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Comparison test middle class all-rounder, Honda CBF 600 / S, Honda Hornet 600, Kawasaki Z 750, Suzuki Bandit 600, Suzuki SV 650 / X, Yamaha FZ6

We are stars … go out with us!

Those who are not so much in the limelight have two options for engaging in a lasting conversation. Fool around in the jungle camp? or show what is really inside you.

What is a star And how do you become one? Questions to be asked-
Consolation is allowed in the face of increasing strength
blurring boundaries between star and starlet. At least in the media landscape.
This is different in the motorcycle sector. Only one thing counts there. The approval of the customers. Suzuki‘s 600 bandit and the SV 650 are stars. For years at the top of the German approval charts. Honda’s Hornet 600 is a star. At the top of Europe for a long time. Yamaha’s FZS 600 Fazer was one. The successor FZ6 wants
to follow in their footsteps. Honda’s new CBF 600 has what it takes to be a star, because many of its facilities should please many. Kawasaki’s Z 750 has a successful model with the Z 1000 ?? and also offers the displacement of a fully poured three-quarters liter at a price of 600.
Choosing your personal favorite is not easy, especially since five out of six applicants with the same engine concept life for the buyer’s favor. Four cylinders in line are in
the middle class trump card, only the SV 650 holds against it with a V2. That the
The matter remains exciting, however, is due to the different orientations of the opponents. There are worlds between the new Honda CBF 600 and the likewise new Yamaha FZ6, and the 600-series Bandit and a Z 750 are separated by more than just water cooling instead of air / oil cooling and 150 cc more displacement.
The Yamaha FZ6 alone makes clear how different four cylinders and 600 cubic centimeters can feel.
Because old Fazer is always in her mind
goes along. And with that, the FZ6 did so well
like nothing more common. Streetfighter instead of everybody’s darling: with the high-tech 600 from the R6 and a two-part, screwed aluminum bridge frame, the FZ6 is clearly committed to sporting ambitions that are underlined on the test bench role. Here the Yamaha presses a whopping 100 hp and thus two more than promised in the vehicle documents. The flip side of the coin: a staggering 12000 rpm are necessary to
to mobilize this power, and the maximum torque of 63 Nm only occurs at 10,000 rpm. Up to around 8500 rpm, on the other hand, the FZ6 is found together with the two Hondas and the Suzuki Bandit in a 600 four-cylinder company that pushes forward in a predictable manner, but does not tear up trees.
It is therefore clear: The FZ6 constantly tempts you to high speeds because the inferno beyond the 8000 mark makes the performances below appear poorer than they are objective. In contrast, one misses at CBF, Bandit and Hornet ?? staggered
in this order ?? in their classes-
usual services in lower and middle-
leren speed regions nothing, because they also fall back more strongly in the upper range-
hold. Put positively.
You can do it differently
see around: the Yamaha FZ6 and with
Lowered the Honda Hornet’s top performance. A perspective that becomes apparent when the SV 650 and Z 750
to join the game. In particular, the formidable Suzuki-V2, only blessed with a shot glass more displacement, plays in a different league than the 600 four-cylinder in terms of power delivery. Pressure from the cellar, pressure in the middle, turning capacity in high two-cylinder-
Regions: The peaks are measured
78 hp at 8800 rpm? and thus at a speed at which the FZ6 engine is just getting started.
The situation is similar with the Z 750 unit. Practically from idle, it is fully involved. The four-cylinder Kawa converts its 150 cubic centimeters more displacement into superior performance over the entire engine speed range. Even the SV twin can’t keep up, but comes up to his point-
Lich earlier performance zenith closest, while the 600s all one floor
play deeper.
So much for the world in exhausted facts and figures. In normal life, however, the performance issue is by no means as eaten as it is on the roll
is cooked. Best example of this:
Honda’s new CBF 600, in here and now
the bare version. 76 hp at 10800 rpm? if you turn up your nose, you have to set your own motor skills very high. In combination with an even power and torque curve, these reserves are definitely sufficient to cover everything from leisurely to brisk that is safely possible on public roads. Even more: The CBF 600 offers these perhaps not particularly exciting, but balanced engine characteristics in combination with a versatile chassis and homogeneous ergonomics that can even be adjusted several times in terms of handlebars and seat height.
So everyone from small to large can find a relaxed seat as a matter of course-
position before. And a landing gear that does it
Makes it easy for beginners and not difficult for veterans. Honda refrained from buying supposed comfort with underdamped spring elements and gave the CBF 600 a tight one
Chassis that plays along properly at brisk pace. And at least early-
It doesn’t exaggerate lingy temperatures like the disguised sister from the MOTORRAD top test (7/2004), whose fork was overdamped in the cold.
In combination with the moderately wide rear wheel tires (160/60 ZR 17), neutral handling and the inconspicuous, balanced engine characteristics, this means effortless driving pleasure from the first meter. The newcomer drives loosely among the partially established Kon-
kurrenz, loses at most on long Ge-
are on the ground compared to the much more powerful FZ6, Z 750 or Hornet. Just makes fun. Even as a couple, because the pillion seat also offers enough space and the shock absorber, preloaded to level five of seven, always has sufficient reserves ready.
However, the actual freestyle of the CBF 600 only follows when it comes to decelerating. Not because the Honda would shine with a high-tech brake cocktail. In this regard, all candidates rely on the down-to-earth mix of double disc system and double-piston floating calipers. It is the ABS, which is subject to a surcharge and which costs 600 euros (the main stand, which is otherwise 50 euros, is included in the package
included), which makes the CBF so unique in this class. It is the certainty,
To be able to fully reach in without hesitation, even if the ground is wavy or has significant changes in the coefficient of friction (sudden wetness, different asphalt quality). Fine black lines then adorn the stopping distance, announcing the sens-
len control work of the ABS on the front wheel, while the intervals on the hindquarters are longer but not disruptive.
The others have to forego this security feature. Also the CBF sister Hornet, from which the new one took over a considerable part of its genetic make-up, namely the engine and frame. Nevertheless, the Hornet presents itself as a completely different character. More agile, ner-
voser, more impatient ?? a real jump-
insfeld, who scratches his hooves with zest for action. In its unbraked form (measured 91 hp), the 600 series craves for speed much more emphatically, but on this side of the 8000 rpm in the torque curve like the FZ6 and the Bandit, it makes one or the other dent.
And the Hornet, in contrast to the CBF 600, with which it does that
somewhat wobbly gearbox with long distances and the poorly metered, jerky clutch parts, a weakness that really matters in the Landstraben-Winkelwerk: the hard throttle response that
is accentuated by ample play in the drive train. This is all the more astonishing because Hornet and CBF have the mixture preparation done by carburettors, which are actually predestined for the gentle form of power use.
In return, Hornet throws its agile handling into the balance. A gentle impulse is enough to get the load on
to direct the desired direction, corrections ?? with its wide 180 mm rear tire, the Hornet is not as ideally neutral as the CBF 600, especially on bumps? go as light as a feather. Also a credit to the sitting position. Compared to the CBF, the handlebars are lower and the footrests are higher without this arrangement
becomes uncomfortable. But that only applies
for the driver. In the second row offers
the CBF because of the longer bench
and the lower footrests are clearly the more comfortable place for longer tours with a companion.
But the Hornet doesn’t want to be comfortable in the first place. She wants to be fun. A braking system that cannot prevent locking wheels, however, is at the forefront in terms of effectiveness and controllability in this test field goes well with this.
And thus exactly at the other end of the scale like the braking tool of the Suzuki Bandit 600. High hand strength with restrained action ?? The fact that this evergreen has reliably maintained its position in the top ten of the registration statistics for years cannot be due to the braking performance. Or maybe yes? Seriously, outstanding stoppers would not fit into the image of a motorcycle that has basically offered one thing for years: reliable, calculable mediocrity without significant deflections, and at a low price. The everyday motorcycle par excellence, therefore located exactly in the same target corridor as the CBF 600. The appearance of the Suzuki four-wheeler may comfort many of the fact that the Honda engine has the more balanced performance characteristics. The finely ribbed, air / oil-cooled drive is already a classic today, the one for 2004
with U-Kat and secondary air system was adapted to the requirements of the Euro 2 pollution standard. For the rest, however, everything has stayed the same with Suzuki’s top seller: comfortable seating position for driver and front passenger, neutral, predictable driving behavior and a chassis set-up that is fully committed to comfort.
Which brings us to the fork and back to the brakes. The before-
The wheel guide would have more powerful biting stoppers or even an anti-lock braking system in which everyone unreservedly grabs the lever fully, namely little to oppose. The springs are too soft, the damping too weak: even in normal operation, the front has a distinct life of its own,
so that one likes peak loads
avoids. The same applies, not quite as pronounced, to the rear shock absorber. If the engine cracked harder, it would have reached the limit very quickly. And that would then no longer fit the good character of the bandit.
Nevertheless, no one who likes more spirited performances needs to turn away from the Suzuki house. After all, the manufacturer still has a single one-
like offer in the middle class. SV 650 ?? a real star for years, everyone
Categories. Not because the SV is the only one to use two V-shaped cylinders. But because this special V2 is one of the greatest litters that the entire guild has achieved in this category in the recent past. Regardless of whether it is lamb-like or explosive, no matter whether it’s getting bread or gross nonsense: the 650 always plays along. Is involved from the first crankshaft revolution, where the carburettor-equipped Hondas and the Suzuki sister still groan asthmatically. If then pounding lively and at least from the 600s unassailable to the power zenith at 8800 / min, its spontaneous throttle response only countries for a clearly noticeable load change shock. And is in a chassis that perfectly complements these properties. It only weighs 195 kilograms
SV full tanked on the scales, is a full 29 kilos lighter than the CBF 600. Equipped in this way, the SV 650 scuttles over
everything that Germany’s roads have to offer. Brakes well, springs well, dampens well. Offers good seating comfort, at least for the driver. One thing to complain about is the uncomfortable pillion seat, and aesthetes will not like the reduced, newfangled shape of the cockpit.
Which brings us back to the beginning of the
Are history. With the new FZ6. And
with the new Z 750. Both noticeable. With a further enhanced form of the
Mouse cinemas with barely readable digital tachometers. And through her extro-
vertical appearance. Both street fighters in their own way, but with completely different characters. The speed greed of the Yamaha four-wheeler has already been mentioned, as has the rather mediocre performance in the lower and middle speed range. In contrast, there is the Kawa engine, which literally makes the best of its increased displacement. Wonderfully smooth throttle response, impressive power delivery and with 108 hp by far the highest peak performance ?? this engine makes in the
Everyone was happy and won the drive chapter by a margin due to the superior performance. The fact that it is not enough to make it to the top in the overall standings is due to the mediocre chassis of the
Z 750 with its fork, which is very soft in relation to the shock absorber. This Ab-
the mood brings Kawasaki one with-
under asynchronous compression behavior, which in turn is at the expense of cornering stability. Not dramatic, but not pleasant either.
In this regard, the FZ6 is now in its prime. In terms of handling, it is far from the qualities of its predecessor and the other competitors, but it is particularly impressive in terms of stability and chassis tuning. No one drives so stoically in a straight line, no one lies so well in curves of all kinds. None has spring elements that are so high and responsive
Have reserves ready. Together with the greedy motor, the target direction is clearly specified ?? long live sport. The fact that the FZ6 offers the most comfortable seat in addition to the CBF 600 and that it doesn’t make any major blunders when it comes to everyday life and costs, completes the matter. Against this must
Z 750 both in terms of chassis stability and passenger comfort ?? the footrests are too high, the seat is too short? and give up on the load and in the chapter on costs / environment.
Ultimately, it is Yamaha‘s FZ6 that wins on points. Every-
That’s why she’s still body’s darling
not long. The second-placed SV 650 with its wide range of talents has what it takes, while the CBF 600 and Z 750 ?? even if for different reasons? share the midfield. Finally, Hornet and Bandit conclude. In the scoring, not in the sales figures. Both could ?? one across Europe, the other in Germany ?? land at the top again. Because who is a real star is still decided by the customer.

Comparison test of the mid-range all-rounder

We are stars … go out with us!

Technical data: Honda CBF 600

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, Tas-
plunger, wet sump lubrication, constant pressure carburetor, Ø 34 mm, uncontrolled catalytic converter with secondary air system, alternator 336 W, battery 12 V / 6 Ah, mechanically operated-
Actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 65.0 x 45.2 mm

Cubic capacity 600 cm3

Compression ratio 11.6: 1

Rated output 57 kW (78 hp) at 10500 rpm
Max. Torque 58 Nm at 8000 rpm

Pollutant values ​​(homologation) in g / km
CO 2.624 / HC 0.773 / NOx 0.109

landing gear
Central tubular frame made of steel, 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 296 mm, double-piston floating calipers, disc brake at the rear, Ø 240 mm, single-piston floating caliper.

Tires 120/70 ZR 17; 160/60 ZR 17

Michelin Pilot Road B / R tires tested
mass and weight
Wheelbase 1480 mm, steering head angle 64 degrees, caster 109 mm, spring travel f / r 120/128 mm, seat height * 795 +/- 15 mm, weight with a full tank * 224 kg, payload * 179 kg, tank-
content 19 liters.

Two year guarantee

Service intervals every 6000 km

Colors blue, light blue, gray, black, silver

Power variant 25 kW (34 PS)

Price 6190 euros

Price test motorcycle1 6790 euros

Additional costs 170 euros

Technical data: Honda Hornet 600

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, constant pressure carburetor, Ø 34 mm, uncontrolled catalytic converter with secondary air system, 340 W alternator, 12 V / 8 Ah battery, mechanically operated multi-plate oil bath clutch, Six-speed gearbox, O-ring chain.

Bore x stroke 65.0 x 45.2 mm

Cubic capacity 600 cm3

Compression ratio 12.0: 1

Rated output 71 kW (97 hp) at 12,000 rpm
Max. Torque 63 Nm at 9500 rpm

Pollutant values ​​(homologation) in g / km
CO 0.673 / HC 0.455 / NOx 0.094

landing gear
Central tubular frame made of steel, load-bearing motor, telescopic fork, Ø 41 mm, two-arm swing arm made of aluminum, central spring strut directly we-
steered, adjustable spring base, front double disc brake, Ø 296 mm, double-piston floating calipers, rear disc brake, Ø 220 mm, single-piston floating caliper.

Tires 120/70 ZR 17; 180/55 ZR 17

Bridgestone BT 56 F / R tires tested
mass and weight
Wheelbase 1420 mm, steering head angle 64.6 degrees, caster 98 mm, spring travel f / h 120 /
128 mm, seat height * 790 mm, full weight-
fueled * 202 kg, payload * 188 kg, tank-
content / reserve 17 / 3.3 liters.

Two year guarantee

Service intervals every 6000 km

Colors black, white, blue, metallic silver

Price 7190 euros

additional costs 170 euros

Technical data: KawasakiZ 750

engine
Water-cooled four-cylinder, four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 34 mm, uncontrolled catalytic converter with secondary air system, 336 W alternator, 12 V / 8 Ah battery, mechanically operated multi-disc Oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 68.4 x 50.9 mm

Displacement 748 cm3

Compression ratio 11.3: 1

Rated output 81 kW (110 PS) at 11,000 rpm
Max. Torque 75 Nm at 8200 rpm

Pollutant values ​​(homologation) in g / km
CO 3.769 / HC 0.616 / NOx 0.096

landing gear
Backbone frame made of steel, load-bearing motor, telescopic fork, Ø 41 mm, 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 300 mm, double-piston floating calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper.

Tires 120/70 ZR 17; 180/55 ZR 17

Bridgestone BT 019 E / 012 tires tested
mass and weight
Wheelbase 1425 mm, steering head angle 65.5 degrees, caster 104 mm, spring travel f / h 120 /
126 mm, seat height * 810 mm, full weight-
fueled * 219 kg, payload * 179 kg, tank-
content 18 liters.

Two year guarantee

Service intervals every 6000 km

Colors black, blue, red

Power variant 72 kW (98 PS)

Price 7195 euros

Additional costs 105 euros

Technical data: Suzuki Bandit 600

engine
Air / oil-cooled four-cylinder, four-stroke series-
engine, two overhead, chain-driven camshafts, four valves per cylinder, fork-
rocker arm, wet sump lubrication, equal-
pressure carburetor, Ø 32 mm, uncontrolled catalytic converter with secondary air system, alternator 550 W, battery 12 V / 8 Ah, mechanically operated-
Actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 62.6 x 48.7 mm

Cubic capacity 600 cm3

Compression ratio 11.3: 1

Rated output 57 kW (78 hp) at 10500 rpm
Max. Torque 54 Nm at 9500 rpm

Pollutant values ​​(homologation) in g / km
CO 1.542 / HC 0.600 / NOx 0.100

landing gear
Double loop frame made of steel, telescopic fork, Ø 41 mm, 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 290 mm, double-piston floating calipers, disc brake at the rear, Ø 240 mm, two-piston fixed caliper.

Tires 120/60 ZR 17; 160/60 ZR 17

Bridgestone BT 56 F / R tires tested
mass and weight
Wheelbase 1433 mm, steering head angle 64.5 degrees, caster 100 mm, spring travel f / h 130 /
121 mm, seat height * 800 mm, full weight-
fueled * 222 kg, payload * 218 kg, tank-
content / reserve 20 / 4.5 liters.

Two year guarantee

Service intervals every 6000 km

Colors blue, silver

Price 5850 euros

Additional costs 130 euros

Technical data: Suzuki SV 650

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft transversely, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 39 mm, transistor ignition, uncontrolled catalytic converter with seconds-
air system, alternator 375 W, battery
12 V / 10 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 81.0 x 62.6 mm

Cubic capacity 645 cm3

Compression ratio 11.5: 1
Rated output 53 kW (72 PS) at 9000 rpm

Max. Torque 64 Nm at 7200 rpm

Pollutant values ​​(homologation) in g / km
CO 2.005 / HC 0.440 / NOx 0.108

landing gear
Bridge frame made of aluminum, bolted rear frame, load-bearing motor, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring-
basis, double disc brake front, Ø 290 mm, double-piston floating calipers, disc brake rear, Ø 240 mm, two-piston fixed caliper.
Tires 120/60 ZR 17; 160/60 ZR 17
Dunlop D 220 L tires tested

mass and weight
Wheelbase 1430 mm, steering head angle 65 degrees, caster 100 mm, spring travel f / h 130/137 mm, seat height * 820 mm, weight with a full tank * 195 kg, payload * 205 kg, tank capacity 17 liters.

Two year guarantee
Service intervals every 6000 km
Colors black, yellow, blue
Power variant 25 kW (34 PS)
Price 6475 euros
Additional costs 130 euros

Technical data: Yamaha FZ6

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 38 mm, engine management, uncontrolled 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

Nominal output 72 kW (98 PS) at 12,000 rpm
Max. Torque 63 Nm at 10000 rpm

Pollutant values ​​(homologation) in g / km
CO 1.300 / HC 0.650 / NOx 0.110

landing gear
Bridge frame made of aluminum, telescopic fork, Ø 43 mm, two-arm swing arm made of aluminum, 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 calipers.

Tires 120/70 ZR 17; 180/55 ZR 17

Dunlop D 252 Sportmax tires tested
mass and weight
Wheelbase 1440 mm, steering head angle 65 degrees, caster 98 mm, spring travel f / h 130/130 mm, seat height * 810 mm, weight with a full tank * 201 kg, load * 196 kg, tank capacity / reserve 19.4 / 3.4 liters.

Two year guarantee

Service intervals every 10000 km

Colors red, black, silver

Price 7005 euros

Additional costs 145 euros

MOTORCYCLE measurements

Performance
Top speed * km / h
acceleration
0 ?? 100 km / h sec
0 ?? 140 km / h sec
0 200 km / h sec
Draft
60 ?? 100 km / h sec
100 ?? 140 km / h sec
140 ?? 180 km / h sec
Speedometer deviation
Effective (display 50/100) km / h
Fuel consumption
Fuel type
at 100/130 km / h liters / 100 km
Country road liters / 100 km
Theoretical range
Country road km

Performance chart

The displacement lead of the Kawa 750 is clear across the entire speed range, as is the lead of the Suzuki V2 up to just under 9000 rpm. Of the 600 four-cylinder engines, the CBF 600 has the most balanced power curve, but also the lowest peak power, while the FZ6 has a lot of power
also draws attention to itself with the most obvious performance drops.

Scoring: drive

Displacement cannot be replaced by anything? True to this motto, the Z 750 wins this chapter. But it’s not just the performance that helps her to win. It’s good manners too. That
The Suzuki SV shows that the motto does not always apply. At
it sets the benchmark for performance development
the bandit brings up the rear and the Yamaha
their point yield mainly from their performances
in the upper part of the speed range. That tea
CBF is located in the chapter Drive behind the Hornet lands
especially the performance of the newcomer.

Scoring: chassis

Stability is great and Yamaha’s new FZ6 also shines when it comes to the suspension setup. Suzuki’s SV counters with handiness and accuracy, and is otherwise not so easily disturbed. Honda’s CBF 600
is very balanced, the Hornet more athletic, but significantly worse in pairs. The Z 750 lacks a bit
Stability, Suzuki’s bandit, you can tell by her years.

Scoring: Security

Honda’s ABS is the trump card that stands out. At least if you look at everything else, like the CBF 600
Criteria presented very balanced and the
Competitors on a similar level in terms of braking technology
move. Incidentally, they are sometimes small, but
subtle differences. The CBF 600 and FZ6 remain the most stable with a pillion passenger on the brakes, Suzuki’s SV has the greatest freedom from lean angles. FZ6 and Bandit stand up the most clearly when braking in an inclined position, Bandit and
SV have the worst light. And in the rear-view mirrors you can see the least on the Yamaha, on the Bandit
the most.

Scoring: everyday life

The hour of the bandit: good equipment with everything you need in everyday life, long range and high payload ?? especially at the last point, the Z 750 and CBF 600 leave springs. Also good in the race:
the FZ6, the maintenance because of the cumbersome
However, oil control with dipstick is lost.

Scoring: comfort

The wheat from the chaff separates
The pillion rider: A Z 750 loses a full ten points here on a CBF 600 and Bandit. When it comes to seating comfort in the
In the first row, however, the field is still proportionate-
moderately close together. The kawa makes through the small
Lamp mask in terms of wind protection points good.

Scoring: costs / environment

The powerful Z 750 collects fewer points in this chapter due to its insurance classification. The Yamaha scores with the inspection costs.
The Hornet performs best when it comes to emissions
from, while the two Suzukis with price-performance-
Ratio ahead. But also Honda’s new CBF 600
is it worth the money in any case, even if ?? like the Hornet ?? the processing could be better.

1st place – Yamaha FZ6

Yamaha FZ6 The FZ6 scores across the board. Still, it’s not a motorcycle for everyone. The more ambitious the rider, the better the Yamaha. Beginners will find better offers in this field.

2nd place – Suzuki SV 650

Suzuki SV 650 The Suzuki comes much closer to the all-round genius. Mainly because the engine has such an enormous range. Together with the agile chassis, it will satisfy almost everyone.

3rd place – Honda CBF 600

Honda CBF 600 A great debut for the CBF 600, the
ABS is not only the only one in this class to offer, but also
uncomplicated, dynamic driving pleasure at a reasonable price.

4th place – Kawasaki Z 750

Kawasaki Z 750 The engine is the icing on the cake
Z 750, no question about it. Anyone who likes four-cylinder and is looking for full thrust in every situation will gladly overlook small functional defects.

5th place – Honda Hornet 600

Honda Hornet 600 The great strength of the Hornet is its agility. Nimble as a weasel, she pricks the corners and transmits her quick-
living being on the driver. Nothing for the easygoing nature.

6th place – Suzuki Bandit 600

Suzuki Bandit 600 The Bandit has no proven strengths apart from its comfort and the low price. Except that you still like them. Maybe that’s the secret of their success.

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