Suzuki GSR 600, Triumph Street Triple, Yamaha FZ6 Fazer S2

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Suzuki GSR 600, Triumph Street Triple, Yamaha FZ6 Fazer S2
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Suzuki GSR 600, Triumph Street Triple, Yamaha FZ6 Fazer S2

Comparison test of mid-range bikes

Middle-class bread and butter? That was once. All the more since the Triumph Street Triple appeals to the 600 establishment with a radical and uncompromising concept: lighter, more aggressive and more extreme.

D.The timing was right. The Triumph Street Triple only took to the stage when interest in all the new products for the 2007 season had faded a little. On the new R-ones, Ducati 1098, the Bavarian, Austrian and Italian super, hyper and megamoto or the new big bandit. She then stepped confidently into the spotlight, as if to say: Look, people, middle class doesn’t just mean bread-and-butter bikes. It’s also easier, more aggressive, more extreme. And yet: The Briton does not hit the 600 league unprepared. Honda sent a brand new Hornet into action for the 2007 season, which the Street Triple countered in the first meeting (MOTORRAD 20/2007) and they ?? even if only with a tiny dot difference? referred to second place.

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Suzuki GSR 600, Triumph Street Triple, Yamaha FZ6 Fazer S2

Suzuki GSR 600, Triumph Street Triple, Yamaha FZ6 Fazer S2
Comparison test of mid-range bikes


Artist

Hunter and the hunted.

After all: The bigger Z 750 from Kawasaki could not hold a candle to the triumph. But there is even more competition waiting for the Street Triple. Suzuki left the path of virtue last year and added the GSR 600, which is much more radical in styling, 36 kilograms lighter and 15 hp more powerful, to the brave mid-range bike Bandit 650. How important Yamaha takes the middle class is shown by the fact that the FZ6 family has been expanded to include a third version, the FZ6 Fazer S2, after the bare FZ6 and the disguised FZ6 Fazer. Behind the abbreviation there are some differences to the two basic models. One-piece brake calipers from the FZ1 replace the screwed counterparts of the FZ6, a high-quality cast aluminum swingarm replaces the aluminum box swingarm and an analog tachometer replaces the hard-to-read digital version. A main stand is also available as an encore ?? the whole thing for a moderate 400 euros surcharge. In addition, the S2 is the only FZ6 with 98 hp as standard? instead of 78 hp for the basic models ?? delivered. However: The S2 also shows that Yamaha has other priorities. The handlebar swings higher and further back, the footrests are mounted two centimeters lower. Good for a more relaxed sitting position, bad for ambitious cornering.

The "Tingling factor"


Artist

Exchange of impressions.

But that’s exactly what the Street Triple wants to encourage its two colleagues to do. It irritates you shortly after you press the button with this metallic, throaty sound. Uuaah, it runs down your spine as cold as ice, the hairs on the back of your neck involuntarily stand up and you feel: the normal life, it will probably never happen on this motorcycle. Which initially didn’t impress the two Japanese women. The four-cylinder engines purr gently, as if they were sure of their cause. After all, these engines come directly from the 600 supersport models of the respective manufacturers. Tamer control times, changes to the channels and valves as well as an adapted engine management brought up the heaters more everyday manners.

It is logical that the top performance falls by the wayside. The GSR still conserves 99 of the 118 HP of the GSX-R 600. The drive of the Fazer S2 saves exactly 100 HP from the 122 HP propellant of the YZF-R6. However, both machines are nominally homologated for the 98 hp class, which is less insurable. In contrast to the specified with 106 HP ?? and measured with 104 hp ?? Street Triple, which thus received the most from the power of its 119 hp super sports sister, the Daytona 675.

The drive


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More, more, more: The Street Triple is addicted to curves.

What it shows not only in terms of top performance. The displacement advantage of twelve percent seems to have quadrupled when the Englishwoman competes. No engine in this class is so spontaneous, impulsive and direct. The slightest turn of the right hand, and the three-cylinder hisses aggressively, pushes vehemently from 2000 rpm, so as not to let go up to the speed limit of 12,500 rpm. Impressive, inspiring, euphoric. As calm as their pitch, the performance of the two four-four sets in cautiously. The Yamaha even more gentle than the Suzuki. First. With 4000 revs you can swim with both in city traffic, with 6000 tours you can cruise unobtrusively on country roads. Only when the excursion is supposed to get faster does the picture change. Then the super sporty roots of the four-cylinder drive out again. In other words: 7000 / min must be on the clock at the GSR, the Fazer needs another 1000 / min more for the sprint? despite its longer stroke compared to the GSR. Then both of them are over with the tranquility, the foursome roar hoarsely and loudly about their performance. And before 13,000 rpm (Suzuki) or 13,300 (Yamaha) is not the end. If you want. You don’t feel good with the intrusive soundscape. Especially since the noise in the upper regions is of little help when viewed objectively. From a standing start, the Triumph can keep up with up to 140 km / h and up to 200 km / h even pushes itself past the four-cylinder engines, which accelerate identically to a tenth of a second (see page 64).


Artist

The Yamaha is nice to the driver and also to the accompanying staff – not a matter of course.

Ultimately, however, such acceleration orgies are wasted, real life out on the country road looks different. What counts there are pulling power, suspension comfort, handling, the sheer driving pleasure. And sometimes less can be more. Less weight, for example. What the fully fueled 191 kilogram Street Triple suggests on the scales or when maneuvering in the garage, it plays to the full in the winding curves. Like a moped, the British woman lets herself be thrown from one bend into the next, falls into an inclined position at the slightest pressure on the thighs, and moves razor-sharp on the chosen line. Chapeau, it could hardly be better. The only thing that can ruin the Street Triple is the clearly noticeable load change reactions of the drive, which call for the smoothing of the clutch hand or the corrective use of the rear brake at the apex of tight bends.

A little more cumbersome, if this adjective is allowed at all in the agile 600 series, the two four-cylinder engines feel on such terrain. No wonder that separates the Triumph itself from the lighter of the two, the 212 kilogram GSR, a whopping 22 kilograms. That is why the Suzuki takes a little more time with everything, conveying the feeling of sluggishness solely through the beefy tank with a relatively wide knee joint. What about ?? especially if the driver does not experience the agility of the Triumph in direct comparison? quickly put into perspective. Then the Suzi blooms with every additional kilometer, pulling the driver more and more under its spell. Can be angled precisely into the bends, precisely follows the targeted lane, and the Triumph is clearly superior in terms of load changes. The squat sitting position remains a problem with forced wagging around bends. Above all, the hollow of the bench seat pushes the GSR driver obtrusively towards the handlebars. The relatively high footrests do the rest to make taller pilots call for more space.

You can find it on the 215 kilogram Yamaha. The handlebars that are pulled up and the low footrests alone make the FZ6 not only appear generously dimensioned, but also clearly distinguish it from the Street Triple and the GSR 600 in terms of its alignment. Instead of leaning aggressively over the handlebars, viewing the country road as a challenge, the Fazer driver sits enthroned above things in a relaxed manner. Which by no means means that the S2 passes as a tourist in this circle. The excellent suspension comfort encourages an increased number of strokes, especially on bumpy slopes, and the effective handlebar cover also makes it easy to maintain concentration for a long time. Nevertheless: The radical sharpness with which the Triumph and the Suzuki turn, the defined feedback, the virtually unlimited freedom of inclination, all of this gives the Fazer for this good portion of reason in their concept.

Sharp pricing


Artist

Nimble handling, lively engine, good chassis – the Suzuki also inspires on the country road.

It is understandable that the manufacturers have calculated sharply at prices below 8,000 euros. This can only be noted with the three at second glance. Only the Yamaha has a main stand, none of the trio knows adjustable clutch levers. The engine oil level can only be conveniently checked in a sight glass on the Suzuki, and only on the Triumph can the air pressure be easily measured using angle valves. The damping can only be adjusted on the Suzuki shock absorber ?? The dictate of the need to save and therefore acceptable. Also because ABS is part of the standard equipment? except for the Street Triple. An ABS will be offered to them at the end of 2008 at the earliest. Which is why the Englishwoman has to be chalked up as a big flaw at the moment. Even if the brake itself fits the character of the Street Triple exactly: One finger on the lever is enough for force braking or stoppies. Fine.

The Suzuki’s braking system is also impressive in this price range. A sensitive and effective ABS with a deceleration of 9.4 m / s in the upper range of all ABS systems (MOTORRAD Top-Test 2/2006) rehabilitate the somewhat dull response of the Tokico stoppers in normal operation. The Yamaha Nissin system behaves in a more or less mirror image. First-class in response and moderate in hand strength, this combo clearly outshines the version installed in the FZ6 basic models. Only in the extreme range does the ABS, which is extremely insensitive, screw up the all-round convincing performance. Despite the extremely limited setting options for the spring elements, this is also provided by the basic chassis tuning of the fun vehicles. Of course, the setup of all three tends too much in the direction of comfort for the very tough gassing, which makes life on this side of the last groove more pleasant. And that’s right. Only radical late brakes will call for more toughness from the Triumph and the Yamaha front. The fork and, above all, the rear part of the GSR 600 are well matched, which can cope with small waves just as convincingly as sharp-edged distortions and at least the rebound damping can be readjusted.

landing gear


Artist

The comparison test is coming to an end.

The Triumph rear acts a touch too soft, which could use more compression damping and a harder spring, especially in two-person operation. Speaking of co-drivers: Eckenwetzer are not family carriages. The passenger is not happy either on the Triumph or on the Suzuki, both of which require little space and a tight knee angle to be adaptable or able to suffer. Ultimately, the accompanying staff only like to stay on the comparatively spacious Yamaha for a long time. Which, by the way, fits the set character of the S2 again. Just illogical that just the Fazer ?? both on the fork and on the shock absorber ?? is clearly the softest in this trio in terms of spring stiffness and damping and therefore reaches its limits fastest with a pillion passenger.

Lighter, more aggressive, more extreme? No question about it, the Street Triple lives up to its claim. But in an unexpected, intelligent way. It deliberately leaves out topics such as wind protection, pillion suitability or ABS, in order to still focus on much more than the essentials. Its razor-sharp chassis puts forward, the unexpectedly comfortable suspension and successful ergonomics pass on the pass and ultimately this grandiose engine transforms. No question about it, a worthy winner in front of a Yamaha FZ6 Fazer S2 as vice boss. One who asks other questions. Sensible ones. And that also convinces a different clientele. Those who, despite all their enthusiasm for these lively 600cc country road robbers, also consider the motorcycle topic rationally. The Suzuki is only beaten at first sight. On closer inspection, it can perfectly merge reason (ABS, price, workmanship) and fascination (optics, sporty chassis design) and thus manage the balancing act between the extreme triumph and the brave Fazer. A thankless job? even if she succeeds well.

Technical specifications

Suzuki GSR 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, injection, ø 38 mm, regulated catalytic converter with secondary air system, 375 W alternator, 12 V / 8 Ah battery, mechanically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain.
Bore x stroke 67.0 x 42.5 mm
Displacement 599 cm3
Compression ratio 12.5: 1
Rated output 72.0 kW (98 PS) at 12,000 rpm Max. Torque 65 Nm at 9600 rpm

landing gear
Bridge frame made of aluminum, telescopic fork, ø 43 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, front disc brake, 310 mm diameter, four-piston fixed calipers, rear disc brake, 240 mm diameter, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Bridgestone BT 014, rear N, front SN

mass and weight
Wheelbase 1440 mm, steering head angle 64.8 degrees, caster 104 mm, spring travel f / h 130/134 mm, seat height * 800 mm, weight with a full tank * 212 kg, load * 218 kg, tank capacity / reserve 16.5 / 4 0 liters.
Warranty two years
Service intervals every 6000 km
Colors Black, Silver, Blue, Red
Power variant 25 kW (34 PS)
Price 7290 euros
Additional costs 135 euros

Triumph Street Triple

engine
Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, ø 44 mm, regulated catalytic converter with secondary air system, 402 W alternator, 12 V / 7 Ah battery, mechanically operated multiple discs – Oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 74.0 x 52.3 mm
Cubic capacity 675 cm³
Compression ratio 12.65: 1
Rated output 78.0 kW (106 hp) at 11700 rpm Max. Torque68 Nm at 9200 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, ø 41 mm, two-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, ø 308 mm, double-piston floating calipers, disc brake at the rear, ø 220 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the Dunlop Qualifier test
mass and weight
Wheelbase 1395 mm, steering head angle 65.7 degrees, caster 95 mm, spring travel f / h 120/126 mm, seat height * 830 mm, weight with a full tank * 190 kg, payload * 191 kg, tank capacity 17.4 liters.
Warranty two years
Service intervals every 10000 km
Colors Green, White, Black
Output variants ** 25 kW (34 PS) 72 kW (98 PS) 
Price 7350 euros
Additional costs 250 euros

Scoring

engine
There is not even a discussion about the engine. The strongest torque, the fastest acceleration, the most perfect response – the Triumph three-cylinder unit combines all the best values. However, also the largest displacement. In this respect, the four-cylinder squad remains only the fight for the place of honor. And that goes to the GSR 600 unit. The smooth running and controllability of the clutch and gearshift are above the level of the Fazer engine. The Suzuki also pulls through better than the Yamaha propellant despite the short-stroke concept. The weak acceleration of the Fazer is mainly due to their gearbox, which is too long.

Winner engine: triumph

landing gear
The key discipline number two, the chassis classification, also goes to Triumph. Handling, steering precision and cornering stability are top notch. The only thing missing is the adjustment options for the spring elements. The Suzuki is not only better equipped in this regard, but also more homogeneous in the basic setup. The Fazer is always one step ahead of the GSR in terms of pure driving characteristics (handling, steering and cornering behavior). Yamaha focuses on other criteria: quiet driving behavior (straight-line stability) and chest suspension (front and rear suspension, suspension comfort) are the strengths of the FZ6.

Chassis winner: triumph

MOTORCYCLE test result

1st place: Triumph Speed ​​Triple
Top. The Triumph impresses with its strengths in weight, handling and engine. The only thing missing is an ABS.

2nd place: Yamaha FZ6 Fazer S2
The voice of reason! Wind protection, good brakes, pillion suitability. Such arguments also make friends.

3rd place: Suzuki GSR 600
The GSR lies between the extreme Triumph and the sensible Yamaha. But the specialists make the race.

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