2007 Honda CBR600RR
MSRP: $9,499
Weight: 381 lbs (empty tank)
Weight Distribution: 51.2% F (w/full tank)
Peak HP: 103.2 @ 13,700 rpm
Peak Torque: 43.9 lb-ft @ 11,200 rpm
1/4-mile: 10.60 @ 133.7 mph
Observed Fuel Economy: 36.4 mpg
Honda's CBR600 needed a jolt of invigoration. The original model that debuted 20 years ago kicked butt up and down, and it was followed by several more Honda butt kickers through the years.
But the CBR has had to fight hard to stay out of the shadow of the pesky and potent R6 since it had its coming-out party in 1999. In '03 Honda countered with its first double-R CBR600, and although it was racier than ever and proved to be our subjective favorite that year, the Yamaha took the official win on our scorecards. The R6 also took victory the following year, and in 2006 it morphed into one of the most arresting sportbike shapes ever. It's enough to give the CBR an inferiority complex!
Apparently tired of getting sand kicked in its face, Honda must've called up Joe Weider or Al Ludington or somebody, because this reinvigorated CBR is ready to get back to its old butt-kicking days.
But before hitting the gym, the CBR hit the steam room and the Cortislim retailer. The new CBR weighs in at just 381 lbs with an empty tank, making it the lightest middleweight ever, and even less than the anorexic Triumph Daytona 675's 390 lbs. That works out to a massive 17-lb reduction from the previous year. Even more incredible is that Honda found a way to lop off a colossal 32 lbs just since the 2003/2004 version! It's also a full dozen pounds lighter than the R6, the next lightest in the class. Take that, Yamaha!
And if the least mass isn't enough to thwart its challengers, Honda engineers have endowed the RR with the raciest chassis geometry of the group. The aggressive rake and trail numbers (23.7 degrees, 96mm, respectively) closely mimic those of the GSX-R600, but nothing in the class can touch the CBR's ultra-stubby 53.8-inch wheelbase.
These numbers when combined can create a twitchy little devil, but big Red's engineers have exorcised that demon by conjuring up the latest Honda Electronic Steering Damper. Nearly half the size of the HESD on the CBR1000RR, it keeps a tight rein on any headshake shenanigans.
"Turn-ins are extremely quick, yet stability remains high as well," compliments MCUSA Creative Director, Brian Chamberlain. "The huge weight loss only improves its flick-ability."
It truly is impressive how Honda has been able to build a stable bike with such radical geometry. Credit the HESD, but the techie damper - stuffed under the forward end of the fuel tank cover - isn't without compromise. Street testing in the twisty hills above Malibu revealed a bike more difficult to transition than the specs indicate. A reduction in sub-60-mph damping would increase the CBR's agility. Still, all of our testers rated the CBR highly, both on the street and on the track.
"The CBR is more nimble than its predecessor," comments MCUSA Editorial Director Ken Hutchison, "but it's not as sharp as the R6."
Part of what makes the CBR appealing is its ergonomics and riding position, which received top marks from our testers. "Hands down, the CBR fit me best," says the 5'8" Hutch. And Shawn Roberti, multi-time Oregon/Washington state roadracing champ and perennial fast-guy tester for MCUSA, also bragged about the Honda's ergos. "The riding position is more over the front, which gives you better feel for the bike throughout the turn, including entry, apex and exit. It's very racy feeling."
Racy, yes, but also more humane than previous. A 10mm increase in handlebar height increases comfort, but more prominent is the improvement to the CBR's saddle. Previously an upholstered ironing board, the seat on the '07 bike treats a butt with a little respect and makes all-day rides much more hospitable.
"The ergos on the CBR almost made me feel like I was back on my F4i with its softer seat and less aggressive riding position," lauds Robin Haldane, MCUSA's graphics and video meister.
The seat looks similar to previous and is placed at the same 32.3-inch seat height, but it feels shorter than that because of the narrow section at its forward end which allows legs a straight shot at the ground. Its footpegs, previously early to drag, are narrower and provide much greater ground clearance when cornering.
Instrumentation is just a gear-position indicator short of flawlessness. In addition to the easy-to-read tach and digital speedo is an LCD display that includes two tripmeters, a clock and a class-distinct fuel gauge; it also has a countdown tripmeter that begins when the reserve portion of the fuel is reached, similar to the system used on Yamahas for several years. And, at 4.8 gallons, the RR boasts the largest tank in the class.
So far we've painted a rather flattering picture of the CBR, but we haven't even got to the one aspect in which the Honda clearly outshines them all. The 599cc engine was shrunken in every dimension but its powerband. The accompanying dyno chart on your right provides a clear illustration of the CBR's motor advantage.
"The new engine has to be the highlight of the new CBR, and of the shootout, for that matter," BC extols. "It's hands down the best motor in the test - the power comes on strong around 7K and continues to pull hard all the way through the rev range. No other 600 can match its midrange pull, and the power up top feels right on par as well. The strong pull from the midrange makes this bike easy to ride fast on the track, and it was easily my favorite bike to ride on the street, especially in the really tight stuff where you could grab a handful and power-wheelie out of every corner." (Man, BC sure helps with the word count!)
Proving that perfection is but an abstract idea is the single glitch in the CBR's excellent powertrain. Reapplying throttle mid-corner can result in a bit of abruptness. This can be ridden around fairly easily on the track, but it can be more unnerving in street situations, especially in bumpy corners when an unexpected burst of power might be the exact wrong thing you need. Compounding this issue is the stiffest throttle spring of the group, taking noticeably more effort to twist than the ZX and Gixxer.
If our black and silver bomber lacked anything, it was a slipper clutch - the only bike here without one. Honda engineers say the bike doesn't need one and are willing to accept any complaints about its absence. Honda does provide its intake-air control valve (IACV), a gizmo that is said to "smooth engine response when the throttle is opened or closed by creating more gradual initial transitions in throttle settings." But from the condition mentioned above, we're not sure how effective the IACV is. And it's certainly no substitute for a slipper clutch.
But this new CBR is a real gem. It received exemplary marks in nearly every category. Its brakes are the best of the bunch, with an ease of modulation belying its hella powerful clamping force. And the gearbox in this CBR is the best one yet, exhibiting short and accurate throws.
"Without a doubt, the CBR is the most fun bike to ride, either on the track or on the street," says Kenny. "It easily has the most exciting power delivery and it is comfortable to ride from the moment you climb aboard."
It doesn't hurt the Honda's case that this is, in our eyes, the coolest looking CBR ever. The tightly tailored bodywork looks both sleek and minimalistic at the same time, and we love how the designers have let us see some daylight peek through when looking at a profile of the bike. From its nose (and meanest-ever Line-Beam headlights) to its tail (and a more aggressively cut underseat exhaust outlet), the 2007 CBR600RR is a beauty.
Still, there's always a critic, right, Haldane? "With all the work Honda has done to make this bike look great," says the artist, "I don't understand why they continue to use the same ugly turnsignals that they have been using since the '80s." The rest of us don't understand, either.
Apart from that minor faux pas and the priciest MSRP, there's not much to dislike about this new CBR (well, we could say something about its rather timid exhaust note.). In our previous Supersport Shootout we wrote: "You just know that the anticipated Version 2.0 of the double-R is going to shuffle up the rankings again next year."
2007 Kawasaki ZX-6R
MSRP: $8,999
Weight: 413 lbs (empty tank)
Weight Distribution: 49.8% F (w/full tank)
Peak HP: 97.7 @ 12,800 rpm
Peak Torque: 42.1 lb-ft @ 11,500 rpm
1/4-mile: 10.77 @ 131.8 mph
Observed Fuel Economy: 36.4 mpg
This is the fifth year we've done this comparo, and during that time the Kawasaki ZX-6R has always had a unique personality. It was in 2003, the inaugural year of our Supersport Shootout, that Team Green thought outside the box and presented us with a 636cc 600, and the ZX has been the power king ever since.
But that distinction ends in 2007. Big K reps tell us that the cost of building a separate 599cc engine to race within the existing racing class structure no longer made good business sense, so the lusty 636 was put out to pasture.
Unfortunately for Kawi fans, the new engine makes news this time around as the weakest of the bunch in terms of peak power, unable to bust the 100-horsepower level on our stingy new dyno. As we noted in our ZX-6R - First Ride article, the electronic brain of American ZXs shuts the exhaust powervalve at high revs, effectively strangling the poor little gaffer by about 7 hp compared to European ZXs, according to Kawasaki data. However, MCUSA discovered a way to simply and without cost default the bike's ECU to the more powerful Euro setting, which you can read about here.
Even in its American state of tune, the motor is more impressive than its peak number might lead you to believe. It actually held its own in roll-on contests with the grunty CBR and it walked away from the GSX-R during a low-rpm roll-on. As a bonus, the soundtrack emanating from the small-block Kawi is a nasty wail.
"The new Kawi motor doesn't quite have the kick of the CBR but it still feels pretty respectable, at least down low," Chamberlain comments. "The midrange is decent and power delivery is pretty smooth. It seems to fall off a little on the top, but unless you were racing or riding it back to back with the other bikes, you probably wouldn't notice."
Unlike the CBR, the ZX's throttle response couldn't be smoother - off-throttle abruptness has been banished from this FI system. The command of a rider's wrist is answered efficiently and without drama, leaving a rider's brain free to concentrate on other pressing situations such as not running wide into that guardrail up ahead. This is a small but critical element to smooth and confident riding, and the Kawi does it best.
Also aiding confidence (while thumbing its nose to Honda) is the 6R's excellent back-torque-limiting clutch. It casually accommodates even harsh downshifts, perhaps better than the others in the class. Combined with clutch take-up that is nice and easy to modulate for quick in-town sprints and a gearbox that operated flawlessly, the ZX got full marks in the Transmission/Clutch category - a first for a Kawasaki in our hands.
While Honda uses a steering damper to combat the CBR's radical chassis geometry, Kawasaki has approached the handling formula from the other direction. The ZX eschews the need for a steering stabilizer by utilizing the most conservative geometry in the class. Its 25.0-degree rake is a full degree lazier than the next closest (R6), and its 110mm of trail is very generous compared to the sub-100mm numbers in the others. And its wheelbase is the only one that stretches beyond the 55-inch mark, a significant 1.5 inches longer than the sawed-off CBR.
"The ZX actually feels on par with the Honda, but it has different traits," observes Kenny, adding that there are times when the ZX flicks into turns easier than the CBR.
Despite its sport-touringesque geometry, the Ninja received commendable scores in our handling categories, backing my claim after the bike's intro that this is the best handling ZX yet. A rider is able to jump on the Kawi and immediately start cutting some quick laps. It has a cooperative chassis that holds no surprises, and the bike's charitable amount of trail results in good feedback from the front end.
"While it isn't as flickable as the Honda and Yamaha, it still turns in pretty quick," states BC. "Once in the corner I found the bike very stable." Fast-guy Roberti adds, "The front-end stability is awesome."
The ZX-6R's handling qualities became even more impressive after we found out what a chunky monkey Kawi has turned out this year. This is a trend team K started last year when the new ZX-10R gained 12 pounds in its makeover. With this new 6R, weight is up a massive 17 lbs more than last year! The ZX now scales in at the same weight as the first CBR600RR did five years ago, 413 lbs, which is 8 lbs more than a 400cc-larger '05 ZX-10R. Perhaps the saddest stat of all is that the 2003 model ZX-6R weighed just 389 lbs, 24 lbs less than it does today. You're going the wrong direction, boys! (How much would you like to bet the 2009 ZX has a magnesium valve cover and titanium exhaust?)
The Ninja also gets docked a few marks for coming up short in a few user-friendliness details. First, the engine is a tad cold-blooded, not wanting to accept throttle until warmed up a bit. Second, although we appreciate the highly readable tachometer and the small but useful gear-position indicator, we're not so keen on losing a clock and dual tripmeters; a fuel gauge is obviously out of the question. Third, the mirrors offer the best view of your elbows. Fourth, the rear shock uses a locking-ring preload adjuster (like the GSX-R) instead of the easier to adjust ramped collar type, which makes it a hassle to alter. The suspension otherwise gets a fine score for being fairly supple for a sporting bike; separate high- and low-speed compression damping helps dial in the shock.
In normal street duty, the ZX's riding position gets mixed reviews. A couple of testers complained about a bulky feeling from the long machine, but its cockpit and seat are a pleasant enough place to spend time and the ergos work well on both the street and track. Its fuel tank is a bit fatter than the others when sitting up against it, but it's thinner when sitting back in a racer's crouch.
Aside from an ill-fitting seat cowl, our crew was impressed with the fit and finish of the silver Ninja and its attention to detail. However, not all of us were sold on the bike's new look, and a couple of us believed the bodywork looks too similar to the previous version.
"The ZX looks bland in contrast to the others," Kenny critiques. "The big, flat surface of the side fairing will serve its purpose well with sponsor decals, but it just looks too vanilla for my taste."
Overall, there's a lot to like here, including its exemplary chassis, wonderful throttle response, slick transmission and clutch and its strong value for the $8,999 price tag. But we'd be lying if we didn't think this would be a better bike with the power available from 636cc of displacement.
"Does the ZX miss those extra 37cc?" Kenny asks himself. "I say yes. On the street the ZX didn't seem to be at a disadvantage, but when connecting turns at the track it seemed to be down a bit compared to both the R6 and CBR."
2007 SUZUKI GSX-R600
MSRP: $8,899
Weight: 407 lbs (empty tank)
Weight Distribution: 51.7% F (w/full tank)
Peak HP: 101.8 @ 13,400 rpm
Peak Torque: 43.2 lb-ft @ 11,100 rpm
1/4-mile: 10.75 @ 132.8 mph
Observed Fuel Economy: 32.1 mpg
As technology and R&D advance the art of sportbike design, the machines offered in showrooms continue to winnow in on excellence. That makes it tough for the unchanged combatants in a particular year, and it's how a bitchin' supersport like the baby Gixxer can be forced into the shadows by new players.
But take a ride on the GSX-R600 and you'll quickly become aware of a highly developed sporting tool. On a particular solo run on the Gixxer, the man/machine interface was direct and inspirational, not wanting of a dollop more power or a scintilla of a quicker flick. Its available power is plentiful and the gearbox and slipper clutch works seamlessly at the command of your fingers and toes. The twisty road ahead is consumed to the accompaniment of a beautiful scream from the injected Four. It's difficult to imagine an experience much better.
Although the Gixxer still has its many strong attributes that contributed to the win in last year's Street shootout, the competition has grown stronger. Last year we called it the decathlete for its well-rounded abilities, and that remains true today. But that versatility has the byproduct of not really excelling in any aspect.
"If ever there was a bike that did everything well but few things great, this is it," BC compliments back-handedly. "The Gixxer does nothing wrong, it just didn't grab my attention in any one area."
Indeed, the GSX-R600 is ranked above 80% in 14 of 15 categories, so you know this thing is good. Its lowest mark is a still-respectable 78%, although, sadly, that was a fourth-place showing in our Grin Factor category that has direct ties to our heartstrings.
"Maybe the issue here is not a problem with the GSX-R but a testament to how good the competition is these days," Kenny adds.
The Gixxer offers up the same accommodating cockpit we enjoyed last year last year. Its fairing is the most protective of this group, its seat is relatively cushy, and the reach to the angled-back clip-ons isn't much of a stretch. But it's those handlebars that also drew complaints.
"The bars are narrow and swept back, which has to be my biggest gripe," BC chides. "They just don't give the kind of leverage I like having." And Roberti, who rode only at the racetrack, also rebuked the placement of the grips. "It's hard to flick or be aggressive due to the narrow position of the handlebars."
The Gixxer's steering geometry is about as aggressive as the CBR, but it has the added stability of a wheelbase nearly an inch longer. Still, it doesn't feel slow steering except at low speeds when the bike's standard steering damper restricts it a bit.
"I don't think the Gixxer was the quickest steering bike out there, but it did turn in pretty damn quick and was very stable through the corner," notes BC. "Both front- and rear-end feel are confidence inspiring." As for our boy Hutch, he said he preferred the handling of the R6 and CBR, "but the GSX-R is still easy to ride fast."
Last year we judged the Suzuki's powerplant as the best of the 599cc motors because of its breadth of muscle and a competitive top end. But the new CBR has reset the bar and the new ZX is very close to the Gixxer.
"It has good midrange power but it doesn't exhibit the top-end rush of the R6 or CBR," Kenny observes. "For that matter, it didn't feel as powerful on the track as the Ninja. On the road it has plenty of gumption for sport riding, so I asked myself what it is about the GSX-R motor that isn't good. The answer is, not much if it's not being compared to the CBR."
Well, there is one more thing. Both Hutch and Haldane noted a level of vibration from the engine that Robin called "noticeable and somewhat annoying." Kenny takes over from there:
"The GSX-R motor is a growling beast that vibrates like Duke on a double latte. It makes me think it's revved up a few thousand rpm higher than it actually is. The motor does make a sweet intake howl when it's on the pipe, though, and it's deceptively fast."
Much smoother, in comparison, is the fuel-injection system when it's time to reapply throttle. In this important respect, it's only second to the stellar Ninja's. Notably, the Gixxer is the only one of this quartet that doesn't require premium fuel; interestingly, Suzuki's Garrett Kai tells us the bike actually makes about one less horsepower with premium fuel.
Transferring power to the rear wheel is a transmission and clutch that work together in harmony. The clutch offers good feel for stoplight sprints and its back-torque-limiting design makes high-rpm downshifts cooperative on the racetrack. Shift effort is light and positive, but a couple of testers noted some reluctance when trying to access first gear from neutral.
Taller gearing in its lower cogs mute acceleration somewhat, hindered also by its 407-lb weight that is 14 lbs more than the R6 and 26 lbs heavier than the CBR. Its 10.75 E.T. during our quarter-mile runs was off the 10.60 pace run by the aforementioned pair. When slowing from a-buck-thirty or so, it's reassuring to have brakes like the GSX-R - first-rate and offering up a firm lever and plenty of control.
California GSX-R600 owners who might like to sport-tour will be frustrated with the petite 4.1-gallon fuel capacity in their version - the low-fuel light in our tester always came on before any other 600. Those outside of Cali get an extra 0.3 gallon capacity, 4.4 gallons, which is just a tenth less than the ZX and R6.
Last year we praised Suzuki for its much improved attention to detail and quality of finish on the Gix Six. That hasn't changed, but the competition keeps getting better.
"Suzuki has put together a slick looking package with integrated signals and sweet looking bodywork, but it continues to adhere its outdated graphics schemes to it," Haldane opines, followed up by his graphics department boss.
"Aesthetically, the Gixxer has the body to be the next top model," adds BC, "but it lacks the finish and attention to detail possessed by some of the others. I think they could at least offer up one version that comes in a solid color without the cheesy bold graphics."
GSX-Rs are typically strong sellers, so it shouldn't be surprising that not everyone shares the above opinion. "There isn't anything wrong with the anime-inspired GSX-R design," Hutchison pipes in. "I like the way the lines are curvy compared to the sharp angles of the R6 and CBR."
The Gixxer won back some votes by scoring highest in the Features and User Friendly categories because of things like including a gear-position indicator, adjustable footpegs and cleanly integrated turnsignals. And not only is its seat cowl standard equipment (while it's an extra-cost option on the others), it also has storage space underneath that proves to be highly convenient for everything from stuffing in a Snickers bar to carrying our on-board video cameras. Making the deal even sweeter is the lowest price tag of the group, just $8,899.
"Since all these bikes are so close in performance and ability, the Suzuki is a great value," notes Haldane
Yamaha YZF-R6
MSRP: $9,299-9,399
Weight: 393 lbs (empty tank)
Weight Distribution: 52.3% (w/full tank)
Peak HP: 104.8 @ 14,200 rpm
Peak Torque: 41.3 lb-ft @ 11,500 rpm
1/4-mile: 10.60 @ 133.5 mph
Observed Fuel Economy: 32.9 mpg
Unless you were marching with the penguins in Antarctica last year, you're probably well aware of the hubbub surrounding the introduction of the landmark R6. This is a bike that set everyone back on their heels when the latest edition debuted last year, whether it was because of the mysterious 17,500-rpm redline or its drop-dead gorgeous looks.
Well, its redline proved to be about 1500 revs optimistic, which caused a bit of a PR kafuffle for Yamaha. But that didn't stop hordes from laying down their cash for the bad-ass little screamer, one of the most striking sportbike designs to ever come out of Japan. It's modular yet flowing, racy but artful, sharp yet sleek.
"The Yamaha is one slick looking ride," raves Kenny about our favorite design of the pack. "The angular styling is growing on me - every angle of the R6 is tasty-tasty."
While the whole of the R6's shape is undoubtedly cool, it's backed up by meticulous attention to detail. This machine is put together with parts that beg to be pored over, and there are several trick bits that help justify the $9,399 MSRP of our sweet Candy Red R6 (the Team Yamaha Blue version lists for $100 less).
Take a look at the its clip-on brackets that are machined from billet aluminum, as are the trick chain adjuster plates that BC notes are similar to those found on Yamaha's TZ racers. While the others in the group wear steel kickstands, the R6 gets a lavish forged aluminum one. And, although the floating rear turnsignals and license plate bracket is stylistically controversial, at least it is supported by a handsome aluminum bracket - and it can be taken off in minutes, good for racers or trackday junkies, as well as street riders who can quickly fit a fender eliminator kit. Sculpted engine covers and smooth aluminum frame castings complete the high-end look.
"Visually the Yamaha is my favorite of the group," says the artistic-minded Chamberlain. "You would think that with so much race focus it would lack the fit and finish of the others. Not so. It is easily one of the most elegant and well-refined machines in the group."
The R6 rider is greeted by a wide front fairing that seems incongruent with the acutely narrow tank section that allows a rider's legs to fit in tightly. Opinions about the bike's ergonomics depend on who you ask and where they're riding. For our ringer Roberti, who rode with us only at the track, he says "I love the riding position of this bike." For the six-foot Chamberlain, he says the ergos are his favorite for track use but less so on the street.
Shorter people, or perhaps those snarled in stop-and-go traffic, will grow to dislike the tall 33.4-inch seat height and a saddle that is broad but not plush. That commuter rider will also likely not enjoy a clutch that engages at the end of its travel, the pegs that are fairly rear-set or the low windscreen that offers minimal wind protection. Haldane notes that its instruments are probably the prettiest of the bunch "but still lacking the fuel gauge I really appreciate when riding on the street."
But the R6 isn't really about catering to commuters or newbies. It's about being a supreme sporting machine - rationality be damned! If you're lucky enough to be Shawn Roberti, you're not only one fast mo-fo, you also have an R6 in the garage solely as your track bike.
"Its chassis is definitely the most neutral and raciest of the bunch," says the 40-something bullet. "It gives you a great feel for both the front and rear of the bike."
With the widest bars offering strong leverage, the R6 takes the least energy when making steering transitions despite having chassis geometry similar to the Gixxer. The biggest difference is the Yamaha has a wheelbase shorter by nearly a half inch.
"It's extremely flickable yet stable in the corners," offers Chamberlain. "Both the front and rear provide excellent feedback and inspire confidence."
"The Yamaha is a track weapon," adjoins Hutch, "so it shouldn't be a surprise it was the easiest to carve up the Streets of Willow aboard it. Its light and thin design makes it really easy to maneuver on tight layouts like this."
The R6 reliably scampers around a racetrack, feeling at home in a place where you can let this bird scream. Just like last year, low-end power isn't the Yammie's forte. Neither is the midrange. But top-end steam, now we're talkin'. The R6 may wait the longest to make its power, but when it does it hits hard. It feels like the biggest top-end punch, which is a sensation probably encouraged by the dearth of power below 10,000 rpm.
"The R6 lacks bottom-end but is awesome up top," says Hutch. "On the track it was great as long as you didn't let the revs dip below 10 grand. Otherwise it wouldn't get out of its own way. Plus, the motor howling out the stubby exhaust is still the best sound emanating from this bunch."
Off the racetrack, that top-heavy powerband is less appealing. There are times when riding around town that a request to the engine room is met with a soggy response, and the only cure is to ride around a gear lower to keep the revs up. Although a bit buzzy around 7000 rpm, it dramatically smoothes out up top.
"It feels so smooth at 10K that I often didn't even realize I was dipping into double digits on the tach on the street," says Kenny.
A cooperative tranny helps coax the most out of the revvy motor. Shift throws are short and action is positive. A clutch that engages only at the end of its lever bothered the short-handed, especially because the span of that lever, unlike the front brake, isn't adjustable. The R6's slipper clutch comes in handy on a bike with a tachometer that needs to be in its upper third, although it comes in a bit harsher than the exceptional Kawasaki unit. Its twistgrip spring is fairly stiff, which doesn't help the slight abruptness felt when reapplying throttle, but it's still more seamless than the Honda.
The R6 gets a user-friendly bonus point for the shock's ramped preload adjuster that makes it easy to adjust for different riders or the addition of a passenger. However, that passenger will be perched somewhat precariously on small and unforgiving pad. The suspension uses fairly taut springs that work fine on the track but were a bit unyielding on the street for our lighter riders. My coworkers found amusement when I termed the suspension "stiff but not harsh."
Overall, the R6 remains the raciest ride of the group, and if riding one of these bikes can make a spine tingle, this is the one. A trackday addict who is willing to wring the Yammie's neck (hello, Roberti!) will be thrilled with the top-end wallop and scalpel-like handling.
"This bike is the easiest to ride and gives the best feedback, allowing you to reach your full riding potential more quickly," says our fastest tester. And he'd know.
But if you're a casual street rider or someone who lives hundreds of miles from any twisty roads, you might want to think twice.
"Like last year, the top-end-only motor seems to be holding this bike back from what it is really capable of," says BC. "Sure, good riders will be able to ride around its anemic midrange, but as the Honda has just shown, they shouldn't have to."
THE VERDICT
Let's feel for the poor motojournalists who must go through the exhausting rigmarole every year to decide which is the best supersport. Although the silence from your cries of sympathy are deafening, it really becomes a struggle to discern which contender is better and why. Although we must declare winners and non-winners, there are no losers here. Each bike is a thrilling machine that has greater capabilities than 99% of riders, so don't necessarily think that a lower rating for a bike in our test is any measure of condemnation.
As close as the competition is in this class, at least there are some identifiable distinctions between the brands and models. Even our top-rated bike is not without a wart or two. Perhaps the perfect bike could be made by combining the CBR's motor, the R6's chassis, the ZX's tranny and clutch, with the adjustable ergos and high value of the Gixxer.
In case the OEMs are paying attention, here's the stuff your next supersport should have: slipper clutch, fuel gauge, gear-position indicator, clock, lap timer, some form of adjustable footpegs and levers. A bit of wind protection would be nice, as would an engine that pulled with authority below 10 grand.
The oddest thing about this test is how the weights of the group have grown so divergent. Just two years ago, the participants in our 2005 shootout were separated by just 5 pounds. In '07 that gap is 32 pounds. Now, a few pounds here and there can't really be felt by a rider, but a 32-lb extra burden will undeniably have an effect on performance.
With all that said, our scorecards were tallied and the marks speak for themselves.
Suzuki GSX-R600
Final Score: 86.1%
Rank: 4
First off, let's point out that an 86% score will still get you into a good college. There's absolutely nothing wrong with the lil' Gixxer, and it should be noted that some riders might be best served to pick the Suzi depending on their type of riding. In several ways, it is the most streetable scoot of this quartet. We had a blast riding it around, and none of us would consider it a disappointment if it were the only bike in our garage.
Kawasaki ZX-6R
Final Score: 88.5%
Rank: 3
The middleweight Ninja is the victim of bad timing. Its 599cc mill and flawless transmission would've made it the best powertrain of them all - if it had come out last year. As it is, the grunt advantage it once enjoyed during the 636cc days is now owned by the Honda. Good thing, then, that Kawasaki engineers have hewn what we think is the best handling Ninja ever. Had this bike come out last year, it likely could've beat the 2006 CBR600RR and it nearly edged out the scintillating R6.
There are three areas that hold back the ZX's scores: Top-end power, weight and (for some) its appearance. If you like the looks of this bike and wouldn't hesitate about fitting an aftermarket exhaust system, we recommend you take a good long look at the ZX-6R. There's probably 20 lbs of weight that can be dumped with a lightweight exhaust, and the extra power to be had from the pipe and the ECU trick will definitely help it breathe.
Yamaha YZF-R6
Final Score: 89.8%
Rank: 2
The R6 pulls at us in two directions. Its riding position, tall seat height, groggy low-end power and narrow-engagement clutch result in a bike that logically can't be a great bike for normal street riding. But those things are quickly forgotten when presented with an empty road that twists across a mountain range or, better yet, a racetrack.
Despite the YZF's faults, the R6 gives its rider a feeling that he/she's on something special. This is the bike to be on if you want to impress the crowd at your local burger joint - it's a real eye magnet. However, the R6 experience is immensely more stimulating when revving the nuts off it.
Honda CBR600RR
Final Score: 93.3%
Rank: 1
Let's take a moment here to recognize the accomplishment Honda has made. Despite a close similarity in specifications, the CBR's engine now feels as if it has a big-bore kit, never mind that the R6 puts the bigger number up. A smaller number is better when it comes to weight, and here again the Honda magicians have exceeded the best efforts from the other OEMs.
But more than that, there's just nothing that this CBR can't do. On our scorecards it had only mark below 90, and the 85 it got for User Friendliness was just 3 points away from the top spot in that category. It took top honors in eight of 15 categories, not least of which was the perfect 100% score it received in our critical Grin Factor category.
You might say this latest CBR is a grin factory.
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