Test comparison: Honda CBR 600 RR, Kawasaki ZX-6R 636, Triumph Daytona 675

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In comparison: Honda CBR 600 RR, Kawasaki ZX-6R 636, Triumph Daytona 675

The hottest 600

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Super athletes around 600 cubic meters crave the highest revs, curves of all kinds and they love hot fights. The three youngest representatives of this species are vying for the title "Sharpest Six Hundred 2013".

"The downhill left goes with 180 things", Sven is sure. “Never”, replies the author, “at this speed you are guaranteed to end up off-screen! Bet? ”The starting point of the dispute is a nasty double left turn on the Spanish slope of Alcarràs, which, littered with bumps, leads steeply down after a knoll. There is only one way to find out the maximum pace for this corner: try it out!

In comparison: Honda CBR 600 RR, Kawasaki ZX-6R 636, Triumph Daytona 675

The hottest 600

Kawasaki ZX-6R 636. Honda CBR 600 RR, Triumph Daytona 675 and Sven watch curiously. The first kink is really tough. If you turn in too early, you will hop over the curbs in a full angle. And if you are late, a wall lurks after a gravel bed that is much too small. It takes a while to find the optimal turning point, but then the pace increases. Every time after the bend there is a short check of the speedometer: 159, 163, 167. In the next lap, the Kawa suddenly rattles over both wheels towards the exit of the curve. “No”, it shoots through the author’s head, “just don’t fall!” Somehow the six catches up again and finds its way back on course. The pulse is on the stop, lucky you!

Uniform tires are mandatory

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Who can prevail from the three super athletes?

180 km / h is utopian, at least at this point. This is the case even if you let the speedometer go through the usual lead, which increases again in an inclined position due to the smaller rolling circumference of the tire. So bet clearly won! The incorruptible recording shows only 148 km / h at the apex. The system also delivers very interesting values ​​in other passages. In order to break down the performance of the three athletes down to the last detail, we divide the slope into different sectors and compare the respective times and speed.

Standard tires are of course mandatory for such a comparison. This time the rubbers come from Pirelli, for the shootout we chose the “Diablo Supercorsa” racing skin" in the hardest mix (SC2). A later trip to the country road shows the driving behavior with series tires.

Racetrack

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The Honda CBR 600 RR achieved a lap time of 1.45.04 minutes and was thus +1.7 seconds behind the best time of the Triumph Daytona 675.

The slippers are well warmed, the chassis adjusted, let’s go! The Honda is the first to burn around the course. Oops, we remember the engine a bit livelier. Of course, the four-cylinder was never famous for its brilliant performance, but this one looks very tough. It feels like nothing is running below 8000 rpm, above that a certain thrust sets in, which increases slightly at the beginning of the five-digit range. After that, however, the unit torments itself rather unwillingly towards the limiter, which releases it at a late 15,300 rpm. In addition, the translation does not fit in some corners.

Take chicane, for example: When working out, the CBR 600 RR doesn’t really move in second gear, but in first gear it tears too hard and is therefore difficult to control. In addition, the six hundred jumps quite hard on the gas, the engine continues to run rough and vibrates quite pronounced. At least the gearbox, which can be shifted perfectly, comforts the otherwise rather pale notion of the drive. On the engine side, Honda has not changed anything in its little athlete except for a revised mapping.

The rear of the Honda direct unrest into chassis

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Ouch: cat eyes don’t really fit the Honda super sports car.

Different with the disguise. The slightly shortened front houses a larger air intake and other headlights. In addition, wheels in the trendy six-spoke Y design now rotate in the chassis, and the Japanese have given the RR a trendy big piston fork. The part is very responsive and has immense reserves. Unfortunately, the developers failed to adjust the setup of the shock absorber. In attack mode, the tail stirs and pumps despite the almost completely closed damping and direct unrest into the chassis.

This also occurs when braking. There the rear wheel rattles when downshifting due to the lack of an anti-hopping clutch. The C-ABS reinforces this effect, as the rear brake automatically decelerates when the front lever is reached. The Honda has existed in its original form since 2007. It is therefore not surprising that the CBR 600 RR, which has only been modified to a manageable extent since then, runs around the Spanish slope with a moderate 1.45.04 minutes compared to the competition.

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The Kawa is vastly superior to the Honda

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The Kawasaki ZX-6R 636 was 0.87 s behind the best time with a lap time of 1.44.14 min.

And the ZX-6R 636? It presses 1: 44.17 minutes into the asphalt and is almost nine tenths faster than the Honda. How and where does it get the time? Always there where punch counts. This becomes clearest from the apex of the target entry curve to the braking point at the end of the start / finish, where the Honda pours around six tenths. It shoots out of the corners much more brutally, and it is vastly superior to the CBR when it comes to maximum performance: With 126 to 114 hp, the Kawa sends twelve more horses to the transmission.

The completely redeveloped engine with a six percent increase in displacement (636 cubic meters) strikes mercilessly here. However, the ZX-6R accelerates a bit with a delay, and the gear wheel pairs of the gearbox do not slide into one another as smoothly as those on the Honda.

Honda and Kawasaki quarrel with the shock absorber that is too soft

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Pretty stubborn: Kawasaki still secures the axle nut with a split pin.

On the chassis side, however, both are close together. Although the green angle is a tad more manageable, it also struggles with a strut that is too soft – and the well-known consequences. Still, it is astonishing that the Honda peppers a tenth faster through the winding, long infield (section two) – oldie but goldie! In this passage, the Kawa apparently cannot benefit from its adjustable traction control, which it is the only one of the trio to have.

But above all non-professionals do not want to miss the excellent working system. The TC calms you down and serves as a back-up just in case. The ABS of the six also works very well and hardly intervenes even on jagged laps. If the anti-lock device does regulate it, it does so very inconspicuously. The Kawa stoppers also excel in other respects: They are very stable and bite a little more crisp than those of the competition.

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The Triumph is more stable over the race

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The Triumph Daytona 675 achieved the best time in our group test with a lap time of 1.43.34 minutes.

Get started for the Triumph Daytona 675! It enters the ring as a standard variant, so it does not have an "R" in its name. But even so, the basic set-up of your chassis was quite tight. It’s great for the race, of course. The Briton rides around the course a little more stable than her Japanese counterparts and delivers crystal-clear feedback both in front and behind.

In addition, it arrows a little more precisely in and around the radii than these and distances itself from the Kawa – Chapeau in terms of handling! If the ABS is working in "Circuit" mode, it intervenes very late. Warning: The pilot has to select this mode every time he switches the ignition off and on again.

The triumph passes

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Still cumbersome: Checking the oil level on the Triumph.

The brilliant engine fits seamlessly into the positive picture. Newly developed from front to back, the triplet has lost none of its fascination. As usual, thanks to the awesome acceleration, the fabulous sound and the smooth running culture, liters of tears of joy roll from the eyes of the pilot.

It is therefore only logical that the powerful overall package rushes around the course with lightning-fast 1,43.34 minutes and distanced the Kawasaki by 0.83 and the Honda by a whopping 1.7 seconds! On the other hand, the testers did not like the unchanged hard throttle response and the comparatively hooked transmission.

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PS readings and lap times

TRILLION

On this racetrack, the super athletes could show what they can do.

The five sections clearly show where each bike has strengths and weaknesses. Amazing: Except for the pure power route start / finish (sector 5), the Honda bravely keeps up with the competition. Nevertheless, her deficit on the Kawasaki adds up to 0.87 seconds per lap, and she loses 1.7 seconds on the Triumph.

  Honda Kawasaki triumph
Section 1 19.29 s 18.96 s 19.19 s
Section 2 45.65 s 45.75 s 45.52 s
Section 3 9.15 s 9.04 s 8.71 s
Section 4 12.88 s 12.98 s 12.74 s
Section 5 18.07 s 17.44 s 17.18 s
Vmax home straight 218.5 km / h 225.7 km / h 221.7 km / h
Lap time 1.45.04 min 1.44.17 min 1.43.34 min

Country road

TRILLION

Power and torque are clearly staggered according to displacement. The curves of the Triumph Daytona 675 run right at the top, those of the Kawasaki ZX-6R 636 are in the middle and the lines of the Honda CBR 600 RR are lined up at the bottom. While the Daytona unfolds its power quite evenly, the lines of the Japanese show a few waves – but you don’t feel any jumps or drops in performance. That the Honda marches rather cautiously in the middle and lower speed range is also made clear by the pulling power from 50 km / h to 150 km / h in the last gear. There she loses a lot of time on the competition.

Chasing times on the race is one thing, heating country roads is another. The shock absorber from Honda and Kawasaki is sufficient here and the response is okay. Despite the damping being very wide to completely open, the Triumph looks a bit stubborn on very bumpy surfaces – a tribute to sportiness. In normal mode, your ABS intervenes early, but not too early. However, the brake pressure on the lever hardens very sharply with jagged decelerations over several bumps and the control intervals decrease. CBR and ZX-6R master this exercise more confidently.

Pilots sit enthroned on the Japanese women much more comfortably than on the British women, and they can direct their pedestal in a similarly active manner. Because of the high Triumph seat, there is a lot of weight on the wrists, which in the long run only pleases those who suffer. When it comes to handling, the Daytona, which is soled with Pirelli Diablo Supercorsa SP, has a slight edge even in public areas. Honda (Dunlop D214 K) and Kawasaki (Bridgestone S20 J) are tied in this regard. The engines behave in a similar way to on the slopes in country road mode: the Honda limp, the Kawa much more energetic and the Triumph outstrips both. In any case, Honda, Kawasaki and Triumph offer endless fun and action on the race as well as on the country road. Bets?

Setup for country roads and racetracks

  Honda  Kawasaki triumph
  CBR 600 RR ZX-6R 636 Daytona 675
fork
stat.neg. Suspension travel 31 mm  29 mm 29 mm
Pressure level 6 U (7.5 U) open 3 U (5 U) open low: 15K (19K) open; high: 3.5 U (complete) open
Rebound 4 U (4U) open 2 U (3.5 U) open 15 K (complete) open
level default default default
Strut
stat.neg. Suspension travel 20 mm 15 mm 14 mm
Pressure level high not applicable not applicable 3.5 U (complete) open
Low compression 1K (4K) open 0.25 U (1.5 U) open 1K (21K) open
Rebound 0.25 U (0.25 U) open 0.25 U (1 U) open 6K (11K) open
level default default default
Tire / tire pressure
Pirelli Diablo Supercorsa (SC2) v / h: 2.2 / 1.8 bar (after about an hour on tire warmers)

Honda CBR 600 RR

Honda

The engine of the Honda CBR 600 RR shows a little less juice compared to the competition.

Set up Racetrack (country road)

fork stat.neg. Suspension travel   31 mm Pressure level 6 U (7.5 U) open Rebound 4 U (4U) open level default Strut  stat.neg. Suspension travel 20 mm Pressure level high not applicable Low compression 1K (4K) open Rebound 0.25 U (0.25 U) open level default all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks
Acceleration** Draft **    Top speed *
0-100 km / h  0-150 km / h  0-200 km / h  50-100 km / h  100-150 km / h 
3.2 s 5.7 s 9.9 s 5.2 s 5.5 s 265 km / h
* Manufacturer information; ** PS readings

PS data

19th Pictures

Images: In comparison: Honda CBR 600 RR, Kawasaki ZX-6R 636, Triumph Daytona 675

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Schumann

MOTORCYCLE market: Used Honda CBR 600 RR

Kawasaki ZX-6R 636

Kawasaki

The Kawasaki convinces with its equipment.

Set up Racetrack (country road)

fork stat.neg. Suspension travel  29 mm Pressure level 3 U (5 U) open Rebound 2 U (3.5 U) open level default Strut
 stat.neg. Suspension travel 15 mm Pressure level high not applicable Low compression 0.25 U (1.5 U) open Rebound 0.25 U (1 U) open level default all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks
Acceleration**
 Draft **   
Top speed *
0-100 km / h  0-150 km / h  0-200 km / h  50-100 km / h  100-150 km / h 
3.4 s 5.8 s 9.8 s 4.7 s 4.6 s 260 km / h
* Manufacturer information; ** PS readings

PS data

25th Pictures

Images: In comparison: Honda CBR 600 RR, Kawasaki ZX-6R 636, Triumph Daytona 675

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MOTORCYCLE Market: Used Kawasaki ZX-6R 636 Ninja

Triumph Daytona 675

triumph

The Triumph Daytona 675 is a machine full of character.

Set up Racetrack (country road)

fork stat.neg. Suspension travel  29 mm Pressure level low: 15K (19K) open; high: 3.5 U (complete) open Rebound 15 K (complete) open level default Strut
 stat.neg. Suspension travel 14 mm Pressure level high 3.5 U (complete) open Low compression 1K (21K) open Rebound 6K (11K) open level default all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks
Acceleration**
 Draft **   
Top speed *
0-100 km / h  0-150 km / h  0-200 km / h  50-100 km / h  100-150 km / h 
3.4 s 5.3 s 9.4 s 4.3 s 4.5 s 258 km / h
* Manufacturer information; ** PS readings

PS data

13 Pictures

Images: In comparison: Honda CBR 600 RR, Kawasaki ZX-6R 636, Triumph Daytona 675

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MOTORCYCLE market: Used Triumph Daytona 675

Evaluation and judgment

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Max. Points Honda
CBR 600 RR		 Kawasaki
ZX-6R 636		 triumph
Daytona 675
drive   
acceleration 10 7th 7th 7th
Draft 10 5 7th 7th
Power delivery 10 4th 7th 9
Responsiveness 10 6th 7th 9
Load change reaction 10 6th 7th 7th
Running culture 10 6th 7th 9
Gear actuation 10 9 8th 8th
Gear ratio 10 9 9 8th
Clutch function 10 6th 9 10
Traction control 10 – 9 –
Subtotal 100 58 77 74
landing gear
Driving stability 10 7th 9 8th
Handiness 10 7th 8th 9
Cornering stability 10 7th 7th 9
feedback 10 7th 7th 9
Suspension tuning in front 10 9 9 8th
Chassis set-up at the rear  10 7th 7th 8th
Braking effect 10 9 9 9
Brake metering 10 9 10 8th
Installation moment at
Brakes		 10 9 8th 9
ABS function 10 8th 9 8th
Subtotal 100 79 83 85
Everyday life and driving fun
Sitting position 10 8th 8th 8th
Windbreak 10 5 6th 4th
Furnishing 10 6th 7th
consumption 10 7th 6th 6th
Driving fun 10 6th 8th 9
Subtotal 50 32 35 33
Total 250 169 195 192
placement   3. 1. 2.

PS judgment

1. Kawasaki ZX-6R
When it comes to lap times, it is losing out to Triumph, but its concept is less extreme on the country road. But it won the (narrow) test mainly because of its better equipment, which Kawa is the only one of the trio to offer traction control.

2nd Triumph Daytona 675
This time it wasn’t quite enough for the Briton for the top podium. But it is still a fantastic, characterful and lightning-fast driving machine with an extremely high fun factor.

3. Honda CBR 600 RR
The slightly grayed Honda leaves many points because of its somewhat sapless engine. It also lacks an anti-hopping clutch and traction control. High time for a new edition.

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