Comparative test: Supersport 600

• Video

Limits are the red bezel on the tachometer, the suspension's ability to calm the bike when it's pulled like a string, the brakes that fight the masses, and the tires that have to endure it all.

We can tell you first hand that the only place where you really feel the differences, and especially the different characters of each individual bike, is just on the race track. The gas is curled up to the end, clamped by the armor, you wait until the red light flashes on the armature, and put it into gear again.

Already somewhat intuitively, as you enter the long plane of the tomb, you move from the right edge to the left as the numbers on the counter increase. You don’t even know if you’re breathing, you wait with discomfort, you wait, you wait, and when the direction indicator flashes, you completely brake and shift the motorcycle from the right slope in a long arc to the left. ...

You are accompanied by a distinctive sound when you downshift and try to calm the motorcycle, and somehow remain in the saddle before starting a new lap. ...

And every year a new round begins, with new, even better models. The limit set by modern sport bikes is always higher, and how useful the Olympic adage is: Higher, Faster, Stronger!

We tested the Hondo CBR 600 RR with ABS, Suzuki GSX-R 600, Kawasaki ZX-6R, and Yamaha YZF-R6 side-by-side in Grave. For dessert, we prepared two more European athletes in this class, which Matevж Hribar tested on the Spanish race track in Almeria and summed up some thoughts on the impressions of the trip.

Honda

Hondo, which shocked last year with its compactness, decent engine and, above all, extremely low weight, has changed minimally in two years, suffice it to say that this is a new model. The CBR is a fine example of a versatile motorcycle that will appeal to many for its unpretentiousness.

The motorcycle is already small in appearance, and this is confirmed by the dimensions. Anyone taller than 180 centimeters will feel like they have their knees behind their ears as they drive down the road, but things work better on the race track.

The position is ideal for precise cornering, only when braking the hands suffer a little more than the competitors, since the motorcycle has no more pronounced places where it could be hooked with your feet. The ideal height of a Honda driver is, say, about 170 centimeters. Works the easiest of the whole lot while driving.

In the non-ABS model, the scale shows 155 kg dry weight, which is much less than the competition. Even this ABS-equipped test case is still surprisingly light. Fully filled with all fluids, it weighs 197 pounds. Is it true that he has the least number of "horses", although the number 120 is not less than only 599 cm? working volume.

It would seem that the Central Bank is also moving forward. He's a clear racing specialist, the lightest to grip both when cornering and braking, he has excellent brakes that don't lose power even after 20 laps, and he offers a driver-friendly engine.

Namely, the power increases smoothly, smoothly, so that it can be distributed easily and without any unpleasant surprises on the asphalt over the entire speed range. For a really fast ride, it needs to be cranked above 9.000rpm because only then does the engine really come to life, but as I said, this mid to high range transition is not abrupt, so it is user friendly.

If you are not completely new to basketball, we can recommend it as one of the best options for treadmills and road. Considering the fact that this is the only car in this category equipped with a sports ABS, it has a huge safety advantage.

How does the ABS work on the race track? The test took place in dry weather and at temperatures from 15 to 18 ° C, and no, the ABS did not turn on even once. On a cold road, where the asphalt was licked and dusty (which, unfortunately, is a common occurrence in our country), it more than justified its role.

The only really discouraging drawback is, unfortunately, the price. Without ABS it costs just under €10.500 and with ABS almost €12.000. On the other hand, this is the highest among Japanese competitors: how much does health and safety cost? This is also a personal matter. Some buy the cheapest, others the most expensive helmet. And ABS is no exception. With ABS and electronic damping, Honda is arguably the safest supersport bike.

Kawasaki

From afar, it looks like a smaller Ten! But with the difference that the last time we had mixed feelings about the ZX-10, and with the ZX-6R we agreed that this is an exceptional bike. Undoubtedly, the new six is ​​the surprise of this comparative test. From last year's last place, she climbed to the very top.

Believe me, in such a competition, our criteria for winning are very strict, and the smallest details are decisive here. Kawasaki's biggest asset is the class-leading engine! In terms of power, they are almost equal to the Yamaha R6 (it has more "horsepower"), but the difference is lower, in the lower rpm range.

Anyone who still remembers the 636 when Kawasaki offered the uprated 636 knows what we have to say. This engine is now very similar to that of the old ZX 128. The four-cylinder engine produces 14.000 "horsepower" at XNUMX rpm, and of all it has the most beautiful, that is, the most uniformly increasing power curve.

On the race track and on the road, this is an engine that doesn't need to be used at high revs for a fun ride. It also allows you to take a turn in a higher gear than the competition, which again offers some advantages.

Fueled and ready to ride, it's also not too heavy, as the scale shows 193 kilograms, which is the same as the Yamaha, with which they were the lightest in this test. While driving, the light weight also feels very good, as the six is ​​light in the hand.

The next big surprise is the brakes. Together with a suspension that has performed well on the race track, they form a homogeneous whole that always gives good feedback on what is happening under the wheels and, above all, stops well; also because of the light weight.

The Kawasaki is a big bike and is best suited for larger riders, but since the rear end is a little lowered, it also fits the road well and doesn't get tired from an overly sporty riding position. By the way: there is even an adjustable Öhlins shock absorber on the steering wheel, which ensures that there are no unpleasant surprises on fast bumps.

At 9.755 Euros, the ZX-6 is the second cheapest bike in the test and we can confidently say that it offers the most in this package with surprisingly high workmanship that has not yet been a Kawasaki asset. to all equipment.

Suzuki

The GSX-R is now unchanged for the second season in a row, and this can also be seen when it rides along with the remaining six hundred. In many ways, it is very similar to the Kawasaki in that it is large and comfortable. The driving position is also suitable for the tallest motorcyclists, of course, provided it is strictly a sports bike.

The suspension could have been better as its performance on the race track is not as accurate as others. This is felt most by anyone with racing experience, and for recreational use or on the road, what it offers is more than enough. If you're on the road most of the time, you can't go wrong with a Suzuki, as the best compromise is strictly sporting purpose and on-road usability.

The GSX-R also has an add-on that we took advantage of in bad March weather, namely the ability to choose between three different programs (A, B, C) that change the character of the device electronically. It is indeed capable of developing 125 "horses", but you can also soften it a little: when the asphalt is cold or slippery, you choose a softer or aggressive increase in power, respectively.

Suzuki also has transparent gauges with a display that currently houses the gearbox. This is a feature that comes in handy on the road and a little pampering on the racetrack. Hearing and throttle sensation are still good indicators of which gear is most appropriate.

The brakes are good, fully in line with the sporty character of the motorcycle, but this time the competition has gone further. Ready to ride, it weighs 200 kilograms, also the highest of all four Japanese.

Its lowest price is also its strongest trump card, as the GSX-R 600 costs 9.500 euros. For the money it comes with, it offers great usability with an emphasis on shining more on the road than on the racetrack.

Yamaha

It can be said that the Yamaha R6 has not changed from last year's model and has remained true to its traditions of a thoroughbred sports car that knows no compromises. This unit is capable of developing 129 "horsepower" at 14.500 rpm, which is the highest in the category.

From the bottom third of the revs to the maximum, acceleration is strong and continuous, with an additional spike in power at 11.000 rpm. The Yamaha then rumbles as if it were a racing car and not a motorcycle that you can also ride on the road, which triggers an extra dose of adrenaline through your veins. Yamaha has an engine that requires the most acceleration at high speeds, but is also the most enjoyable.

It's safe to say that the R6 is the most exciting bike out of the four and can scare the inexperienced rider. With a dry weight of 166 kg, this is a very light sports car. Fully loaded and ready to ride, it remains the lightest at 193 kilograms. Everyone who already has experience with sport bikes will be licking their fingers! The ride is amazing and corner entry is surgically precise.

The suspension works flawlessly on the race track, but off the track it's a bit too much. The brakes are very good and can be put next to Kawasaki and Honda. But the most radical, aside from the transmission, is the driving position; If you want to learn how to ride a racing supercar, you can try it on the R6.

The position is the same as on racing bikes, and to the perfection we experienced the last time we drove the R6 redesigned for racing, only a few engine and electronics modifications are missing.

With this model, Yamaha measures right on the race track, where the little six captivates you with its sporty character. Of course, there is no ghost or rumor about unnecessary comfort and compromises on the road.

At 9.990 Euros, Yamaha still remains below the magic limit of ten thousand and is thus the third most expensive car in its class. Of all, it has the most well-defined circle of potential buyers who believe in racing days.

4rd place: Suzuki GSX-R 600

Test car price: 9.500 EUR

engine: 4-cylinder, 4-stroke, 599 cc? , liquid cooling, 16 valves, electronic fuel injection? 38 mm.

Maximum power: 91 kW (9 hp) @ 125 rpm, with Ram Airom 14.000, 96 kW (4 hp) @ 131 rpm.

Maximum torque: 66 Nm @ 11.700 rpm

Energy transfer: Transmission 6-speed, chain.

Frame: aluminum.

Suspension: front adjustable inverted telescopic fork? 41mm, 120mm travel, rear adjustable single shock, 132mm travel.

brakes: two coils ahead? 300 mm, radially mounted 220 bar brake calipers, rear single disc XNUMX mm.

Tires: 120/65-17, 180/55-17.

Wheelbase: 1.405 mm.

Seat height from ground: 820 mm.

Fuel: 17 l.

Prepared motorcycle weight: 200 kg.

Contact person:

Moto Panigaz, doo, Jezerska cesta 48, Kranj, 04/234 21 01, www.motoland.si.

Suzuki Odar, Ljubljana, tel .: [phone], www.suzuki-odar.si

We praise and reproach

+ price

+ great all-round motorcycle

+ powerful engine

+ the ability to select the program of the engine

+ brakes

+ more space on the motorcycle, less fatigue, wind protection

– Slightly soft suspension

- weight

3nd place: Honda CBR 600 RR

Test car price: 11.990 euros (10.490 without ABS)

engine: 4-cylinder, 4-stroke, 599 cc? , liquid cooling, 16 valves, electronic fuel injection? 40 mm.

Maximum power: 88 kW (120 KM) at 13.500/min.

Maximum torque: 66 Nm @ 11.250 rpm

Energy transfer: Transmission 6-speed, chain.

Frame: aluminum.

Suspension: front adjustable inverted telescopic fork? 41mm, 120mm travel, rear adjustable single shock, 130mm travel.

brakes: two coils ahead? 310 mm, radially mounted 4-piston brake calipers, rear single disc 220 mm.

Tires: 120/70-17, 180/55-17.

Wheelbase: 1.375 mm.

Seat height from ground: 820 mm.

Fuel: 18 l.

Weight of the finished motorcycle (ABS): 197 kg.

Contact person: AS Domžale, Motocentr, doo, Blatnica 3a, Trzin, 01/562 33 33, www.honda-as.com.

We praise and reproach

+ lightness

+ conductivity

+ undemanding to driving

+ flexible motor

+ low weight (without ABS)

+ brakes (also with ABS)

– too soft suspension as standard

– (too) small for larger riders, especially for road riding

– price with ABS

2. sad: Yamaha YZF-R6

Test car price: 9.990 EUR

engine: 4-cylinder, 4-stroke, 599 cc? , liquid cooling, 16 valves, electronic fuel injection.

Maximum power: 94 kW (9 km) @ 129 rpm

Maximum torque: 65 Nm @ 8 rpm, driving 11.000 Nm @ 69 rpm.

Energy transfer: Transmission 6-speed, chain.

Frame: aluminum.

Suspension: front adjustable inverted telescopic fork? 43mm, 115mm travel, rear adjustable single shock, 120mm travel.

brakes: two coils ahead? 310 mm, radially mounted 4-piston brake calipers, rear single disc 220 mm.

Tires: 120/70-17, 180/55-17.

Wheelbase: 1.380 mm.

Seat height from ground: 850 mm.

Fuel: 17, 3 l.

Prepared motorcycle weight: 193 kg.

Contact person: Delta Team, doo, Cesta Krška szrebi 135a, Krško, 07/492 14 44, www.delta-team.com.

I praise and reproach

+ powerful engine

+ suspension

+ brakes

+ lightness

+ precise control

– Too racing nature for off-road

– The engine is too demanding for beginners

- traveling together is the most inconvenient

1.place: Kawasaki ZX-6R

Test car price: 9.755 EUR

engine: 4-cylinder, 4-stroke, 599 cc? , liquid cooling, 16 valves, electronic fuel injection? 38 mm.

Maximum power: 91 kW (9 km) @ 128 rpm

Maximum torque: 67 Nm @ 11.800 rpm

Energy transfer: Transmission 6-speed, chain.

Frame: aluminum.

Suspension: front adjustable inverted telescopic fork? 41mm, 120mm travel, rear adjustable single shock, 134mm travel.

brakes: two coils ahead? 300 mm, radially mounted 4-piston brake calipers, rear single disc 220 mm.

Tires: 120/70-17, 180/55-17.

Wheelbase: 1.400 mm.

Seat height from ground: 810 mm.

Fuel: 17 l.

Prepared motorcycle weight: 193 kg.

Contact person: Moto Panigaz, doo, Jezerska cesta 48, Kranj, 04/234 21 01, www.motoland.si, www.dks.si

We praise and reproach

+ price

+ good on the road and on the highway

+ wind protection

+ powerful engine with increased torque

+ brakes

+ suspension

– also similar to the ZX10-R

- high landing

Petr Kavchich, photo: Moto Puls, Bridgestone

• Basic data

  Test model cost: € 9.755 XNUMX €

• Technical information

  engine: 4-cylinder, 4-stroke, 599 cm³, liquid-cooled, 16 valves, electronic fuel injection Ø 38 mm.

  Torque: 67 Nm @ 11.800 rpm

  Energy transfer: Transmission 6-speed, chain.

  Frame: aluminum.

  brakes: two discs Ø 300 mm at the front, 4-piston brake callipers radially mounted, one disc 220 mm at the rear.

  Suspension: front adjustable inverted telescopic fork Ø 41 mm, 120 mm travel, rear adjustable single damper, 132 mm travel. / front adjustable inverted telescopic fork Ø 41 mm, travel 120 mm, rear adjustable single damper, travel 130 mm. / front adjustable inverted telescopic fork Ø 43 mm, 115 mm travel, rear adjustable single damper, 120 mm travel. / front adjustable inverted telescopic fork Ø 41 mm, 120 mm travel, rear adjustable single damper, 134 mm travel.

  Wheelbase: 1.400 mm.

  Weight: 193 kg.

We praise and reproach

powerful motor with increased torque

windshield protection

good on the road and on the highway

exact address

podcast

brakes (also with ABS)

light weight (without ABS)

flexible motor

undemanding to driving

conductivity

ease

more space on the motorcycle, less fatigue, wind protection

brakes

the ability to select a program of engine operation

powerful engine

great all-round motorcycle

price

high waist

too similar to the ZX10-R

traveling for two is the most inconvenient

the engine is too demanding for beginners

too much racing character for the road

price with ABS

(too) small for larger motorcyclists, especially on the road

too soft suspension as standard

weight

slightly soft suspension