The fire in the belly of the capacity
debate is raging hotter than ever – some accept the
extra cubes, while supersport purists disregard the
Kawasaki and Triumph with utter contempt. At the end
of the day, though, they all need to be swinging above
10,000rpm to really boogie – and if that isn’t supersport
territory, what is?
Here is a class with more bang-for-buck than any
other. All these bikes retail for under $16,000 –
some much cheaper than that. All of them make over
100-horsepower at the wheel. All of them break 260km/h
and all of them stop and handle like nothing any of
us could have imagined five years ago.
WHAT’S NEW?
With the CBR, ZX-6R, Daytona and R6 all re-worked
for 2005 it is only the old Suzuki left to be the
undeviating race rep. Arguably the best looking 600
of 2004 now looks, as Wayne puts it, ‘antiquated’
compared to the others. Still, there’s no lacking
in functionality from the screaming Suzuki and a few
of us appreciate the simplicity of the bike.
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The Kawasaki, however, is the stuff dreams
are made of. Remember all those futuristic
drawings of bikes a decade or so back? Take
a look at the ZX-6R – the king of style and
class. Small touches like the integrated indicators,
the mock-mesh seat, the curve of the tailpiece
and the matte black belly pan all add to the
Kwaka’s sex appeal. The ZX-6R wears new wheels,
a new frame, new bodywork, a braced swingarm
and new Showa forks.
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New petal-rotors from the 10R and radial-mount calipers,
plus a narrower (5.50 from 6.00in) rear rim round
out the chassis changes. The engine, on the whole,
is new from the outside in.
From the King of Style to Bland Betty, the Honda
fails to impress most onlookers. But past the paint
the CBR is quite stylish – the Joe Rocket Honda race
bikes prove that.
Most improvements come in the form of handling and
style. The new 6, with its redesigned frontal area,
headlights, seat cowl and guard, looks more like an
RC211V than ever. Honda engineers have managed to
shed a whopping 6kg off the RR for 2005. And all-new
41mm inverted Showa forks replace the 45mm conventional
items of last year, while the rear shock has been
completely redesigned. The CBR now wears Tokico radial-mount
four-piston calipers and 310mm rotors but has a conventional
master-cylinder. There is also an increase in ride-height
(and a decrease in seat thickness). Key changes to
the CBR600RR powerplant for 2005 include porting,
piston coating and new 12-hole injectors. The 2005
RR exhaust system features an oval-shape muffler outlet
and is seam-welded.
Looking as sinister as the devil himself, the 2005
R6 hides a swag of changes under its 2004 styling.
Yamaha have gone all-out and converted the R6 to an
inverted fork set-up. The frame has been heavily braced
to cope with the extra rigidity and the swingarm pivot
point plates are a whopping 85 per cent thicker than
in 2004. Widening the rake angle from 24.5 to 24-degrees
and increasing trail by 11mm to 95mm has slowed steering
geometry down. The front end is 10mm higher thanks
to the 70-profile front tyre (was a 60-profile) and,
as a result, Yamaha raised ride-height by 10mm. Wheelbase
is 5mm longer while weight distribution remains 51/49.
The front rotors are up from 298mm to 310mm. Sumitomo
monoblock radial-mount calipers and a Brembo master-cylinder
sort braking. Interestingly, dry weight is up by one
kilogram.
The R6 engine remains fundamentally the same as
2004 bar 40mm throttle-bodies and 12-hole injectors.
Staggered inlet trumpets are now used. Re-mapping
of both fuel and ignition has helped with a three-horsepower
increase at 3000rpm, while the combustion chambers
have been ceramic-coated.
The
Daytona 650 wears its heart on its sleeve –
sharp angles and a fierce stance representing
the newfound power of the 646cc engine. The
sheer size of the Trumpy leaves the others in
the shadows. The tank is wide, the seat large
and the bodywork cumbersome by today’s standards.
But under all that aggressive looking bodywork
is a capable chassis and a willing engine. The
chassis is basically the same as the now-defunct
Daytona 600 but the engine has been heavily
re-worked. |
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Triumph have pulled the pin on supersport racing
and decided to go with the road riders instead. Capacity
is up to 646cc by stroking the in-line four by 3.2mm.
The clutch has been redesigned, too, as have the gear
selector forks and shafts and the cylinder head. Compression
is a high 12.85:1 and the fuelling has been re-mapped
to suit. The result is more bottom-end and mid-range
than the rest of the field – right up to the top-end
stakes.
ON THE TRACK
The Kawasaki’s unmistakable roar down the
front chute has my jaw on the Suzuki tank. WG hammers
past at over 260km/h and the central air intake sounds
like it’s going to suck Eastern Creek’s main grandstand
in and spit it out the new undertail exhaust – not
to mention me, busy dancing with the GSX-R’s gearbox
in an effort to keep it in it’s sweet spot. The Kwaka
growls like a Mastiff, the Suzi howls like a Wolf.
As for the R6 and CBR – forget it. The Honda has some
intake roar but is as sterile as the Yamaha in the
studio.
But sound has no effect on lap times – in this class,
it’s all about corner speed. While the grunt of the
636 gives it the highest top speed (265km/h), the
sweet steering precision of the CBR makes for the
faster laps. The R6 isn’t far behind the Kawasaki
in the mid-range – or the top-end, with a big kick
from 9000rpm and another from 12,000rpm – both bikes
wheel standing off the slower corners. But the ZX-6R
is the winner down the chute. That 115-horsepower
above 12,000rpm is hard to argue with. The GSX-R is
the slowest feeling but it is all in the raw feel
of the bike. Top speed of 257km/h is up 7km/h on the
Honda and not far short of the R6’s 260km/h. The difference
is in the delivery. The ZX-6R is quite linear and
the torque-curve consistent – it just feels stronger
than the others and has an almighty kick above 11,000rpm.
The R6 hits hard at 4000rpm, 9000rpm and again at
12,000rpm – but the hit is more prominent than on
the others. The delivery is deceiving, as the R6 initially
feels as smooth as silk, but breaking the rpm down
into bottom; mid-range and top-end will unearth a
three-stage power curve that really is exciting stuff.
As for the Honda, it just does it all right – with
mid-range to match the R6 and throttle response and
drive all the way to the limiter. By far the best
power delivery of this lot, but not quite as responsive
as the Yamaha or Suzuki – both building rpm faster
than any of the others.
Gearbox action is poor on the Honda and on the Kawasaki
– while the Yamaha and Suzuki excel in the shifting
department. Ratios are very similar on all the bikes
but the GSX-R has the closest ‘box, and along with
its sweet shifting, it cleans up the gearbox award.
The Suzuki feels the smallest and lightest, too, so
any power deficit is made up for in the end.
Chassis
performance was spread wider than a drag slick.
The more powerful Kawasaki struggled to carry
itself on the track – held back by poor ground
clearance, a low back end, a harsh front end
and fading brakes. As Wazza pointed out, the
ZX-6R was ‘no virgin’ and compared with the
others was a real handful. At the pointy end
of the grid the Honda got away. All class and
more of a true race bike than any others here,
the Honda was on rails. Turn-in might have been
behind the R6 – only just – but from 3/4 of
the way in, up until the outside ripple-strip,
the CBR cleans them all up. While the Yamaha
drifts both ends, the CBR tracks true. While
the GSX-R is wrestled on its side mid-turn the
Honda falls gracefully to the knee. And by the
time the ZX-6R is upright enough to open up,
the Honda is on the tube and out of the turn.
Sure, rear traction is not as good as that of
the Kwaka or the Suzi, but the stiff rear end
is so good in other areas you wouldn’t bother
to change it. |
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On the brakes there’s nothing between the four power-wise,
although the ZX-6R and GSX-R need a strong squeeze
to get the best out of them – the Honda and Yamaha
a gentle touch – the latter two offering premium feel
all the way to the apex.
There was no one bike that stood out in terms of suspension
action. The sweet steering CBR was a tad soft on the
spring up the front, and slightly chattery on the
rear, but boy did it steer well. The R6 was underdamped
both front and rear – and needed a gentle throttle
hand to keep it settled. The Kawasaki was all over
the place – and really needed the ride-height piled
on to get it working. Out of the four the good old
Suzuki was the most balanced package overall – if
a little harsh on compression.
ON THE ROAD
Just as the stopwatch never lies, roll-ons
are never wrong. Real world conditions, real load,
real ram-air effect.
So you can imagine our surprise when the GSX-R600
left the others for dead in all areas bar top-end
– particularly after all the reports about the ZX-6R
being king of the road. Ben and Wazza were the pilots
– matched by weight – and we did the roll-ons from
low rpm, mid-range and higher rpm – all in fourth
gear to optimise load conditions and to allow the
ram-air, exhaust and ignition systems time to do their
thing. The Triumph was absent but according to Wazza
the 650 would have the jump off the bottom but get
eaten up top.
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Throttle response is the GSX-R’s strong point
but the Kawasaki and the Yamaha are never
more than a bike-length behind. From 9000rpm
the R6 catches up, only to be almost reeled
in by the Kawasaki from 11,000rpm to the limiter
– but the Green Meanie never quite takes the
win. The Honda is the slowest off the mark
in the low rpm roll-ons but is a match for
the Yamaha mid-range and faster than the Suzuki
up top.
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But the jump that the GSX-R gets in that initial
throttle application is enough to give it the nod
as the winner. An up-change, however, changes the
story and the ZX-6R and Yamaha take off into the distance.Mile
munching is not really the forte of these machines
– they all buzz along at around 6000rpm@110km/h for
a start – but there are some creature comforts to
consider and not all good roads or tracks are a five-minute
ride up the street.
The R6 is doubtless the most comfortable bike here
– we all agree on that. The plush ride that was a
hindrance at the track is suddenly a pleasure on the
road and everyone is holding their hands out for the
Yammie key as we fuel up for our second stint in the
rain. After a hard day at the track we are all tired
and the harshness of the Honda is getting to some.
I don’t have a problem with it – but I am 98kg! And
I prefer the sure-footedness of the CBR in these conditions,
and the feel of the Michelin Pilot Powers. Pete’s
happiest on the R6 – the smooth engine and plush ride
giving him the confidence he needs, while Ben finds
the familiar feel of the GSX-R moving around under
him the right thing in these conditions. That leaves
Wazza to run up front on the Kawasaki – short-shifting
his way through the water on the torquey 636.
As we lock the bikes up for the night we notice that
the Suzuki is the only one without an immobiliser
– something to consider in terms of theft and insurance
rates.
Our loop the next day is huge and covers everything
from goat-tracks to fourth-gear sweepers and freeway
stints. The rain is gone and, apart from battling
the fog, we go at it hard from the start. The first
road is a tight second-gear twister of around 40km
and the CBR is thriving in its high lean angles and
deep braking. The punch off the turns feels much better
on the road than on the track but over the more rutted
sections the rear shock is a little skatey – but nothing
a step less of preload can’t fix.
A swap to the ZX-6R and the extra torque is immediately
noticeable – to the point of having to be careful
on the throttle so I don’t overshoot the turns! The
steering is OK on initial turn-in but the rest of
the ride is hard work and the brakes are fading again
– there must be a problem with our test bike…
Keeping the ZX-6R revving in the more open sections
is very rewarding and there’s no denying that the
Kawasaki is really fast. The power creeps up on you
more gradually than the R6, though, so although the
ZX-6R will loft the front wheel on the power it’s
the R6 that proves the most entertaining hoon bike
– launching onto one wheel as soon as the needle swings
by that magic 9000rpm mark. The stability nod goes
to the R6 – the revised rake and trail slowing things
down. The Suzuki is the only bike with a steering
damper and it still slaps – but not like the menacing
ZX-6R, which seriously needs a damper bolted on. The
Honda remains rock-solid over the worst of it all.
On the faster, flowing roads there is nothing to
separate the R6 from the CBR. The GSX-R falls behind
simply because of its power deficit up top and the
Kawasaki is too unstable to ride at speed. In the
tight stuff the Gixer makes mince meat out of even
the CBR but as an overall performer on the road you
really can’t go past the R6.
Comfort-wise the Yammie is the only bike to ride.
The CBR does your wrists and kidneys no favours, the
GSX-R is cramped in the leg department – as is the
ZX-6R, and both the Suzuki and the Kawasaki have harsh
front suspension that really gets to your wrists over
bumps and imperfections.
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Wind and weather protection is again best
on the R6, followed closely by the GSX-R –
plus they are the only two with useful mirrors.
And both the Suzuki and the Yamaha have good
storage space under the pillion seat thanks
to their conventional exhaust systems.
Vibrations are bad on the Suzuki and the ZX-6R
– while the Yamaha and Honda are smooth and
vibe-free.
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The layout of the dash and controls is great on the
Yamaha and, again, the Suzuki is good in this area
– although the Honda is fine too. The ZX-6R dash is
impossible to read for anyone over 170cm.
CONCLUSION
The end result is a mixed bag but overall the Honda
comes out with the track vote – followed closely by
the R6 and GSX-R. There is a lot of potential in the
ZX-6R but out of the crate it is slightly behind the
others. Overall the scales tip towards the R6 for
street use and living with as a daily ride – followed
closely by the GSX-R. Reading Wazza’s Triumph Daytona
report, though, makes me think that it just might
slot in behind the Yamaha
WAYNE GARDNER’S RIDES
The world 500 GP champ lays it all straight
down the line when it comes to firing the 600s around
the track…
KAWASAKI ZX-6R 636
The
ZX-6R 636 is definitely my pick of the supersports
in terms of style and looks. The shape of the
bike is great, the style is nice and the finish
is good. The extra capacity of the 636 has given
it strong mid-range and top-end, with 265km/h
on the speedo down the straight. The bike also
wheelies off the turns – quite a feat for a
600. But I did feel restricted by the seating
position on the Kawasaki. The seat and footpegs
are placed too low and ground clearance suffers
as a result. The bike steers OK, but does tend
to push wide on the brakes into turns – braking
is good but not the best of the bunch. |
|
Overall I think the Kawasaki gives the rider confidence
but there is plenty of room for improvement. The tyres
offer good grip but the rear tyre lacks feedback.
Surprisingly I initially found the ZX-6R to be quite
impressive but after riding it back to back with the
others the weak points of the bike really stood out
and my opinion of the bike in terms of capability
and supersport performance dropped. Things like the
‘bar position and the hard to read tacho didn’t help
the Kawasaki at all. Nice engine though.
SUZUKI GSX–R600
The GSX-R is the ugliest bike here. The styling is
antiquated and bland. But in saying that, the Suzuki
is a great little package. Although the engine feels
very raw it makes good power and loves to be revved.
Top speed was 257km/h on the speedo and the gearbox
is very nice.
The GSX-R has a nice chassis, too. The front is a
bit harsh but the machine is very evenly balanced.
The brakes are OK but could be better.
But all in all it is a nice little bike. The tacho
is easy to read at a glance and the engine is nice.
The bike as a whole is fairly unrefined, though, but
the building blocks are there for an experienced rider
to work from. I just don’t think an average rider
could set the GSX-R up to its best potential. The
end result is a bike that has lots of potential, is
nice on the track, handles well but isn’t very pretty!
HONDA CBR600RR
The CBR is a big improvement over last year and a
true supersport bike. The styling is nice if you look
past the colour scheme of our test bike, plus the
CBR has the performance to match.
The CBR’s power delivery is the best of the four –
the Yamaha is smooth but all top-end, the GSX-R revvy,
the ZX-6R is grunty and quite good but the Honda is
the most linear and the smoothest of the four.
The front-end is fantastic and feels very planted
and confidence inspiring. The bike is very biased
towards the front and steers like a GP bike. The rear
is a little skatey but the bike responds very well
to rider position and is sensitive to small rider
inputs – which is the mark of a well-balanced chassis.
The brakes on the CBR are good and the tyres give
high levels of grip and feedback. My only complaint
is the cramped riding position – the bars could be
further forward or the seat further back. Apart from
that the Honda rates as my favourite among the four
– it is the closest to a real race bike and that’s
what I like about it.
YAMAHA R6
The 2005 R6 is a great little bike. It makes strong
top-end power, has a smooth engine and is easy to
ride. The bike tracks very well and holds a line well,
and the brakes are great – with good feel and power.
The engine is all high rpm so you have to get the
revs right but if you keep it in the power the R6
accelerates off the turns very well.
The chassis is quite good for a street set-up and
performs well on the track. I think it could do with
tightening up a little but it does steer nicely.
Throttle actuation or initial opening is a little
jerky, which feels like a mapping problem to me, but
that is something that can more than likely be tuned
out and in general I really like the R6. It is a great
bike that performs well on the track.
BEN O’BRIEN’S RIDES
Rapid Motard rider and columnist Ben is an
ex-road racer and enduro rider with a pure performance
slant on life…
KAWASAKI ZX-6R 636
Low and long describes the look of the ZX-6R. I found
the seat to footpeg distance short even for my 170cm
height. The result is a cramped feel that is hard
to move around on.
The Kawasaki’s suspension should keep a few suspension
tuners busy. Weighing in at an average 75kg I find
the forks under-sprung and over dampened to compensate.
The resulting ride is vague at best, becoming extremely
harsh over the smallest of bumps. Out the back the
ZX-6R is OK for me. Before our two-day ride I questioned
how a 636 could possibly be included in the 600cc
test, thinking it would destroy all. The Kawasaki
has a strong engine through the rev range, but still
was not as quick as the other bikes when put to the
test.
SUZUKI GSX-R600
The Gixer has some nice aggressive lines and a tough
stance but compared to the other three is looking
a little dated. The ergonomics all feel right to me,
and climbing all over the Suzuki at the track is a
pleasure. The instruments are easy to read and the
controls all fall easily to hand/foot. With bike theft
so high these days it is surprising to see that Suzuki
is the only manufacture not using a transponder in
the security system (electronic chip in the key).
Suspension action is a good cross between track and
street – giving good feed back and control – only
bettered by the Honda. The Suzuki is also the only
one with a steering damper. Like the Honda, the Suzuki
feels like there is a lot of weight on the front wheel,
which feels great to me.
The engine is very deceptive, feeling slower than
the other three bikes. But once you learn to work
the close-ratio gearbox and let the engine sing it
is exhilarating to ride.
HONDA CBR600RR
Aggressive, small and a terrible paint scheme describes
the CBR. Sitting on the Honda everything feels right;
nothing out of place, and it is the smallest feeling
of the bunch. Levers, ‘bars, instruments – everything
is just right.
The frame geometry works and the CBR has the best
standard suspension I have ever felt. Tip the Honda
into corners and it is instant. Change of direction
mid-corner was nothing short of astonishing and the
drive out on exit was exhilarating. Trail-braking
to the apex is easy given the amount of feedback coming
from the Michelin tyres, inspiring confidence along
with faster lap times.
On the road the Honda is a little firm but soaks up
the bumps with ease, providing confidence, being out
done only slightly by the Yamaha.
Power is strong and linier from 6000rpm and apart
from a little FI jerkiness down low, is fuelled with
no flat spots through to the over-rev.
The only way to describe the Honda CBR600RR is ‘ It
just feels right.’ Nothing is out of place; nothing
really needs fixing apart from the paint job.
YAMAHA R6
The styling on the R6 is aggressive and I think it
has the best looks of the bunch. For a sports bike
the R6 has relatively high ‘bars and a more upright
riding position, which is perfect for road riding
while taking very little away from the R6 at the track.
Getting comfortable in corners is difficult for me
on the Yamaha, the culprit being the footpegs. With
each footpeg 15mm wider than the others I have difficultly
getting in the right position. Yamaha’s R6 was sprung/valved
a little light for the track giving less feedback
than the Honda and Suzuki. The upside is a great performer
on the road. Tipping in on the Yamaha was quite slow
but, mid corner, it was the most stable and never
felt nervous or twitchy.
Engine-wise the R6 is strong and is probably the strongest
over 10,000rpm. The power is fairly smooth with a
noticeable hit giving the impression of a powerful
engine. Wheelying the R6 is easy, controllable and
way too much fun.
WARWICK MAGUIRE’S RIDES
Wazza has been riding and racing everything
from Maico’s to ZX-6R’s and Steppie’s for over 20
years. A life on two wheels has given Wazza a huge
grasp on all things motorcycling…
KAWASAKI ZX-6R 636
I have to admit that I was a little disappointed by
the ZX-6R. Having ridden and raced a swag of Kawasaki
600s over the years I had high hopes for the R and
after hearing and reading so many good reports I was
pretty excited about the bike.
The ZX-6R felt low in the seat and the ‘pegs feel
wide and too low. My knees were under my elbows too
and I found the elbows out style a bit too track focussed.
The 636 also felt raw and raucous compared to the
others and the engine was also the vibeiest. But in
saying that, the bike did deliver our highest top
speed at the track, and the mid-range is as good as
the Triumph and top-end is the strongest of the five.
The Kawasaki was easy to ride on the road – requiring
less rpm off the turns than the R6 or GSX-R and giving
more rear traction than the CBR. The instruments are
a bit busy foe my liking and are virtually impossible
to read at the track, plus the rear shock is too soft
and the bike needs more ride-height.
Brakes are OK but not as strong as the Honda or R6.
In comparison to, say, the Honda, the ZX-6R felt very
used and was certainly no virgin. On the road it was
the twitchiest of the group and, although it is the
most stylish bike here, the ZX-6R needs to be smoother,
more stable and sport a better overall riding position.
SUZUKI GSX-R600
The GSX-R is a sleeper. It looks a little dated with
its conventional muffler but the machine delivers
where it counts. For a bike that feels sedate around
town I was surprised when it won all our roll-on tests.
The power delivery of the Suzuki is the most linear
with the flattest torque (by feel). On the road it
was a Dr Jekyll/ Mr Hyde. It had sedate performance
below 6000rpm, but went like a scolded cat above 6000rpm.
This bike loves to rev and is the screamer of the
bunch. This makes for a great track package where
high rpm power is all-important. I found the Suzuki
the most balanced of all the bikes in terms of suspension,
with the spring/damping rates pretty close for my
80kg body. The Suzuki gave the best feedback from
the tyres and consequently was the best at full lean
in the middle of the corner. Transition to throttle
on exit required some effort though as its need to
rev meant care was necessary on initial application
of throttle. The Bridgestone 014s got a little squirrelly
once hot at the track. The instruments were the easiest
to read. The GSX-R had the best induction growl, traditionally
a Kawasaki forte.
To sum up – very smooth power, predictable handling,
good stability and reasonably comfortable.
HONDA CBR600RR
The 2005 Honda CBR600RR is one very fine machine.
It raises the bar considerably in a number of key
areas, which will undoubtedly propel it to racetrack
success and strong sales.
Firstly, the power is strong, the throttle responds
quickly to input producing a direct feel to rider
input. The ride position is the best of the bunch
and works well at the track and on the road. The rider
is right over the front helping the Honda steer so
well it is as if it is reading your mind, going right
where you want it. The power comes on strong yet is
controllable; the bike remains maneuverable throughout
the corner. The ride height is higher than the others
contributing to its fine steering. Damping rates seem
more suited to the track in its standard form.
On the not so good side, the gear selection didn’t
feel positive and our bike suffered a few problems.
The throttle was a bit snatchy at low rpm, which is
more of an issue around traffic than anything. Initial
throttle application when exiting corners requires
some care, as wheelspin was more evident on the Honda.
This was probably more due to the suspension setup
than the engine’s power delivery. I didn’t like the
colours on our test bike although the style is horn.
YAMAHA R6
The R6 took the Sexy Beast award for me. There’s something
about the black bodywork that really does it for me.
As a performer, the R6 seemed to be the quiet achiever
of the group – not shining particularly brightly in
one area rather performing well over all areas. The
R6 has a very smooth engine and makes good power.
Power delivery is exciting yet smooth and where the
Kawasaki is the brute the Yamaha is Mr Smooth but
almost as strong.
My track session was interrupted by rain so I can’t
offer fair comment but on the road the R6 is the pick
of the bunch for me. The engine is great, the suspension
is firm enough for fast work yet plush enough to deal
with bumpy roads and as nothing really stood out about
the R6 I figure if this test was based on points being
subtracted for negatives the R6 would win hands-down
as there really is nothing to complain about. A well-balanced,
exciting all-round supersport bike.
MEANWHILE, BACK ON PLANET EARTH…
Unlike these four guys I am your typical average
rider, which, on the street, these 600s are aimed
at.
I only rode these bikes on the road trip so I cannot
comment on their track abilities.
I could live with any of these really as they are
all great and my comments below are being absolutely
nitpicky.
I’d heard so many good things about the Kawasaki
and was let down in the end. I felt that the whole
thing shook its head over bumps and I was too far
over the screen most of the time to see the dash properly.
But the torque low down was great and the gear changes
were very positive. At the end of the day I didn’t
really see that extra power having an advantage over
the other bikes.
The Honda was a great handling and braking machine
and made great mid-range power. The throttle was very
snatchy low down around town and there wasn’t much
torque but open her up and that awesome acceleration
was the best feeling of the lot. On the trip though
I noticed my speed was always well up over the other
bikes… the Honda makes it look so easy. At the same
time I found the rear too stiff, which made me uncomfortable,
even on short trips (I am 42 you know).
I thought the Suzuki design being the oldest would
make it suffer but I was mistaken – the Suzuki was
a great package. The grunt of the Kawasaki with the
precise handling of the CBR gave a very confidence
inspiring chassis. The comfort, seating position and
compliance were great. All the controls were easy
to see and the gearbox and smooth throttle were the
best of the bunch. It did everything right.
The R6 was my favourite. Similar to the Suzuki it
was slightly more comfortable, smooth and very quiet
– a sleeper! It felt great during cornering and made
me feel more confident than the Kawasaki and Honda.
It didn’t have the low-down grunt of the Kawasaki
and Suzuki but had a smooth linear shove at 6,000rpm.
As a whole package it felt perfect and also looked
the best. I didn’t get to sample the Triumph; only
Wazza rode that, so I can’t comment on it.
– Peter Pap
TRIUMPH DAYTONA 650
Unfortunately for us the 650 didn’t make it
to Rapid HQ in time to run back to back with the others
(our fault). After the test, however, Wazza spent
a week living with the Trumpy…
The Daytona 650 is a surprising package. Initially
I suspected that the Triumph wouldn’t be able to compare
to the other 600s and my initial ride thoughts were
mixed.
Firstly, from the front, the Daytona looks the business.
But when you get over the wild angular body styling
you realise that the 650 is actually quite conventional.
My first ride left me a little confused. The Triumph
produces more power than the others lower in the range,
is a solid mid-ranger performer but lacks the top-end
of the competition. Chassis-wise the bike felt firm
in the rear and seemed too soft in the front. When
on the throttle hard the bike felt fine but was very
unstable on the brakes.
The steering wasn’t confidence inspiring at all and
mid-corner the bike lacked stability.
After checking the spec sheet for the Daytona you
will understand my confusion. On paper the Daytona
should be competitive with the others.
I felt sure that Triumph would have done their homework
on the 650 and set about changing the settings. The
bike was packing-down and too harsh in the damping
department so I backed off the rear rebound, added
some front preload and rebound and re-tested the bike.
The results were better than I expected and the bike
was transformed completely.
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Steering and line holding was almost as good
as the Honda and the bike felt much better
at full lean and off the turns. The new settings
inspired me to push the Daytona harder and
I found that is a very enjoyable and capable
supersport machine. Sure, it lacks the Banzai
top-end of the others but it is still a good
performer. The 650’s real forte is its useable
power at lower rpm and the fact that it is
easier to ride than the Japanese bikes.
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The Daytona 650 has been created to fill the gap
for those who want supersport performance and price
without the racing traits that often make the ride
that little bit more difficult. The 650 is a real-world
supersport machine that would accommodate taller riders
easier than the others and still provide sharp handling,
good brakes and impressive engine performance. Definitely
worth a ride.
– Wazza
SPECIFICATIONS
2005 YAMAHA R6
www.Yamaha-motor.com.au Price: $15,099 + ORC (Black
$15299, R46 $15,999) Warranty: 2 year unlimited km
Colours: Blue/White Red/White Black R46 Claimed power:
94kW [126hp]@13,000rpm Claimed torque: 68.5Nm [92.8ft-lbs]@12,000rpm
Measured power: 84.7kW [112.3hp]@13,200rpm Measured
torque: 62.6Nm [46.2ft-lbs]@11,840rpm Max RPM: 15,500
Dry weight: 162kg Fuel capacity: 17 litres ENGINE
- Type: Liquid-cooled in-line four-cylinder DOHC four-stroke
Bore x stroke: 65.5 x 44.5mm Displacement: 599cc Compression
ratio: 12.4:1 Ignition: Electronic Fuel delivery:
EFI – 40mm throttle bodies Exhaust: Four-into-one
side-mount muffler Gearbox: Six-speed constant mesh
Clutch: Wet multi-plate Final drive: Chain CHASSIS
- Frame type: Aluminium twin-spar Delta Box 3 frame,
cast one-piece bolt-on sub-frame Wheelbase: 1385mm
Rake: 24.5 degrees Trail: 95mm Seat height: claimed
830mm Front suspension: 41mm inverted forks, 119mm
travel Rear suspension: Single fully adjustable shock,
119mm travel Front brake: Dual four-piston radial-mount
Sumitomo calipers, 310mm rotors, and Brembo radial
master-cylinder Rear Brake: Single twin-piston caliper,
220mm rotor Front wheel: 3.50 x 17in Rear wheel: 5.50
x 17in Front tyre: Dunlop Sportmax D218 120/70 – 17in
Rear tyre: Dunlop Sportmax D218 180/55 – 17in INSTRUMENTS
Analogue tacho, LCD display with speedo, dual trip-meters,
clock and temp gauge. Shift light, FI, oil, stand,
high beam and neutral – immobiliser flashing LED
2005 TRIUMPH DAYTONA 650
www.triumphmotorcycles.com.au Price: $13,490 + ORC
Warranty: 2 year unlimited km Colours: Yellow or Red
Claimed power: 83.5kW [111hp]@12,500rpm Claimed torque:
68Nm [50ft-lbs]@rpm Measured power: 78.7kW [105.5hp]@12,200rpm
Measured torque: 65.2Nm [48.1ft-lbs]@10,900rpm Max
RPM: N/A Dry weight: 165kg Fuel capacity: 18 litres
ENGINE - Type: Liquid-cooled in-line four-cylinder
DOHC four-stroke Bore x stroke: 68 x 44.5mm Displacement:
646cc Compression ratio: 12.85:1 Ignition: Electronic
Fuel delivery: EFI – dual butterfly, 38mm throttle
bodies Exhaust: Four-into-one side-mount muffler Gearbox:
Six-speed constant mesh Clutch: Wet multi-plate Final
drive: Chain CHASSIS - Frame type: Alloy perimeter
frame Wheelbase: 1390mm Rake: 24.6 degrees Trail:
89.1mm Seat height: claimed 840mm Front suspension:
43mm fully adjustable conventional forks Rear suspension:
Fully adjustable single shock Front brake: Dual four-piston
Nissin calipers, 308mm rotors Rear Brake: Single-piston
caliper, 220mm rotor Front wheel: 3.50 x 17in Rear
wheel: 5.50 x 17in Front tyre: Pirelli Diablo 120/70
– 17in Rear tyre: Pirelli Diablo 180/55 – 17in INSTRUMENTS
Analogue tacho with LCD display incorporating speedo,
dual trip-meters, odo, clock, temp. Warning lights
for FI, high beam, neutral, shift light, reserve,
indicators and oil
2005 SUZUKI GSX-R600
www.suzuki.com.au Price: $14,790 + ORC Warranty: 2
year unlimited km Colours: Pearl Blue/White Pearl
Yellow Black/Silver Claimed power: 90.7kW [121hp]@13000rpm
Claimed torque: 69.5Nm [51.2ft-lbs]@10800rpm Measured
power: 75.9kW [101.9hp]@13,000rpm Measured torque:
61Nm [45.3ft-lbs]@10,890rpm Max RPM: 15,500 Dry weight:
161kg Fuel capacity: 17 litres ENGINE - Type: liquid-cooled,
DOHC, four-cylinder four-stroke Bore x stroke: 67.0
x 42.5mm Displacement: 599cc Compression ratio: 12.5:1
Fuel delivery: Suzuki Dual Throttle Valve with multi-hole
injectors, dual double-barrel throttle bodies, 32-bit
ECM Exhaust: four-into-one titanium/aluminium Gearbox:
six-speed close ratio Clutch: wet multi-plate, cable
operated Final drive: O’ring chain CHASSIS - Frame
type: twin spar extruded aluminium alloy with cast
head and swingarm pivot Wheelbase: 1400mm Rake: 23.25
degrees Trail: 93mm Seat height: claimed 825mm Front
suspension: fully adjustable 43mm Showa inverted forks,
120mm travel Rear suspension: fully adjustable Showa
shock, 130mm travel Front brake: Tokico radial-mount
four-piston calipers, dual 300mm rotors, radial master
cylinder Rear Brake: Nissin twin-piston caliper, 220mm
rotor Front wheel: 3.50 x 17in Rear wheel: 5.50 x
17in Front tyre: Bridgestone BT014 120/70 – 17 Rear
tyre: Bridgestone BT014 180/55 – 17 INSTRUMENTS Speedo,
tacho, odo, dual tripmeters, clock, reserve light,
engine check light, oil pressure – water temp – FI
warning, indicators for high beam, blinkers and neutral,
shift light
2005 CBR600RR
www.hondamotorcycles.com.au Price: $15290 + ORC Warranty:
2 year unlimited km Colours: Red/Pearl Blue &
Silver Black/Metallic Silver Blue/Metallic Black Claimed
power: 86.6kW[116hp]@13500rpm Claimed torque: N/A
Measured power: 80.1kW[107.5hp]@13,880rpm Measured
torque: 60.4Nm[44.6ft-lbs]@11,520rpm Max RPM: 15,000
Dry weight: 163kg Fuel capacity: 18 litres ENGINE
- Type: liquid-cooled, four stroke, DOHC 16 valve
inline-four Bore x stroke: 67mm x 42.5mm Displacement:
599cc Compression ratio: 12.0:1 Fuel delivery: EFI
– Dual Stage Fuel Injection, 12-hole UC type injectors,
40mm throttle bodies, two-stage ram air Exhaust: titanium
four-into-one Gearbox: Close-ratio six-speed constant
mesh Clutch: wet multi-plate with cable actuation
Final drive: Chain CHASSIS - Frame type: Twin-spar
alloy with single-cast headstock and separate alloy
swingarm Wheelbase: 1395mm Rake: 24.0 degrees Trail:
95mm Seat height: claimed 820mm Front suspension:
fully adjustable 41mm Showa inverted forks, 120mm
travel Rear suspension: Fully adjustable Showa shock,
130mm travel Front brake: twin four-piston radial-mount
Tokico calipers, 310mm rotors Rear Brake: Tokico single-piston
caliper, 220mm rotor Front wheel: 3.50 x 17in Rear
wheel: 6.00 x 17in Front tyre: Michelin Pilot Sports
120/70 – 17 Rear tyre: Michelin Pilot Sports 180/55
– 17 INSTRUMENTS Speedo, tacho, odo, dual tripmeter,
clock, adjustable shift light, fuel warning, engine
check light, oil warning, water temp, immobiliser
indicator, indicators for high beam, blinkers, neutral
and FI
2005 KAWASAKI ZX-6R 636
www.kawasaki.com.au Price: $15,190 + ORC Warranty:
2 year unlimited km Colours: Lime Green Candy Plasma
Blue Pearl Magma Red Claimed power: 95.5kW [128hp]@14,000rpm
Claimed torque: 70.5Nm [51ft-lbs]@11,500rpm Measured
power: 86kW [115.5hp]@14,140rpm Measured torque: 65.6Nm
[48.4ft-lbs]@11,540rpm Max RPM: 15,500 Dry weight:
164kg Fuel capacity: 17 litres ENGINE - Type: liquid-cooled,
four stroke, DOHC 16 valve inline-four Bore x stroke:
68 x 43.8mm Displacement: 636cc Compression ratio:
12.9:1 Ignition: Electronic Fuel delivery: EFI Exhaust:
Four-into-one undertail Gearbox: Six-speed constant
mesh Clutch: Wet multi-plate Final drive: Chain CHASSIS
- Frame type: Pressed aluminium perimeter Wheelbase:
1390mm Rake: 25 degrees Trail: 106mm Seat height:
claimed 820mm Front suspension: Fully adjustable 41mm
inverted forks Rear suspension: Uni-Trak fully adjustable
single shock Front brake: Dual four-piston radial-mount
calipers, 320mm petal rotors Rear Brake: Single-piston
caliper, 220mm rotor Front wheel: 3.50 x 17in Rear
wheel: 6.00 x 17in Front tyre: Bridgestone BT-014
120/65 – 17in Rear tyre: Bridgestone BT-014 180/55
– 17in INSTRUMENTS Digital tacho and speedo, single
trip meter, clock, temp, stopwatch, warning lights
for FI, indicators, neutral, shift-light, high beam
and immobiliser LED
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