The Supersport 600 Class: How Every Bike Differs

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supersport motorcycles

If you like going fast on a motorcycle, then you want a supersport-class motorcycle. These are the bikes you can trash to their limits day in, day out, on a fairly reasonable budget. Here’s how this seemingly too-similar class actually differs.

2013 Honda CBR600RR
2013 Honda CBR600RR

The Bike: 2013 Honda CBR600RR
What It Does Best: Comfort.
What It Does Worst: Sex Appeal.
Why: Like going fast and can only/want only one bike? Then the CBR600RR is for you. You can ride it all day, then still be fresh enough to attack a good series of corners. It’s just as fast as any of the other bikes listed here, handles just as well, but works in more environments, more of the time.
Who Should Buy One: Anyone interested in the sport of motorcycle riding.

2013 Suzuki GSX-R600
2013 Suzuki GSX-R600

The Bike: Suzuki GSX-R600
What It Does Best: Smoothness
What It Does Worst: Image
Why: Sweet Gixxer Bro! Is there any other bike more saddled with the weight of squidliness than the GSX-R? Blame zero percent APR. It’s a shame, because along with the CBR600RR, it’s the most complete bike here.
Who Should Buy One: Gym rats, wannabe thugs, chin straps, undercover New York police detectives, Hollywood Stuntz, helmet mohawk wearers.

2013 Yamaha YZF-R6
2014 Yamaha YZF-R6

The Bike: Yamaha YZF-R6
What It Does Best: Win races.
What It Does Worst: Comfort
Why: Want to race supersport? Buy an R6 and call it a day. Seriously, we’re not exaggerating, doing anything else is counterproductive. This bike was built to do one thing only — win races — and has developed a huge aftermarket as a result.
Who Should Buy One: Racers, canyon carvers, speed junkies, track day enthusiasts, you get the idea.

2014 Kawasaki Ninja ZX-6R
2014 Kawasaki Ninja ZX-6R

The Bike: Kawasaki Ninja ZX-6R
What It Does Best: Flexibility
What It Does Worst: Design
Why: Turns out that 36 extra ccs really does make a difference. The ZX-6R will pull a gear higher than anything else and it’s the only 600 with both TC and ABS, meaning you can ride it harder more safely. But, you’ve really got to want a lime green bike to own one.
Who Should Buy One: People inflicted with high-side related anxiety. People who ride in the rain. People who are just plain tired of shifting.

More On Page 2 >>

  • El Pirata Gigantor Sporty-Pant

    Honestly, if you’re gonna add the 899 in here, might as well add the GSX-R750… That right there is a bike a 200+ pound guy can ride like a 600 and not need to live in 13000 rpm range…

    • Cody

      No joke. You can’t start adding Italian 900cc bikes to a 600 class (unless Ducati is paying you—in which case make that dollar!) without adding the Gixxer 750. That bike is everything a 600 aspires to be.

    • grb

      and the F3 800

  • wbizzle

    You sure that is a 2013 GSX-R 600?

    • Flying Couch

      I’m no Gixxer expert, but that looks more like a 2008-2010 model.

  • Cody

    “Liter bikes are for posers.” Wes Siler just made my day.

    • Stuki

      And Harleys. And other Cruisers. And GS’………..

      I tend to be a believer in smaller engines as well, but in my experience, most liter bikes aren’t bought by posers, but rather by people who listen to salesmen babble about needing “torque” on the street, of all places.

      Even for day-to-day urban use, I find 600s much better suited than liter bikes, despite the latter having a more “street friendly” powerband. All the benefits of that powerband tends to be lost in insanely tall, 100mph+ 1st gears and heavier clutch springs to deal with all that torque. On a 600 with a 75mpg 1st gear (still a bit tall for a street bike in order to function on a racetrack), much less slipping is required at urban pace, and things just seem much more normal. Perhaps the new naked S1000 has a more street friendly 1st to go along with all that torque…… The RR was plain annoying when I test rode it.

      • Piglet2010

        I used to have a F4i and hated riding it on the street – the only time it was happy was at lose your license and go to jail speeds. Now the Husqy 701 if it lives up to its promise…

        • Stuki

          Having gotten used to a wr250, I was so enamored by how utterly perfect and dominating a friend’s ZX6 felt in LA style gridlock-to-95mph Freeway spurts, that I just kept riding it way past the point where both wrists and knees were crippled for days afterwards. the 250 is plenty “fast enough”, on flat ground in LA, but doesn’t let you turn every other motorist into the equivalent of a road cone the way a supersport does.

        • Kr Tong

          Im guessing your suspension wasn’t adjusted. Stock seat is a bit thin for folks’ liking. Corbin or aftermarket goes a long way.

          • Piglet2010

            The riding position on the F4i bothered my neck, unless I was going 85+ mph. For me, the new sport-bike with the best riding position would be the Ninja 650.

            I also found it frustrating that a 1-2 up-shift put me into speeding territory, even on a freeway on-ramp. I agree with the old saw that riding a slow bike fast is more fun that riding a fast bike slow.

            • Kr Tong

              Suspension setup, less weight on the bars, more weight on your feet, further back in the seat, and maybe a chiropractor. You like the 650 because its more upright with risers and handlebars. More weight on your butt and less on your upper body/core if you’re sitting up.

              • Piglet2010

                Well, if I buy another super-sport, it will be a track only bike, as I need to avoid getting too many traffic violations to keep my job.

                The other thing I disliked was the lean-forward position made it much harder to keep track of other vehicles around me.

                Hmmm, maybe the term “race replica” is a hint a bike is better suited for the track than the street? :)

      • runnermatt

        I had a former coworker who had a ZX-10R. He had it geared down and said it would still do 109 in first.

        • Stuki

          The s1000rr felt the same way. I rode a new test bike, so kept revs moderate, but it seems geared for around 100-120 1st. While idling at, say 1500, which equates to 10-15mph min speed sans slipping. A friend’s 636 felt ergonomically similar, and had just as high quality parts, but had all speed and power parameters lowered by 35%, hence felt much more suitable for day to day riding.

        • nick2ny

          I find it hard to believe that he was right.

          • runnermatt

            I don’t know how much he had geared it down. Also he never rode it this year so he may have been remembering incorrectly, but that is what he told me. Having never ridden a supersport myself I am unable to make judgements on such statements and I didn’t exactly want to call him a liar.

            • Piglet2010

              A ZX10-R is a superbike, not a supersport (going by the common racing classifications).

        • Piglet2010

          109 kph, maybe.

          • runnermatt

            I’m in the US and we can’t even read the kph markings on speedometer because they are so small. On my CBR250R it gives speed in digital and I have go into the menu and change it to see kph.

  • akaaccount

    This is just a list of stereotypes. From the intro I was kind of expecting some kind of analysis and actual logic.

  • grb

    I think the Supersport (and Superbikes) bikes are underrated. When they started racing this classes they made the rule that they had to be production bike, this was with the idea that they wanted to see street bikes racing, same bikes you would find at your dealer. Well, the factories very cleverly instead of racing their production street bikes they started selling their race bikes for the street, so its a loophole where what we have is opposite to what the rule intended, and we are SO lucky that it happened so, we get to buy the most awesome/advanced machines. Its a situation very similar to what happened in LeMans, where you could by this incredible race cars and drive them on the street, like the 1998 Porsche 911 GT1 Straßenversion.

    People don’t even realize how lucky we are this loophole exist.

  • Bram

    I like this site a lot, but this was just a bitching session.

  • Stuki

    Got a chance to go for several long (as long as my joints could tolerate) rides on a friend’s brand new ZX6, and I have to admit that as fashionable as it has become in some circles to poopooh these bikes as pointless for street riding; as pure motorcycles, they are truly the highest evolvement of the art.

    Fueling is completely smooth and glitch free from literally 1k to 16k. For street riding, welding the gear box into ay gear from 1 to 4 would see you perfectly well through the weekly commute. They turn in as quickly as a wr250, but holds their line better than a Goldwing. I could probably let go of the handlebars at full lean to light up a smoke, and the bike would just hold it’s line until I was done smoking and touched the bar again.

    Downsides: No steering lock at all. I almost fell off from running out of lock at the first 90 degree stop sign corner on my first test ride. And ergonomics that aren’t really conducive for long trips for anyone past 30. Once you can no longer hold your upper body up with your posterior chain, and instead start leaning on the bars, all that is sweet about the handling just goes down the drain, replaced by a bike that wants to stand up in any corner unless you are climbing a 20% incline.

    But man, what a bike. Would love to see S1000R or Tuono style more upright nakeds of this class, with just a tad more legroom than the Street Triple. They really do make pretty much all other bikes seem rather compromised dynamically.

    • Mark D

      Cool review. I’d love to buy a supersport like this, then just throw on a taller windscreen, bar risers, and lower pegs. The only 600 I’ve ever ridden was an old Yamaha yzf600, and I never got it out of 2nd gear.

      • Stuki

        If I could get a peg lowering kit for a Street Triple, I would be awfully tempted to get one just for riding fun. It would have to be a second bike, though, since there’s no space for a top box or panniers; nor are these the kind of bikes I would want to compromise handling wise, by saddling with milk gallons and eggs from Costco.

  • Sentinel

    Great job on this one guys. You really homed in on the true nature of each of these bikes spot on. It’s a damn shame that Triumph just can’t seem to get their act together with the ongoing build and reliability issues owners of this bike have suffered with, and not just this current version, but every one of them previously as well.

    • Guy

      I’m pretty sure that the previous 675s were just about as reliable as any of its Japanese rivals.

      • Gordon Pull

        55k on my Street Triple when I traded her in. Outside of the notorious RR failure, that was it.

        • Sentinel

          That’s good to hear!

      • Sentinel

        No, actually they haven’t been at all.

  • metric_G

    I’m not sure if serious…

  • Aakash


    Which of these bikes is more comfortable for us long-legged folk?

    • maxkohl

      Daytona 675. One of the highest seat heights out there. I rode a bunch of 600s and the Daytona was the most comfortable for me with 34 in. inseam.

      • Aakash

        I was hoping for the Daytona. I see a used one in my near future. I have a 36-inch inseam.

        With that said, seat height is not as important to me as seat-to-peg distance. I’m assuming the Daytona is better than most in that regard as well.

        • maxkohl

          I would suggest you try everything though. Most people say the GSXRs are most comfortable but for me 30 minutes on one and I want to kill myself. Everyone prefers a different position I guess.
          With the Daytona I could do 600-800 miles a day.

        • pdad13

          Definitely try as many as you can, but I can confirm that the Daytona has a lot of leg room. I’m only average height, though. But I know taller riders who feel the same.

          I find the ergos pretty comfy, but your results may differ. Some think it’s a rack. The new generation base model Daytona has slightly higher bars, too, and from what I’ve read, gives up very, very little to the D675R.

      • Dustin

        R6 has a wide seat and a tad taller. It’s a good bike for long legged folks. I know this because I’m not long legged. 31″ inseam.

        • Gordon Pull

          I totally disagree. I am completely cramped up on the R6. 34″ inseam though. Aftermarket rearsets would be a must for sure, but it is the bike I’m pursuing for the track… if I don’t find the ‘Tona.

          • Dustin

            The R6 has a seat height of 32.8″, that’s pretty high. Anyone under 5’8″ has a very hard time putting their feet down.

            • Gordon Pull

              It doesn’t have to do with the seat height. It has to do with the peg to seat height and if you have a long inseam, your knees will be in your chest. #lankypeopleprobs

    • Wes Siler

      I’ve got a 34 inch inseam and the CBR works best for me. Consider adjustable rearsets.

      • michaelse

        Are the (relative) comfort and street rideability of the CBRs characteristics of the current gen, or do they apply to the 2007-2012 gen as well? I’d love a streetable supersport, but simply can’t afford a new CBR.

        • pdad13

          Try a good clean used one. The bike has hardly been updated in years and I’m pretty sure the eros will be similar.

          • michaelse

            Thanks for your reply. Long as the ergos are similar, I’ve started looking for a 2007-2009. Seems like they hold their value very well (typical Honda, I guess). Tough to find a clean one under 6500 OBO.

      • Kodiak

        Really? I butt tested one of these in a dealer yesterday and it seemed a little tight for my 34” inseam, even with just tennis shoes and jeans. Other than that it felt pretty comfortable though.

  • Kr Tong

    Honda chicks love hondas. Boo this man. Boo, I say.

  • Stacey

    No MV F3?

    • Bruce Steever

      Have you ever seen one? I doubt they actually exist…

      • Piglet2010

        I saw two F3′s the last time I was at a MV Agusta dealer.

        • DucMan

          My MV Agusta dealer friend sold his franchise after all the headaches. Trust me, you do NOT want to actually own an MV.

        • Bruce Steever

          MV dealers? I doubt they actually exist, too…

          • Piglet2010

            There was a customer taking delivery of her new F3 the same day I bought my Bonnie at MCC in Villa Park (Chicagoland).

      • Stacey

        I’ve seen a couple in the wild, but I live by a MV dealer. Beautiful bikes.

  • mid40s

    Glad to see I’m not the only one who despises the moniker Gixxer. Ugh. I cringe every time I hear/read it.

  • grahluk

    Yes liter bikes are for posers and big meaty boys who are all about stop light to stop light acceleration. Tradeoff is liter bike riders get lazy lugging around in only a couple gears all day. To each their own. I know a200lb older rider (50+) who loves his CBR1k for just that. He gets the handling performance he likes in a non frenetic low rev ride. Should probably opt for a Ducati IMO.

    600′s are for mortals who want to work the bike a little on the track and backroads. Still possibly a bigger tool for the job to ride 8/10ths in the canyons but satisfying there and the highways. Now a 250 like my old NSR/MC21 is the perfect size weapon to feel like a GP star at slightly elevated street speeds.

    • Piglet2010

      If you just want to blast from stoplight to stoplight, a Ducati Diavel would be a better choice.

    • Stuki

      250s are definitely the ticket for working the bike to it’s, or your, limits. They do require pretty much constant work, though; just to stay ahead on the highway. On any non gridlocked freeway, it’s pretty much an all out street race wherever you go.

      They also aren’t really all that fast, at least the one’s currently for sale in the US. Less than ideal suspension and tire choices limits them even in the twisty bits compared to supersports. And then there is the fact that even most canyons have straight sections……… As such, they’re probably better tools for learning how to go fast, than for actually going fast.

      Now, a 400 I4, built and priced like a Supersport………….

      • Piglet2010

        In the US mind-set, bigger is better, which is why we will never see the 400cc race replica bikes imported here.

      • PaddingtonPoohBear

        I think the Ninja 300 is pretty darn fast but it’s only my second bike (came from a 250 Rebel). It might not be a rocket ship on the straights compared to bigger bikes but I love it.

  • Piglet2010

    I was told by someone who had just ridden every super-sport on the market on the track (hint, check out the article on MotoUSA) that the CBR was the best bike “out of the box”, but the F3 had the most potential (but needed the most setup work).

  • FreeFrog

    The sweet spot for most 1-up motorcycling is between 600-800cc’s. The key is good torque and great suspension (and suspension setup).

    • Stuki

      I’m convinced that a 90hp 400cc I4 would be even better than current super sports for me. And since I consider myself fairly average as far as riding skills, thrill seeking desire and plain cojones go, by extension for an awful lot of riders.

      90 was approximately the output 600s had when they started gaining a reputation for being the fastest sportbike for the most riders. With modern tech and materials, a 400 should come in at 400lbs wet and rev to 18,000. With good power from 9000 up; yet have almost perfect city manners in the 3-9 range. You’d dominate traffic almost as thoroughly as on a 600, yet have many more occasions to leave the throttle pegged until redline.

      Until one of those come around, I doubt there are “better” bikes out there than these supersports, as far as riding dynamics go. Shame Triumph is the only maker who sell a slightly less ergonomically demanding example, in the Street Triple.

      • Sean Tempère

        How about a 60hp v4?
        Been trying to find a VFR400R (preferably a red/white/blue NC30) in france for years. Only seen one in the flesh one time, passing me in paris i’m guessing well above 8000rpm. That thing was screaming. It. Was. Beautiful.

  • Dubknot

    I love my ZX6R. And yes, I do ride in the rain. I haven’t had the TC or ABS activate yet, maybe because I learned on a ZZR600.

    • Stuki

      You should activate abs. Over and over in the rain. Over crosswalk paint, manhole covers and metal plates. Until you are so used to it just plain working, that you have no hesitation simply grabbing all the lever you can, if you ever get into a situation that warrants maximum stopping power in anything less than perfect traction conditions.

      As for TC, find a corner, lean it over and just whack it on exit. First in mode 3, then 2. Since it’s your bike, you’ll eventually feel comfortable doing it in 1 as well, I’m sure. I only borrowed one, hence didn’t progress past mode 2, where intervention occurred early enough that the bike kind of just continued it’s arc through the corner, then accelerated harder and harder the more upright I got it. Also, crank it open in 2nd over a bump, and let the bike carry the front a few inches off the ground for a short while before setting it down.

      If you can tolerate the ergos, and is in possession of some modicum of self restraint, it is one sickeningly good bike you’ve got there.

      • Dubknot

        Thanks. My habit is to ease on the front brake with two fingers, and grabbing a handfull is very unnerving. The brakes grab progressively, but the power comes on pretty strong with a tight squeeze. The bike’s still new to me, so I do baby it a little, but after the break-in, I will push it just a bit.

        • Jorn Bjorn Jorvi

          A good trick I’ve been taught is to dab a little rear brake just a hair before you grab the frontbrake. This helps the suspension settle iinto braking without making the fork dive too much from theget go.

          • pdad13

            That’s a fairly advanced technique. I would only say that you don’t really want to “dab” it. Apply the rear brake lightly a microsecond before the front brake but keep it continuous.

        • Wes Siler

          Go find a big parking lot and practice dude. You need to know what your brakes can do and how they do it.

          • Piglet2010

            Most owner’s manuals I have seen say not to use the brakes hard if it can be avoided for the first few hundred miles – anything in this recommendation?

            As for braking hard, during Total Control ARC-2 class, they wanted us with non-ABS bikes to either have the front wheel sliding or the back wheel in the air for the last 10 feet or so.

            • pdad13

              That’s likely because you should bed the brakes in. And also because their lawyers made them put it in there so you don’t grab a handful of very powerful, unfamiliar front brake on your brand new supersport.

              It’s probably a good idea. Try to go somewhere that isn’t real congested and break the system in.

          • Dubknot

            They chased me out of the parking lot I used to use around here, but I have found a mostly abandoned road that I practice slow speed maneuvers and hard braking on. I was comfortable with hard braking from 60 mph on my last bike. I’m working back up to it now.

  • John

    Ducati Panigale 899
    I love that you stated:
    What It Does Best: Cheat

    It’s the truest thing that can be said about Ducati. They get away with up to 199 more cubic centimeters and in racing that’s like getting away with rape, murder, and identity theft. Ducati… you suck.

    • Piglet2010

      Hey now, H-D/Buell got to race an 1125cc bike (with a Rotax sourced, liquid-cooled, DOHC, 4-valve/cylinder V-twin, and not the old Evolution based crap) against 600cc Japanese I-4 bikes in AMA Supersport – how is that for unfair advantage?

      • John

        I totally agree.

  • runnermatt

    Great article. I have a question though what about doing an article like this but looks at the sporty bikes that would be next step up from a Ninja 300 or CBR250R. I’m pretty familiar with the CBR500R because RideApart loves the Honda 500′s. That said what about the differences between the CBR500R, Yamaha FZ6R, Ninja 650, and the SFV650? We don’t really hear much about the other three and there seems to be much greater difference in these bikes.

  • Larry

    That’s extremely disappointing about the Daytona Wes, can you elaborate on the issues people are been having with them? I’ve been circling around the CBR, GSXR and Daytona for a while now as a gateway into track days and just generally improving my skills. I’ve been leaning Daytona just because that triple is a work of art. That, and my day-to-day is a vstrom so I’m eager to own something with more character than a bread maker. But then I’ve also grown accustomed to a bike that starts when you push the button. Are they really that spotty?

    • pdad13

      I’d like to know where that information is coming from, too. I belong to the biggest Daytona forums out there and have not seen a lot of issues. I’m also considering a purchase sometime in the relatively near future (I currently own a 2007 model).

      No doubt there must be some first-year, new model teething issues, which all manufacturers have. I generally stay away from the first year of production. The only real significant problem that I know of was the ABS issue, which was caused by a third-party supplier problem across mulitple brands and triggered a recall. Some racers are having trouble with clutches. There have been some struggles getting the bike developed for racing, but it’s starting to come good now.

      I’d keep and eye out for issues before you buy, but I’d hope that most of the bugs will be worked out into the 2014 production run.

      I’ve owned two Triumphs. The first was a Daytona 955i and it was completely bulletproof. The Daytona 675 has only had issues related to the regulator/rectifier failures and a dealer misdiagnosing a related issue (stator). The R/Rs have now been replaced by MOSFETs. And R/R troubles are hardly exclusive to Triumph. Honda, Ducati, Suzuki and Kawasaki have all had the same issue.

      I wouldn’t be very worried. It’s a fantastic bike, although you can’t really go wrong with any of the ones you mentioned. The GSX-R seems to be a much better performer than the CBR. The CBR is really mostly unchanged over the last few years. If you wanted a CBR, it might be worth finding a nice clean used one to save yourself a lot of money.

      • Wes Siler

        Each one of the handful of people I know who’ve bought the new R are telling me about multiple warranty claims. Oil leaks, delays in parts arriving, etc.

        • pdad13

          Okay, Wes, thanks. I’ll keep an eye out for those issues.

          From what I understand, the oil leaks are usually a case of improperly torqued engine cover bolts at the factory or dealers after service. There have been a few coolant leaks due to the same reason. Not very comforting and something that really shouldn’t happen, but not a widespread issue yet. And similar things have happened to most of the manufacturers. A handful of bikes is a little thin to establish a trend but it warrants attention given it sounds like everyone you know had issues.

          Parts availability hasn’t been an issue for me and most of the people I know, and hasn’t really been any issue for most for several years, but with a new model, especially if they found an issue, I suppose it could be.

          I can say that there are probably some new/sub-par dealers out there who can be a contributing factor. My primary dealer was expensive, but pretty reliable and responsive until they took on so many other brands that they got overwhelmed. I noticed they started to drop the ball when scheduling and ordering parts. I used another dealer recently and they’re fairly new. They’re definitely not quite up to speed yet.

        • Alexander Potter

          My 2013 Daytona 675 (non-R) was down for 27 of the first 36 days I owned it due to issues with the immobilizer. It only took so long because the parts had to come from the UK. As a previous Daytona owner I still went an looked at the Kawasaki, but I decided the Triumph was still the bike for me. No problems since the first issue though, and none of the inline fours make as pretty of a noise as that triple.

        • Mark D

          I also heard from my mechanic that Triumphs tend to be in the shop more, and are there longer due to parts delays.

  • DucMan

    “Who Should Buy One: Puma shoe enthusiasts.”—-THE single greatest thing ever written in the history of the world.

    • Piglet2010

      Casey Stoner wore Puma boots while racing.

  • Tee Jay

    May we see a sport standard version of this?

  • Dolphin Henry Overton IV

    I have a 2013 675R, a 99 Sprint ST, and have had 3 other modern Triumphs. The only problem I’ve had with the R is the exup valve needing adjustment.(you can do it yourself in 5 minutes) I’ve never had a single issue with any of the others.

    I’d also say the ergonomics are the worst of all the bikes listed though. I’m 5’8″ though.

  • Tee Jay

    Also, can someone define “smoothness” for the Gixxer to me? Smoothness as far as what? Throttle response, handling, shifting, what?

    • Mugget

      Suzuki have a long history of super-smooth gear shift action. Haven’t ridden a GSX-R600 since the 2005 model so I can’t comment on the rest.

  • Sentinel

    Not true at all! The Triumph 675 in particular has had many more issues and for far longer than any of the Japanese bikes by a long shot. Please do your research before posting such nonsense.

    • Mr.Paynter

      Please elaborate, what issues have you been having?

      • Sentinel

        See above reply twit…

        • pdad13

          So, you’ve got nothing?

        • bainelaker

          What is the matter with you? You have people here willing to listen to your argument, they are simply asking for facts, which you have yet to provide. Link to these “wide scale problems” and “history of issues” you keep blathering on about, if you want to make a real case.

    • pdad13

      Really? Can you substantiate this? Because the mind-numbing internet-age refrain of “do your research” doesn’t excuse you from having a factual leg to stand on.

      Here’s my research: I’ve owned two modern Triumphs, one of which is a Daytona 675, and a few Japanese bikes. I’ve also belonged to several owners forums of different makes and models. How about you?

      All of them have had some issues, but most have been relatively minor, and many, across both the Japanese and Triumph models, actually were third party supplier issues. No significant differences in my experience. How about you?

      I’ve also seen most recalls in the last decade or more, and there doesn’t seem to be a significant difference there, either.

      I understand none of this is purely scientific so I’m eager to see what you have. Seriously, I am. This article mentioned widespread problems with the new Daytona, which I haven’t really seen on any of the owners forums that I belong to, but I’m willing to listen.

      I’ll gladly discuss any problems I’ve had with any of my bikes, too. The R/R issue with the Daytona 675 was a PITA and Triumph should have solved it sooner. But let me point out that was a Japanese-sourced part. I’ll gladly blame Triumph for specifying that particular part in the first place, but this specific problem is not alien to Japanese bikes. Ask Honda VFR owners about their nearly-decade-long R/R troubles. And their melting wiring harnesses. Also ask Suzuki SV owners about R/R problems. And ask Ducati owners, too. And Kawasaki owners. Wanna talk about early R6 gearboxes that were made of cotton candy? Or what about defective wheels on ZX-10Rs? Snapping GSX-R frames? Or how about the fact that 250,000 GSX-Rs were just recalled? We could go on and on.

  • pdad13

    So then let’s see the model-year for model-year comparison. I already told you, I’m willing to listen if you have some additional information.

    The electrical issues were mainly the R/R issue, which has already been covered. Are you ignoring the fact that several manufacturers have had the exact same problem? That was a widespread issue. And, once again, you’re not really correct. Triumph did take action. They were replacing the R/Rs free of charge if they failed as early as 2007-2008, whether your bike was in warranty or not. They also paid for a new stator on my bike. They only issued an official recall last year, which was far too late, but they had acknowledged the problem prior to that. Once again, I refer you to Honda and the VFR’s failed R/Rs which were never recalled. It went on for almost a decade. Or do you just ignore facts that conflict with your version of reality?

    There were no other widespread electrical issues that I know of. There was a fuel pump relay issue at one point when Triumph decided to add a relay instead of running the FP directly from the ECU. That was taken care of under warranty.

    The heat exchanger (made by Denso, by the way) issue almost exclusively affected race bikes and heavy track day bikes, many of which were modified, not stock bikes. It was also mostly limited to ’09-’10 model year bikes, when the rev limit was increased. The heat exchangers suffer without non-glycol coolants, so this is thought to be a major factor. Constantly running water or non-glycol coolant causes pitting and corrosion. It was not a problem on stock bikes used for street use and occasional trackdays. The race bikes are now usually fitted with an oil cooler.

    It was also not an external failure, so there was very little danger. An external failure would be much worse, potentially spewing milky oil under the bike. That’s not what was happening and I have not heard of one case of catastrophic or any real damage to the engine.

    Incidentally, there are ZX6Rs, to name one, that also have failed heat exchangers. What you fail to acknowledge is that many of the parts are provided by the same third-party suppliers. Any bike with a heat exchanger shouldn’t be left with water in the cooling system. It should be changed out for anti-freeze or something like Engine Ice after a track day. Water eats the metal in the heat exchanger.

    The 675s do use a little oil by and large. A little. If you change the oil fairly regularly, you might not even notice. So did my Kawasaki. And one of my Hondas. You’d have to be not paying attention at all to let that become a problem. I can’t speak to your claim of valve failures above 50,000 miles except to say that I think I would have heard of this. And that there are probably comparatively few 675s that have gone over 50,000 miles to date, so certainly a representative sample probably doesn’t exist. In fact, there aren’t many sportbikes period that have made it over 50,000 miles. Most people just don’t ride them that much.

    As far as the new one goes, i can only say that I’ve checked on them periodically and haven’t seen an unusual number of problems. Wes has already clarified his comments about reliability and he said that he knows that all of a handful of bikes owned by people he knows have had problems. Definitely worth watching, but hardly a trend at this point. If anyone, including you has some more information, I’m certainly willing to listen. Your insistence that there are major problems, given your credentials, don’t mean much without at least some corroborating information.

    As to your “fanboi” comment, you’ve got the wrong suspect here. I’ve loved all my bikes, regardless of brand. I just don’t like when someone who seems to have an agenda is intent on preaching hearsay and half-truths. And your propensity to attack and spew insults from behind your keyboard makes you sound even less credible.

    You clearly don’t know as much about these bikes as you claim you do.

  • Piglet2010

    Research? If you have a link to a statistically significant survey, I would be interested in seeing it.

    • pdad13

      Well, I think it’s pretty clear by now that he has no such thing. He’s just repeating things that he heard and/or assumed and is representing them as some documented widespread catastrophe.

      When one of the UK magazines blew up an early 675 test bike, some people were running around the Web claiming hysterically that they were all time bombs. It came out later that the magazine staff botched an oil change, as I recall.

  • ih8momjokes1 .

    What’s the difference between sex-appeal, image and design on a motocycle anyway? Sounds all the same to me. Might as well just put, ”What it does worst: looking good”