Kawasaki Z 800, Yamaha MT-09 and BMW F 800 R

The happy medium is no longer what it once was. For bikes with engine capacities of less than 800 cc are now considered mid-size, but when it comes to driving please they are right up there with the best of them. We put the Kawasaki Z 800, Yamaha MT-09 and BMW F 800 R to the test.

The term mid-sized always sounds a little like mediocre. But with the pinnacle of two-wheel development currently levelling off at an engine power of around 200 HP it is clear that mid-sized bikes aren’t going to leave you hungry, in fact, here too you will find casserole dishes that are full to the brim . In the case of the BMW F 800 R there are two, with the Yamaha MT-09 three, and the Kawasaki Z 800 even offers four opportunities to dip in the ladle. Metaphorically of course.

Purely metaphorically speaking, we now also bridle the horse from the rear and, for purely practical reasons, begin with the Yamaha MT-09. Ultimately it was the bold MT-09 with which Yamaha catapulted itself out of the depths of the approval statistics with some fanfare in 2013 – and straight into the hearts of motorbike fans.

 

Yamaha MT-09

The Yamaha MT-09 is a good partner for an intense two-wheel relationship

The fun begins the moment you sit down. Behind the high and broad handlebars the rider sits upright, with little weight on the wrists. On top of this there is the narrow tank, which allows for full knee contact. Your feet find their way to the foot rests almost of their own accord, although the knee angle is very sporty indeed. The three-cylinder of the Yamaha MT-09 springs immediately into action. The mapping is now quickly set to “B” on the handlebar switch and off we go. Both in standard and even more so in “A” mode, the throttle response is really gruff, which quickly gets annoying when driving normally. Already from idling speed there decent thrust, and at around 5,500 rpm comes the second wind whereby the typical triple-growl switches to an aggressive pitch.

In the test bike the switching box seemed really gristly and wanted to be operated with just the correct combination of caution and vigour. Thanks to the ample torque curve, however, it doesn’t have to be used that often. In the vast majority of everyday life situations, the basic tuning of the comparatively softly tuned chassis of the Yamaha MT-09 suffices. With regard to the fork and suspension strut, both the spring base and rebound are adjustable. Only when it presses annoyingly on poor terrain does the fork reach its limits and full contact is sometimes made, while the suspension stoically absorbs the impact. Under these circumstances, braking in the ABS range should also be enjoyed with caution. Long control intervals and occasionally surprising triggering of the brakes will ensure gasping eyes behind your visor. But as a result, the rear wheel remains where it belongs: on the ground.

Target the corner, initiate the steering movement, lean down, done

When driven on slightly quieter roads, the Yamaha MT-09, fitted with special “M” specification Bridgestone S20 S tyres, not only delights on account of the high level of comfort, but also the largely neutral driving behaviour. Target the corner, initiate the steering movement, lean down, done You can continue like this for hours. Driven economically, the Yamaha consumes just 4.3 litres over 100 kilometres, although if you enjoy yourself it’s a good litre more, meaning that after around 250 kilometres you’ll have to keep an eye out for a fuelling station.

In everyday driving, the long service intervals help keep maintenance costs down. Unfortunately the stylishly short back end ensures that the driver is soaked from behind in the rain, although if you mount luggage on the back it seems to prevent this rather successfully. Nonetheless, the Yamaha MT-09 is a good partner for an intense two-wheel relationship. From January to August 2015 just under 2,100 have said yes.

 

Kawasaki Z 800

The Kawasaki Z 800 is a bike that polarises opinion.

First off, this also basically applies for the Kawasaki Z 800 as well. However, and this much becomes clear the first time you get close up, it doesn’t want to be everybody’s darling. Opinions differ just based on the design. Those who like the Kawa buy it. Those who do not, don’t, even if it were to score the full 1,000 points in the MOTORRAD evaluation. Although its score is far from achieving this. Just sitting on it, it becomes clear that a different, more sporty wind is blowing here than on the Yamaha MT-09.

The handlebars are further forwards and are lower down, which results in a more active, albeit not unpleasant sitting position. However, you get the feeling that, in spite of the almost identical (820 compared to 810 mm) seat height to the Yamaha, that you are sitting more “on” the bike rather than “in” it. The likewise fully digital cockpit impresses less with its readability and more on account of its wild appearance. In particular, the centrally positioned bar-graph rev counter is practically impossible to read when the sun is shining on it. This is a shame in so far as that the low-vibration inline four-cylinder engine is most dependent on it. It’s not that the Kawasaki Z 800 would be undrivable in the lower range, but in direct comparison with its two competitors the drive system seems rather anaemic until just under 7,000. Beyond this mark it then shows its other face and quickly reaches the red area amidst a wild roar. So to keep up with the BMW F 800 R and the Yamaha MT-09 the Kawa must be continually kept within the power range, which isn’t really a problem given the transmission which is the best performing of the three.

Incredible tendency towards stoppies when braking sharply

Driven at full gallop like this, around 6.5 litres pass through the injection nozzles, whereas at a comfortable trot 5.0 litres are sufficient for the same distance. In gallop mode it is also striking that the approved Bridgestone S20 Evo tyres on the test bike go much better with the Kawasaki Z 800; the bemoaned sluggish cornering with the original Dunlop D214s and the high level of pulling up when braking in an inclined position are by and large a thing of the past. However, because MOTORRAD always assesses the test machines in their series version, these improvements are not reflected in the scores shown.

The huge tendency towards stoppies when braking sharply is evident with the test bike regardless of the tyres. More than once during the braking tests, the front brake had to be released to prevent rolling. Urgent improvements are required in this regard. So too, the rear suspensions strut is at it wit’s end on poor road surfaces. The machine then kicks out, which lifts the rider off the saddle time and again. Its two colleagues have greater reserves under the same conditions. And although, or perhaps in particular because the Kawasaki Z 800 is a polarising bike, in the first eight months of 2015 it managed to win over almost 1,700 bikers.

 

BMW F 800 R

Thee BMW F 800 R has been on the market since 2009.

All that remains is the BMW F 800 R. It is the Methuselah of the trio, having been on the market since way back in 2009. This may explain why, in spite of this year’s model upgrade with an upside-down fork, a new headlight, different handlebars and some fine tuning to the engine, which now offers 89 rather than 86 HP, “only” managed to win 1,000 customers in the same period of time that the others have been around. However, perhaps it also comes down to price, seeing as at 10,460 euros, the test bike fitted with various accessories packages is by some distance the most expensive. In this environment it also comes across like it’s trying too hard. You have cold fingers? I have heated handles. You want to transport something? I have a luggage rack. You want to grease the chain? I have a main stand. The list goes on.

What is really annoying about the BMW F 800 R when fitted with the standard seat is the very tight knee angle. Together with the flat offset handlebars positioned far back and low down, the result is a rather passive sitting position. At least the seat problem can be resolved, as BMW offers four seats at varying heights, some subject to additional charge. Aside from this, the BMW makes for pleasant living. Away from the motorway the lack of power is barely noticeable, especially seeing as at up to 6,000 rpm the corners come very close together. Thanks to the compensating connecting rod, rev-happy synchronous-running engine pretty much reels itself in with regard to vibrations. Only at the top end does it get annoying.

On winding routes, the BMW cuts an impressive figure

On winding routes, the BMW F 800 R, fitted with Metzeler Roadtec Z8 tyres cuts an impressive figure – easy to steer and neutral as it rounds the corners. The combination of non-adjustable fork and ESA light barely loses its calm. The ESA only adjusts the rebound of the suspension strut at the touch of a button, while the spring pre-tensioning can be adjusted using the handwheel.

And should your beloved ever feel the need to go on tour with you, the BMW F 800 R offers by far the most comfortable rear seat. All told, it furiously sets about accumulating points and leaves the two Japanese bikes lagging behind, at least on the MOTORRAD Leaderboard. In conclusion, it should be noted: With all of the differences that separate the three bikes from one another, they all have one thing in common: they are all anything but mediocre.

 

Technical Data

 

	BMW F 800 R	Kawasaki Z 800	Yamaha MT-09
Model year	2015	2015	2015
Motor
Number of cylinders, design	2, in-line engine	4, Inline engine	3, Inline engine
Bore / stroke	82.0 / 756 mm	71.0 / 50.9 mm	78.0 / 59.1 mm
Engine capacity	798 cc	806 cc	847 cm³
Valves per cylinder	Four valves per cylinder	Four valves per cylinder	Four valves per cylinder
Compression	12.0	11.9	11.5
Output	66.0 kW (88.7 HP) at 8,000 rpm	83.0 kW (111.4 HP) at 10,200 rpm	84.6 kW (113,5 HP) at 10,000 rpm
Max. torque	86 Nm	83 Nm	88 Nm
Number of gears	Six-speed gearbox	Six-speed gearbox	Six-speed gearbox
Rear-wheel drive	O-ring chain	O-ring chain	O-ring chain
Chassis, wheels, brakes
Frame	Bridge frame	Bridge frame	Bridge frame
Front/rear spring deflection	125 mm / 125 mm	120 mm / 137 mm	137 mm / 130 mm
Tyres	120/70 ZR 17, 180/55 ZR 17	120/70 ZR 17, 180/55 ZR 17	120/70 ZR 17, 180/55 ZR 17
Front/rear brake	320 mm four-piston fixed calliper / 265 mm single-piston floating calliper	310 mm four-piston fixed callipers / 250 mm single-piston floating calliper	298 mm four-piston fixed callipers / 245 mm single-piston floating calliper
ABS	Yes	Yes	Yes
Dimensions and weights
Wheel base	1,526 mm	1,445 mm	1,440 mm
Steering head angle	64.0°	66.0°	65.0°
Trail	91 mm	98 mm	103 mm
Dead weight with a full tank of petrol	n/a	229 kg	191 kg
Seat height	790 mm	830 mm	n/a
Permissible total weight	405 kg	411 kg	365 kg
Maximum speed	218 km/h	230 km/h	210 km/h
Price
New price	8,900 euros	8,895 euros	8,295 euros

 

 

Measured values

On this side of the full throttle position and within an everyday driving context the lower power of the BMW F 800 R is barely noticeable, although the drop in torque at 4000 rpm is more so. The Yamaha MT-09 is already letting loose, but at 5,000 it then gets a second wind. However, the triple engine only really gets going in fourth gear, in fifth gear it has had enough at 10,000 rpm, and in six this is the case at just 9,000 rpm, which corresponds to 210 km/h.

The Kawasaki Z 800 can always rev, which works – and it also needs to. For the less at the lower end and lots at the top end characteristic that is typical of four-cylinder engines is more strongly defined in practice than is evident on the diagram. At less than 7,000 rpm, the Kawa is like the well-behaved Dr. Jekyll, and beyond this it transforms into the poisonous Mr.  Hyde. It’s fun, if you like that sort of thing.

 

Test result

1st place: BMW F 800 R – 665 points

In the end the BMW F 800 R once again comes out on top. It barely shows any weakness, and its strengths are further enhanced by the dynamics, touring and safety packages, which come subject to charge.

2nd place: Yamaha MT-09 – 647 points

The Yamaha MT-09 is a motorbike in the true sense of the work. The fantastic triplet is still a stunner. If you could now only optimise the mapping. And make the chassis a little firmer. Otherwise there are no serious points of criticism.

3rd place: Kawasaki Z 800 – 624 points

As is usually the case with extremists. If you ask for a consensus they usually come off second best. In spite of slight weaknesses with the engine and ABS tuning, the Kawasaki Z 800 is an inspiring motorcycle.