News – 2011: Kawasaki injects the KX250F and refines the KX450F – Technical sheet Kawasaki KX250F model 2011

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Comparison test, Honda CBF 600 / S, Kawasaki ER-6n, Suzuki Gladius 650, Yamaha XJ6

Middle class nakeds

Supermarkets fuel sales with inexpensive own brands. Motorcycle manufacturers are vying for the favor of customers with affordable mid-range all-rounders. How do the cheap nakeds do?

Jorg Kachelmann predicts bad weather. Ironically, in the preferred HP areas of the Swabian Alb and Black Forest, it is pouring today, according to the weatherman. Crap, photo production and testing of the mid-range Nakeds with Honda CBF 600, Kawasaki ER-6n, Suzuki Gladius 650 as well Yamaha XJ6 is coming up. So where to hunt? In the north of Baden-Wurttemberg. In the Main-Tauber district and the neighboring foothills of the Spessart it stays dry – says the cult meteorologist. This area also attracts with winding streets and alleys. Lets go!

Mount up. Each of the machines offers its pilot a comfortable workplace. Pleasant knee angles, towering handlebars, everything paletti. Only the handlebar of the Honda CBF 600 forces the pilot into a touristy, slightly inactive position. The narrow handlebars of the Kawasaki are also striking. At 670 millimeters, it measures 25 millimeters less than that of the competition. In addition, the footrests of the ER-6n take some getting used to lying far forward and up.

The benches of all four candidates are very thinly padded. Resistant buttocks also hurt after half a day in the saddle at the latest. The thin inlays probably result from the low seat heights. On the test candidates, they are only 790 millimeters, which is a few centimeters lower than on most other production bikes. The Honda is the only one to offer an adjustable bench. The seat height can be varied between 770 and 800 millimeters. The middle graders receive co-drivers with generous space, perfect handles and deeply placed pegs. Only on the Suzuki Gladius do passengers complain of a tight knee angle due to high-mounted notches.

Kawasaki ER-6n

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Artist

It only pulls properly at full throttle, but then really.

Newcomers, short stature and – feminists please listen away – women should feel particularly comfortable on the middle-class nakeds. Why does PS test such motorcycles? Firstly because – feminists listen again – said groups and a sporty driving style are not mutually exclusive. Secondly, taller drivers also want to get on well with the machines and thirdly, they want to determine the potential of the relatively inexpensive all-rounder: How good is cheap?

Of course, that depends primarily on the requirements. For example, displacement and power: with around 650 cubic centimeters and 72 hp nominal power each for the two two-cylinder Kawasaki ER-6n and Suzuki Gladius and 600 cubic and 78 hp each for the four-cylinder Honda CBF and Yamaha XJ6, the Japanese aren’t exactly setting the steppes on fire. But when it comes to the sprint from zero to 100 km / h, they do not fall noticeably behind bikes with higher performance and larger displacement.

Yamaha XJ6

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Suzuki Gladius 650

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Artist

It’s the fastest in the field, but it doesn’t stop vibrating.

Three of the four test subjects complete this exercise in a brisk 3.9 seconds, only the Honda needs a blink of an eye longer. At the top speed, the CBF strikes back: the vehicle registration certificate attests 210 km / h. The competition runs amicably 200 km / h. These values ​​are definitely sufficient for everyday matters.

It goes to the target area with a fully loaded van. Reason: The bikes have to stay sparkling clean for the photos – demands PS photographer Jorg Kunstle. Once there, the four test subjects take the exciting meandering between Wertbach and Wertheim under their wheels. This is where Suzuki and Kawasaki stand out in particular. It is wonderful to see the thump with which the two-cylinders press out of the corners. High gear, low speed, whoosh, they are already increasing the distance between themselves and the two four-cylinder competitors curve by curve.

Artist

First-class running culture and noticeably livelier than the others in the field.

The ER-6n needs about 3000 rpm until it can implement gas commands without any problems. Underneath, she looks clogged and reacts grumpily to a wide open gas tap. A peculiar, rubber-like resistance prevents smooth gear changes. On the other hand, the running culture is great. The parallel twin thuds excitedly, its two pistons hammer a distinctive beat. The sharpest sound in the test field escapes from the short exhaust pipe under the engine: a deep rumbling bass.

The Suzuki bubbles out of the twin-pipe silencer much more gently, and its 90-degree V2 runs as if wrapped in velvet. A mistake is made who confuses the fine manners with weakness. Already from idle speed the Gladius kicks in vehemently and powers extremely lively until just before the five-digit range. Without a doubt the liveliest of the four drives. On top of that, Suzi gently accelerates, and her gear pairs slip into each other as if by themselves. There is almost a tie in the performance of the two-cylinder engines. Both step bravely through the speed range, only between 7200 and the maximum power at 8600 rpm the Kawa is missing up to three horses on the Suzuki.

Artist

Although the last of the four got the ABS, she has the best.

The two four-cylinder engines release their power completely differently. Noticeably weaker on low tours, Honda and Yamaha only really get going from the middle speed range. The top-end power of the CBF 600 is impressive. With a real 80 hp, it exceeds the factory specifications by two and the measured performance of its competitors by five to six hooves. Unfortunately, the CBF cannot take advantage of this in terms of driving dynamics. On the contrary: the longest translation and clearly the hardest in the test, it lags a little behind the others. When pulling from 50 to 150 km / h in the last gear, the Honda lacks a full 2.9 seconds on the Suzuki (11.9 seconds), 2.7 seconds on the Kawa (12.1 seconds) and at least 14.8 seconds 1.6 seconds on the Yamaha (13.2 seconds). In practice, these values ​​play a subordinate role – hardly anyone accelerates with the displacement dwarfs with 50 things in the last gear. Nevertheless, the measured values ​​impressively illustrate the different characters of the respective engine type.

Middle class nakeds part 2

Artist

Honda CBF and Yamaha XJ6 need high revs to keep up with the twins. Shooting them becomes a bit more hectic and the noise level rises. On top of that, the CBF annoys its pilots with high-frequency vibrations over almost the entire speed range. On the plus side of the Honda drive are its linear power delivery and a first-class transmission that is on par with that of the Suzuki.

Artist

Lively fellow: The parallel twin of the little Kawasaki hammers a strong beat.

Gear changes don’t go as smoothly on the XJ6, the shift box on the Yamaha looks a bit bony. There is nothing more to complain about about the drive. With 74 hp, it lets four ponies less off the leash than promised and the performance curve shows a small dent on medium tours. But that doesn’t matter when it comes to burning. On the contrary: the XJ6 is very spirited and marches willingly through the speed range. The quad is noticeably more lively and turns more fiery than the Honda counterpart. In addition, it spoils its driver with first-class running smoothness: the Yam engine does not know any vibrations.

Artist

The Honda four-cylinder vibrates over almost the entire speed range.

Near the small town of Dammbach is the Geishohe, a mountain with a lookout tower and an exciting approach: the hill is narrow and bumpy. As if made to put the chassis to the test.

The spring elements of the little naked ones are all softly coordinated, can only be adjusted to a limited extent and generally respond in an acceptable manner. In the price range around 6500 to 7000 euros, nobody expects fully adjustable, super-sensitive top spring elements. Honda and Suzuki demand increased leniency from their drivers. The CBF fork tramples roughly over hard edges. And the Suzuki strut goes on a wrinkled surface and accelerated pace on the block even in solo operation – the spine sends its regards. In addition to the low penetration reserves, the underdamped rebound stage of the Suzi monoshock is annoying. With larger bumps, the tail hops like a kangaroo on ecstasy. The Yamaha is a bright spot. Your suspension elements respond very well and the XJ6 runs comparatively stable even on bad asphalt.

Artist

The quad of the Yamaha XJ6 feels very lively and hardly vibrates.

Handling issue. This is where the two-cylinder engines shine. Both the Kawasaki ER-6n and the Suzuki Gladius scurry around corners, the Suzi a tad faster than the Kawasaki. In addition to their low weight (gladius: 206 kilograms, ER-6n: 205 kilograms), the two play their narrow crankshafts in the cards. The gyroscopic forces are lower than with the wider shafts of the four-cylinder. This benefits the handiness. In this discipline, the Yam crosses the finish line just behind the Honda. This is amazing, after all, the CBF weighs in at 223 kilograms, nine kilograms more than the XJ6 (214 kilograms). The geometry data also speak theoretically for the Yamaha. Although the steering head angle is identical for both (64.0 degrees), the caster and wheelbase are shorter with the Yam. Perhaps the Honda’s minimal advantages are due to its mass distribution. Or the first tires make the difference: the CBF rolls on Michelin Pilot Road, the XJ6 on Bridgestone BT 021.

Artist

A real pearl: the V2 of the Gladius 650 is lively, cultivated and frugal.

All four Japanese women have ABS. As the last brand, Suzuki donated an anti-lock device to their middle graders. The chargeable feature has only been working in the Gladius since the middle of the year. The manufacturer calls for a comparatively inexpensive 300 euros. Yamaha charges 555 euros for the extra, Honda 600 euros. Only the ER-6n offers ABS as standard.

Not only the prices, but also the braking performances are different. During maximum braking, only the Gladius behaves completely without any problems. Your rear wheel stays on the ground under all conditions, no risk of rollover. The competition is different. The Yamaha especially likes to lift the stern with ideal grip, sloping roads and fully pulled lever, forward somersaults not excluded. Nevertheless, their ABS appeals, especially sporty drivers like it. The system regulates extremely late, anchoring on the last groove works best with the yam. The ABS of the ER-6n intervenes a little earlier, but the rear wheel also rises partly unabashedly towards the sky under these conditions. Aside from the Gladius, the Honda is the least prone to stoppies. However, a front wheel dance can also be provoked on the CBF when driving downhill.

A long day is coming to an end, the weather freak was right: rain at home, dry further north. Kachelmann, we thank you!

Conclusion: Technically, the all-rounders are very similar except for their engine concepts. Chassis, equipment, workmanship, seating position, power and price: everything is the same. That’s why the drives make the difference. Gold goes to the Suzuki Gladius 650. Its engine is a stunner in this class, and apart from the slack shock absorber, it does not have any major weaknesses. Second place goes to the Kawasaki ER-6n. A likeable sweeper with a lively parallel twin. Third place on the podium is shared by the Honda CBF 600 and Yamaha XJ6, which appear somewhat more colorless on the engine side.

Technical data Honda CBF 600

Artist

Drive:
Four-cylinder in-line engine, 4 valves / cylinder, 57 kW (78 PS) at 10500 / min *, 59 Nm at 8250 / min *, 599 cm³, bore / stroke: 67 / 42.5 mm, compression ratio: 11.6: 1, Ignition / injection system, 32 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy central tube frame, steering head angle: 64 degrees, caster: 110 mm, wheelbase: 1490 mm, conventional telescopic fork, Ø inner fork tube: 41 mm, adjustable in rebound, directly linked central spring strut, adjustable in spring base, spring travel v./h. : 120/125 mm

Wheels and brakes:
Light alloy cast wheels, 3.5 x 17"/ 5 x 17", Front tires: 120/70 ZR 17, rear: 160/60 ZR 17. First tires: Michelin Pilot Road "B."/"AT.". 296 mm double disc brake with two-piston floating calipers at the front, 240 mm single-disc brake with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2170/870/1280 mm, seat / handlebar height: 770-800 / 1050 mm, handlebar width: 690 mm, 223 kg fully fueled, v./h .: 48.2 / 51.8%

Rear wheel power in last gear:
53.7 kW (73 PS) at 194 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 4.2 / 8.7 / – s, pulling speed 50-100 / 100-150 km / h: 7.2 / 7.6 s

Top speed:
210 km / h (factory specification)

Consumption:
Fuel type: Super, average test consumption: 6.3 liters / 100 km, tank capacity / of which reserve: 20/4 liters, range: 317 km

Base price:
6440 euros (plus ancillary costs), ABS: 600 euros

Technical data Kawasaki ER-6n

Artist

Drive:
Two-cylinder in-line engine, 4 valves / cylinder, 53 kW (72 HP) at 8500 / min *, 66 Nm at 7000 / min *, 649 cm³, bore / stroke: 83/60 mm, compression ratio: 11.3: 1, ignition – / injection system, 38 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Steel tubular space frame, steering head angle: 65.5 degrees, caster: 102 mm, wheelbase: 1405 mm, conventional telescopic fork, inner fork tube diameter: 41 mm, not adjustable, directly hinged strut, adjustable in the spring base, spring travel v ./h .: 120/125 mm

Wheels and brakes:
Light alloy cast wheels, 3.5 x 17"/4.5 x 17", Front tires: 120/70 ZR 17, rear: 160/60 ZR 17. First tires: Dunlop Roadsmart "QC"/"G". 300 mm double disc brake with two-piston floating calipers at the front, 220 mm single-disc brake with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2090/830/1270 mm, seat / handlebar height: 795/1015 mm, handlebar width: 670 mm, 205 kg fully fueled, v./h .: 49.4 / 50.6%

Rear wheel power in last gear:
49.7 kW (68 PS) at 177 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.9 / 8.3 / 26 s, pulling speed 50-100 / 100-150 km / h: 5.8 / 6.3 s

Top speed:
200 km / h (factory specification)

Consumption:
Fuel type: Super unleaded. Average test consumption: 6.5 liters / 100 km, tank capacity 15.5 liters, range: 288 km

Base price:
6,695 euros (plus ancillary costs), ABS as standard

Technical data Suzuki Gladius 650

Artist

Drive:
Two-cylinder 90 degree V-engine, 4 valves / cylinder, 53 kW (72 HP) at 8400 / min *, 64 Nm at 6400 / min *, 645 cm³, bore / stroke: 81 / 62.6 mm, compression ratio: 11.5 : 1, ignition / injection system, 39 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Steel tubular space frame, steering head angle: 65 degrees, caster: 104 mm, wheelbase: 1445 mm, conventional telescopic fork, inner fork tube diameter: 41 mm, adjustable in rebound, central spring strut with deflection, adjustable in spring base, spring travel from / h .: 125/130 mm

Wheels and brakes:
Light alloy cast wheels, 3.5 x 17"/ 5 x 17", Front tires: 120/70 ZR 17, rear: 160/60 ZR 17. First tires: Dunlop Sportmax Qualifier "J". 290 mm double disc brake with two-piston floating calipers at the front, 240 mm single-disc brake with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2150/860/1280 mm, seat / handlebar height: 790/1050 mm, handlebar width: 695 mm, 206 kg fully fueled, v./h .: 47.2 / 52.8%

Rear wheel power in last gear:
51 kW (69 PS) at 169 km / h Driving performance: Acceleration 0-100 / 150/200 km / h: 3.9 / 8.2 / – s, pulling force 50-100 / 100-150 km / h: 5.7 / 6.2 s

Top speed:
200 km / h (factory information)

Consumption:
Fuel type: Super unleaded. Average test consumption: 5.7 liters / 100 km, tank capacity 14.5 liters, range: 254 km

Base price:
6,290 euros (plus ancillary costs), ABS: 300 euros

Technical data Yamaha XJ6

Artist

Drive:
Four-cylinder in-line engine, 4 valves / cylinder, 57 kW (78 PS) at 10000 / min *, 60 Nm at 8500 / min *, 600 cm³, bore / stroke: 65.5 / 44.5 mm, compression ratio: 12.2: 1, ignition / injection system, 32 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Steel bridge frame, steering head angle: 64 degrees, caster: 104 mm, wheelbase: 1440 mm, conventional telescopic fork, inner fork tube diameter: 41 mm, not adjustable, directly hinged central spring strut, adjustable in the spring base, spring travel from / h .: 130/130 mm

Wheels and brakes:
Light alloy cast wheels, 3.5 x 17"/4.5 x 17", Front tires: 120/70 ZR 17, rear: 160/60 ZR 17. First tires: Bridgestone Battlax BT 021 "G". 298 mm double disc brake with two-piston floating calipers at the front, 245 mm single-disc brake with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2150/850/1270 mm, seat / handlebar height: 790/1025 mm, handlebar width: 695 mm, 214 kg fully fueled, v./h .: 49.4 / 50.6%

Rear wheel power in last gear:
50 kW (68 PS) at 171 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.9 / 8.6 / 26.9 s, pulling 50-100 / 100-150 km / h: 6.4 / 6.8 s

Top speed:
200 km / h (factory information)

Consumption:
Fuel type: Super unleaded. Average test consumption: 6.2 liters / 100 km, tank capacity 17.3 liters, range: 279 km

Base price:
6.295 euros (plus ancillary costs), ABS: 555 euros

Readings

Drawing: archive

In terms of performance, the two high-capacity two-cylinder engines have almost the entire engine speed range ahead of the quadruples of the Yamaha XJ6 and Honda CBF. The latter is the most powerful with 80 hp. Your extra power only comes into play from 9000 rpm. The Honda cannot benefit from its top-end power in everyday life, on the contrary: In terms of performance, the long-translated CBF is just behind its competitors. After all, it creates the highest top speed with 210 km / h. The six HP weaker Yamaha XJ6 clicks greedily through the rev range than the Honda four-cylinder. The subjective driving impression confirms the measured values. Naturally, the Twins also make use of their displacement advantage of around eight percent in terms of torque. The advantage of the maximum values ​​is between seven and nine Nm. The differences between the two engine concepts can be clearly felt in practice.

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