Comparative test of super sporty 600s

Posted on by admin

Menus

Comparative test of super sporty 600s
Artist

Comparative test of super sporty 600s

Lightning smart

A smart approach to combine easy handling with brilliant revving. It was realized in these five super sporty 600s.

Seldom has the difference been as stark as this time. Provence dressed in evergreens and spring blossoms, gleamed with sun gold. Any memory of the land of drowning streets, clammy limbs and cold spring elements she simply erased. The herbs and scrub bushes on the Ardeche smelled spicy, in the pine avenues of the Alpilles clouds drifted with aromatic resin smells, bewitching and invigorating at the same time. How nice not to have to protect or defend yourself against nature.
So the nimble five and their drivers could swing through the country completely at ease. Conspired in a light-hearted, almost cocky kind of sportiness. Whoever drove last of the group of five, came to the well-composed southern French country roads to a special pleasure. To see how a string of motorcycle pearls dipped into a bend through little more than the driver’s gaze, danced with dabbed lean changes through right-left-right combinations, had something completely enrapturing. May the day end where he wanted, could an inevitable remnant of exertion when driving after a thousand and one bends lead to comforting exhaustion? everything was fine for the moment.
Some things are even better at such moments. For example, those among the 600s who add the icing to the general ease of handling. Especially the Triumph TT 600, whose outstanding maneuverability on these roads is further emphasized by the very comfortable seating position. Many times a blink of an eye faster, a tad easier to turn in, over time gives you the irresistible feeling of being able to steer almost every line in every position. The Honda CBR 600 F has a similarly relaxing approach to the seating position, and it can even claim to have invented it for its class. Since it has 14 millimeters more caster, it doesn’t shine with the agility of the Triumph, but rather joins the very solid Kawasaki ZX-6R in this regard.
On the other hand, a front-wheel-oriented flexion of the upper body begins in a moderate form, which on the Suzuki GSX-R 600 and the Yamaha YZF-R6 reaches its high or rather low points. These sporty extremists show surprisingly clear differences in the seating position. The GSX-R 600 pulls its driver over a relatively long tank with the upper body, while the R6 driver not only leans forward, but sits with his whole body closer to the handlebars. Both sitting postures have in common that they somewhat restrict the freedom of movement of the shoulder girdle, which is so important when looking ahead of the line. The jagged turning behavior of the YZF-R6, which is almost suitable for aerobatics, is therefore not as easy to use in the extremely tight loop as that of the Triumph. And the GSX-R 600 belongs to the stable group of the test field anyway; it is also the only one equipped with a steering damper. In direct comparison with the competition, this results in slight handling disadvantages in tight corners.
This is put into perspective over time or as soon as the terrain becomes more open, the curves can be taken in wider swings and at a higher speed. The GSX-R 600 signals that its favorite speed range is now beginning, draws its lines with precise elegance, and the others cheerfully pepper afterwards. In addition, there are delightful views of the luxuriantly blooming vegetation in the Rhone Valley. In the main, however, an important finding emerges: If someone asks about the meaning of the 600 class, given the 900 and 1000 cc, which also weigh around 200 kilograms and have around 40 hp more, he can find out here. In the transition from intricate to wide curves, then on a fast motorway section and back again. The 600s meet changing requirements more flexibly than the 1000s, which all in all are much more stubborn. While the big ones need thick rear tires to transfer their many horsepower, while their longer, heavier crankshafts with higher moments of inertia resist changes in lean angle, the 600s remain narrow, narrower tires and extremely agile. Nevertheless, they go at high speed without any nervous wobbling. If need be, up to top speed. And so that nobody thinks that you are traveling at the speed of a milk can express: the vmax values ​​are in the range of 250 km / h. The Kawasaki even runs a smooth 260.
Even the only significant disadvantage of one of the 600s has nothing to do with the absolute speed driven. The YZF-R6 has a tendency to hit the handlebars when accelerating on bumpy roads. This is mainly due to the still used dimension of the front tire with a low 60s section. You can literally feel with your hands on the handlebars that this tire, with its small air cushion and hardly any side wall, has little self-damping. Every bump in the asphalt is passed on harshly upwards, even with gently adjusted damping of the fork, the impulses of pronounced bumps driven over at an angle also once in the form of kickback. Yamaha really didn’t need any tutoring in terms of handiness, as it is given with such tires.
If you want a front tire with a height of less than 70 percent in relation to the width, then the 65 mm that the Kawasaki wears is recommended. It doesn’t let the ZX-6R glide along like on clouds, but it hardly disturbs the calm in the steering. And it behaves better when braking hard, when the fork is already fully immersed and practically only the tire can cushion minor bumps in the ground. This is not only an issue on the Kawasaki with its super brakes, but on all five. After all, you are to blame for the fact that drivers who are burning with passion constantly call up full braking performance. Even the Suzuki, which initially slows down a bit, becomes much more snappy under such constant load.
The 600s wouldn’t be themselves if they didn’t crown their carefree cornering ability with brilliant performance and turning ability. The new Kawasaki, which with its 636 cubic centimeters of displacement breaks the previously strictly adhered to class standard, has not revealed any of the liveliness of its 599 predecessor model. Speeds of up to 14,000 rpm are still easy on the crankshaft. If necessary, the Yamaha spools up a further 1000 revolutions. Because the performance curve hardly drops, this area can actually be used. You just have to overcome yourself. Those who shy away from such apparently material-killing speeds are encouraged to try them out. As disinhibition therapy. A 600 or 636 can be found somewhere for a test drive. And where there is a will, there is also an acceleration strip to onion the device heartily to the red area and to shift through two or three gears in quick succession. The enthusiastic roar of the small four-cylinder engines at high engine speeds, their steadily increasing greed for even higher ones are just as sparkling as a fountain with real pressure. In addition to beefy two-cylinders, robust triplets or the casually touching, large four-cylinder, a real alternative.
Of course, off the racetrack, it would be stupid to be constantly on the move in the 13,000 or 14,000 m. It is also not necessary at all. Because for all situations in which acoustic restraint is required or in which full power is not required, the five motors wait for you with impeccable manners. Even at low speeds in politically correct city traffic, they can be accelerated without holes. The fact that the Triumph TT 600 can be included in this summary can be considered real progress. Earlier versions of the TT engine with different camshafts and control units sometimes choked themselves so hard during such exercises that one would have liked to knock the motorcycle on the tank to loosen the lump in the intake throat.
However, there is still real torque elsewhere. Take a look at the Kawasaki, which benefits from its displacement increase with the excruciating acceleration from 60 km / h in top gear and with fully opened throttle valves. Or rather from the revision of your engine as a whole. Because the torque values ​​have become so good that they can hardly be explained with the six percent more stroke volume alone. The Yamaha reaches 180 km / h by far, but much faster than the others. You all come ?? as paradoxical as it may sound at first? in doing so, they benefit from their ease of turning, which is why they could be translated very briefly. Which in turn promotes passage and in the case of the R6 does not even have to be bought at the cost of increased consumption. The Suzuki behaves a bit strange. It only really gets going from 8000 rpm, when the measurement is over, and it also struggles with a very long overall ratio. In the end, she has to admit defeat to the Honda. So your dual throttle system doesn’t really help here.
In practice, where neither pure top performance nor pulling power alone determine the driving program, but the middle range between 7000 and 10000 rpm counts most, the field is divided into a group of three and two. The first include the Kawasaki, Yamaha and Suzuki – the latter, however, usually one gear lower than the other two. In this area, the three of them storm very energetically towards their impressively high performance peaks of 111, 110 and 108 hp. The performance differences to the Triumph with 103 and especially to the Honda with just 101 HP on the clutch can be clearly felt. But while the Triumph remains within the usual framework, the rather pale idea of ​​the Honda engine is puzzling. The test model had run in a good 1500 kilometers, no oil smoke, no noises indicated a problem. The performance of the CBR 600 F must therefore be classified under the keyword “series spread, lower edge”.
That doesn’t take away from their suitability for everyday use, which stands out just as clearly from the field of five as, for example, the engine of the Kawasaki or the handiness of the Triumph. Whenever it was necessary to go to the next village as a couple to buy the monk-barren baguette-and-water provisions for the test team, the Honda was naturally on it. Unavoidable everyday tasks such as checking the air pressure or maintaining the chain are also easier thanks to its main stand. Even adapting the shock absorber to the pillion rider takes only a few seconds on the Honda. Anyone who has ever tried to adjust the spring base on the shock absorbers of a Kawasaki, Suzuki or Triumph for pillion rider use, will tackle this work at most once a year for the big vacation trip. Okay, thanks to the gridded spring base, it’s also quite easy on the Yamaha. But you shouldn’t torture a passenger with it.
One of the few points of criticism of the 600s, which also include the 636 Kawasaki, is its fatal proximity to the 10,000 euro limit. Four of the five are painfully expensive for mid-size motorcycles. Only the Triumph keeps a clear distance from this brand with a price of 8,660 euros plus additional costs. In order not to strain their already low acceptance even more, of course. Even so, their price should serve as an example to others. Carefree financing can also contribute a lot to a carefree driving experience.
JNow, please, we also want stable spring weather, so that we can import this driving experience to Germany. And to have the right grip for a racetrack comparison with the 600s. It’s in MOTORRAD 10/2002.

Buy complete article

Comparative test of super sporty 600s

Comparative test of super sporty 600s
Lightning smart

1st place – Honda CBR 600 F

Until recently, last year’s winner, the Honda CBR 600 F, was under tremendous pressure. The engine and chassis couldn’t quite keep up with the strengthened Kawasaki. Then everyday life struck. Top exhaust emissions, low inspection costs, top equipment, top passenger rating again. And that was the victory of an extremely sensible motorcycle? so to speak – sealed.

2nd place – Kawasaki ZX-6R 636

It was worth it to blow up the displacement class. The 636 engine is simply a stunner. But you shouldn’t forget the excellent chassis, which has been made even better by the revision of the suspension elements. If you don’t have to look very closely at the inspection costs, you will find the winner in the column “Subtotal property evaluation”: the Kawasaki.

3rd place – Suzuki GSX-R 600

One of two extreme athletes in the 600 range. The Suzuki is always on the lookout for the nearest racetrack. On the chassis side, it shines with precision and directional stability, especially in fast corners, especially in the higher engine speed range. A shorter translation for better draft would be very helpful in everyday life. Spontaneously grabbing brakes anyway and always.

4th place – Yamaha YZF-R6

Another motorcycle that only has one thing in mind. Namely, to be ahead in sports. No other combines so much power and turning ability with such impressive handling. The tough 60s front tire, which the R6 is the only one to have, does more harm than good. In addition, it cannot afford to give away so many points for poor emissions.

5th place – Triumph TT 600

She has gotten better, really. Your engine now has decent manners in terms of response and load change behavior, but there is still a lack of pressure. Unfortunately, it cannot highlight its undeniable strengths, fabulous handiness or snappy brakes as prominently as some competing models. Because she often affords small weaknesses.

Technical data: Suzuki GSX-R 600

HONDA CBR 600 F 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 67 x 42, 5 mm, displacement 599 cm³, rated output 80 kW (109 PS) at 12,500 rpm, max. Torque 65 Nm (6.6 kpm) at 10,500 rpm Pollutant values ​​(homologation) CO 0.16 g / km, HC 0.25 g / km, NOx 0.05 g / km Power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O- Ring chain. Chassis Bridge frame made of aluminum profiles, load-bearing motor, telescopic fork, standpipe 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, tension and compression damping, double disc brake at the front, four-piston calipers, Ø 296 mm, rear disc brake, Ø 220 mm, single-piston caliper. Tires 120/70 ZR 17; 180/55 ZR 17 tires tested by Michelin Pilot Sport Chassis data Steering head angle 66 degrees, caster 96 mm, wheelbase 1395 mm, spring travel f / r 120/120 mm. Dimensions and weights Seat height * 810 mm, weight with a full tank * 201 kg, payload * 186 kg, tank capacity / Reserve 18 / 3.5 liters. Two-year guarantee with unlimited kilometers. Colors: silver / blue, red. Price incl. VAT 9 540 euros. Additional costs approx. 143 euros * MOTORCYCLE measurement

Technical data: Kawasaki ZX-6R

KAWASAKI Ninja ZX-6R engineWater-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, Keihin constant pressure carburetor, Ø 36 mm, contactless transistor ignition, uncontrolled catalytic converter with secondary air system, E-starter 68 x 43.8 mm Cubic capacity 636 cm³ Rated output 83 kW (113 HP) at 12,500 rpm Max. Torque 71 Nm (7.2 kpm) at 9800 rpm Pollutant values ​​(homologation) CO 3.00 g / km, HC 0.62 g / km, NOx 0.12 g / km Power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring Chassis bridge frame made of aluminum profiles, load-bearing motor, telescopic fork, standpipe diameter 46 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, six-piston brake calipers, Ø 300 mm, rear disc brake, Ø 220 mm, single-piston caliper. Tires 120/65 ZR 17; 180/55 ZR 17 tires tested Dunlop Sportmax D 207 Chassis data Steering head angle 66.5 degrees, caster 95 mm, wheelbase 1400 mm, spring travel f / r 120/135 mm. Dimensions and weights Seat height * 820 mm, weight with a full tank * 200 kg, payload * 180 kg , Tank capacity / reserve 18/5 liters.Warranty for two years with unlimited mileage.Colors: green, red, silver.Performance variants 25 kW (34 PS), 72 kW (98 PS) Price including VAT 9 195 euros, additional costs approx. 138 euros * MORORRAD measurements

Technical data: Triumph TT 600

TRIUMPH TT 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, uncontrolled catalytic converter with secondary air system, electric starter. Bore x stroke 68 x 41.3 mm Displacement 600 cm³ Rated output 80 kW (109 PS) at 12 700 rpm Max. Torque 68 Nm (6.9 kpm) at 11,000 rpm Pollutant values ​​(homologation) CO 4.98 g / km, HC 2.46 g / km, NOx 0.17 g / km Power transmission Mechanically operated multi-plate oil bath clutch, six-speed gearbox, O-ring -Chain, chassis, bridge frame made of aluminum profiles, load-bearing motor, telescopic fork, standpipe 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, tension and compression damping, double disc brake at the front, four-piston brake calipers, floating calipers 310 mm, rear disc brake, Ø 220 mm, single-piston caliper. Tires 120/70 ZR 17; 180/55 ZR 17 tires tested Bridgestone BT 010FJ / R chassis data Steering head angle 66 degrees, caster 82 mm, wheelbase 1395 mm, spring travel f / r 120/120 mm. Dimensions and weights Seat height * 790 mm, weight with a full tank * 206 kg, payload * 189 kg, Tank capacity / reserve 17/3 liters.Warranty for two years with unlimited mileage.Colors: blue, black, yellow.Performance variants 72 kW (98 PS), 25 kW (34 PS) Price including VAT 8,660 euros, additional costs 240 euros * MOTORCYCLE measurements

Technical data: Yamaha YZF-R6

YAMAHA YZF-R6MotorWater-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, Keihin constant pressure carburetor, Ø 37 mm, contactless transistor ignition, no emission control, electric starter. Bore x stroke 65.5 x 44.5 mm, displacement 600 cm³, rated output 88 kW (120 hp) at 13,000 rpm, max. Torque 68 Nm (6.9 kpm) at 11,500 rpm Pollutant values ​​(homologation) CO 16.04 g / km, HC 3.90 g / km, NOx 0.14 g / km Power transmission Mechanically operated multi-plate oil bath clutch, six-speed gearbox, O-ring -Chain, chassis, bridge frame made of aluminum profiles, load-bearing motor, screwed rear frame made of aluminum profiles, telescopic fork, standpipe diameter 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with upper cables made of aluminum profiles, central spring strut with lever system, adjustable spring base, tension and compression damping front, four-piston calipers, floating brake discs, Ø 295 mm, rear disc brake, Ø 220 mm, double-piston calipers. Tires 120/60 ZR 17; 180/55 ZR 17 tires tested Dunlop D 207 FJ / N Chassis data Steering head angle 66 degrees, caster 81 mm, wheelbase 1380 mm, spring travel f / r 130/120 mm. Dimensions and weights Seat height * 820 mm, weight with a full tank * 195 kg, payload * 180 kg , Tank capacity / reserve 17 / 3.5 liters. Two-year warranty with unlimited mileageColors metallic blue, red / whitePrice including VAT 9,500 eurosSupplementary costs 156 euros * Manufacturer information

Leave a Reply

Your email address will not be published. Required fields are marked *