Moto Tour – An International Rally Championship in 2007 –

Posted on by admin

Honda, Kawasaki, Suzuki, Yamaha, Triumph

Test of the 600 super sports car

But that’s enough now, the Kawa boys decided. It’s time for something new. For example, for a comparison test victory of the completely renovated ZX-6R. But the competition also followed follows. And Honda even proposed a sports ABS.

You have to rummage through the archive for a long time until you find the last class win of the ZX-6R. For a long time. Back to the spring of 2001. And even this victory is only valid with reservations, because at that time there were two winners in the 600 supersport test. From today’s point of view, the rather chubby ZX-6R stood on the podium together with the tourist Honda CBR 600 F. That was it. Then: hanging in the shaft. Even when the Greens immorally juggled the engine size and conjured up a very sharp device from the quiver with the 636, it didn’t quite reach the front. The 6 Series not only had a fat engine, but was meanwhile like the rest of the field a very radical athlete. Without this nimbus, nothing works with the audience today. The ZX-6R of the past two years, however, lost it again mainly due to its overweight. 203 kilograms with a full tank – that was a whopping 17 kilograms more than the Honda VS.BR 600 RR brought on the scales. In addition, the baroque forms returned. Nothing goes.

Honda, Kawasaki, Suzuki, Yamaha, Triumph

Test of the 600 super sports car

Jahn

The Daytona shines in fresh splendor, the three-cylinder is pure joy.

But now: new game, new luck! The ZX-6R has slimmed down, and radically. The MOTORRAD scales certify ten kilograms less. This puts the Kawa exactly on the level of the racing diva of this class, the R6. And another four kilograms less than the weight of the former best-in-class CBR 600 RR, because the one with the new sports ABS in its luggage put on a remarkable eleven kilograms. Yes, even the Suzuki GSX-R 600 is a fat seven kilograms heavier – without any ABS. The best conditions to really stir up the assembled competition. If it weren’t for this thoroughbred athlete from Hinckley. Tall, slim, wiry – you can literally see the Daytona 675’s Ironman qualities. Not a gram of fat, not a piece of plastic, not a playful flourish too much. The bottom line is, despite intensive revision (brakes with Nissin monoblock calipers, new fork and shock absorber, both with separate high-speed adjustment options, only 190 kilograms in the 2009 model year. Record, but with one restriction. The CBR 600 RR without ABS is another four Pounds lighter.

Jahn

The gray mouse is blue and white. Here, too, elaborate sound insulation and an exhaust flap, a filigree rear and a brake without bite.

But not stronger. While the Triumph increased from a verifiable 118 to 120 hp thanks to revised channels and sharper control times, the Honda delivers 118 instead of 117 hp after fine-tuning the mapping on the test bench. Add an additional flap in the under-seat exhaust – and you have a CBR 600 RR driving experience that is no different from the old one. At least not when it comes to positive acceleration. The situation is different at the other end of the driving dynamics. At Honda, a new era begins on the brakes. ABS, composite brakes – many sports drivers still stand up on the back of their necks, threatening a mysterious, alien-determined world far from the limit and from their very personal instinct. But even these critical spirits will have to state after a test drive – also with full braking in the wet, on gravel or even damp leaves – that they buy a lot of additional security for an extra 1000 euros, but hardly have to accept any disadvantages . One point less in handling (because of the additional eleven kilos), one in terms of the braking effect and three in terms of the perceived controllability of the brake lever (because of the slightly spongier pressure point). Feels like that because the ultimate dosage on the brake calipers is done by the system decoupled from the brake cylinder – so perfectly that nothing, absolutely nothing, can be felt in the control range on the hand lever.

Racing feeling

Jahn

Road training for super athletes: Honda CBR 600 RR ABS, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675 and Yamaha-R6.

So the advantage of Honda, although Triumph, Yamaha and, last but not least, the new ZX-6R with their excellent state-of-the-art brakes set the bar in the conventional area enormously high and usually don’t let anything burn with the brisk country road number. But what is normal when such a hot-blooded supersport jumping field is hungry for revs and the small gears make their big entrance? One thing is certain: You won’t get such a close-up racing feeling with any other type of motorcycle. Unbeaten queen in this one "Feel-like Valentino"-Discipline: the Yamaha R6. The little sweeper turns, screeches, screams and cheers his way up every pass road as if it were an everlasting circular route and the checkered flag was falling at the top of the pass. Those familiar with the matter now object that this has been the case in the past, and they are right. Nevertheless, it has to be mentioned at this point, because on the one hand, the new Kawa cannot change this supremacy of the R6 either. And on the other hand, the Yamaha technicians have heard the pleading of the R6 pilots and put the thoroughbred athlete on adequate first tires. Bridgestone BT 016 instead of Dunlop Qualifier – and the worries of the past are forgotten.

Jahn

The eye candy R6. As with the 675, the fork is adjustable in the high and low speed range.

Regardless of whether it’s handiness, stability in curves, steering behavior or feedback – the Bridgestone-tyred R6 gains in all areas and is now on a par with the competition. In combination with the compact seating position, the engine exploding in the five-digit speed range, the wide flared handlebar stubs and the roar from the airbox and silencer stub, these new qualities are a constant challenge to attack, especially since the R6 in civil life as well as on the racetrack extremely over the front wheel wants to be driven. Touch! The R6 is and remains the hot spur in the field, has the most powerful, speed-hungry engine – and beats the new Kawasaki ZX-6R exactly where the Greens want to establish themselves so much. In relation to the pure top performance, however, only very slightly. 124 to 123 hp is the balance. And it hides something that may not be useful for the image, but is extremely useful for driving pleasure. The new ZX-6R engine pushes ahead brilliantly where the R6 is still gurgling asthmatically. Between 0.4 and almost a second, the green of the blue decreases in each pulling discipline, in total it is 1.8 seconds ahead between 60 and 180 km / h. That is a word, apart from the superior three-cylinder, the Honda is most likely to keep up with it, while the Suzuki and the Yamaha fight a tired duel at the end of the field. The matter is much more balanced in terms of acceleration and top speed of the five: an almost dead race, because eight km / h or a tenth of a second back or forth play no role in everyday life, even among sports fans with the best of will.

Load change behavior, chassis, performance

Jahn

It is tight under the CBR panel. Sensors on the wheels detect the speed, servo pumps adjust the brake pressure.

Much more decisive are those factors that cannot be measured, but can be felt in every corner. The load change reactions, for example. That critical moment when the engine changes from pushing to load operation and which unfortunately is somewhere near the apex of the curve. The Kawasaki and Suzuki are doing exemplary here, pushing forward as smooth as silk. Significantly more unrest is driving with the Yamaha and – despite new mappings – with the Triumph. And the Honda foursome? Every time, and especially at low speed, sends a moderate tremor into the periphery that has washed itself. This is all the more worth mentioning because the chassis from Honda to Yamaha hardly show any nakedness and the differences manifest themselves more in the load change behavior. Just five points in the chassis section lie between class win (Triumph and Yamaha) and an ungrateful last place (Kawasaki). The fact that the Green was not a bad motorcycle, but on the contrary, it turned out to be a very good one, is documented by the overall balance sheet. With its robust engine, its significantly increased agility and its neutral, finely predictable driving behavior, it lands in third place in a top-class field. The lead over the equally balanced Suzuki, which apart from the somewhat tired brakes doesn’t have an outstanding strength or a noteworthy weakness (perhaps that’s their biggest flaw!), Is manageable. And the R6, which remains a force on the racetrack as well as in the sympathy rating, is also significantly more enjoyable than before thanks to new tires in civilian life.

Jahn

The new, wiry ZX-6R. The Big-Piston-Fork doesn’t respond exactly, the Ohlins steering damper is very helpful.

"joy" is also the keyword when it comes to the secret winner of this comparison test, the Triumph Daytona 675. Pure joy in fact. The facelift was perfect, and the British turned an already very good motorcycle into an even better one. With the new and excellent Pirelli Supercorsa SP tires, the 675 is even more manageable, has a little more top performance and a medium speed range that is still extremely strong, as well as a sporty, hard but very finely balanced chassis and a sound as well as a spontaneity that chases a cozy shiver down your spine. The Triumph is very close to the perfect sports motorcycle. Not just in the 600 field, but across all classes. A little less pressure on the wrists, an ABS – that’s it. The Honda CBR 600 RR offers both, which is due to its pioneering brake technology and perfect ergonomics, the test victory. So the new green wave will have to wait a little longer.

Technical data Honda CBR 600 RR

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, steering damper, 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, Rear disc brake, Ø 220 mm, 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, suspension travel f / r 120/135 mm, seat height * 810 mm, weight with a full tank * 197 kg, load * 167 kg, tank capacity / reserve 18.0 / 3.5 liters.

Two year guarantee
Service intervals every 6000 km
Colors with ABS: black / red, black / red / white without ABS: black / blue / white, black / green
Price 10 890 euros
Price test motorcycle ** 11,890 euros
Additional costs around 220 euros

Technical data Kawasaki ZX-6R

Jahn

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, 315 W alternator, 12 V / 8 Ah battery, 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 94.1 kW (128 hp) at 14,000 rpm
Max. Torque 67 Nm at 11800 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 220 mm, 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 ?? L ??

Dimensions + weights
Wheelbase 1400 mm, steering head angle 66.0 degrees, caster 103 mm, spring travel f / r 120/134 mm, seat height * 810 mm, weight with a full tank * 193 kg, payload * 178 kg, tank capacity 17.0 liters

Two year guarantee
Service intervals every 6000 km
Colors blue, green, black
Price 10,890 euros
Additional costs around 180 euros

Technical data Suzuki GSX-R 600

Jahn

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, mechanical actuated multi-plate 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 69 Nm at 11500 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, steering damper, 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, Rear disc brake, Ø 220 mm, single-piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Bridgestone BT 016 tires tested "M."

Dimensions + weights
Wheelbase 1405 mm, steering head angle 66.3 degrees, caster 97 mm, spring travel f / h 120/130 mm, seat height * 810 mm, weight with a full tank * 200 kg, load * 178 kg, tank capacity 17.0 liters.

Two year guarantee
Service intervals every 6000 km
Colors blue / white, red / black, white, black
Price 10,490 euros
Additional costs around 150 euros

Technical data Triumph Daytona 675

Diego

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 91.0 kW (124 hp) at 12,600 rpm
Max. Torque 72 Nm at 11600 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 41 mm, steering damper, 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 308 mm, four-piston fixed calipers, Rear disc brake, Ø 220 mm, 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 SP tires tested

Dimensions + weights
Wheelbase 1395 mm, steering head angle 66.1 degrees, caster 89 mm, spring travel f / r 110/130 mm, seat height * 840 mm, weight with a full tank * 190 kg, payload * 191 kg, tank capacity 17.4.

Two year guarantee
Service intervals every 10000 km
Colors red, black
Price 10,990 euros
Additional costs around 250 euros

Technical data Yamaha YZF-R6

Jahn

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 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 mm, 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 B 016 ?? F ??

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, load * 182 kg tank capacity / reserve 17.3 / 3.4 liters.

Two year guarantee
Service intervals every 10000 km
Colors blue / white, red / white, black
Price 11750 euros
additional costs around 240 euros

Test result

Jahn

The test crew summarized the points evaluation: Winner, thanks to ABS and all-rounder qualities: Honda CBR 600 RR.

1st place: Honda CBR 600 RR
It’s not the facelift that helps the Honda win, but the ABS. Beyond that, the CBR is the best all-rounder among super athletes.

2nd place: Triumph Daytona 675
If the Triumph had an ABS, it would have won. A thoroughly convincing offer with a fantastic mix of character and performance.

3rd place: Kawasaki ZX-6R
It wasn’t enough to win again, but it’s no shame to finish third in this strong field. The engine is great, the chassis is state-of-the-art.

4th place: Suzuki GSX-R 600
Inconspicuousness is not a primary virtue in a field of self-portrayals. The Suzuki can’t do anything bad and hardly anything outstanding.

5th place: Yamaha YZF-R6
And another popular figure. The R6 turns on, and does it properly. Looks good, is finely made and roars out her zest for life. That she messes up here and there in everyday life? so be it.

MOTORCYCLE how to scoring

Engine:
There can only be one thing: What points express inadequately, the text must prove. Regardless of the pure driving performance (where he is full of the music) the 675 engine is the high-flyer in this class. Anyone who has ever experienced how much verve and devotion the triple pushes from every corner, how spontaneously he hangs on the gas and how unique he sounds, doesn’t want anyone else. No matter how bravely the new Kawa engine can push, the lively Yamaha foursome can still turn so beguilingly. In this context, the bony gearshift is just as easy to get over as the hard response. The latter, together with the great play in the drivetrain, clearly sets the Honda drive back.

Winner engine: triumph

Landing gear:
It is close, and in the end the Triumph and surprisingly the Yamaha are traditionally at the front. The chassis qualities of the 675 are well known and have gained through the facelift, those of the R6 could always be guessed. Now, with Bridgestone BT 016 instead of the inharmonic Dunlop qualifiers, they come into their own. All in all, all undercarriages are of a high standard and at best differ by marginalia. The new Big Piston Fork of the Kawa is not the promised progress, but rather is characterized by a high breakaway torque, the strut of the Triumph tend to be on the hard side for everyday use.

Chassis winner: Triumph / Yamaha

Everyday life:
Even if these qualities are not so much in the limelight: In everyday life there is one that is hardly noticeable otherwise. It is really less the very own athletic characteristics with which the Suzuki shines. Wind protection, passenger comfort, equipment ?? It’s not really exciting, but neither is it annoying. Especially since the Suzuki is therefore not a worse athlete. When it comes to ergonomics, the Honda is still the measure of all things. Gathered, compact, but by no means uncomfortable or too touristy? it’s absolutely compelling how Honda combined the good with the useful at the CBR. Also very sensible: the very good range thanks to the low consumption.

Winner everyday: Suzuki

Security:
The normative power of the factual: The only person who owns an ABS can only gain in this chapter. And whoever has such a well-functioning ABS like the CBR 600 RR wins by a large margin. If a groundbreaking steering damper is added, the lead is astronomical. After all, Kawasaki has upgraded in this regard. Except for the GSX-R, all have top brakes.

Safety winner: Honda

Costs:
The workshop separates the wheat from the chaff: Triumph and Yamaha advance with 10,000 inspection intervals, the rest have to check-in every 6,000 kilometers. The CBR is the most economical.

Winner cost: Triumph / Yamaha

Price-performance:
No major differences in the balance of points and a similar price level results in a grade of 1.7 three times. Honda and Yamaha are slightly behind as they are a little more expensive.

Price-performance winner: Kawasaki / Suzuki / Triumph

On the racetrack

Jahn

Pentathlon on the racetrack: The Triumph Daytona 675 takes first place with the fastest lap time of 1.34.38 minutes.

Country road? Home route? Everyday life ??? Anyone who cares little about all of this because the only thing that counts on the racetrack is the pentathlon, you’ve certainly read MOTORRAD 5/2009. For everyone who wasn’t there: The Triumph scores just as enthusiastically on the racetrack as it does on the road. In Calafat / Spain she set the fastest time on the brand new Metzeler Racetec Interact, closely followed by the R6. As in previous racetrack tests at the end of the field: the Honda CBR 600 RR, which, luckily, lacked an anti-hopping clutch and a smoother response on this circuit.

Related articles

Related articles

Leave a Reply

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