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Honda CBF 600 S, Suzuki Bandit 650 S, Yamaha FZ6 Fazer Comparison test middle class
Power and pull
Sportiness made easy
The motorcycle golfs
Comment performance chart
Comments scoring
Data Suzuki Bandit 650 S
Data Yamaha FZ6 Fazer
Data Honda CBF 600 S

Rossen Gargolov

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motorcycles

Honda CBF 600 S, Suzuki Bandit 650 S, Yamaha FZ6 Fazer

Honda CBF 600 S, Suzuki Bandit 650 S, Yamaha FZ6 Fazer
Comparison test middle class

Rolf Henniges

January 17, 2008

It is not always easy to put your chocolate sides in the right light in personals and to cleverly cover up mistakes. MOTORRAD compared the offers for three mid-range bikes.

Nowadays it is not uncommon for the partner search to be carried out over the Internet. In the relevant forums you describe yourself in detail, answer a few dozen questions with a cross, pardon: mouse click, and then a computer program connects you with Mr. or Mrs. Right. The new Honda CBF 600 S, the Suzuki Bandit 650 S and the Yamaha FZ6 Fazer have taken on this task …

Describe your figure. Choose between weighty, normal and slim. Suzuki’s Bandit 650 has to cheat a little when the initial question is answered and clicks “normal” on. In fact, with her 250 kilograms, she’s dragging a few pounds too much around. And otherwise? From an ergonomic point of view, everything is okay, both small and 1.90-meter people feel comfortable on the Bandit. In addition, the comfortable bench and the wide handlebars can be adapted to various ergonomic requirements. The leg closure is good, you sit comfortably relaxed.

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But not as perfect as on the new Honda. Everything is perfect for big and small alike. The handlebar width and crank are exactly in the middle between sport and touring, the seating position is active, more front-wheel-oriented than with the Bandit, and the seat is comfortable and also variable in height. When asked about the figure, the CBF, with its 226 kilograms, could have a clear conscience “normal” click. Even more: the Honda looks the most delicate of the three? narrow panel, wasp waist. Despite this “Light foot appearance” it has the longest wheelbase at 1490 millimeters. Twenty millimeters more than the Bandit, thirty more than the Yamaha.

The short wheelbase of the Fazer suggests that the FZ6 is a lightweight. Classification: definitely slim. The scales certify 217 kilograms. On the other hand, the Yamaha looks like a grown-up with the sweeping front mask. Their arrangement of wide, cranked handlebars, short tank and narrow seat takes some getting used to. But you can come to terms with it.

Power and pull

Gargolov

All three bikes are characterized by good properties such as balance.

Second question: How is your strength doing? Classify yourself: normal, athlete or bodybuilder.

This is where the fat little bandit moves into the limelight: its 50 cubic meters plus make a positive impact in every driving situation. No matter which gear? Gas on, and the Suzuki outrun the competition. Keyword bodybuilder. The measured 86 hp are a word of power. Both the CBF (78 PS) and the FZ6 (75 PS) are left behind in terms of acceleration and pulling power. However, this has an insurance disadvantage: Instead of the 78, the Suzuki has to be insured in the somewhat more expensive class up to 98 hp (additional costs for SF 0 in liability and partially comprehensive insurance: around 80 euros per year). But it’s not just the power of the Bandit engine. The four-cylinder responds very gently to gas commands and runs silky smooth. The competition has to be measured against this smooth running and coordination.

Gargolov

In extreme cases, the FZ6 driver has to release the brake himself.

The CBF can partly keep up. Your four-cylinder is extremely easy to turn and can easily join in the contact forum “athletic” boast. Compared to the engine of its predecessor, the new, shorter-stroke engine vibrates significantly less and is also lighter and more compact. Vibrations can only be felt in the upper speed range. Nevertheless, it doesn’t run as smoothly as its Suzuki counterpart and accelerates with a slight delay. Apart from modified camshafts and throttle valves as well as a lower compression, the unit is identical to the 102 HP Hornet drive.

Yamaha made it easy for itself when throttling the 98 hp open version of the FZ6 to 78 hp. The power is simply limited by a throttle stop. The advantage: dethrottling to 98 hp is simple and dirt cheap. The disadvantage: the throttle can only be turned what feels like two thirds of the normally available path. And that’s how the 600 drives, unfortunately. In the lower and middle speed range, the engine still acts cautiously euphoric, up to 5000 rpm it is even on the level of the Honda. But then the wheat is separated from the chaff. While the competitors pack on a few pounds of torque (Bandit: 64 Nm at 7400 / min, CBF: 60 Nm at 8300 / min), the Yamaha lifts only 52 Newton meters at 4800 / min. This remains almost unchanged up to 10,000 rpm. Compared to the Honda and the Suzuki, the Yamaha four-cylinder looks sluggish, constricted, even phlegmatic, is far from the thump of the bandit or the willingness of the Honda to turn. Whether that is still as “Normal” can go through?

Sportiness made easy

Gargolov

Well presented aluminum frame, hoses exposed.

Third question: are you athletic? Choose between fit, trained and in good shape. On the chassis side, the Honda guys did a great job. The CBF has the smallest spring travel with 120 millimeters at the front and 125 at the rear, but the coordination of the chassis has been successful all round. No bottoming out, no annoying chafing, and the 600 remains stable on course even in pillion mode. The comfort is okay, but the driver feels short, hard knocks as a harsh jolt on the handlebars. The feedback leaves little to be desired, and the steering behavior is fantastic. The CBF follows the instructions meticulously and without any reluctance. Even corrections in an inclined position are child’s play and only require a light pull on the handlebars. In short ?? what pleases the beginner, also makes the professional grin on the face. Keyword ride on the passes: the advantage that the Bandit has due to its extra power, the Honda makes up for with precision, superb maneuverability and unconditional loyalty. And also through their good braking behavior. The ABS composite brake is foolproof: no tendency to rollover, very sensitive control behavior, always present pressure point and very good controllability. No question: The Honda can click in top shape, because there is hardly anything to criticize about its performance.

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Yamaha

15th pictures

Pictures: Honda CBF 600 S, Suzuki Bandit 650 S, Yamaha FZ6 Fazer

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Yamaha

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The Yamaha is also extremely fit, but has a few weaknesses compared to the Honda: It is not quite so handy and so precise in steering. This is due to the somewhat softer, comfortably tuned chassis and the 180 rear tire (Honda and Suzuki: 160). The FZ6 offers 130 millimeters of travel at the front and rear, and the chassis feedback is good. And the Yamaha ABS brakes have the crispest pressure point in this comparison field. Sporty driving becomes a pleasure. However, only as long as the ABS does not have to intervene. Because its control processes are rough, and the FZ6 is not immune to rollover. When braking hard, the two double-piston floating calipers of the 600 series claw into the discs so hard that the rear wheel lifts off even with the passenger before the ABS regulates. This was the case with five consecutive measurements on closed-off terrain, and despite ABS, the driver always had to release the brake to prevent a rollover. Clear case, the Yamaha shows up “in good shape”, But in the end it should still work on itself.

Working is a good keyword: of all three pilots, the driver of the bandit has to use the most force. On the one hand because of their five hundred pounds weight, on the other hand the mounted Bridgestone BT 011 harmonize in specification “M.” and the rear BT 020 in “G” not so right with the chassis. The Suzuki turns more slowly than the Honda, and you struggle in tight radii with the excessive self-steering behavior. The shock absorber (128 millimeters travel) is tightly tuned and does not respond overly sensitively, while the fork (130 millimeters travel) is more on the comfortable side. This interpretation robs the bandit driver of the wonderful feeling that the Honda gives, namely that the ideal line is a track. Especially in two-person operation downhill, the fork dips too much when braking and begins to stumble. The ABS then comes into the control range and the braking distance automatically becomes longer. While the pressure point on the Honda remains largely the same in the event of force braking and tells the driver exactly what is going on, the pressure modulator of the Suzuki ABS noticeably takes over the command: the handbrake lever pulsates strongly, there is no feedback on what is happening down there. The bandit comes in “trained” on.

The motorcycle golfs

Gargolov

The Honda is most likely to touch down, but steers itself most neutrally, the competition is always close.

Last task: describe your character traits. Honda’s new CBF is as inconspicuous as ever, like the Golf in the motorcycle sector. It does not weaken in any discipline, can and would like to be moved more sportily than the other two due to the high-revving engine and the crisp chassis. Nevertheless, it is a very comfortable everyday motorcycle. It gives away a sense of well-being at the first seat contact, consumes the least, runs the furthest with a range of 435 kilometers and is an unconditional recommendation even for absolute novices due to its neutrality and handiness.

Honda

18th pictures

Pictures: Honda CBF 600 S, Suzuki Bandit 650 S, Yamaha FZ6 Fazer

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Honda

1/18

The Suzuki undoubtedly offers a real big bike feeling. Thanks to its power, it is the most lazy to change gear, so it swims most casually in the flow of traffic in overcrowded cities and masters inclines without hectic agitation in the gear box. At 205 kilograms, it offers the largest payload. In addition, the most comfortable wind protection, because behind her comparatively wide and not quite as high mask there is hardly any turbulence. The bandit is practically the type to steal horses and by the way the cheapest of the gang of three.

Yamaha’s FZ6 shines with good workmanship and a lot of aluminum. These facts, together with the groovy styling, cannot hide the need for improvement in the throttling and the lack of braking. Their handiness in connection with their comfortably tuned chassis make them, despite their sporty look, a bike that, in addition to occasional trips to the racetrack, is also loved to beat on third-order country roads.

In summary, the offers of the three read as follows: Three Japanese ladies would like to sweeten your evenings, double the leisure time and save your wallet. Slim, athletic Honda, absolutely in top shape, is looking for ambitious pilots for old mountain routes and new home routes. Normally built but trained Suzuki with big biceps wants a relationship with someone who drives in all weather and likes to travel a little further and longer. Slender Yamaha, in good shape, but ready for the gym, is looking for a partner who attaches great importance to the outside world. Well then good luck!

Comment performance chart

In order to stay tuned to the Suzuki, both the Yamaha and the Honda riders have to work hard in the gearbox. Revs in the last third don’t get the Yamaha rider much further. In connection with the silky smooth, very direct throttle response, the superiority of the larger-capacity Suzuki four-cylinder is particularly noticeable when driving and is also very dominant on paper.

Comments scoring

engine
Small individual cubic capacities ?? a basic requirement for little vibration. This is where the bandit sets the standard. But the Suzuki is also in a class of its own when it comes to power and throttle response. Honda had the chance to breathe more pressure into its completely refurbished CBF in the lower and mid rev range ?? the technicians, however, opted for more revving. The response of the CBF could also be improved. Yamaha’s lively 600 suffers from its unsuccessful throttling. In addition, the clutch of the FZ6 began to pluck after the first few kilometers and was very difficult to dose, which led to points being deducted.

landing gear
Balanced ?? the magic word with which the Honda shines here. Although it does not offer the comfort of the competition on the chassis side, its handling, neutrality and steering properties are simply outstanding. Only those who let it bang badly, the admonishing footrests to a more moderate pace. Annoying: Both the Suzuki and Honda’s shock absorbers respond poorly to short, hard hits. In pillion operation, the CBF chassis offers the most reserves, and the Yamaha touches down with the center stand when loading. The driver of the Suzuki has to work against the self-steering behavior of the tires when cornering.

everyday
Although the Suzuki offers more adjustment options for seat height and handlebar offset? Everyone feels at home on the Honda. Opinions are divided when it comes to wind protection. The height of the glass on the Honda can be adjusted twice, but it is very loud behind it in both positions. Yamaha’s underseat exhaust makes it difficult to attach luggage, and the Bandit’s slight excess weight means more sweat when maneuvering. In return, the Suzuki enables its passengers to take more luggage with them thanks to a higher payload. The Honda can cover the longest distances in one go with lower consumption plus the largest tank.

security
In principle, the two-finger brake on the Yamaha is great. It has a precisely defined pressure point and is normally easy to dose. But the lack of rollover detection by the ABS is punished with a point deduction. The Honda sets the standard for ABS, because even in the case of emergency braking, the CBF still conveys absolute trust and also shines with good values. Except for the shifting pressure point during emergency braking, the Suzuki’s ABS works inconspicuously.

costs
Unfortunately, the Suzuki has to be insured in the 79 to 98 hp class. The slightly more expensive 180 rear tire of the Yamaha is hardly significant, and the FZ6 is the only one to have 10,000 inspection intervals. Both Honda and Suzuki have to go to the workshop every 6,000 kilometers.

Winner price-performance: Suzuki
There was a tie between the CBF 600 S and the Bandit 650 S. But the Suzi is around 350 euros cheaper than the Honda and is therefore just ahead of the game. The Yamaha keeps its distance, but 1.8 is still a good grade.

Data Suzuki Bandit 650 S

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter with secondary air system, 400 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain.
Bore x stroke 65.5 x 48.7 mm
Cubic capacity 656 cc
Compression ratio 11.5: 1
Rated output 63.0 kW (86 PS) at 10500 rpm
Max. Torque 62 Nm at 8900 rpm

landing gear
Double loop frame made of steel, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 240 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test
Bridgestone, front BT 011 »M«, rear BT 020 »G«

mass and weight
Wheelbase 1470 mm, steering head angle 64.0 degrees, caster 108 mm, spring travel f / h 130/128 mm, seat height * 770 790 mm, weight with a full tank * 250 kg, payload * 205 kg, tank capacity / reserve 19.0 / 5 , 5 liters.
Warranty two years
Service intervals every 6000 km
Colors: red, black, blue, dark blue
Price 6990 euros
Additional costs 135 euros

Data Yamaha FZ6 Fazer

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 38 mm, regulated catalytic converter with secondary air system, 290 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain.
Bore x stroke 65.5 x 44.5 mm
Cubic capacity 600 cm³
Compression ratio 12.2: 1
Rated output 57.0 kW (78 hp) at 11500 rpm
Max. Torque 51 Nm at 10000 rpm

landing gear
Bridge frame made of aluminum, telescopic fork, Ø 43 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 298 mm, double-piston floating calipers, disc brake at the rear, Ø 245 mm, single-piston floating caliper, ABS cast aluminum wheels3. 50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Dunlop D 252 tires tested
mass and weight
Wheelbase 1440 mm, steering head angle 65.0 degrees, caster 98 mm, suspension travel f / h 130/130 mm, seat height * 810 mm, weight with a full tank * 217 kg, payload * 180 kg, tank capacity 19.4 liters.

Warranty two years
Service intervals every 10,000 km
Colors blue, black, silver
Price 7195 euros
Additional costs around 170 euros

Data Honda CBF 600 S

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 32 mm, regulated catalytic converter, alternator 333 W, battery 12 V / 9 Ah, mechanically operated multi-plate oil bath clutch, six-speed gearbox , O-ring chain.
Bore x stroke 67.0 x 42.5 mm
Displacement 599 cc
Compression ratio 11.6: 1
Rated output 57.0 kW (78 hp) at 10500 rpm
Max. Torque 59 Nm at 8250 rpm

landing gear
Central tubular frame made of aluminum, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 296 mm, double-piston floating calipers (with ABS: three-piston floating calipers with composite brake), rear disc brake, Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the Michelin Pilot Road test, front “B”

mass and weight
Wheelbase 1490 mm, steering head angle 64.0 degrees, caster 110 mm, spring travel f / r 120/125 mm, seat height * 770 800 mm, weight with a full tank * 226 kg, payload * 191 kg, tank capacity / reserve 20.0 / 4 , 0 liters.
Warranty two years
Service intervals every 6000 km
Colors Black, Silver, Gray, Red
Price 6740 euros
Price test motorcycle ** 7,340 euros
Additional costs 170 euros

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Honda CBF 600 S, Suzuki Bandit 650 S, Yamaha FZ6 Fazer

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Honda CBF 600 S, Suzuki Bandit 650 S, Yamaha FZ6 Fazer