Moto Tour – DDMT 2014: recognition of the specials in video – Presentation of the 2014 specials in video

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Honda CBF 600, Kawasaki ER-6n, Suzuki Gladius 650 and Yamaha XJ6

All-rounder comparison test

Looking for a partner in the world of all-rounders? Not an easy undertaking, because these motorcycles are better than ever, relatively inexpensive and on top of that have become more attractive. On the following pages you will find out which machine is right for you.

It would be so easy … If, for example, motorcycles could be put together like the ingredients for a good meal on the grocery shelf: Take the perfectly padded seat of the Kawasuzuka, the powerful engine of the Suzuyama, the light wheels of a Yaonda and the wind protection of the thick WMB. But your personal dream bike can only be configured at the scrap dealer. Otherwise we have to accept what the manufacturers offer. Although the recently really breath of fresh air in the middle class. Honda gave its bestseller CBF 600 a new bodywork last year with an aluminum frame. Kawasaki’s ER-6n was recently redesigned. And Suzuki and Yamaha are sending brand new models into the arena with Gladius and XJ6. Except for the Honda (7210 euros including ABS and ancillary costs), none of them break the 7000 euros limit. At 6440 euros, the Suzuki is the cheapest, followed by the Yamaha (6665 euros) and the Kawasaki (6875 euros). Unfortunately, the Gladius is the only one that does not have an ABS. That will only be available in the second half of the year.

7th2 or 78 hp ?? a big difference?
One of the most famous regulars’ table questions could of course have been raised at this point: two or four-cylinder? Both Yamaha and Honda specify 78 hp each for their four-cylinder engines and thus exploit the insurance class. The two-cylinder from Kawasaki and Suzuki produce a nominal 72 hp. The test bench reveals: With 74 HP at 8600 rpm (ER-6n) and 75 HP at 8300 rpm (Gladius), the two are close together. And on a level with the XJ6, which with 74 HP at 9700 tours remains a little below the specified power, the Honda with 80 HP at 10400 rpm, however, a little above. That says a lot for now. But not all. Much more important is how this power can be implemented and ultimately how it feels. In terms of acceleration, the two-cylinder units are ahead of the four-cylinder units, albeit only marginally. Up to around 9000 rpm, both the Kawasaki Twin and the Suzuki V2 always send between five to eight hp more to the rear wheel than their four-cylinder competition. The same applies to the torque: the two-cylinder engines generate between five and ten Newton meters more. And thus ensure significantly better pulling power. Interesting in this cross-comparison: The Honda cannot properly implement its higher peak performance in everyday operation. For several reasons: It has the longest gear ratio, carries the most weight with it at 223 kilograms, and produces its maximum output late.

Honda CBF 600, Kawasaki ER-6n, Suzuki Gladius 650 and Yamaha XJ6

All-rounder comparison test

Sitting sample: cozy or active?

Artist

And the performance? Just right to challenge the experienced – and not overwhelm the inexperienced.

The ergonomics are acceptable for everyone, and you can get used to the subtle differences between the models over time. As far as long-distance comfort is concerned, however: after ten hours of driving, only the Honda driver dismounts relatively relaxed. In addition to the best upholstered bench, the CBF also offers the most space. The distance between the seat and the footrests as well as between the handlebars and the seat is greatest. In addition, the CBF is the only one in the comparison where the seat height can be varied (770 or 800 millimeters). Behind them is the Yamaha, which is overall more delicate than the Honda and offers slightly less comfort due to its narrower seat. The ER-6n is closest to the handlebars. But this is a little oddly cranked? you either have the feeling of pressing against the handlebar ends or pulling on them. You also have to bend your legs more than with the others in the comparison. A fact that especially long-legged people can be bothered by. The Gladius is by far the last in terms of comfortable mileage. At least the tested model with the narrow, low bench. In the long run, it offers only a little more seating comfort than a wooden trunk covered with fur. For a surcharge of 64 euros, Suzuki supplies a slightly better padded bench, which raises the seat height from 790 to 810 millimeters. In addition to this sitting faux pas, the Gladius forces its driver to adopt the sportiest posture, due to the handlebars positioned far forward and an equally narrow knee angle.

Artist

Dewy loner with a strong heart and easy handling would like to get to know someone in this way. Little people welcome.

Quo vadis? change of direction
Who does not want that: Finally find someone who does what you ask of him … without objections. The new XJ6 can at least partially fulfill this wish. No one steers so weightlessly, safely and easily, rolls off so lightly. A light pull on the handlebar, which is well in the hand, is enough and the machine goes where you want to go with virtually no resistance. The XJ6 feels almost a hundredweight lighter than the other three when driving. Only when driving in an extremely sporty manner do the comfortably tuned suspension elements have a negative impact, and unrest in the chassis. The downside: The XJ6 cuts a fine figure on rough roads, because both fork and shock absorber respond excellently. There is basically nothing wrong with the brakes of the Yamaha, but compared to the Honda stoppers, they seem duller and require more manual force. No wonder, the CBF decided the braking chapter clearly for itself: The much-cited two-finger grip on the brake lever is enough to decelerate the machine as effectively as only a wall can otherwise. The comparatively tight design of the CBF spring elements fits in with this. In return, the driver has to accept a loss of comfort on country roads of the third order, since the tightly tuned shock absorber can pass hard hits. Nevertheless, the chassis set-up can be described as successful. The Honda offers the best feedback of the comparison. And also the highest steering precision, although it is a bit more unwieldy and does not turn in as easily as the Yamaha. The latter could be due to the outdated Bridgestone BT 57, whose handling properties are not exactly superb.

Tires and brakes

Jahn

Japan’s middle graders in full swing: Honda CBF 600, Kawasaki ER-6n, Suzuki Gladius 650 and Yamaha XJ6.

The Dunlop Sportmax Qualifier ?? J ?? mounted on the Gladius only work very modestly here. The Suzuki tends to drive larger arcs than aimed and steers very indifferently, one could almost say stubbornly. The rear tire also reacts the most violently to bumps in the road and pulls up the vehicle. In addition, there is the rather soft suspension setting, which does not even want to match the sporty attitude of the motorcycle. At the rear there is a lack of damping, the rear pumps too much, the front fork locks up when braking hard. Delay is also not a very glorious chapter for the Gladius, if you compare the stoppers with those of the Honda. The front brake just seems blunt. An ABS in connection with more strongly biting coverings would upgrade the system.

The only thing left is the Kawasaki, which one can safely call ?? inconspicuous ?? could lend. Tightly coordinated, the suspension elements give the Twin decent cornering stability. However, the responsiveness leaves a lot to be desired. The fork of the test machine in particular stucked over small waves. Quality fluctuations? Maybe, because it was not noticed in the top test (3/2009 motorcycle). Steering commands are implemented directly, but the Kawasaki is a bit removed from the light-footedness of the Yamaha, but offers the quartet with the highest degree of lean angle ?? if it scratches here, you will soon be lying on your nose. Unless you brake in time. And that also happens effectively, albeit not with the crystal clear pressure point and the vehemence of the CBF.

Loading ?? as a couple or with luggage?

Artist

Carpooling: The Honda offers the best passenger seat.

If you often want to ride with a pillion or luggage, the Honda offers the best pillion seat. The ergonomics are right here, and the handles are also good. Only the upholstery of the seat could be better for extreme long distances. The chassis easily puts the extra weight away from the passenger, it offers most of the reserves. The second choice for two-person operation is the Kawasaki. Here, too, the knee angle is comfortable for the passenger, the handles are good, the seat is neat and the shock absorber is not overwhelmed. However, with a payload of 177 kilograms and relatively hard padding, the ER-6n quickly sets limits for long tours. Comfort? Well … is still possible. It is followed by the Yamaha ?? however, what the designers thought when designing the XJ6 grab handles remains their secret. And a cheek, because you can practically only hold on with your fingertips. On the chassis side, the new one with a passenger and luggage reaches its limits. And the Gladius in every respect: narrow bench, pumping rear, uncomfortable knee angle ?? if you can take it longer on the back of the Suzuki, you must definitely have a fresh crush on the driver.

Artist

Light, stylish and powerful! Daylight-compatible newcomer with pleasant manners is looking for partners for all paved routes in the world.

Who with whom? Character heads
Are you looking for a sporty bike? Take a closer look at the Suzuki. The V2 inspires. And with a tighter tuning of the shock absorber and sharper brakes including ABS, the Gladius could be a real road sweeper. And it is particularly suitable for petite people. Are you a frequent traveler? Then the Honda is shortlisted. Range, perfectly functioning ABS for winter and rainy trips and a chassis that guides you like on rails ?? with the CBF 600 you are always on the safe side. Is handiness particularly important to you? Then you could be happy with the new XJ6: feather-light curve swing paired with good all-round qualities and a potent, gentle four-cylinder. There remains the ER-6n for all those who love affordable extravagance. The robust in-line twin cylinder is just as unique in this class as the strut that is open to the side and its very distinctive design. And for everyone who struggles with the cranked handlebars, the accessories market will definitely have something in store for solving the problem.

Technical data Honda CBF 600

Artist

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, secondary ratio: 43:16.

Bore x stroke: 67.0 x 42.5 mm
Displacement: 599 cm3
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, load-bearing motor, 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, 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 test: Bridgestone BT 57, front ?? U ??, rear ?? E ??

Dimensions + weights
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 * 223 kg, payload * 194 kg, tank capacity / reserve 20.0 / 4, 0 liters. Guarantee: two years.

Service intervals: 6000 km
Colors: black, silver, yellow
Price: 6440 euros
Price test motorcycle * 7,040 euros
Additional costs: around 170 euros

Technical data Kawasaki ER-6n

Gargolov

Engine:
Water-cooled two-cylinder four-stroke in-line engine, one balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, fork rocker arms, dry sump lubrication, injection, Ø 38 mm, regulated catalytic converter, alternator 336 W, battery 12 V / 14 Ah, mechanically operated Multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 46:15.

Bore x stroke: 83.0 x 60.0 mm
Displacement: 649 cm3
Compression ratio: 11.3: 1
Rated output: 53.0 kW (72 hp) at 8500 rpm
Max. Torque: 66 Nm at 7000 rpm

landing gear
Steel tubular frame, load-bearing motor, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 300 mm, double-piston floating calipers, rear disc brake, Ø 220 mm, single-piston floating caliper, ABS.

Cast aluminum wheels: 3.50 x 17; 4.50 x 17
Tires: 120/70 ZR 17; 160/60 ZR 17
Tires tested: Dunlop Roadsmart

Dimensions + weights
Wheelbase 1405 mm, steering head angle 65.5 degrees, caster 102 mm, spring travel f / r 120/125 mm, seat height * 800 mm, weight with a full tank * 205 kg, payload * 177 kg, tank capacity 15.5 liters. Guarantee: two years.

Service intervals: 6000 km
Colors: orange, black, white
Power variant: 25 kW (34 PS)
Price: 6695 euros
Additional costs around: 180 euros

Technical data Suzuki Gladius 650

Jahn

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 39 mm, regulated catalytic converter, alternator 375 W, battery 12 V. / 10 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 46:16.

Bore x stroke 81.0 x 62.6 mm
Cubic capacity 645 cm3
Compression ratio 11.5: 1
Rated output 53.0 kW (72 hp) at 8400 rpm
Max. Torque 64 Nm at 6400 rpm

landing gear
Steel tubular frame, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 290 mm, double-piston floating calipers, 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 test Dunlop Sportmax Qualifier, ?? J ??

Dimensions + weights
Wheelbase 1445 mm, steering head angle 65.0 degrees, caster 104 mm, suspension travel f / r 125/130 mm, seat height * 790 mm, weight with a full tank * 201 kg, payload * 219 kg, tank capacity 14.5 liters.

Two year guarantee
Service intervals 6000 km
Colors black, black / green, white / blue, white / red
Power variant 25 kW (34 PS)
Price 6290 euros
Additional costs around 150 euros

Technical data Yamaha XJ6

Jahn

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, 330 W alternator, 12 V battery /
10 Ah, mechanically operated multi-plate oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 46:16.

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 10,000 rpm
Max. Torque 60 Nm at 8500 rpm

landing gear
Bridge frame made of steel, telescopic fork, Ø 41 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, rear disc brake, Ø 245 mm, single-piston floating caliper, ABS.

Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test Bridgestone BT 021 ?? G ??

Dimensions + weights
Wheelbase 1440 mm, steering head angle 64.0 degrees, caster 104 mm, spring travel f / h 130/130 mm, seat height * 790 mm, weight with a full tank * 215 kg, payload * 185 kg, tank capacity 17.3 liters.

Two year guarantee
Service intervals 10,000 km
Colors white, yellow, black
Price 6495 euros
Additional costs around 170 euros

MOTORCYCLE test result

Artist

Japan’s flagship middle class: Honda CBF 600 ABS.

1st place: Honda CBF 600
Well deserved victory due to outstanding everyday qualities. Apart from a translation that is a little too long, the machine cannot be blamed for anything.

2nd place: Yamaha XJ6
Potzblitz! There is hardly a bike that is so handy and light as a feather. The engine is also a stunner. Why doesn’t she win anyway? The Honda is simply not naked.

3rd place: Kawasaki ER-6n
The ergonomics that take a bit of getting used to and the loss of comfort in the chassis push the ER to third place. Their everyday qualities are also in need of improvement.

4th place: Suzuki Gladius 650
Too bad. Great engine, attractively priced and only fourth. For better results, Suzuki has to work hard on ergonomics and chassis, as well as offering ABS.

MOTORCYCLE Comment Scoring

engine
The CBF four-cylinder fights a hopeless fight, it only has the thickest muscles in the upper third of the engine speed, besides, it is geared too long? bad for the draft. One must particularly emphasize the vigor of the Suzuki V2. It not only turns greedily, but is potent in all speed ranges, depends very well on the gas, can be shifted precisely and does not run significantly higher even in the cold running phase. The Yamaha demonstrates how energy-saving and at the same time precise a cable-operated clutch can be, which of all shines with the smoothest throttle response. Compared to the Honda and Suzuki, however, it has a somewhat clumsy gearshift. With her, the corridors don’t slide easily. The same applies to the Kawasaki.

Winner engine: Suzuki

landing gear
Head to head: no one steers as easily as the Yamaha, drives so weightless and easy. The fact that the XJ6 still has to admit defeat to the CBF is due to its comfortable chassis design. Especially in two-person operation, the Honda offers more reserves, is more stable in fast corners and offers slightly better feedback. The spring elements of the Gladius are very softly coordinated. However, compared to the Yamaha chassis, which is also quite comfortable, they are underdamped and do not respond as sensitively. In addition, there is the inharmonious tires, which spoils the steering behavior. The ER-6n can hold its own well on the chassis side. The only point of criticism at this point is the not very sensitive, stucky fork.

Winner chassis: Honda

everyday life
Everyday life seems to be the main discipline of the Honda. On the CBF you can sit comfortably alone or as a couple, the mirrors are great, the bench is height-adjustable and luggage can be easily lashed. The test machine also had the optional main stand. You can load more on the delicate Gladius, a whopping 219 kilograms. In theory at least, because the question arises as to how: The options for securing luggage are very limited and the pillion seat is by far the worst. The Kawasaki also has room for improvement: larger mirrors, a larger knee angle and more payload. It turns out to be meager at just 177 kilograms. Good: All four are on an appropriate processing level.

Winner everyday: Honda

security
Clearly leading: two-finger brake, precisely defined pressure point, sensitive and perfectly regulating ABS, good deceleration values ​​?? the CBF sets the bar high. Her shortcoming: She wants to stand up more than the others when braking in an inclined position. With the XJ6 brake, the pressure point is not so clear, the actuation looks spongier compared to the ER-6n and CBF, but the effect is completely okay. Why Suzuki doesn’t offer an ABS right from the market launch remains a mystery.

Winner security: Honda

costs
Commendable: Suzuki, Kawasaki and Honda are content with around four liters per 100 kilometers. What the Yamaha uses more (4.5 liters), it absorbs in terms of costs through longer 10,000 inspection intervals.

Winner cost: Honda

Price-performance winner: Honda
Won four out of five chapters ?? it doesn’t matter if the winner, Honda CBF, costs a little more than the competition, because her price-performance rating can hardly be improved.

MOTORCYCLE measurements

So much for the regulars’ table: With a small displacement bonus, both two-cylinder engines clearly outclass their competition in terms of torque and thus enable more lazy, relaxed progress. If the translation of the CBF were a bit shorter, it could also implement its performance plus compared to the Yamaha. In practice, however, it works the other way round: Open the gas valve and the Yamaha runs up and away, the Honda. No matter in which gear.

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