Comparison test: 600cc extreme athlete

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Comparison test: 600cc extreme athlete
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motorcycles

Comparison test: 600cc extreme athlete

Comparison test: 600cc extreme athlete
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They flaunt long lances at the end, are razor-sharp and do nothing good for their opponent: spearheads. The situation is similar with 600s: only built to defeat the opponent, they stab each other mercilessly.

Robert luck

02/13/2008

Win on Sunday, sell on Monday ?? “Win on Sunday, sell on Monday” teaches a somewhat outdated advertising wisdom. It is more true today than ever. At least this is the impression that emerges, if you take a look at the three ascetic representatives of the Supersport 600 squad. Well trained, they crouch on their side stand. What they have in common is the evil eye, a tried and tested means of registering territorial claims while standing.

As always, the radically sharpened Honda is CBR 600 RR as the tameest in this field. She has something like an aggressive twinkle in her eyes, but with the Ram Air nose in the middle of the panel she looks more like a bad-tempered koala than an angry grizzly. And who is afraid of a marsupial with a vegetarian diet??

Much more evil, like a reptilian, like a cobra before the explosive attack, however, triumph stares Daytona 675 from the headlights.”Alright”, says the cerebrum, “it’s just a motorcycle.” But somehow you get a bit queasy in the pit of your stomach when you notice how it tries to hypnotize you.

It shows itself to be completely offensive and martial Yamaha YZF-R6. Ready to jump like a hungry mountain cougar, crouched, muscular, aggressive. The white of her red-
white paintwork does not look a bit innocent, but underlines the angular, uncompromising design brilliantly. The engine doesn’t even have to run: She shows herself to be the aloof, the merciless, the superior. So the first point goes to the three tuning forks ?? and the R6 has already proven several times that there is no blender behind the facade.

The fact that the ability to win as standard in the 600s is becoming more and more important is due to the new regulations for the IDM Supersport class. Much more restrictive, closer proximity to the series machine is intended to curb costs and make the 600 series a popular junior class again, ending the trend of the priceless factory team league. In addition, the three-cylinder and 675 cubic centimeter Triumph was homologated by the FIM, which gives a new manufacturer access to this class.

That’s why PS is moving to Spain even before the new Kawasaki ZX-6R are at the dealerships to establish a preliminary pecking order between Honda, Triumph and Yamaha. In the luggage to Cartagena: plenty of pelts from Weibwurst-City in the form of Metzeler Racetec K3. Between the stacks of tires there was still room in the van for a coffee lover, photo assistant, co-tester, lap time squeezer and reigning German super sports champion in personal union: Arne Tode is one of the party.


Comparison test: 600cc extreme athlete


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How much the Honda has grown in terms of driving dynamics is revealed not only literally, but also very real in the first few meters. Despite the cold tires, the driver immediately feels the lightness that comes from the CBR, which has been slimmed down by 8 kilograms compared to its predecessor. Bustling and playful like a retriever puppy, the Honda romps around the course, gently warming itself and the driver, and then pushing the pace lap after lap. Wild roar escapes from the muffler in the hump when the Honda full Lotte thunders down the short start / finish straight, towards a treacherous narrow right.

This is tricky not only because it can no longer be seen from the middle of the curve and quasi requires blind poking into it, but also because the asphalt is two radii ?? the second a little closer ?? bends, but the fast line only bends one. It is extremely important to turn in late and let yourself drift over a small knoll far out towards the curb. And all this with only slightly pulled brakes, after all, there should be as much momentum as possible in the bike at the apex.

For this right, the rider needs a lot of confidence in the motorcycle, as he has to rely on the front wheel grip for better or for worse. On the Honda it is easy to approach such corners more and more quickly: It is a real chat bag, constantly telling its driver about the condition of the tire. Although it is never as hard as a racing bike, it is tight enough not to look gummy. Their great balance and the nimble turning behavior help enormously to keep the cornering speed high. The brake is a perfect match: it converts manual force on the lever 1: 1 into deceleration, responds very precisely and is extremely easy to adjust.

The Nissin stoppers of the Triumph are not quite as high-class. Their bare braking performance is beyond any doubt, but they lack the ultra-fine response. At the beginning of the braking process, they seem to literally snap at the discs in order to generate a constant deceleration only after the pads have been applied sharply. This disturbs the harmony and takes getting used to. In return, the 675 drives over the front wheel like no other production motorcycle at present. The head tube seems to grow out of the steering head with the rider’s chest, coupling the tire directly to the rider’s nerves and muscles. Incredibly precisely, the Triumph reports on the condition of the road and the grip, implements tilting requests with playful ease, without delay and without any effort.

This networking is particularly helpful in the aforementioned tricky right at the end of the start / finish: If you are a little late here, you simply work a few degrees further down; the 675 will fix it. In such situations, the Metzeler Racetec K3 turns out to be a willing helper, who is noticeable in these dicey moments with little mood and does everything to keep the load on the track. Overall, the CBR 600 and Daytona are extremely driver-friendly and forgiving, and they are very cautious about lousy idiosyncrasies. Linear and therefore predictable behavior for hobby racers and road drivers when braking, turning and turning, as well as transparent feedback and successful balance convey a very good feeling for the pedestal.


Comparison test: 600cc extreme athlete


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Yamaha plays in a different orchestra. The radical R6 simply reverses the well-known evolutionary story. Not she adapts to the driver, but requires the driver to submit to her. Anyone who does not fully commit to their requirements has grown together? Darwinism in its purest form: Survival of the fittest. Let us take the beloved and hated blind right again. When approaching this corner, the responsiveness of the stoppers is convincing, but not the efficiency. Of course, the pure braking power is enough to make the rear of the vehicle nothing, nothing to let you snap up. But both Triumph and Honda feel crisper and more precise on the right lever. Speaking of the rear wheel: Although the R6 is the only one equipped with an anti-hopping clutch, it does not bring any real advantage. While the Honda gets its low stamp tendency on the rear wheel under control with a slight increase in the idle gas, the 675 seems to have calmed down as if by magic. Although the asphalt end start / finish braking waves, not to say “Brake waves ?? beats, the British woman doesn’t stamp a single word. The reasons for this are the easy-to-dose clutch, which works with a wide grinding range, and the pilot’s left hand, which intuitively removes the load peaks by gently pulling.

But back to the R6: If the speed is reduced and the turning point is there, the R6 folds down like a bicycle. It is definitely built to ride the tight, the very tight line. However, it falls into the corner very suddenly and not as beautifully linear as the opponents, which can take the pilot off guard. And there he is now on the very narrow line, almost rumbling inside over the curb and is much too slow. So pull the tap and … nothing happens. Sheer madness, the R6 seems to be stuck. But it doesn’t, it simply has no smoke below 11,000 rpm. In the extremely important speed range around 9000 rpm, Honda and Triumph push almost 15 hp more than the Yamaha ?? and pull away confidently. While the R6 driver waits for usable performance, the opponents hiss through the narrow chicane following the double right. And then comes the power input at 11000: The R6 vigorously jumps forward, catapulting you uncontrollably towards this tight right-left combination. The ideal line lies between many other lines in the lottery pot, so bravely put it in and ?? pulled a rivet. Back off the gas, somehow cheat your way through the chicane and admire the disappearing rear end of the competition.

The R6 is without a doubt a very fast motorcycle, but at least as special. The driver has to focus on their peculiarities such as the ultra-fast folding down and always keep the engine in the narrow power range at five-digit speeds so that it goes forward. It’s not impossible, but stressful. But those who have climbed the high consecration of the R6 trainer will have the unique pleasure of taming a Supersport 600 with the aggressive character of a 250 two-stroke. The Honda is more relaxed and definitely faster for normal people and the triumph around the course.


Comparison test: 600cc extreme athlete


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And what does the six hundred specialist, the 2006 German champion, Arne Tode think about this topic? It should be hot after two days as a coffeehole
be enough to nail the three neatly around the course. The rules are simple: preheated tires, five laps per motorcycle, always the same driving effort on the open track. With the Honda he burns an incredible 1: 41.772 on the tarmac in the fourth lap. He chases the Triumph around the course in 1: 43.204, and for the Yamaha the clock under Arne stops at 1: 43.289.

How come? The cause telegram: What makes laypeople quick, also makes professionals quick. The Honda has the most powerful engine and an extremely predictable chassis. The gears and brakes are easy to operate and don’t get on your nerves with disruptive features. Although there is relatively little space on the Honda for pilots over six feet, it makes up for this disadvantage with its agility. In addition, it drives tame and lets the pilot take control.
The Triumph has incredible feedback, great balance and a great seating position. It just lacks a little top-end power on the smooth Cartagena course, and the gearbox shifts too bony. But it offers the clearest cockpit. After all, you can never have enough information.

The entire configuration of the R6 is too extreme, which poses the problem of having to adapt to the motorcycle a lot for both professional and hobby racers. The engine characteristics are extremely sharp, the handling in tight corners is very light-footed, almost nervous, but in fast turns it is fantastic. However, the right feeling for the rear wheel is missing. Anyone who gets warm with the Yamaha will certainly be on the move at lightning speed.

As in MotoGP, Yamaha is going its own way with the R6: They build a motorcycle capable of winning for a very special type of rider. However, the majority of pilots will do better with less radical, more user-friendly subsets. As the MotoGP proves: Marco Melandri was regularly in the gravel with the Yamaha, with the Honda he is regularly on the podium. ¿Comprendes, amigo?

The question of whether the new CBR 600 RR will dominate the coming supersport season is left to the betting offices. It is only clear that it offers the best overall package for the hobby racer.

Conclusion: Please do not overestimate the lap times, do not understand them as the absolute measure of all things. They only confirm the already prevailing overall impression: the Honda CBR 600 RR has become a bomb. We would never have expected that from Honda and are now open-mouthed. The 2007 unchanged Triumph is fully on par with the CBR, but leaves a few grains above due to lack of performance. Surprisingly the performance of the Yamaha YZF-R6. The low-torque engine and the long gearbox relegated it to third place.


Comparison test: 600cc extreme athlete


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Data:

Honda CBR 600 RR

Drive:
Four-cylinder in-line engine, four valves / cylinder, 88 kW (120 PS) at 13500 / min *, 66 Nm at 11250 / min *, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression ratio: 12.2 : 1, ignition / injection system, 40 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 98 mm, wheelbase: 1375 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, compression and rebound. Central spring strut with deflection, adjustable spring base, compression and rebound damping, 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 first tires: Bridgestone BT 015 “E.”, 310 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc 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: 860 mm, 186 kg fully fueled, v./h .: 51.1 / 48.9%
Rear wheel power in last gear: 83 kW (113 hp) at 226 km / h

Driving performance:
Acceleration 0 100/150/200 km / h: 3.3 / 5.5 / 9.5 s
Pulling speed 50 100/100 150 km / h: 5.2 / 5.5 s
Top speed: 265 km / h

Consumption:
Fuel type: Super, average consumption: 11.0 liters, tank capacity / reserve: 18 / 3.5 liters, range: 164 km

Price: 10 790 euros (plus utilities)

Triumph Daytona 675

Drive:
Three-cylinder in-line engine, four valves / cylinder, 90 kW (123 hp) at 12500 / min *, 72 Nm at 11750 / min *, 675 cm3, bore / stroke: 74.0 / 52.3 mm, compression ratio: 12.7 : 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, U-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 87 mm, wheelbase: 1392 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, compression and rebound damping, central spring strut with lever system adjustable in spring base, pressure – and rebound damping, spring travel front / rear: 110/130 mm

Wheels and brakes: ´
Cast light alloy wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Pirelli Supercorsa Pro, 308 mm double disc brakes with four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height 2047/765/1115 mm, seat / handlebar height: 840/850 mm, handlebar width: 690 mm, 190 kg fully fueled, v./h .: 50.9 / 49.1%
Rear wheel power in last gear: 79 kW (107 PS) at 226 km / h

Driving performance: Acceleration 0 ?? 100 /
150/200 km / h 3.3 / 5.6 / 9.9 s
Pull: 50 100/100 150 km / h 4.3 / 5.0 s
Top speed: 260 km / h

Consumption:
Fuel type: Super, average consumption: 10.7 liters, tank capacity: 17.4 liters, range: 159 km
Price: 10150 Euro (plus utilities)

Yamaha YZF-R6

Drive:
Four-cylinder in-line engine, four valves / cylinder, 93 kW (127 hp) at 14500 / min *, 66 Nm at 12000 / min *, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression ratio: 12.8 : 1, ignition / injection system, 41 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 97 mm, wheelbase: 1380 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, compression and rebound damping, central spring strut with lever system, adjustable in spring base, Compression and rebound damping, spring travel front / rear: 120/120 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, first tires: Michelin Pilot Power “P.”, 310 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc with two-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2005/770/1130 mm, seat / handlebar height: 820/860 mm, handlebar width: 640 mm, 190 kg fully fueled, v./h .: 51.8 / 49.2%
Rear wheel power in last gear: 79 kW (107 PS) at 244 km / h

Driving performance:
Acceleration 0 ?? 100 /
150/200 km / h: 3.4 / 6.2 / 11.0 s
Pulling speed 50 100/100 150 km / h: 6.9 / 7.5 s
Top speed: 270 km / h

Consumption:
Fuel type: Super, average consumption: 9.5 liters, tank capacity / reserve: 17.5 / 3.4 liters, range: 184 km

Price: 11315 Euro (plus utilities)

Measurements:
Two super mobile engines meet a four-stroke lethal injection that is closer to a 250cc two-stroke machine than is necessary. Triumph and Honda outstrip the very sharp Yamaha curve in the important speed range by 9000 tours with over 15 Nm and 15 hp. The pull-through measurement shows what kind of crutch the yam is at medium speeds. The R6 is even below the performance values ​​of the CBR and 675 at 12,000 rpm. It is very special and difficult to drive.

Reviews:

Honda CBR 600 RR

Engine:
Hats off to the Honda engineers. They have transformed the tired cucumber from last year’s model into a powerful engine with plenty of power in all positions.

Landing gear:
Handling, feedback, steering behavior and accuracy are first class for a production motorcycle. The adjustment ranges of the dampers are large.

Ergonomics:
Sit on it and feel good. However, the CBR does not offer taller people enough space to get behind the windshield properly.

Driving fun:
The CBR generates driving pleasure through its adaptability. She does everything the pilot wants. And lets him always feel what is going on on the slopes.

Verdict:
Deserved, albeit hard-won, victory for the new Honda CBR 600 RR. Its powerful engine and transparent chassis make it fast.

Place: 1, 19 points

Triumph Daytona 675

Engine:
In addition to full torque, the 675 delivers the coolest sound. The three of a kind is not lacking in manners, only some top-end power is missing.

Landing gear:
On the chassis side, the 675 is the burner. Your steering axis is aimed directly through the sternum, the pilot always knows what’s going on. Great adjustment ranges on the dampers.

Ergonomics:
Despite her petite appearance, the British woman offers even tall pilots plenty of space to work. The pegs and handlebars are perfectly positioned.

Driving fun:
To the powerful engine, perfect feedback, fantastic handling and awesome sound add up to an absolute dream. There is life alongside the Japanese.

Verdict:
The 675 messed up the victory with a lack of top performance and a not very sensitive front brake. The Honda can do it slightly better.

2nd place, 18 points

Yamaha YZF-R6

Engine:
A catastrophe in everyday life, very, very special on the racetrack. The performance starts much too late and too sharp, the gear is geared too long.

Landing gear:
Although equipped with important high and low-speed compression adjusters, the adjustment ranges are not convincing. The handling is great.

Ergonomics:
The Yamaha stands steeply on the front wheel and offers the pilot the most generous amount of space and the most active seating position. Your wind protection is very good.

Driving fun:
As extreme as a 250cc two-stroke, the R6 does not forgive the pilot for anything. The slightest driving mistake, and the load is stupid: You look in vain for a draft.

Verdict:
The R6 is suitable for amateur racers. The performance characteristics and the long gear ratio require a highly concentrated pilot to be fast.

3rd place, 15 points

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