Menus
- 600cc super sports car tested on the racetrack
- We prescribe standard tires
- Christian Kellner tests for MOTORRAD
- Two modes: full throttle or closed throttle
- GSX-R depends on MV Agusta F3
- Kawasaki can be brushed by Yamaha
- Triumph Daytona 675 delivers more than any other
- Test track
- Data and measured values
- Performance measurement
- Conclusion
- Offers and price comparison for used 600 super sports bikes
38 photos
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Here again, all in one go: The 600 super athletes on the racetrack.
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70 hp less than the 1000, almost as heavy as the super sports car and not exactly cheap. MOTORRAD goes to the racing track with the 600 super sports cars, because that’s where their destiny lies.
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The candidates: MV Agusta F3.
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The candidates: Yamaha YZF-R6.
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The candidates: Suzuki GSX-R 600.
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The candidates: Honda CBR 600 RR.
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The candidates: Kawasaki Ninja ZX-6R 636.
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The candidates: Triumph Daytona 675.
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Italy’s prima ballerina: MV Agusta F3.
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The really hot number: Yamaha YZF-R6.
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A balanced character: Suzuki GSX-R 600.
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With a new face: Honda CBR 600 RR.
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Japan’s new attempt: Kawasaki Ninja ZX-6R 636.
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The thoroughbred athlete: Triumph Daytona 675.
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Cockpit Honda: New Big Piston Fork from Showa, old cockpit without gear indicator.
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Cockpit Suzuki: Also Big Piston, but gear indicator and two mapping variants.
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Cockpit Yamaha: Sparse cockpit, high revs and a fine fork.
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Cockpit MV Agusta: Plenty of functions, but confusing, the fork works well.
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Special features Triumph: New perspectives: the now underlying exhaust system of the Daytona.
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Cockpit Kawasaki: Contemporary cockpit with all the information.
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Cockpit Triumph: Complete, clearly arranged cockpit and fine, conventional cartridge fork.
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Brakes MV Agusta: The only two-piece brake calipers from Brembo, still great effect.
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Brakes Yahama: Well-tried Sumitomo pliers with screwed-in plugs, good effect:
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Brakes Suzuki: The one-piece brake calipers are from Brembo, no ABS.
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Brakes Honda: The one-piece brake calipers are from Tokico, the reflectors are a matter of taste.
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Brakes Kawasaki: One-piece brake calipers from Nissin, wave brake discs, ABS.
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Brakes Triumph: Nissin calipers, one-piece, adjustable ABS.
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Special features MV Agusta: Not convincing: the optional automatic switch of the F3.
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Special features Yamaha: Only the R6 has adjustable high-speed damping at the front.
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Special features Suzuki: Raised: the adjustable footrests of the GSX-R 600.
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Special features Honda: The electronically controlled rotary vane steering damper works great.
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Special features Kawasaki: The complete package: traction control and mapping adjustable at the end of the handlebar.
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The MOTORRAD race track rating of the 600 super sports car track test at a glance.
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The MOTORRAD test results of the 600 super sports car track test at a glance.
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600cc super sports car tested on the racetrack.
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600cc super sports car tested on the racetrack.
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600cc super sports car tested on the racetrack.
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600cc super sports car tested on the racetrack.
CBR 600 RR, ZX-6R 636, F3, GSX-R 600, Daytona, YZF-R6
600cc super sports car tested on the racetrack
Power? 70 hp less than the 1000s. Weight? Almost as heavy as the superbike bolides. Price? Not cheap. Actually, there are hardly any reasons to buy a Supersport 600 series. Nevertheless, Kawasaki is going on the offensive with the new ZX-6R, Triumph presents the new Daytona. And MOTORRAD goes to the racetrack, because that’s where its destiny lies.
F.For the younger ones among us, a little retrospective: There were times at the end of the past millennium when the little super athletes formed the spearhead of an impending sports motorcycle boom. 600 cubic centimeters, distributed over four cylinders in a row, were the measure of all things, the super sports class drove circles around the fat 1000s and 1100s, which had more power, but also more weight and decidedly less chassis to offer. At least every two years, Japan surprised us with a new milestone in the high-tech sky – and the knee-dragging fan base gratefully accepted this.
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CBR 600 RR, ZX-6R 636, F3, GSX-R 600, Daytona, YZF-R6
600cc super sports car tested on the racetrack
Nobody needs more!
And today? Anyone who does not have at least 1000 cubic centimeters and 180 hp in the data sheet, does not have a high-tech ABS and a dozen adjustable traction control does not need to compete. As a result, Japan in particular reduced its efforts to almost zero years ago. The usual facelift, a bit of plastic here and a new exhaust there, that was it. It is hardly surprising that the customers stayed away.
That’s a shame, because the crazy logic of the Superbike class of capturing more and more power with even more electronics is not available to everyone. Especially not if you were allowed to experience the assembled super sports guild on a closed route. MOTORRAD test legend Werner “Mini” Koch would say: “Nobody needs more!” So it is a good thing that MV Agusta launched the bewitchingly beautiful F3 last year and Triumph presented a completely redesigned Daytona 675 for 2013. At the same time, Kawasaki also takes heart, breaks with the new ZX-6R with 636 cubic centimeters again from all displacement constraints and also draws level with its big sister ZX-10R in the assistance systems. Yes, even Honda is moving very gently, at least giving the old CBR 600 RR a new fork and a new MotoGP-style fairing for this season. Suzuki and Yamaha, on the other hand, leave everything as it was, although “old” can be interpreted differently here. The last comprehensive revision of the GSX-R 600 dates from 2011, while the R6 has existed in its foundations since 2006 and has only been pepped up by minor model maintenance measures (new exhaust 2010).
We prescribe standard tires
So much for the state of affairs – in theory. For practical testing, the MOTORRAD test team made a pilgrimage to the undulating asphalt of the small but fine racetrack in Alcarràz near Lleida (Spain). While the engines are warming up and the drivers are slipping into the leather, discussions are full of anticipation. What can the almost new Triumph Daytona 675 do, which now comes with ABS like the Honda CBR 600 RR and the Kawasaki ZX-6R 636? Does the Kawasaki help its displacement advantage far forward, or is traction control more important? Is the Yamaha YZF-R6 still the racetrack power it was over the years? And the Honda, for which an optimized mapping was installed in addition to the new fork, has made a leap forward?
First of all, to warm up, you go out on the track with production tires, and practically from the first lap it becomes clear that the manufacturers already have very different philosophies when choosing tires. While Triumph (Pirelli Supercorsa SP), MV Agusta (Pirelli Diablo Rosso Corsa) and Kawasaki (Bridgestone S 20) compete with current and well-known good tire material, the others document their restrained development commitment with tires of the last or even penultimate generation. No matter whether Dunlop Sportmax D 214 (Honda), Dunlop Qualifier (Yamaha) or Bridgestone BT 016 – that is not the state of affairs, and the unfortunate bikes acknowledge the need for savings with a powerful set-up moment on the numerous bumps, lax accuracy and one after a few faster laps including the associated higher tire temperatures clear grip. No question: if you want to go straight from the road to the slopes, you should change the tires of these three machines beforehand, while the Triumph Daytona 675d, MV Agusta F3 and Kawasaki ZX-6R 636 could shoot off without a pit stop.
But they don’t, because for reasons of equal opportunities, standard tires are of course prescribed. In this case one more grip category higher, namely the well-known sticky Pirelli Supercorsa in medium mix (SC2) and in the standard format 180/55 at the back. It shouldn’t be the tires if someone messes up here, because these tires harmonize with each of the candidates.
Christian Kellner tests for MOTORRAD
And then it starts after someone has warmed up who has seen the good super sports years up close. Christian Kellner, ex-world championship driver and almost world champion, slips his racing leather on. And before he gets on the new Honda CBR 600 RR, he informs himself again about the assistance systems. ABS on Honda CBR 600 RR, Kawasaki ZX-6R 636 and Triumph Daytona 675, traction control on Kawasaki and MV Agusta F3, better safe than sorry.
All in one fell swoop: The 600cc super sports car on the racetrack.
First he emerges from the pit lane with the Honda CBR 600 RR. It cuts a fine figure with its special Repsol paintwork (300 euros), and yet nobody is seriously counting on it, as indicated when the vehicle was warming up. The chassis design is too comfortable for the racetrack, the engine too weak, the performance curve of which on the test bench matches that of the previous year one to one, despite mapping modifications. If it weren’t for an extended break from work for the Yamaha R6 engine between 7000 and 10000 rpm, the CBR engine would bravely carry the red lantern of the last in its class over the entire speed range, which also applies to the torque curve. By far the lowest power (modest 114 hp), by far the lowest torque (64 Newton meters). On the other hand, the composite ABS, which has so far been scolded on the racetrack, even on the Alcarràz wave runway works without flaws. Or better: almost imperceptibly, because no ABS regulates as gently as the CBR. In addition, the initial braking on the rear wheel when the brake lever is pulled (composite brake!) Gives the CBR nice braking stability, which is, however, eaten up again by the missing anti-hopping clutch.
When downshifting, there is noticeable restlessness. Just like at the apex of the bend, where the ground clearance of the Honda CBR 600 RR is quickly used up due to its comfortable damping. “It just touches down too early because it rocks in,” reports “Kelle”, who also struggles with the throttle response that has been too hard for years and the ratio that is too long for its modest engine power: “At the end of start / finish, I’m straight sometimes in fourth gear, in the infield the CBR doesn’t come out of the corners. The new fork is good for that and extremely stable when braking. ”Overall, that’s enough for a lap time of 1.45.0 seconds, but everyone knows that it will be even faster. A new cladding does not make a comparison test winner.
One suspects: the next touchstone, the Suzuki GSX-R 600 – a motorcycle with rudimentary equipment (electronic equipment), but pronounced primary motorcycle virtues, could break the Honda. And indeed: The light Suzuki (190 kg) developed into Everybodys Darling during the two days of testing. The engine is a good example of this. With a measured 120 hp, it is not the strongest in the test field, but one with many positive properties. It accelerates gently, develops its power evenly and still has enough speed reserves to let go of a gear at one corner or the other. In addition, the one-piece brembos of the GSX-R delay brutally and finely dosed. It steers in a neutral and manageable way, offers good feedback, only has to give up when it comes to the less racing ergonomics and the freedom from leaning, like the Honda. And yet, in all its “average”, throws a lap time on the Alcarràz floor that puts a Honda CBR 600 RR to shame. 1.44,2 – that is worthy of all honor.
Two modes: full throttle or closed throttle
But even this time, everyone suspects, will not last, because the favorites are still in the pits with tire warmers. MV Agusta F3, Yamaha R6, Triumph Daytona 675, Kawasaki ZX-6R – they are all far more geared towards racing than the duo before. Above all the old fighter R6, at whose presentation in 2006 on the Doha race track the super sports community held its breath because she was uncompromising like no other. And today? Nothing has changed in this layout – because nothing fundamental has changed on the R6 either. Seven years ago she was just as uninterested in the world on this side of 10,000 rpm as it is today. And those beyond this brand all the more. Especially when the inharmonious initial tires have to give way to befitting skin. Then the Yamaha YZF-R6 literally yearns for curves, plunges into them, is extremely stable even on the numerous bumps on an incline and reports precisely what it is taking under the wheels.
However, this is not only due to the standard chassis in the racetrack trim, the rich damping of fork and shock absorber, but also to the radical ergonomics of the sharp Yamaha. The handlebars are set low and wide, the footrests high, the seat bench feels like it is: in this respect it has a lot ahead of the Japanese competition, and makes no compromises. Just as little as with the control electronics. They simply do not exist, which neither bothered the old R6-Fuchs waiter (after all, it was his Supersport World Cup equipment) nor the assembled test team. “There are only two modes in this class anyway,” says Kellner. “Either full throttle – or close the throttle.” On the R6, with its clear feedback from the rear wheel, he usually tears the throttle valve wide open – and burns a 1.43.5 on the asphalt, the first real scent mark.
GSX-R depends on MV Agusta F3
Is that a real hurdle for the radical Europe triples? First, the beautiful MV Agusta F3 goes into the race. One that has everything that makes a real racer. Plenty of power (125 test bench horsepower), almost perfect race track ergonomics, a super-handy yet stable chassis, multi-stage traction control, an automatic gearshift (400 euros surcharge), low weight (193 kilograms).
The MOTORRAD race track rating of the 600 super sports car track test at a glance.
One thing seems very clear: If it were only possible in paper form, the MV Agusta F3 would be way ahead. But the subjunctive shows that the sum of all properties by no means has to result in a harmonious whole, but rather small things sometimes decide. In the case of the F3, this means: the much-criticized mapping has got better after several revisions, but not yet good. The MV Agusta F3 accelerates hard and with a little delay and continues to run for a short time in overrun mode. In addition, from around 10,000 rpm, the power unfolds almost more explosively than on the Yamaha YZF-R6 with its variable intake funnels, which does not make it easier to dose.
In this respect, the traction control only helps to a limited extent, because it regulates in a shirt-sleeved manner and with its coarse control intervals, which are already stimulated by bumps on the start-finish straight, slows down the forward thrust. So switch off – which is far from the optimum in the race track ranking in this criterion, despite the safety gain. If you add the shock absorber, which is rock-hard at least in the high-speed damping, which wedges particularly in the fast passage down the mountain on the bumps, or the not reliably working automatic gearshifts, the bottom line is a manageable score. And with 1.44.7 seconds a lap time that is even behind that of a Suzuki GSX-R 600.
Kawasaki can be brushed by Yamaha
Seen in this way, the Kawasaki ZX-6R 636 has significantly better chances of a top placement, especially since it underpinned its eligibility with its smooth engine and its neutral chassis in the first 1000-point test (MOTORRAD 5/2013). In addition, ABS and traction control, an extra portion of performance from the larger engine – something should work. It does, because the 6 Series pushes out of the tight chicane with significantly more pressure than the Honda CBR 600 RR or the MV Agusta F3, for example, provides finer feedback and good steering precision, controls with ABS and, if necessary, sensitively and reliably. So far so good.
And yet the supersport specialist Kellner is a little disappointed. “I would have expected more performance with the displacement advantage,” was his first reaction to the Kawasaki ZX-6R 636, which positioned itself on the MOTORRAD test bench with 126 hp between the Daytona and the F3, but well ahead of the Japanese competition. “Of course, the 636 is better than the Honda engine in every respect, that’s not that difficult. But on top of that, it does not increase as clearly as you can need on the racetrack. In addition, the chassis design is similar to that of the CBR and especially the shock absorber has reached its limits. It also pumps powerfully on the waves and then reaches its limits in terms of ground clearance, ”continues Kellner. The fact that the Kawasaki ZX-6R 636 is just ahead of the Suzuki and the MV in terms of lap times, but is brushed by the Yamaha, is due to this civil interpretation. At 1.44.2, it is still significantly faster than it feels due to its sheer size.
Triumph Daytona 675 delivers more than any other
So it is left to the thoroughly revised series winner of the past few years to do what she has already mastered so perfectly in the past, namely to drive the competition into the ground with polished sportiness and an almost unbelievable three-cylinder. And that doesn’t require an extremely expensive “R version” with Ohlins chassis, which Triumph also offers. The standard version, now with a smoothly functioning, buttery smooth anti-hopping clutch and finely regulating ABS, which can also be adjusted to the needs of the racetrack, is definitely sufficient. The current triple is practically new, has two millimeters larger bores, therefore less stroke – and luckily nothing has lost anything in terms of bandwidth.
On the contrary: the secondary ratio could be reduced because of the 500 rpm higher engine speed (now a maximum of 14400 rpm), the new Triumph Daytona 675 marches with unbeaten vehemence in this class up to the highest engine speed regions, delivers more everywhere than the others. The fact that the British also fine-tuned the chassis doesn’t make matters worse. Handy, accurate, blessed with fine feedback, perfect ergonomics, plenty of ground clearance and a finely adjustable, brute brake system, not only the ex-professional has the feeling of being able to pound the tricky course at high speed for hours on the Daytona. In the end there is a lap time of 1.43.3 – and the realization that the super sports class will never die out as long as it has such lively representatives as this Triumph Daytona, which shows everyone else what is possible on this side of 1000 cubic centimeters.
Test track
The Pirelli crew around Salvo Pennisi (fourth from right) helped with tires, advice and action. Many thanks!
Circuit d´Alcarràs
It’s almost like a good tradition: once a year, the MOTORRAD and Pirelli test teams meet for a joint test event. As in the previous year, the 3.7 kilometer long course of Alcarràs was the scene of the action, a tricky, undulating mountain and valley track that demanded everything from the assembled super sports field. Long and wide radii alternate, it goes over crests and through depressions, which demand everything from the chassis, while the engines are challenged in two long uphill straights.
Of course, the Pirelli crew will haul everything that the program has to offer for this event. Touring tires are tested on a Ducati Multistrada as well as superbike slicks on an S 1000 RR, a standard Suzuki Bandit whispers along in front of the pit wall as well as a murderously loud Yamaha R6.
For MOTORRAD, in contrast to last year (Metzeler Racetech K2), the Milanese had the Pirelli Supercorsa SC2 in their luggage, a profiled racing tire without road approval. Since the SC2 has almost unlimited liability reserves and also harmonizes with any commercially available motorcycle, it was the perfect choice for this test.
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From the bird’s eye view: the winding mountain and valley train of Alcarràs.
Data and measured values
The MOTORRAD race track rating of the 600 super sports car track test at a glance.
| Honda CBR 600 RR | Kawasaki ZX-6R 636 | MV Agusta F3 | |
| engine | |||
| design type | Four-cylinder, four-stroke in-line engine | Four-cylinder, four-stroke in-line engine | Three-cylinder four-stroke in-line engine |
| injection | Ø 40 mm | Ø 38 mm | Ø 50 mm |
| coupling | Multi-disc oil bath clutch | Multi-disc oil bath clutch | Multi-disc oil bath clutch |
| Bore x stroke | 67.0 x 42.5 mm | 67.0 x 45.1 mm | 79.0 x 45.9 mm |
| Displacement | 599 cm3 | 636 cm3 | 675 cm3 |
| compression | 12.2: 1 | 12.9: 1 | 13.0: 1 |
| power | 88.1 kW (120 PS) | ||
| at 13500 rpm | 96.4 kW (131 PS) | ||
| at 13500 rpm | 94.2 kW (128 PS) | ||
| at 14400 rpm | |||
| Torque | 66 Nm at 11250 rpm | 71 Nm at 11500 rpm | 71 Nm at 10600 rpm |
| landing gear | |||
| frame | Bridge frame made of aluminum | Bridge frame made of aluminum | Steel tubular frame, engine is load-bearing |
| fork | Upside-down fork, Ø 41 mm | Upside-down fork, Ø 41 mm | Upside-down fork, Ø 43 mm |
| Steering damper | electronic steering damper | – | – |
| Brakes front / rear | Ø 310/220 mm | Ø 310/220 mm | Ø 320/220 mm |
| Assistance systems | Compound brake, ABS | SECTION | – |
| bikes | 3.50 x 17; 5.50 x 17 | 3.50 x 17; 5.50 x 17 | 3.50 x 17; 5.50 x 17 |
| tires | 120/70 ZR 17; 180/55 ZR 17 | 120/70 ZR 17; 180/55 ZR 17 | 120/70 ZR 17; 180/55 ZR 17 |
| Tires | Dunlop Sportmax D 214 “K” | Bridgestone S 20 “J” | Pirelli Diablo Rosso Corsa |
| Dimensions + weights | |||
| wheelbase | 1375 mm | 1395 mm | 1380 mm |
| Steering head angle | 66.5 degrees | 66.5 degrees | 66.0 degrees |
| trailing | 98 mm | 101 mm | 99 mm |
| Front / rear suspension travel | 120/130 mm | 120/134 mm | 125/123 mm |
| Seat height 1 | 820 mm | 820 mm | 810 mm |
| Weight with full tank 1 | 198 kg | 196 kg | 193 kg |
| Payload 1 | 176 kg | 178 kg | 177 kg |
| Tank capacity | 18.1 liters | 17.0 liters | 16.0 liters |
| Service intervals | 6000 km | 6000 km | 6000 km |
| price | 12290 euros | 13,195 euros | 12 190 euros |
| Price test motorcycle | 12,590 euros2 | 13,195 euros | 12,590 euros 3 |
| Additional costs | 265 euros | 180 euros | 275 euros |
| MOTORCYCLE readings | |||
| Top speed * | 265 km / h | 260 km / h | 260 km / h |
| acceleration | |||
| 0-100 km / h | 3.3 sec | 3.4 sec | 3.6 sec |
| 0-140 km / h | 5.3 sec | 5.1 sec | 5.4 sec |
| 0-200 km / h | 10.0 sec | 9.8 sec | 9.8 sec |
| Draft | |||
| 60-100 km / h | 4.7 sec | 3.8 sec | 4.3 sec |
| 100-140 km / h | 4.8 sec | 3.9 sec | 4.3 sec |
| 140-180 km / h | 4.5 sec | 4.0 sec | 4.3 sec |
| Consumption highway | 4.7 liters / normal | 4.9 liters / super | 5.6 liters / super |
| Reach country road | 385 km | 347 km | 286 km |
| Suzuki GSX-R 600 | Triumph Daytona 675 | Yamaha YZF-R6 | |
| engine | Four-cylinder, four-stroke in-line engine | Three-cylinder four-stroke in-line engine | Four-cylinder, four-stroke in-line engine |
| design type | Ø 40 mm | Ø 44 mm | Ø 41 mm |
| injection | Multi-panes- | ||
| coupling | Oil bath clutch (anti-hopping) | Multi-disc oil bath clutch (anti-hopping) | Multi-disc oil bath clutch (anti-hopping) |
| Bore x stroke | 67.0 x 42.5 mm | 76.0 x 49.6 mm | 67.0 x 42.5 mm |
| Displacement | 599 cm3 | 675 cm3 | 599 cm3 |
| compression | 12.9: 1 | 13.1: 1 | 13.1: 1 |
| power | 92.5 kW (126 hp) | ||
| at 13500 rpm | at 13500 rpm | 94.0 kW (128 PS) | |
| at 13500 rpm | at 12500 rpm | 91.0 kW (124 hp) | |
| at 14400 rpm | at 14500 rpm | ||
| Torque | 70 Nm at 11500 rpm | 74 Nm at 11900 rpm | 66 Nm at 10500 rpm |
| landing gear | |||
| frame | Bridge frame made of aluminum | Bridge frame made of aluminum | Bridge frame made of aluminum |
| fork | Upside-down fork, Ø 41 mm | Upside-down fork, Ø 41 mm | Upside-down fork, Ø 41 mm |
| Steering damper | Steering damper | Steering damper | _ |
| Brakes front / rear | Ø 310/220 mm | Ø 310/220 mm | Ø 310/220 mm |
| Assistance systems | – | SECTION | – |
| bikes | 3.50 x 17; 5.50 x 17 | 3.50 x 17; 5.50 x 17 | 3.50 x 17; 5.50 x 17 |
| tires | 120/70 ZR 17; 180/55 ZR 17 | 120/70 ZR 17; 180/55 ZR 17 | 120/70 ZR 17; 180/55 ZR 17 |
| Tires | Bridgestone BT 016 AA | Pirelli Diablo Supercorsa SP | Dunlop Sportmax Qualfier PTM |
| Dimensions + weights | |||
| wheelbase | 1385 mm | 1375 mm | 1375 mm |
| Steering head angle | 66.3 degrees | 67.0 degrees | 66.0 degrees |
| trailing | 97 mm | 87 mm | 97 mm |
| Front / rear suspension travel | 120/130 mm | 110/129 mm | 115/120 mm |
| Seat height 1 | 810 mm | 820 mm | 830 mm |
| Weight with full tank 1 | 190 kg | 191 kg | 192 kg |
| Payload 1 | 190 kg | 188 kg | 183 kg |
| Tank capacity | 17.0 liters | 17.4 liters | 17.3 liters |
| Service intervals | 6000 km | 10000 km | 10000 km |
| price | 10490 euros | 11890 euros | 12,550 euros |
| Price test motorcycle | 10490 euros | 12290 euros 4 | 12,550 euros |
| Additional costs | 190 euros | 395 euros | 240 euros |
| MOTORCYCLE readings | |||
| Top speed * | 260 km / h | 258 km / h | 270 km / h |
| acceleration | |||
| 0-100 km / h | 3.4 sec | 3.4 sec | 3.5 sec |
| 0-140 km / h | 5.1 sec | 4.9 sec | 5.2 sec |
| 0-200 km / h | 9.9 sec | 9.4 sec | 9.7 sec |
| Draft | |||
| 60-100 km / h | 4.2 sec | 3.5 sec | 4.9 sec |
| 100-140 km / h | 4.0 sec | 3.5 sec | 4.9 sec |
| 140-180 km / h | 4.2 sec | 3.7 sec | 5.3 sec |
| Consumption highway | 4.8 liters / super | 5.0 liters / super | 5.0 liters / super |
| Reach country road | 354 km | 348 km | 346 km |
Performance measurement
The racetrack essence: lap times are the best argument.
Any questions? This is how you would like to start, given the superiority of the Triumph engine, because the Triple from Hinckley is above the competition in all areas. The best thing about it, however, is that this is exactly how it drives. It always has enough pressure everywhere and is miles ahead of the others in terms of torque.
The MV three-cylinder, for example, does not manage to keep up with the British three-cylinder in any area, despite the same cubic capacity except for the top performance, which is, however, significantly later.
The matter is not that clear with the Japanese four-in-line. Although the larger-displacement ZX-6R engine is better than the others in terms of peak performance and torque, the advantage is not as clear as with the three-cylinder engines.
What is remarkable is the balanced performance of the Suzuki engine, which is almost on par with the R6 in terms of peak performance, but is clearly more powerful below that. One single disappointment in all respects is the Honda engine.
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The performance measurement during the track test of the 600 super sports car at a glance.
Conclusion
The MOTORRAD test results of the 600 super sports car track test at a glance.
1 Triumph Daytona 675
There is no debate at all. The new Daytona is also the fastest again, gets the most points and is the most fun. It also works great in everyday life. Chapeau!
2 Yamaha YZF-R6
Hats off, she still can. At least when it goes in one direction in a circle and she is on racing tires. The excellent engine characteristics don’t bother so much, the chassis is great.
3 Kawasaki Ninja ZX-6R 636
It’s brand new, fully equipped, and terribly expensive. But it is just as everyday as it is racing oriented. ABS and traction control work well, the lap times are decent.
4 Suzuki GSX-R 600
If you are looking for a good opportunity to have fun with racing training every now and then, the GSX-R 600 is the right choice. 10,490 euros are a word, the GSX-R is a real all-rounder.
5 MV Agusta F3
Whoever falls in love with her will buy her. It is difficult to explain to everyone else why, with so many great systems, they are ultimately not convincing. It is the detailed work that is missing.
6 Honda CBR 600 RR
What happens if you do nothing for years is shown by the RR, whose current facelift is cosmetic at best. A clear last place.
Offers and price comparison for used 600 super sports bikes
1000PS marketplace app
Used 600 super sports bikes are still in demand in second-hand markets.
Even if new 600 super athletes are slowly becoming rarer, they still have their charm. High-revving engines, low weight and compact handling make them real weapons on narrow racetracks. Their playful driving behavior makes them particularly suitable for those new to the racetrack, which is why 600 super sports cars are always in demand on the used market. Therefore we have here an overview of all offers of used 600 super sports bikes from this comparison in Germany: Offers and price comparison for used 600 super sports bikes in Germany.
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29 pictures 1/29 Triumph Daytona 675, Ducati 848 Evo Corse SE, BMW S 1000 RR, Suzuki GSX-R 750. Different bikes – different …
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Test of the Superbikes 2012 – The super athletes on the racetrack
Jahn 26th photos Jahn 1/26 The super athletes: Aprilia RSV4 Factory APRC, BMW S 1000 RR, Ducati 1199 Panigale S, Honda Fireblade, Kawasaki Ninja ZX-10R,…
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Test of the 600 super sports car
Jaime de Diego Test of the 600 super sports car Speed monster in the track test The first part of the comparison test takes the current super athletes…
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Comparison test of the 600 super sports car
Ducati 748 R comparison test, Ducati 748, Honda CBR 600 F, Kawasaki Ninja ZX-6R, Suzuki GSX-R 600 600 super athletes in the test Fireworks! Kawasakis …
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Comparison test: 34 hp super sports car
Comparison test: 34 HP super sports car Sporty bikes for beginners in comparison Contents of Finally, the driver’s license! Ready to go!…