Naked bikes with four-cylinder engines in the test

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Comparative test of four-cylinder naked bikes

Middle class bikes from Honda, Suzuki, Kawasaki and Yamaha

The middle class of naked bikes is changing. Once characterized by the 600s, the number of 750 or even 800 four-cylinder nakedss is increasing. The Honda Hornet 600 still holds its position firmly. Can the inflated new bikes do everything better??

Bigger is better – bigger is better, says the American. It’s easy for him to talk, there is really no shortage of space in the USA. But even in good old Europe and especially in Germany this development cannot be stopped. Today, a VW Polo reaches the dimensions that were previously reserved for the Golf. And if only a few years ago the one-liter bottle was the measure of all things, today cola, orange juice and even milk are offered for sale in two or more liter containers as a matter of course. So why should the middle class motorcycle bake small rolls? 600 cubic centimeters marked the cubic capacity of the middle class for long enough, only occasionally interrupted by outliers such as the sporty Kawasaki ZX-6R with 636 cm³ or the 675 triplet from Triumph.

So now the 750 and 800 are finally taking power and setting the tone in this class. In addition to Kawasaki with the Z 750 / R and after the replacement of the Yamaha FZ6 by the FZ8, Suzuki is now also relying on the three-quarter liter, the GSR 600 has had its day. Only Honda keeps up with that Hornet 600 sticks to the small displacement and maintains the respectful distance to the big 1000 sister). Whether the lack of displacement screwed up the chances of victory and the speed-instead of-torque attitude remains just helpless optimism?

Comparative test of four-cylinder naked bikes

Middle class bikes from Honda, Suzuki, Kawasaki and Yamaha

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Suzuki GSR 750, Kawasaki Z 750 R, Honda Hornet 600, Yamaha FZ8.

When things get going on a class trip, and the lively naked bikes are undoubtedly tempting to do so, so when a brisk pace is the order of the day, the little 600 has to stretch a lot to keep up. One gear too high out of the curve and the pack is gone. The Hornet always has to be moved in the high-performance range above 7000 rpm, or better still with five-digit speeds, otherwise the competitors will pull away mercilessly. Downshifting once or twice becomes a regular practice. So the Honda is always a little more stressed than the others, especially since the 600 is not quite as smooth-running as the four-cylinder from Suzuki or Yamaha. Can you make up for lost meters on the brakes? Yes and no. The Honda combination brake (when pulling the lever, two of the three front brake pistons are activated, when stepping on the foot lever, the rear brake and the third front piston) are convincing across the board with good controllability and a reasonable effect including sensitive ABS, but at least the Yamaha can do everything a little better.

But first the moment of truth strikes for the Kawasaki Z 750 R. It appears in a sporty and at the same time classic-looking two-tone paintwork. R as radical (upgraded), as radial (this is how the new brake calipers from the Z 1000 are screwed) or R as radical brother? In any case, the Kawa mimes the class bully within the naked bike crowd on a school trip. Appears a bit more cocky on the outside, sports the macho image celebrated by everyone most aggressively and sounds the most self-confident from the thick end pot.

The engine and transmission were not changed at all, only the chassis, brakes and design received fine-tuning on the R-model, which will eventually replace the base Z-750, which will probably be phased out soon. The R innovations are quickly listed: the fenders and headlight mask are stylishly styled, the cockpit shows a different color, the fork, suspension strut and the aluminum instead of the steel swing arm come from the 2009 version of the Z 1000, the rocker arm of the suspension strut has been modified, and the Motor is now black. And, not entirely insignificant, the new one rolls on different series tires.

Right from the start, the Kawa makes it clear who it is: the sitting posture on the hard, very unconventionally contoured bench is aggressively leaning forward. Emotionally, the driver sits at the height of the wide handlebar, which is pulled very close to the driver. The pressure on the button lets the four-cylinder rumble with bass, and when the gas is pushed it hisses loudly and angrily from the airbox, the classes-

Proll speaks up. With a cold start in the morning a little more hesitant and sleepy, with initially not so spontaneous throttle response. Now that the engine is at full operating temperature, nothing prevents you from scrutinizing the 750. Willingly, if not overly brawny, the Kawa engine grabs at low speeds, but below 4000 rpm it does not seem completely awake. From 6000 turns the booth comes to life, now the 750 man and machine pulls forward with a hoarse roar until the limit calls to order at just over 12000 rpm. Overall, not as much manual work is required as with the Honda. The pilot can concentrate more on the route and on driving, and he has to do that on the Kawa too. Significantly more inharmoniously, the green rushes through the winding curves that are actually promising fun, steers stubbornly, is wobbly in an inclined position and on the one hand wants to fold in slower bends over the front wheel, on the other hand, in fast curves with larger radii, she tries to make more arcs. Braking in curves? Forget it. To what extent the new series tires with Dunlop Sportmax D 210 are to blame, one would have to try out separately. In any case, the Kawa is stubborn, so it is better to adjust the speed in good time, which with the four-piston radial brake with proper grip is not particularly easy to dose, but works quite efficiently. The effect is okay, the ABS controls perfectly, if not as inconspicuously as the systems from Honda or Yamaha.

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Scratching the curve: Anyone who drives the Yamaha on undulating but grippy roads can often do so faster than they’d like.

The Z 750 R loses point by point in various criteria, be it because of its too short mirror arms, which are responsible for the poor visibility to the rear, or at night because of the streaky, narrow beam of light that only poorly illuminates the road. At least the green shows consistency when it comes to passenger comfort: If the pilot is already sitting hard and uncomfortably, the passenger should not fare any better. The sparse, high seat bun and the strongly angled legs due to the high-mounted footrests scare away passengers who are capable of suffering in the medium term. The spring strut, which can be adjusted in terms of preload and rebound damping, makes a reasonable contribution to driving comfort.

In this respect, the Suzuki GSR 750, which was still quite virgin when it came to the test at around 500 kilometers, initially frightened: the suspension elements prove to be too tight and rather insensitive in their response as true rumbling stilts when driving over joints and transverse grooves. In the course of the test, however, the fork and shock absorber seem to have run in, and towards the end of the test everything worked much more smoothly. Unfortunately, only the preload can be set here – one of many references to the iron discipline of Suzuki. But even if the plain steel box swing arm with the simple chain tensioner and the simple steel frame won’t win any prices for particularly elegant equipment, the overall concept of the GSR is convincing after just a few kilometers. The 750 four-cylinder works sympathetically inconspicuously across the entire engine speed range, from starting behavior and throttle response to power delivery. It pulls gently and cultivated, but emphatically from below, proves to be strong in the middle and turns lively up to over 11,000 turns to gently seal off at 11500. Besides, the Suzuki four-wheeler also consumes the least fuel – hats off. Initial skepticism regarding handling quickly disappeared. Although the sitting posture on the GSR seems to be quite passive when switching from the ultra-compact Hornet, because the rider sits deeper in the bike and has to stretch forward towards the high handlebars, the successful chassis geometry and balance together with the relatively low weight of only ensure 211 kilograms for excellent handiness and absolutely neutral handling. The Suzuki masters fast changing curves with its left hand. Give in, turn around, make small corrections? Everything is easy. Braking in curves? No problem, nothing stands up, nothing tilts, that’s how it should be. Hectic gear changes (in the easy and precise gearbox), such as with the Honda, are no longer necessary – the suitably translated Suzuki pulls out of the turns with enough force at 3000 to 4000 rpm.

The widely spread knees that rest on the wide tank convey a little big bike flair, which enhances the confident riding experience. So, apart from the lack of adjustability, there is little to criticize about the engine and chassis. Already on the brakes. Although the stoppers, which initially acted bluntly, showed a little more bite with increasing test duration, they should undoubtedly be more crisp and a little easier to dose. A major drawback is the lack of ABS, which ultimately costs the Suzuki victory due to zero points in the evaluation. It should not be available until late summer, at a moderate overload, but still too late for this season. Too bad. After all, the GSR makes such a successful debut, also due to small, but fine, laudable details such as the good view thanks to the practical, wide mirror arms, a lush, comfortably padded seat or the clear, easy-to-read cockpit with gear indicator. Apart from the lack of ABS, does the Suzuki not afford a slip, does it even mutate into a class nerd? Nearly. When driving at full throttle, the Suzuki is a bit light at the front and is not quite as stable as the Honda or the Yamaha. But that’s high-level complaint. And in view of the Suzuki price at the lowest level.

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Tea 750s and 800s finally take power.

The Yamaha FZ8 could prove to be the most dangerous competitor, just a little more expensive, but equipped with brilliant brakes including an excellent ABS control. Could. Snappy, easy to dose stoppers are only part of the rent. What do the engine, chassis and comfort contribute to the points account? With the largest displacement of at least 779 cm³, the Yamaha quad offers good conditions for full torque and ample power in the middle. Starting behavior and smooth running leave nothing to be desired and are at Suzuki level. But even when starting up, the FZ8 demands sensitive handling of the accelerator and clutch: the latter is not optimally metered with an engagement point that is difficult to grasp, the engine seems to fall into a small torque hole just above the starting speed. Anyone who engages hastily and lost in thought can stall the FZ8. Not too tragic if another hole between 4500 and 5500 rpm did not spoil the pulling power at country road speeds of around and just over 100 km / h. From 5500 tours, the Yamaha sets off, as if stung by the tarantula, and quickly turns up to the 10,000 mark, at which it delivers its maximum performance. Now you could overcome this small dent by simply downshifting, but the transmission is reluctant to do this. Hard, bony, unwilling – if you don’t give the gear lever a rough kick, you will achieve nothing here. At least upshifting works better. Does the Yamaha already deserve the title of class bitch? Chamber. As beastly as it behaves when shifting gears, it proves to be so gentle and gentle when it comes to chassis tuning. Thick fork (Ø 43 millimeters), but nothing behind it? Not adjustable and quite soft in its design, it dips heavily when braking sharply and clearly lacks sufficient firmness for a sporty driving style. It doesn’t look any better at the back. However, if you don’t want to let it rip all the time, this compromise is definitely a good choice. Especially since the driver finds a comfortable seat on the lush, well-padded bench, reaches for a suitably cranked handlebar and at best might find the knees spread wide because of the wide tank as a nuisance in the long run. The passenger is accommodated on the FZ8 in a similarly passable manner as on the Suzuki, but ultimately no one can stand up to the comfortable Honda passenger seat. The price for the most beautiful sparkling fireworks is clearly picked up by the Yamaha: No other grinds its notches sore in an inclined position as early as the FZ8.

So it’s more of a bike for leisurely country road tours or stubborn highway kilometers? Again yes and no. If the FZ8 consumes just under three-quarters of a liter more than the economical Suzuki, even with the most restrained driving style, with 4.8 liters, motorway frenzy conjures up the bars on the fuel gauge in the cockpit in no time at all. The smallest tank in comparison with 17 liters naturally cannot offer a convincing range. The praiseworthy good workmanship is ultimately not able to tear anything out – the Yamaha can keep the Kawasaki at a distance, but Honda and Suzuki are clearly ahead. The naked and unadorned driving, pardon me, truth can sometimes be cruel.

MOTORCYCLE scoring / test result

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Good buddy: The GSR, which initially appears bulky, immediately impresses with its successful seating position, doesn’t make any complaints, instills confidence so quickly and tempts you to drive quickly.

engine
A great debut for the powerful, very balanced Suzuki four-cylinder. It impresses with a harmonious performance curve over the entire speed range, great running smoothness and also shines with the lowest test consumption. Supported by the neatly adjustable clutch and the precisely shiftable gearbox, the 750 enables very respectable acceleration times. The Hornet four can hardly be reproached either, but clearly suffers from its capacity deficit, while the Kawa engine starts up with some force, but still has to sit down when it comes to responsiveness and shiftability of the transmission. The latter is quite clearly and even more blatantly true for the Yamaha, whose power delivery is simply too inharmonious.
Winner engine: Suzuki

landing gear
When it comes to chassis, the sophisticated Honda doesn’t let it take its toll, even if the Suzuki is hard on its heels. Great handiness, impeccable stability in curves and precise handling with good feedback, together with the points for the adjustment options for the suspension elements, lead to a close victory. The surprisingly handiest in comparison, the Suzuki, can compete almost everywhere, only has to be chalked up for its slightly more pronounced nervousness in corners and at top speed. The comparatively unwieldy Kawasaki suffers from its inharmonious cornering behavior and moderate feedback from the front wheel, the Yamaha from overly soft tuning of the suspension elements and poor lean angle.
Chassis winner: Honda

everyday life
The relaxing uncomplicated Suzuki booked a clear victory here. The best ergonomics, practically designed mirrors that offer a good view, proper equipment and a range suitable for travel – the well thought-out GSR masters all everyday demands. The Honda is doing well, even offering a passenger a reasonable place, but there is less visibility in the mirrors. Smaller drivers should have the fewest problems with the uncomplicated and light Hornet. The Yamaha rider and passenger find comfortable seats, the moderate range costs the FZ8 valuable points. Poor visibility in the mirrors, poor light and, above all, the annoyingly hard and idiosyncratic padded bench spoil the fun with the Kawa in the long run.
Winner everyday: Suzuki

security
The moment for Yamaha strikes with the braking chapter. With a great bite, good dosability and finely regulating ABS, it clears away here confidently. The Hornet, which is also very reliably decelerating, follows the FZ8 hard on the heels, the Kawa also brakes properly, but positions itself improperly in an inclined position. The Suzuki has no problem with that, it simply lacks the availability of an ABS. The ABS version announced for late summer would have saved valuable points here.
Safety winner: Yamaha

costs
Long inspection intervals make the Honda the cost queen. The Suzuki’s low fuel consumption and low purchase price don’t help either. Yamaha and Kawasaki are just behind the front runners here.
Winner cost: Honda

 Max points  Honda  Kawasaki  Suzuki  Yamaha Overall rating  1000  648  600  646  631
placement    1.  4th.  2.  3.
Price-performance note  1.0  1.3  2.1  1.2  1.5

Price-performance
With a grade of 1.2, the Suzuki just beats the Honda’s excellent value of 1.3. The ABS-less GSR more than makes up for the low point deficit on the Hornet with its low price.
Price-performance winner: Suzuki

1. Honda Hornet 600
The light, handy and well-engineered Honda is just ahead of the game despite its displacement shortcomings. She has no real weaknesses and deserves to win.

2. Suzuki GSR 750
Tea "Winner of hearts" makes a grandiose debut and delights with a great engine, handy chassis and fine everyday manners. With ABS she would even have clinched victory.

3.Yamaha FZ8
It offers the best brakes and good ergonomics. It is a shame that the Yamaha is taking a better position with its overly soft chassis and coarse gearbox.

4. Kawasaki Z 750 R
A strong bike with a strong appearance that unfortunately suffers from inharmonious handling. Insufficient seating comfort and moderate light should also be easy to fix.

Technical specifications

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The displacement shortfall of the Honda is reflected in the diagram: The Hornet needs high speeds, the torque curve shows the noticeably fresh wind from 6000 rpm. The Suzuki offers the most even power development, the driving impression confirms the measurement curves. The hitch of the Yamaha at 5500 rpm is noticeable when driving, the FZ8 vigorously increases above this. The heavier Kawasaki cannot put the supposed superiority up to 6000 rpm into practice.

Honda Hornet 600

engine   type design  Four-cylinder, four-stroke in-line engine
injection  Ø 36 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  67.0 x 42.5 mm
Displacement  599 cm3
compression  12.0: 1
power  75.0 kW (102 hp) at 12,000 rpm
Torque  64 Nm at 10500 rpm
landing gear  
frame  Backbone frame made of aluminum
fork  Upside-down fork, Ø 41 mm
Brakes v / h  Ø 296 mm / Ø 240 mm
Systems assistance  SECTION
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Bridgestone BT 012 "J"
mass and weight  
wheelbase  1435 mm 
Steering head angle  65.0 degrees
trailing  99 mm
Suspension travel v / h  120/128 mm
Seat height *  810 mm
Weight with full tank *  207 kg
Payload  188 kg
Tank capacity  19.0 liters
Service intervals   12,000 km
price  8.590 euros
Price test motorcycle  89,671 euros
Additional costs  around 170 euros

Kawasaki Z 750 R.

engine   type design  Four-cylinder, four-stroke in-line engine
injection  Ø 32 mm
coupling  Multi-disc oil bath clutch 
Boron x stroke  68.4 x 50.9 mm
Displacement  748 cm3
compression  11.3: 1
power  77.7 kW (106 hp) at 10500 rpm
Torque  78 Nm at 8300 rpm
landing gear  
frame  Bridge frame made of steel
fork  Upside-down fork, Ø 41 mm
Brakes v / h  Ø 300 mm / Ø 250 mm
Systems assistance  SECTION
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Dunlop D 210 front "G"
mass and weight  
wheelbase  1440 mm 
Steering head angle  65.5 degrees
trailing  103 mm
Suspension travel v / h  120/134 mm
Seat height *  810 mm
Weight with full tank *  228 kg
Payload  179 kg
Tank capacity  18.5 liters
Service intervals   6000 km
price  8,995 euros
Price test motorcycle  
Additional costs  around 180 euros


Suzuki GSR 750

engine   type design  Four-cylinder, four-stroke in-line engine
injection  Ø 32 mm
coupling  Multi-disc oil bath clutch
Boron x stroke  72.0 x 46.0 mm
Displacement  749 cm3
compression  12.3: 1
power  78.0 kW (106 hp) at 10,000 rpm
Torque  80 Nm at 9000 rpm
landing gear  
frame  Bridge frame made of steel
fork  Upside-down fork, Ø 41 mm
Brakes v / h  Ø 310 mm / Ø 240 mm
Systems assistance  –
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Bridgestone BT 016 "EE"
mass and weight  
wheelbase  1450 mm 
Steering head angle  64.8 degrees
trailing  102 mm
Suspension travel v / h  120/135 mm
Seat height *  820 mm
Weight with full tank *  211 kg
Payload  189 kg
Tank capacity  17.5 liters
Service intervals   6000 km
price  8,290 euros
Price test motorcycle  
Additional costs  around 190 euros

Yamaha FZ8

engine type design  Four-cylinder, four-stroke in-line engine
injection  Ø 35 mm
coupling  Multi-disc oil bath clutch
Boron x stroke  68.0 x 53.6 mm
Displacement  779 cm3
compression  12.0: 1
power  78.1 kW (106 hp) at 10,000 rpm
Torque  82 Nm at 8000 rpm
landing gear  
frame  Bridge frame made of aluminum
fork  Upside-down fork, Ø 43 mm
Brakes v / h  Ø 310 mm / Ø 267 mm
Systems assistance  SECTION
bikes  3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires  Bridgestone BT 021 "BB"
mass and weight  
wheelbase  1460 mm 
Steering head angle  65.0 degrees
trailing  109 mm
Suspension travel v / h  130/130 mm
Seat height *  810 mm
Weight with full tank *  216 kg
Payload  194 kg
Tank capacity  17.0 liters
Service intervals   10,000 km
price  8,495 euros
Price test motorcycle  
Additional costs  around 170 euros

Sisters in the upper class

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The big sister of the GSR 750, the Suzuki B-King.

Every middle class candidate has a sister in the upper class with (at least) one liter displacement.

The gap is shrinking, the middle class is moving closer to the 1000 league in terms of displacement and performance. The plus in power and image is offset by a plus in weight and price. Need key data? Honda CB 1000 R: 220 kg, 125 hp, 11.390 euros; Kawasaki Z 1000: 222 kg, 139 hp, 11,595 euros; Suzuki B-King: 259 kg, 184 hp, 14,490 euros; Yamaha FZ1: 230 kg, 150 hp, 11,295 euros. While the Honda is comparatively moderately higher than the "small one" in terms of price and weight, but is much more beefy, the much heavier Suzuki B-King also plays two leagues higher in price than the also quite powerful GSR 750. The Z 1000 with aluminum frame weighs even less than its 750 sister with a steel frame. There is much to be said for the additional expense of 2600 euros for the enormously brawny 1000. With the FZ1, on the other hand, which hardly weighs more, but does not deliver dramatically better pulling power than the FZ8, the increased power is only really noticeable at high speeds. Only true stokers should use the 2800 euro more expensive 1000.

The urban warm-up stroll becomes a casual exercise with the smooth and easy-to-dose clutch and the easily and precisely shiftable gearbox. The seating position on the Honda is also casual, even if very compact for tall people: the legs thread themselves under the wide flanks of the tank and find a perfect knee fit at the narrow waist, the footrests do not require too much angled legs however , it should be placed a little further back for a sporty driving style and higher speeds. The front wheel-oriented posture, close to the low-mounted, very comfortably cranked handlebar, is ideal for brisk cornering. In accordance with its petite appearance and the lowest weight in comparison, the Honda proves to be a handy corner sweeper, but in this respect it finds its master in the Suzuki, but more on that later. Turning in and turning over in an inclined position – everything happens easily and without great effort, but also without a real wow effect. The Hornet pulls neutrally through the curve, can hardly be deterred by uneven ground, at best stands up a little when braking. Braking into the curve is not her thing. Once thrown in an inclined position, it does not set limits to the fun on bends until late in the form of footrests that touch down or, to the right, dragging exhaust covers

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