600s still got it - Suzuki GSX-R600, Yamaha R6 and Kawasaki ZX-6R used test

Terrified of technology? We hark back to a time when life was sweet and sports 600s were far less complicated beasts

Looking at the current crop of sports 600s it’s hard to believe, but just a few years ago supersport bikes were regarded as the poor man’s superbike. All the cutting edge technology was thrown at the litre bike class and the 600s were considered the budget option. Inverted forks? Not a chance. Radial brakes? Far too much money and as for slipper clutches, well, they were purely for the racetrack. How things change.

As it stands today the Supersports 600s are just as technologically advanced, and in some cases more so, than their bigger brothers. You can’t buy a 600cc sportsbike that doesn’t have radial brakes and inverted forks, slipper clutches are considered the norm and some are now starting to incorporate features such as ride-by-wire throttle, variable fuel mapping, high and low speed suspension damping and even gear indicators and lap timers. Although a fuel gauge is still beyond most…

But are we missing something here? By including all of this technology are 600s losing their fun factor? Have the manufacturers over-egged the performance pudding in a global game of who can piss the highest?

For this secondhand test we have delved into the motorcycling archive and picked the three best 600s from a time before the techno boffins took over. Not only are these a bargain when it comes to price, they have far fewer complicated bits to go wrong once the miles start to take their toll.

2002 Kawasaki ZX-6R

Kawasaki ZX-6R

Old school styling with a big bore punch

Click to read: 2002 Kawasaki ZX-6R owners reviews

The 2002 ZX-6R was a stopgap bike for Kawasaki, a dip of the corporate toe in the waters to test if the public would be prepared to accept a sports 600 that wasn’t actually 600cc. The reaction was positive and the next year we saw the first of a new generation of ZX-6Rs that were angular, aggressive and bonkers. So where does this leave the 636? Largely forgotten about is the simple answer. Despite the hike in engine capacity (achieved through a 2mm wider bore), the 636 is basically identical to the previous ZX-6R model. Most riders won’t even remember that this blip in Kawasaki’s model range even existed and far fewer would consider owning one. So are they missing out?

That depends on what you are after in your sports 600. If you want a bike that will perform both on track and your favourite back road then the 636 isn’t a great choice, but for a cheap to buy and insure bike that will provide some thrills, but essentially just see you through the journey the Kawasaki is a decent option. As you would expect the ZX-6R’s standout feature is its engine. The 636 motor may only have a few extra ccs, but it makes a significant difference to the performance. Where in the midrange the R6 and GSX-R feel breathless, the Kawasaki is on song and pulling strongly with a precise and direct throttle response that you only get with carbs. It’s a lovely engine with real soul and the right combination of vibration and noise to make it feel alive and thrilling without being irritating, but then you look down at the clocks.

One glance at the two huge, largely cluttered and massively unreadable clocks and it feels like you have fallen through a time warp. Had no one at Kawasaki heard of digital in 2002? Old school is one thing, dated is another. Which is unfortunately what the rest of the ZX-6R feels like.

The handling is soggy. Soft, squishy and feels decades behind the sweet handling GSX-R and razor sharp R6. To be fair the suspension on this bike felt way past its best, but even with a suspension refresh it’s never going to hang with the rest of the 600s, let alone the current 2009 crop.

And despite the six piston calipers looking powerful the reality is they are lacking power and feel. It doesn’t take much for Kawasaki’s calipers to start to feel decidedly secondhand – a winter’s riding is usually enough – and it’s the same story for the overall finish, which is fairly poor, especially the shock.

But it isn’t all bad news. Like its bigger brother the ZX-9R, the ZX-6R has gradually aged into a bike that despite no longer being able to match the top performers, is a very good allrounder. The fairing is huge, the screen useful and the riding position relaxed. For a rider with a keen eye on price and comfort but less concerned about out-and-out performance, the £1,000 saving over the 2003 models will make the ZX-6R 636 tempting, especially as the engine is bullet-proof and packed with practical mid-range.

2002 Kawasaki ZX-6R Essential Info

Prices

From £1,600 (2000, 20,000 miles) to £3,800 (2002, 4,000 miles)

The ‘A1P’ model ZX-6R was considered to be more road-biased that it’s rivals of the time, so compared to modern 600s this bike will feel sluggish through the corners, but will surprise riders used to chasing the redline with its bottom end grunt due to the 36cc advantage. As the Kwak wasn’t thought of as cutting edge when released, used prices reflect this, with the ZX-6R being considerably cheaper than 600s of the same age. A strong engine, but look for year round use such as rusted bolts and grimy shocks.

Instant upgrades

  • Suspension: Kawasaki rear shocks are generally found to be set up too firm for the road, and one of this age will probably be a long way off the standard of a new unit. A suspension service and custom set-up can be incredibly useful for most riders to give a smooth riding experience. MCT Suspension services start at less than £50 (www.mctsuspension.com), and is often a more affordable option than replacement.
  • Luggage: This model ZX-6R has a bit of a reputation as a more road orientated machine, so many will have been used as an everyday bike. To turn the Kwak into a more practical tourer, Oxford has a range of luggage specifically designed for sports bikes from around £70 (www.oxprod.com).
  • Screen: To emphasise the ZX-6R’s usefulness, an Airflow screen can be added to minimise windblast making longer journeys even more comfortable. From £40 (www.powerbronze.co.uk).
  • Tyres: For all round excellence, a pair of Dunlop’s Roadsmarts would suit the Ninja perfectly. Long lasting and good wet and dry grip for around £200. (www.dunlopmotorcycle.co.uk).

Parts costs

Right hand fairing panel: £391.01
Front brake lever: £32.86
Front right indicator: £29.14

Common faults

A few years ago Kawasaki were lagging slightly behind the other Japanese manufacturers when it came to build quality, and it can show on used bikes. Kwaks are generally regarded to have brilliantly strong engines, but poor suspension, and that appears to be true with this model.

Owners have had the damping quality of their shocks go off quickly, and it’s also a bit too hard for the road in standard trim. Some riders have had issues with the starter relay as well as dead batteries with the bike refusing to start. The sign for this is a clicking sound from under the seat when pressing the starter. Like the Suzuki, the ZX-6R can suffer with poor paint and component finish.

2003 Yamaha YZF-R6

Yamaha YZF-R6

Who needs inverted forks and radial brakes anyway?

Click to read: 2003 Yamaha YZF-R6 owners reviews

Before 2003 the YZF-R6 ruled the roost when it came to sharp handling. This tiny whippersnapper of a bike was the one to have if performance was your thing, so it must have come as quite a shock to Yamaha in 2003 when not only did Kawasaki launch the mental ZX-6R, but Honda unveiled its mini-RCV, the CBR600RR, which was even smaller and revvier than the R6. Unfortunately the only thing Yamaha had done to the R6 for 2003 was tweak the frame and stick on fuel injection, meaning that in the furore of excitement surrounding these new models the Yamaha was quickly forgotten about. Which in retrospect, was a crying shame.

Looking at the R6 the first thing that strikes you is the level of build quality. Despite carrying over 15,000 miles on the clock this bike looks almost factory fresh. Yamaha’s finish is every bit as good as Honda’s, but for some reason they haven’t gained a similar reputation for quality. From the black frame to the lovely yellow paint scheme (limited edition, only 2,000 made) the R6 looks classy and fresh. Perhaps it’s the fact that in its eight-year life span, before it went all pointy in 2006, the R6’s silhouette never really changed that has given it a classic look. But there is nothing classic about the ride. Everything about the R6 feels sharp, focused and precise, a huge contrast to the saggy ZX-6R and relatively relaxed GSX-R. Despite not looking it, and lacking the crucial headline grabbing components, the 2003 R6 is a preview of things to come, rather than a retrospective like the Kawasaki.

And it’s funny how time changes things. In its day the R6’s riding position was classed as extreme; today it feels relaxed and fairly roomy. The pegs are set quite high, but the bars are at a reasonable height and it feels, dare I say it, quite pleasant. My memories of this model of R6 revolve around a crippling riding position and a motor that had to be nailed everywhere to get it going, but both of these criticisms seem to have lessened with time. Although the engine certainly needs to be above 6,000rpm to get any decent forward motion, it doesn’t feel that frustrating to ride. However, this feeling could be due to the aftermarket can on this bike boosting the power. And anyway, as an apology to the slightly lacking midrange, the R6 still delivers a killer top-end rush that kicks in at 9,000rpm and is horribly addictive.

The fact that despite the competition Yamaha didn’t bother to significantly changing the R6 for so many years tells you it was fairly near the mark from the word go. The chassis has always been excellent (improved even more with the fitment of a 70-profile front tyre) and even six years down the line and on a well-used bike it’s still thoroughly impressive. Unlike the other two here the R6 feels fresh, sharp and focused and I’m certain that in most situations it could happily match a current sports 600 when it comes to useable performance on both the road and track. Quality always shows through with time.

2003 Yamaha R6 Essential Info

Prices

From £2,600 (2003, 13,000 miles) to £5,000 (2004, 4,000 miles)

A bike that still appears bang up to date (apart from the right-way-up forks) even next to a new machine. It seems strange that this model R6 didn’t catch buyers attention as much as the previous or later models. For a bike of this age, mileages seem quite low and prices relatively high.

As there isn’t as wide a range available as the other bikes here. It might be difficult to find a bargain.

Instant upgrades

  • Exhaust: French company Devil make several options for the R6 with prices starting at £350. Give the bike a raucous sound by fitting their Magnum can, available in either standard or high level options (www.devil.fr).
  • Power Commander: Break from the norm and actually sort the fuelling for the bike once an aftermarket can is fitted. It’s amazing how much difference a Power Commander and some dyno time can make to the riding experience. £298.33 (www.dynojet.co.uk).
  • Brakes: After a few years of use braking power can be below the factory standard, so refreshing the braking system is always a good idea. EBC have released their Extreme Pro for road and race use, which is an upgrade to their sintered pad range, and should give sportsbike riders the stopping power they need. £36.23 per pair (www.ebcbrakes.com).
  • Crash protection: Keep an attractive bike looking good by protecting it against scrapes and drops with some Gilles crash mushrooms. They might not help much if it goes cartwheeling through the gravel at Paddock Hill, but they’ll keep plastics out of harms way in low speed incidents. £105 (www.sportsbikeshop.co.uk)

Parts costs

Right hand fairing panel: £262.49
Front brake lever: £52.08
Front right indicator: £34.98

Common faults

Faults on the 03 – 05 R6 seem pretty individual to each bike. The only thing that affects a number of bikes appears to be an issue involving the throttle position sensor. When out on a ride the bike can repeatedly stall when at a standstill, but should fire up again without problem when in neutral. It should be a simple fix at a garage.

Other than that, again the only real complaint from owners is the depth of the paint finish on the bike. Anywhere the rider comes into contact with paint can cause it to rub and end up looking tatty and a respray and new decals can be costly. It might be worth investing in a clear lacquer or plastic film coating to prevent this.

2003 Suzuki GSX-R600

Suzuki GSX-R600

The best of both worlds, but seldom left unmolested

Click to read: 2003 Suzuki GSX-R600 owners reviews

Looking at this Alstare GSX-R600 replica, which was an official Suzuki paint option in 2003, I couldn’t help but warm towards it. There is something about purple and yellow paint schemes that has appealed to me ever since I saw a ‘Smokin’ Joe’s’ NC30 when I was a kid. Then I looked a bit closer and spotted the tell-tale signs of a serial fiddler…

This is the minefield you run when looking at buying a secondhand GSX-R of any capacity. The chances are very high that someone has opened a parts and accessory catalogue, closed their eyes and simply bought everything that their finger lands on – irrespective of the colour or taste levels. Take this bike for example, whose owners appears to also have a sticker fetish. The pink anodised oil filler cap is hideous, the quick release fuel cap both pointless and tacky and the GSX-R grips vulgar.

Aesthetics aside I was quite looking forward to riding the GSXR600, and it didn’t disappoint. While the advance of technology has certainly made 600s better in many aspects, it has also robbed some of character. Not so the GSX-R, this 2003 bike has a very similar feel to the current model and is immediately recognisable a GSX-R. The riding position is sporty yet the bike feels anything but cramped, in fact it feels just the opposite with a large tank and widely spaced clip-ons. Then there is the engine note.

GSX-Rs sound like they mean business. The motor has a rasp and feels light and fast to rev while the airbox roars its approval the higher up the rpm range you explore. Despite feeling a bit strangled in the midrange the GSX-R has far less of a pronounced power band than the Yamaha, yet still has a nice zing at the top end to keep you amused. It doesn’t have the torque of the 636, but the drive is linear with more grunt than the R6, making it far easier work on the road. And the handling echoes this impression.

Despite their reputation for madness, Suzuki GSX-R600s are generally beautifully balanced bikes with precise yet not too sharp handling. Where the R6 threatens to get lively over bumps the GSXR, with its factory fitted damper, never even considers getting out of shape yet still turns with almost the same level of precision as the sportier Yamaha.

Back in the day Niall described it as ‘confidence inspiring,’ an expression that still rings true. You could happily go bonkers on the GSX-R, but should you feel slightly more restrained the chassis is perfectly happy at slower speeds. And just to prove that technology isn’t always a good thing, the gearbox on the GSX-R has that fantastic Suzuki lightness about its action, something that was lost for good with the advent of the slipper clutch.

The GSX-R600 offers a chunk of the ZX-6R’s comfort combined with a dollop of the R6’s handling. But, as with all secondhand GSX-Rs, you have to buy the right bike. Standard is always best and the level of Suzuki finish is fairly poor on older GSX-Rs. Brakes lose all their feel if not looked after and the paint on the wheels flakes off instantly. With some careful shopping around a decent GSX-R will not disappoint, just don’t be taken in by flashy extras.

2003 Suzuki GSX-R600 Essential Info

Prices

From £2,100 (2001, 32,000 miles) to £4,300 (2002, 1,000 miles)

The first of the ‘K’ series of GSX-R600s was a big step forwards for the model, and as such was a popular buy for many sportsbike orientated riders, meaning there is a huge range to choose from on the used market. With such a selection available, there’s no reason to pick up a bike that’s not been cared for. 600s living the hard life they do, with most of their time spent near the redline, means many of the bikes of this age will be tired and well past their best if they haven’t been looked after and service schedules adhered to.

Instant upgrades

  • Exhaust: Suzuki and Yoshimura are synonymous in racing, and while a full system is a bit of an outlay on a second hand bike, an end can will liberate a few extra horses without breaking the bank, as well as improving the bark of the bike. Prices start at £323.40 (www.phoenixnw.co.uk).
  • Screen: Whatever you do, don’t stick a blue screen on a GSX-R. A double bubble screen can be very useful for such a focussed machine though, so go for a clear or smoked one. Italiana make them for £48 (www.motoevolution.co.uk).
  • Undertray: The bulbous look of the early K series GSX-R’s can be tidied up a bit with the fitment of an undertray. Skidmarx make them in black or colour matched, from £119.95 (www.skidmarx.co.uk)
  • Tyres: Used bikes can usually benefit from a fresh set of rubber, and with the Suzuki being a supersport machine grippy tyres are the order of the day. Pirelli Supercorsa SPs are pretty much race tyres for the road so offer all the (dry) grip you could ever want. Not brilliant when it rains but awesome when it doesn’t. Around £270 a pair (www.pirelli.co.uk)

Parts costs

Right hand fairing panel: £435.14
Front brake lever: £44.05
Front right indicator: £30.30

Common faults

The early ‘K’ series bikes are pretty much rock solid in the mechanical department, with the only issues arising from particularly hard use. Riders looking for the fastest, most hardcore bike of the time were drawn to the 600s bigger brother, the legendary GSX-R1000 K1/2, so these would have been the bikes that suffer the most wear and tear.

600s live a hard life with frantic revving and gear changing to find the power though, so while the reliability of most bikes is excellent, it’s still worth checking the bike doesn’t jump out of gear under hard acceleration or that there’s any notchiness in the head bearings. Paint and component finish has been flagged up by owners as the only common weak point.

600s Verdict

VERDICT

The obvious choice of these three bikes is the R6, it ticks all the right boxes and doesn’t feel nearly as dated as the other two. Having been overlooked slightly at its launch due to the all-singing, all-dancing ZX-6R and CBR600RR, the R6 has come back stronger in the secondhand market and now looks a very good buy for a rider who wants a 600 with real sporting potential. You would be fairly unlucky to buy a shabby R6 as the build quality is excellent and they are plentiful, so shopping around should uncover a great bargain. As with all secondhand bikes, don’t just buy the first one you see.

The Kawasaki was the disappointment of this test. I genuinely felt the 636cc engine would prove to be its ace card, but as it turned out while the engine is a gem, the rest of the bike isn’t quite as classy. The Kawasaki hasn’t carried its age well and both looks and feels tired. A well cared for ZX-6R 636 would be a great bike for just killing miles and the occasional sporty weekend away, but it would never match the R6 or GSX-R. If practicality is your thing and you often take a pillion, then search out a 636. Bargains are there to be had, but also consider a GSX-R600, especially if you mostly ride solo.

Despite its reputation as a nutter bike the GSXR600 is remarkably refined. The riding position is comfortable, the engine not a complete screamer and the handling balanced and reassuring. For a do-it-all, the GSX-R is the best of this bunch, but I reckon you would struggle to find one that hasn’t been customised to hell or is showing its age. Like the Kawasaki, Suzuki simply can’t compete with Yamaha on build quality. So which is the best buy? It has to be the R6, yes you will have to live with a bit of a weak midrange, but you get cool looks, excellent handling and a bike that feels anything but old hat, even compared to modern machinery.

Specifications

2002 Kawasaki ZX-6R
Price:
£2,799
Top speed:
151mph Engine: 636cc,16-valve, liquid-cooled inline four
Bore & stroke:
68mm x 43.8mm Compression ratio: 12.6:1
Power:
117bhp at 13,000rpm Torque: 51 lb/ft at 11,000rpm
Front suspension:
43mm RWU forks, preload, compression and rebound adjustment
Rear suspension:
Monoshock, preload, compression and rebound adjustment
Front brakes:
Six-piston calipers, 300mm discs
Rear brake:
Twin-piston caliper, 220mm disc
Dry weight:
185kg (408lbs) Seat height: 820mm Fuel capacity: 18 litres
Colour options:
Green/black, Red/black, yellow/black

2003 Yamaha R6
Price:
£3,799
Top speed:
154mph Engine: 600cc, 16-valve, liquid-cooled inline four
Bore & stroke:
65.5mm x 44.5mm Compression ratio: 12.4:1
Power:
121bhp at 13,000rpm Torque: 50 lb/ft at 12,000rpm
Front suspension:
43mm RWU forks, preload, compression and rebound adjustment
Rear suspension:
Monoshock, preload, compression and rebound adjustment
Front brakes:
Four-piston calipers, 300mm discs
Rear brake:
Single-piston caliper, 220mm disc
Dry weight:
162kg (357lbs) Seat height: 820mm Fuel capacity: 17 litres
Colour options:
Blue, red, silver, yellow

2003 Suzuki GSX-R600
Price:
£3,699
Top speed:
152mph Engine: 600cc, 16-valve, liquid-cooled inline four
Bore & stroke:
67mm x 42.5mm Compression ratio: 12.2:1
Power:
115bhp at 12,700rpm Torque: 50.9 lb/ft at 10,500rpm
Front suspension:
43mm RWU forks, preload, compression and rebound adjustment
Rear suspension:
Monoshock, preload, compression and rebound adjustment
Front brakes:
Four-piston calipers, 300mm discs,
Rear brake:
Twin-piston caliper, 220mm disc
Dry weight:
163kg (359lbs) Seat height: 830mm Fuel capacity: 18 litres
Colour options:
Blue/white, yellow, silver/black