Comparison test middle class chopper

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Comparison test, Honda VT 600 C, Kawasaki EN 500, Suzuki LS 650, Yamaha XV 535 Virago

Middle class chopper

When is a man a man? Four mature men with the Honda VT 600 C Shadow, the Kawasaki EN 500, the Suzuki LS 650 Savage and the Yamaha XV 535 Virago in search of freedom on two wheels.

The children are out of the woods, the house is built, the job is safe. A man can think of the dreams of his youth again: of a heavy chopper and friends you can rely on. To endless streets and evening rides towards the sunset. Choppers? I take my liberty. But 25,000 marks for the new freedom? The wife will not be convinced by the fact that he could go to work on his motorcycle in the summer and that the car will remain at her disposal. But it doesn’t have to be one for 25 grand. A decent chopper is available for between almost 9,000 and 12,700 marks. With the Honda VT 600 C Shadow, the Kawasaki EN 500, the Suzuki LS 650 Savage and the Yamaha XV 535 S Virago, those who want to chop (again) can find a stroke of luck in this price range. But one thing is clear: Buy a chopper nine from ten drivers not with their heads, but with their stomach and eyes. Motto: Anything you like is allowed. The only peculiar thing about choppers is that less is usually more, in other words: The pure chopper delights its owner through the art of leaving things out. The Suzuki LS 650 masters this art perfectly. So the little Savage – the “wild one” – delights with the most straightforward technology: a powerful, vertical cylinder, an overhead camshaft – which operates four valves -, five-speed gearbox, toothed belt, long, flat fork, short struts and sheet metal and paint only where they belong. The nice thing is that this purism is also reflected in the price. For less than 9,000 marks with ancillary costs, the LS 650 not only has the chopper purity law on its side, but also its first derivation: Less is more – and costs less. For around 2000 marks additional costs, the new Kawasaki EN 500 and the Yamaha offer XV 535 – in the “S” version – considerably more technology. The two-cylinder V-engine of the XV 535, for example, enhanced by additional dummy cooling fins, contributes significantly to the adult impression that this machine leaves behind. In addition, it is still the cheapest cardan machine on the German market. And two petrol tanks and a reserve, which is operated via a switch on the right handlebar fitting, are hard to find anywhere else. A lot of baroque chrome and bezels, plastic, sheet metal and pompons are also included in the price – but that doesn’t detract from the popularity of the most popular motorcycle in this country in recent years. In contrast, the chassis of the equally expensive ones is classically sober E.N 500. While the old EN 500 still had many early Japanese soft chopper attributes, the chassis and attachments of the new EN 500 (individual test in MOTORRAD, issue 11/1996) are very similar to the Suzuki LS 650. The revised two-cylinder – known from the GPZ 500 S and KLE-500 – but this is in stark contrast. Despite a few chrome additions, the smooth, water-cooled high-tech engine has the charm of a washing machine. The homogeneous synthesis of sophisticated technology and clear, classic design, on the other hand, succeeds Honda’s VT 600 C Shadow. If you don’t know the great Softail Harley as the model for the 600 Shadow, you almost have to assume it is one itself. And that, although their engine was originally used in a road machine and an enduro – VT 500 E and 600 Transalp. As a 52-degree V2 better suited for a classic chopper drive from the outset, Honda nevertheless decided to redesign this engine given a lot of effort. The crank pin offset of the crankshaft, which was otherwise supposed to ensure low-vibration engine operation, was abandoned here in favor of a single crank pin – which now ensures pleasantly massaging vibrations. And the finely ribbed water cooling jackets almost make you forget the actual water cooling of the engine. The fact that Honda, according to its own tradition, also had to install one or the other plastic cover and the speedometer clings to the triple clamp in early Japanese style instead of integrating into the tank in the late classic, is something you can see from Honda’s successful synthesis. But the charm of the Shadow has its price: 12,710 marks including ancillary costs are almost like a shadow over your own account. Ergonomics is when you sit anyway: And on the Suzuki LS 650 Savage, tall people are clearly at a disadvantage. For drivers over 1.70 meters, a forward-positioned footrest system is an absolute must, the seat is murderously low above the asphalt. And because the seat hollow and the handles of the standard handlebars move closer together due to the small size of the vehicle, only a flat “T-bar” handlebar can help the “dog-makes-a-man” attitude of taller Savage drivers. As the »little man’s Harley«, however, the LS 650 is unbeatable – it was originally designed specifically for more compact Japanese chopper drivers. On the other hand, the first time you sit down on the XV 535, the question arises: is it a chopper at all? The arrangement of handlebars, footrests and driver’s seat results in the same sitting posture for the driver as on a classic, normal motorcycle – but combined with an extremely low seat height. That’s exactly what makes the XV 535 so successful: the normal, but easily manageable (re) entry-level motorcycle thanks to the low seat surface. The fit of the EN 500 and VT 600 C meets the ideal of the chopper just like the famous one Fist the eye. As if poured out, their drivers loll in their seat hollows, legs stretched out, arms too. The cramped feeling that characterized the old EN 500 is no longer the slightest trace in the new one. The good pillion comfort, which the old EN 500, contrary to all custom, previously distinguished among choppers, is irretrievably gone. If you want to go on a trip with the new one, if you love your partner, just like on all other choppers: alone. The engineers started looking for the ignition lock before the solitary enjoyment of the pulse beats of the one and two cylinders. Ingeniously hidden on the frame, all four makes allow – or force, depending on the case – the use of the fizzy Neimann handlebar locks for vehicle locking. The location of the choke lever is also very classic: on the carburetor, just like in the good old days. Starting problems, on the other hand, are a thing of the past today, and a muffled, but refreshingly dry shot escapes into the air from five silencers. Only five? Not from seven: three double-pipe systems and the lonely stub of the LS 650? No – the Yamaha double tube emits a compressed chirping into the world, which in turn is more suitable for a touring motorcycle than a chopper. The new Kawasaki keeps up acoustically well with the “classics” LS 650 and VT 600 C. And as it should be for a real chopper, the torque of all three motors cavort deep down in the speed cellars. But others can shoot dry; The Virago driver is also happy about his good pull. A full “clack” from the gearbox, on the other hand, is part of the good chopper tone for all four. It is all the more remarkable that the performance – which is secondary in the case of a chopper – only differs slightly. Even the weakest LS 650 goes fast enough with a maximum of 139 km / h. And no one drives the 150 to almost 160 km / h of the stronger subjects on a chopper with even a hint of pleasure. The speed on the country road always levels off quickly at around 80 to 90 kilometers per hour – US bikers already know why they like to chop so much at their 55 mile limit – 88 km / h. The group hums and hums not only with relish, but also sparingly throughout the day. With 4.5 and 4.7 liters of regular gasoline, the EN 500 and the XV 535 are still thirstier than the LS 650 and the VT 600 C, which at this pace produce just four liters of the precious, flammable liquid from their reservoirs per 100 kilometers to sip. At a constant 130 km / h, on the other hand, the Kawasaki is the most economical, while the XV 535, the thirstiest with 7.4 liters, consumes a whole liter more. The frugal comfort shouldn‘t hide the fact that you can chop with a chopper really quickly. Why not? 31 to 46 hp also propel 80 percent of all enduros – and their qualities as highway robbers are well known among motorcyclists. And those of the four choppers are not much worse than ordinary enduro brakes either – standard mix: front disc, rear drum. The Honda and the Kawasaki have some advantages over the Yamaha and especially the Suzuki. The Yamaha, on the other hand, has the greatest lean angle and maneuverability of all, while Honda, Kawasaki and the Suzuki – which is somewhat advantageous due to their lower weight in handling – spark around the corners in a harmonious, wide-swinging formation. The foldable footrests as scratch indicators ensure that not every flight of sparks becomes a departure. But the fact that chopper chassis always have short spring travel, hard springs and weak damping – well, something must distinguish them from other motorcycles. And that the Honda Shadow still has the best set-up here, followed by the Kawasaki EN 500, then the stubborn Yamaha Virago and the Suzuki Savage as the rough but warm bottom light – well, the highest price of the Honda must have some reason after all So: Basically, everything a man’s heart can want from a chopper is available in the price range from 9,000 to 12,600 marks. The only thing a man still has to pay attention to when he has been able to persuade his beloved to buy a chopper is the key: Because women also like to ride motorcycles – and maybe he suddenly has the car available for the summer while they are together looking for freedom on two wheels with a few friends on their choppers.

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Comparison test middle class chopper

Comparison test
Middle class chopper

Honda VT 600 C (VT) (archive version) – Third place: Honda VT 600 C

In terms of numbers, the Honda VT 600 C Shadow comes in very thinly on the ungrateful third place. In terms of effect, however, it has earned a place of honor. Appearance and chassis are still great even after eight years. The engine cannot deny its trouble with the tightened noise limits. And the price could also be a few percent lower. But otherwise: great.

Honda VT 600 C (VT) (archive version) – First place: Kawasaki EN 500

The first comparison test, and then the first with a very narrow margin. The Kawasaki technicians have done their homework carefully. And the designers did what they could too. With the best will in the world, the crude exterior of this engine cannot be shaken. Too bad. But what matters is what comes out at the back – and that’s true.

Honda VT 600 C (VT) (archive version) – Fourth place: Suzuki LS 650

Modesty is an ornament: And that’s why Suzuki shouldn’t be sorry that the LS 650 “only” came fourth here. That is the injustice in comparison tests that only numbers and measured values ​​count. The little wild one easily compensates for the lower number of points in the engine and chassis evaluation with originality and feeling.

Honda VT 600 C (VT) (archive version) – Second place: Yamaha XV 535 S.

The XV 535 S lands in proud second place. But not because it is the better chopper than the Honda, but the better motorcycle. Analogous to the “touring athlete”, the Virago could perhaps be described as a “touring chopper”: as much motorcycle as possible and as much chopper as necessary. The proud sales figures are hardly surprising.

Honda VT 600 C (VT) (archive version) – THE CLOTHES

Scrolling text left The eye eats with you. Therefore, the packaging of a chopper driver must also be right. Left: “Indian” helmet, 219 marks, agv (Tel. 0 01 82/5 50); “Climax 521” glasses, around 100 marks, eurox (Tel. 04 41/48 64 17); “Freemans” jacket, 565 marks, Haveba (Tel. 0 71 23/96 87 32); Gloves »Chopper«, 95 Marks, ixs (Tel. 0 76 31/1 80 40 Right: Helmet »Super Sleek«, 219 Marks, MDS (Tel. 0 71 82/5 50); Jacket »B 52«, 599 Marks, Frank Thomas (Tel. 0 21 02/2 58 31); Gloves “Easy”, 39 Mark, ixs (Tel. 0 76 31/1 80 40). Text on the right Left: helmet “ACT Leather L 055”, shoes (Tel. 0 68 51/8 90 10); chopper glasses with corrective lenses, 350 marks, visible (Tel. 07 11/6 07 98 81); jacket »Chopper«, 589 Mark, Harro (Tel. 0 74 52/8 38 60 ), Gloves “Buffalo”, ixs (Tel. 0 76 31/1 80 40); right: helmet “Roof Jet Roadster”, 422 Mark, Matthies (Tel. 0 40/23 72 50); jacket “Cougar”, 499 Mark, MQP (Tel. 0 22 34/69 19 34); “Classic” gloves, 65 Mark, Held (Tel. 0 83 21/6 64 60).

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