Table of contents
- Honda CBR 600 RR, Kawasaki Ninja ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6 A comparison of the 600 super sports car
- Honda CBR 600 RR
- Honda CBR 600 RR
- Kawasaki Ninja ZX-6R
- Suzuki GSX-R 600
- Triumph Daytona 675
- Yamaha YZF-R6
- Lap times in Calafat
- Tires: Metzeler Racetec Interact
- Honda CBR 600 RR: Technical Specifications
- Honda CBR 600 RR: setup
- Kawasaki Ninja ZX-6R: Technical Specifications
- Kawasaki Ninja ZX-6R: Setup
- Suzuki GSX-R 600: Technical Specifications
- Suzuki GSX-R 600: Setup
- Triumph Daytona 675: Technical Specifications
- Triumph Daytona 675: Setup
- Yamaha YZF-R6: Technical Specifications
- Yamaha YZF-R6: Setup
- Power and torque diagram
- Honda CBR 600 RR: horsepower rating
- Kawasaki Ninja ZX-6R: horsepower rating
- Suzuki GSX-R 600: horsepower rating
- Triumph Daytona 675: horsepower rating
- Yamaha YZF-R6: horsepower rating
- Conclusion
Jahn
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Honda
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For the model year 2009 Honda presents a facelifted CBR 600 RR. The well-known 600 cubic four-cylinder has been trimmed for more torque and the fairing has been aerodynamically optimized.
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In addition, the compact, 184-kilogram supersport model from Honda was given new paintwork.
Honda
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The biggest change in the 600 can only be seen with a trained eye: For the first time, an ABS is being built into a super sports car.
Honda
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The special thing about Honda’s new CBS-ABS composite braking system is that it is completely electronically controlled. The so-called brake by wire system distributes the braking force as effectively as possible between the front and rear wheels.
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Another, well-known, technical delicacy is Honda’s electronic steering damper.
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In the construction, Honda tries to concentrate all the masses in order to achieve a handy and balanced handling.
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The CBR 600 RR has a four in one exhaust system, …
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… whose muffler sits under the seat.
Honda
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From the front, the 600 looks very narrow, only its indicators and mirrors stick out very far.
Honda
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motorcycles
Honda CBR 600 RR, Kawasaki Ninja ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6
Honda CBR 600 RR, Kawasaki Ninja ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6
A comparison of the 600 super sports car
Content of
Finally the 600 super athletes, generation 2009, are completely together and can fight fairly among themselves, without any David versus Goliath handicap.
Robert luck
04/16/2009
Honda CBR 600 RR
The completely renovated Kawasaki Ninja ZX-6R and the slightly redesigned Triumph Daytona 675 fight with the rest of the clique from the 600 paddock for the first win of the season. Yamahas YZF-R6 and Suzukis GSX-R 600 start the race completely unchanged compared to the previous year.
The Honda CBR 600 RR brings a nice little thing that was previously unknown to athletes: it competes with the new C-ABS. The system has two main strengths: On the one hand, the pilot cannot feel the control process, and on the other hand, the brake works like a conventional system until just before the control area. In other words, the driver feels the pressure point as usual and can correctly dose the braking force by hand without an intermediate pressure modulator or brake booster.
However, the CBR fan also has to swallow two downers: the C-ABS increases the weight of the 600 by 11 to 197 kilograms, and the pressure point of the brake is not as crisp as on the conventional systems of the competition. Otherwise, most of the CBR remained the same for 2009 compared to the previous year, only the fork springs are now a little harder, and the engineers modified a few minor details on the engine. However, these changes would only be noticeable in direct comparison with a model from the previous year.
Honda CBR 600 RR
Jahn
Honda CBR 600 RR.
So the Honda has retained its feel-good character, the compact seating position, which is a little too deeply integrated into the motorcycle, and the nimble agility. The C-ABS turns out to be an absolute dream, especially on country roads with enjoyable burning. Especially here in an everyday situation it ensures that the driver feels incredibly safe: Dirt, damp spots and whatever other imponderables lurk in front of the street burner – everything loses its horror. The braking performance of the Honda is enormous and the awareness of braking to the limit without the risk of falling is an all-round positive experience.
The Honda drive, on the other hand, is less positive: With 118 hp at 13900 rpm, it retracts the red lantern in the test field. That wouldn’t be a problem if their horses were at least somewhat obedient and trained to work. The power delivery is still okay, but the hard throttle response is really annoying and messes up the line more than once in deep lean angles. You like to accelerate out of tight turns with a slip clutch to compensate for the hard use of gas.
“coupling” is a good keyword, because with all its electronics (C-ABS and computer-controlled steering damper), the CBR is the only Japanese woman not equipped with an anti-hopping clutch. This is fine on the country road, but if you are milling wildly on the racetrack, you will be annoyed by a wildly punching rear wheel when braking late. The Honda is also the first to drag the footpegs there, and the pilot has to get his boots to safety.
| Lap times Honda CBR 600 RR |
Kawasaki Ninja ZX-6R
Jahn
Kawasaki Ninja ZX-6R.
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Kawasaki
28 pictures
Pictures: Honda CBR 600 RR, Kawasaki Ninja ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6
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The youngest Green can do that better. Neither a pounding rear wheel nor pawing notches tug on the pilot’s nerves. On the contrary, they do Kawasaki Ninja ZX-6R does almost everything right, seductively ensnares the driver. Its powerful engine shows smooth manners, accelerates gently, albeit with a bit of a delay, and pushes as if it had something big on its mind.
The Kawasaki Ninja ZX-6R always pushes, turns freely and delivers its horses to the rear wheel very easily. This is how a motorcycle should run that should burn stress-free through the pampas. The slipper clutch works as a support; they and the transmission act smoothly and flawlessly.
The appearance of the Kawasaki Ninja ZX-6R has become noticeable. Not only does she look very much like her big sister, but also looks almost like a thousand. In direct comparison, the Kawaski appears large, almost clumsy, which is confirmed on the track: Despite its class-typical weight of 193 kilograms, the Kawasaki Ninja ZX-6R demands a little more power from its pilot, especially in fast changing bends, until it turns left to can throw right.
To do this, it dips precisely into the curves, only tending towards a slightly wider line at the exit than the pilot wants it to be. The shock absorber is convincing, the very stable fork lacks a little sensitivity, which is reflected in the feedback.
| Lap times Kawasaki Ninja ZX-6R |
Suzuki GSX-R 600
Jahn
Suzuki GSX-R 600.
The Suzuki GSX-R 600 delivers more than enough feedback from the road: its soft basic set-up, especially on the fork, allows a lot of movement and is miles away from a racer nailed to the asphalt.
Positive downside: With this design, the Suzuki GSX-R 600 exudes a very relaxing driving experience on country roads. It is completely alien to her to fix the pilot in a permanent watchful position. Although he is sitting on top of an athlete, he does not have to lie in wait for alleged opponents, rifle by foot.
Further elements of the Suzuki GSX-R 600 comfort package are the excellent slipper clutch and the electronically controlled steering damper. In addition, the engine plays the role of an understanding friend: It is not an obtrusive, roaring riot brother, but a well-bred fellow, serving 119 hp at 13500 rpm, presented in the best possible dosage on the silk cushion of drivability. A smooth, precise gearbox assigns the right gear ratio to each speed.
Sure: With so much restraint and solidity, the wild character is lost. The Suzuki GSX-R 600 moves through life inconspicuously, but also without major flaws and feels in good hands in the second row. But there is one thing that it is really good at: braking. Your stoppers can be finely dosed, the rear stays calm in all positions, and turning is particularly smooth on the Suzuki GSX-R 600.
| Lap times Suzuki GSX-R 600 |
Triumph Daytona 675
Jahn
Triumph Daytona 675.
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triumph
9 pictures
Pictures: Honda CBR 600 RR, Kawasaki Ninja ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6
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The slim triumph Daytona 675 neither lack of character nor exaggerated self-portrayal are to be reproached. Even when standing, you can see that she is very fast, but she tries to remain inconspicuous. Her monochrome, hardly aggressively styled plastic dress cultivates this understatement, but she can no longer deceive it, word has got around: The Triumph Daytona 675 is a well-trained fighting pig in a class of its own.
Even their gentle revision has not changed anything: slightly lighter wheels, a little more power and a slightly higher maximum speed ensure a slightly increased driving dynamics. These many “some” aptly describe the consistent further development of the Daytona.
The biggest chunks of the revision are quickly named: The sporty, neatly appealing spring elements are now provided with compression damping that can be set separately for high and low speed, and the brakes on the front wheel belong to the latest four-piston monoblock generation from Nissin.
The higher speed limit of the three-cylinder engine acts like a fountain of youth on the Triumph Daytona 675: Although it only revs 400 rpm higher than its predecessor, subjectively it is even more greedy. At the top it feels wilder than ever before, firing 121 hp at 12,600 rpm on the shaft – well before the rev limiter that kicks in at 13700 rpm.
The Triumph Daytona 675 has retained a very sporty seating position, laser-like precision and playful handling. As if she could read minds and anticipate instructions, she obeys the pilot immediately – regardless of whether he is giving steering, accelerating or braking commands.
| Lap times Triumph Daytona 675 |
Yamaha YZF-R6
Jahn
Yamaha YZF-R6.
the Yamaha YZF-R6 is the second character actor in the 600 series; her gaze is clearly focused on racing. No other Japanese production motorcycle is so clearly restricted to this aspect. On the one hand, that’s a good thing: The Yamaha YZF-R6 stands out visually and technically from the competition. On the other hand, one or the other issue falls victim to this clear focus.
Be it as it is: The Yamaha YZF-R6 is the sharpest knife on the table of gifts and cuts incredibly precise lines in the asphalt of our streets. Of course, their radical consistency challenges the pilot a lot, but also forces him, in a positive sense, to always be fully focused on the matter at hand. An R6 driver would never indulge in extravagant thoughts; Even looking over the guardrails costs valuable time and distracts from the essentials: squeezing out the greedy four-cylinder.
Country life turns into hard work with the Yamaha YZF-R6, its high-performance engine and its relentlessly sporty seating position. But hey – what’s the point ?! Life is not a petting zoo, and after all, pure racetrack performance has to come from somewhere.
| Lap times Yamaha YZF-R6 |
Lap times in Calafat
The Calafat route and the best times of the five drivers with each motorcycle.
Five hobby racers competed in Calafat on standard tires for the time trial: everyone got five laps with each motorcycle, and their best lap with each motorcycle was scored (see previous pages).
Three out of five pilots set their fastest times with the Triumph Daytona 675, the other two their second fastest. That is a clear vote for the Briton: she has enough fire, is also easy to drive and easy to control – the personal lap record is finished.
The balance sheet of the Yamaha YZF-R6, on the other hand, is much more mixed. Certainly she would have ridden a little more easily with a perfectly functioning shock absorber, after all, she managed the second fastest lap time ever. But it is just as clear that she can only drive really fast under a fully concentrated attacker.
In contrast, the Kawasaki Ninja ZX-6R is much easier and, above all, less strenuous to drive. Two second and three third ranks paint a uniform, balanced picture of the driver-friendly green; Use of force, turn inertia.
There are two big surprises at the bottom of the timesheet. The waxy Suzuki GSX-R 600 irons the Honda despite its good nature (or maybe because of it). How come Well, the Suzuki scores especially there where the CBR loses – in a deep lean position when applying the gas and in the braking zone: While the GSX-R can be easily compressed, the CBR rattles towards the apex despite its excellent ABS with a stamping rear wheel.
The time of the CBR strikes on the racetrack when it rains and it can fully exploit the advantages of the C-ABS. In the dry, she has to queue at the back. At least the system works so well that the Honda’s braking distance is not noticeably longer despite the rear wheel wedging out. A cheer for this great system, which has passed its baptism of fire on the racetrack and on the country road with ease.
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Review Calafat
20 years of rock ‘n’ roll
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Tires: Metzeler Racetec Interact
de Diego
The rebound damping on the shock absorber of the Yamaha YZF-R6 did not work, which quickly ruined the tire. Otherwise it wears out normally.
Metzeler relies on just one tread compound for the newest member of the Racetec family. Instead of using rubber, Metzeler wants to use the carcass to meet the different demands placed on the center of the tire and the sidewall.
In the middle of the tire, the wires are wound with a little less tension, which results in a larger contact area; on the flanks with higher voltage, which improves stability and thus precision. Metzeler also works on the flank and center of the tire with different winding distances.
The Interact is offered in four mixtures, K0 (soft) to K2 for the racetrack, K3 is street legal.
The K2 mixture driven in Calafat was appreciated by its rapid warm-up, precise and even steering behavior and good damping. The stability is okay, after about 60 test laps the grip was still in the green area, but the wear was a bit more pronounced than that of the Bridgestone BT 003 (Type 3/4) in the last test in January (see PS 3/2009).
Honda CBR 600 RR: Technical Specifications
de Diego
Honda CBR 600 RR
Drive: Four-cylinder in-line engine, 4 valves / cylinder, 88 kW (120 PS) at 13500 / min *, 66 Nm at 11250 / min *, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression: 12.2 : 1, ignition / injection system, 40 mm throttle valves, multi-disc oil bath clutch, six-speed gearbox, G-Ka
Landing gear: Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 98 mm, wheelbase: 1375 mm, inner fork tube diameter: 41 mm, adjustable in spring base, compression and rebound. Central spring strut with deflection, adjustable in spring base, compression and rebound, spring travel front / rear: 120/135 mm
Wheels and brakes: Light alloy cast wheels, 3.50 x 17″/5.50 x 17″, Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT 015 “E.”, 310 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc brake with single-piston floating caliper at the rear
Measurements and weight: Length / width / height: 2010/685/1105 mm, seat / handlebar height: 810/810 mm, handlebar width: 645 mm, 187 kg fully fueled, v./h .: 51.3 / 48.7%
Rear wheel power in last gear: 80 kW (109 PS) at 236 km / h
Driving performance: Acceleration 0-100 / 150/200 km / h: 3.2 / 5.7 / 9.9 s, pulling speed 50-100 / 100-150 km / h: 5.7 / 6.1 s
Top speed: 265 km / h *
Consumption: Fuel type: Super unleaded, average test consumption: 9.1 liters / 100 km, tank capacity / of which reserve: 18 / 3.5 liters, range: 198 km
Base price: 11890 euros (plus ancillary costs, including ABS at 1000 euros)
* Factory specification
Honda CBR 600 RR: setup
Setup Honda CBR 600 RR
Fork: compression stage 0.5 turns open, rebound stage 0.25 turns open, spring base 2.5 turns preloaded
Suspension strut: compression stage 2 clicks open, rebound stage 1 turn open, spring base 2nd stage
Kawasaki Ninja ZX-6R: Technical Specifications
de Diego
Kawasaki Ninja ZX-6R.
Kawasaki Ninja ZX-6R
Drive: Four-cylinder in-line engine, four valves / cylinder, 94 kW (128 PS) at 14000 / min *, 67 Nm at 11800 / min *, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression ratio: 13.3 : 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-disc anti-hopping oil bath clutch, six-speed gearbox, G-Kat
Landing gear: Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 103 mm, wheelbase: 1400 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression level (high- & Low-speed), travel front / rear: 120/134 mm
Wheels and brakes: Light alloy cast wheels, 3.50 x 17″/5.50 x 17″, Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT 016 “L.”, 300 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc brake with single-piston floating caliper at the rear
Measurements and weight: Length / width / height: 2120/830/1120 mm, seat / handlebar height: 810/850 mm, handlebar width: 635 mm, 190 kg fully fueled, v./h .: 51.7 / 48.3%
Rear wheel power in last gear: 84 kW (114 PS) at 234 km / h
Driving performance: Acceleration 0-100 / 150/200 km / h: 3.4 / 5.6 / 9.6 s Pulling power: 50-100 / 100-150 km / h 5.4 / 5.5 s
Top speed: 262 km / h *
Consumption: Fuel type: Super, average consumption: 9.1 liters, tank capacity / of which reserve: 17.0 / k. A. liters, range: 187 km
Base price: 10890 Euro (plus ancillary costs)
* Factory specification
Kawasaki Ninja ZX-6R: Setup
Setup Kawasaki Ninja ZX-6R
Fork: compression 5.5 turns open, rebound 2.5 turns open, spring base 16 clicks preloaded
Shock absorber: compression high 2 turns open, compression low 3 turns open, rebound 1 click open, standard spring base
Suzuki GSX-R 600: Technical Specifications
de Diego
Suzuki GSX-R 600
Suzuki GSX-R 600
Drive: Four-cylinder in-line engine, four valves / cylinder, 92.0 kW (125 PS) at 13,500 / min *, 68 Nm at 11,500 / min *, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression ratio : 12.8: 1, ignition / injection system, 40 mm throttle valves, mechanically operated multi-disc anti-hopping oil bath clutch, six-speed gearbox, G-Kat
Landing gear: Light alloy bridge frame, steering head angle: 66.3 degrees, caster: 97 mm, wheelbase: 1405 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression damping, central spring strut with deflection, adjustable in spring base, Rebound and compression damping, spring travel front / rear: 120/130 mm
Wheels and brakes: Light alloy cast wheels, 3.50 x 17″/5.50 x 17″, Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT 016 “M.”, 310 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc brake with single-piston floating caliper at the rear
Measurements and weight: Length / width / height: 2020/800/1090 mm, seat / handlebar height: 810/860 mm, handlebar width: 630 mm, 200 kg fully fueled, v./h .: 51.0 / 49.0%
Rear wheel power in last gear: 81 kW (110 PS) at 233 km / h
Driving performance: Acceleration 0-100 / 150/200 km / h: 3.4 / 5.9 / 10.1 s; Pulling speed: 50-100 / 100-150 km / h 6.3 / 5.8 s
Top speed: 260 km / h *
Consumption: Fuel type: Super unleaded, average consumption: 9.0 liters, tank capacity / of which reserve: 17.0 / k. A. liters, range: 189 km
Base price: 10490 Euro (plus additional costs)
* Factory specification
Suzuki GSX-R 600: Setup
Setup Suzuki GSX-R 600
Fork: compression stage 0.25 turns open, rebound stage 0.25 turns open, spring base preloaded 5.5 turns
Shock absorber: compression high 1 turn open, compression low 2 turns open, rebound 0.25 turns open, standard spring base
Triumph Daytona 675: Technical Specifications
de Diego
Triumph Daytona 675.
Triumph Daytona 675
Drive: Three-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 12600 / min *, 72 Nm at 11750 / min *, 675 cm³, bore / stroke: 74.0 / 52.3 mm, compression ratio: 12.65 : 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat
Landing gear: Light alloy bridge frame, steering head angle: 66.1 degrees, caster: 89 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level (high- & Low-speed). Central spring strut with deflection adjustable in spring base, rebound and compression stage (high- & Low-speed), spring travel front / rear: 120/130 mm
Wheels and brakes: Light alloy cast wheels, 3.50 x 17″/5.50 x 17″, Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Pirelli Diablo Supercorsa “SP”, 308 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc brake with single-piston floating caliper at the rear
Measurements and weight: Length / width / height: 2047/790/1101 mm, seat / handlebar height: 840/845 mm, handlebar width: 660 mm, 190 kg fully fueled, v./h .: 51.7 / 48.3%
Rear wheel power in last gear: 82 kW (111 PS) at 230 km / h
Driving performance: Acceleration 0-100 / 150/200 km / h: 3.4 / 5.9 / 10.1 s, pulling speed 50-100 / 100-150 km / h: 4.7 / 5.5 s
Top speed: 263 km / h *
Consumption: Fuel type: Super unleaded, average consumption: 8.7 liters, tank capacity / of which reserve: 17.4 / k. A. liters, range: 200 km
Base price: 10990 Euro (plus ancillary costs)
* Factory specification
Triumph Daytona 675: Setup
Setup Triumph Daytona 675
Fork: compression high 3.5 turns open, compression low 5 clicks open, rebound 3 clicks open, spring base 3 rings visible
Shock absorber: compression high 8 clicks open, compression low 3 clicks open, rebound 1 click open, standard spring base
Yamaha YZF-R6: Technical Specifications
de Diego
Yamaha YZF-R6.
Yamaha YZF-R6
Drive: Four-cylinder in-line engine, four valves / cylinder, 95 kW (129 hp) at 14,500 / min *, 66 Nm at 11,000 / min *, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression ratio: 13 , 1: 1, ignition / injection system, 45 mm throttle valves, mechanically operated multi-disc anti-hopping oil bath clutch, six-speed gearbox, G-Kat
Landing gear: Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 97 mm, wheelbase: 1380 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression level (high- & Low-speed). Central spring strut with deflection adjustable in spring base, rebound and compression stage (high- & Low-speed), spring travel front / rear: 115/120 mm
Wheels and brakes: Light alloy cast wheels, 3.50 x 17″/5.50 x 17″, Front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT 016 “F.”, 310 mm double disc brake with four-piston fixed calipers at the front, 210 mm single disc brake with single-piston floating caliper at the rear
Measurements and weight: Length / width / height: 2040/705/1100 mm, seat / handlebar height: 830/810 mm, handlebar width: 650 mm, 192 kg fully fueled, v./h .: 52.3 / 47.7%
Rear wheel power in last gear: 85 kW (116 PS) at 238 km / h
Driving performance: Acceleration 0-100 / 150/200 km / h: 3.5 / 5.7 / 9.7 s, pulling speed 50-100 / 100-150 km / h: 6.5 / 6.4 s
Top speed: 270 km / h *
Consumption: Fuel type: Super unleaded, average consumption: 9.2 liters, tank capacity / of which reserve: 19.0 / 2.5 liters, range: 207 km
Base price: 11750 Euro (plus additional costs)
* Factory specification
Yamaha YZF-R6: Setup
Setup Yamaha YZF-R6
Fork: compression high 2 turns open, compression low 8 clicks open, rebound 12 clicks open, spring base 4 rings visible
Shock absorber: compression high 2 turns open, compression low 12 clicks open, rebound 0 clicks open (on the test motorcycle out of function), spring base 4th stage
Power and torque diagram
Power on the crankshaft; Measurements on Dynjet roller test bench 15.
6 HP lies between the weakest test machine (Honda CBR 600 RR, 118 HP) and the strongest (Yamaha YZF-R6, 124 HP). What looks like a lot on paper is only relevant in practice on the racetrack.
It can be clearly seen and felt that the Yamaha is the last to reach its peak performance and is inferior to the other four between 6500 and 8500 rpm. When it comes to pulling through measurements, there is one behind the ears.
Thanks to its displacement advantage, the Triumph Daytona 675 irons everything else and, with its slightly increased peak performance, has now made the connection to the four-cylinder engines.
Kawasaki, Honda and Suzuki are very close together, with the Kawasaki feeling strongest on the road and on the racetrack. Their power output is very harmonious, straightforward and easy to calculate, which also applies to Honda and Suzuki
Honda CBR 600 RR: horsepower rating
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Honda CBR 600 RR.
Honda CBR 600 RR
Drive: The Honda is plagued by two problems. On the one hand, the throttle response is very hard, on the other hand, it lacks an anti-hopping clutch. That costs too many points in the narrow 600 range.
Street: *** – Race: ***
Landing gear: The CBR is very handy and bustling. The responsiveness and comfort are pleasing on country roads and racetracks, and the timely stops are annoying.
Street: **** – Race: ***
Ergonomics: The main discipline of the Honda is still ergonomics. Squat on and feel good, there is no other super sports car that is more comfortable and compact than that.
Street: ***** – Race: *****
Driving fun: On the country road, the CBR is still doing well, on the racetrack, on the other hand, the limp-feeling engine and its rowdy peculiarities bothers. Fine tuning is needed.
Street: **** – Race: ***
PS judgment: The Honda is a great everyday motorcycle. Especially thanks to the ABS, it will surely find many buyers. However, if you want to run with her, you have to lend a hand first
Street: 16 stars, 3rd place
Race: 14 stars, 4th place
Kawasaki Ninja ZX-6R: horsepower rating
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Kawasaki Ninja ZX-6R.
Kawasaki Ninja ZX-6R
Drive: Kawa’s new 600 engine is convincing: it is cultivated and strong, it goes straight to the point, it revs up freely without annoying vibrations, it also has a flawless anti-hopping clutch and a fine-shifting gearbox.
Street: ***** – Race: *****
Landing gear: The Kawasaki runs through life slightly more unwieldy than the rest. Your fork lacks a little transparency, otherwise the ZX-6R behaves flawlessly in all respects.
Street: **** – Race: ***
Ergonomics: Driving comfort is also a top priority on the green. The tank is short and allows a good knee grip, the notches and the handlebars are comfortably positioned. well done.
Street: ***** – Race: ****
Driving fun: The package of the six is right, so it is not surprising that it can score on the racetrack as well as on the country road. Above all, their engine is a really great joker.
Street: **** – Race: ****
PS judgment: Who would have thought that the Kawa on the street would be on par with the Triumph? In total, however, she has to bow to it, which is not a shame.
Street: 18 stars, 1st place
Race: 16 stars, 3rd place
Suzuki GSX-R 600: horsepower rating
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Suzuki GSX-R 600.
Suzuki GSX-R 600
Drive: The little Gixxer seems restrained. Although it has better manners than the Honda, it also fails to impressively present itself. It acts inconspicuously and suits beginners.
Street: **** – Race: ****
Landing gear: The handling of the Suzuki is good, as is its precision. However, the dampers are very soft for racing, there is always movement in the load. The driving comfort is convincing on the country road.
Street: **** – Race: ***
Ergonomics: Ergonomically, the GSX-R is a bit old-fashioned, the accommodation is a bit passive. But it has adjustable footrests, which is not yet a class standard, as the competitors show.
Street: **** – Race: ***
Driving fun: The driving pleasure does not fall by the wayside on the Gixxer 600. Its gentle vein always gives the driver the impression that he is moving the material to the limit. And that’s a nice feeling.
Street: *** – Race: ***
PS judgment: The Suzuki is not a killer like a YZF-R6. It is very driver-friendly, which is underlined by its three maps. She wants to encourage her driver, but by no means overtax them.
Street: 15 stars, 4th place
Race: 13 stars, 5th place
Triumph Daytona 675: horsepower rating
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Triumph Daytona 675.
Triumph Daytona 675
Drive: Ultimately, the only thing missing from the three-cylinder is an anti-hopping clutch to get full points. Still, the threesome is a very nice one, and the rear wheel can also be kept in check with the clutch.
Street: ***** – Race: ****
Landing gear: Only the R6 surpasses the handling of the lively Daytona. Her setup is a very good compromise, the British woman’s agility and precision are simply fantastic and almost perfect.
Street: ***** – Race: ****
Ergonomics: The 675 is sporty and collectively. The handlebars are a little too low for the convenient country road number, but it fits perfectly on the racetrack.
Street: *** – Race: *****
Driving fun: Apart from long-distance travel, there is nothing that the Daytona cannot do. The combination of engine and chassis makes it irresistible, and after the first few meters it chisels a grin on your face.
Street: ***** – Race: *****
PS judgment Anyone who can do a lot, has good manners and appears with a strong character is a worthy winner. Despite the tightness in the test field, the Triumph stands out very clearly from the competition.
Street: 18 stars, 1st place
Race: 18 stars, 1st place
Yamaha YZF-R6: horsepower rating
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Yamaha YZF-R6.
Yamaha YZF-R6
Drive: It is consistent, goal-oriented and demanding. Although it has the highest engine power, lazy shifting is by no means its world. Made for racing – down to the last tip of your hair.
Street: *** – Race: ****
Landing gear: A defective shock absorber, but still the second fastest time, that shows a great chassis. The Yam fork is the best in the test, incomprehensibly missing a steering damper.
Street: **** – Race: ****
Ergonomics: The extremely sporty orientation of the seating position fits on the racetrack, in everyday life it becomes quickly uncomfortable. The burner’s workplace is a hot one, very similar to the engine.
Street: *** – Race: *****
Driving fun: The harder the driver hits the R6, the more comfortable he feels on it. This is not a problem on the racetrack, but longer tours become a strenuous affair.
Street: *** – Race: *****
PS judgment: It cannot be repeated enough. The R6 is an animal that only reveals itself when you hit it hard. It takes a lot of effort, but it is a lot of fun.
Street: 13 stars, 5th place
Race: 18 stars, 1st place
Conclusion
Jahn
From left: Triumph, Kawasaki, Honda, Suzuki, Yamaha
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Pictures: Honda CBR 600 RR, Kawasaki Ninja ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6
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Conclusion:
The well-balanced, distinctive and versatile Triumph Daytona 675 once again won a group test. Good thing, because your concept has been implemented consistently.
Second place goes to the Kawasaki Ninja ZX-6R, which scores particularly well in everyday life and also looks good on the racetrack.
Third place for the demanding Yamaha YZF-R6, which in its inimitable way conquers the heart of the pilot, but also demands a lot from him.
All in all, Honda’s CBR 600 RR lands in 4th place. Softer load changes would suit her well.
5th place for the Suzuki GSX-R 600, which is a bit toothless and harmless to the point.
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