Test: Comparison test of Honda CB 600 F Hornet, Kawasaki Z 750, Suzuki GSF 650 Bandit, Suzuki GSR 600 ABS // Comparison test: naked motorcycles 600-750

The test brush would be perfect if it was joined by a Yamaha FZ6 S2, which we were unable to obtain in our engine tests. Not in Slovenia, not with colleagues from Moto Puls. However, we had the opportunity to test four complete motorcycles with 600cc inline-fours.

"Zed" Kawasaki differs from others by one and a half deciliters, but still can compete directly with six-pointers. Literally these days, the two-cylinder Aprilia Shiver comes into the game of stripped-down middleweights, able to seduce many buyers with its Italian charm to the Japanese ... Maybe we'll try it along with the others next year.

Let's briefly describe the fighters this time. The Honda Hornet underwent a major overhaul this year: it was provided with a lighter aluminum frame on which to hang an appropriately redesigned Supersport CBR engine, disguised in a kit that looks almost nothing like the old, classic Honda Hornet anymore. The round headlight has been replaced with a more aggressive triangle, and the exhaust from under the right-hand side of the seat has found its place under the transmission. It should be so modern today.

Some fell in love with the new Honda, others claim that the designers threw it into the dark. However, the development engineers definitely deserve congratulations, as they managed to reduce the weight well below 200 kilograms and put the novelty in the lowest position when it comes to weight.

Kawasaki? Ahhh, anger at first sight. The Z 750, which looks after its 1.000 cc sibling, has enjoyed great success since its launch as it offers a lot for its price. This year they redesigned the exterior, installed a new subframe, improved suspension and brakes, and made sure the engine reacts better at mid-range. It also has a new, very neat instrument panel, which houses an analogue tachometer and a smaller digital display showing speed, daily and total mileage, hours and engine temperature.

This is followed by two products from the same manufacturer, but with completely different personalities. Outwardly, the bandit has not changed over the years. It pleases those who adhere to the classic image, with round light and hood where it has always been. This year it gets a liquid-cooled unit, a lower (adjustable) seat, a smaller fuel tank per liter, and some new components like brakes and suspension.

The frame is a tubular steel known for its maneuverability – the old man is by far the heaviest of the competition. It was a good move to steal the dashboard from the 1.250cc Bandit. M, which is clearly visible and consists of a classic tachometer and a digital display. They impress with signal lights visible even in sunny weather. Perhaps we could add an engine temperature display.

The younger brother is more capricious. It hit the market after the B King prototype was shown to the world and the market yelled, “This is what we want! “We had the opportunity to test the GSR last year. In the comparative test, he outstripped his rivals and took first place. Sporty are the tailpipes under the seat and the tachometer dial, which only stops at 16 rpm, and the hair tingles with a sharp sound when the unit turns towards the red field. It is a pity that the inverted fork was not given to him, because the classic (albeit good) for such an athlete does not suit the best possible way.

I wonder what the differences are when we just ride horses. The Z stands out most where he sits high and is very aggressive. The hard seat and wide-open flat handlebars give the driver the impression that the Kava is also hiding the supermoto gene. However, the seat is very uncomfortable, which can be uncomfortable on long journeys. Or not, depending on the condition of the driver's buttocks. This is what pampers the Bandit saddle the most.

The height-adjustable seat is comfortable for both, and the steering wheel is also shifted higher towards the driver. Honda and Suzuki are somewhere in between: neutral and just fine - sort of a compromise between the above. The GSR boasts a large steering angle, making it easy to maneuver around town.

After turning the key and pressing the start button of the device, four different "tricks" sound. Kawasaki rotates with deepest bass and is dangerously close to a thousand in sound. The bandit is the quietest and makes the most whistling sound when the rudder is slightly turned. The GSR, with its twin tailpipes under the rear, screams loudly like supercars. Honda? A classic four-cylinder howl that sharpens when cornering.

What a pleasure it is to chase them on the racing asphalt! It seems that the runway at Novi Marof was created for 600cc “bare” (the Grobnik would be too long and our small kart tracks are too closed and too slow), so it was easy for us to chase test nudists and adapt to the photographer's lens. Now on one, then on the other engine. “Yes, I haven't switched directly from Honda to Kawasaki yet. Hey, let me swap places? Just a little to write something down ... ”It was like that. He loves all day long. Impressions?

Time and time again, we've been looking forward to Honda's Hornet. This two-wheeler is so light between the legs that it's a real pleasure to load it around corners. He obeys commands without hesitation and confidently turns right where the driver wants. It inspires confidence and makes you feel good, even when you drop it deep into the slope in the longest corner. So in the end, among my notes there was only one minus. If it ever gets into my garage, the steering wheel will be quickly replaced with a wider, sportier one.

For example, something like the Kawasaki Z. If we switch to it from the Honda Hornet or GSR, it feels like it weighs a few pounds more. Not only when driving on the spot, but also when passing sports corners, this takes a little getting used to. The driver needs a little more energy to change direction quickly and, oddly enough, the Kava also behaves in a corner. It doesn't have true directional stability like the GSR and Hornet. It impresses more with its superior drivetrain and brakes that stop the best of the competition.

After a few laps, when the head gets used to the fact that the aforementioned instability is not nonsense, the ride can become insane. As befits the most aggressive design among those tested. Thanks to the larger volume, the unit produces power very well even at low revs and does not surprise the driver with sharp jumps in the power curve. At maximum speed, he goes fast, damn fast.

In terms of power behind it, it is closely inferior to the GSR. Nothing special happens in the lower and middle revs. However, when the pointer touches the number 9 ... Just grab the steering wheel well. The Mini B King wakes up instantly and the front wheel can lose ground under the rubber when exiting corners. Due to the sporty nature of the unit, it needs a dedicated motorcyclist with experience for good times.

The clutch feels very good when starting off or releasing under hard braking, which is not the case with the gearbox. You need to get used to it for several kilometers, otherwise, with a sharp and quick shift, it may happen that the gearbox remains in the wrong gear. When driving hard, we noticed that the brake lever lends itself too much and, when braking with two fingers, comes too close to the ring finger and little finger. Otherwise, the GSR is very lightweight, agile and stable while driving, a real little sport toy.

Bandit? He has the most humiliating name and the least sporty temperament. Despite the new heart pump, the old man is a little awkward in the company of the young. He knows the weight and classic design, so he requires more determination from the owner when maneuvering. The brakes for a sporty ride lack sharpness and normal road traffic is sufficient. Degrader pleases with other features: a large and soft seat, a conveniently installed steering wheel, good classic mirrors and, no less important, an attractive price. Above all, the latter must not be overlooked!

What about thirst? The comparative test consisted of driving on the race track and on the road, and the results of the consumption measurement were as follows. The most voracious is Kawasaki, whose average consumption was as much as 7 liters per 7 kilometers. Directly behind it is the GSR, which we liked to "squeeze out" more than necessary due to the live unit. Consumption: a little less than seven and a half liters. Honda's fuel consumption was very wide and fluctuated depending on the requirements of the driver. The average stopped somewhere at 100. The most wallet-friendly is the Bandit, which had 6 liters of unleaded fuel per 8 kilometers.

Let's start from the last place this time. Despite the Bandit's merits listed above, we didn't hesitate to put it in an ungrateful fourth place. If you want a bike that is comfortable, proven and affordable, and if you are not a sport rider, the GSF 650 is a good choice. Check out the S version, which also provides good wind protection. However, the first three were more difficult to determine. Everything is better somewhere, worse somewhere. The opinions of motorcyclists also differ - some focus on appearance, others on performance.

We put Kawasaki on the third step. It's perfectly designed, with a good drivetrain and at the same time not too expensive, but compared to the rest, we were concerned about its bulkiness and a little bit of instability in the corners. Suzuki GSR finished second. Last year the Honda Hornet breathed down his neck as a winner, but this year the result was the opposite. What does he lack? A gearbox that works better, a more supple engine, and a bit of space under the seat, since the exhaust system steals everything there. So, the winner is the Honda Hornet. Because it is immediately familiar to every driver and because it is really good for cornering. And this is the most important thing.

Well, the dealer's current promotional price also influenced the decision, as the Honda CB 600 F is no longer (too) expensive this year.

1st city: Honda CB 600 F Hornet

Test car price: € 7.290 (special price € 6.690)

engine: 4-stroke, 4-cylinder in-line, liquid-cooled, 599cc, electronic fuel injection

Maximum power: 75 kW (102 hp) at 12.000 rpm

Maximum torque: 63 Nm at 5 rpm

Energy transfer: 6-speed gearbox, chain

Frame: aluminum

Suspension: 41mm inverted front fork, rear adjustable single shock

Tires: before 120/70 R17, rear 180/55 R17

brakes: front 2 discs 296 mm, twin-piston calipers, rear 1 disc 240, single-piston caliper

Wheelbase: 1.435 mm

Seat height from ground: 800 mm

Fuel tank: 19

Weight: 173 kg

Representative: AS Domžale Motocenter, doo, Blatnica 3a, Trzin, www.honda-as.com

We praise and reproach

+ lightness

+ driving performance

+ gearbox

+ brakes

- Not everyone likes

– price

2. Seat: Suzuki GSR 600 ABS

Test car price: € 6.900 (€ 7.300 ABS)

engine: 4-stroke, 4-cylinder in-line, liquid-cooled, 599cc, electronic fuel injection

Maximum power: 72 kW (98 hp) at 12.000 rpm

Maximum torque: 65 Nm at 9.600 rpm

Energy transfer: 6-speed gearbox, chain

Frame: aluminum

Suspension: classic 43mm fork at the front, single adjustable shock at the rear

Tires: before 120/70 R17, rear 180/55 R17

brakes: front 2 spools 310 mm, jaws with four rods, reel at the back 240, jaws with one rod

Wheelbase: 1.440 mm

Seat height from ground: adjustable 785 mm

Fuel tank: 16, 5 l

Weight: 182 kg (188 kg z ABS)

Representative: Moto Panigaz, doo, Jezerska cesta 48, Kranj, www.motoland.si

We praise and reproach

+ powerful engine with a sporty character

+ driving performance

+ switch

– Brakes could be better

- Gearbox needs some getting used to

3rd place: Kawasaki Z 750

Test car price: € 6.873 (€ 7.414 ABS)

engine: 4-stroke, 4-cylinder in-line, liquid-cooled, 748cc, electronic fuel injection

Maximum power: 78 kW (107 hp) at 10.500 rpm

Maximum torque: 78 Nm at 8.200 rpm

Energy transfer: 6-speed gearbox, chain

Frame: steel pipe

Suspension: 41mm inverted front fork, rear adjustable single shock

Tires: before 120/70 R17, rear 180/55 R17

brakes: front 2 spools 300 mm, jaws with four rods, reel at the back 250, jaws with one rod

Wheelbase: 1.440 mm

Seat height from ground: 815 mm

Fuel tank: 18, 5 l

Weight: 203 kg

Representative: Moto Panigaz, doo, Jezerska cesta 48, Kranj, www.motoland.si

We praise and reproach

+ bold design

+ aggressive driving position

+ power

+ gearbox

+ brakes

+ price

– comfort

- cornering instability

- frosted mirrors

4.Mesto: Suzuki GSF 650 Bandit

Test car price: € 6.500 (€ 6.900 ABS)

engine: 4-stroke, 4-cylinder in-line, liquid-cooled, 656cc, electronic fuel injection

Maximum power: 62 kW (5 hp) at 85 rpm

Maximum torque: 61 Nm at 5 rpm

Energy transfer: 6-speed gearbox, chain

Frame: steel pipe

Suspension: classic 41mm fork at the front, single adjustable shock at the rear

Tires: before 120/70 R17, rear 180/55 R17

brakes: front 2 x 310 mm, four-piston calipers, rear 240 disc, two-piston calipers

Wheelbase: 1.470 mm

Seat height from ground: adjustable from 770 to 790 mm

Fuel tank: 19

Weight: 215 kg

Representative: Moto Panigaz, doo, Jezerska cesta 48, Kranj, www.motoland.si

We praise and reproach

+ flexible motor

+ comfort

+ price

+ mirrors

- weight

- hard gearbox

- brakes lack power

- outdated design

Matevž Gribar, photo: Željko Puscenik (Motopuls)

• Basic data

  Test model cost: € 6.500 (€ 6.900 from ABS) €

• Technical information

  engine: 4-stroke, 4-cylinder in-line, liquid-cooled, 656cc, electronic fuel injection

  Torque: 61,5 Nm at 8.900 rpm

  Energy transfer: 6-speed gearbox, chain

  Frame: steel pipe

  brakes: front 2 x 310 mm, four-piston calipers, rear 240 disc, two-piston calipers

  Suspension: 41mm front inverted fork, rear adjustable single shock / 43mm front classic fork, rear adjustable single shock / 41mm front inverted fork, rear adjustable single shock / 41mm front classic, rear adjustable single shock

  Growth: adjustable from 770 to 790 mm

  Fuel tank: 19

  Wheelbase: 1.470 mm

  Weight: 215 kg

We praise and reproach

Mirror

price

comfort

elastic motor

switch

a powerful unit with a sporty character

brakes

Transmission

driving performance

ease

outdated design

brakes lack sharpness

rigid gearbox

weight

the gearbox requires getting used to

price

brakes could be better

not everyone likes it