The verdict of the bench
Can not make this comparison A2 motorcycles without a passage dyno. During our test, some were freshly clamped, the Suzuki we recovered the case in extremis, and showed few kilometers (163 miles departure for Suzuki, we have added him 450 in this test), but less, all the bikes were checked.
Manufacturers would they confused the maximum power to the wheel and returned to the crankshaft? Anyway, if there is some excess, motorcycles are indeed clamped with curves disclaim all sooner or later, whether for power or torque.
Honda CB500F (blue curves ) offers very linear curves, with a gradual rise of the power that gives this little sporty. The couple remains flat and often grazes its maximum value, which is the healthy twin parallel to all plans: a complete engine and a sports coat.
Honda NC700S (green curves), revealed as experienced on the road, actually shorter range system: over the past image or 6000 rev / min. However, it has a sacred torque (6.8 kgm) which feels quite common in gaits, but its long transmission does not allow it to dominate other times in spite of this strong point.
Kawasaki Z800e (black curves) is well illusion to 6000 rev / min, between power and torque climbs right up to 4000 rev / min, and then the clamp (mechanical and electric bilge shunt) intervenes to curb his natural enthusiasm. For example, the transition to a torture bench seemed to go to extort all his horses at the top.
Suzuki Gladius (red curves), constrained by specific ECU housing is pretty amazing. Up to 6 500 r / min, it was almost a case Gladius in free version. Power climbs steadily to 6500 rev / min (approx 52 hp), while torque shows a nice rounded to 4000 rev / min. This explains its legal force and current speeds. Then, the housing stop his outbursts, which explains for example that the Gladius not speed climbs past 170 km / h. . Sufficient in actual use
the Yamaha XJ6 (yellow curves) shows curves of power and torque to correct a little more than 5 000 r / min, and then the clamp had its effect and reduces flights furious with the 4 - cylinders is capable as standard.
Honda CB500F (blue curves ) offers very linear curves, with a gradual rise of the power that gives this little sporty. The couple remains flat and often grazes its maximum value, which is the healthy twin parallel to all plans: a complete engine and a sports coat.
Honda NC700S (green curves), revealed as experienced on the road, actually shorter range system: over the past image or 6000 rev / min. However, it has a sacred torque (6.8 kgm) which feels quite common in gaits, but its long transmission does not allow it to dominate other times in spite of this strong point.
Kawasaki Z800e (black curves) is well illusion to 6000 rev / min, between power and torque climbs right up to 4000 rev / min, and then the clamp (mechanical and electric bilge shunt) intervenes to curb his natural enthusiasm. For example, the transition to a torture bench seemed to go to extort all his horses at the top.
Suzuki Gladius (red curves), constrained by specific ECU housing is pretty amazing. Up to 6 500 r / min, it was almost a case Gladius in free version. Power climbs steadily to 6500 rev / min (approx 52 hp), while torque shows a nice rounded to 4000 rev / min. This explains its legal force and current speeds. Then, the housing stop his outbursts, which explains for example that the Gladius not speed climbs past 170 km / h. . Sufficient in actual use
the Yamaha XJ6 (yellow curves) shows curves of power and torque to correct a little more than 5 000 r / min, and then the clamp had its effect and reduces flights furious with the 4 - cylinders is capable as standard.
Power and torque readings to the crankshaft (CE95 / 1 standard):
Honda CB500F (blue curves): 49.9 hp at 7986 rev / min, 4.9 kgm at 6164 rpm / min Honda NC700S (green curves): 50.4 hp at 6041 rev / min, 6.8 kgm at 4159 rpm / min Kawasaki Z800e (black curves): 55.2 hp at 9060 rev / min, 5.9 kgm at 4086 rpm / min Suzuki Gladius 650 (red curves): 52.6 hp at 8011 rev / min, 5.9 mkg at 3965 rev / min Yamaha XJ6N (yellow curves): 52.3 hp at 11,502 rev / min, 5.1 kgm at 4366 rev / min
Power and torque returned to the wheel
Honda CB500F (blue curves): 45.5 hp at 7986 rev / min, 4.5 kgm at 6164 rpm / min Honda NC700S (green curves): 46 hp at 6041 rev / min, 6.2 to 4 mkg 159 rev / min Kawasaki Z800e (black curves): 50.4 hp at 9060 rev / min, 5.4 kgm at 4086 rpm / min Suzuki Gladius 650 (red curves): 48.1 hp at 8011 rev / min, 5, 4 kgm at 3965 rev / min Yamaha XJ6N (yellow curves): 47.7 hp at 11,502 rev / min, 4.7 kgm at 4366 rev / min
Speed and played on the counter, calibration schemes:
Honda CB500F:
130 km / h, 126 km / h real, 6100 rev / min
90 km / h, 87 km / h real, 4100 rev / min Honda NC700S: 130 km / h 123 km / h real, 4 000 r / min 90 km / h, 83 km / h real, 2900 rev / min Kawasaki Z800e: 130 km / h, 126 km / h real, 6000 rev / min 90 km / h, 87 km / h real, 4 000 r / min Suzuki Gladius 650: 130 km / h, 125 km / h real, 6000 rev / min 90 km / h, 86 km / h real, 4100 rev / min Yamaha XJ6N: 130 km / h, 124 km / real h, 7000 rev / min 90 km / h, 85 km / h real, 4900 rev / min
At 130 km / h in sixth, 3000 rev / min to separate the Honda NC700S Yamaha XJ6N! This explains why the Honda seems to idle: pleasant enough on a long highway connection while cranking Yamaha seems like a small displacement. But Honda wanted to extend the transmission NC700S to lower the engine speed and average fuel consumption.
Conversely, Yamaha and Kawasaki did take shorter their motorcycles to improve times and it works, they have current best times with the Gladius.
Conversely, Yamaha and Kawasaki did take shorter their motorcycles to improve times and it works, they have current best times with the Gladius.
Average consumption recorded during the test:
Honda CB500F: 4.3 l/100 km (3.7 l/100 km mini, max 5 l/100 km) Honda NC700S: 4 l/100 km (3.7 l/100 km Mini, Maxi 4.2 l/100 km) Kawasaki Z800e: 5.4 l/100 km (min 4.9 l/100 km to 5.9 l/100 km max) Suzuki Gladius: 4.9 l/100 km ( mini 4.6 l/100 km to 5.3 l/100 km max) Yamaha XJ6N: 5.2 l/100 km (4.5 l/100 km mini, max to 5.8 l/100 km )
It was a foregone conclusion, but the Honda NC700S remains the most economical of our merry band. Only the small Honda CB500F as she reaches down to below 4 l/100 km. In general, the NC700S is the most consistent in terms of consumption, it is still an advantage to the year for those who drive a lot.
Kerb Weight checked:
Honda CB500F: 193 kg (93.6 front, 99.4 rear), 192 kg announced Honda NC700S ABS: 215.6 kg (103.6 AV 112 AR), 215 kg announced Kawasaki Z800e: 227.4 kg (114 , 4 front, 113 rear), 226 kg announced Suzuki Gladius ABS: 206.6 kg (99 AV, AR 107.6), 205 kg announced Yamaha XJ6N ABS: 215 kg (106.4 AV 107.6 AR) 210 kg announced
The Honda CB500F is by far the lightest, yet its modern design ignores the finest materials, even if it has only one front brake disc. Behind, there is a shot more or less grouped and Kawasaki Z800e peaking at the top of the poster, with nearly 230 kg. FYI, a Triumph Speed Triple R ABS, not the lightest big roadsters, weighs 219.4 kg ...
Clamping methods:
Here we have two schools: the Honda which are limited by design to 35 kilowatts (less than 48 hp), and therefore, will not hamper or are indébridables, and others. Here's how the manufacturers process.
- Kawasaki Z800e: Wedge clamp on the fuel rail plus electric shunt CDI unit. The cost of the part (a block) was € 23.96 plus about 2 hours of labor at a cost of about 145 € depending on the network. Handling is reversible.
- Suzuki Gladius 650: flanging uses a specific ECU box that acts on the injection and ignition. This box costs 100 € and the workforce is reduced costs around € 120 depending on the network.
- Yamaha XJ6N: as the Kawasaki, it is a mechanical clamp placed on the fuel rail which limits the opening horns of the fuel rail. No electrical shunt here however. As well as the Z800e is sensitive to the throttle, which takes a very short while drawing. The room costs 49 € and with manpower plan € 160 depending on the network.
- Kawasaki Z800e: Wedge clamp on the fuel rail plus electric shunt CDI unit. The cost of the part (a block) was € 23.96 plus about 2 hours of labor at a cost of about 145 € depending on the network. Handling is reversible.
- Suzuki Gladius 650: flanging uses a specific ECU box that acts on the injection and ignition. This box costs 100 € and the workforce is reduced costs around € 120 depending on the network.
- Yamaha XJ6N: as the Kawasaki, it is a mechanical clamp placed on the fuel rail which limits the opening horns of the fuel rail. No electrical shunt here however. As well as the Z800e is sensitive to the throttle, which takes a very short while drawing. The room costs 49 € and with manpower plan € 160 depending on the network.
Usability
(Group top view):
These bikes are more or less accessible following templates. If you measure less than 1.70 m high and Kawasaki Heavy will be difficult to manage. If you measure more than 1.80 m, or the Honda CB500F Suzuki Gladius will seem a little cramped. Honda NC700S or Yamaha XJ6N are most welcoming. Side duo, Yamaha or Honda NC700S are better armed with more inhabitable stools, good passenger handles.
Equipment
What equipment to facilitate daily life, especially when you begin? Here is a small selection of what we used:
The Honda CB500F is actually stripped (no adjustable levers, little space under the seat), but it has all the same warnings and a comprehensive dashboard with gauge fuel, clock and various trips, just the basics really.
The Honda CB500F is actually stripped (no adjustable levers, little space under the seat), but it has all the same warnings and a comprehensive dashboard with gauge fuel, clock and various trips, just the basics really.
Honda NC700S has a comprehensive dashboard, especially the warnings and safe to funky headphones everyday. It allows you to store a full-face helmet, size L or even such a raincoat or theft, a real plus for those who ride every day, especially in town.
Kawasaki Z800e is all about the look from the point of abandoning the passenger seat for example, or the readability of the dashboard, but it has little hooks under the seat to secure tensioners, practices remains of the ancient ZR7.
Suzuki Gladius does not show more practical than the average, but it has an adjustable brake lever, a table edge readable and especially a gear indicator, which helps the good conduct of a look when you do unclear on what it is exactly report.
Yamaha XJ6N is for beginner (s) and sometimes they do not or have large fingers, unlike the Honda CB500F suffering levers too far and not adjustable, the Yamaha has a setting spacer brake lever, plus a comprehensive dashboard and warnings.
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