february 11, 2004 road test the ultimate ......all-new gsx-r600, honda’s reigning cbr600rr, the...

FEBRUARY 11, 2004 MOTOR CYCLE NEWS 21

ROAD TEST

YAM

AHA

YZF-R

6

(p28

)

KAWASAKI

ZX-6

R

(p26

)

TRIU

MPH

DAYTO

NA

600

(p30

)

HONDA

CBR600R

R

(p22

)

DUCATI

749S

(p30

)

SUZUKI

GSX-R60

0

(p24

)

THE ULTIMATESUPERSPORTSHOOTOUTTHE ULTIMATESUPERSPORTSHOOTOUT

BY TREVOR FRANKLINPICTURES HOWARD BOYLAN

MCN reveals which600 rules – andwhich is best for you...

SO which supersport tool is right for you? Suzuki’sall-new GSX-R600, Honda’s reigning CBR600RR,the heavily-revised Ducati 749S, the head-banging

Kawasaki ZX-6R, easy-going Yamaha R6 or TT-winningTriumph Daytona 600?

We took all six to the south of France for a gruellingworkout, with testers ranging from super-quick raceveterans to medium-paced road riders.

All the bikes were fitted with Metzeler Rennsport streetcompound tyres to ensure a level playing field. Then thetesting began...

Over the next 13 pages, we reveal how each of the2004 supersport tools performed on:l The sweeping bends and tight turns of circuit Du Lucl The twisting, moutainous, undulating and demandingroads around the Gorge du Verdonl The dyno, where we discovered exactly how muchpower and torque these missiles punt out l Bruntingthorpe Proving Ground in Leicestershire,where all the bikes were subject to a gruelling test ofoutright performance.

Read on to discover our test team’s verdict...

HONDA’S CBR600RR is one ofthose rare bikes that connects therider and machine in a pure and

direct way. The only way to better theZen-like feeling of man and motorcyleworking in unison offered by this out-of-the-box CBR, would be a tailor-madefull-on factory supersport tool.

The Honda is super stable and deliversits power in a friendly, usable way lowdown, which inspires stacks ofconfidence. But it also pumps out easilyattainable power in the upper rev range.So you get the best of both worlds:precise and a doddle to ride onemoment, and then it goes banzai thenext. Perfect.

Plant your butt on the firm but notuncomfortable seat, reach forward andgrab the lowish clip-ons and rest bothfeet on the alloy pegs and instantly theCBR feels like it has been part of yourlife for years rather than seconds. Andthen it’s time to ride it.

The next sensation to thrill, is the waythe supple Showa suspension works

hand in hand with the chassis. The stockdamping and spring rates are set on theplush side to take out the worst of thebumps, but still give loads of feedbackthrough the frame, bars and seat. At nopoint did the bike give any indication thesuspension needed any adjustment tothe stock settings on the road.

The real beauty of the CBR’s chassis isits ability to remain poised, even whenyou come off the brakes at the lastminute and throw it into a turn. The

steering is absolutely neutral, giving youthe ability to roll the bike into a turn in asmooth arc.

The strong, conventionally mountedfront stoppers mean late changes ofdirection become par for the coursewhen there’s a gang of bikes on therampage in the sunny south of France.Even with the footpegs’ hero blobsskimming Tarmac, the bike is rocksteady, encouraging you to push harder.

The 599cc motor is more than amatch for anybody with the urge to ridelike a person possessed, or who simplywants to enjoy roads at their own pace.Decent low and midrange drive meansthat living with this bike isn’t the peaky,high-revving ride that supersports bikesused to be associated with.

The CBR’s smooth gearbox lets youswop cogs with ease and precision.Faultless fuelling and a super smooth,vibe-free motor, fool you into thinkingthe motor’s a pussycat. But you’ll find asceaming top-end on this purposefuland accomplished road bike.

THE big surprise out on thetrack was that the Honda’slap times were only good

enough for fourth spot. There are two possible

explanations for this. First, theHonda’s neutral stance meant itwas physically harder, and soslower, to change directionthrough Le Luc’s fast flip-flopchicane. Second, the tall gearingslowed the bike’s drive out of thesecond gear, last turn leading onto the straight. First was too high,leading to sky high revs andminimal drive, while second gearwas too much, so the motor didn’thave enough grunt to react quicklyenough to the rider’s input.

Dropping one tooth on the frontsprocket allows the engine to pullharder in every gear. First gearwheelies off the throttle becomestandard issue when we did this toour long-term CBR last year.

With the bike pushed nearer toits limits on the track, it soon

showed a chink in its armour onstock settings. The bike wallowedwhen hustled quickly from left toright. With a few tweaks of thefully adjustable suspension (seeright), the bike’s tautness and feelwere restored and those limitswere pushed back once again.

Braking to the point where thefront Metzeler was chirping inprotest, the chassis remains totallyunfazed. With the glue-like abilityof the tyres doing their utmost tokeep the bike in contact with theTarmac, and the chassis reinforcingyour confidence, the CBR is fool-proof to ride on a track.

A CBR rider would have to makeone almighty mistake to get theCBR out of shape, or worse.

The riding position is more racer-rep than the original CBR600F.You sit on, rather than in the bike.It also has high footpegs, but theCBR is comfortable whatever themileage covered in a day, whetheron the road or track.

The CBR isprecise and adoddle to rideone moment, andbanzai the next

‘

’

Braking to thepoint where thefront Metzelerwas chirping,the chassisremainedunfazed

‘

’

1st

HondaCBR600RRPRICE: £7299otr POWER: 100.6bhp TORQUE: 41.9ftlb WEIGHT: 169kg SPEED: 160.1mph

On the road

On the track

LIVING in perfect harmony

CBR’S neutral steeringworked against it on

the track

22 MOTOR CYCLE NEWS FEBRUARY 11, 2004

ROAD TEST

DIDYOU KNOW?

Honda’s CBR600RR has the

honour of being MCN’s Machine

of the Year for 2003 – the first

600cc bike to hold this

coveted title

Under the skin

CBR600RR in detail

THE rigid nine-piece cast alloy frame was developed by the firm’s competition arm, HRC. Thefuel tank may look small, but it continues on behind the airbox to keep overall weight low andcentred around the engine.

TURN OVER FOR

SUZUKIGSX-R

SINGLE-EXITunderseat silenceris the best lookingof the bunch

THE clear, easy-to-read tacho is one ofthe most accuratewe’ve ever seen

SHARP and purposefulfront features ram-airinduction scoops whichmimic the RCV racer

HONDA’S Unit Prolinkrear suspensionworks superbly, aswell as looking great

FIT a smallerfront sprocketand first gear

wheelies becomestandard issue

SET-UP GUIDE

MCN’S TRACK SETTINGS:Front pre-load: Three rings showingFront compression: Quarter turn out from fully inFront rebound: Half turn out from fully inRear pre-load: As standardRear compression: Two clicks back from fully inRear rebound: Quarter turn out from fully in

The 45mm forks are great on theroad, but many rivals already haveupside down items. The rear shockis connected to the bottom of theframe via a linkage, which preventssevere shock movement beingtransmitted directly to the frame.Stock settings are fine for up to 14-stone riders on the road, butthings need firming up for the track.



ROAD TEST

THE GSX-R is similar to the CBR inthat it’s stable at all speeds andangles. In fact it is almost too

stable when trying to make high-speedchanges of direction or running agauntlet of switchbacks.

The suspension set-up is on the softside – particularly the forks, which alsohave a lot of travel. As a result, the frontend tends to sit low on its springs andwhen lifting the bike from one angle oflean to another the forks extend andslow up the rate at which the bike canbe hauled over. This softness also dilutesthe feel from the front tyre when hardover and on a neutral throttle while largebumps also provoke the front to ‘nod’before the springs settle.

When you wind on the gas hard out ofa turn, rapid fork extension causes theGSX-R to run wide. If you do the samecoming over a crest in second gear, youget fulsome wheelies.

In short, after the GSX-R lost the frontend on a tight bend it was necessary toadjust the front forks at the roadside.

Thankfully, as the set-up has a decentrange of adjustment, the changes wemade (two full turns of front pre-loadand half a turn extra of compression andrebound) improved it considerably.

Suzuki has really lifted the GSX-R up alevel this year. By listening to owners’comments and responding to them,Suzuki has put right all the old bike’s ills.No where is this more evident than withthe braking system.

Tokico radial-mounted calipers work intandem with a race-like radialmastercylinder to give just as much feelas stopping power – and that’s a lot.

As for the engine, the words ‘steamtrain’ and ‘screamer’ spring to mind. Therev-range is a full 15,500rpm and it’s allas audible from the exhaust can andairbox as it is usable.

The Suzuki pulls very, very cleanly fromlow down and continues pulling. Pick anyspot from 6000rpm up and the GSX-Rwill respond instantly – not with a kickbut with a linear pull. Crack the throttleopen from the off and, thanks to theraucous engine note and faultless drive,you’d swear the GSX-R is the fastest600 ever... and possibly the most buzzyas tingly vibes make their way through tothe bars and frame rails at high rpm.

Not that comfort is much of an issue.The GSX-R’s riding position belies itssupersports styling and its seat issumptuous and soft. Which sums up theGSX-R perfectly: it’s soft – butextremely desirable all the same.

GSX-R600s and race trackshave long been made foreach other. Smooth,

demanding Tarmac is where theSuzuki’s razor-sharp handling, stiffchassis and demonic engine allcome together. It’s equally truewith the latest GSX-R – but withan important difference: you nolonger have to flog the engine toreap the benefits.

Where the old GSX-R had to beat the upper reaches of its revrange to really deliver, the newmotor will cheerfully pull hardfrom 6000rpm. That also meansyou won’t lose as much all-important drive if you have toscrub off speed mid-corner, ormiss a gear (which is highlyunlikely as the gearbox is one ofSuzuki’s very best).

Add those two factors togetherand you will quickly understandwhy the GSX-R posted the secondfastest lap time, just behind thepunchier, bigger capacity ZX-6R.

With the suspension wound uphard for track duty, the GSX-Rtackles any type of corner withease. The suspension gives muchgreater tyre feedback than beforeso it is easier to gauge the limits ofgrip. It is also a master at changingdirection and, all round, almost asneutral and solid as the CBR.‘Almost’ because, although itdoesn’t come over as clearly onthe track, the Honda has a moresorted, solid feel.

One major difference betweenold and new GSX-R is the brakes.The gold anodised calipers aremore than just fashion victims:their stopping power is immense,with real feel, too – a particularbenefit when trailing the brakesgoing into a turn cranked over.

From where we’re sitting, theSuzuki looks to have held on to itsmantle of supersports track king.And now it’s a solid roadperformer, too, it should sell likehot cakes. Welcome back GSX-R.

Crack thethrottle openfrom the off and,thanks to theraucous enginenote andfaultless drive,you’d swear theGSX-R is thefastest 600ever

‘

’The track is where

the GSX-R gels –but now you nolonger have to

flog the engine

‘

’

2nd

SuzukiGSX-R600PRICE: £6849otr POWER: 99.3bhp TORQUE: 44.3ftlb WEIGHT: 161kg SPEED 163mph

On the road

On the track

DIDYOU KNOW?The GSX-R600 accelerates from

0-60mph in 3.12secs – exactly the

same as Kawasaki’s mighty ZX-10R.

Only without the wheelspin.

Or monster wheelie.

GSX-R now has ace low-down drive

TAPE on the indicator holds thelap-timing sensor


Under the skin

GSX-R600 in detail

WITH or without its bodywork, the newGSX-R600 looks virtually identical to its 750and 1000cc big brothers. It shares the samerunning gear as the new 750, but has

nothing in common with the old K3 GSX-R600. Good. Suzuki also managed to shed2kg from the old bike’s weight – now that’ssurely taking everything down to a minimum.

TURN OVER FORKAWASAKIZX-6R

SET UP GUIDEThe GSX-R gets bang up to datewith 43mm USD forks and piggy-back-style rear shock. In standardtrim the forks are way too soft evenfor medium-to-fast road use. Atthe track it wallowed and floppedlike a netted tench. The qualitysuspension package reacts well toadjustment and showed no signs offade after 100-plus laps.

MCN’S TRACK SETTINGS:Front pre-load: Turn in by two additional ringsFront compression: Quarter turn out from fully inFront rebound: Three-quarters of a turn outRear pre-load: As standardRear compression: Three-quarters of a turn outRear rebound: Three-quarters of a turn out

FRONTAL aspect maylook tiny but actuallygives good protectionfrom the wind

SUPERSOFT, super-comfy GSX-R600seat is the best in theclass by far

HEAVILY bracedswingarm is bothseriously rigid andgood looking

NEW radial-mount,gold anodised Tokicocalipers offer superbpower and sensitivity

SUZUKI has lifted itsnew GSX-R600 up to ahigher plane for 2004


ROAD TEST

THE Kawasaki has a stonkingengine. With just a little throttleprovocation it’ll lift the front wheel

in the air, and it fires out of turns quickerthan your gran on her way to the bingo.

If you want an exhilarating ride, thenthe Kawasaki is your boy. There’s a kickat 4000rpm and then it tries to take offat 8000rpm. And it pulls hard from lowdown with impressive glitch-free drive.

The only downer is the stiff action ofthe gearshift, which means you need ahefty nudge of the gearlever toencourage it from first to second andfifth to sixth – the longest movements ofthe gearlever. Finding neutral at standstillis tricky, and we often had to turn themotor off using the kill-switch to helpsnick it home.

Nothing has changed since the bikeappeared a year ago. Not even the rock-hard rear shock – and that’s despitemany protests directed in Kawasaki’sdirection. Not even the heaviest of us(16.5 stone) could make full use of thebike going into and out of the turns.

Hard braking going into the turnsmade the back go light and the rear endchatter. And when piling on the coals onthe way out, the front became veryskittish. Without any give in the rearspring, the ZX would easily spin its rearwheel on cold tyres.

Hasty roadside attention was needed.So we knocked back the rear pre-loadby 6mm, vastly improving the Kawasaki’sride quality. No more being kicked out of

the seat over small bumps, chatter orslides – unless deliberately provoked bythrottle tube abuse. But it has to be saidthe shock is oversprung as standard.Unfortunately, this didn’t drop the raisedback end enough to stop the ZX-6R’sability to smash your pods into the backof the fuel tank under heavy braking.

The first of the 600s to be graced withradial front brakes, those Tokicos are aforce to be reckoned with. Although theyare the same four piston calipers as theSuzuki, they don’t have the same finesseat the lever as the GSX-R, or Honda.They come on with a bang at the firstmovement of the lever. And while hard-core track day junkies will appreciatethem, two other testers (first-time trackriders) would have preferred a softerbite, especially at slower speeds.

The ZX-6R has replaced Yamaha’s R6as the new headbanger’s weapon ofchoice in the 600cc division. It’s asuberb track day tool and a little fiddlingwith the rear shock can turn it into adecent road bike, too.

TAKING the edge off the overfirm rear spring paid dividendson the track. For starters the

rear was considerably more settledgoing into and out of turns, and therear tyre didn’t get cut up as badlyas it did in last year’s 600 group test.

The solid suspension proved itsworth on the track at Le Luc. We hadto adjust it the least and it put theZX-6R on pole position with thefastest lap time.

Only the GSX-R competed as thefirst track choice for experiencedriders. Our two track virgins foundthe way the Kawasaki belts out ofcorners and then tears off down thestraights with minimal throttle actiona bit disconcerting. But if you’re atrack day regular you’ll love it.

Only the R6 could match theKawasaki’s front end for feel.Whether braking or flat stick on itsear, the ZX’s front delivers hugeamounts of feedback.

Where the GSX-R and CBR roll intoturns the Kawasaki falls into the

corners. With minimal suspensionmovement the bike always stays onan even keel but keeps the alreadyhigh-seated rider held high.

With more time on our hands we’dhave liked to play with all the bikes’rear ride height settings, to get themto turn in quicker. While these arethe hottest cookies in the 600ccclass, manufacturers are still playingsafe with suspension and chassis set-ups, so over-eager owners can’ttweak them so much as to makethem ridiculously unstable.

Some may say the ZX-6R’s motor isbrutal. But considering it has a fairwedge of bottom-end shunt and top-end drive, it really is a peach. Butthen it does have a 37cc advantageover the other bikes in this class.Take that away and you’d end upwith a bike that would struggle tomake sense of its race-like chassis.

As it is, this chassis would be morethan capable of handling a 750ccversion of the engine...

Did someone say: “New ZX-7R?”

The ZX-6R fires out of turnsquicker thanyour gran on herway to the bingo

‘

’

The ZX’schassis couldmore thanhandle a 750ccversion of theengine

‘

’

3rd

KawasakiZX-6RPRICE: £7245otr POWER: 102bhp TORQUE: 45.1ftlb WEIGHT: 161kg SPEED 165mph

On the road

On the track

DIDYOU KNOW?

The ZX-6R’s engine capacity

is actually 636cc, 37 up on the rest

of the opposition, and that’s the

main reason it heads the top

speed chart at 165mph!

THE ZX’s race-likesuspension put iton pole position

on the track

ZX-6R is the headbanger’s choice


Under the skin

ZX-6R in detail

THE ZX-6R was the first 600cc bike to comewith upside down forks and radial calipers.And they’re so good Kawasaki has changednothing for this year.

The frame is made from cast and sheet

section aluminium, whereas the Honda andYamaha have modern cast alloy frames.

The 636cc motor is more powerful andfaster than the ZX-6RR, designed to competein the 600cc supersport class.

TURN OVER FORYAMAHAYZF-R6

RADIAL-MOUNTfour-pot calipersgive bags ofstopping power

AN extra 37ccsover the rest ofthe pack makes areal difference

UPSIDE DOWNforks are some ofthe best in thebusiness

ZX-6R is dripping innice touches like thisalloy footpeg anddrilled heelplate

SET UP GUIDENOTHING much wrong here that adecent C-spanner won’t cure. Butthere’s no such thing in the basic cheap‘n’ nasty toolkit. Kawasaki said fromthe off that the ZX-6R is a track-focused machine, but that’s no realreason for the arse and spine janglingrear shock. At least it can be improvedwith a few simple tweaks.

MCN’S TRACK SETTINGS:Front pre-load: As standard Front compression: Three clicks in from standardFront rebound: Three clicks in from standardRear pre-load: Back off to leave 12mm of threadshowingRear compression: Quarter of a turn out from fully inRear rebound: Quarter of a turn out from fully in

HARD-AS-NAILSKawasaki is let downby a rear that is too

hard for the road

The R6 needsto be reinventedwith a tad moreexcitement

‘’

4th

Yamaha YZF-R6PRICE: £7499otr POWER: 100.8bhp TORQUE: 43.7ftlb WEIGHT: 162kg SPEED 161.7mph

On the road

On the track


ROAD TEST

SECURING the third-fastest lap time says twothings about the R6.

First, that the engine is rightup there with the Suzuki andKawasaki in terms of usability– the gearing is spot on, itspins up quickly and powerdelivery is very linear. Second,while it may look understated,beneath the R6’s clothesthere’s a race-inspired chassis.As MCN road tester MichaelNeeves put it: “It might nothave set the fastest time, but itwas the least demanding biketo consistently ride fast.”

It really is easy to ride on atrack. The bike gives youplenty room to move around,although the taller riders on

the test both mentioned thattheir elbows occasionallyclashed with kneecaps.

The level of comfort availablekeeps you composed for lapafter lap after lap. And withcomposure comes confidenceto push harder.

Unfortunately, pushing theR6 really hard does unsettle it.After 15 laps it started towallow on the way out of thetighter turns. And although wefirmed up the suspension forthe track (see above right), therear shock soon reverted to itsoriginal soft state after a bit ofhard use.

There were no obvious signsof fluid leaking, but the shockwas fading. Ten laps later it got

ONCE considered the bully ofthe supersport class, the R6seems to have lost some of

its bite with the introduction of thislatest model last year.

Despite more power, a stiffer castalloy frame and revisedsuspension, the R6 has evolvedinto a practical, comfy sports 600.Three of our testers described it as“just a nice bike”.

The level of comfort offered bythe R6 is unbelievable for a high-performance supersports bike.

Everything you need, such aslevers, bars, and gear lever, feelslike its in the right place.

The riding position iscomfortable, too – slightly tuckedforward but with a lot of roombehind the fairing to move around.

But like the styling and blackpaint scheme, it just isn’t excitingany more. The engine goes quite away to address the R6’s snoozefactor, though. From the off itpumps out solid drive and keepspushing even when you think the

engine is screaming up to the15,500rpm redline.

The gearbox works as it wasintended. Not that you’d notice.The motor is so tractable, you justlet it do all the work.

Adding to the R6’s feel-goodfactor is a front end that instillsconfidence, for experienced andinexperienced riders alike. The R6tips in with the speed of a racer,but with the stability of a road bike.

You also get a lot of feedbackfrom the front, and that’s on the

slightly soft stock settings. The rearshock also borders on the soft sideand does require tweaking if you’rea regular at the pie shop.

Yamaha talks about retaining theR-family’s silhouette in its stylingexercises. But the R6 has got tothe point where it needs to bereinvented with a tad moreexcitement, like Honda andKawasaki has done. If it doesn’t,then the R6 is in danger of losingits supersport status like the oldHonda CBR600F.

DIDYOU KNOW?

The R6’s Deltabox III frame is made

entirely of cast alloy, formed by a

high pressure casting technique,

and only has two welds holding

it all together.

R6 combines a slickgearbox with a verywilling motor

R6 gives you plenty of roomto move around, but tallerriders found their knees andelbows met occasionally

YZF-R6 in detail

TURN OVER FORTRIUMPH DAYTONAAND DUCATI 749S

CAST alloyswingarm is awork of art

YAMAHA motor isquick revving andextremely tractable

FRONT END givesbags of feedback,even at extremelean angles

SET-UP GUIDEAS a rule the forks and rearshock work fine on the road andat the track after the usualfirming-up exercise. Up to thepoint when the rear shockstarted to fade it was workingwell and giving plenty of feel. Thepre-load adjuster on the R6 isalso the easiest to get at, savingon skinned knuckles.

MCN’S TRACK SETTINGS:Front pre-load:Five rings showingFront compressionFour clicks out from fully inFront reboundThree clicks out from fully inRear pre-loadOne notch up from standardRear compressionFour clicks out from fully inRear reboundSeven clicks out from fully in


to the point where thecompression and rebounddamping had to be set tomaximum. And so the R6 carriedon with an occasional wiggle andits back end a little lower thanwe’d have liked – peg scrapingwith masses of sparks was adoddle.

The shock problem was notsomething we’ve encounteredon a R6 before, but it did regainsome damping force after a 30-minute cool down period.

Surprisingly, the fading shockmade no noticeable differenceto the beautifully polished andeasy way the R6 dives into turnsand picks up on the way out.Knee sliders will be a must fortrack day aficionados.

Under the skin

THE frame, detachable sub-frame andswingarm are made entirely from cast alloy –only two welds are used on the frame. Nofashionable radial brakes here, but the

Sumitomo calipers are machined one-pieceitems. The R6’s stacked gearbox means thatthe gearshift selector shaft has to passthrough the frame.

SET-UP GUIDE

6th

Ducati 749SPRICE: £9795otr POWER: 103.3bhp TORQUE: 56ftlb WEIGHT: 199kg SPEED 161.5mph


ROAD TEST

SUBLIME handling, comfortableand good looking are what testerstypically said about the Triumph.

The suspension borders on being soft,yet still gives you a lot of informationabout what’s happening to the bike.

The chassis is equal to any of theother bikes on this test. What the enginelacks in power is made up for by thebike’s ability to cope with late breakingon the way into bends.

The tall screen, low pegs and fairlyhigh clip-ons give the R6 a run for itsmoney when it comes to outrightcomfort on a long run, which fits withTriumph’s ability to make purposefulroad-biased bikes.

But in this modern supersport class, abike needs an engine to match thechassis. On the twisting back roads ofFrance, the other bikes weren’t able topress home their power advantage and

the Triumph rider could make use of thebike’s fine handling. But on fast, balls-out runs, the Daytona was left behind.

The gearing may be to blame for this.The bike is so obviously over-geared inthe upper ratios. And this is combinedwith the least powerful motor on thetest and the slow way it builds to thelowest rev ceiling of the group.

So we had to flog the Daytona hard.But thankfully Triumph’s build qualityshone through and it ran just the sameat the end of the test as the first day.

Testers liked the Daytona’s angled andsharp styling and its Manga cartoon‘face’ made us all smile.

The 600 in Triumph’s range doesn’tquite cut it as a full-on supersportmachine. But the fact that it beats theDucati in this test says this is not a biketo be dismissed too readily. We all likedit a lot…

GIVEN that circuit Du Luc isshort and twisty, weexpected the Triumph to do

well. And it didn’t disappoint,with a best lap time of 59.4secs,matching the Ducati 749S.

It took some gutsy braking andearly throttle application to do it.But it says a lot about how well-balanced and sorted the bike’schassis is, because it never tieditself in big knots or stressed theMetzeler Rennsport tyres.

The first run out on the tracksoon showed the stock suspensionwould be in trouble as the pacehotted up. But after a fewadjustments the Daytona feltnearly as complete and as taut asthe CBR, but lacking the sharpsteering of the R6 or ZX-6R. Moreforce is needed through the bars

to get it over, but they’re quitehigh and wide, so are just right forwrestling the Daytona from side-to-side.

A few more tweaks were neededto stop it wallowing at the rearwhen changing of directionquickly, but we eventually got itnear perfect (see right).

But the Daytona still ran out ofpuff on the straights, letting theother bikes nip past.

What the Triumph would begood for, though, is for first timerson the track. It’s more forgivingthan razor-sharp, high-revvingbikes from Honda and Suzuki. Thechassis can also cope with a bit ofham-fistedness, while the engineperformance isn’t half asintimidating as, say, the rip-snorting Kawasaki.

5th

On the road On the track

DIDYOU KNOW?A Triumph Daytona, in the hands

of Bruce Anstey and team ValMoto,

won the 2003 IOM Junior TT in its

first year of production –

Triumph’s first TT win for

nearly 30 yearsTriumph Daytona

DIDYOU KNOW?

The 749S used the least amount

of fuel. It averaged 46.3mpg

thanks to its ridiculously tall

gearing. But it’s just as well – the

tank only holds 15.5 litres.

PRICE: £6349otr POWER: 94.9bhp TORQUE: 42.9ftlb WEIGHT: 165kg SPEED 157mph

THE Daytona’s front is soft overthe bumps and under braking,and gives great feel. The rearshock let the side down at thetrack by running out of reboundadjustment, but it could havebeen a touch tired after being onthe receiving end of nearly 5000demonstrator miles.

MCN’S TRACK SETTINGS:Front pre-load:Six adjustment rings showingFront compression:One click out from fully inFront rebound:Two clicks out from fully inRear pre-load:16mm of thread showingRear compression:Two clicks back from fully inRear rebound:Fully in

TRIUMPH’Sunintimidating 600

could be perfectfor first-timers on

the track

OUR first foray on to French Tarmacwas a wet one. And there was frostready to catch out the unwary in

the shadows. Surely not the rightconditions to ride a lumpy V-twin withheavy clutch and throttle? But the Dukewas a model student.

The Ducati’s ability to hoof out bigdollops of torque at low revs ensured therear Rennsport dug in to give quiteserious angles of lean in the wet. And itwas eager to let its horsepower andtorque loose very early in the rev range.

But while the 749S is eager to kick offmuch earlier than the in-line fours, themultis clawed this advantage back withtheir longer-lasting rev ranges, and lowergearing. When the Duke gets up to115mph it starts to relax. Sixth gear is

more like an overdrive. Its best top speedfigure going into a slight headwind wasachieved in fifth, rather than sixth, gear.

The Duke is ridiculously stable andgives superb feedback, while remainingsupple and compliant.

Where the Ducati comes unstuck isturning into tight corners. The front isreluctant to take the line you want andthe bike has a tendency to run wide.Swift changes of direction require a lot ofrider input on the bars.

With all that stability and feel, youleave it to the last moment beforehauling on the Duke’s front brakes. Itnever gets out of shape, so you brakelater and later. But the price you pay forthe stability is that it takes a great deal ofmuscle to get the Duke to turn in.

On the road On the trackTHE Ducati 749S’s stability

became a proper headacheon the track.

In the slower turns the front endwould push hard and run wide.Then the rear tyre would try tobreak away when you got on thegas. Either the Duke is extremelyfront heavy or the 1420mmwheelbase is at fault.

Extra rear ride height (5-8mm)would have helped, but it takesmore than the standard tool kit todo this. Ducati seems to have setup the 749 and 999 for stabilityon the road, but it needs a bit oftweaking to get things workingbetter on the track. But you reallyneed some decent tools and

careful setting up to get it right.The 103bhp engine fires it out of

corners even faster than themighty ZX-6R, but it had to benearly upright before the tapscould be fully opened.

Whoever was on the Ducati,always pulled in and saidsomething like: “It wasn’t as badas this on the road.” And theywere right.

Somewhere there is a Ducati749S that turns on a Euro, doesn’tfeel like a ponderous dinosaur ona track and has lower final drivegearing that allows the motor topull in every gear until it revs out.Unfortunately, it wasn’t with us atcircuit Du Luc.

YOU get Showa suspension frontand rear. It’s quality kit, but needstime and careful adjustment toget it right. And you’ll need aproper set of spanners to adjustthe rear ride height.

MCN’S TRACK SETTINGS:Front pre-load:Two turns in from standardFront compression:Six clicks back from fully inFront rebound:Seven clicks out from fully inRear pre-load:As standardRear compression:Quarter of a turn back fromfully inRear rebound:Half a turn out from fully in

SET-UP GUIDE

Under the skin

749S in detail

THE tubular-steel trellis frame looks out of place amongall the other alloy beam frames, but if it didn’t work wellDucati would have given up on the design years ago.

Every bike in Ducati’s range has the trademark trellisframe – including its MotoGP and WSB race bikes – andthis one houses a thoroughly modern V-twin engine.

BEAUTIFULLY craftedtop yoke reminds youthis is a Duke

THE only V-twin on thetest is laden with hugegobbets of torque


Under the skin

Daytona in detail

THE running gear and dual-beam frame look every inchas sorted as its competitors’. The Triumph’s fuel injectionhad no glitches anywhere along its power curve. The

Triumph-branded four-pot front calipers look dated inthis company, but they work well, especially at the track,where hard use kept the discs up to temperature.

CUTE cartooncharacter frontraised smiles

TURN OVER FOR PERFORMANCE DATA AND SPECS

REAR neededcareful tweaking toget it right on track

DUKE’S punchy V-twinmotor fires it out of turns

20

40

60

80

100

120

bhp/ftlb

0RPM 4000 6000 8000 10,000 12,000 14,000 16,000

10


ROAD TEST

Performance ANALYSIS

L E LUC is a small village in theSouth of France, about anhour’s drive from St Tropez.

It also happens to have a smallprivately-owned 1.5-mile racecircuit on its outskirts which isbathed in sun most of the year.

It’s a perfect testing venue for600s, with a mix of tight, secondgear corners and flowing fourthgear turns. There are also twoheavy braking points, one ofwhich is done on the lean (see 1).

Best British comparison? A bitlike the the Brands Hatch shortIndy circuit – but flatter.

THERE’S no substitute for cubic capacity – as the ZX-6R(636cc) clearly demonstrates by posting the fastest lap.That said, it got a decent run for its money from the newGSX-R. But perhaps just as significant is how close all thebikes were. Just one second difference covered all themachines, which speaks volumes about how competitivethe class now is. Only a longer, tougher track would makethe differences any greater.

THE ZX-6R wins the ‘top speed on the straight’ award and where itdoesn’t (sector 1) can be attributed to braking earlier because it wascarrying a higher speed.

POWER AND TORQUE CURVES

PEAK POWER- CBR600RR 100.6bhp @ 13,500rpm- GSX-R600 99.3bhp @ 13,100rpm- ZX-6R 102bhp @ 12,700rpm- YZF-R6 100.8bhp @ 12,400rpm- DAYTONA 94.9bhp @ 12,600rpm- 749S 103.3bhp @ 10,500rpm

ACCELERATION TEST

YAMAHA’S claims that the R6 spins up quicker than the rest are proven with the second shortest time taken to hit150mph – the bigger capacity ZX-6R just edges it out. Even so, the GSX-R has the beating of all of them up to 70mph.

CBR600RR GSX-R600 ZX-6R YZF-R6 DAYTONA 749SSPEED TIME DISTANCE TIME DISTANCE TIME DISTANCE TIME DISTANCE TIME DISTANCE TIME DISTANCE(MPH) (SEC) (M) (SEC) (M) (SEC) (M) (SEC) (M) (SEC) (M) (SEC) (M)

10 0.66 1.33 0.58 1.15 0.67 1.32 0.60 1.34 0.87 1.72 0.61 1.3220 1.22 5.05 1.06 4.35 1.18 4.76 1.15 4.99 1.38 5.17 1.19 5.1930 1.79 11.45 1.55 9.83 1.68 10.31 1.66 10.65 1.91 11.08 1.70 10.9340 2.34 19.99 2.04 17.60 2.18 18.03 2.16 18.56 2.42 19.13 2.21 18.8150 2.85 30.37 2.57 28.28 2.68 28.11 2.72 29.74 2.97 30.01 2.72 29.1160 3.41 44.02 3.12 41.64 3.20 40.99 3.24 42.58 3.59 45.43 3.46 47.6070 4.02 61.89 3.84 62.96 3.88 60.85 3.95 62.93 4.41 69.29 4.21 69.3380 4.90 91.46 4.54 86.31 4.59 84.66 4.66 86.87 5.19 95.18 5.26 104.8490 5.80 125.76 5.36 117.74 5.38 114.58 5.49 118.63 6.30 137.53 6.30 144.46100 6.89 171.98 6.45 163.71 6.43 158.82 6.53 162.82 7.43 185.45 7.45 193.41110 8.17 232.11 7.60 217.57 7.60 213.92 7.71 218.18 8.97 257.30 9.03 267.66120 9.82 317.26 9.17 298.09 8.98 284.64 9.36 303.10 10.88 356.35 10.72 354.50130 11.98 437.63 11.26 415.68 10.89 391.83 11.19 405.55 13.22 487.33 13.39 503.68140 15.33 640.82 13.77 567.14 13.15 529.07 14.00 575.30 16.65 695.27 17.28 740.14150 20.53 979.56 18.21 855.88 16.93 774.13 18.17 846.95 24.20 1185.43 22.68 1091.97160 33.41 1879.07 25.14 1337.91 24.81 1322.86 27.26 1478.79 - - 32.45 1773.88

TOP GEAR ROLL-ON

GIVING a bike the gearing to suit its power delivery is a challenge. Too tall gearing shows with a poor time (see the 749Sand Daytona). The GSX-R’s figures, meanwhile, reveal that a lot of thought has gone into its gear ratios.

CBR600RR GSX-R600 ZX-6R YZF-R6 DAYTONA 749SSPEED TIME DISTANCE TIME DISTANCE TIME DISTANCE TIME DISTANCE TIME DISTANCE TIME DISTANCE(MPH) (SEC) (M) (SEC) (M) (SEC) (M) (SEC) (M) (SEC) (M) (SEC) (M)

40 0 0 0 0 0 0 0 0 0 0 0 050 2.10 42.22 1.90 38.08 2.20 43.80 2.45 48.98 2.45 48.91 2.10 42.3660 4.10 91.29 3.65 81.15 4.10 90.42 4.30 94.35 4.55 100.53 4.20 94.0070 6.15 150.76 5.66 139.21 6.05 147.03 6.20 149.65 6.90 168.80 6.60 163.9180 8.20 219.51 7.55 202.90 8.05 213.94 8.05 211.68 9.25 247.63 9.30 254.4190 10.30 299.32 9.55 278.95 10.00 288.00 9.95 283.95 11.90 348.48 12.05 359.08100 12.40 388.58 11.45 359.57 11.75 362.46 12.15 377.46 14.55 461.00 15.00 484.39110 14.90 506.06 13.40 451.18 13.75 456.50 14.20 473.68 17.95 621.04 17.80 616.06120 17.30 629.49 15.45 556.59 15.80 562.05 16.30 581.91 22.30 844.98 21.20 791.17

STANDING QUARTER-MILE ACCELERATIONTHE Kawasaki’s peaky power is ahandicap here as it wheelies awayfrom the lights every time, losingvital fractions of a second. Onceagain the Suzuki makes a play forthe title with its exceptional drive –the result of the gear ratios beingwell-matched to the bike’s powerdelivery.

11.15sec

11.75sec 123.76mphDAYTONA

11.60sec 122.45mph 749S

Terminal speed Time to cover 1/4-mile

11.40sec 126.35mph

11.05sec 128.15mph

CBR600RR

GSX-R600

11.10sec 130.08mph ZX-6R

YZF-R6 129.58mph

TOP SPEEDON average all the bikes except forthe Daytona ran 12mph slowerthan the given speedo figure. TheDaytona’s, meanwhile, displayed amassive 175mph when the actualmeasured speed was 156.9mph.Also note how the Triumph took37.8sec to achieve it – the ZX-6Rclocked 165mph in just 36sec.More power, Triumph, please. Ormore cubes...

32.05sec

37.80sec 156.99mphDAYTONA

38.95sec 161.59mph 749S

Top speed Time taken to reach top speed

35.20sec 160.11mph

36.40sec 163.02mph

CBR600RR

GSX-R600

36.10sec 165.03mph ZX-6R

YZF-R6 161.75mph

BRAKING FROM 70-0MPH

THE Triumph wins something atlast and in glorious style, with theshortest distance covered beforepulling a mini-stoppie. The ZX-6R’sbrakes were amazing on the track,but then that’s when they’re fullyup to working temperature.

3.80sec

3.50sec 46.63mDAYTONA

3.59sec 48.66m749S

Distance covered Time taken

3.88sec 50.63m

3.63sec 49.29m

CBR600RR

GSX-R600

3.84sec 50.17mZX-6R

YZF-R6 48.90m

On track – Le Luc, France

CBR600RR GSX-R600 ZX-6R YZF-R6 DAYTONA 749SSECTOR SPEED SPEED SPEED SPEED SPEED SPEED

(MPH) (MPH) (MPH) (MPH) (MPH) (MPH)1 88.81 88.61 87.90 86.62 87.48 86.782 38.76 43.23 42.93 43.87 41.46 38.503 62.01 62.76 64.04 60.41 62.03 61.944 74.86 75.49 75.60 73.68 76.79 75.405 75.35 76.05 72.40 75.01 72.07 75.816 67.89 69.27 67.35 66.94 63.48 66.847 61.91 57.19 58.35 58.31 61.93 60.148 61.77 62.51 61.66 61.70 62.31 60.209 96.74 98.17 94.14 94.36 91.38 95.9910 118.11 120.74 121.47 120.12 115.87 116.0411 42.72 42.14 39.12 43.66 39.59 41.9112 121.05 124.08 125.61 121.31 116.73 117.99

0:59.40secDAYTONA

0:59.40sec749S

0:58.95sec

0:58.25sec

CBR600RR

GSX-R600

0:58.15secZX-6R

YZF-R6 0:58.55sec

BEST LAPSECTOR TIMES

2

1

3

412 5

6 7

8

911 10

THE Ducati 749S leaps out ofthe page at you visually andthat’s exactly the way ithappens on the road, too.The Duke’s big V-twin pulsesproduce big torque andpower but far earlier in therev range. The competition isquick to catch up, though, byhanging on to their power forlonger before tailing off.

PEAK TORQUE- CBR600RR 41.9ftlb @ 11,200rpm- GSX-R600 44.3ftlb @ 11,000rpm- ZX-6R 45.1ftlb @ 10,700rpm- YZF-R6 43.7ftlb @ 11,500rpm- DAYTONA 42.9ftlb @ 11,100rpm- 749S 56ftlb @ 8400rpm

TORQUE is the amount ofwork the engine has to do toproduce power (bhp). In thiscase the Ducati works hardvery early on and over ashorter rev range, and that’swhy we say it punches out ofcorners. The Honda worksless but for far longer andthat’s the reason that it hastall gearing.

OVERALL LENGTH: 2050mmRAKE: 24.6°

HEI

GH

T: 1

135

mm

WID

TH: 6

60

mm

OV

ER S

EAT:

182

4m

m

FUEL: 33.4mpg, 18 litres, 132miles

WEIGHT: 165kg (363lb)

795mm

840mm 470mm

TRAIL: 89.1mm

OVERALL LENGTH: 2030mm

WHEELBASE: 1420mm

RAKE: 23.5°/24.5°

HEI

GH

T: 1

08

0m

m

WID

TH: 6

80

mm

FUEL: 48mpg, 15.5 litres, 160 miles

TRAIL: 91/97mmWEIGHT: 199kg (438lb)

OV

ER S

EAT:

18

00

mm

840-860mm

385-400mm 805-825mm


DUCATI ST3 v HONDA VFR v TRIUMPH SPRINT ST

SPORTS TOURERSTESTED TO THE

LIMIT

GOING THEDISTANCE

SPECIFICATION:Engine: Liquid-cooled, 748cc (90 x58.8mm) 8v four-stroke 90° V-twin.Fuel injection. Six gearsChassis: Steel trellisFront suspension: 43mm forks,adjustable for pre-load, rebound andcompression dampingRear suspension: Single shock,adjustable for pre-load, rebound andcompression dampingTyres: 120/70 x 17, front, 180/55 x 17,rearBrakes: 2 x 320mm front discs withfour-piston calipers, 240mm rear discwith two-piston caliper

PROS l Motor’s low down punch l Plus it now also has the top end to match l Yellow paint makes the most of the oddball styling

CONS l Slow steering means it is hard work around a track l V-twin engine note sadly muffled by emission rules l Fuel tank too small 90%

DUCATI 749S£9795Available: Now. Two yearsunlimited mileage warranty, twoyears roadside recovery Colours: Red, yellowNew for 2004: Revised engineInsurance group: 16 (of 17)Info: Ducati: 0845-1222-996

Note: Two-seat and single-seatversions available at same price.Weight includes all fluids except fuel.

SPECIFICATION:Engine: Liquid-cooled, 599cc (68 x 41.3mm), 16v dohc four-strokein-line four. Fuel injection. Six gearsChassis: Aluminium twin sparFront suspension: 43mm forks,adjustable for pre-load, rebound andcompression dampingRear suspension: Single shock withrising rate linkage, adjustable forpre-load, rebound and compressiondampingTyres: Front 120/70 x 17, rear 180/55 x 17Brakes: 2 x 308mm front discs withfour-piston calipers, 245mm rear discwith single-piston caliper

PROS l Superb handling and steering l British badge attracts admirers l Superb brakes

CONS l Motor breathless at top end l Vibration felt through the bars can make riders’ hands fall asleep 90%

TRIUMPHDAYTONA 600£6349 otrAvailable: Now. Two yearsunlimited mileage warranty,one year’s RAC coverColours: Yellow, silver, redNew for 2004: Colourchanges onlyInsurance group: 14 (of 17)Info: 01455-251700

OVERALL LENGTH: 2010mmRAKE: 24°

HEI

GH

T: 1

115

mm

WID

TH: 6

95

mm

OV

ER S

EAT:

18

80

mm

FUEL: 36.5mpg, 18 litres, 145 miles

TRAIL: 95mm


765mm

790mm 454mm

WHEELBASE: 1390mm

SPECIFICATION:Engine: Liquid-cooled, 599cc (67 x 42.5mm), 16v dohc four-strokein-line four. Fuel injection. Six gearsChassis: Aluminium twin sparFront suspension: 45mm forks,adjustable for pre-load, rebound andcompression dampingRear suspension: Single shock with rising rate linkage, adjustable for pre-load, rebound and compressiondampingTyres: Front 120/70 x 17, rear180/55 x 17Brakes: 2 x 310mm front discs withfour-piston calipers, 220mm rear discwith single-piston caliper

PROS l Chassis finesse and ride quality makes it number one l Looks every bit as good as the MotoGP bike it’s based on

CONS l Overgeared final drive ratio spoils track ability l People will class it as ‘just another Honda’ 97%

HONDACBR600RR£7299 otrAvailable: Now. Two yearsunlimited mileage warranty, two years AA coverColours: Red, black, candyblueNew for 2004: No changesInsurance group: 15 (of 17)Info: 0845-200-8000

NEXT WEEK IN MCN

SPECIFICATION:Engine: Liquid-cooled, 636cc (68 x 43.8mm), 16v dohc four-strokein-line four. Fuel injection. Six gearsChassis: Aluminium twin sparFront suspension: 41mm upside-down forks, adjustable for pre-load,rebound and compression dampingRear suspension: Single shock withrising rate linkage, adjustable forpre-load, rebound and compressiondampingTyres: Front 120/65 x 17, rear 180/55 x 17Brakes: 2 x 280mm front discs withfour-piston calipers, 220mm rear discwith two-piston caliper

PROS l Stonking engine delivery l Excellent front end feedback l Styled to pull looks from 1000 yards l Braking excellence at the track

CONS l Harsh standard rear shock settings l Seating arrangement is high so the rider gets walloped by windblast 95%

KAWASAKIZX-6R£7245 otrAvailable: Now. Two yearsunlimited mileage warranty.Kawasaki Riders Clubmembership, which includesone year’s RAC coverColours: Green, blue, silverNew for 2004: Colourchanges onlyInsurance group: 15 (of 17)Info: 01628-851000


WHEELBASE: 1400mm

RAKE: 24.5°

HEI

GH

T: 1

110

mm

WID

TH: 7

20

mm

OV

ER S

EAT:

192

0m

m

FUEL: 31.5mpg, 18 litres, 125 miles

TRAIL: 95mm


790mm

448mm792mm

WHEELBASE: 1395mm


WHEELBASE: 1390mm

RAKE: 24°

HEI

GH

T: 1

145

mm

WID

TH: 7

15m

m

FUEL TANK: 17 litres

SPECIFICATION:Engine: Liquid-cooled, 599cc (67 x42.5mm), 16v dohc, in-line four-cylinder four stroke. Fuel injection. SixgearsChassis: Aluminium twin spar.Front suspension: 43mm upside-down forks, adjustable for pre-load,rebound and compression dampingRear suspension: Single shock,adjustable for pre-load, rebound andcompression dampingTyres: Front 120/70 x 17, 180/55 x 17rearBrakes: 2 x 300mm front discs withradial four-piston calipers, 220mmrear disc with twin-piston caliper

PROS l Good midrange and top-end drive l Responsive chassis l Best Suzuki brakes so far

CONS l Soft standard suspension settings l Squidgy seat reduces the peg-to-seat space and cramps taller riders’ knees 96%

SUZUKI GSX-R600£6849Available: Mid to late February.With 24 months unlimitedmileage warranty, 12 months AArecoveryColours: Blue/white, yellow,black.New for 2004: New modelInsurance group: 14 (of 17) Info: Suzuki UK: 0500-011959


OV

ER S

EAT:

18

00

mm

770mm

450mm820mm

TRAIL: 93mm

OVERALL LENGTH: 2025mmRAKE: 24°

HEI

GH

T: 1

09

0m

m

WID

TH: 6

90

mm

OV

ER S

EAT:

18

40

mm

FUEL: 35mpg, 17 litres, 130 miles

TRAIL: 86mm


750mm

870mm 390mm

SPECIFICATION:Engine: Liquid-cooled, 599cc (65.5 x 44.5mm), 16v dohc four-stroke in-line four. Fuel injection. SixgearsChassis: Aluminium twin sparFront suspension: 43mm upside-down forks, adjustable for pre-load,rebound and compression dampingRear suspension: Single shock withrising rate linkage, adjustable forpre-load, rebound and compressiondampingTyres: Front 120/60 x 17, rear 180/55 x 17Brakes: 2 x 298mm front discs withfour-piston calipers, 220mm rear discwith two-piston caliper

PROS l Comfortable for a supersport machine l Willing engine response l Stability at all angles

CONS l Styling doesn’t excite like the others l Rear shock suffers from fade l A bit ‘Jack of all Trades’... 93%

YAMAHA R6£7499 otrAvailable: Now. Two yearsunlimited mileage warranty,one year’s RAC coverColours: Red, blue, greyNew for 2004: Colourchanges onlyInsurance group: 15 (of 17)Info: 01932-358000

WHEELBASE: 1380mm

A W A K E N Y O U R S E N S E S

CHANNEL ISLANDSJersey Bikers 01534 736531Guernsey Trev’s Motorcycles 01481 246463ENGLANDAvon City Motorcycles Ltd 01179 793377Buckinghamshire On Yer Bike Ltd 01296 655999Cheshire Road & Racing Motorcycles 0161 366 5167Dorset Three Cross Motorcycles Ltd 01202 824531Essex John E Vines Ltd 01268 775485Exeter Italian Motorcycle Company Ltd 01363 774499Isle of Man Paul Dedman Performance 01624 812390Kent Powerhouse Motorcycles Ltd 01233 665520Kent Red Dog Motorcycles Ltd 01732 863636Kent JD Scooters & Motorcycles Ltd 01634 855765Leicestershire Planet Bikes 01162 442000Lincolnshire Italia Moto Ltd 01522 511851

London Harry Nash Motorcycles & Scooters 0208 7482837London Jack Nice Motorcycles 0208 520 1920South Yorkshire Cusworth’s Bikes 01302 814444Staffordshire D K Motorcycles 01782 861100Suffolk Orwell Motorcycles Ltd 01473 257401Sussex (West) Red Dog Motorcycles Ltd 01444 248848Tyne & Wear M & S Motorcycles 0191 2610121Wiltshire DMA Racing 01666 510456Yorkshire (West) Earnshaw Motorcycles 01484 421232NORTHERN IRELANDCounty Down R R Motorcycles & Marine 02841 772225SCOTLANDLothian Moto-Cal (Edinburgh) 0131 552 8666WALESConway Woods of Abergele 01745 822922Dyfed Garland & Griffiths Motorcycles Ltd 01437 768434

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