2004 Reality Bike Shootout Photo Gallery

2004 Reality Bike Shootout

The Suzuki's V-Twin sprints out of the gate with the most power at low rpm before being overtaken once the four-cylinders get spooled up. Note the how the Triumph falls off the pipe from 8500-10,000 rpm, the only flaw in its enjoyable powerband. Click on the image to get full size dyno results.

The V-Twin SV (yellow line) holds a significant torque advantage over the inline-Fours. Note how the FZ6 (blue line) starts off strong before tapering off from 6000-8000 rpm, right in the middle of the powerband. The 599 (red) has the broadest and flattest torque curve. Click the image to view a full size chart.

2004 Honda 599

2004 Honda 599

2004 Honda 599

2004 Honda 599

2004 Honda 599

2004 Honda 599

2004 Honda 599

2004 Yamaha FZ6

2004 Yamaha FZ6

2004 Yamaha FZ6

2004 Yamaha FZ6

2004 Yamaha FZ6

2004 Yamaha FZ6

2004 Yamaha FZ6

2004 Yamaha FZ6

2004 Yamaha FZ6

2004 Triumph Speed Four

2004 Triumph Speed Four

2004 Triumph Speed Four

2004 Triumph Speed Four

2004 Triumph Speed Four

2004 Triumph Speed Four

2004 Triumph Speed Four

2004 Triumph Speed Four

2004 Triumph Speed Four

2004 Suzuki SV650

2004 Suzuki SV650

2004 Suzuki SV650

2004 Suzuki SV650

2004 Suzuki SV650

2004 Suzuki SV650

2004 Suzuki SV650

2004 Suzuki SV650

2004 Suzuki SV650

2004 Suzuki SV650

2004 Reality Bike Shootout

2004 Reality Bike Shootout

2004 Reality Bike Shootout

2004 Reality Bike Shootout

2004 Reality Bike Shootout

2004 Reality Bike Shootout

2004 Reality Bike Shootout

2004 Reality Bike Shootout

2004 Reality Bike Shootout

2004 Reality Bike Shootout

2004 Reality Bike Shootout

Taller riders like Mike sit upright with the SV’s handlebar, while short guys lean forward slightly into the wind.

The Laminar Lip for the FZ6 blends in nicely with the stock windscreen in its clear version, but it wasn’t quite able to quell the turbulence. Note the large grab rails for the passenger.

We hope the Speed Four’s phallic-like intake snorkels don’t get us in trouble with the International Web Police.

The SV almost disappears under its rider to give a real feeling of freedom. Note the stout-looking aluminum frame, revised for the SV in 2003.

The FZ6 gleams at sundown with its stainless steel headers set off against the silver of the petite engine, alloy frame, and silver bodywork.

The micro-fairing on the Triumph’s nose was augmented during part of our trip by a Laminar Lip that greatly extended the wind protection.

Despite Duke’s legs being splayed obscenely, the 599 truly has a narrow midsection.

The Suzuki can steer its way around almost anything. The instrument cluster above the headlight actually helps deflect some windblast.

Gabe has a pretty short inseam, so you could imagine legs of a taller rider getting cramped on the Speed Four.

The FZ’s fairing was welcomed at certain points on our journey, but the large gap between it and a rider’s head causes turbulent airflow.

The 599 works well on smooth pavement but gets unsettled when leaned over in the bumps.

With the lightest weight and the narrowest rear tire, the SV can be man or womanhandled in the turns.

The FZ6 gave Mike, our tallest rider, the most room to spread his lanky limbs.

The bike in the foreground might be playing the part of a hooligan bike but don’t let it fool you. The real troublemaker is the orange one.