Road Test: Kawasaki Z750S v. Yamaha FZ6 Fazer
Forget the humdrum reality of office life and head for the hills. Mundane middleweights slip the bonds of commuter tedium to indulge in opulent Alpine excess. Budget touring, in style.
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The second time somebody advised me that 'there is no substitute for cubes', I was as perplexed as the first time I heard it. Whether referring to Oxo, Rubik's or ice, I was having none of it and dismissed the man as a fool. At the time I was 25-year-old greenhorn, and was being handed the keys to a very used but original 4738cc '67 Shelby GT350 Mustang, which would sit beside my recently acquired and slightly used 1002cc Yamaha FZR1000 Exup. Perhaps I wasn't understanding him, but I was living the idiom.
In fact I've never strayed too far from this philosophy, which is precisely why I volunteered for the run back from the Alps with Tim. We'd been on different assignments but had met at the Editor's personal Alpine playground to plan a route home from Grenoble that would take in some of Europe's finest riding before settling into an autoroute slog, riding workaday all-round middleweights. I was curious to embark on a mid-size mission normally reserved for the litre elite. I've only ever toured on big touring bikes and high-speed toured on big sports bikes, but agreed that there was no reason why a brace of humble do-it-alls couldn't rise to the occasion.
The bikes in question couldn't have been more unassuming: Yamaha's FZ6 Fazer and the Kawasaki Z750S. Very few of these high-selling, low profile machines would have been purchased with the intention of Continental vacationing. More likely would be the business of getting to work on time or a leisurely country pub run on a Sunday afternoon. But what's to say that they couldn't do what their bigger brothers do?
Both are what you could call budget middleweight sports bikes. You'll pay the same price for both and get a very similar package, only one isn't truly a middleweight - the Kawasaki boasting a full 748ccs to the FZ6's 600.
No question, you're getting quite a lot for your £5500, and while you could spend a couple of thousand extra for a four-year-old luxury tourer, remember that'll be a seven-grand bike without a warranty, not the 24-month manufacturer's jobbie these will afford. Anyway we're concentrating here on sensible new machinery, and the ownership benefits that come with, such as having extra spending money for accommodation upgrades.
On that account, after a little research, it became clear we could avoid the depressing world of Ibis and Formula 1 hostelry by heading off the beaten track to a world of palatial calm and dignity, thanks to the irritatingly pretentious yet mightily useful Special Places to Stay books by Alastair Sawday.
It took just a couple of minutes to completely prepare for the journey. Tyres present and correct? Check. Chain adjusted correctly? Check. Magnetic tank bag with map section, multi-tool, visor cleaner and change for tolls? Backpack and tail pack with lightweight clobber and repellent for bugs and trolls? All check. A couple of bungee straps for peace of mind and we're off on our mini-holiday. Our journey is admittedly not the longest that we're likely to experience this year, but if it were, we'd only need the additional set of throw-overs to complement our existing kit. It really is laughably simple to prepare for a spot of touring in this day and age.
Despite the capacity deficit the Fazer is physically the bigger of the two, with its fairing screen sitting some 45mm higher above the seat than that of the Kwak's. It's also more spacious than the compact Z750S, as verified by the 15mm longer wheelbase. Despite appearances, the seat height is a smidge lower.
But the real difference between the two is of course the engines. We accept that Kawasaki is cheating with its 'middleweight' boasting 148cc extra engine capacity (in the tradition of the ZX636) and will therefore wallop the Fazer in the grunt department. But there's no real loser in this matter, and it's certainly not the punter. If there was any doubt, the engine notes give the game away. The high-tech, high-revving Yamaha sounds just that - efficient and busy - whereas the bigger 750 sounds relaxed and more throaty with a growling silencer that could be confused for an aftermarket item.
Counter to expectations, idling through traffic the Yamaha is perfectly balanced and nimble while the Kawasaki feels slightly cumbersome. However, the Fazer loses points due to a breathless bottom end and a frustrating gearbox, which requires more concentration than is expected, or reasonable. Gear changes at walking pace are a drag, and handicap the 600 as a town bike. From neutral to first to second, and back, are all clumsy affairs that can't be much improved by varying pressure on the gear lever.
With the tedious town experience behind us, and the roads opening out, such distractions are almost forgotten as we get down to the business of riding. We're in no particular hurry, so can resist the usual temptation of a frantic dash to the finish line, oblivious to the goings on around and underneath us. But of course, first we must be drawn into the very territory that has become a source of addiction and annual pilgrimage for Mr Dickson. In short, motorcycling heaven. Self-proclaimed road riding legend Tim can lead the way and carve a smooth path out of the mountains and onto the highway, where the tyres' edges will play no further part. Best enjoy it then.
It would be impossible not to, as both bikes shine in this terrain. With endless, immaculate winding climbs that have the bikes flip-flopping from ear to ear and with the minimum of four-wheeled disruption, the sporting aspirations are released and free to find their limits. We're enjoying the riding and I'm thankful for the added freedom these comparative lightweights afford over the tourers that we may ordinarily be riding here.
The Kawasaki makes its way effortlessly and with the minimum of gear changing as we head towards the clouds. Its motor produces a fantastically linear power and torque delivery that will haul the bike seamlessly from one bend to the next. There is enough engine braking to assist the double front rotors before tipping in, and enough ground clearance to allow a good deal of lean before the footpegs hit tarmac. Though the chassis is up to the job in hand, the suspension is a little on the soft side for a full-on assault - though there is enough adjustability in the shock to be able to dial out the sloppiness.
While the Z750S does its thing without the need to exceed 10,000rpm, it's best not to let the FZ6 drop much below this, or it will seem like an eternity before the motor is spinning satisfactorily again. It's by no means slow and isn't left behind by the 750, it's just that it feels unwilling and frantic and full of promises it can't keep. The engine feels somewhat strangled, even when in the cream of the power, and leaves a slight sense of frustration as paradoxically it's managing to disguise its respectable performance rather than accentuate it. All of this revving reminds me of the R6, (from whence the FZ6 motor came) whose neck also has to be wrung tight before getting anything out of it. It's a matter of putting the noise to the back of your mind and adjusting your riding to suit. Once done, you can concentrate on the excellent taught chassis and the ability of the suspension to keep the ride firm yet totally compliant while the rider piles on more and more revs. It will match the Z750S in the braking and handling department (despite the Kawasaki having better feel and feedback at the lever) but keeps its composure long after the Z750S has become flustered and been forced to settle down to a more comfortable pace.
At this stage of the ride I was still drawn to the Kawasaki as it's a relaxed riding proposition, and I don't particularly want to work hard at riding when I'm on holiday, regardless of the pace. There are times (like Alpine passes) when the Yam will be fun - put a little more effort in, get more out - but I have a feeling it might get on my nerves after a couple of weeks, despite it having the performance edge.
My heart sunk as we left the mountains behind us with only the sanctuary of Grenoble's Chateau de la Commanderie to enjoy before the the 600-odd mile straight line back home. Next morning, refreshed and ready for a long day in the saddle, we guided the bikes along the stately gravel drive, hit the road and headed north on our route - motorways and main roads to Geneva, the N5 to Dijon then finally autoroute tedium to Calais. We nosed onto the pŽage in perfect weather conditions with tanks full and spirits high, and I began to ponder the realities of middleweight touring. The truth is that you can enjoy the twisty roads as much as you would on bigger machinery, probably more so. And you will cruise at the same speed as you would on most of the biggest sport tourers, as we found. Whether we sat at 80 or 120mph, the bikes were stable and economical with impressive 160-mile tank ranges. So what's not to like?
It's telling that I was sat on the Yamaha when I had these thoughts. With more fairing frontal area it had the edge at high speed, although both bikes remained unaffected by our basic luggage. Furthermore, the Kawasaki's blurred mirrors offered little in the way of rearward information; the Yamaha's were close to perfection.
With not much to do other than fiddle and think, a couple of small details came to my attention. Super-human force is required to reset the trip counter on the Fazer. And unlike the naked Z750, the Z750S has old-school analogue clocks which maintained Kawasaki's penchant for having too many figures so you can't really read your speed. They were also awkward to read in certain conditions. The Fazer has a snazzy digital speedo, but that too was difficult to read in direct sunlight.
Perhaps the crux of this test came when we changed bikes, out there on the motorways. I'd noted the Fazer was extremely comfortable whereas I know the naked FZ6 to be quite uncomfortable. Swapping onto the Kawasaki I found the opposite to be case, and painfully so. Yes, the naked Z750 is adequately comfortable whereas the S's single saddle is nothing more than a discreet but effective torture device. In fact the Kawasaki is so unnecessarily uncomfortable that it made me genuinely angry. The seat is wickedly thin and angled so as to force you into the fuel tank, resulting in numb nuts of the kind that I hope I never to experience again. Anything over two hours is impossible and fuel stops have to be followed by lengthy periods of standing and swearing. Annoyingly, my arse has eroded through years of laziness, but Tim was just as miserable, and the Fazer became our only friend in what turned into an unpleasant test of personal endurance.
With so much going for it, and being my personal favourite, it was a shame that the Kawasaki fell at this final hurdle. And boy did it fall - I couldn't ride for two days after arriving home. But let's not get too carried away. There are products such as Air Hawk seat pads that will solve this oversight. And it's important not to lose sight of the fact that these bikes really can deliver, and open up a world of opportunity and discovery for the more fresh-faced and indeed the more frugal among us.
Which brings us, rather suddenly, to our conclusion. With the initially disappointing Yamaha winning back votes with its versatility, and with the promising Kawasaki breaking both hearts and arses, it's a close run thing. It's not so much about winning here as they both impress, but if I had to choose one to live with, it would be the Z750S. I love the looks and I love the engine and call me old fashioned if you must, but in this case, there is most definitely no substitute for cubes.
TIM'S SECOND OPINION - KAWASAKI
On paper it looks like the Kawasaki would have the legs to be top dog middleweight commuter tourer on this test. A decent half fairing, gutsy, flexible if not outright arm-wrenching 750cc motor and a whopping tank range - an easy 160 miles plus a lengthy reserve at fast cruising speeds - should be worth something.
But the Zed is let down by one thing: its seat. Inexplicably, while the naked version of an otherwise near-identical bike gets a comfy, flat seat pad (and seperate pillion perch), the faired S's one-piece seat narrows and slopes horribly, painfully, forward towards the back of the tank, meaning sitting comfortably upright for more than three miles or so is damn near impossible. It was only bearable on the long, faster motorway sections, and only then when slid way back in the seat with chin and chest resting on the tankbag.
If you can live with the seat then you'll love the motor, the easy handling (although the suspension is a bit cheap and harsh) and the decent brakes. And the price.
TIM'S SECOND OPINION - YAMAHA
Within the context of what we were doing I was blown away by the Yamaha.
I've ridden the length of France (and other countries) in a day on more bikes than I can remember, but after this test I'd be as happy, or in most cases happier, to do it on an FZ6 Fazer as any other.
The fairing works, the seat is comfortable, the tank range exceeds my boredom threshold and the motor is honestly, if somewhat unexpectedly, capable of cruising at 125mph for as long as your internal 'police aware' radar keeps working. Amazing.
The revvy motor isn't exactly suited to this type of bike, but once singing it's a lot of fun; not good around town, but ace in the wilds of Alpine Europe. Downsides are a truly unpleasant gearbox - repeatedly swapping between first and second at high revs on an endless set of hairpins heading out of Geneva was like dropping spanners into a food mixer - and the so-so brakes. Suspension is a bit crude too, but you don't expect it not to be on a bike in this class.
SPECS - KAWASAKI
TYPE - STREETBIKE
PRODUCTION DATE - 2006
PRICE NEW - £5545
ENGINE CAPACITY - 748cc
POWER - 101.1bhp@10,600rpm
TORQUE - 52lb.ft@8000rpm
WEIGHT - 195kg
SEAT HEIGHT - 805mm
FUEL CAPACITY - 18L
TOP SPEED - 140.6mph
0-60 - n/a
TANK RANGE - 185miles
SPECS - YAMAHA
TYPE - STREETBIKE
PRODUCTION DATE - 2006
PRICE NEW - £5299
ENGINE CAPACITY - 599cc
POWER - 87.6bhp@11,600rpm
TORQUE - 42.6lb.ft@9600rpm
WEIGHT - 187kg
SEAT HEIGHT - 795mm
FUEL CAPACITY - 19L
TOP SPEED - 135.4mph
0-60 - n/a
TANK RANGE - 180miles
The second time somebody advised me that 'there is no substitute for cubes', I was as perplexed as the first time I heard it. Whether referring to Oxo, Rubik's or ice, I was having none of it and dismissed the man as a fool. At the time I was 25-year-old greenhorn, and was being handed the keys to a very used but original 4738cc '67 Shelby GT350 Mustang, which would sit beside my recently acquired and slightly used 1002cc Yamaha FZR1000 Exup. Perhaps I wasn't understanding him, but I was living the idiom.
In fact I've never strayed too far from this philosophy, which is precisely why I volunteered for the run back from the Alps with Tim. We'd been on different assignments but had met at the Editor's personal Alpine playground to plan a route home from Grenoble that would take in some of Europe's finest riding before settling into an autoroute slog, riding workaday all-round middleweights. I was curious to embark on a mid-size mission normally reserved for the litre elite. I've only ever toured on big touring bikes and high-speed toured on big sports bikes, but agreed that there was no reason why a brace of humble do-it-alls couldn't rise to the occasion.
The bikes in question couldn't have been more unassuming: Yamaha's FZ6 Fazer and the Kawasaki Z750S. Very few of these high-selling, low profile machines would have been purchased with the intention of Continental vacationing. More likely would be the business of getting to work on time or a leisurely country pub run on a Sunday afternoon. But what's to say that they couldn't do what their bigger brothers do?
Both are what you could call budget middleweight sports bikes. You'll pay the same price for both and get a very similar package, only one isn't truly a middleweight - the Kawasaki boasting a full 748ccs to the FZ6's 600.
No question, you're getting quite a lot for your £5500, and while you could spend a couple of thousand extra for a four-year-old luxury tourer, remember that'll be a seven-grand bike without a warranty, not the 24-month manufacturer's jobbie these will afford. Anyway we're concentrating here on sensible new machinery, and the ownership benefits that come with, such as having extra spending money for accommodation upgrades.
On that account, after a little research, it became clear we could avoid the depressing world of Ibis and Formula 1 hostelry by heading off the beaten track to a world of palatial calm and dignity, thanks to the irritatingly pretentious yet mightily useful Special Places to Stay books by Alastair Sawday.
It took just a couple of minutes to completely prepare for the journey. Tyres present and correct? Check. Chain adjusted correctly? Check. Magnetic tank bag with map section, multi-tool, visor cleaner and change for tolls? Backpack and tail pack with lightweight clobber and repellent for bugs and trolls? All check. A couple of bungee straps for peace of mind and we're off on our mini-holiday. Our journey is admittedly not the longest that we're likely to experience this year, but if it were, we'd only need the additional set of throw-overs to complement our existing kit. It really is laughably simple to prepare for a spot of touring in this day and age.
Despite the capacity deficit the Fazer is physically the bigger of the two, with its fairing screen sitting some 45mm higher above the seat than that of the Kwak's. It's also more spacious than the compact Z750S, as verified by the 15mm longer wheelbase. Despite appearances, the seat height is a smidge lower.
