The other

When speaking of "500", although it is now called MotoGP, the mind takes us to t
he races, the latest technology and the supply of dreams. But there is another w
orld of 500 cc, much less radical and exciting, but also more practical and econ
omical.
Comparison
500
PRICE: 7,447
Ducati Monster Dark 620ie
PRICE: 5955
7.2 7.3 7.1 7.3 7.1
N
Honda CB 500
PRICE: 5319
Kawasaki ER-5
PRICE: 4856
Suzuki GS 500 E
PRICE: 5.659
Yamaha XJ 600 N Diversion
or there is doubt, if there is any bike that really "is beaten copper 'in cities
, are the pint. Except scooters, as they know no exact dose combination of econo
my, performance and dynamic performance. Bikes are "battle" with instruments cre
ated the fundamental premise of being useful. But these bikes still maintain the
classic spirit of the two wheels are models with a certain benefits, a
good basis allowing you to enjoy cycling and driving. Far from being only indust
rial instruments, can taste the essence of the bike.
Broken Molds
Traditionally, the bikes in this category are characterized by a structure very
rigid, tubular steel chassis, parallel twin engines and a major cost containment
. Each of the Japanese firms
Comparison
Ducati / Honda / Kawasaki / Suzuki / Yamaha
had its "twin" to this function with a displacement between 400 and 500 cc. Howe
ver, while the public sector remains the most part, little by little have been b
reaking the mold. In this test, together with the sector "traditional" is the Ya
maha XJ 600 N, a motorcycle with the same orientation and similar price, but wit
h two extra cylinders, and the Ducati Monster, which is en-
find in a higher step by price, engine capacity and equipment, but still somewha
t the same philosophy. In fact, the three parallel twin cylinder not only struct
urally separate its two rivals, but also in regard to behavior, forming a joint
team. The trio's engines are quite similar, with similar displacement, dimension
s almost
identical. The Suzuki has two valves instead of four of its rivals and is also a
ir-cooled, something logical if one takes into account the seniority of the engi
ne, whose architecture has hardly changed since the seventies. Despite this, it
is especially not off the hook of the Honda and Kawasaki engines with more vivid
, but mainly fuller mid-range. The Su-
KEYS
The Monster is almost an intruder in a segment in which the cylinders online are
standard almost universal, but in addition to your engine 'V-2 "to 90 º with di
stribution" desmo "is separated from the rest chassis trellis and equipment at a
level significantly higher and more sporty orientation. Aesthetics is also more
aggressive, which puts the Monster one step ahead of its rivals in terms of des
ign and construction.
22
WWW.WEBMOTOCICLISMO.COM
It is this comparative outsider for several reasons: the sportiest beyond compar
ison engine 'V' to 90 º, and a design desmodromic current or at least unconventi
onal. Then, on the road, sporting his character notes and makes a step ahead of
the others.
P E N Twin RO TO OPEN
CITY There are no major differences between them, except maybe the Ducati, which
spins less and has a sportier position point. The Kawasaki is a little higher f
or suspensions, but no problems for anyone, but really any of the four niponas i
mpeccable service makes between the cars. None has an acceptable load, which lea
ds many end up receiving a trunk on the tail. ROAD The Yamaha has a higher avera
ge and a good comfort that make it more enjoyable option. The Ducati is guilty o
f a more radical position despite his good manners dynamics, while the Honda and
Kawasaki are separated mainly by the details that surpasses its rival Honda. Th
e Suzuki can get to the end of the world with its huge fuel tank and, except for
the lack of resources, is as nice as the rest. CURVES BETWEEN power and equipme
nt of the Monster is declared the winner in this area, despite low ground cleara
nce lu leaks. The Kawasaki has a good engine, but Honda holds back little and re
mains as neutral as always, what can lie behind it. The Yamaha is more awkward t
han their weight, but the motor reduces the effect, while the Suzuki, with an en
gine to do howl and a fork too soft, needs more work. HIGHWAY Given the speed li
mits and protect these 'average weight', the highway should be a place of work o
nly occasionally.€The benefits of all are similar and to run at a decent pace. A
gain, the position of the Monster is the most atypical, though the engine can mo
ve with more ease and, once again, the Yamaha offers a bit more than the twin cy
linder, although the Kawasaki reaching all ends. WITH PASSENGER The Monster is t
he only one in the rear seat is not very successful. The other four have a good
bench and provide sufficient comfort for the passenger as well as support and pr
otection afforded by the position of the driver bit forced. The main differences
are in the section on vibrations, but it can not unduly penalize that vibrate a
little more.
23
Comparison
Ducati / Honda / Kawasaki / Suzuki / Yamaha
zuki to change has a drive almost eternal, just when it seems that is really whe
n it starts, and is able to continue without problems for others as long as it s
queezes the end zone without compassion, something that otherwise no problems .
The Honda and Kawasaki all have engines with higher returns from mid-range happi
er, and a more muscular upper. The engine of the ER-5 vibrates a little more and
is larger even has primary drive chain and turns upside down without it produce
s no difference in driving, but also has a little more 'punch' at the end. Obvio
usly not have the spirit of most sports boosters, but playing with the change be
come fun. The four-cylinder engine of the Yamaha, although it could go higher th
an their lower bounds regime, has not been provided with a special spirit in the
highest, though clearly exceeds the twin cylinder power, and also has a more li
near response . However, the advantage of power is masked by the greater weight,
and also by the character of the engine, that filters out part of their superio
rity. The Ducati, meanwhile, is clearly separated from the four. The engine in '
V' is not only more displacement but also a more sporty and a different beat. It
combines a good drive in media with a powerful upper zone, which makes it the m
ost appealing of the five. It is also the most modern in some ways, since it is
the only one equipped with injection, although its overall design also dates bac
k to decades ago. In no special transmission problems, change or clutch, but all
have their own particularity, since the roughness and loudness of the change in
the short path Kawasaki lever Ducati. All have a secondary that will be lubrica
ted regularly, because if something can complain about these bikes over her life
time is the amount of miles that will take her back.
The Honda CB 500 part of a concept many years ago but has been renewed to keep u
p, to the extent that one can say that is perfectly up to date including brakes,
his weak point in the past. Once underway, whether to award the prize to the so
ftness and quality construction, this award is named and CB 500.
As always
In times like these, where even scooters are full of acronyms of special systems
, and aluminum is a common material in the chassis and the equipment is more tha
n a distinction a necessity, these bikes break
KEYS
In a segment of veterans, the CB is a real classic. Keeps exactly the slogans of
its segment, with an engine "twin" parallel but cooled by water and with perfor
mance at high level. This is a very compact bike with a tubular chassis and a cl
osed nursery equipment has improved over time to become right even when it was t
heir "Achilles heel", the brakes.
24
WWW.WEBMOTOCICLISMO.COM
Scores on the road
Honda Kawasaki Ducati
Assessment
IMPELLER Performance (10%) Maximum speed Acceleration Motor Recovery (15%) Respo
nse to throttle power delivery Vibration Motor Transmission (5%) Reactions of to
uch and precision transmission change gear ratio drive CHASSIS Sum dynamic behav
ior (25%) Stability Precision Stability curve line of the address Agility Suspen
sions Suspensions with a passenger with pilot Ground Clearance Brakes Behavior (
10%) Power Sum chassis Dosage Daily use (15%) Easy to operate pilot Comfort Comf
ort companion Protection from Light wind Accessibility Autonomy theoretical mech
anical equipment load everyday INVESTMENT Sum Economics (20%) Purchase Price Gua
rantee Sum consumption economy
6 7 7 7 7 7 7 8 8 8 72
6 7 6 6 6 7 7 8 8 8 69
6 7 7 7 7 7 6 7 7 8 69
Suzuki
6 7 7 7 6 7 7 8 7 7 69 7 7 7 8 7 7 8 7 7 8 73 7 6 7 6 7 9 9 6 6 63 9 8 8 25
7 July 7, 1969
7 7 8 8 8 7 6 8 8 8 75 7 5 5 5 7 9 7 6 7 58
8 7 7 8 8 7 8 8 7 8 76 9 6 7 6 7 8 7 7 6 63
7 7 7 8 7 7 8 7 6 7 71 7 6 7 6 7 8 7 6 6 60
7 7 69 8 7 7 6 7 8 8 6 6 63
6 August 8, 1922
8 August 8, 1924
8 August 8, 1924
8 August 8, 1924
Score
Sum Total
7.2 7.3 7.1 7.3 7.1
227 232 224 230 225
the norm and take us back to times past. All have tubular steel chassis, althoug
h the Ducati abandoned the usual crib by a trellis. The progressive rear suspens
ion system is only present in Monster, like the inverted fork, wide tires, brake
calipers and four-piston discs large. The Japanese sector is fully traditional,
to the point that the Honda and Kawasaki offer a pair of parallel shocks in the
rear. Suzuki and Yamaha have central shock absorber, but without bieletas. The
wheels are too close, small brakes, double disc only in the Yamaha, and there is
even a bike with a rear drum, the ER-5, which in itself is perhaps "too traditi
onal."
25
Yamaha
6 6 7 7 7 7 8 7 6 7 7 7 7 7 7
Comparison
Ducati / Honda / Kawasaki / Suzuki / Yamaha
With these technical specifications as heterogeneous would be a surprise that Du
cati did not have a more sporty performance, but meet forecasts. The longest sec
tion of wheel and brake equipment and suspension make the bike more fun Italian.
Only it is arguable that escapes drag on the ground so quickly, something that
up a little bit avoids suspension. In return, the position of the Monster is mor
e radical, in fact one of its hallmarks, his body forward and very heavy arms on
the handlebars straight. The Japanese are quite classical, but the Suzuki has a
temper that do not fit with the rest of the bike, since they are high and late.
The position on the other three is perfect for a mixed-use, with the body witho
ut bending over, but no problems of ground clearance. All are rather short, some
what pointed at the Yamaha and Ducati. This, coupled with the narrowness of the
engine volume and content, allows any of these bikes take immediate confidence,
a feeling that is confirmed by the sweetness of the engines, which never committ
ed to those with a lower experience. Bikes are targeted to be used consistently,
and multipurpose use is where they offer their best virtues. In town are handle
d especially well because they operate without problems at low speeds are low se
at, have a light weight and agile enough. When going to continue to comply with
clear terrain, but with increasing speed, increasing the limitations as well. A
good pace can Ducati looked nervous on bumpy terrain, but is the sport in genera
l. The Honda is not as fast nor as precise steering, but with a chassis and susp
ension sufficiently robust and shows no special weakness is even able to run at
freeway speed for the special problems. In this sense, the Kawasaki is a step be
low, and occasionally offers variations of direction, something more common in S
uzuki, whose front fork is too soft. The Yamaha also has the type perfectly. Any
way are not designed for highway motorcycles, even for road stops. The wind prot
ection is
KEYS
The Kawasaki is moved between two stools, on the one hand his veteran engine kee
ps a level of performance and characteristics that do not clash with their rival
s, but then we have sought to contain costs and is paid to details such as your
system be improved brakes. It was the latest in design and aesthetics continues
to maintain the freshness of its beginnings.
26
WWW.WEBMOTOCICLISMO.COM
Part of a multi-purpose motor as few, as the mark has installed on road bikes, t
rail, custom ... The aesthetic is very modern, because it is designed recently,
but perhaps missing a little better equipment. The benefits are the expected lev
el, with a more than worthy behavior and means great.
Dyno
The truth is that differences in power and torque curves are a replica of the se
nsations they cause on the road. Thus, the maximum power Yamaha wins but pays a
bump in media Ducati, his immediate follower, no. The Honda is the first of the
parallel twin cylinder, but also shows a bump in media, while Kawasaki offers a
modest but curve more linear and Suzuki explains why you have to squeeze to keep
up. The torque curve of the Yamaha is a roller coaster, but still winning. The
Ducati does not have those bumps and get almost the same, and the three twin cyl
inder repeats the trough in the Honda and the modesty of the Kawasaki and Suzuki
,€especially the latter.
Maximum output at maximum power regime clutch Torque maximum torque clutch syste
m maximum piston speed pot. max. Weight ratio Barometer Temperature Specific pow
er
60 hp 53 hp 9650 rpm 9330 rpm 5.3 4.7 kgm kgm 6100 rpm 7350 rpm 20.4 m / s 19.4
m / s 3.13 kg / hp 3.72 kg / hp 97 hp / l 106 hp / l 14 º C 27 º C 953 mbar 941
mbar
DUCATI HONDA KAWA
47 CV 9200 rpm 7200 rpm 19.1 kgm 4.1 m / s 4.2 kg / hp 94 hp / l 31 ° C 945 mbar
SUZUKI YAMAHA
41 CV 9700 rpm 6900 rpm 18.7 kgm 3.6 m / s 4.7 kg / hp 84 hp / l 11 ° C 959 mbar
61 CV 8950 rpm 7100 rpm 17.9 kgm 5.6 m / s 3.37 kg / hp 102 hp / l 29 ° C 941 m
bar
Results obtained by the Bank of TX 200 Power MOTOCICLISMO TECNO
precarious, the engines do not have a great deal of power and must be kept up fr
om early relationships to achieve a good speed, and also the consumer under norm
al conditions is quite content, began to skyrocket. Except for the Kawasaki, whi
ch is the drinker, no passes of 7 liters per 100 km, and only con-Suzuki
I was about 5 liters, with his enormous reservoir of 20 liters, can run almost f
orever, about 400 km without stopping. When the curves become the dominant lands
cape Ducati stands out from the Nipponese, who have more modest approach. Still,
in these conditions all are able to deal with bue-
27
Comparison
Ducati / Honda / Kawasaki / Suzuki / Yamaha
ing ways. The ER-5 and there is little brake lever and pedal to press harder and
the suspension of the Suzuki is the least successful, but in general is none to
o backward. You have to let the bike keep cornering speeds, because the accelera
tion capacity is limited, especially from medium to high speeds. This should pla
y with the lightness and agility that provide the narrow tires. Everyone seems h
arder than they really are, but while the asphalt is in good condition, grab eve
rything you need and more. The Yamaha is the heaviest and
KEYS
It is certainly "the grandmother" of the category, despite the changes of last s
eason. The parallel twin engine with balance shaft design derives from the '70s
and the double beam chassis cradles closed has not changed since the 80s, but in
a segment so classic is in tune with the rest , mainly because its components h
ave remained a day and not go out of fashion aesthetic.
28
WWW.WEBMOTOCICLISMO.COM
The veteran group, engine requires dedication to the shift lever to take long at
high speed, or reveals its weaknesses. Yes, the entire set is right, good sport
ing behavior and, perhaps for years been on the bill, rather than a price advant
age over the competition here today.
Factsheet
DUCATI
MOTOR
HONDA
4T, 2-cylinder, liquid-cooled DOHC, 4 valves per cylinder, 73.0 x 59.6 mm 499 cc
57 hp 10,5:1 4.7 kgm at 9,500 rpm to 8,000 rpm 2 34 mm Keihin carburetors multi
-disc 1st 6-speed oil: 6.9, 2nd: 10.7 3rd: 13.9, 4th: 16.3, 5th: 19.0, 6th: 21.4
km / hx 1000 rpm Chain Tubular steel double cradle Two steel arms ND N.A. Showa
37 mm conventional fork 115 mm Double No parallel shock preload in 117 mm 296 m
m 5-Disc 2 parallel pistons 240 mm single-piston disc 110/80-17. "2.75" 130/80-1
7 ". 3.50 "775 mm 2090 mm 1430 mm 18 / 2.5 liters
KAWASAKI
4T, 2-cylinder, liquid-cooled DOHC, 4 valves per cylinder, 74.0 x 58.0 mm 498 cc
50 hp 9,8:1 4.6 kgm at 9,000 rpm to 7,200 rpm 2 32 mm Keihin carburetors multi-
disc 6-speed oil 1st 7.1, 2nd: 10.3 3rd: 13.5 4th: 15.6 in January, 5th: 18.3, 6
th: 20.0 km / hx 1000 rpm Chain Tubular steel double cradle Two steel arms 27 º
110 mm Kayaba fork conventional 37 mm 125 mm Double No parallel shock preload di
sk 105 mm 252 mm twin piston 160 mm drum cam 110/60-17 Simple. "3.00" 130/70-17
" . 3,50 "780 mm 2040 mm 1430 mm 17 / - liters
SUZUKI
4T, 2-cylinder, air-cooled DOHC, 2 valves per cylinder, 74.0 x 56.6 mm 487 cc 45
hp 9,0:1 4.9 kgm at 9260 rpm to 6760 rpm 2 34mm Mikuni carburetors multiplate 6
-speed oil-1st 7.4, 2nd: 10.3, 3rd 13.2, 4th: 16.3, 5th: 19.1, 6th: 21.5 km / hx
1000 rpm Chain Tubular steel double cradle Two steel arms 25 º 97 mm convention
al forks 37 mm 120 mm 117 mm No monoshock preload 5-position Disc 2 pistons para
llel 310 mm 250 mm single-piston disc 110/80-17. "3.00" 130/80-17 " . 3,50 "790
mm 2080 mm 1405 mm 20 / 5 liters
YAMAHA
4T, 4-cylinder, air-cooled DOHC, 2 valves per cylinder, 58.5 x 55.7 mm 598 cc 56
hp 10,1:1 5.4 kgm at 8,500 rpm to 7.500 rpm four 28mm Mikuni carburetors multip
late oil 6-speed 1st: 6.8, 2 ª: 10.3, 3 ª: 14.7, 4 ª: 16.7, 5 ª: 19.6, 6 ª: 21.7
km / hx 1000 rpm Chain Tubular steel double cradle steel Two arms 25 º 97 mm Ka
yaba fork conventional 37 mm 140 mm 110 mm No monoshock preload Double Twin pist
on disc 280 mm 245 mm Disk 110/80-17 Simple piston. 2 50 "130/70-18." 3.50 "770
mm 2170 mm 1445 mm 17 / - liters
Distribution Type Diam x Stroke Displacement Compression Pot. max. decl. Max tor
que. decl. Rel Power Change Clutch Change
4T, two-cylinder V 90 °, air-cooled SOHC, two valves per cylinder, desmodromic 8
0.0 x 61.5 mm 10,7:1 618 cc 60 hp at 9,500 rpm 5.4 kgm at 6750 rpm Marelli injec
tion 45 mm 5-speed multi-disc oil 1st: 8.1, 2nd: 12.1, 3rd: 15.3, 4th: 18.8 in J
anuary, 5th: 20.1 km / hx 1000 rpm Tubular steel Chain Two steel arms 24 º ND 43
mm Showa inverted fork 120 mm is not progressive monoshock preload and length 1
44 mm 320 mm 4-piston disc 245 mm dual-piston disc 120/60-17. "3.50" 160/60-17.
"4.50" 2.100 mm 770 mm 1440 mm 16 / 3 liters
TRANSMISSION
Trans. second..
CHASSIS
Type Tilt Forward Progress Bar Launch Tour Itinerary Back Adjustments Adjustment
s
BRAKES
SUSPENSIONS
Front Rear Clip Holder
WHEELS
Front. Rear Tire. Total length wheel base Seat height Dist Deposit / Reserve
DIMENSIONS
note, but it also has an engine that helps him do better in the corners and brak
ing is more powerful.
Features
ACCELERATION
Modest
None has a luxuriously furnished in regard to accessories. Beyond a fuel level i
ndicator and a rather large hole under the seat there is nothing. The Ducati has
a more complete picture with a pair of 'display' digital, but little else. It's
really economic motorcycles, which offer everything a real motorcycle should of
fer, and in some cases for less than 5,000 euros, which can be considered very g
ood price. Speeds are not astronomical, it will allow us to drag the knees by ou
r favorite curves, but they become the ideal vehicle for those
Km / h 0-100 0-120 0-150 0-400 0-1000 meters km / h 60-100 60-160 60-140 Real /
brand
WEIGHT (KG)
Sec / m 4.3 / 77 6.2 / 134 10.6 / 302 Ins / km / h 13.0 / 159 26.0 / 177 Ins / m
6.1 / 137 14.2 / 408 20.7 / Vacuum 190/210 684 / full 174/178/188 46,7-53,3 / 4
7,3-52,3 44,8-55,2 5.5 l/100 km 290 l
Sec / m 4.5 / 79 6.5 / 141 11.8 / 340 Ins / km / h 13.0 / 154 26.2 / 172 Ins / m
8.1 / 182 22.0 / 649 32.2 / 1075 187 / 200 Vacuum / full 173/182/197 46,3-53,7
/ 47,2-52,8 44.0 / 56.0 6.3 l/100 km 350 l
Sec / m 5.6 / 98 8.0 / 173 15.5 / 460 Ins / km / h 14.0 / 146 28.0 / 165 Ins / m
8.4 / 185 18.6 / 527 26.7 / 869 182 / 200 Vacuum / full 174/186/197 45,3-54,7 /
45,9-54,1 42,5-57,5 7.1 l/100 km 240 l
Sec / m 4.6 / 93 7.6 / 168 14.4 / 425 Ins / km / h 13.8 / 148 27.3 / 168 Ins / m
7.5 / 156 17.9 / 516 26.5 / Vacuum 189/195 877 / full 173/176/192 48,2-51,8 / 4
8,4-51,6 46,2-53,8 5.0 l/100 km 400 l
Sec / m 5.1 / 88 7.5 / 162 15.9 / 481 Ins / km / h 14.0 / 146 28.0 / 162 Ins / m
7.7 / 172 19.5 / 559 30.3 / 170 / 180 1027 / Vacuum full 195/192/206 47,1-52,9
/ 47,1-52,9 44,9-55,1 6.3 l/100 km 270 l
RECOVERIES (6th)
VEL. MAX (KM / H)
Declared Weight distributing Verified With Pilot
CONSUMPTION
Autonomy Middle half
29
Comparison
Ducati / Honda / Kawasaki / Suzuki / Yamaha
they have to reconcile city and highway, for which an unrestricted license want
to learn what a real motorcycle, and for those who need a bike as a transport ve
hicle. In this case the "three B" are fulfilled to the letter. Are 500 cc, far l
ess spectacular than their counterparts in races, but also much more practical i
n its modesty.
Pepe Burgaleta Contributors: Susan Nieves, Tench from Mier, Lars Jorge and Carlo
s Fraile. Photos: Anton Cobas
KEYS
The Yamaha tetracilíndrica is, next to the Ducati, a dissident drive format "off
icial" category. More cylinders provide better performance, but also more weight
and size. This is a motorcycle with the same economic orientation than others a
nd a very compact structure, and a higher level components to rivals, as evidenc
ed by their dual disc front.
30
WWW.WEBMOTOCICLISMO.COM
Translation error. LISMAN: MOTOCICLISMO 1803: ADVERTISING: Motocard: MO
Its four-cylinder give advantage in terms of engine response, but was penalized
in terms of total weight, which use sport suffers. Still, in equipment such as d
ual front disc is superior to the rivals and the whole is compact and tested lik
e few others.
Suzuki
-
Equipment
Fuel level indicator Dual time clock digital speedometer odometer coolant temper
ature gauge temperature thermometer Warning trip computer / Check Screen control
led internal ventilation control adjustable seat adjustment lever clutch lever f
reRegulación Slot for theft under the seat octopus hooks Stirrups Stirrups Cases
passenger adjustable handle with rubber rear / side cover fairing ABS Centre st
and
-
-
Kawasiki
-
-
-
-
-
Yamaha
-
Ducati
Sling