2010 Kawasaki Ninja 650 vs. 2009 Suzuki GSX650F vs. 2010 Yamaha FZ6R…

12 Май 2015 | Author: | Комментарии к записи 2010 Kawasaki Ninja 650 vs. 2009 Suzuki GSX650F vs. 2010 Yamaha FZ6R… отключены
Suzuki GSX 650 F
Suzuki GSX 650 F

Everyday sportbikes for everyday

Kawasaki ’s Ninja 650R, ’s GSX650F, and Yamaha ’s FZ6R are middle-weight sport-oriented bikes present a somewhat beguiling Compared to pure sportbikes, are less capable in some yet more capable in others.

they won’t edge out specialized machines at the racetrack, could be said to do better job in a variety of road riding – you know, the kind of riding people do when they need to rip to 160 mph, or drag a on a 70-mph kink, or brake into corners.

For starters, unintimidating ergonomics and tractable make them more for entry level riders – but again, they’re anything but beginner bikes, and for more on topic, check out our sidebar

For those who want to push sporting potential, these can still be plenty entertaining. they aren’t as intense – or – as 600cc supersport machines. but real-world performance is not that far off the

Given that “you can go so fast on the street,” in the right these machines will surprisingly well on a tight road against almost any

And in the meantime, if riders also to take longer rides – multi-day tours – or commute many may find a GSX650F, 650R, or FZ6R more at the end of the day, or day-after-day, as the case may be.

A lining in gray economic

Now having heard the positive here’s some mixed …

Unless we wanted to sneak a down from Canada, our for this 2010 review had to be a model. In light of a U.S. downturn, Suzuki decided except for the penny-pinching GV250, it is not present-year street models.

may sound like a handicap for S, but really, all three might as be 2009 models. Last the FZ6R was just launched, the 650R received an extensive and negligible changes were this year to either.

For matter, U.S. consumers are not offered anti-lock-brakes, although in markets, Suzuki and Kawasaki do ABS for the GSX650F and Ninja 650R known as the ER-6f).

The upside to less than inspiring is it’s really old news the U.S. should be deprived of the latest technology or bike the Euros or Canadians get from to time, and either way these are great bikes.

It would appear conditions have it something of a buyer’s market. All manufacturers are offering low percentage financing, and in some cases, priced leftovers may still be

Similarities and differences

For more reviews on versions of each click on the following names of the 650R. GSX650F. or FZ6R to write-ups for each.

Or if a summary do, here goes:

All three are cooled and electronically fuel-injected. The parallel-Twin displaces 649cc and at 11,000 rpm. The Suzuki’s displaces 656cc and redlines at rpm.

The Yamaha’s inline-Four is 600cc and at 11,500 rpm.

The Kawasaki’s was launched in the all-new European ER-6n (un-faired) and then worldwide in 2006 for the ER-6f aka Ninja 650). The twin-cylinder was a build based on a proven from the EX500 (Ninja but the 650 is more evolved, more and more potent.

The Suzuki’s comes from the 2007 650, a European model. In the Suzuki filled the hole by the discontinued Katana 600. unlike the Katana series used air-oil cooled adapted from first GSX-Rs of the late ’80s, the bike employed an all-new cooled engine and was not an over-bored or GSX-R engine.

The Yamaha’s is a retuned version from a R6. The FZ6R is essentially like a FZ6, albeit making due a tubular high-tensile steel instead of the … bike’s sophisticated alloy perimeter and lacking the un-faired bike’s rear tire. But the FZ6 is no longer in lineup.

This is a big part of why bikes could be considered sensible. Not having to scream to three times the rpm of your car could contribute to their makes for more sedate and grunt is still there needed without all the drama.

is a defining factor for any bike. But again, so is weight.

And here the Ninja – down in horsepower but its own with torque – that happens to be the lightest of the three. Its weight (full of fluids, to ride) is 450 lbs. The FZ6R is an respectable 467 lbs for the 49-state version, California models coming in at 469

The big Suzook, while having the muscles, otherwise looks the adolescent who needs counseling struggling through the childhood epidemic. At 531 lbs, the GSX650F is 81 more portly than the and 62 pounds heavier than the

Or just to throw a curve-ball in for additional perspective: the GSX650F 82 pounds more than a but makes about half the But then again, the GSX650F for $5,000 less, so there you go.

As for their weight, the three do so on the same spec tires – sport-touring compound 120/70-17 with 160/60-17 rears.

they all ride on standard 41mm forks and basic with spring-preload capability – too sophisticated here, but it all basically And fact is, a lot of riders with factory suspension don’t use – or good use of – all the extra adjustments even when they them.

Finally, and staying to the no-muss, no fuss mantra, all reliably put power to the ground smooth shifting six-speed

Marketing writers and moto mag alike often throw the term “entry level” describing middleweight motorcycles low seat heights and comfortable positions.

But if so, it’s at least partly they represent a mid-way in a world of motorcycles in which the limits are absolutely astonishing by of not so long ago.

While have spent engineering honing extremely light, yet tractable and inviting machines for the few decades, last time we human DNA is still the same as it was.

In 1980 a bike could turn a mid-to-low quarter-mile would have acceptance in a league of high-performance of 900cc to 1100cc displacement.

anyone with a credit can buy 600-650 cc bikes that are not-too-expensive, yet able to develop deceptively fast.

Anyone who has ridden a street motorcycle, and a 600cc sportbike for his or her first to be sure this is the right bike to start on, because are less powerful machines work great as well.

our liberty includes the right to unnecessary risk, and even the bikes of today have chassis, suspension and brakes to the power, a word to the wise still be in order.

We consider the Ninja 650R and FZ6R – any of can beat a Corvette to 100 mph – to be entry sportbikes . and not necessarily ideal for riders.

Mistakes in judgment on a are expensive and painful, so why add exceptional to the mix?

On the other hand, I was a Pentagon official last and he said they put young in the cockpit of aircraft, and the good soon see time in a fighter. His was well taken, but it’s true they train the out of these pilots, and only the who don’t wash out make the

You and I have nothing stopping us getting in over our heads but our own judgment.

We highly recommend honestly self-evaluate their for the challenges of handling a powerful

It is widely believed that proficiency on a dirtbike (or, at a bicycle) can be of some value. evidence also suggests if you are athletic, or have good great eyesight or spatial high level of manual eye-hand-coordination, and such, these too are to help you in learning to ride.

qualified training is also a idea.

And overall, if you think you be okay, who would we be to say these – or faster ones – aren’t They may be, and you may be fine.

We’ll you with advice we share our family or friends interested in Don’t walk before you can and don’t try to sprint until you are a walker. Use your head, the gear, and have fun.

As you expect, the Suzuki is dimensionally the longest, and may be the best for taller Suzuki claims a seat of just 30.3 inches, would make it the lowest of trio, but we measured an actual of 31.5 inches.

The Yamaha feels mid-sized but has a tricks that make it for larger riders too. One is a plastic plate under the saddle portion that can its standard 30.9-inch seat by over three-quarters of an inch

The Kawasaki has a 31.1-inch high stepped saddle that well for our shorter riders. with my 34-inch inseam, the sloped step to the passenger limits aft movement more I’d want – though not unbearably and with aftermarket saddle

Handlebar configurations for all bikes are with the Kawi having the vertical position. Another trick Yamaha adds is for its Its mount can be rotated to push the forward to just over of an inch (20mm).

All three use tubular handlebars that can be for different bends or rise. if you feeling ambitious.

Footpegs for all are reasonably neutral, not forward or rear-set. Again ironically, the Kawasaki’s pegs feel higher. Considering its tall handlebar, the case seems all the apparent for a lower handlebar to the sportbike package – that is, if performance you’re after, it’s fine.

All these may fold up legs and crunch a bit for riders with long because of their low saddles.

As the sportbikes they are, all have full fairings. As the they really are, are complemented by widely spaced and multi-functional instrumentation including gauges. All use traditional steel gas – enabling the use of magnetic tank if desired.

The Suzuki’s tank 5.0 U.S. gallons, the Yamaha’s 4.6, and the Kawasaki’s holds

All have bungee hooks, but the has a nice wrapped-around, rubber-coated rail, which is not only for strapping on groceries or duffel it gives passengers more to onto. Likewise the Suzuki has a which is better than which is all the Kawasaki has – no grab or the like.

These bikes can mid-to-low 12-second quarter and are still fuel sippers. the Suzuki’s and Yamaha’s EPA average is 43 mpg, and the Kawasaki’s is 48 mpg. Our for these not-yet-broken-in machines was in with these mileage

Thanks to EFI, they all instantly, idle smoothly, and rev Exhaust is routed via sophisticated converters to single-output mufflers. The is the most traditional – a single steel large canister

The Yamaha has a rather industrial but functional mid-section mounted The Kawasaki’s under-engine muffler is and svelte, fashioned in brushed

Stylistically – while this is a preference issue, and you can make up own mind looking at the pictures – offer a few comments, adding each bike has its pros and

The Suzuki we think looks a mid-sized ‘Busa from the and the GSX-R family heritage is Kevin Duke thinks rendition however is ungainly. the Yamaha has elements reminiscent of the R6 and seems to like it. The Ninja also has design elements the ZX-6 and ZX-10, but it is unique

We find its offset rear and “D-shaped” swingarm with frame plus artistically exhaust and “petal” style give it a look all its own, and a few of us it is pleasing in a modernistic sort of

The Suzuki we think looks a mid-sized ‘Busa from the

Frankly, you could see where the and engineers chose to spend the to detail – and RD money – to bring to these respective bikes, and they merely grabbed out of the company parts bin. bikes each have uniqueness merged with the to fill the bill at this point.

Having pretty ergonomics, tractable power, and pulling clutches, these are fine for plodding around or basking in the joys of sitting in

The big Suzuki, however, with a perceived center of gravity and more bulkiness, would be more intimating for novices – but not especially noticeable unless you the somewhat better balanced and Yamaha and Kawasaki.

The Suzuki’s does smooth out rougher and highway expansion joints, and we pick it as the most likely mount, although it does some buzziness, felt through the handlebar.

Suzuki GSX 650 F
Suzuki GSX 650 F

The Yamaha is pretty ergonomically accommodating, and with the seat and handlebar set for riders, it was do-able for my six-foot on a 280-mile day trip of mixed and canyon riding. MO guest Tom Roderick noted he felt the was hard, presumably because was spared to reduce it’s height.

As for the Kawasaki, in the view of tall Tom, “The position for the 650R feels the same old Ninja 500,” he “It feels like a small for a small person.”

This up with what I experienced, but I like the bike so much, I’d living with it or adjusting fit a new saddle.

I say this because the does a good job on tight, roads. Its light weight, and handlebars, if not too high, nevertheless let you this bike into an and plow through.

Its low-end is an asset, but it does not rip to quite the high as the Yamaha, which delivers smooth power low to high while building like the inline-Four it is.

Of the Yamaha, observes, “Its power better than expected. how much had been lopped off the I was afraid it was going to be wheezy. It was surprisingly responsive when Roderick on a brief jaunt.”

Tom observed, the retuned R6 motor is “a engine, strong mid-range, cleanly all the way to rev limiter, with throttle response.”

The Suzuki’s engine seems on midrange compared to the others, but is and gets the bike rolling when the tach needle racing to redline.

Even so, noted, “The Suzuki has a powerband. You wait for a hit that arrives. I expected more a 650cc four-cylinder.”

As you know, the is penalized by more weight to It also has the heaviest steering and its suspension can be overwhelmed when Further, it feels widest the knees.

This is especially after hopping off the Ninja, as the narrowest, and feels like a bike on street tires by

In between its two competitors, the Yamaha a great balance between and bulk. Tom says plainly ”the Yamaha is sportier the Ninja.”

His feeling also up with something Kevin’s about the FZ6R’s sound “The under-engine exhaust a surprisingly invigorating sound racier than expected,” observed, “It’s a nice to every ride.”

I can see everyone’s and don’t disagree, but I’m also the teacher who sees the potential in a and what it could be with a work.

But I’ll also the Ninja would need with its rear shock. It was the undersprung for my 185 pounds, and MO tester Ko and Tom also noted the bike around in bumpy corners. The handled noticeably better turning the stepped preload to full firmness.

All these have similar spec offering a firm lever The Yamaha’s brakes haul it from any speed without of an issue, and may be the best of the bunch, Tom noted the rear brake was too and prone to lock-up.

The Suzuki’s although utilizing 10mm rotors, work okay, but all that extra kinetic to scrub off, can’t the grace of Yamaha’s stoppers. The brakes do have enough but lack some of the sensitivity.

All bikes are marketed for entry-level Ironically, the one with the lowest height might also be the daunting for shorter riders or The Suzuki’s width means legs still have a stretch to terra firma.

the narrower Yamaha and Kawasaki, offer shorter effective to the ground.

The Kawasaki further a concession for smaller people maybe Suzuki and Yamaha take note of. In addition to adjustable brake levers, the 650R includes an adjustable clutch lever – Kawasaki to understand that if riders short legs, they’ll have small hands

Instrumentation is readable for all bikes in or night. Kevin noted the Suzuki’s white GSX-R-inspired are especially easy to read. And an area where the Ninja up short: It’s digital bar tachometer, while visible, is not as as a big analog gauge would be.

Although this is a “shootout,” we are mindful that the GSX650F, 650R and FZ6R are trying to be as as possible to everything for everybody.

tough to name a ”best” for first-time riders, commuters, day-trippers, enthusiasts looking for a bike, and more.

More most, these machines aim at a target. As such, this is what four experienced think after sampling bikes, while trying to guess what a wide of potential riders would

None of us preferred the Suzuki. Tom put it that it “lacks direction it doesn’t seem to be built for a novice or an experienced rider.”

experienced riders appreciated the more gave the Yamaha the up as the best all-arounder with capabilities.

So, the short answer is the is the official winner!

Since I listen to the beat of other however, I’ll add some impressions for what they are I like the Yamaha, but representing experienced buyers, I would to have seen higher

Having raced and street Four-Cylinder Suzukis back to the 80s, despite my jabs at the I’m less put out with it than one think. It felt familiar to me. I it easier to like than MO testers here, and think could adapt and grow of the bike in time.

And even if MO testers voted for the Yamaha, I’d the underdog award to the EX650R as the Ninja that could. I it because it is its own bike, not a watered-down and is therefore most unique. As noted, it is the lightest and might the most twisty road for experienced riders.

And, at a MSRP, it’s $800 than the Suzuki.

The $7,899 $7,390 ($7,490 in non-black options) FZ6R and Ninja offer real-world sporting They have enough power to wind them a couple-few gears – but not so much you’ll look down at the and see you’re accidentally doing 135

Given that all street are also limited while and braking, these bikes up a freshly brewed blend of carving prowess, plus a chance of comfortably getting you to school, the store, or out of town.


Suzuki GSX 650 F
Suzuki GSX 650 F
Suzuki GSX 650 F
Suzuki GSX 650 F
Suzuki GSX 650 F
Suzuki GSX 650 F
Suzuki GSX 650 F
Suzuki GSX 650 F
Suzuki GSX 650 F

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