Opinions
Lance Holst
Content to roll around in the mud, just like Handsome
Today's 600s, with their screaming engines, compact dimensions and increasingly sophisticated chassis, are some of the most rewarding bikes available, no matter the price. What sets the best apart from the rest, however, is how they talk to you. The Honda's forgiving powerband and handling characteristics let you know that no matter what, it's there for you. Just ask back-to-back AMA Formula Xtreme champ Josh Hayes. While the Kawasaki is strangely down on power, it's surprisingly smooth and refined, making it arguably the best streetbike in the test. On the track, though, Yamaha's screamer is simply in a class by itself. No wonder Ben Bostrom and Mini-Me Josh Herrin dominated at Daytona. When it comes to chassis communication, the Suzuki and Triumph speak to me the clearest. The GSX-R600's sublimely telepathic front end inspires the most confidence and taunts me as if to say, "Is that all the entry speed you want?" Try to hustle the beautiful, brilliant yet flawed 675 Daytona into a bumpy corner, on the other hand, and it asks in a somewhat strained British accent, "Come, come, now, you want to do what, exactly?"
Jim O'connor (street only)
Still working for the, uh . . . alternative men's magazine
The three-way fight between the Honda, Kawasaki and Suzuki was exceptionally close this year, and each day when I started writing my SRO I came up with a different winner. So today, day four, is the tiebreaker, and the GSX-R600 eeks out top honors. Its engine is not as silky-smooth as the ZX-6R's, but I like a little attitude in my motorcycle. The GSX-R engine is definitely stronger in the midrange, and I found the extra power was a welcome asset on our street ride. While the Suzuki doesn't feel as rock-stable as the Honda, it does turn quicker and feel more nimble. The Suzuki chassis and suspension combine to make cornering effortless with just a little less front-end feedback than the CBR offers. I guess the only issue, if I can call it that, with the GSX-R is that the footpegs are higher than the other top scorers, which may have the legs of taller riders putting out help calls after a long day in the saddle. Still, tomorrow's another day and perhaps a different winner.
Troy Siahaan
"Dear Mom: Please send my soother. Love, Troy."
My pick for the track is definitely the R6. Once you get that little engine screaming it just walks away from the others. On the street the Suzuki really impressed me. Its silky-smooth power delivery, awesome chassis and comfortable ergos are all I could ask for in a streetbike. From here it's a toss-up. I didn't expect much from the ZX-6R. I figured an unchanged bike wouldn't have much to offer. Boy, was I wrong. At the track and on the street the little Kwacker was an easy bike to ride quickly. The thing never stops leaning, the brakes are awesome and the power delivery is buttery-smooth . . . probably because there isn't much power to deliver. If Kawi can give the 6R a potent engine like it did with the 10R, then it would surely be a winner in my book. As for Honda's CBR600RR-it's still a great bike, but it didn't wow me like last year. I'm still scratching my head over that one. Then there's the 675. If this were a beauty contest it would be the winner hands down. But it's not. Cure the Trumpet's suspension woes and it could be a real contender. Shame. I was really rooting for them, too.
Andrew Trevitt
"What are you looking at? Huh, punk?"
We can use evaluation forms, lap times and data as much as possible to come up with an objective winner, but I just know this test is going to generate a load of complaints. How can we rate the Triumph so low when just two years ago it was so great? Is the Kawasaki really a fourth-place bike? The Yamaha posted the fastest lap time; why didn't it win? Three riders of five picked the Suzuki as their favorite streetbike; how can it end up in third? What we have here is a practical tie for first place between four bikes, as you can probably tell by the other SROs here. If we were to redo the test with different riders, or at a different track, -r on a different day of the week, we'd probably have a different outcome.In absolutely stock form the Honda is my overall favorite and a bike that I think redefines the class by combining track performance with real-world usability. But the bike that tempts me the most of these five is the Kawasaki. It's $300 cheaper than the Suzuki and $500 cheaper than the Honda or Yamaha; for that much money I could buy a set of the BT-016s that work so well on the Suzuki, and I think I could afford the piece of wire and 10 minutes of time it takes to unlock the extra horsepower.
Kent Kunitsugu
"Geez, if we were a family we'd be on Dr. Phil or Oprah."
Whoa. This comparison test was a real toughie. While the racetrack evaluation was pretty easy (hard to argue with the R6's speed and handling), the street evaluation was far, far closer, and I really had a difficult time figuring out which bike I would rather spend my money on.
There was a marked difference in overall feel between last year's CBR and this year's test unit. This year's Honda just didn't have that fluid yet precise suspension action that wowed us last year, and the engine had a real thrashy feel up top as if it were almost working against itself at higher rpm. The new GSX-R600's added midrange steam has made it a much more enjoyable ride in the canyons, although the spring rates seemed a little soft for my taste. And although I like the Triumph's exhaust note and stout midrange, its overly stiff spring rates and lack of overrev keep damping my enthusiasm for the Daytona.I was surprised that the Kawasaki was such a joy to ride on the street, but I'm sure that's because it wasn't required to sail up into redline all the time like it is on the track (I'm also surprised that Kawasaki isn't giving U.S. owners the full monty up top-see the jumpered ECU dyno graph on page 62).
In the end I'd probably settle on the Yamaha, mostly because I know much of the dead midrange can be fixed with some exhaust/intake mods, and some suspension fiddling can solve its harsh ride.