Sports bikes

Most popular sports bikes:

The CBR600 has been one of Honda’s biggest successes and is now in its 15th year. Few bikes can match its longevity, let alone its sales success. But there’s no secret to how Honda has done it.

Where most firms either went full-on race replica in the early days (Yamaha FZR600, for example), or ventured in completely the opposite direction with soft, well-rounded bikes (Suzuki GSX600F), Honda stayed completely neutral, making its CBR as happy on the track as it was touring two-up.

They cut it in races, make brilliant commuters, behave well in town traffic, love twisty roads and plod happily for ever on motorways. And they have enough performance as stock that you’ll arguably never need a bigger bike.

That success means there are several hundred secondhand examples for sale at any one time in the UK and you’ll find many of them in MCN BikeMart.

From the earliest ” jellymould ” examples, now fetching just £1500, to the latest, sharpest CBR600 worth around £5000 secondhand, there’s a CBR to suit most pockets.

Most have little wrong with them. Early ones came with a steel swingarm that rusted if its protective barrier seal was broken. Rear shocks weren’t up to much and neither were fork springs.

Plenty have become dog-eared track day bikes, scruffy around the edges but still willing and capable. A non road-legal version in track trim can be yours for as little as £800.

Pre-1991 CBRs also suffered from rotting exhausts and all engines, up to the current one, should be listened to carefully. They’re usually reliable if serviced properly, but a gentle metallic noise can indicate a worn camchain or seized adjuster.

Discs can wear quickly if used hard, especially if abrasive race pads are fitted. A crunching gearbox is normal and, unless the bike refuses to change ratios relatively easily, isn’t a problem. Rectifiers fail on 1992 and earlier bikes, but remain fairly isolated.

There were reports of camshaft bearing failures on early 1999 models, but only a handful of bikes were affected, and most of those had been thrashed on the track. It wasn’t enough to force a recall – the firm simply told mechanics to tighten the cam cover bolts in a different order and that seemed to cure the problem.

Tuning is popular on all CBRs and includes race cans, race air filters, Dynojet kits, steering dampers and new shocks. Some owners have fitted high-performance coil leads, as the standard ones on earlier bikes weren’t the best.

Tuning firms are kept busy gas-flowing heads, re-cutting valve seats, modifying combustion chamber shapes, raising power on earlier bikes from 92bhp to 108bhp with a race can. You could even fit a 640cc big-bore kit to take that to 114bhp.

The CBR really evolved in 1999 when it got an new frame, engine and bodywork. One of the best improvements, aside from even sharper handling, was an air induction system as a result of racers’ complaints of poor throttle response. It sharpened the bike up noticeably.

The new model’s sharper steering angle makes it more frisky than CBRs of old and more liable to flap its bars at high speeds on bumpy roads. But it’s not a major problem – and is easily cured by fitting a steering damper.

Be aware that if the bike you’re looking at is approaching 16,000 miles, you’re looking at a big bill. That’s when the valve clearances are scheduled to be adjusted and the total cost, along with anything else which needs doing, can be £350 to £400.

But for a combination of performance, comfort and problem-free riding, the CBR takes some beating.

Sports Bike Bargain: Yamaha R6

Apart from the engine capacity, Yamaha’s R6 couldn’t be more different to the CBR600.

While anyone can jump straight on to the relatively mild-mannered Honda and feel at home, the raucous, agile Yamaha is a bike for track fans and fast road riders only.

That more specialised nature means that, while 10,000 have been sold, used prices have begun to fall – all you need is £3450 to buy a late 1998 or early 1999 R6 in good condition.

As long as you’re sure the R6 is what you want, you’ll find it’s astonishingly good at what it’s designed to do. You feel confident grabbing it by the scruff from the very first ride.

You might think such a focused machine would be high-maintenance, but the hard-revving engine has a reputation for being incredibly tough, as long as you don’t skimp on oil changes or fill it up with the corner shop’s own brand lube rather than decent quality stuff. Valve adjustment is scheduled for 26,000 miles, far longer than for most bikes.

Apart from slipping clutches, there’s not much to look for. The finish isn’t the best, but any problems there will be glaringly obvious on first inspection.

It’s what has been done with it rather than the bike itself that you need to look out for. Not surprisingly, ex-race machines abound. Look out for R6s festooned with aftermarket parts – they could be replacing crash-damaged originals.

There’s also a good chance the bike will come with a race can – asking for the original will save you grief come MoT time – and a fair one that it may be a parallel import – check for kph clocks. That aside, if you’re in the market for a track-focused 600 at a bargain price, enjoy.

Other to watch out for:

Kawasaki ZX-6R

Surprisingly similar to a CBR, but with a better engine in later models and sharper handling to boot. Why it doesn’t sell in bigger numbers is a mystery. The launch of the larger-capacity 636cc model for 2002 could make older bikes even more of a bargain.

Price: £2500-£5350

Suzuki GSX-R600

As track-focused as you’re going to get, with a fantastic engine, awesome handling and amazing brakes. The one to buy if you’ve got a race to win, though early ones were peaky, with a flat mid-range. It looks just like its 1000cc brother, and it isn’t much slower, either.

Price: £3000-£5200