Thread: A long and opinionated comparison 2007 GSXR600 vs CBR600RR on the track

Since the release of the 2007 CBR600rr, the motorcycle magazines of planet earth have been nearly unanimous in their praise and proclamation of the superiority of this model in the very competitive 600 class.

Having ridden the excellent ’07 Suzuki GSXR600 at the Kevin Schwantz Suzuki School, I was curious to get the new CBR out on the track to see how much better this bike could possibly be, and whether someone of my modest riding level could tell the difference.

However, since I lack the status either as a rider, a writer or a close friend of Al Ludington’s brother’s dog groomer, getting hold of a new CBR600rr to flog on the track wasn’t an opportunity that was likely to come my way unless I spent about 9 grand to buy one, or something like 2 and a half large on Freddie Spencer School, or 90 days in jail to ‘borrow’ one.

Given those options, it would be nice if rental was an option, but who in the world would be so goofily optimistic as to allow me to take their new bike out on a track in exchange for a few hundred bucks?

Well, there’s Chris Swallow at Utah Sportbike Rental located at Miller Motorsports Park. Chris rents new, well-maintained sportbikes representing the major motoreligions of the world for the road or the track. If Honda red doesn’t suit your taste, he’s ready with a Yamaha R6, a Duc 749 and a Triumph 675 as well as the ubiquitous Gixxer 600.

Chris is one of my heroes of motorcycling; one of those people whose hard work and generosity provides us with fantastic opportunities and lifelong memories. These people are often motivated by a little more than a sincere desire to share the magic of the sport. So consider using his services and keep him in business, OK? I can’t imagine he’s making a lot of money doing this. Utah SPORTBIKE Rental || Rent your dream...TODAY!

Anyway, on to the bike comparison.

GSXR Justification.

At KSSS, we were riding at a slower, instructor controlled pace. It wasn’t until the last half of the second day that we increased the pace to compare with the Miller ride, so I had more time to acclimate myself to the Suzuki before the pace went up.

Also, by some coincidence, all of the Blue bikes (I rode several) seemed to be set up just for me. I was comfortable and confident with any and all of them from the start. The suspension was compliant and lush, the brakes were precise and powerful, and the throttle response was predictable and exact. Due to the gearing and the configuration of Road Atlanta, the bikes seemed to leap unhesitatingly off the corners and scream up through the revs immediately. The GSXRS were light, confidence inspiring, stable on the brakes and mid-corner, and impressive in every way. I guess I was surprised…


Harmonizing with the Honda


The CBR was immediately impressive in the way that it looked and felt. I’ve read it is the lightest 600 of the current bunch, and it was apparent from the moment that I rode it through the paddock that the weight was all in the right place. Not too much on top, which would have given a feeling of falling into turns or top-heaviness at low speeds, nor so low that the bike would be slow to respond to rapid steering inputs.

The Honda was very responsive for a 600 in the rpms and gears that one would use on the street. I felt it would make an excellent bike for street use. It was pretty comfortable, too. Apparently they got rid of the sadistic son of a bitch that designed the seat on my 954.

On the track it was definitely fast, but due to the tight configuration of Miller East, I had to adjust my technique a lot in order to keep the revs high. And by high, I mean above 10,500 rpm. If, exiting a corner, I opened the throttle fully from say, 9000, the bike would hesitate noticeably for a second. It was as if it was calling down to the engineering department for a solution, then arranging the airbox furniture and exhaust valves appropriately before providing that rich stream of acceleration. When it came, it was rewarding, but I didn’t get the full hang of avoiding the delay until the second day.

There were three problems with the bike (excluding my own riding) on the first day. The first was the fact that I apparently wore the tire out after the first few sessions in the 95 degree heat. It had some miles on it when Chris gave it to me, but it seemed as if it had plenty of tread (to a guy who rides on slicks..) The problem exhibited itself when I finally carried enough speed in the correct gear through the correct line through East One. In a moment of exuberance and joy at finally getting that damned corner right, I snapped the throttle open and (without the familiar sub-10,000 rpm delay in evidence), damned near highsided myself into used-Honda ownership. It is a testament to the overall balance and stability of the bike that it gathered itself back up without additional drama.


The following morning, the Michelin guy was checking my air pressure and commented that I was down to the wear bars on the right side. A new Pilot Power and additional attention to outside peg weighting on my part completely cured that problem.

Secondly, regardless of how smoothly and carefully I released the brakes, the bike would ‘pop up.’ Monday morning I had Jason from Corporate Suspension set the sag and put more rebound damping in the forks, and the handling of the bike was completely transformed. This was great, because I could now exploit the awesome brakes on the bike. They not only slowed the bike with authority, but were so easy to modulate that I could actually trail brake as a means of tightening my line with complete confidence. I’ve heard BWhip talk about that, and now I know what he means. By the way, neither the tire nor the adjustment cost me anything, as Chris works with these guys as a matter of course.

The final problem with the CBR, especially in comparison with the Gixxer, was the persistent difficulty finding neutral throttle mid-corner.
It was so bad at times that it was as if I had hit a false neutral. One time, following BWhip and Phobe, I entered the last right before the final left leading to the straight, and could NOT find the sweet spot. The throttle was off and on like a strobe light. The suspension loaded and unloaded, the geometry of the bike changing to send me ever wider. That cursed thought, “You’re going to bin this bike, asshole…” began to seep into my consciousness like a fart in a crowded car.

So I just gutted it out, forced my vision away from the edge of the track, and opened the throttle wide. The fact that I had lost most of the steam allowed the bike to stabilize on modest acceleration, and I continued on, chastising myself for getting into that situation. From then on, I slowed my overall pace to “I don’t want to buy this rental bike” mode and just made damned sure I was positively accelerating as soon as I set the line through the turns. The excellent tires and suspension gave me confidence and it was a fun time on a great bike with good friends on a magical track. The stability and precision of the Honda while railing through the triple-digit sweepers of the West track was breathtaking.

Summary:

Power – Honda has a slight edge, but
Accessing the power - Suzuki
Suspension – Both excellent
Stopping power – Both superb
Modulating the brakes – Honda
Transmission –ratios and smoothness – Honda
Slipper clutch – The Suzuki has one, the CBR doesn’t. I didn’t really feel the need for one, but there you go…
Street-bike-appropriate torque and comfort - Honda has a slight edge.
Fit and finish – Honda. This is a singularly gorgeous bike.
Gear indicator – Suzuki has one. I’m old enough to want one sometimes..
Stability on the brakes and mid corner – Suzuki.
Flickability – The Honda has a slight edge because of perfect weight distribution.
Exiting the turn – Suzuki.

If I had to choose, I’d probably go with the ---- TZ250 that passed us all like we were in reverse! --- But to address the point, If the choice had to be between these two bikes PRIMARILY FOR TRACK USE, I’d save a few bucks and go with the Suzuki. It did everything nearly as well as the Honda (again, for my riding ability) and had a couple of nice features like a slipper clutch and the gear indicator. The smoothness of the throttle is important to me.

If your significant other finds you one or the other at a garage sale, just shut up and be grateful. These are extremely fine motorcycles and worth far more than their asking price. They’re close enough that the rider will make the difference in any contest.