Comparison test of undisguised all-rounders

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Comparison test of undisguised all-rounders
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Comparison test of undisguised all-rounders

The end of the future

It starts today, tomorrow. With a so-called middle class, which technically and optically has finally outgrown the wallflower, offers a lot of driving culture for little money.

Tomorrow is yesterday today. So why get upset? «The Sponti saying calls for nonchalance. But at the moment there is pure uproar among the undisguised all-rounders with around 600 cm3 and up to 78 hp. As a messenger from the future, the completely redesigned Ka breaks-
wasaki ER-6n with conventions. Lively
Details and an extravagant exterior make the 650 twin an enfant terrible in a class with class. Suzuki’s SV 650 has one of the best motorcycle engines ever, the Monster 620 Dark represents the cheapest Ducati, after all with an upside-down fork.
The Korean price hit Hyosung GT 650 has that too. And the Vierzy-
linder machines Honda CBF 600 as well
Suzuki Bandit 650 both have ABS. The Kawa-ER-6n customers only have to wait until December for this. Only Yamaha is missing. There is a huge gap in the model range between the 50 HP of an XT 660 and the 98 horses of an FZ6. It’s a shame, because motorcycles à la Bandit and the like are reliable and full-fledged companions. Great buddies, easy to manage, cheap to buy and maintain.
Such machines open the door to the garden of freedom not only for beginners. Funny, in the automotive world, the middle class is classless and breaks boundaries, also financially. Middle-class motorcycles, on the other hand, are often ignored at the meeting. Wasn’t enough for more. Wrong friends, all wrong! In the 78 hp class, need does not meet misery, but agility meets affordability.
After all, 6000 euros also want to be earned and saved first. It is not without reason that such all-rounders as sliced ​​bread sell. Especially since the driving dynamics and power to weight ratio are right. Like here and now. Out of Stuttgart, into pleasure. Take the A8 towards Munich, and then go. Free blowing. Head-to-head races like in the 80s, the speedometer needles tickle the 200 mark. That’s enough to shake off fine dust-soot TDIs. And acceleration values ​​of around four seconds from zero to one hundred keep even Porsches in check during the starting duel at the traffic lights. When you need it.
Some wind protection would be more important at the moment. The handlebar-mounted mini fairing of the Kawa offers it to some extent, with the cockpit knob enthroned above it. In contrast to the larger siblings Z 750 and Z 1000, a conventional rev counter is emblazoned in the spartan cockpit, with the headlights on top of each other. Similarly striking, the ER-6n bears the signature of the Z designers. And yet it is very different. Curved, more pleasing, cheaper. For a complete price of 6300 euros, it is doomed to success if the Z 750 is to lose the role of best-selling Kawasaki in Europe. Their brimstone yellow is a confession, cheap doesn’t mean gray mouse.
The chassis shimmers golden: steel tubular space frame, immersion tubes of the non-adjustable telescopic fork, triangular swing arm and directly hinged strut. Seldom before has the red pen been so sent
concealed. Just different. For the joy of saving. The spring and damper settings are acceptable, the ER-6n only gets out of step on very furrowed country roads. Superb: the handling of the 196 kilo lime. Moderate: only 178 kilos-
grams of payload.
The double-piston floating calipers that are common in this class bite into extravagant wave brake discs ?? not angry, but nice and transparent dosing-
bar. As with Buell, the muffler is completely under the engine. Feist kinked manifolds and arrow-shaped covers with integrated indicators to the left and right of the water cooler are reminiscent of a Benelli TnT that is more than twice as expensive.
And the inner values? A design with brains. The 650 twin is more compact than the 500 oldie in the ER-5 and KLE 500. With a nominal 72 hp, measured 71, the ER-6n has a small performance deficit compared to all other machines, only the Duc is weaker. But the Kawa successfully compensates for this with its slightly shorter translation.
She pulls out most energetically at every exit sign in sixth gear, in front of the SV and Bandit. At the end of
Field are CBF and Ducati, behind the Hyosung. The lively Kawasaki only needs 9.7 seconds to pull through from 60 to 140. A 36,600 euro BMW 330i as a representative of the upper middle-class car needs 23.6 seconds ?? with 258 hp. All six test candidates cost as much as him-
dates together.
A novelty in their class is the regulated catalytic converter of the ER-6n. The twin burns just 4.1 liters of normal gasoline on a hundred enjoyable land-
kilometers of road and less than five
Liters at constant speed 130. Respect. The ER-6n is the only machine in the sextet that already complies with the 2006 requirements
Stepping emission standard Euro 3, including test-
cycle with a maximum speed of 120 instead of just 50. The future was yesterday.
Thanks to digital engine management, the twin starts safely at all times, runs smoothly early on thanks to its proper flywheel, without becoming sluggish at the top. After all, the largest pistons, 83 millimeters in diameter, hammer the crank here-
wave. A balancer shaft filters out vibrations from the counter-rotating movement. You can feel the twin pulsing, but never
disturbing. Best for little people: the ergonomic cut of the ER-6n. Narrow, strongly tailored, moderate in seat height. Too compact for tall people, but you can order a higher bench. There will also be an ER-6f ?? from December. with f like full cladding. She already looks very adult, see below.
Does the future come from Korea? Or even the yellow danger? Europeans still laughed at the first Hondas and Yamahas back in the late 1950s and early 1960s. That passed quickly to them. Is the Hyosung GT 650 that
we see there, so only the tip of the tail of an awakening tiger?
Machines up to 250 cm3 have made Hyosung’s two-wheeler division big since 1980 ?? many Asian states no longer allow, or the people there can no longer afford it. At first and second glance, the GT 650 looks good. Even a critical eye can find unsightly little things in rough gaps, rough surfaces or poorly deburred castings.
On the other hand, the stickers are painted over, the chain tensioners are of higher quality than the Japanese. So what do you get for a savings of 1000 euros? First of all a lot of motorcycles. Not a one-to-one copy of Suzuki‘s 90-degree V2 from SV. But close. Attention: The roughly ribbed, carburettor-equipped V2 presses a whopping 63 Newton meters and 73 PS with a dull chatter.
Tough here today is only the high-
fog, but not the performance of the water-cooled eight-valve valve. The operates in revving, acceleration and fuel consumption at a medium level. Since the top test in MOTORRAD 10/2004, the shift drum and claws have been revised. This means that gear changes now slip precisely, albeit hard from the foot. Coupling remains a punishment. The manual force is high, the dosing is poor, the separating effect, which becomes increasingly poor in the test operation, is moderate. The V2 hangs in a neat bridge frame, the paintwork of which, like on the steel swing arm, simulates aluminum instead of steel.
An upside-down fork with adjustable damping guides the bike at the front. Yes
After a short time, the setting gives-
rebound mechanism raises the mind. On the autobahn, the Hyosung reveals the most restless straight-line stability and takes longer to search for glitches
calm down. Finally curves. The Neuffener Steige, a former hill climb route, up to the Swabian Alb. The 650 falls slightly in an inclined position, but suddenly changes from being handy to being wobbly, looking for its own radius.
A little unfeeling and aimlessly, you stab around the corner on the yolk yellow 650, constantly trying to correct and fine-tune it. No other gives so little feedback. That calls for one
experienced hand. The GT chassis is quickly overwhelmed on acne asphalt. The shock absorber pumps, stamps and gauscht. Hard spring meets lazy, non-adjustable damping, the progressive lever mechanism cannot save that.
The knee angle is extremely acute? the footrests are quite high. Unfortunately the three discs anchor only moderately-
brake. High force when actuated and blunt surfaces hardly allow dosing. So the very promising basic construction of the supposed exotic suffers from sloppy execution in detail and inferior components. Light and shadow, as with the unevenly illuminated instruments. But Asians learn quickly.
In contrast, the Honda CBF 600, assembled in Atessa, Italy, embodies japa–
niche virtues of perfection. Optically smooth, cylinders without cooling fins, great utility. So far, CBF has found around 30,000 buyers in Europe, whether disguised or not. Your recipe for success: the option of a sensitive ABS. The security plus costs 600 euros extra. Then just go in full, that’s it. The main stand, which otherwise costs 150 euros, is free with ABS.
Sit on it and feel good. It sits very comfortably behind the high handlebars that can be adjusted at a distance from the driver. The seat can also only be adjusted in height using tools. A motorcycle that makes you feel safe and secure right from the start. The four and a half hundredweight CBF pulls its course precisely and tightly, but not uncomfortably. The fact that the lean angle should be greater only bothers with a daring driving style.
Which the little fascination radiating motor, the smallest of them all, doesn’t really encourage. The carburettor-equipped four-cylinder, which requires speed, is annoying with the highest fuel consumption and lousy cold-start manners: first organs, then poor throttle response. Accompanied by fine pearly vibrations, the propulsion under 5000 tours in high gears is only that of a lama with a foot sickness.
The four-cylinder only comes to life in the second half of the engine speed spectrum, which extends well into the five-digit range. Lively is different. There is diligent stirring in the somewhat hooked switch
Gear recommended. Nevertheless, the Honda is well suited for this one journey: the one to yourself, on empty country roads.
The Bandit also carries you into the deepest interior, to your own center. Mon-
go cycling in its purest form.
Completely relaxed and relaxing, never demanding or rushed. Be on the move to clear your head. Even the 600 series was clever because it was designed to be cost-conscious. The 56 multicubics are really good for the 2005 model. In the 650s, the ten-year-old bandit became a real robber, feels much meatier. Experience more torque as an anti-stress program. The carburettor-equipped quad hangs spontaneously and confidently on the gas. Black he is mean-
while, but finely ribbed and air / oil-cooled as ever.
Suzuki has its own compression
lowered and tamer camshafts-
set so that the 650s do not come out of the
78 hp class falls. In fact, it pushes a solid 80 hp. Everything is so soft here. Yes, the spring elements are on the soft, comfort-oriented side. At 229 kilograms, the bandit got really chubby. If you drive too briskly over bumpy roads, the load sways a little, but what the heck? Keep calm. After all, the spring preload on the undamped fork can now be varied. And the 650 is agile enough, it falls finely and predictably in an inclined position.
Great: Suzuki’s “Ervolks” model is only offered with properly regulating ABS. It feels good to be well prepared
be for the unpredictable. Only the slightly spongy pressure point of the front brake is a problem. The Bandit offers height adjustment for handlebars and seat, albeit a cumbersome solution. The 20-liter tank, which is shorter than its predecessor, makes the handlebars look a bit heavily cranked backwards. Stronger inward-
Drawn frame tubes narrow the waist and help little people stand. Modernized half-timbered houses rush past in venerable Tubingen, a mix of old and new. Like the bandit. in the
round plastic cup sits a square LCD speedometer. Just a one-eyed bandit.
In 1999, Suzuki launched the two-cylinder sister model SV 650, which is used around 25,000 times in Germany alone. No engine in this class has such a voluminous torque curve and shakes its power out of its sleeve so casually. In every situation, at every speed. Starts spontaneously, runs super smoothly and only vibrates extremely gently. Accompanied by a wonderful V2 staccato. Up to 9000 tours the SV outperforms all others, accelerates best. The injection engine with the longest stroke hangs directly, almost greedily, on the gas, and the load changes extremely.
Not because of “entry-level motorcycles”: Even the most prestigious big bike pilots never call up more than 70 to 80 hp from their bolides on winding country roads, but easy handling counts there
double. The most handy of all, the angular SV arrows around curves of all radii, according to its class on narrow 160 mm rear tires. Not just now, in Ulm, around Ulm and around Ulm.
The machine, which weighs 194 kilograms, is the only one that “shines” with an expensive black
lacquered aluminum frame including repair-friendly screwed-on rear. If only the fork was better. Even when you sit on it loses half of its spring travel. Soft springs meet hard load changes. The front fork of the impeccable braking system is unprotected and suddenly leaves the front wheel standing still. Where are ABS and more progressive springs?
When braking in front of the bends, the fork dips far down, making re-sorting necessary when turning and choosing lines. You sit a little lost in the wide and long seat, without proper contact with the vehicle and the passenger. Maybe the little nun’s cap on the windshield over the angular cockpit in the Gameboy design compensates for it. Somewhere between yesterday and tomorrow.
The Ducati, on the other hand, is as round as ever. She breathes history. In 1993 the Monster 900 ushered in a new era. Today the naked Ducs monster with 620, 800 and 1000 cm3. Ducati’s most successful series of all time has so far found around 150,000 enthusiasts. A fixed star in the Italian firmament. The Monster 620 Dark is the cheapest, lightest and handiest Ducati, especially in the “Single Disc” version with five-speed gearbox and only one disc brake at the front. She skips the 7,000 euro mark very gently.
A design icon and a phenomenon. Does the monster of 2017 still look the same? And their driver just as violently over the matte black art-
fuel tank tight? The flat handlebars, which are not oriented towards the driver, are strenuous and really hug you in the city. The relaxed sitting position is only good for ducking down on the track. The tubular space frame requires little steering angle and lifts the turning circle to truck level. Not for beginners. In return, playful handling and outstanding accuracy make the 187 kilogram Baby Duc a smiley monster. Crisp and tight, the spring elements match the wiry concept.
Only on paper does the real 62 hp 90-degree V2 lose touch with the field. Occurs in real life
the injector is elastic, cultivated and economical, and gratefully complies with gas commands. The airbox snorkels deep, the two mufflers rumble dully. The 620 engine is the only one of D.ucati and in this test field without oil or water cooler. No one crackles so long and wonderfully after being switched off. Desmodromic forced control opens and closes the two valves per cylinder. Resistant to high revs, the rev counter has no red zone.
In MOTORRAD 13/2004, the single disc won the comparison test of European entry-level bikes, and since then it has had an energy-saving clutch. A flashing light in the green shimmering cockpit announces her immobilizer. So that driving fun can continue tomorrow. The day is passe, it falls red-hot
Sun below the horizon. Darkness envelops the Dark and the other young savages. They have become self-confident characters, active driving and safe. It may
come calmly, the end of the future.

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Comparison test of undisguised all-rounders

Comparison test of undisguised all-rounders
The end of the future

In a class of its own: bikes up to 78 hp

The end of the past came on January 1st, 1993. Until then, all machines over 50 hp cost the same insurance premiums. Since then, seven performance classes have ensured more justice: each up to 17, 27, 34, 50, 78 and 98 hp and over 98 hp. The 78 hp class experienced its first spring with models such as the BMW K 75 and Ducati Monster M 900, with its first boom
the Suzuki Bandit 600 in 1995. Suzuki sold a whopping 46,401 copies of this trendsetter in Germany alone within ten years.
Low maintenance costs speak for types up to 78 hp. Despite the ongoing trend towards more power, they still represent more than one in five motorcycles sold in Germany. The purchase price and tire wear are lower than with Big Bikes, the insurance premiums are much cheaper: 78 HP save 175 euros per year in liability plus partial coverage compared to 98 HP ?? 290 instead of 465 euros. Compared to the open class from 99 hp, the difference is even a hefty 625 Ore (source: HDI).
Even the original bandit started recycling proven engines. Mostly with reduced performance, they can be produced inexpensively without extra development costs, and hardly reach their mechanical limits. The Bandit four-cylinder was based on the GSX 600 F, the one from Honda’s CBF 600 was based on the super sporty CBR 600 PC 31, and ultimately even the PC 25. And the Suzuki V-Strom 650, named the King of the Alps among 20 models in MOTORRAD 20/2005 , fired by the brilliant 90-degree V2 from the SV, with now 67 hp.
On the other hand, many middle-graders give customers the choice between naked and disguised versions. In addition to the Bandit, the Suzuki SV 650 or the Honda CBF 600. Hyosung is currently following this trend with the fully faired GT 650 R (MOTORRAD 19/2005). And Kawasaki will launch an ER-6f from December? with f like full cladding.

Technical data: Ducati Monster 620 Dark

engine
Air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, one overhead, toothed belt-driven camshaft, two valves per cylinder, desmodromic, wet sump lubrication, injection, Ø 45 mm, uncontrolled catalytic converter, 520 W alternator, battery 12 V / 16 Ah, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain.
Bore x stroke 80.0 x 61.5 mm
Cubic capacity 618 cm3
Compression ratio 10.7: 1
Rated output 44.3 kW (60 hp) at 9500 rpm
Max. Torque 53 Nm at 6800 rpm
Pollutant values ​​(homologation) in g / km
CO 0.310 / HC 0.397 / NOx 0.078

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, front disc brake, Ø 320 mm, four-piston fixed calliper, rear disc brake, Ø 245 mm, two-piston Fixed saddle.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/60 ZR 17; 160/60 ZR 17
Pirelli Diablo tires tested
mass and weight
Wheelbase 1440 mm, steering head angle 66 degrees, caster 94 mm, spring travel f / r 130/148 mm, seat height * 770 mm, weight fully fueled *
187 kg, payload * 203 kg, tank capacity / reserve 15 / 3.5 liters.

Two year guarantee
Service intervals every 10000 km
Color: Black
Power variant 25 kW (34 PS)
Price 6795 euros
Additional costs 250 euros

Technical data: HONDA CBF 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, 336 W alternator, 12 V / 6 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 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.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test
Michelin Pilot Road “B” / “R”
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, full weight-
fueled * 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 6,790 euros
Additional costs 170 euros

Technical data: HYOSUNG GT 650

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, constant pressure carburettor, Ø 39 mm, uncontrolled catalytic converter with secondary air-
system, alternator 280 W, battery 12 V /
10 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, chain.
Bore x stroke 81.5 x 62.0 mm
Cubic capacity 647 cm3
Compression ratio 11.4: 1
Rated output 57 kW (77 hp) at 9000 rpm
Max. Torque 68 Nm at 7500 rpm
Pollutant values ​​(homologation) in g / km
CO 4.670 / HC 0.620 / NOx 0.120

landing gear
Bridge frame made of steel, rear frame made of steel, upside-down fork, Ø 41 mm, adjustable rebound and compression damping, two-arm swing arm made of steel, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, Ø 230 mm, two-piston fixed caliper.
Cast aluminum wheels 3.00 x 17; 4.50 x 17
Tires 120/60 ZR 17; 160/60 ZR 17
Pirelli Diablo tires tested
mass and weight
Wheelbase 1435 mm, steering head angle 64.5 degrees, caster 85 mm, spring travel f / h 120 /
120 mm, seat height * 780 mm, weight with a full tank * 212 kg, payload * 188 kg, tank capacity 17 liters.

Two year guarantee
Service intervals every 4000 km
Colors blue, yellow, black
Power variant 25 kW (34 PS)
Price 5195 euros
Additional costs 175 euros

Technical data: KAWASAKI ER-6n

engine
Water-cooled two-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 38 mm, regulated catalytic converter, 336 W alternator, 12 V / 14 Ah battery, mechanically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain.
Bore x stroke 83.0 x 60.0 mm
Cubic capacity 649 cm3
Compression ratio 11.2: 1
Rated output 53 kW (72 hp) at 8500 rpm
Max. Torque 66 Nm at 7000 rpm
Pollutant values ​​(homologation) in g / km
CO 1.044 / HC 0.170 / NOx 0.052

landing gear
Trellis frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, spring-
leg, directly hinged, adjustable spring-
basis, double disc brake front, Ø 300 mm, double-piston floating calipers, disc brake rear, Ø 220 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test Dunlop D 221 »B«
mass and weight
Wheelbase 1405 mm, steering head angle 65 degrees, caster 106 mm, spring travel f / r 120/130 mm, seat height * 790 mm, weight with a full tank * 196 kg, payload * 178 kg, tank capacity 15.5 liters.

Two year guarantee
Service intervals every 6000 km
Colors yellow, silver, black
Power variant 25 kW (34 PS)
Price 6195 euros
Additional costs around 105 euros

Technical data: SUZUKI BANDIT 650

engine
Air / oil-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, fork rocker arms, wet sump lubrication, constant pressure carburetor, Ø 32 mm, uncontrolled catalytic converter with secondary air system, alternator 475 W, battery 12 V / 8 Ah, mechanically operated–
Actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 65.5 x 48.7 mm
Displacement 656 cm3
Compression ratio 10.5: 1
Rated output 57 kW (78 hp) at 10,100 rpm
Max. Torque 59 Nm at 7800 rpm
Pollutant values ​​(homologation) in g / km
CO 1.920 / HC 0.580 / NOx 0.150

landing gear
Double loop frame made of steel, telescopic fork, Ø 41 mm, adjustable spring base, two-arm swing arm made of steel, central spring strut with
Lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 290 mm, double-piston floating calipers, rear disc brake, Ø 240 mm, two-piston fixed 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 011 »J«, BT 020 »L«
mass and weight
Wheelbase 1440 mm, steering head angle 64 degrees, caster 108 mm, spring travel f / h 130/126 mm, seat height * 770/790 mm, weight with a full tank * 229 kg, payload * 211 kg, tank capacity 20 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue, red, black, silver
Power variant 25 kW (34 PS)
Price 6490 euros
Additional costs around 130 euros

Technical data: SUZUKI SV 650

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying transversely, two overhead, chain-driven camshafts each, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 39 mm, uncontrolled catalytic converter with secondary 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, load-bearing motor, telescopic fork, Ø 41 mm, adjustable
Spring base, two-arm swing arm made of aluminum-
um, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 290 mm, double-piston floating calipers, disc brake at the rear, Ø 220 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/60 ZR 17; 160/60 ZR 17
Tires in the test Dunlop D 220 »STL« / »SL«
mass and weight
Wheelbase 1440 mm, steering head angle 65 degrees, caster 102 mm, suspension travel f / h 130/137 mm, seat height * 810 mm, weight with a full tank * 194 kg, load * 206 kg, tank capacity 17 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue, black, red
Power variant 25 kW (34 PS)
Price 6330 euros
Additional costs 140 euros

Scoring: engine

The two finest two-cylinder, ER-6n
and SV 650, lie head to head. You dominate in Fahr-
dynamics and power delivery start without any problems thanks to injection. The full torque curve of the Suzuki-
The Kawasaki twin countered the V2 engine with a shorter over-
settlement. The third injection engine, Ducati’s 620, drops significantly in performance, but operates almost without load changes. The start and cold start behavior of the sophisticated Honda four-cylinder engine are disappointing. The clutch of the Hyosung is a tragedy. Inconspicuously good: the 650 bandit.

Scoring: chassis

Holds ample reserves and stability
the Ducati chassis ready, the one in the bigger monsters
has to cope with significantly more power. Also very much
Passable: the ER-6n, SV 650 and CBF 600 chassis, with individual weighting. Little falls in comfort-
oriented bandit, very strong against the Hyosung.
There is a lot of catching up to do in Korea in this chapter.

Scoring: Security

When it comes to braking, nobody can fool the ABS pioneer in this class, the Honda. However, the Bandit, which is equipped with an anti-lock braking system as standard, is hot on her heels and has the best headlights. Good brake dosage and reliable behavior
tilting increases the active safety of the Kawasaki. In December it comes with ABS. The SV goes without saying
as a fun mobile, therefore it keeps itself safe when it comes to the topic-
is called back not very posh. The Hyosung suffers from hers
lousy adjustable and toothless brake. The Monster would do well with a second brake disc, this one is in
the 400 Euro more expensive »Double Disc«.

Scoring: everyday life

Everything’s fine with the Bandit: equipment, Reich-
wide, payload. The Honda, Hyosung and Kawasaki saddles
less than 200 kilograms. The easy-to-maintain Ducati Monster, the lightest machine in the field, suffers from its large turning circle. The ER-6n and SV 650, which are also less than four hundred pounds, are easier to handle.

Scoring: comfort

The flat handlebars stretch Monster riders pretty much over the tank, only the Ducati accessories program offers a remedy. Honda, Kawasaki and Bandit are much more comfortable. Passengers sit particularly well on the CBF and Bandit, while the ER-6n offers some wind protection. One
Engine like velvet and silk: the smooth-running V2 from the SV.

Scoring: costs / environment

Kawasaki’s newcomer is particularly well presented in the cost section. The ER-6n is the cheapest in terms of consumption and inspection costs. Furthermore has
do they have top pollutant values ​​and the best value for money ?? along with the Hyosung. Which, however, is expensive to maintain due to outdated 4000 maintenance intervals, but does not quite keep up with the processing. SV and Baby-Duc do well, while CBF suffers from high consumption. In the middle, as so often: the Bandit 650.

Test result: KAWASAKI ER-6N

KAWASAKI ER-6n It brings tomorrow into today. With upbeat details, Euro-3-Twin and a simple, well-functioning chassis. It is also cheap in
Acquisition, inspection costs and consumption.

Test result: SUZUKI SV 650

SUZUKI SV 650 The magnificent V2 is one of the best motorcycle engines ever, only a G-Kat is missing. Not only externally, the elaborately made chassis has rough edges, a redesign of the fork is necessary.

Test result: HONDA CBF 600

HONDA CBF 600 You don’t have to love it,
it appeals to rational drivers who value ABS and functionality. But cold start manners, fuel consumption, pulling power and emissions from the small engine should be better.

Test result: SUZUKI BANDIT 650

SUZUKI BANDIT 650 Morally a winner. Thanks to standard ABS and increased displacement, the little robber has gained an enormous amount, the feeling is right. Despite the soft chassis: the Bandit has never been as valuable as it is today.

Test result: Ducati Monster 620 Dark

DUCATI MONSTER 620 DARK The Duc is spartan and economical. It benefits from the classless nimbus of its larger siblings. It only drops a little in terms of power, while the price is a little higher.

Test result: HYOSUNG GT 650

HYOSUNG GT 650 A good motor bike ?? the V2 succeeded from the start. What cannot be said in detail about the chassis, ergonomics and design, the gap to the established competition is still great here.

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