SUZUKI GSX-R600 VS HONDA CBR600 F-SPORT
Two beer-backed bikes go head-to-head
Today we have a real visual treat in the form of special editions of two of the best middleweight sports bikes of the noughties. Now, today isn’t about anonymously plodding through the murk on two wheels. Instead it’s about dropping down that visor and being Valentino Rossi, or erm… Katsuaki Fujiwara, because these bikes are resplendent in some special paint bling. Let’s look at the Suzuki first. Historically, Suzuki were a little late coming to the supersport 600 party (check out our timeline for details), but when they did, they did it properly. From the late 1990s their 600cc sportsbike was largely based upon the very brilliant GSX-R750, so much so that it would take a spotter to tell them apart. Pretty much any new GSX-R600 would follow on a year from the 750, so the model we have here is the 2001-2003 shape GSX-R600 (models K1-K3), which effectively aped the 2000-model GSX-R750Y. Judged alongside the peers of its time, the GSX-R was (like the R6) seen as being at the sharper end of the sports middleweight market. The K1-K3 had a dry weight of 163 kilos (all-up wet weight was 199 kilos), a claimed power of 115bhp (tested at around 99-100 bhp at the rear wheel), and it always looked good in the classy corporate blues. Of course, what we have here is the K3/2003 year ‘Alstare Corona’ replica paint, but the 2002/K2 also came in a funky race-replica Telefonica Movistar paint scheme to celebrate the Motogp Suzuki team of the same name.
Moving on to the Honda, the standard F model had long been seen as a middle-of-the-road middleweight with the accent on road use. By the time the F-X model of 1999 had come out (at last with an aluminium frame) it was a capable machine, but the Yamaha YZF-R6 showed the way the class was going by being a much more focused sports machine and therefore more race ready. Honda decided to hedge its bets for 2001 when their updated, fuel-injected CBR600 would come in both F and FS (F-sport) guises. The full-on RR model CBR600 would come along, of course, in 2003, but until then they needed something up their sleeves to help take on the opposition in the World Supersport championship. To this end the F-sport would have a few key changes which, while not that noticeable on the road, would make a difference to tuners and race teams. The F-sport then had a tweaked engine. In the top-end of the motor, Honda fitted dual concentric intake valve springs, where the standard F-model had single springs. This helped close the valve faster, allowing higher revs to be used (useful for tuners, that) and reducing valve float at high rpm. Valve lift was taken down by 0.3mm to 8.2mm. The flywheel was lighter and the F-sport clutch had eight (not seven) plates. Fifth and sixth gears were lowered, too. In comparison with the Suzuki, the F-sport was pretty much on par – all the supersport
600s were close. The F-S claimed around 110bhp (around 95-97 at the rear wheel) with a dry weight of 169 kilos and a wet one of around 200. On both CBRS braking was handled by superb Nissin calipers with 296mm discs. The suspension was fully adjustable front and rear, but the F-sport would feature aluminium cartridges in the forks – again a nod towards the WSS600 rules. Looks wise, the way to tell an F-sport from the base model is the twin seat layout (the F used a single piece seat with grab-rail) and the fact that the Sport had snazzy gold engine covers (not silver) and a black painted frame. Oh, and you lost the centre stand on the Sport, too. Honda had some pretty cool colours for the F-sport in 2001 – including the one here – the Valentino Rossi/nastro Azzurro replica. Stunning! So, we’ve drunk in the looks of both bikes: immaculately prepared as ever by our own Andy Bolas as part of his ABC collection. They really are lovely. First up, I want to swing a leg over the F-sport. Even with this so-called sport model, you feel that all-round comfort when you sling a leg over the CBR. Honda clearly had the 600 so well refined by 2001 (OK 2003 with this model, so this is the last of the F-sport breed). The ergonomics are spot on, controls are standard late 1990s Honda fare, and the clocks are clear and easy to use, having an LCD speedo alongside a traditional black-faced rev counter. You’ve also got trip meters, a clock and a neat reserve system (bars light up on the left-hand side to show how much fuel you have left). What else do you need? The CBR is already warmed up, but there’s not much of a sound coming from that large standard exhaust. No matter, kick up the side stand, snick her into first and ease out that light clutch. It takes just yards for the familiarity to come flooding back. What is it about CBRS that make you feel right at home? It’s like the mum of motorcycles. Everything feels neutral and comfy, although for some (me included) you may find the screen a little low when you’re on the move and at speed. But this ain’t no tourer. Engine-wise, this race-replica is smooth as silk. Honda really listened when they devised the fuel-injection system for the CBR6. Now, I recall many miles done on a snatchy, injected CBR929RR back in time, and the difference whenever I rode the first injected CBR600S was almost night and day. Instead of carbs the F-sport carries 38mm throttle bodies that had something called a ‘dual throat’ design, which paired two of the bodies together. The CBR also had an ECU, which kept tabs on all the various data like throttle position, engine temp, etc., but the ‘brain’ could work faster than that on earlier injected Hondas and this helped to ensure better fuelling throughout the rev range. The result is a bike which rides beautifully and has sharp throttle response… open her up and you’ll be pleasantly surprised by a fairly chunky mid-range: wind open that throttle from 5000rpm and you’ll get plenty of motive movement, but then the CBR fair takes off from about 9500rpm, delivering peak power at around 12,500rpm. You’ll also be told by a shift light when to change up a gear. It’s a stormer of a motor and why anyone can call a CBR boring or ‘characterless’ really needs their head examining. Ok, so as standard it’s a bit ‘quiet’, but that’s different. In the handling stakes the Honda once more
shines with its utter predictability. There really isn’t that much you can say. I do recall the Showa suspension being a little soft on the F, but I had no such complaints today on the F-S, which shows how looked after Andy’s bikes are really. Brakes, too, were as I remember them. It’s all a bit ‘Three Bears’, but the Nissins are not too sharp and not too sloppy, but instead are just right, as are the mirrors, which give a clear idea of what’s happening behind you. If there is a criticism (wait for it) it’s perhaps that there isn’t a real edge to the CBR. I’m avoiding the use of the word character as this is a brilliant 155mph motorcycle and therefore it is full of it, but – perhaps when compared to its peers of the time – it just lacked that certain something which made it feel just that little more special. One thing I will say is that in comparison to previous CBR-FS, the F and F-sport look better and more modern all-round than the previous versions. It’s those twin-headlights, and the neat twin-air intakes which are a little bit Motogp and give the CBR a much harder look than previous models. Oh, and that paint scheme goes some way to adding that little dollop of something special, too. You cannot ride around on a banana yellow motorcycle, pretending to be The GOAT (the greatest of all time, as Mr Rossi is known) and expect to ride under the radar… Right, that’s one beer sampled, time to try a Corona. Like the Nastro-backed CBR, there’s really no getting away from the retina-shattering colours on the Suzuki GSX-R600. But things change when you saddle up and even listen to the Suzuki. First off, there seems to be a more raucous edge to the sound of the motor. Despite both being 599cc, 16-valves and sharing the same bore and stroke, simply listening to the Suzuki gives you an indication of what the ride ahead is to provide: perhaps a keener-edged, more visceral experience? Settle on to the nicely padded seat and get used to the view. Yes, this seems to be a racier proposition – the clock-set is dominated by the racy analogue rev counter, in white, with the speedo/lcd display scabbed on the right-hand side almost as a mere afterthought. As you rest your feet on the pegs, you’ll notice a slightly more cramped feeling than on the Honda, and you feel a bit higher up. No, it’s not majorly uncomfortable, but it does instantly put you into more of a racing crouch. Again, like the Honda, the Suzuki is pleasant and mild mannered enough when you’re giving it a whiff of throttle to get rolling. It’s also got very well set up fuel-injection which, when you’re in a go-for-it-mood, gives you everything it’s got. Everything? Well, when you start to open the loud handle you’re in no doubt that there just seems to be that bit more in the motor than the CBR. That perfect delivery dips at 5000 (as they all did for noise regs), then really picks up its skirts, with that
red needle spinning around in that cute white clock face. Not that you get much time to look at the clocks because the Suzuki is howling with intent and (what sounds like) rage from the end-can. It’s a louder, more lairy ride than the Honda and that wonderful motor revs on to almost 13,500rpm before it has finally given you its all. Handling seems almost rock solid. Remember these things as standard had a steering damper, but it’s the general feeling of sortedness (if that is in fact a word) that pervades over both front and back ends. Again, many of the most machines that are the best part of 20 years old wouldn’t feel this good, so it’s a testament to how well Andy looks after his collection. Brakes feel sharper than the Honda’s Nissins, these being Tokico calipers grabbing on to bigger (310mm) front discs. So, the Suzuki delivers excitement and big smiles… but then a little bit of pain. The more miles you do on the GSX-R, it takes that bit more out of your middle-aged body than the Honda does, but that’s the trade off, I guess. While the Suzuki has good, big mirrors that work, and everything the Honda has (separate pillion seat, bungee hooks, etc.) you really wouldn’t want to take a pillion on this one and – even with the Honda – you’d be better off with the standard F-model. Time to talk turkey. Suzuki’s hard-edged GSX-R was around the same money as the Honda back in the day, with the CBR sitting around £6850 and the Suzuki at £6899 (2001 prices), although the base F-model Honda was £300 cheaper. Today, 18 or so years on, they’re still well matched. Despite the F-sport being only around for a couple of years compared to the longer-lived base model F, they still command the same sort of used wonga: you won’t need more than £2000 to get a good one, although some are selling for as high as £3K and we’ve seen a low miler for £4K. Like the CBR, GSX-RS start around £1500 (you’ll find more track-day GSX-RS than CBRS) but again nice, useable models will start from around £2K and rise from there. Here’s where we have to say that the old adage is true: you can’t really compete with Honda when it comes to build quality. So, while neither bikes have any major reliability woes, you’ll find paint and finish on the Suzuki needs more TLC to keep mint than the Honda: fact. While we talk about what goes wrong or not, the Suzuki is pretty robust, including the clutch, although some owners report issues with second gear, and with hard use the bike can go through brake pads/consumables at a high rate. With the Honda, you’ll be looking out for the typical Honda regulator/rectifier issues (see page 112 for more) and if you hear a rattling sound from the motor at 4-6000rpm it could be the cam-chain tensioner. Neither is that expensive to sort. Which bike would I go for? Well, as you get off the Suzuki you do realise you’ve just got off something special and it’s a bike that can still excite all these years later. It demands perhaps more from you than the Honda does, but that’s not necessarily a bad thing, is it? The CBR, meanwhile, despite being a toe in the water for Honda as regards an ‘RR’ version, is that bit easier to live with and get on with, so (hedging one’s bets as one does) you really need to just be
honest with yourself as to what you want. If you’re always in a throttle-to-the-stop kinda mood and don’t do distance, then plump for the racier Suzuki, but if you want a softer edge then the F-sport will more than fit the bill. Should you want to take the better half on the back, get an F-model or Yamaha’s Thundercat. Now for the important part. Peroni Nastro Azzurro or Corona Extra? As a former member of CAMRA (the Campaign for Real Ale), being a former pub columnist (yes, I was the Thanet Times’s Boozy Bob – our man at the bar), and having spent a fair amount of time in race paddocks in World Superbike and Grand Prixs, I’ve tasted lots of both the Italian and Mexican beers. For me, there’s a reason why you plug the neck of a Corona with a segment of lemon or lime. It’s because it doesn’t taste that nice. So, sorry, it’s Nastro all the way for me, but beer is like bikes, it’s all a matter of personal taste. Try them both.