WE were stunned! No matter who rode the scorching Kawasaki ZX-6R, no-one could shake off the TDM on ordinary roads.

With any committed rider aboard, the oddball Yamaha proved it can match the hottest real world sports bike at any speed you'll do on the roads.

Whether the tarmac is smooth and sweeping or tight and twisty, the new-look TDM just hangs on in there, and even threatens to pull out in front on rougher roads that have the Ninja's front end flapping. The key to the TDM's sports ability is not that it's blindingly fast. It's the fact the motor is so easy to use and the chassis so predictable. That combination makes it possible to push it much closer to its limits than you ever could on a ZX-6R - unless you're on a race track.

Gas the TDM above 5000rpm at a reasonable lean angle and there's plenty of punch to make the front end go light and the handlebars wag around, but there's no drama or manic tyre sliding, unless the road is slippery.

But grab a fistful of throttle on a ZX-6R exiting a corner at the top of its rev range, around 10,000rpm, and if you're not careful you'll get in plenty of wheelspin, wheelies, a highside and a night in a hospital bed.

So to avoid that you hold back. And while you're holding back, the TDM rider has it nailed. The Ninja's power comes in violently from 10,000rpm to 14,000rpm, which is 1000rpm into the red zone, and the high-revving four-cylinder motor needs plenty of care to use properly, where the punchy twin can be thrashed without drama.

It's best to keep the Yamaha pulling between 5000rpm and 7000rpm. But if you do drop out of this powerband, the motor has the flexibility to bail you out. It pulls very strongly from low down. This is thanks to the new for '96 270 degree crank motor, similar to the Yamaha TRX. Other revisions include new styling, 43mm forks, beefier brakes and a slicker gearbox.

The ZX-6R is torquey at lower revs, too, but doesn't offer the same monster punch as the clean-revving Yamaha, although both will wheelie with just a hint of clutch slip.

The Ninja's 98bhp means it will clear off once the 80bhp Yamaha runs out of steam, but that doesn't really happen until you're approaching 130mph. And if you regularly ride at these speeds you'll need diplomatic immunity to keep your licence for long.

It's easier to find the limits of the TDM's Dunlop tyres going in on the brakes. The forks dive readily compared to the stiffer sports set-up of the Kawasaki, but there's plenty of power at the lever. Even when things get ragged, there's still plenty of room for controlling things before it's too late.

The limits of the TDM's handling are reached sooner. But more relevant is the way the Yamaha lets the rider know well in advance that it is approaching its limits. In contrast, by the time the Ninja cries enough, you're going so fast and hard it's difficult to do much about it.

The TDM's brakes lack the feedback of the Kawasaki's strong set-up, which gets the bike standing on its nose at every corner. The TDM is capable but there's a lot of dive from the forks which smothers messages from the tyre. This diving creates a much bigger problem at night. If you charge up to a corner then grab a handful of brake, the bend is suddenly plunged into darkness as the headlights illuminate the road a few feet in front of you even on main beam.

Ground clearance is the final factor limiting the TDM's cornering ability compared to the ZX-6R. But in the real world, it has plenty. There are few places where you can corner the ZX-6R hard enough to lose the TDM.

The Yamaha twin holds a handling ace up its sleeve with its riding position. The rider is so much higher, it's often possible to see the road around corners still invisible to the crouched Ninja rider. Adapting your riding style to suit the TDM pays dividends. The wide handlebars make it more rewarding to get the weight over the front end to keep it stable in high speed turns.

The ZX-6R remains stable at stupid lean angles and the suspension only needs to be adjusted when the pace gets really hot, and then it can easily be fine-tuned. Only two positions on the TDM's rear shock's rebound adjuster provide useable damping. The first two make it far too stiff, the next two work well, then the remaining 15 give almost no benefit. So there is room for improvement in the TDM's handling. But most of the time, on most roads, at most speeds, it compares extraordinarily well to the excellent Kawasaki.