Comparison test of entry-level motorcycles

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Comparison test, Honda CB 500, Kawasaki ER-5, Suzuki GS 500 E.

Entry-level motorcycles

No specialization, no excessive technology, no exorbitant prices: Honda CB 500, Kawasaki ER-5 and Suzuki GS 500 E are designed for a broad impact

The eyes, heart and stomach play a decisive role when buying a motorcycle, far more than when buying everyday objects. All the more astonishing that the two-cylinder 500s from Honda, Kawasaki and Suzuki first and foremost appeal to reason: They boast prices that are more (Suzuki) or less (Honda) below the 9,000 mark threshold As if motorcycling was actually one of the more serious things in life, the three “entry-level machines” make little effort to provide assistance on an emotional level through visual stimuli: The Suzuki, as the oldest participant in the comparison group, is still opening youthful and dynamic, but appears rather late adolescent. What the GS 500 F lacks in respectability in its charisma, the considerably younger Honda carries in overdose. Even the latest design, the Kawasaki, does not set any highlights: Not quite as staid as the CB 500, more mature than the GS 500 S, but far from breaking new design ground, i.e. the inner values, the lackluster exterior like to be conjured up. The Honda ostensibly has the most to offer: With the freshest engine design, it delivers a lively 58 hp, while the aged, but technically robust Kawasaki twin has 50. The Suzuki twin leaves it at 45 hp. Not out of wise self-restraint, but out of the necessity of its technical foundation with air cooling and two-valve heads, which was laid around a quarter of a century ago. The practical presentations of the comparison trio are not entirely congruent with their paper form. If the Honda clearly lives up to its role of favorite when accelerating, the Kawasaki is right on its heels in terms of top speed. When pulling through, the ER-5 even strikes back and gives with its powerful acceleration from the depth of the speed range C.B 500 is left behind. As expected, the Suzuki lags behind the more powerful competition in all driving performance disciplines. In practice, of course, the inharmonious power delivery of the GS 500 E-Motor has a stronger effect than the deficit, which can be measured in km / h and seconds: In the middle speed range, the two-valve engine looks limp, and at the top it cheers dutifully, but appears strained and listless The Honda is different, which translates the advantages of its modern engine layout into a sporting spirit. In the lower half of the usable speed range, the twin does duty according to regulations, only to then approach its peak performance all the more unabashedly and with a powerful bite. The Kawasaki engine, on the other hand, pursues the opposite direction: up to 7000 rpm, extremely good at power, to signal that it can cope with higher speeds, but is not prepared to reward it with a vehement increase in performance. The gentle character of the ER-5 engine underlines an excellent running smoothness: In contrast to the Suzuki and – to a lesser extent – the Honda, there are no ticklish moments in the seat or footrests over the entire speed range. The ER gearbox also shows the best manners including the final drive: the gears slide safely and without annoying disturbing noises, and the components of the drive train that work in close cooperation are not shaken up when the load changes. The Suzuki’s clutch and rear wheel are hardly less well cared for, while the Honda switch box occasionally reports audible completion messages. The phenomenon of load change jolting occurs in another context with the GS 500 F. When taller riders follow suit after a while on board try to relieve the tense lower limbs through gymnastic exercises. On the compactly built Suzuki there is little space between the low seat and high footrests. The upper body has to submit to the obligation to incline, which is ensured by the elongated, narrow tank and the handlebar ends, which are bent downwards. Anyone who interprets this sitting posture as a bow to the sporting ambitions of the Suzuki is absolutely correct, because the GS also signals “youthful, brisk” when it comes to the chassis geometry, as the short wheelbase, steep steering head and little caster guarantee lively handling. In fact, the Suzuki is in its element in cornering areas, as it can be steered effortlessly from the compact, assembled seating position. The price for the ease of changing direction has to be paid in compromises in steering precision and a slightly capricious high-speed behavior. But real hardship threatens the GS chassis from another side: When driving jaggedly on undulating ground, the damper of the central spring strut surrenders and lets the Suzuki rear end pump excitedly. During abrupt braking maneuvers, which can be achieved without any problems thanks to the powerful and easy-to-dose front wheel stop, the soft telescopic fork suddenly uses up the last remaining spring travel, and when such a maneuver takes place in an inclined position, the brakeman has to struggle with violent steering reactions. CB 500 go in close collaboration and ER-5 address the subject of chassis layout: steering head angle, wheelbase, weight distribution – the images are amazingly similar. No wonder that the two machines have similar handling characteristics. Not quite as agile as the Suzuki, they can nonetheless be driven through combinations of curves without any significant physical exertion and show a decent degree of steering precision and directional stability. Opinions differ only at high speeds on bad roads. The comfortable, but not too softly tuned ER-5 still maintains the composure where the CB 500, which is very tight at the hindquarters, is already jumping. On the other hand, the Honda conveys a good feeling for the road even under these circumstances, while the confidence in the leadership qualities of the Kawasaki front end seeps into the fork legs, even with more severe braking maneuvers, which the CB 500 and ER-5 can only achieve with considerable hand strength The Kawa fork attracts attention with its noticeable bend in the standpipe, whereas physical bends are not necessary on either machine. They integrate the driver well into the tank-seat topography, offer reasonable leg room and a relaxed upper body posture behind the comfortably shaped handlebars. Backseaters are most likely to laugh on the Honda. There is enough space, the sitting posture is somewhat relaxed, and the tight rear wheel hand has so much taker qualities that not every manhole cover accidentally caught will shake your bone and bone. In terms of ergonomics, the Kawasaki is also a case for two, but when it comes to rear suspension it quickly reaches its limits in adverse road conditions as does the Suzuki, which on top of that loses its pillion suitability due to the limited space in the second row In terms of equipment, the comparative candidates are on the same level, everything you need for life is offered. Differences, however, in the processing quality: The Honda shows the oldie and the newcomer that it is not only the most expensive machine in the group because of its performance advantage. Whether this fact is relevant for the outcome of the referendum, however, will be on another page – headline: Approvals 1997.

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Comparison test of entry-level motorcycles

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