubular space frames, fork bridges and standpipes as well as the triangular swing arm shimmer golden. In April, an international jury of designers, journalists and racing drivers selected the Kawasaki as the most beautiful naked street motorcycle in the world. The inner values ​​are also right. The 650 series twin, the name omits 50 cm3 displacement, officially makes 72 hp and is after Suzuki SV 650 and Ducati S2R the most sensual middle class engine. All of this for a slim 6965 euros, including ABS.

The Honda CBF 1000 is understatement. Nobody will turn to look at her at the meeting. Design and concept are based on the widespread CBF 600. At most, the striking cladding flanks reveal a little of the dynamism behind the middle-class exterior of the 1000s. Because your four-cylinder comes from the current (!) Fireblade, does? trimmed for optimal torque curve? 98 instead of the nominal 171 hp. That is still more than can be sensibly implemented on country roads. Upper-class performance at a mid-range price: ABS and a main stand are on board for a reasonable 8890 euros.
You have to go to the latter with the ER-6n because of the chic under the engine
placed silencer. A handicap in chain maintenance. What the BMW driver can only smile about: The F 800 S does not have a main stand either, but the timing belt to the rear wheel usually does not need to be looked at outside of the inspection intervals.
The fact that the parallel twin built by Rotax in Austria sounds like a boxer is due to its even ignition interval of 360 degrees. The exhaust sound, however, is more robust and the mechanical background noise is even louder. Even when idling, a tinny grinding is irritating, which disappears when you grip the smooth, albeit relatively high holding force demanding clutch. Kalonk! When engaging first gear, the transmission rattles heavily. Is that how it belongs? For boxer drivers, maybe. Sometimes the six gears find each other with a crash, then the gear changes slide smoothly again. “What happened now?” You ask yourself in surprise when you look at the optional gear indicator. Hard to say. The transmission tends to respond more violently than upshifting. No individual fate. “Does yours make so much noise when you change gears?” Asks an F 800 driver who happens to be waiting at the same traffic light.

A new word is needed for another phenomenon of the new BMW: load change shock! When you suddenly open the gas or accelerate quickly, the two-cylinder rattles alarmingly out of the transmission housing. People with pity for battered mechanics ask themselves anxiously: Will the engine hold out in the long run? The MOTORRAD endurance test over 50,000 kilometers will show it. The shop-
fresh test machine is already in use and bothered by the same ominous noises.
In principle, the toothed belt could get by with almost no load change reactions. And then that. Too much play in the drive train? Well, Sister F’s rear wheel cannot be turned any further when in gear than on other motorcycles.
When it comes to pretzels, BMW is finally showing its good side. Accelerates faster than the Honda. 3.6 seconds for the sprint to 100 km / h. Any questions? With a full tank of 209 kilograms, the tall and powerful-looking Bavarian is almost as light as the smaller Kawa (203 kilograms). But almost as strong
like the CBF: Real 91 horsepower pulls the BMW clutch, and 84 Newton meters of torque is a great value for almost 800 cm3. This engine is not bad in the forage. Despite the long-stroke design, it hangs greedily on the gas, thanks to the low centrifugal mass. From 2300 tours the twin runs smoothly, from 3000 with Schmackes and ?? after a short but noticeable hang? fiery from 5000 to 7000 rpm.
In addition, it grunts and growls deep from the airbox under the towering Quasimodo hump of the dummy tank. At top speed the F 800 S is without
noteworthy rebuke, thanks to the smaller frontal area, it is a head-to-head race with the CBF. This offers significantly more wind protection, but at the expense of higher volume. The BMW reports downhill-
Speedometer ?? due to clumsy scaling and thick needle only moderately accurate to read ?? more than 235 things. The red overspeeding warning lamp lights up. 8500 /
min. But the real steam engine has four cylinders. The CBF has even more power than the Fireblade up to 6000 tours. And a completely different character. Beefier, but much less easy to turn. New heads, smaller intake manifolds, changed mapping, different airbox and exhaust design. All serving one purpose: more punch down below. The bizarre vibrations at medium speeds are annoying.

The four-of-a-kind whispers from the two oval silencers. In terms of driving physics, the CBF 1000 is absolutely present. It has what its asthmatic 600 edition lacks: rich print. Not just 20 HP more peak power, but delivering the feeling of casual strength. The large CBF makes damn big cheeks when it is pulled, it doesn’t take eight seconds to storm from 60 to 140 km / h in sixth gear. Because of these
Most of the time you still think you are fast in the fifth. A big bike in the literal sense of the word.
The full-sounding, thundering Kawasaki ER-6n comes with just under ten
Seconds not ran, although this value considered in itself with gemes-
its 68 hp is impressive. The 23 hp stronger BMW hardly pulls better
and only uses its full potential with a little manual work. Thanks to its large flywheel masses, the Kawa-Twin runs smoothly early on without coming out of the top
to get sluggish. After all, the largest pistons in the comparison, 83 millimeters in diameter, hammer here.
The big hour for Kawasaki has arrived
small, winding mountain roads. Very handy, it tips extremely agile despite the narrow handlebar. Almost a little nervous. The pure lightness of being? “Essential riding”. The shortest wheelbase meets the steepest steering head, meets the narrowest rear wheel rim. However, the simple knitted chassis has few reserves. The first thing on the pustular layer is it gets out of step and begins to gossip. You want more damping, but that’s not the case: only the preload of the right-hand hinged shock absorber can be adjusted. Whether that’s why the load is limited to a homeopathic 171 kilograms?
The BMW saddles half a hundredweight more. And act differently. Sporty, combative, aggressive-
siver. Probably also a result of the more reclining seat-
position. At slow speed there is a lot of load on the wrists, so you turn the gas more actively so that the wind carries you. The F plays with the elements, conveys pure driving pleasure. It is not overhanded, it requires energetic steering impulses in order to tip over its 180 mm slipper on the filigree drawn 5.5-inch rim. The Conti Sport Attack are like the devil and allow a different line at any time, even when the horizon is steeply sloping.

Atypical for BMW, the F conveys a lot of feedback via its conventional 43 mm telescopic fork. Just let it run: The 800 allows a smooth, smooth driving style. Despite or perhaps because you have to work with it, a longing for racetracks germinates. Even the pillion passenger feels it is high-
dynamically housed. The coordination of suspension and damping is very acceptable, although the directly hinged shock absorber has no negative spring deflection. The ABS has one problem. The powerful four-piston system works without brake force boosting and integral function, but the rollover detection sometimes gets mixed up in the action without qualification. Sensors constantly compare the wheel speeds at the front and rear. For example, the computer finds “slip” on the rear wheel “implausible” and solves it
the front brake. So be careful with burnout or if the rear wheel becomes light when braking downhill. The BMW responds suddenly with a leap forward. Nevertheless, to top it all off, the F 800 S sometimes acknowledges courageous emergency braking with stoppies.
With the Kawasaki these are not too close, the driver has to
readjust if he doesn’t want to land on the nose. The “lever blockage” is also irritating: If you pack fully, then release the lever and immediately close it again, happens? Nothing. Because the brake lines are still under pressure
stand, they will not take notice of the new command for a split second. Something like that can cause unpleasant adrenaline rushes when unfortunate circumstances are linked (car pulls out, doesn’t pull out, crap, but pulls out). The same problem occurs with the Honda brake system, while the BMW has a “trick” to help: its lever is dampened and does not move so quickly
pull abruptly and come out more slowly.

But back to the Winkelwerk. The CBF swings surprisingly nimbly through curves of all radii. Still heavy as lead when pushed, they seem to move-
operated quite a few of the 504 pounds to evaporate. The powerful lever arm of the wide, high handlebars makes a significant contribution to weight compensation. The narrow rear tire gives the rest of the handiness ?? a 160 like on the ER-6n. The heavy hum falls slightly on its Michelin Pilot Road in an inclined position, defends itself
however, strongly oppose further course corrections. Comfortable, but well-damped, the 1000 series takes its course. You sit extremely comfortably and find the right line with a dreamlike security.
The CBF 1000 clears your mind for a meditative driving experience. Time to think. About the film from last night or the tax return due. Why bother with turning points or braking points? The autopilot will do it. Is that now
total devotion or a bit of incapacitation? Even if the notches, which come down particularly early, rasp across the asphalt and grind the stands when you are engaged in gasping? which is not funny ??, you still feel safe on the Honda like in Abraham’s lap. Everything so safe, so easy, so protected.
Even when braking. The ABS regulates particularly smoothly, with the foot brake lever being one of the six
Front piston activated. Simple but effective. A mean delay of
9.7 m / s2 allows short braking distances without a tendency to rollover. Typically Honda has thought of everything, right down to individual seating comfort. The driver’s seat: starting at 800 millimeters, it can be set 15 millimeters higher or lower, moving one centimeter back or forward. The latter is also done by the handlebars after turning the handlebars. And the windshield can be mounted four centimeters higher. Incidentally, customization does not work without tools and screwdriving skills.
At Kawasaki, the adaptation is done via accessories. On offer: a higher (!) Seat for tall drivers and a small windshield. The BMW can do without
Surcharge can be delivered with a three centimeter flatter bench. When it comes to consumption, the two don’t give each other anything, content themselves with around four liters per 100 kilometers on the country road. The Honda needs a good liter more and therefore has to be the first to refuel despite the large 19-liter tanks. The fact that the BMW is extremely fuel-efficient in all driving conditions is due to the clever engine management, which regulates the fuel requirement in addition to the injection duration via the injection pressure.

Something like that has its price. After all, the 800 with ABS costs 9140 euros. Mind you, without goodies such as heated grips, center stand or on-board computer. The extra price is due to more expensive materials, longer maintenance intervals and finer workmanship
relativized. The Honda looks very dignified, but is pretty simple behind the scenes. And with the Kawasaki, upbeat details do not console rusty weld seams.
25 points separate the F 800 S from the 1000 CBF, the two play in separate leagues by nature. The athletic BMW in the “Club sportivo”, the Honda in “Dynamo Schwerenoter”. The ER-6n is separated from the simpler, easier-to-drive ER-6n
F 800 S also 25 points. And worlds again.
While the funny Japanese lures even beginners into the saddle, the Bavarian makes it clear through her seating position alone: ​​”Advanced riders only.” This is how the F 800 S stays between all the mills ?? and rattling is part of the craft.

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Comparison test all-rounder with ABS

Comparison test all-rounder with ABS
Between all the mills

1st place – Honda CBF 1000

Honda CBF 1000 Good doesn’t have to be expensive. The high-torque CBF shines with a great balanced chassis, great brakes and variable ergonomics. If it were even lighter now and had cardan…

2nd place – BMW F 800 S

BMW F 800 S Good doesn’t have to be cheap.
The elaborately made new design is sporty and active. Economical like the Kawa, fast like the Honda. The parallel twin turns on, but its transmission is annoying.

brake

ABS costs extra for all. The F 800 S has Brembo four-piston calipers without a brake booster and integral function. The ABS version of the CBF uses three three-piston floating calipers and a slimmed-down combination brake system. The ER-6n’s wave brake discs are chic, simply the double-piston calipers

cockpit

The cockpit of the F 800 S is informative. if the optional on-board computer is on board. The oval “round clocks” are not easy to read because of the clumsy scaling and reflective glass. Dignified and up-
The Honda instruments appear cleared, the Kawa cockpit sparse, in which the driver constantly sees himself

engine

The parallel twin of the BMW has it all. With compensating connecting rod, rocker arms, swing arm bearing in
Motor housing and water pump docked to the right of the cylinder head. It just looks like it’s just primed. The ex-Fireblade quad from CBF is very compact. The opposite twin of the ER-6n crouches behind bars

3rd place – Kawasaki ER-6n

Kawasaki ER-6n Cheap can do really well
his. With the beginner-friendly Kawa, a lively twin meets a super-handy and upbeat chassis
Design. However, the processing is quite mediocre.

Scoring: engine

Cross driver. With cracking shifts and load changes, the BMW transmission is beyond good and evil. The
The F 800 S accelerates unexpectedly rapidly, but the new parallel twin doesn’t stand out when pulling through? despite the long-stroke design and low vehicle weight of just 209 kilograms. Survival of the Flottest: The great power delivery of the powerful Honda is sovereign. There is hardly any nakedness in the opposing, crisp, briefly translated series twin of the Kawasaki. However, the speedometer shows a whopping fifteen percent too much at top speed: around 230 at a real 200 km / h.

Scoring: chassis

The Kawasaki is so easy to handle, but it has
little suspension and damping reserves. The perfectly balanced Honda falls slightly on an incline, but defends itself against course corrections. Conversely, the BMW. She wants to be steered energetically, but then she is agile and stable. Sometimes only the steering damper, which is too tightly designed, causes slight irritation. The F 800 S can easily handle a pillion passenger.

Scoring: Security

Almost everything is great at CBF. Foolproof,
effective, finely adjustable brakes, for example. In addition, the best consideration in the sweeping mirrors. The footrests
However, they quickly hit the ground, and even that if the driving style is tough
Stand duo. When climbing curbs, it’s the bends
because of low ground clearance early on the collar. Pleasing:
BMW brakes can also be used without a brake booster
finally put on soulfully. The ER-6n remains most stable when
the signs point to an emergency stop. But their light could be brighter
his. On the F 800 S, a steering damper prevents the stem from twitching.

Scoring: everyday life

Strong: adjustable handlebars, seat and adjustable windshield
on the CBF, low-maintenance toothed belt on the F 800 S (should
40000 kilometers), standard immobilizers on both. Weak: the payload of the sparsely equipped ER-6n. Despite
With smaller tanks (16 and 15.5 liters), the fuel savers from BMW and Kawasaki go further than the Honda with a 19-liter tank.

Scoring: comfort

The Honda offers feel-good comfort. It caresses the driver with the best seating comfort and wind protection as well as the smoothest running engine. The kawa is not complete
naked: The small cockpit knob offers some wind protection. The pillion passenger has little contact on the long BMW seat
to the driver, but a great box seat.

Scoring: costs / environment

Mid-range performance at a premium price? The BMW has a high purchase price and a low one
Maintenance costs and 10,000 service intervals compared to; the
Valve clearance check is only carried out after 20,000 kilometers. Honda and
Kawasaki call the workshop every 6000 kilometers. That costs, especially at CBF. The cheap Kawa could be better made, but shines with low maintenance and fuel costs. The F 800 S and ER-6n consume extremely little, but BMW has to
Be great. Exemplarily low for all: the pollutant values.

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