Comparison test of the 600 super sports car

Posted on by admin

Menus

Comparison test of the 600 super sports car

Comparison test of the 600 super sports car, Honda CBR 600 RR, Kawasaki Ninja ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6

Street fight of the super athletes

Up close, screeching, cracking, the outcome uncertain: if you want to experience the pure racing feeling in all its tension live, you can’t ignore the wiry 600s. Suzuki and Yamaha have spiced things up and want to give the established forces a powerful edge.

The brand new Suzuki in dreary matt black is still looking for sponsors! Ten-Kate-Honda already in top form. Triumph straight away with a convincing performance, Yamaha strong as expected. And Kawa? The reigning German champion is confident about the new season.

Headlines from the Supersport World Cup? No. And still pure racing? in the middle of civil life. When the thoroughly revised Yamaha R6 rushes onto the next straight with a breathtaking airbox roar, the Honda strolls through the show curve in full Hannspree war paint or the Triumph Daytona catapults itself out of the hairpin with an inimitable whistle, it’s racing time. No matter whether on the circuit or on the country road. Then five-digit speeds are a must, tough braking maneuvers are the hero’s top priority, and nuances decide between victory and defeat. Driving a Supersport 600 is a life in search of the ideal line. No other motorcycle class embodies great sport so perfectly? and none lets us experience it so closely.

Buy complete article

Comparison test of the 600 super sports car

Comparison test of the 600 super sports car
Street fight of the super athletes

GSX-R 600 no longer screeches. A fair amount of racing spirit was lost. In return, its silencer almost takes on the dimensions it had before the exhaust reform (central collector under the engine, short stub exit at driver’s ear level). Many will not find this pleasant. In addition, there is the deep black appearance of the test motorcycle instead of the usual blue and white war paint. The first impression is therefore rather »restrained«, especially since the GSX-R, together with the Kawasaki ZX-6R, is one of the long-looking, sweeping motorcycles in this class. A determined declaration of war looks different.

Like the Yamaha YZF-R6, for example. Exactly like that! Since its appearance, the incarnation of the young and wild, the R6 got even sharper after the facelift. Handlebars down, variable suction tube length, even more power, even more edges. There is simply no more glamor in this class. However, no less compromise either. The R6 is geared solely towards racetrack. What about their success? it sells well across Europe ?? but is obviously not a mistake for civil life either. Just as it was certainly right for Triumph to fully rely on the three-cylinder. Practically from the very first appearance, the Daytona 675 rolled up the field from behind with its fantastic engine and outstanding chassis and immediately established itself among national road racing enthusiasts as well as in the German championship. There was no reason for the British to change anything.

Power bar

Long, stretched in traditional green: Kawasakit ZX-6R.

And Kawasaki? Won the title ?? and still saw no land off the slopes. Too big, too heavy. In this competition, which is really tight, small things sometimes decide. And even bigger faux pas. 203 kilograms with a full tank clearly fall into the second category. The CBR 600 RR shows what is possible with a full tank of 186 kilos. Class record! The Triumph is just behind with its 190, the petite R6 was three kilograms heavier, but at 193 kilograms is, as expected, also with the music. And the brand new challenger? 200 Suzuki kilograms sound sobering at first, especially since the predecessor was already significantly lighter at 196 kilograms.

“Hold on, stop,” the Suzuki engineers will now shout, “a fasting cure was never in our specifications. The main thing was to give the engine more pressure. And where it really counts in everyday life. In the middle. «Successful operation, one has to attest after the comprehensive package of measures with new injection nozzles, new intake camshaft, higher compression and precisely the exhaust volume. Between 5000 and 8000 rpm and between 9500 and 13000 rpm, the Suzuki unit is in power and torque above the previous 600 four-cylinder Honda, and fortunately not worse below and above. And in terms of top performance, the GSX-R engine also tops the CBR drive by two (119 to 117) hp and is on par with the Kawa.

But how is it that despite the new midrange power of the Suzuki, you don’t feel any of it in direct comparison to the Honda? On the contrary, it would at any time attest that the CBR power bar tackles more robustly, both on the country road and on the racetrack in Calafat, Spain, where MOTORRAD professional Jurgen Fuchs put the candidates through their paces. Is it because of the shirt-sleeved engine running of the Honda, while the Suzuki foursome is almost as smooth as the Yamaha engine? Partly. Essentially, however, the pounds mentioned should be the reason. 14 kilograms is a bit of a debacle in terms of power-to-weight ratio (which is even more true for the Kawasaki).

Ergonomics and chassis

Full program: Jurgen Fuchs on the CBR 600 RR.

In addition, the Honda looks much more agile due to its assembled yet relaxed seating position, while the Suzuki and the Kawa force the driver noticeably longer over the tank and, in combination with the panels that are built far forward, suggest significantly larger dimensions than are actually available . The Yamaha, on the other hand, is even more delicate than the Honda, whose fairing is still a filigree touch of nothing and which, with the handlebar halves lowered by five millimeters, now makes its driver even more responsible for racing than its predecessor. The high Triumph (seat height 840 millimeters) with its steeply inclined rear frame and the somewhat old-fashioned ZX-6R with its mighty tank also clamp the handlebars sportily deep under the fork bridge.

It has nothing to do with convenience. Here, the Honda conditions are clearly far ahead, especially in everyday life, without, however, appearing unsportsmanlike for even a second when chasing seconds. The fact is: In this test field on the country road as well as on the racetrack, ergonomics almost play a more decisive role than the quality of the chassis. They are all at a fascinatingly high level.

With consequences: On the one hand, in view of the power density of the chassis, the choice of tires is becoming increasingly important, and on the other hand, given the high performance and extreme orientations, kickback is a topic to be taken seriously. In both cases, of all things, the dedicated R6 shows how not to do it. Their relationship to the first tires Dunlop Qualifier, special code “PT”, is still only harmonious when the asphalt does not create waves. He counteracts patches, outbreaks of frost or similar hardships with an indignant standing up moment, which hardly forces the driver to react accordingly and consequently to real handlebar acrobatics. Anyone who still hits the line and lets the irrepressible will to turn beyond 10000 rpm in terms of racing will reap the next bell. In the absence of a steering damper and self-damping of the tire, the R6 wedges quite wildly pretty quickly (like in Calafat in front of the “Scheibhaus curve”) and gives even hardened natures moments of shock of the hearty kind. Conclusion: Yamaha should urgently improve both in one way and the other ?? and take an example from Honda and Triumph.

At a slow pace and a hussar ride

Fine composition: the Triumph’s Nissin system leaves nothing to be desired.

Both have a steering damper (like the Suzuki) ?? where the speed and load-dependent Honda component on country roads and racetracks is currently the best that is available. And both have standard tires that fit, whereby Triumph with the extremely neutral, precise, richly damping and fine feedback providing Pirelli Supercorsa Pro is the first choice, at least among ambitious sports drivers. The result: While an R6 benefits from switching to the Dunlop GP Racer track tire, the Triumph noticeably loses its homogeneous steering behavior and feedback.

Nevertheless, the liaison with one of the best sports suspensions currently available and an engine that masters the entire repertoire from strolling country roads to angry racetrack hussar rides is also an extremely gratifying one with the Dunlop tire. In addition, finely adjustable and effective stoppers and the hyper-precise working clutch, which makes it possible to do without an anti-hopping device (in contrast to the CBR)? Regardless of where she appears, the Brit is a bank in terms of driving dynamics.

This is not unconditional for the Honda. On the country road, it can inspire with its feather-light handling, its even power delivery and the fine feedback and builds unrestricted trust. Of course, the same applies in principle to the slopes. Although the almost traditional hard work is bothersome, it would still be bearable. However, there are two more malaises on the undulating Catalan stop-and-go course. It’s the rear wheel that is brutally stamping in the wavy braking zones because Honda is now the only Japanese manufacturer that does without an anti-hopping clutch in this class. In addition, the CBR motor builds up the strongest braking torque of all. The result: braking or “first gear corners” in particular can turn into a real adventure with the CBR.

But what about the new challenger, the Suzuki? To cut a long story short: She goes along, is always with the music, but never at the front. That already distinguished the predecessor? and that has basically not changed.

Fine manners

Even super athletes have to prove their suitability for everyday use.

In detail, this means that the revised engine shines with fine manners, develops its power for a 600 series four-cylinder in a linear manner, responds cleanly and has a flawless slipper clutch. But it neither pushes the Triumph around with the relentless pressure, nor does it turn beyond the 14000 rpm as phenomenally as an R6, for example. Furthermore, the Suzuki is blessed with a chassis that can easily handle even the toughest gait? but does not shine with the inspiring handiness of an R6 on the brakes, nor does it act with the laser-like precision of the Triumph. And although the modified brake system of the new GSX-R is noticeably better and can be more finely dosed, it does not quite come close to the reference brake of the CBR.

So it happens that the youngest member of this hectic field only excels with one quality that is also difficult to grasp: It is her serenity that distinguishes the Suzuki and which can only be found in the Kawasaki. Both are not of a dainty stature, both are relatively heavy for current 600s standards? but both of them take their driver by the hand when things get hectic. Deliver flawless feedback, have plenty of reserves, are stable and forgive even gross operating errors with nonchalance.

There are also differences between these two. A very central one is the engine: Compared to the tight Suzuki unit, the Kawa four loses a long way, also goes on the accelerator with a delay and affords itself a long hang-over exactly where the Suzuki four-man gained strength. Only above 11,000 rpm does it get a second breath and get going like the proverbial fire brigade. This is acceptable on the racetrack, the sudden power vortex even suggests significantly more power than the even power delivery of the GSX-R. On the highway, however, such an alignment creates a bad mood. In addition, in contrast to Suzuki, Kawasaki also does without a steering damper? and reaps a vigorously twitching handlebar in Calafat, as on third-class paths, which, however, does not reach the strength of the Yamaha.

Speaking of the R6: The merciless iron in the field, which has to put up with criticism in everyday life because of the unsuccessful choice of tires and the extremely low-torque engine, still manages best (or perhaps because this poor quality is paired with uncompromising racing optics) these racetracks -Transfer spirit to the street. And whoever has experienced their fabulous maneuverability, their irrepressible revving ability, their uncompromising uncompromising capacity on a closed-off track, really only wants one thing: Racing ?? and without any street.

Comments MOTORCYCLE scoring

Even if the racing feeling determines everyday life: On the racetrack under professional Jurgen Fuchs and with standard tires Dunlop GP Racer, different laws apply.

engine
In the sum of its properties, the revised Suzuki engine is very close to the Triumph class leader and, thanks to its fine manners, even surpasses the famous Honda drive. A flawless slipper clutch, a gearbox that can be shifted smoothly? There is nothing to complain about. The more than mediocre switch box spoils the Triumph a little the balance sheet. And the engine characteristics, which are only designed for high revs, drive Yamaha and Kawasaki into the parade, while the Honda engine shines in this respect, but could have a little more refined manners.
Winner engine: triumph

landing gear
It is very tight in this chapter, in which only the Yamaha makes a decisive blunder, namely the unfortunate initial tires. The rest are little things like the higher righting moment when turning on the brakes (Suzuki) or the not quite so responsive strut (Suzuki and Triumph). The differences are so small, however, that the form of the day? What is meant here is the series spread from model to model ?? can be decisive. All 600 super sports bikes have a good chassis.
Chassis winner: Kawasaki and Triumph

everyday life
Honda and Suzuki deal with this chapter among themselves, while the others mainly suffer from their tightly clamped handlebars. This affects the Daytona worst, but the ZX-6R and R6 also require uncompromising posture. The CBR 600 RR offers by far the most everyday ergonomics, while the GSX-R 600 shines with the best wind protection. If you like to drive in pairs, you should look for another type of motorcycle, and those who often travel with a lot of luggage should also look around.
Winner everyday life: Honda

security
No ABS, that is the uniform creed in a category in which every gram of weight is fought for. However, the fact that both Kawasaki and Yamaha do without a steering damper is a real safety flaw and is punished. Incidentally, all five have great braking systems, with the Honda once again providing the reference.
Safety winner: Honda

costs
It is the inspection costs that are particularly important here. This is where Honda and Suzuki are most clearly drawn, while Yamaha and Triumph are holding back.
Winner cost: triumph and yamaha

Winner price-performance: Triumph Daytona 675
Here, too, a very close race, which this time wins the Daytona because the Honda lost a few points while the Triumph gained.

Data Honda CBF 600 RR

Light and compact: the Honda CBR 600 RR in the Ten Kate factory look.

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 40 mm, regulated catalytic converter, 343 W alternator, 12 V / 9 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox , O-ring chain, secondary ratio 41:16.

Bore x stroke 67.0 x 42.5 mm
Displacement 599 cm³
Compression ratio 12.2: 1
Rated output 88.1 kW (120 hp) at 13500 rpm
Max. Torque 66 Nm at 11250 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, steering damper, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers , Rear disc brake, Ø 220, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Bridgestone BT 015 »E«

Dimensions + weights
Wheelbase 1375 mm, steering head angle 66.5 degrees, caster 98 mm, spring travel f / h 120/135 mm, seat height * 820 mm, weight with a full tank * 186 kg, load * 178 kg, tank capacity / reserve 18.0 / 3.5 liters.

Guarantee: two years
Service intervals every 6000 km
Colors: red / black, black / gray, blue / white, white / black

Price: 10 790 euros
Additional costs: 170 euros

Specifications Kawasaki ZX-6R

The Kawa cuts a fine figure despite its 203 kilograms combat weight.

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 38 mm, regulated catalytic converter, alternator 315 W, battery 12 V / 8 Ah, mechanically operated multi-disc oil bath clutch (anti -Hopping), six-speed gearbox, chain, secondary ratio 43:16.

Bore x stroke 67.0 x 42.5 mm
Displacement 599 cm³
Compression ratio 13.3: 1
Rated output 91.9 kW (125 hp) at 14,000 rpm
Max. Torque 66 Nm at 11700 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 300 mm, four-piston fixed calipers, disc brake rear, Ø 210, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Bridgestone BT 015 »J«

Dimensions + weights
Wheelbase 1405 mm, steering head angle 65.0 degrees, caster 110 mm, spring travel f / r 120/133 mm, seat height * 820 mm, weight with a full tank * 203 kg, payload * 177 kg, tank capacity 17.0 liters.

Guarantee: two years
Service intervals every 6000 km
Colors: green, orange, black

Price: 10665 euros
Additional costs: 180 euros

Data Suzuki GSX-R 600

Long overhangs, a powerful silencer: the new GSX-R has grown significantly on the outside.

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 40 mm, regulated catalytic converter with secondary air system, 375 W alternator, 12 V / 8 Ah battery, mechanically operated multi-disc oil bath clutch (Anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 43:16.

Bore x stroke 67.0 x 42.5 mm
Displacement 599 cm³
Compression ratio 12.8: 1
Rated output 92.0 kW (125 PS) at 13500 rpm
Max. Torque 68 Nm at 11500 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, steering damper, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers , Rear disc brake, Ø 220, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Bridgestone BT 016 »M«

Dimensions + weights
Wheelbase 1400 mm, steering head angle 66.2 degrees, caster 97 mm, suspension travel f / r 120/130 mm, seat height * 810 mm, weight with a full tank * 200 kg, load * 178 kg, tank capacity 17.0 liters.

Guarantee: two years
Service intervals every 6000 km
Colors: blue / white, silver / orange, white / silver, black / matt black

Price: 10490 euros
Additional costs: 135 euros

Data Triumph Daytona 675

Tall and narrow, slim and slim: In this field, the Daytona also takes on a special role visually.

engine
Water-cooled three-cylinder four-stroke in-line engine, one balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 44 mm, regulated catalytic converter with secondary air system, alternator 402 W, battery 12 V / 7 Ah, mechanical Actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 47:16.

Bore x stroke 74.0 x 52.3 mm
Cubic capacity 675 cm³
Compression ratio 12.65: 1
Rated output 90.4 kW (123 hp) at 12500 rpm
Max. Torque 72 Nm at 11750 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, steering damper, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 308 mm, four-piston fixed calipers , Rear disc brake, Ø 220, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Supercorsa Pro tires tested

Dimensions + weights
Wheelbase 1392 mm, steering head angle 66.5 degrees, caster 87 mm, suspension travel f / r 110/130 mm, seat height * 840 mm, weight with a full tank * 190 kg, payload * 191 kg, tank capacity 17.4 liters.

Guarantee: two years
Service intervals every 10000 km
Colors: yellow, gray, red

Price: 10440 euros
Additional costs: 250 euros

Data Yamaha YZF-R6

The tomboy, compact and stocky: The R6 is believed to have its racing ambitions right away.

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 41 mm, regulated catalytic converter, alternator 420 W, battery 12 V / 9 Ah, mechanically operated multi-disc oil Oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 45:16.

Bore x stroke 67.0 x 42.5 mm
Displacement 599 cm³
Compression ratio 13.1: 1
Rated output 94.9 kW (129 hp) at 14500 rpm
Max. Torque 66 Nm at 11000 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake rear, Ø 220, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Dunlop Qualifier “PT”

Dimensions + weights
Wheelbase 1380 mm, steering head angle 66.0 degrees, caster 97 mm, spring travel f / r 115/120 mm, seat height * 830 mm, weight with a full tank * 193 kg, payload * 182 kg, tank capacity / reserve 17.3 / 3.4 liters.

Guarantee: two years
Service intervals every 10000 km
Colors: blue, white, red / white, black

Price: 11315 euros
Additional costs: 185 euros

»600s are a question of the imagination?

Hardly a class divides the sports community more than the 600 super athletes. At least when it comes to civilian use. Like or dislike ?? this is usually decided by the willingness to move beyond 10,000 revolutions. And indeed: anyone who, like MOTORRAD, explores the skills of the candidates in public space is only out and about in the lower aisles. Then it screeches, turns and toggles that you think you are in front of the Sachskurve in the infight? with a little imagination. Whoever brings them up, squeezes the barrel organs and has a lot of fun. Everyone else better grab a thousand. And give half throttle.

MOTORCYCLE measurements

The performance queen is still called the Yamaha YZF-R6 with 124 hp. However, it runs very late (exactly at 13700 rpm, when a servomotor lifts the intake funnel) to great shape. MOTORRAD has also measured weaker specimens. Suzuki and Honda are strong in the middle, but by no means weak at the top, while the ZX-6R does not deliver much more in the four-digit speed range than the R6 without achieving their top performance. Down to the last point, the Daytona hovers above everything with its displacement advantage. When it comes to performance, the Suzuki loses a little in pulling through because of its long gear ratio, the very short Triumph pulls everyone away up to 140 km / h. Incidentally, no candidate can book a decisive advantage here.

MOTORCYCLE test result

A matter of opinion: five rear sections, two different solutions. With underseat exhaust like Honda, Kawasaki and Triumph. Or with a central collector, as with Yamaha and Suzuki.

1 Honda CBR 600 RR
Mastering everyday life without the spirit of the racetrack staying the same? The CBR succeeds in doing this absolutely convincingly.

2 Triumph Daytona
Actually, the triple just lacks a more bearable seating position for total happiness.

3 Suzuki GSX-R 600
An all-rounder in the best sense of the word. The highlights, however, are set by others.

4th Kawasaki ZX-6R
Good chassis, but moderate engine. More is not possible in this constellation.

5 Yamaha YZF-R6
The R6 is merciless. A lot more would be possible with other tires.

Leave a Reply

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