Displacement comparison

Table of contents

Displacement comparison


Displacement comparison

Displacement comparison
Good or cheap

Thick or thin, small or large, strong or weak? in the end it is often a decision between mind and gut. 1000s or 600s, where do you get the most for your hard-earned money? Three pairings in comparison that answer this question with different results.

Peter Mayer


The fat guys are doing particularly well in Germany. In no other
Country of Europe so many large machines are sold. Which is not only due to the eternal bestseller, the BMW R 1200 GS. But that doesn’t mean that the “little ones” don’t play a role for us. In the top ten of the registration statistics, there is currently a stalemate, next to five
Machines over 750 cm3 can be found in five middle-graders in the 600 category, which attract customers with a good price-performance ratio.

But it’s not just the money that brings customers to the 600. There are also very rational considerations in terms of performance, handling and drivability that make the difference. Middle-class customers often consciously opt for the smaller motorcycle. More displacement equals more fun? It’s not that simple. This is also shown by the present test of similarly designed machines from two displacement classes from three different manufacturers.

In the case of the two CBF models, Honda relies entirely on common sense. The CBF series is based on the modular system. A 600 engine and a 1000 unit in the same frame? that’s working. The same applies to the V-Strom family from Suzuki. The 1000 and 650 series are not only similar in terms of design, but also in terms of technology. With different spring rates, revised damping and modified progression curves, the chassis of the big ones was adapted to the additional weight and the increased performance. The game becomes more critical with powerful machines like the two Fazers. It is no coincidence that the Yamaha technicians choose individual chassis concepts despite the identical alignment of the duo. The FZ1 Fazer and FZ6 Fazer do not have much in common. Whether the big sisters are each worth the surcharge of 1500 to 3000 euros, of course, also depends on individual preferences. When power counts, the decision is clear. When the more coherent overall concept is sought, the Big Bikes feel surprisingly cornered.

One consolation: it costs to drive big pots? apart from the cost price ??
much less premium than is commonly assumed. When it comes to consumption and inspection costs, the two displacement leagues don’t give each other much. The tax burden with a maximum difference of 30 euros per year does not split the fronts either. And even with the tires, the difference in costs is within manageable limits. There are no riches between the CBF 600 with a narrow soled 160 rear tire (around 250 euros / set) and the 1000 Fazer with a 190 roller (around 275 euros / set). And the two Suzuki enduros even have identical tires (185 euros / set).

Good or cheap? The quality of motorcycles cannot be determined by displacement sizes or prices. And certainly not the driving pleasure. Even the saying about displacement, which cannot be replaced by anything, ignores too many facets of the motorcycle experience. How about simply replacing “or” with “and”?

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CBF 1000 versus CBF 600 – everyone’s favorites ?? Honda CBF

It depends on what you make of it. The Honda product planners have obviously implemented the advertising slogan of the concrete industry that has been communicated for decades perfectly. Because with an amazingly simple combination, they managed to storm the bestseller charts with the CBF models. In other words: Domesticated sports engines in a conventional tubular steel bridge frame plus straightforward peripherals ?? The inexpensive Volks all-rounder is ready. Well, you already had a feeling for the 2004 season, the year the CBF 600 was published,
proven. Narrowed the engine from the CBR 600 F for a hassle-
stimulated power output 28 HP peak power, found a largely successful suspension set-up, donated an ABS to the brake ?? and has sold the whole thing in this country so far an incredible 14,200 times.
Which encouraged us to do more, namely the CBF 1000 presented this year. Instead of the carburettor-equipped 600 unit, the almost unchanged chassis has the um
65 HP on their 98 down-cultivated Fire-
blade motor ?? for just 1550 euros more. And ?? are we talking plain language ?? the 600 will be damn hard against that in the future
Right off the bat, with 4,000 copies, they were the second best-selling motorcycle this season.
Whether the powerful acceleration from the lower speed limit, lazy shifting cruising or the tightened sprint ?? the 1000er barely leaves the little one breathing room. Has already done from 4000 / min what the 600 does from 7000 / min. Especially since it’s the sovereign pressure
to a certain extent there is no counter-deal. The big one vibrates only marginally more and hides its only Achilles heel, the additional ones
23 kilograms weight, extremely skillful. Both on tour and when maneuvering, the relaxed and pleasantly low seating position makes life on the CBF models child’s play.
Of course, both CBFs have to make sacrifices for the economy tariffs. Adjustment options on the spring elements are reduced to the spring preload at the rear. Which doesn’t even bother. The vote is chosen comfortably, at most when the pace is tightened, the dampers and with
them the only moderate lean angle to their limits. Even in this respect, the little CBF is lagging behind the big sister. Levering allows the 1000 rear suspension to be more sensitive than the 600 with the monoshock attached directly to the swing arm. However, the CBF pilots do not have to do without further achievements in modern motorcycle construction. The composite braking system combined with the ABS, in which the step on the rear brake also acts on one of the three pistons of a front brake calliper, and the standard main stand signal: everything is included, everything is on.
At least, which makes sense. This also applies to the choice of tires. The narrow 160 mm rear tires do not make much of an impression, but they make a decisive contribution to agile handling. As I said, it depends on what you make of it.

V-Strom 650 versus V-Strom 1000 – The gateway to the world ?? Suzuki V-Strom

The look ?? okay, no discussion, sponge over it. The good nursery forbids that you … And yet: plump
see the two V-Stroms on their knees
forced like fattened Christmas geese on the third Advent. Sorry, it just had to go.
But the world of motorcycling does not only value appearance. Because the two V-Strom are selling? Beauty or not? respectable. 7200 pieces roll of the 1000 version (presentation year 2002) and 4300 of the 650 version released in 2004-
Edition of the »Enduro Sport Tourer« (original sound
Suzuki) on the local streets. The duo is genetically close to one another-
similar to identical chassis. Their hearts grew out of the athletic ones
Bikes SV 650 and ?? the
Lord be gracious to her soul-
dig ?? hapless TL 1000 with moderate technical modifications for tourist-oriented use in the high-legged chassis.
Well done both of them. With an advantage for the little one. I beg your pardon? Is your big sister losing out in the travel group, which is hungry for displacement and torque? Admittedly, the large engine offers more bang in every position, pushes forward vigorously between 4000 rpm and 7500 rpm, easily compensates for the comparatively rough running and a clutch that is difficult to operate with pure power. For those of you for whom sovereign pressure is paramount, please. He just has to know: The spring travel, which is cut to 150 millimeters (V-Strom 1000: 160 millimeters), the handlebar brackets that are mounted directly on the fork bridge and not in rubber blocks and, above all, 16 kilograms less fat on the ribs, make the 650s much livelier in the bends Swinging curve to curve, the little ones hold up noticeably more precisely than the big fat ones
Line. A strength that, by the way, also laid the foundation for the two overall victories of the V-Strom at the MOTORRAD Alpine Masters.
Of course, the 650 only comes alive from 5000 rpm, revs up quickly, always behaves well, hardly vibrates. On top of that, benefits from the successful, comfortable-
len chassis tuning. Even if the 2007 model tested
good upbringing has two sides. Although the mini-V-Strom slows down? in contrast to the 1000? for a moderate 200 euros
In future, surcharge will be standard with a pri-
ma functioning ABS that enforces Euro 3 etiquette
the V-engine despite the new double ignition and revised injection system compared to the current 2006 edition, however, to exaggerated restraint. 4.5 instead of 3.9 seconds from zero to 100 and a three second surcharge for the intermediate sprint from 60 to 140 km / h (14.0 instead of 11.1 seconds) are clearly too much for the reservation. So much that the remainder of the 2006s-
V-Strom 650 is likely to be the hit at this year’s summer sale at Suzuki dealers.
Especially since the V-Strom clientele likes to forego the latest craze or spectacle anyway. And for 2400 euros more on the bank, sometimes on 355 cm3 displacement.

FZ6 versus FZ1 – A touch of macho Yamaha Fazer

What Suzuki is doing with the V-Strom models and Honda is perfecting with the two CBFs, leaves Yamaha cold. Putting the cheap standard hood over the engines of the R6 and R1 is not something that comes in the bag with a brand that has a certain Mr. Rossi on the payroll. And it was worth it, at least visually. With the FZ6 and FZ1 Fazer, Valentino also likes to be in front of the bar at home-
the village of Tavullia. Well swollen-
gene aluminum bridges nestle elegantly
the engines, added to the FZ1
a lovingly styled cast aluminum swing arm
Cover the arrangement. Even the exhaust-
systems differentiate and characterize the duo
individually. The underseat system of the 600 Fazer is sporty, the stubby exhaust below the 1000 is beefy and aggressive.
It was only partially worth it. Yamaha has sold 9,000 FZ6 Fazers since the 2004 season, but so far there are only 1,200 of the 1000s introduced at the beginning of the year. With a difference of more than 3,000 euros, it is certainly also a question of price. Or not?
Because neither want to be soft-washed mass-produced motorcycles. 99 HP for the 600er (R6: 122 HP) and a whopping 144 horses for the FZ1 Fazer (R1: 168) signal: The sport is still with us. And there you’re just not so comfortable there. The easiest way to get over this is on the 6-fazer. Not much happens below 8000 rpm, only then does it push with guts, but linearly and easily controllable, so that the unit is often used even on the country road
rattles into the limiter at 13200 rpm. Without a certain preference for noise, it will never be enough for a harmonious partnership.
Anyone who is guided by experience, hope and piety to the quiet 1000er will be alienated. First the FZ1 babbles harmlessly to itself, only to roar out at 7000 rpm: I’m a 1000! Get started like a beast – even if it’s often too late. Because what the macho bike gains from the top has already been lost. The extreme engine characteristics and the very long translation leave the
FZ1 doesn’t even depend on its little sister when sprinting to 100 km / h – by the way, neither does the good 1000 V-Strom. The fact that the 600 series is allowed to brake with ABS is almost a reward for the capable – even if the brakes of the 1000 series are superb.
Even more precarious: The non-adjustable spring elements of the 600s convey more comfort and sensitivity than the adjustable ones of the FZ1 Fazer. Under these circumstances, does anyone even dare to try the more relaxed seat-
position to praise the better handling due to the narrower rear tire and the seven centimeters narrower knee joint of the 600s?
After all, with “keep the old one” – sticking with the old, radical judgment of the English trade magazine Motor Cycle News about the successor to the Fazer 1000, you don’t have to fall into the house right away. It would be enough: “Take the small one” – take the 600.

1000-point evaluation – passion, emotion and calculation

Riding a motorcycle is passion and emotion, not calculation. And yet it helps that
Verify offer. For this purpose, MOTORRAD developed the 1000-point test. In addition to criteria for property evaluation, which cover 80 percent of all points to be awarded, the cost / environment category highlights the economic side of a machine.
All six test machines receive 15 points for the manufacturer’s guarantee of two years. Longer guarantee periods or mobility guarantees are rewarded with surcharges. The processing has a maximum of 20 points and takes into account the paint quality, the quality of the materials, etc. The consumption is extended on a standardized country road lap at a moderate speed. There are deductions if you have to fill up with Super or Super Plus. The most economical here: the Suzuki
V-Strom 650. The inspection costs are calculated according to the specified service intervals and
the labor values. Top: the two Yamaha, which only have to go to the workshop every 10,000 kilometers, the others are due for an inspection after 6,000 kilometers.
The maintenance costs include the expenses for insurance, taxes and the middle
Tire costs. The FZ1 sags here because of the high performance and corresponding insurance costs. The exhaust values ​​take into account the classification of the various exhaust standards. New homologations are currently only possible with Euro 3 pollutant values. The 2007 V-Strom 650 therefore wins a whopping eight points over the 2006 model with Euro 2 approval. That weighted with 40 points-
The most important criterion, the price-performance ratio, results from the ratio of the total number of points to the price. For the V-Strom 650 the last triumph before the overall victory in this classification.
By the way: What about the passion and the calculation?

Conclusion CBF 600

CBF 600 S ABS (649 points) What’s the saying: The better is the enemy of the good. In this respect, the 600 is a motorcycle that is easy to live with. Chassis, engine, price, all good. Only: The CBF 1000 is better.

Conclusion CBF 1000

CBF 1000 ABS (706 points) If there is really nothing to replace displacement, then this is the case. The large CBF can do everything better than the 600. On top of that for a moderate surcharge.

Conclusion V-Strom 650

V-STROM 650 A (696 points) A victory on points. The small V-Strom convinces with better running smoothness, more agile handling and ABS ?? even if Euro 3 takes the 2007 engine noticeably out of breath.

Conclusion V-Strom 1000

V-STROM 1000 (663 points) Some are convinced: Without a decent displacement, a motorcycle is just a moped. Accepted. For the rest, the following applies: With 2400 euros you can travel far. Even with less displacement.

Conclusion FZ6

FZ6 Fazer (671 points) With 100 hp from a displacement of 600 cm3, nobody expects a soft-washed commercial vehicle. With its decisive orientation, the small Fazer remains true to a clear line. And that is convincing.

Conclusion FZ1

FZ1 FAZER (663 points) 144 PS are one word. But with
a liter of displacement, the large Fazer would have to do this with ease
to generate. Just ?? successful optics or not? she looks bad there.

Technical data CBF 600

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves, constant pressure carburetor, six-speed gearbox, bore x stroke 65.0 x 45.2 mm.
Dimensions and weights: Seat height * 770 800 mm, weight with a full tank * 229 kg, tank capacity 19 liters.

Technical data CBF 1000

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-tight-
driven camshafts, four ven-
tile, injection, six-speed gearbox, bore x stroke 75.0 x 56.5 mm.
Dimensions and weights: Seat height * 785 – 815 mm, weight with a full tank * 252 kg, tank capacity 19 liters.

Technical data V-Strom 650

Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, ket-
Driven camshafts, four valves, injection, six-speed gearbox, bore x stroke 81.0 x 62.6 mm.
Dimensions and weights: seat height * 815 mm, weight with a full tank * 217 kg, tank capacity 22 liters.

Technical data V-Strom 1000

Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, gear / chain-driven camshafts, four valves, injection, six-speed gearbox, bore x stroke 98.0 x 66.0 mm.
Dimensions and weights: seat height * 850 mm, weight with a full tank * 237 kg, tank capacity 22 liters.

Technical data FZ6 Fazer

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-tight-
driven camshafts, four ven-
tile, injection, six-speed gearbox, bore x stroke 65.5 x 44.5 mm.
Dimensions and weights: Seat height * 810 mm, weight with a full tank * 209 kg, tank capacity 19.4 liters.

Technical data FZ1 Fazer

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, five ven-
tile, injection, six-speed gearbox, bore x stroke 77.0 x 53.6 mm.
Dimensions and weights: seat height * 800 mm, weight with a full tank * 222 kg, tank capacity 18 liters.

Honda CBF 600 S and Honda CBF 1000: displacement comparison

Cost / environmental guarantee
Consumption (country road)
Inspection costs
Maintenance costs
Exhaust gas values
Price-performance ratio
Total (1000)

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