Source: MotorcyclistOnline.com
Substantial upgrades for 2024 have made Kawasaki’s ZX-6R a powerful and comfortable companion either on the street or racetrack. (Kawasaki/)Has the death of 600cc supersports been greatly exaggerated? A couple of years ago it sure seemed like the class was going belly-up, but recent upgrades and new motorcycle model launches have rekindled consumer interest in the sportbike group, and 2023/2024′s crop of track-ready middleweights are still well-positioned to carve a local apex near you. Of course, some of the bikes here haven’t changed with the times or are better equipped for street rides, but they’re still formidable weapons on a circuit. We’ve narrowed our choices to a few perennial (if aging) standard-bearers, some newer crossover models, and bikes with commensurate performance, price, and otherwise race-ready attributes.Did we miss one? Drop it in the comments below.Light weight, livable ergonomics, and a 659cc parallel-twin engine good for nearly 90 hp makes Aprilia’s RS 660 a top pick. (Aprilia/)2024 Aprilia RS 660 | 401 lb. | 89.16 hp (as tested) | $11,499The RS 660′s 659cc parallel-twin engine makes it one of the punchiest and most powerful bikes here, and that 270-degree crank gives it a sound unlike any of the others. Not quite a designated supersport, the bike is nevertheless supremely flickable, comes equipped with excellent components, and is less intimidating than some inline-four supersports while still offering a sporty experience. During our track test, we said it offered “engaging engine performance, nimble handling, a relatively low seat height, and roomy ergonomics,” and to keep things in check, the RS 660′s top-shelf electronics include the Aprilia Performance Ride Control (APRC) suite, which is accessed via a full-color TFT display. These IMU-based traction control, wheelie control, engine-brake, and ABS settings are offered in five preset riding modes, and while suspension adjustment is limited to spring preload and rebound damping fore and aft, the standard electronic quickshifter is bidirectional. Throw in the approachable ergonomics, and it adds up to a versatile machine that’s appropriate for day-to-day as well as track riding for seasoned veterans and beginners alike.Honda’s CBR inline-four has ruled this list for many moons now, and it’s still a competent performer on both track or street. (Honda/)2024 Honda CBR600RR ABS | 434 lb. | 97.7 hp (as tested) | $13,199Although Honda just brought a substantially revamped CBR600RR to the European market for 2024, there’s no such luck for the US. In its infinite wisdom, Big Red decided to give us the same CBR sportbike we’ve had for 11 years now, so we’ll focus on that older-gen model’s good points. For one, the CBR600RR’s 599cc inline-four is still good for a healthy 100 hp in stock trim at the rear wheel, and we took note of the “well-calibrated throttle response that is neither too sluggish nor too sensitive…” which was “peppy for a 600, especially off the bottom and through the midrange.” Furthermore, the bike has well-calibrated Showa suspension components with three-way adjustability fore and aft, and dual radial-mounted floating 310mm discs with four-piston calipers offer powerful stops. The Honda remains an agile yet sure-footed steed, but hopefully we’ll see the upgraded model come Stateside as well, because more power and a quickshifter would really be welcome. Although it’s one of the pricier bikes here, Big Red’s offering is still an effective sport riding tool on the track as well as the street.Related: 2024 Honda CBR600RR PreviewMajor upgrades with potent power keep the new ZX-6R at the top of the trackday list. (Kawasaki/)2024 Kawasaki Ninja ZX-6R ABS | 434 lb. | 122 hp | $12,399Kudos to Kawasaki for bringing back a model that was dropped after 2021; new upgrades for 2024 mean the ZX-6R now complies with Euro 5 rules, and we get to reap the rewards in the US. The inline-four engine keeps its existing 636cc capacity, but mechanical tweaks include new cam profiles, a redesigned intake, and new exhaust headers. All those changes drop peak power to 122 hp (on Euro-spec bikes), but it’s unlikely to be noticeable from the outgoing model. Meanwhile, the rest of the ZX-6R’s component list is well suited to life at the track, with the 41mm inverted Showa SFF-BP fork and Uni-Track shock offering rebound, compression damping, spring preload adjustability, with upgraded brakes and four new ride modes—Sport, Rain, Road, Manual—making the scene as well. In an earlier review we appreciated the ZX-6R’s midrange, saying, “it can be lugged as low as 7,000–8,000 rpm and will still pull off corners hard, netting a machine that’s more forgiving to ride than, say, a YZF-R6.” A quickshifter, assist and slipper clutch, and adjustable traction control help to further keep things in check on the track.Respectable power, racetrack focus, and raw charisma make this old-timer a good trackday companion. On the street? Not so much… (Suzuki/)2024 Suzuki GSX-R600 | 412 lb. | 103 hp (as tested) | $11,899Despite being long in the tooth, Suzuki’s long-running 600 still has a number of qualities that have made it a favorite of racers, stunt riders, and enthusiasts for years. Centered around that familiar 599cc inline-four and twin-spar aluminum frame that hasn’t been overhauled since 2011, the GSX-R600 offers an analog experience in an increasingly digital world, yet manages to be relevant where it counts. It starts with the ergonomics, which are decidedly aggressive and racetrack focused. The engine jumps in to deliver a healthy 103 peak horsepower in a high-revving, linear fashion, and Showa’s fully adjustable Big Piston Fork and single shock provide plenty of performance both on track and road. When it’s time to shed speed the radial-mounted four-piston calipers with 310mm discs do the job well up front. Three-way-adjustable footpegs, an electronically controlled steering damper, and aggressive ergonomics further cement this Gixxer’s racetrack intent, but as we noted, the once-mighty supersport could use an upgrade or two; there are only two ride modes, no ABS, and no other aids like traction control or a quickshifter. Yes, we know: There’s something about having that raw connection to the machine.Less racy but more practical (and affordable), we’ve found the R7 to be enjoyable both on and off the track. (Yamaha/)2024 Yamaha YZF-R7 | 414 lb. | 73 hp | $9,199Yes, the YZF-R7′s parallel-twin engine checks in at a displacement of 689cc, so it’s not quite a supersport. Honestly, this was a tough one to include, because in our ride review from 2022, we said the new R model is less racy than the now-retired YZF-R6, but more affordable and easier to use. So is it just an MT-07 wrapped in expensive plastics? Well not quite; the R7 gets a steeper rake, shorter wheelbase, more front end weight bias, and a taller seat. The ergos are more aggressive too, with clip-ons, rearsets, and a tall seat to give you that sporty feeling. A fully adjustable fork lets you tweak settings to suit, though the shock offers just spring preload and rebound damping. The R7′s P-twin is more usable for street riding than the R6′s four, with a modest 73 hp output, though the R7′s far more affordable price tag will go a long way toward learning to love that CP2 engine. While we’ll miss the sharper and racier feel of the four-cylinder R6, the R7 is way more practical for most riders looking to drag a knee.Related: 2022 Yamaha YZF-R7 Review
