600 comparison

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600 comparison

600 comparison

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Although the lively 600s are called “super sports enthusiasts”, the customer expects the offer of a general store: a family pack for everyday use, two cans of high-tech and a bag full of racing spirit. At least.

An expectation with consequences. For the customer to whom increasingly perfect products are presented. And for manufacturers who are in an unparalleled technology race. The only constant: the model name. Example Suzuki: old name, new motorcycle. Has nothing in common with the previous model. Or Honda. Leaves the chassis largely untouched, but fundamentally redesigns the engine. With injection, of course. That went in the pants at Triumph last year. But the English are fair sports people. Went to the exam? and came out with new camshafts, new manifolds and a modified ignition and injection map.
At Kawasaki, however, everything stayed the same. Or with the new one, after all, the ZX-6R was not immediately renovated until 2000, and is presented in the guise of its big sister. The same applies to the Yamaha YZF-R6, which, compared to the 1000 series, is technically far more independent. The Ducati, however, is unique. Technically and visually.
As I said, a great mix. But you can’t have them all. The question: which of the candidates is best sorted, combines as many good qualities as possible.
Let’s go, always following your nose, direction Split. As is well known, this is in Croatia, and the fact that we ignore the formidable racing circuit in Rijeka is due to the weather. Rain is too kind a word for that. Or to put it positively: Come on, we test the wind and weather protection.
Even the exchange of ideas at the first stop brings disagreement, because everyone wants to drive the Kawasaki ZX-6R, while otherwise very popular sports canons like the 748 and R6 are sadly in the rain and the TT 600, GSX-R and CBR 600 F are climbed with grumbling. There’s not much weather protection there. The fact that the Honda is still the next out of stock is due to the typical CBR property, adapting to individual ergonomic needs as if by magic. The ZX-6R and TT 600 also master this discipline, but not with such perfection. Because the wider tank on the Kawa restricts freedom of movement a little, and on the Triumph, the seat recess that rises again on the tank and the high footrests create potential for conflict. Guaranteed disagreement, however, arises when it comes to the Ducati. To the same extent as the former generally meet their occupiers, the proud Italian refuses. Butt up, head down and all the weight in the world on your wrists? This two-way relationship leaves no room to look to the right and left, but makes it clear that the 748 also represents pure racing theory here on the country road, while the drivers of Suzuki and Yamaha are torn between both worlds. In detail: The Honda CBR 600 F is more than ever a perfect example of “motorcycling made easy”. Handy, accurate, blessed with finely adjustable and tight-acting brakes, plus a motor that throws all the others down in the pull-through rating and still grabs powerfully at the top. A merit of the new injection. Spontaneously, but not excessively hard on the gas, it also offers the ideal breeding ground for contemporary exhaust gas cleaning in the form of a regulated catalytic converter and secondary air system. But she also has a weakness. If the consumption on the country road and at 100 km / h is still okay, 8.5 liters at 160 km / h border on gluttony, while one likes to overlook the slight vibrations in view of the assembled qualities as well as the quite existing righting moment when braking in an inclined position.
It’s hard to overlook the rather coarse fairing bracket of the Kawasaki. These things are just out of style. Otherwise, however, the ZX-6R has consistently fine motor skills despite its huge appearance. In addition to a powerful drive, it offers a workstation that is almost as comfortable as the Honda and sails just as neutrally around curve radii of all kinds, does not brake a bit worse with its seck piston system and iron out minimal handling disadvantages thanks to its more sensitive shock absorber. In addition, the Kawa with Dunlop D 207 tires does not stand up when braking in an inclined position. The tires (as on the Yamaha) lose this advantage due to the lack of wet grip. The ZX-6R scores (in contrast to the Yamaha) with a secondary air system and U-Kat in terms of the environment.
The Triumph also has a U-Kat. Or better only, because with her more would be possible in view of the injection. And while we’re grumbling: the revised TT engine does not yet deserve unconditional praise. Neither in terms of peak performance (103 hp according to Ece standard) nor in terms of power delivery, because the Triumph four-cylinder is still no pulling miracle and needs to be turned. Nevertheless, dealing with the British is much more pleasant than with last year’s version, because the throttle response is more spontaneous and the performance dent between 3000 and 4000 rpm has been smoothed. The periphery, however, remained the same, and that’s a good thing. Because the TT still brings a big grin on your face on the Croatian coastal road. Imagine the course of the curve, move it: the Triumph goes where it should. Suspecting the course of the curve, misjudging it: course corrections are no problem. Always razor-sharp and with fine feedback thanks to the high-quality, appealing spring elements. And then these brakes. Brute force in effect and controllability. One finger is always enough. Here on the country road and even on the racetrack. But more about that later. First the duty, then the freestyle.
On the Ducati 748, winding roads meant a by no means incidental dispute between rider and motorcycle. She wants to go straight ahead, he around the corner. She wants the radius chosen once, he now wants a slightly narrower one. A constant struggle. You can call that stubbornness. Or character. This positive description then fits perfectly with what the 748 has to offer regardless of this leadership debate. This rich, stable chassis, for example. The fork and shock absorber tend to have a tight coordination, but still respond well to uneven ground. The front Brembo stoppers offer a decent effect with good controllability, even if they do not quite come close to the qualities of the Honda and Kawasaki brakes. And the motor is recommended as an ideal pleasure drive in terms of its performance characteristics. Pushes out of the corners with vehemence in the big corridor, always accompanied by an uncommon mechanical presence and that throaty rattle from the airbox. To do this, he turns and turns, turns, turns. At least for V2 conditions. It’s fun, it can be addicting.
A fact that also applies to the GSX-R 600 and R6. Both are ?? compared to the other four-cylinder? much more sporty. And yet they are very different. Not when it comes to pure power: The Suzuki (111 PS), closely followed by the Yamaha (110 PS), tops the strong 600 pack. Performance that is also reflected in exorbitant driving performance. 263 km / h for the Suzuki and 260 km / h for the Yamaha are in the measurement log. And from 0 to 200 km / h it takes less than ten seconds. Any questions? Yes! How do you drive where maximum values ​​degenerate into theoretical values? Judging by their alignment, both really good? and yet very different. It starts with the sitting position. Sportily assembled on the R6, sportily bent on the GSX-R. Comfort is different, but also really uncomfortable (see Ducati). The general character of their chassis also differs. Where the Suzuki relies heavily on stability and accepts small losses in terms of handiness, the Yamaha is extremely nimble with its extreme chassis geometry, whizzing from one corner to the other, but it lacks a little steering precision. It also tends to twitch the handlebars on bumpy terrain and on common highway transverse joints. Not bad, but there is something reassuring about the stoic composure of a GSX-R tamed via a steering damper.
Anyway, the GSX-R: Is it affordable? and that is a cornerstone of success in this high-class field? no serious weakness. Combines the brute power of your engine not only with a fulminant background noise, but also with balanced power delivery (but unfortunately not with a regulated catalytic converter). The mighty aluminum bridge frame with high-quality, appealing spring elements and its sporty flair with a good portion of everyday suitability such as good wind protection, large range, high payload and ease of maintenance. Bravo.
Mainly because the R6 case is a little different. With all the fun that the exquisitely crafted Yamaha makes with its irrepressible nature, it affords sloppiness that can spoil the pleasure. The transmission is part of it despite the revision. Mainly the change between courses one and two is loudly commented on. Another penalty: the brake. Little to feel of the power and magnificence of earlier specimens. Spongy pressure point, mediocre effect. And it goes without saying that the Yamaha cannot score excessively when it comes to everyday suitability.
So, off to closed terrain. The R6 is waiting, guest tester Jurgen Fuchs is waiting, the new Pirelli Supercorsa in street legal version is waiting, everyone is waiting. To better weather. For days. If nothing helps, change of location. Ledenon in the sunny south of France.
The first thing to do is the R6. Highly motivated, because that is her terrain. Cheers in the highest tones, can only really play to their sheer limitless revving pleasure in five-digit regions here, falls playfully from one incline to the other on this mountain-and-valley railway and is still stable and well balanced. That fits. Especially since the 70s instead of the original 60s cross-section of the Pirelli Supercorsa minimizes the tilting of the R6 at great inclines, although not completely eliminated. So be it. But there’s no end to the lean angle. And again and again this never-ending speed range. But, those brakes! People come to terms on the country road, but here. Better to get there a few meters earlier with this indifference. And the transmission! What is still tolerable in civil life with a lot of feeling hurts the soul when the power reserves are fully utilized. Kraaach. Ouch.
Yet. The R6 proves its potential. Jurgen burns the fastest lap with her. 1.36.8 minutes. That sits. But not always. On average over the three fastest timed laps, the R6 achieved a time of 1.38 ?? and is therefore exactly on the level of triumph. That’s right, the Triumph TT 600. Because here, as on the country road, it compensates for its lack of performance with its first-class chassis. Defined the limit area with crystal-clear feedback, maneuvering the tightest curves with ease and precision ?? and with these tip-top brakes in front of every corner makes the R6 full meters.
The ZX-6R also succeeds in rescuing your good country road performance almost seamlessly on the racetrack. It falls slightly in an inclined position, then lies very neutral, irritating the driver at most because of the early footrests. But doesn’t bother. Just like the slight rocking despite the rebound stage being completely turned down when accelerating, which is accompanied by a gentle swing around the steering. Everything good-natured, everything controllable and in combination with the full 110 hp, the great brakes and a wonderfully soft, precise gearbox for an average of 1.38.1.
That is enough to slightly distance the CBR 600 F. 1.38.8. On average. Anyone who speaks of slow has no idea. Nevertheless, the similarly arranged Kawa was faster. Why only with this engine that pushes properly in all speed ranges? With these brakes, which still work flawlessly even after a number of laps, with the stable chassis, the fine working fork, the great handling. Okay, footrests and side stand pull the asphalt to two parts, and the seating position is too touristy for this hunt. The basic evil when riding on the borderline, however, is the lack of confidence in the hindquarters. Strut, the old lyre. Not sensitive enough in response, overwhelmed in damping. That makes you insecure and doubts what is still possible.
The Ducati is completely different. Their tight coordination, which still resides under comfort deprivation on the country road, comes in handy here because the response of the fork and shock absorber is first class. Nothing wobbles or rocks there? except for the driver’s torso. He has to be very conscious about shifting his weight, completely changing his driving style ?? and be ready with the brakes as early as possible, because the yellow one is even more stubborn in this driving condition and has to be forced around the corner. On the other hand, it is stable like no other when braking, circles around the corner with an arrow, pushes out powerfully, can be shifted hard but precisely? and is still often in the limiter because the pressure on the top quickly subsides. 1.39.1 on average, says the stopwatch. And the feeling to the Ducati rider that he would have better cards on a faster, more fluid course.
Well, now. GSX-R 600. With the immodest motto “own the racetrack”. And expressions of life that leave no doubt as to the seriousness of putting this project into practice. With a roar, the Suzuki storms around the course, pushes out of the corners, cheers on the straight. No question about it, this engine is a great guy. And he sits in a chassis that masters the entire repertoire on this course. Sufficiently handy, very stable on the brakes, at the same time neutral and precise, while the fork and shock absorber tackle bumps extremely sensitively and at the same time digest very rough maneuvers without complaint. Everything is just right. Nearly. The brake could still increase in effectiveness and controllability. The great performance of the GSX-R only marginally diminishes that. An average of 1.37.8 cannot be topped by the competition.
Und places the Suzuki at the top of the points ranking. Where Honda and Kawasaki are already waiting. Not because they race faster. But because they are simply better sorted in everyday life.

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600 comparison

600 comparison
Well sorted

Jurgen’s corner

Even if modern sports motorcycles are getting closer and closer to real racing machines in terms of dimensions and performance, the first laps on the 600s make it clear that both concepts are worlds apart when it comes to behavior at the limit. The reason: A GP motorcycle can hardly afford the luxury of good-natured controllability. These motorcycles are uncompromisingly designed for performance, grip and handiness. On the technical side, there is hardly any leeway to inform the driver clearly and in good time about the limit. The GP driver therefore makes use of a whole range of other “limit area indicators” for his difficult job. He turns endless training laps, studies the competition on the track and a lot of data records in order to push himself to the limit. This is not possible with production motorcycles and hobby riders. How much fun you have on the racetrack therefore depends, in my opinion, on which bike best tells you where to go with similar lap times. For example, Kawasaki: It shone without any abnormalities thanks to its special balance of engine and chassis. The slight instability on the rear wheel indicates “the limit is coming soon” and makes it so pleasant to use. The Triumph is also a lot of fun because you can really squeeze it out. Chassis and brakes show no weaknesses, and because of the somewhat weak engine, you always pull the cable. A real all-rounder is the Suzuki, where the chassis set-up, seating position and engine power move in regions that leave nothing to be desired. But: The scope for driving mistakes is reduced. The Honda is also amazing: an all-rounder on the country road, it also manages the balancing act on the racetrack. With one restriction: the controllability in the border area. It can happen that the rear wheel breaks without much notice, and the Yamaha is not that easy to control either. A powerhouse that should be unpacked with care. The rear dips when accelerating and the front gives only little feeling for the limit. As a result, slipping over the front wheel is particularly tricky, and you should know how fast you can go with the Ducati thoroughbred racer, even more precisely than with the R6. She won’t reveal it, reminds me most of 250cc GP motorcycles in terms of stability and banking behavior in long curves. That is my personal order when it comes to good-natured behavior at the limit. Secondary for the professional on the hunt for fast times ?? of elementary importance for the recreational athlete during race training. After all, he wants to go home with all bones and motorcycle in good shape.

6th place

Not a general store, but a specialty store. On offer: emotions of all kinds. From the tingling sensation at the sight of the fine details and components to the palpitations during the journey. Nobody in this field teaches motorcycling more intensively. The other side: The 748 combines fun with hard work. Stubborn, unwieldy, uncompromising with its stability. That fits on fast racetracks. But not in everyday life, on the country road ?? and not in Ledenon either.

1st place – Honda CBR 600 F

Now she is back at the top, the serial winner of days gone by. The reason: your balance and your binding nature. She can do anything and do it pretty well. Scores in every category. And through the injection it has also found more than just connecting with the engine. Nevertheless, there is still room for model updates. There are better shock absorbers and the environmentally conscious Honda engineers should give another thought to fuel consumption at high speed.

1st place – Kawasaki ZX-6R

Oh, who would have thought. In all the hype about the new models, injection and “own the racetrack” the Kawa almost went under. And now rises like a phoenix from the ashes. At the top, like the Honda. Powerful engine, uncomplicated, precise chassis, high suitability for everyday use, (relatively) low price. A motorcycle to feel good on, on country roads and racetracks, especially since this time there was neither fork flutter nor the shock absorber significantly weakened.

3rd place – Suzuki GSX-R 600

Close, close, close. Actually second place with two winners. With a minimal point distance. And that is a victory given the very sporty nature of the Suzuki. It combines its absolutely impressive racetrack performance with a high level of everyday usability. A regulated catalytic converter and she won the engine championship. Better brakes and she would be ahead in the chassis rating. And a little more seating comfort (also for the pillion passenger) would generally not hurt.

4th place – Triumph TT 600

Who dares a lot, wins a lot: the TT 600 is still not enough for that. Because the engine still offers a lot of room for improvement. Especially on the country road, where the punch is missing in the middle speed range. But also on the racetrack, where a little more top performance wouldn’t hurt. On the other hand, the chassis is a top-notch joker. Regardless of the operating conditions, it always works. If that’s not a foundation.

5th place – Yamaha YZF-R6

The example of R6 shows how tight things are in this class. And that the competition never sleeps. Small mistakes are enough to become a big loser. In the drive chapter it is the complete waiver of exhaust gas purification and the extensive switchability, in the chassis chapter the brakes thwart the calculation, in the everyday practicality chapter the radical orientation. A shame with the potential ?? and because the R6 is still really fun.

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