Todays article is about the comparison review of Honda CB500F vs Honda NC700S vs Kawasaki Z800e. With are the arrival of the new European license, you numerously require which motorcycle is approved to you to choose? Bikescatalog.com carried out this comparative to simplify you the task.
Since January 19th, 2013, the regulation of the motorbike license changed. With the installation of the motorbike license A2 European, which aims at standardizing the licenses of the European Union, the access to the power is done by stage and evolved since the law of the 34 horses.
Honda CB500F vs Honda NC700S vs Kawasaki Z800e – Features Comparison
Today, the maximum limit of power for an approved motorcycle A2 of the year 2013 is of 35 kw (less 48 ch) subject to not exceed in weight ratio/maximum power of 0.2 kw/kg. Also a too light motorcycle must be attached.
Moreover, the maximum power cannot result from fastening a motorcycle developing more of the double of its maximum power. In the facts, to be approved A2, a motorcycle should not thus exceed 95 ch by construction.
To add to the complexity management system, know that waiting for a relaxation of the new regulations, it is not possible to constrain a model in 2012 to conform to the A2 license: only 2013 models are eligible for reasons of administrative simplification.
Lastly, the motorcycles of 25 kw (34 ch) are not consuisibles by the holders of the A2 license… Here is a new legislation which will not facilitate the access to the motorcycle for the less fortunate beginners. But let us delight owe the models which are available and not the least!
Five stars of the market of the A2 motorcycles to the magnifying glass
For this comparative format panorama, we joined together the significant motorcycles of the market as regards A2 offer. Certain alternatives are absent, we you will speak again about it.
Here, we thus have the news about Honda CB500F and NC700S. If the Honda NC700S have had appeared one year ago, the CB500F is very recent. They have like common point makes it not be attached: their engines develop 35 kw in configuration of origin. It is all the difference with the models which follow.
Kawasaki Z800e is an audacity marketing technique on behalf of Kawasaki which undoubtedly peeled its statistics of sale to understand that they needed an A2 version of “powerful” the Kawasaki Z800.
Suzuki Gladius 650 setting on the cream of its twin-cylinder to allure the fans of character, even with 48 horses with the handle.
Yamaha XJ6N, often used in the motorcycle school, could not make the dead end to fasten in order to be found approved A2. Then here are five motorcycles quite various supplies to allure the beginners and why not others too!
Honda CB500F ABS: Easy and fun, a future star of A2
Innovation is very expected by the beginners – and the others too! – Honda CB500F 2013 presents a rather dynamic line. Compared to others, it presents a completely suitable completion and does not have to redden of its manufacturing localized in Thailand (just like Kawasaki besides).
Side ergonomics, has judicious dimensions and for this thanks to a twin-cylinder online very compact. Admittedly, the average gauges will feel more at ease that more than one meter four twenties, but nobody of our group complained with his handlebar. The catch in hand is almost most obvious of the batch (with Yamaha XJ6N) and proposes the greatest lightness of our comparative, with 193 kg all full facts.
On the “slow” course of the track of motorcycle school which was used as laboratory of handiness, it is an undeniable advantage and Honda CB500F 2013 remains, with Yamaha XJ6N, the easiest motorcycle of our comparative. In fact, the daily use will be really easy on its board, just tarnished by clutch and handbrake levers non adjustable and too moved away or an engine which requires often to play of the box downtown.
On minor roads, the Honda CB500F plays has A2 playtime
On the motorway, Honda CB500F offers sufficient performances, but it cannot stick to the trains of Kawasaki, Yamaha or Suzuki in recoveries. In particular because of its parallel twin-cylinder this requires to be on the good zone of mode to begin again suitably. Nevertheless, its engine remains among nicest of our comparative with that of Suzuki Gladius.
The twin of the Honda CB500F has a beautiful promptness and a character player, even if its lengthening-piece were limited by construction to avoid having too many horses for the A2 regulation. If you wish to leave in weekend, Yamaha XJ6N or Honda NC700S will be more comfortable and resting, in particular for the passenger. On the other hand, to have fun on minor roads, the CB500F does not have a lesson to receive from anybody, including our other more powerful and sporting motorcycles on paper.
With the Suzuki Gladius, learnedly bridled and rather sporting of behavior, Honda shows itself more at ease to tackle the turns. Like Suzuki, it is rather rigid and it distils a good feedback in the turns where it is registered of only one block whereas Kawasaki, for example, seems to fight between the nose gear and the back at the time to start the catch of angle.
With the handlebar of Honda, one has fun to place the nose gear at the millimeter while requesting an engine ready to climb in the high modes. Very nice, even for the most tested! Remain a geometry more directed obviously agility than stability and it will be necessary to be accustomed to the rather dry feedback in the handlebar at the time as of shocks in turn (holes for example).
Honda CB500F: For the beginners and the others!
Sold 5,590 €, Honda CB500F offers an excellent package with its ABS of series and the versatility of a motorcycle usable to the daily newspaper with peaceful pace and the best sporting potential of our comparative.
Moreover, design of approved motorcycle A2 without mechanical modification does not generate overcast with the purchase contrary to motorcycles to be attached while its engine remains full with approval whatever the level of the pilot.
Honda CB500F 2013
Honda NC700S C-ABS: a utility in the heart
Honda NC700S, just like its sister NC700X or her cousin NC700D Integrated, fed from many conversations on the forum bikescatalog. Honda chose industrial options (common platform) and technological (transmission with double clutch on the version DCT, frugal desired engine in without lead but presenting a lengthening-piece very limited) very marked, which always divide a year after its marketing.
It is true that, Honda NC700S dissociates itself by its line: with 1,525 mm of footing, it is longest of our comparative and that is seen by the naked eye! It is also distinguished with the form from its framework steel which encloses a particularly tilted engine forwards… In short, it is atypical.
Honda NC700S proposes the most alleviated control
Atypical of line especially, because its ergonomics is most natural of our comparative and that takes part in the facility of catch in hand. Nevertheless, it is heavier than sylph CB500F and thus makes feel its weight during the operations engine turned off at very low speed.
I’m his; it will be less easy for one (E) Beginning (E) That Honda CB500F of Yamaha XJ6N.
On the other hand, thanks to the least sporting geometry and low centre of gravity of our comparative (long footing, angle of more open steering column), Honda NC700S proposes the healthiest control whatever the ground. Of all, it is most stable with motorway pace or in the great turns. During accelerations on the bumps, the NC700S (just like Yamaha XJ6N) belonged to these motorcycles which do not start a worrying bars shake.
Braking ABS lays out besides famous CBS Honda, and that also helps during supported braking since the system takes care of distribution AV/AR. Admittedly, the weight all full facts (215.6 kg checked) is felt during sporting breakings and the feeling of weight pushes the NC700S on a few additional meters compared to the CB500F also equipped with only one disc for the front one. Nevertheless, the Honda NC700S is undoubtedly that which proposes control more Zen of the batch and it is not its engine which will contradict that.
Honda NC700S: Original to the trunk with helmet
Once arrived at destination, the pilot of Honda NC700S can arrange his helmet in the false tank: she only proposes this practical argument. The driving behavior, all couples some and flexibility contrary to most motorcycles which are expressed with high mode, also deserves a test to convince you. Nevertheless, for little that the sporting use is not your priority contrary to average consumption, of general comfort or the use in duet for example, Honda NC700S C-ABS is very indicated to you.
Honda NC700S C-ABS
Kawasaki Z800e: the streetfighter eligible A2
Total changes of universe with Kawasaki Z800e. The aspect of being a street fighter does not leave any ambiguity: it is indeed the most malicious motorcycle of our comparative. And that is confirmed in saddle, with the highest base (834 mm compared with less than 800 mm on average) and an ergonomics very sport: broad handlebar, before collected, impression to hold the front wheel axle, bust leaned forwards, thighs drawn aside by the bulky preparing of tank…
It is thus the least natural of the batch. Add to that, the highest weight (227.4 kg, are 34.4 kilos more than Honda CB500F) and the most important the turning radius and you will understand that to make a success of the slow course of the motorbike license is not obvious. With the daily newspaper, to thread on the encumbered boulevards, it is the least easy.
Smooth 4-cylinders and a significant weight
However, even attached, the 4-cylinders online of Kawasaki Z800e propose a beautiful availability: it is the most flexible engine of the plate and it still develops sufficient couple between 2000 tr/min and 5000 tr/min to slip with a tire postpones cold.
One is delighted with the idea of sporting control, but Kawasaki Z800e then shows a perfectible behavior with a feeling of weight in the sinuous portions, a direction which solidifies or is rectified during breakings on the angle and the feeling to have to force the motorcycle to tighten towards the interior of the turn whereas Honda CB500F asks only that.
To roll sportingly in Kawasaki Z800e requires experiment. Experiment which one can acquire during the first two years of the A2 license (as from 18 years), before being able to UN sling its Z800e legally so that it develops 95 horses. It will then have a quasi continuous acceleration until at the top of its account turns whereas in attached version with 47.5 CH, it slowed down its acceleration towards 6000 tr/min, for then choking itself towards 8000 tr/min (idem Yamaha XJ6N).
Kawasaki Z800e: For the fans who can wait
Kawasaki was right to adapt its Kawasaki Z800 to the A2 license. At 18 years, it is possible to crack for Kawasaki Z800e in a legal way, to control it during two years before being authorized to UN sling it to discover new feelings of performances and acceleration.
Kawasaki Z800e
Suzuki SFV 650 Gladius ABS: A twin full with approval
Suzuki SFV 650 Gladius ABS: A twin full with approval
Suzuki also proposes a roadster of rolled average adapted to the A2 regulation. It is Suzuki Gladius 650 which made much speak about it at its exit because of its style. Today, it was integrated into the landscape motorcycle and its new colors suit him better, even if the omnipresence of the plastic does not like everyone.
Compact, low of saddle (785 mm), it proposes a natural position. Very quickly, it will be noted that Suzuki Gladius cannot compete in comfort with the best on the matter: Yamaha XJ6 and Honda NC700. The fault with a little stuffed saddle and not very progressive suspensions in hydraulics at the time of the shocks.
Damage, because the daily use reveals several good points: a good handiness been useful by a rather low center of gravity which authorizes a good ease between the stakes to him (third behind Yamaha XJ6N and Honda CB500F), it only has an indicator of committed report useful downtown, but one retains especially his engine full with approval.
In A2 version, Gladius is not even frustrating
As of the catch in hand, one notes that fastening by case ECU managed to preserve most of the driving character of Gladius. In a word, accelerations until the mid–modes offer the best strength of our comparative: couples, roundness, power, Suzuki Gladius can leave in aft wheel if one accelerates extremely in first whereas Z800e is unable.
Suzuki SFV 650 Gladius ABS: To rediscover
Suzuki Gladius 650 illustrates perfectly that the fastening of the A2 license to 35 kw (47.5 CH) is differently more livable and pleasant that the ex fastening to 25 kw (34 ch) of the old progressive license. With Suzuki Gladius approved A2, one can without problem roll the every day, leave in weekend, exceed in full safety on motorway and take pleasure!
It is one of the true pleasant surprises of this comparative A2. Less effective and general-purpose that Honda CB500F, less comfortable than Honda NC700S or Yamaha XJ6N, Gladius remains a choice warned to begin and evolve with it thereafter, after unlock.
Suzuki SFV 650 Gladius ABS
Yamaha XJ6N ABS: An academic case
One does not present any more Yamaha XJ6N, true reference of the motorcycles schools. Also, Yamaha, which does not neglect any segment of the market, could not remain without attaching its Yamaha XJ6N eligible with the A2 license. Slightly re-examined in 2013 (new preparing, white indicators), it always presents very well. Dimensions are compact, the low saddle (785 mm). One also notes the shape of the handlebar to the clothes hanger typically Yamaha, with the ends which plunge downwards.
Thanks to its 4-cylinders online flexible – but less than that of Kawasaki – its compactness and its obvious ergonomics, it is possible to exploit to the maximum the turning radius of the Yamaha XJ6N while rolling. In fact, at the time of our slow course, we raised the great facility of this one, which dominated this test. Yamaha XJ6N is undoubtedly as easy to encircle as Honda CB500F, flexibility of the engine in more which avoids fixing at the time as of very low modes.
Yamaha XJ6N is part of most general-purpose
Throughout our test, Yamaha XJ6N have shown its versatility: taken over easiest, town use confusing of simplicity, comfort on road (saddles soft, flexible suspensions), and duet: like Honda NC700S, Yamaha XJ6N cancan does everything.
Driving side, its 4-cylinders online develops less power in free version than that of Kawasaki (77.5 CH for the XJ6N against 95 ch for Kawasaki). What remains an asset since the amputation is less important and notices in statics by the limited opening of the handle of accelerator (attaches by hold on the grout pipe system, as on the Kawasaki which adds an electric shunt to it) and it is true that Yamaha mechanics has a side living with bottom and mid–modes.
One finds his characteristic whirr of box with air and sufficient trunk to extirpate false step downtown and even on motorway.
On the other hand, the short transmission, which helps it so much to take again, penalizes it on motorway where its engine seems to crush: to 130 km/h in sixth, it turns to 7000 tr/min, the highest mode of the batch while it also presents unpleasant vibrations. The selection is also in withdrawal compared to competition. More comfort that sport, Yamaha XJ6N however agrees to have fun in the sinuous grace especially to very good neutrality.
Yamaha XJ6N ABS: To continue to learn after the license
Throughout our test, Yamaha XJ6N have shown its versatility: taken over easiest, town use confusing of simplicity, comfort on road (saddles soft, flexible suspensions), and duet: like Honda NC700S, Yamaha XJ6N cancan does everything.
Driving side, its 4-cylinders online develops less power in free version than that of Kawasaki (77.5 CH for the XJ6N against 95 ch for Kawasaki). What remains an asset since the amputation is less important and notices in statics by the limited opening of the handle of accelerator (attaches by hold on the grout pipe system, as on the Kawasaki which adds an electric shunt to it) and it is true that Yamaha mechanics has a side living with bottom and mid–modes.
Yamaha XJ6N ABS
One finds his characteristic whirr of box with air and sufficient trunk to extirpate false step downtown and even on motorway.
On the other hand, the short transmission, which helps it so much to take again, penalizes it on motorway where its engine seems to crush: to 130 km/h in sixth, it turns to 7000 tr/min, the highest mode of the batch while it also presents unpleasant vibrations. The selection is also in withdrawal compared to competition. More comfort that sport, Yamaha XJ6N however agrees to have fun in the sinuous grace especially to very good neutrality.
