All the Duels – YZF-R6 Vs GSX-R 600: the two extremes of Supersport – Comfort: surprises, surprises!

DUEL

YZF-R6 Vs GSX-R 600: the two extremes of Supersport

All the Duels - YZF-R6 Vs GSX-R 600: the two extremes of Supersport - Comfort: surprises, surprises!

If we only base ourselves on the specs and race results, the Yamaha YZF-R6 eclipses the Suzuki GSX-R 600. But for standard use (a lot of road and little track), the Yamaha justifies- does her extra € 1400 ?

Duel !

    • Comfort: surprises, surprises !

      For our first laps, the crossing of Paris already highlights several fundamental differences between the Suz ‘and the Yam’: perched at 850 mm on the piece of black tape placed on the battery that Yamaha engineers dare to call "saddle ", the posterior of the pilot of the YZF-R6 shows the first signs of discomfort after two badly paved avenues !

      Of course, it would be ridiculous to expect a sportswoman to be as comfortable and practical as a 125 scooter or a big GT, but the Yamaha shines through its lack of connections with the demands of urban traffic: its first long gears, its mirrors placed at the same height as those of the cars, its small turning radius, its propensity to quickly heat the thighs and its microscopic space under the passenger seat immediately indicate the color !

      Less uncomfortable thanks to its more neutral attitude, its adjustable footrests in three positions and a properly padded saddle for a Supersport, the GSX-R 600 easily takes the advantage. However, low-speed maneuvers are not its thing, especially since it still weighs 11 kg more than the Yam (196 kg against 185), and requires to properly gauge the passages between the lines to spare its mirrors. Especially since the latter also accommodate the indicators: hello the invoice in case of failure !

      But the clutch and the gearbox incomparably smoother than on the R6, the engine better filled at low speeds, the presence of warnings and a coded key (as on the R6), a trunk large enough to slide in. a disc lock and rain gear, as well as the readable on-board console equipped with an engaged gear indicator and an oil dipstick (two elements absent on the Yamaha) make the Suzuki a much more companion pleasant on a daily basis (see the "instrumentation" part of our technical sheets on the following pages).

      Yet despite the radicality suggested by lines so angular that pedestrians instinctively move away for fear of being impaled, the YZF R6 ultimately appears more accommodating than expected. To our surprise, the driving position is not so restrictive – much less on a Ducati 848 or a Triumph Daytona, for example – and the micro bubble placed above the almond optics deflects a sufficient volume of air to spare a large part of the bust.

      In addition, despite its size of anorexic, the Yamaha offers a badly designed ergonomics, which allows not to have the impression of riding a pocket-bike designed for Dani Pedrosa! Finally, the Supersport with three tuning forks has a bluffing efficiency damping, capable of absorbing holes and bumps with an appreciable progressivity for the lumbar, and a devilish sound..

      Despite its lengthened exhaust and modified air intake – which contributed to its 4 kg gain in 2010 -, the Yamaha soundtrack still causes the same stir: hoarse from 3000 to 6000 rpm, it is transformed then in real bellowing pulling towards the treble as the turns are taken !

      A real sonic success that we use and abuse with each acceleration, just for fun, and which contributes all the more to magnifying each ride as it is useless to titillate the switch placed at 16,500 rpm (16,200 rpm). mn on the Gex) to enjoy the deep vocalizations that the air box lets out. As if the Yamaha engineers worked hand in hand with their colleagues from the "Musical Instruments" department to "tune" this R6 !

      Foresight, the press service of Suzuki France had yet planned to accentuate the sound of the four-cylinder 599.4 cc of our test model, with a superb titanium tailpipe made by hand at Yoshimura (€ 913 ) which boosted the usual low rumbling of the Gex, whose last evolution dates back to 2008 (read).

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