That leaves the ZX-6R with the quickest lap time, 1:08.53. The Kawasaki could really flex its extra 36cc in Buttonwillow's faster turns, but the new chassis is a stunner as well. With revised geometry as well as a longer swingarm for this year, the new Kawi is thankfully more stable than the previous iteration, but it is not at all truckish; steering, in fact, is delightfully neutral at practically any lean angle or speed. A couple of our quicker testers did note some chatter on corner entries, practically the only chassis fault mentioned on any test notes. The new Showa suspension (the company used Kayaba for previous ZX-6Rs) is good, the four-pad four-pot radial-mount calipers are still excellent, and the ergos are an improvement. One big plus for the Kawasaki is its slipper clutch, which was previously reserved for the 6RR version and allows for hairball corner entries. One big minus is the dash, as this year you are forced to look through the lowered windscreen to see the LCD tach, making a bad thing even worse.
Round 2: Angeles National Forest
With stock buns mounted and a break in the incredible amounts of rain Southern California had been experiencing, we ventured out for a day in the hills. Once again, our standard ratings sheets conflicted with many testers' subjective opinions, and picking the ultimate street middleweight was a tough call.
While the Triumph's bigger engine is a huge improvement in streetability over the old mill and it nipped at the heels of the other bikes, it's still lacking in some areas. It's easily the most comfortable of this group, especially for larger folk, with an upright riding position, nice seat and good wind protection. The engine pulls cleaner from a stop than the old 600, but there's still a bit of fluffiness and unpredictability that takes away from in-town riding. When things get serious, the 650's excellent Pirelli Diablo T buns provide great traction and feedback and help disguise some of the bike's heft; still, it's not enough to keep pace here. The brakes, suspension and chassis, all identical to the 600's, are still outstanding, but as at the racetrack, relentless progress is necessary to keep pace, and the Daytona is beginning to show its age.
Just as at the track, the remaining foursome is so tightly bunched that ranking them is a question of nitpicking. Again, our testers' subjective comments often conflicted with their ranking sheets, and it's unfortunate that one has to have the stigma of being pushed off the podium. That one, however, is the YZF-R6. As always, the Yamaha's chassis is a stunner, made even better this year with the radial-mount brakes and 70-series front Dunlop D218. The brilliant package is completely spoiled by notchy fuel injection (which wasn't as noticeable at higher elevations and in higher gears) and major engine braking, which again requires precision and staying on the gas as much as possible. And while the R6's stiffer suspension pays off at the track, it's noticeably less plush than the other bikes at lower speeds in the canyons.
The ZX-6R is next in line, helped along by its incredible motor, improved suspension and great brakes. The 6R is very much like the 10R in that there is an excellent compromise between steering quickness and stability. The suspension is heaps better than the '04's, and the brakes retain their excellent bite and feel. While the ergos are improved, you feel every little breeze behind the sloped windscreen, the freeway ride is a bit buzzy and it's an effort to read the speedo or tach. And while you'd think the oversized engine would have great midrange, it surprisingly needs to be kept above 7000 rpm to keep pace. Do that, however, and the Kawasaki makes quicker work of a canyon road than Kunitsugu can polish off a carnitas plate.