Comparison test: Supersport 600 series

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Comparison test: Supersport 600 series

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Comparison test: Supersport 600 series

Comparison test: Supersport 600 series
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They scream their hearts out, burn hotter and hotter where others are already cooling down: Supersport 600s. With the appearance of the new Kawasaki ZX-6R, the kings of liter output are fully at the start. Curtain up!

Volkmar Jacob

02/13/2008

The new ZX-6R already delivers the first surprise when it is stationary: It is bright orange. Break in style? Culture shock? Hardly, but unfamiliar is the paintwork. Whatever has changed in the past with the Kawasaki super athletes, poison green was the sure constant. But even die-hard traditionalists comment on the orange as ?? really cool ?? ?? so the all-clear. The competition doesn’t need to be ashamed of its visual appearance; Honda CBR 600 RR, Suzuki GSX-R 600, Triumph Daytona 675 and Yamaha YZF-R6 also fight in handsome war paint. Surprise number 2: The brand new four-cylinder of the ZX-6R runs very smoothly and, unlike its predecessors, is extremely cultivated? at least up to 8000 rpm. Then it sends vibrations into the chassis, which pave their way to the pilot. As if to make amends, the Kawa takes it easy, its load change reactions are very low. Third surprise: the performance of the ZX-6R. Unusually cautiously, it builds up power in the lower and middle speed range. Sure, the previous year’s model could still draw from 636 cm3, a difference was to be expected. But even in comparison with most of its competitors, the 2007 ninja seems much more restrained below 10500 rpm; the engine only really comes to life above this mark. Then the little one shoots Kawasaki like being stabbed by the tarantula, and its crankshaft sends up to 120 hp to the superbly shiftable gearbox.

These sharp characteristics and the long gear ratio are strongly reminiscent of the Yamaha: In fact, the R6 is still a touch behind the Kawa in the four-digit range. Below 6000 rpm, the Yamaha engine only emits a tortured “Mooaaab”, and it takes half an eternity before it gets out of the quark and settles into higher speed regions. This combination of discreet midrange power and anti-pulling gear ratio is annoying on country roads, but on the racetrack it hardly matters. Here as there, the yam needs speeds above 11,000 rpm. Then it roars from the exhaust and kindles a dizzying fire: at 14,200 rpm the whisk produces a record-breaking 122 hp.

The Honda CBR 600 RR is not quite as powerful at these highest speeds as the R6 and ZX-6R. But 118 hp are always enough to scare the Honda properly across the prairie. Its strength lies clearly in the middle speed range: Between 7500 rpm and 11500 rpm it pushes up to 14 hp more than the Yamaha, 8 more than the Kawa and still 5 more than the Suzuki. Means: With fire into the corners, bend relaxed and dash out again with the front wheel raised. The drive of the CBR is almost perfect, apart from the somewhat rough engine running and clear load change reactions there is nothing to complain about.


Comparison test: Supersport 600 series

In terms of handling, the CBR is the best in its class.

What about the GSX-R 600? Last spring, it placed at the top together with the R6 in the 600 series comparison test. But the supersport segment sets a cruelly high pace of development. Nevertheless, the technically unchanged Suzi is in the best of light: the GSX-R pushes wonderfully evenly through the speed range, the performance curve (see diagram on page 33) is exemplary. At the top, 118 hp are available on the crankshaft. When sprinting through the revs, the pilot is constantly accompanied by edgy vibrations, and the GSX-R accelerates a little hard and, like the R6, releases a hell of a noise from the short side silencer at high revs. Triumph is completely different. This sound even soothes professional quackers and makes fans addicted. Who the sound composition ?? a mixture of turbine and W16 engine? heard only briefly, she has fallen hopelessly. The way in which the triple releases its power is also unrivaled: from 2000 rpm it shoots unstoppably and greedily through the belt, until it comes to an electronic stop at 13600 rpm it does not even take a breath. The 675 is in a league of its own on the engine side. It may not quite reach the top performance of the ZX-6R or even the R6, but when 119 hp pound like that, the measurable difference is wasted. The performance curve speaks volumes: up to 13,000 rpm it is well above that of all competitors. As an accessory, the Triumph serves an ingenious tremor from the engine room. This engine is alive, there is no mistaking it. Small spots on the otherwise snow-white Triumph vest are the bony gearbox and the gruff throttle response. The latter can, under certain circumstances, ruin the line at the exit of tight curves. On the other hand, it helps to let the power supply slip briefly when applying gas with the clutch. So the Daytona stays safely on course. The Kawasaki also stays on course. On country roads, it sticks precisely into bends and rushes through to the millimeter. No other draws such a clean line as the ZX-6R. The tailor-made Bridgestone BT 15 harmonize perfectly with the Kawa and tease the last out of it. On top of that, the six is ​​very full ?? Applause for their firm and sensitive chassis.

If the bolt moves to the racetrack, things look a little different: PS chased the ZX-6R over two different racetracks and pulled two different rubbers onto the rims (Michelin Power Race in medium soft compound and Bridgestone BT 002 Pro Type 3) . No matter where, no matter which rubbers: The ZX-6R lagged behind its country road performance. At 203 kilograms it is clearly the heaviest in the bunch, a whopping 17 kg heavier than the light CBR 600 RR. While the series tires of the ZX-6R concealed this wonderfully, they require a relatively high amount of force when changing direction on racing soles. The less transparent front makes things even more difficult: the driver has to guess the actual condition of the front wheel, so there is no trust. The brakes are not completely convincing either. Once the parade discipline of Kawasaki, the stoppers of the ZX-6R seem a bit toothless and require a lot of hand strength. Last but not least, the Kawa lacks a steering damper. The front section of the six remains quiet for a long time; However, when it kicks off, it is often hard and without a break. On the plus side of the Ninja is outstanding braking stability. No other motorcycle keeps its lane so stoically when braking. What are the rest of the supersport people doing? The Triumph in particular feels right at home everywhere. Whether with racing soles on the slopes or with serial rubbers in public areas: the 675 inspires. She is extremely fed up, and the feedback is in a class of its own, from fore and hindquarters alike. In addition, there is a playful handling that is only minimally behind that of the class leader Honda. So everything is great? Almost: At the entrance to the curve, the Triumph does not find the line straight away and requires slight corrections. Your brakes grab brutally the first time you hit the ground, but then don’t bite as much as the hand on the lever creates pressure. The stoppers work slightly degressively, which you have to get used to. In addition, the rather soft fork dips deeply when braking, the shock absorber, in contrast, is very tight. Strange: The compression stage setting of the monoshock is almost ineffective, the setup is largely done via the rebound stage.

Speaking of damping: The values ​​that the PS has achieved as the optimum for country roads and racetracks are in the box on page 37. The CBR brake is clearly the reference of this comparison test: linear, transparent, easy to operate and powerfully snappy. The last comparison test adequately praised the sensational handling of the Honda, but a comment on the chassis is still missing: Although the adjustment range of the damping is very large, the spring rates of the fork and shock absorber are too low. This brings outstanding comfort on public roads and a lot of movement in the chassis on circuits, which costs one or the other tenth.


Comparison test: Supersport 600 series

The R6 impresses with its outstanding cornering stability.

The Yamaha Not. Tight as she is, she feels very comfortable in a closed circle driver company. There it also shows its outstanding cornering stability, good brakes and superb handling. Why those responsible for the R6 still refuse a steering damper despite its latent tendency to kickback remains their secret. The choice of tires reveals another secret: last year the R6 was still on the road with super agile Michelin, in 2007 Yamaha relies on Dunlop Qualifier as standard. Although it is very stable in an inclined position, its sensational handling seems blown away. It takes a lot of force to force the yam into corners and to keep it in line. The Suzuki has the last word, and it utters it inconspicuously, cautiously, almost obediently: the GSX-R loves understatement. But when the pilot folds his right wrist into all-that-goes mode, the illusion of humility bursts. The Gixxer rushes off like Speedy Gonzales after a palette of Red Bulls. Balance is her recipe for success; Nowhere does it offer sensations, but the synthesis of pleasing engine characteristics, acceptable brakes, the well-tuned, handy chassis and the comfortable seating position make the Suzuki a lightning-fast all-rounder.

Conclusion: The eagerly awaited Kawasaki has to line up in the lower midfield; Honda CBR 600 RR and Triumph Daytona 675 win this group test. The Honda impresses with its soft spring rates, especially on country roads. Of course, handiness, engine and brakes also inspire on circuits. There the Triumph delivers an outstanding guest performance: It is extremely stable, offers plenty of power everywhere and at all times, and the transparency of its chassis is second to none. In public areas, your seating position is meanwhile very sporty, and the pronounced load change reactions are more important there. For Kawasaki ZX-6R and Yamaha YZF-R6 jump out two fourth places: While the Kawa scores on the country road, the Yam is particularly popular on the racetrack. The Suzuki GSX-R 600 does her job here and there quite well, which gives her 3rd place. That too is a surprise, undoubtedly a pleasant one.

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-disc oil bath clutch, six-speed gearbox, G-Kat

Chassis: light metal 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 damping. 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

Dimensions and weight: length / width /
Height: 2010/685/1105 mm, seat / handlebar height: 810/870 mm, handlebar width: 645 mm, 186 kg fully fueled, v./h .: 51.0 / 49.0%
Rear wheel power in last gear:
81 kW (110 PS) at 238 km / h

Driving performance: Acceleration 0 ?? 100 /
150/200 km / h: 3.2 / 5.7 / 9.9 s, pulling 50 100/100 150 km / h: 5.7 / 6.1 s
Top speed: 265 km / h *
Consumption **: Fuel type: Super, average consumption: 6.1 liters, tank-
Contents / reserve: 18 / 3.5 liters, range: 295 km
Price: 10 790 euros (plus utilities)


Comparison test: Supersport 600 series

It doesn’t always have to be green.

KAWASAKIZX-6R

Drive: four-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 14000 / min *, 66 Nm at 11700 / 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-plate oil bath clutch, six-speed gearbox, G-Kat

Chassis: light metal bridge frame, steering head angle: 65 degrees, caster: 110 mm, wheelbase: 1405 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, compression and rebound damping. Central spring strut with deflection, adjustable spring base, compression and rebound damping, spring travel front / rear: 120/133 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 ?? / ?? J ??, 300 mm double disc brake with four-piston fixed calipers at the front, 210 mm single disc with single-piston floating caliper at the rear

Dimensions and weight: length / width /
Height: 2105/720/1125 mm, seat / handlebar height: 820/835 mm, handlebar width: 655 mm, 203 kg with a full tank, v./h .: 50.2 / 49.8%
Rear wheel power in last gear: 81.5 kW (111 PS) at 236 km / h

Driving performance: Acceleration 0 ?? 100 /
150/200 km / h: 3.4 / 5.8 / 9.9 s, pulling 50 100/100 150 km / h: 5.8 / 6.1 s
Top speed: 262 km / h *
Consumption **: Fuel type: Super, average consumption: 6.1 liters, tank-
content / reserve: 17 / ?? Liters, range: 279 km
Price: 10665 Euro (plus utilities)

SUZUKI GSX-R 600

Drive: four-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 13500 / min *, 68 Nm at 11500 / min *, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression ratio: 12 , 5: 1, ignition /
Injection system, 40 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, secondary air system

Chassis: light metal bridge frame, steering head angle: 66.2 degrees, caster: 97 mm, wheelbase: 1400 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, compression and rebound damping. Central spring strut with deflection, adjustable spring base, compression and rebound 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 First tires: Bridgestone BT 014 ?? J ?? / ?? N ??, 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

Dimensions and weight: length / width /
Height: 2040/715/1125 mm, seat / handlebar height: 800/855 mm, handlebar width: 635 mm, 195 kg fully fueled, v./h .: 51.8 / 48.2%
Rear wheel power in last gear:
80 kW (109 PS) at 237 km / h

Driving performance: Acceleration 0 ?? 100 /
150/200 km / h: 3.5 / 5.8 / 9.9 s, pulling 50 100/100 150 km / h: 6.3 / 5.7 s
Top speed: 260 km / h *
Consumption **: Fuel type: Super, average consumption: 6.4 liters, tank capacity / reserve: 16.5 / ?? Liters, range: 258 km
Price: 9855 Euro (plus utilities)


Comparison test: Supersport 600 series

The Daytona’s husky 3 cylinder sound is hard to resist.

TRIUMPH DAYTONA 675

Drive: three-cylinder in-line engine, four valves / cylinder, 90 kW (123 PS) 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, G-Kat

Chassis: light metal 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 , Compression and rebound damping, spring travel front / rear: 110/130 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 Dragon Supercorsa Pro, 308 mm double disc brake with four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

Dimensions and weight: length / width /
Height: 2047/765/1115 mm, seat / handlebar height: 830/845 mm, handlebar width: 660 mm, 190 kg fully fueled, v./h .: 50.9 / 49.1%
Rear wheel power in last gear:
81 kW (110 PS) at 234 km / h

Driving performance: Acceleration 0 ?? 100 /
150/200 km / h 3.4 / 5.9 / 10.1 s, pulling power: 50 100/100 150 km / h 4.7 / 5.5 s
Top speed: 260 km / h *
Consumption **: Fuel type: Super, average consumption: 6.7 liters, tank capacity / reserve: 17.4 / ?? Liters, range: 260 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

Chassis: light metal 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: Dunlop Qualifier, 310 mm double disc brakes with four-piston Fixed calipers at the front, 220 mm single disc with single-piston float-
rear saddle

Dimensions and weight: length / width /
Height: 2005/770/1130 mm, seat / handlebar height: 820/855 mm, handlebar width: 650 mm, 190 kg fully fueled, v./h .: 52.1 / 47.9%
Rear wheel power in last gear:
84 kW (114 PS) at 237 km / h

Driving performance: Acceleration 0 ?? 100 /
150/200 km / h: 3.4 / 5.7 / 9.8 s, pulling 50 100/100 150 km / h: 6.3 / 6.0 s
Top speed: 270 km / h *
Consumption **: Fuel type: Super, average consumption: 6.8 liters, tank capacity / reserve: 17.5 / 3.4 liters, range: 257 km
Price: 11315 Euro (plus utilities)


Comparison test: Supersport 600 series

Really snappy: the GSX-R stoppers really grip.

MEASUREMENTS
The Triumph Daytona 675 is in a different league in terms of performance. What the curve shows you can feel drastically when driving: The English woman hisses through the rev range like Schmidt’s cat. Kawasaki and Yamaha only pull past at 13,000 rpm. The latter holds the class record with 122 hp. Its power output is quite poor up to 11000 rpm, however, the R6 struggles with significant drops. The performance of the ZX-6R is similar to that of the Yam, but not quite as sharp. Their maximum output is a fine 120 hp. First class for a 600: the beefy power of the Honda in the middle speed range; their engine is a great achievement. The GSX-R 600 releases its power wonderfully evenly and keeps up with the competition when it comes to top performance.

reviews

Honda CBR 600 RR

Engine:
Great performance. At medium speeds, the CBR is the most powerful after the Daytona. Their top performance is slightly below the strongest.

Landing gear:
Great handling of the newcomer. Soft springs ensure good comfort on the country road; On the other hand, the Honda is somewhat unstable on the racetrack.

Ergonomics:
Despite the high handlebars, the seating position is also suitable for the racetrack. As on most Honda, the riders feel at home on the CBR straight away.

Driving fun:
Handling, engine and brakes inspire. Comfortable seating position and great
Series tires do the rest. The Honda is too softly tuned for the racetrack.

Verdict:
The CBR is a real all-rounder. Its driving characteristics inspire, the Honda has only one small flaw: its chassis is too soft for the racetrack.

1st place, 19 points

Kawasaki ZX-6R

Engine:
The ZX-6R only really gets going at five-digit speeds. In combination with the long first course, nothing for everyday use. Best gear shiftability.

Landing gear:
Tight spring elements with first-class response. Little feeling for the front on the racetrack. Disappointing brakes, superb series tires.

Ergonomics:
The handlebars of the ZX-6R are screwed in pretty deep and turned slightly outwards, which puts a strain on the forearms. Seat height and knee angle are okay.

Driving fun:
No other pricks the corners of series tires as greedily and precisely as the ZX-6R. The engine is too lazy at the bottom, the brakes disappoint.

Verdict:
Only 4th place at the premiere. Reasons: a sharp engine, a long first gear, weak brakes and a rather discreet racetrack presentation.

4th place, 15 points


Comparison test: Supersport 600 series

The ideal line can be followed very well with all opponents.

Suzuki GSX-R 600

Engine:
The Suzi unfolds her power the most evenly. It is therefore very easy to adjust to them. The only weakness: slight load change reactions.

Landing gear:
Good compromise between comfort and firmness. The GSX-R rumbles a bit insensitively over edges. The chassis reaches its limits on the racetrack.

Ergonomics:
Mount the catches in the lowest position. This is equally good for sport and everyday life. The pilot has to stretch far to the handlebars on the Suzi.

Driving fun:
Their predictability makes the Gixxer a reliable companion. She can do almost everything and can do a lot. The downside: the standard tires.

Verdict:
The Suzuki is a good companion. Except for its series tires and low load change reactions, the GSX-R has no weaknesses.

3rd place, 16 points
Triumph Daytona 675

Engine:
The Daytona drives in a league of its own up to the five-digit speed range. Your drive inspires, five stars despite pronounced load change reactions.

Landing gear:
The fork dips a lot when braking due to the soft springs, but the Daytona is still very stable. The transparency of the chassis is outstanding.

Ergonomics:
High seat and deep handlebars: the driver’s posture on the Daytona
takes getting used to for the country road, but is a hit for circular courses.

Driving fun:
Absolutely brilliant to romp around with the Englishwoman on country roads and racetracks. Engine, chassis, brakes: the Daytona casts a spell over sports drivers.

Verdict:
A force on the racetrack, in the public realm it is pure fun bolts. Weaknesses: extreme seating position, hooked gears and significant load changes.

1st place, 19 points

Yamaha YZF-R6

Engine:
The old song: around the bottom flop, up top. On the country road, the tough, unwilling start from low engine speeds is annoying. Pure racetrack aggregate.

Landing gear:
Fabulous fork, the shock absorber is a bit overdamped. Handling with the standard Dunlops mau. Great cornering stability on racing soles.

Ergonomics:
The pilot sits very compactly on the R6. The posture is sporty, but not too extreme. The narrow knee angle, however, is borderline.

Driving fun:
It takes a while to come to terms with the yam. It demands a special driving style, and without a doubt its profession is the racetrack.

Verdict:
The Yam shares fourth place with the Kawa. The R6 is particularly convincing on the racetrack, the Kawa is one step ahead of it on the country road.

4th place, 15 points

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