Comparison test: Honda CBR 600 RR, Triumph Daytona 600

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Comparison test: Honda CBR 600 RR, Triumph Daytona 600
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Comparison test: Honda CBR 600 RR, Triumph Daytona 600

Greedy looks

The new Daytona 600 looks aggressive and greedy. Hungry to stir up the 600 class. Whether she can actually leave the CBR 600 RR behind, as in the photo?

As the last manufacturer this year, Triumph presented its new device for the highly competitive super sports class, the Daytona 600. Too late to be able to take part in the large 600 series comparison in MOTORRAD 6/2003. But pushing doesn’t apply, and that’s why the Daytona has to face the winner of this test, the Honda CBR 600 RR.
The new one causes great excitement as soon as she arrives in the editorial underground car park. “Simply ugly,” say some. “That’s really awesome,” think the others, although the enthusiasts predominate. There is nothing in between. The design of the English woman provokes and polarizes. Risk of confusion completely-
men excluded.
No matter whether you like it or not, that
Daytona is consistently styled with corners and edges from the front to the rear. Even the foot of the side stand is asymmetrically angular. While the sleek front makes the 600s appear quite aggressive, it works
angular stern somewhat compressed and almost pudgy. The tank is extravagantly shaped, with its angular bulges reminiscent of a stealth bomber.
The expectations are high. So it’s best to start the first test round immediately. The route is set quickly. First a short stretch of motorway, then over the Swabian Alb into the Black Forest, quickly taking the Feldberg with you and finally over the border to France to the Anneau du Rhin race track. Even on the short stretch of the motorway, striking differences become apparent. The rider on the “RR” is sporty, almost like a race. Due to the relatively short tank, it sits very far in front and grabs the Honda by the handlebars mounted under the fork bridge like the famous bull by the horns. The consequence of longer distances: painful wrists.
Despite its aggressive appearance, the Triumph has a ?? for a super athlete? cozy workplace. Compared to the Honda, the higher mounted handlebar stubs and moderate knee angles ensure a comfortably relaxed seating position. However, the journey only remains relaxed as long as the tour-like pace is called for. Once the Honda accelerates the pace, it will
it frantic on the triumph provided one
doesn’t want to lose touch. Where the CBR driver shifts down a gear in order to dash forward with the right punch, the somewhat doughy Daytona gearbox wants to be operated twice when downshifting. The reason is that the secondary translation is too long. A problem that Triumph Germany has also recognized and homologated a 15-tooth sprocket (currently 16) that will be incorporated into the series in the future.
But the changed translation will not hide the fact that the Triumph engine lacks some pressure. With 103 HP measured on the clutch, the factory specification still owes a few HP, even if this relates to the power on the crankshaft. However, the power output is positive. So the 600, now equipped with a Keihin injection system, pulls up cleanly from every speed range. Only the small power drop at 3000 revs is noticeable and, in connection with the long gear ratio, is responsible for the meager torque.
On the test bench this time the RR is below the promised performance. While the first test motorcycle with 113 hp was still pretty much the factory specification, the current test specimen with 108 hp failed to connect to the clutch
the default. On the road, however, the CBR benefits from a precisely fitting gear ratio and a high-revving engine that provides a very wide usable speed range. The gearshift light only warns you to change gears at almost 15,000 rpm.
In any case, the two super athletes only show their true strengths when it comes down from the autobahn and across the Swabian Alb towards Feldberg. The route leads over country roads of all categories. Fast pieces with long
Drawn curves and small roads with poor pavement and tight curves shake hands here.
The CBR fascinates with a unique combination of handiness, steering precision and direct feedback, which gives the driver an indescribable feeling of security. The Honda flies playfully from one lean angle to the next, steadfastly following the chosen line. The firm landing gear reports bumps directly to the crew, but it doesn’t disturb them.
The Triumph takes a more leisurely approach. The English 600 also impresses with its exceptionally good handling, but its set-up looks softer overall and does not convey as much feedback as the Honda counterpart. As long as the roads are level, she can easily follow the CBR. However, the Winkelwerk goes up to the Feldberg
tighter and the surface worse. This is where the wheat is separated from the chaff and the Daytona falls slightly behind. Due to the not quite as responsive response, it loses the
Accelerate a few meters. In addition, bumpy stretches can take the triumph off course and force the pilot to make corrections.
On third-order country lanes, both CBR and Daytona reveal common weaknesses. First of all, there are many curves in which you are plagued by significant load change reactions even when you carefully apply the gas. Second, once the throttle valves are fully open, be careful
Bumps announced. If the relieved front wheel hits several of them at the wrong rate, this can sometimes lead to violent handlebar bumps. A steering damper would be desirable for both on such routes.
Last test terrain: the Anneau du Rhin race track. As if the Honda had been looking forward to this moment all day, she dismisses a wah-
res screams of joy from the exhaust. Here she is in her element, and now the sitting position is perfect. The Triumph feels less comfortable on the circuit. The wide tank with its corner-
The bulges prevent tall riders from getting tight knees and make the motorcycle look more unwieldy than it actually is.
Both super athletes are equipped with excellent braking systems that don’t give anything away. Who a nimble switch-
and the Daytona holds between 9000 and 13000 tours, not least because of the brake, it manages to keep the CBR in view for a few laps. However, fast laps on the English rider require more effort and greater concentration from the driver than on the stronger and more stable Honda.
And so the result of this comparison is ultimately: It stays that way
greedy look of triumph. The CBR 600 RR is overall the better motorcycle and the 600 made in Hinckley, especially in the sporting field, is clearly above-
legen. On the other hand, those who do not want to be constantly challenged by their bike and value extravagant styling will find the right companion in the Daytona.

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Comparison test: Honda CBR 600 RR, Triumph Daytona 600

Comparison test: Honda CBR 600 RR, Triumph Daytona 600
Greedy looks

Technical data: Honda CBR 600 RR

Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 40 mm, engine management, regulated catalytic converter with secondary air system, electric starter Stroke 67.0 x 42.5 mm, displacement 599 cm3, rated output 84 kW (114 hp) at 13,000 rpm, max. Torque 64 Nm (6.5 kpm) at 11,000 rpm Pollutant values ​​(homologation) CO 0.70 g / km, HC 0.40 g / km, NOx 0.09 g / km Power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring Chain, chassis, bridge frame made of cast aluminum, telescopic fork, standpipe diameter 45 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of cast aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, floating brake discs, Ø 310 mm, four-piston brake discs , Rear disc brake, Ø 220 mm, single-piston caliper. Tires 120/70 ZR 17; 180/55 ZR 17 tires in the Michelin Pilot Sport “E” test Chassis data Wheelbase 1390 mm, steering head angle 66 degrees, caster 95 mm, spring travel f / r 120/120 mm. Dimensions and weights Seat height * 810 mm, weight with a full tank * 200 kg, payload * 187 kg, tank capacity / reserve 18 / 3.5 liters. Two-year guarantee with unlimited mileageColors black, red, yellowPrice 10240 euros Additional costs approx. 170 euros

Technical data: Triumph Daytona 600

Engine Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 38 mm, engine management, regulated catalytic converter with secondary air system, electric starter. Bore x stroke 68.0 x 41.3 mm, displacement 600 cm3, rated output 82 kW (112 hp) at 12750 rpm, max. Torque 68 Nm (6.9 kpm) at 11,000 rpm Pollutant values ​​(homologation) CO 2.13 g / km, HC 0.60 g / km, NOx 0.20 g / km Power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, X-ring Chain, chassis bridge frame made of aluminum profiles, Telegabel, stanchion diameter 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, floating brake discs, Ø 308 mm , Four-piston calipers, rear disc brake, Ø 220 mm, single-piston caliper. Tires 120/70 ZR 17; 180/55 ZR 17 tires tested Pirelli Diabolo »T« Chassis data Wheelbase 1390 mm, steering head angle 65.4 degrees, caster 89 mm, spring travel f / h 120/120 mm. Dimensions and weights Seat height * 810 mm, weight with a full tank * 201 kg, payload * 187 kg, tank capacity / reserve 18 / 3.0 liters. Two-year guarantee with unlimited mileageColors yellow, silverPerformance variants 72 kW (98 PS), 25 kW (34 PS) Price 9750 euros, additional costs 240 euros

1st place – Honda CBR 600 RR

The CBR impresses with its good chassis, the high-revving engine and, above all, because apart from the load change reactions, it does not have any major weaknesses. She also delights with innovative technical solutions ?? see rear suspension ?? and an appealing styling. The good exhaust gas values ​​and the low inspection costs are also positive. The seating position confirms that it was actually designed as the basis for supersport use.

2nd place – Triumph Daytona 600

Losing to the Honda is no shame. It’s just a shame that the Daytona can’t keep what its looks promise. Too little power and the long secondary translation rob you of any aggressiveness. The latter costs you a few points when pulling through. The high inspection costs are also reflected in the overall rating. However, if you don’t put so much emphasis on the last tenths, you will get a good all-rounder with an unmistakable design.

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