| SR RATINGS |
HONDA
CBR600RR |
KAWASAKI
ZX-6R |
SUZUKI
GSX-R600 |
TRIUMPH
DAYTONA 675 |
YAMAHA
YZF-R6 |
| Fun to ride |
8.8 |
9.4 |
8.5 |
9.3 |
8.3 |
| Quality |
9.5 |
9.0 |
9.0 |
8.7 |
9.0 |
| Instruments and controls |
8.8 |
8.8 |
9.2 |
8.5 |
8.8 |
| Ergonomics |
9.0 |
8.9 |
9.2 |
8.2 |
8.9 |
| Chassis and handling |
9.0 |
9.5 |
8.8 |
8.6 |
9.0 |
| Suspension |
9.2 |
9.5 |
8.8 |
8.8 |
9.0 |
| Brakes |
9.0 |
9.5 |
8.5 |
9.0 |
8.4 |
| Transmission |
9.0 |
9.0 |
8.7 |
9.0 |
9.0 |
| Engine power |
8.7 |
9.5 |
8.5 |
9.4 |
8.9 |
| Engine-power delivery |
9.0 |
9.4 |
8.8 |
9.5 |
8.4 |
| Total |
90.0 |
92.5 |
88.0 |
89.0 |
87.7 |
Although the Daytona 675 gets the jump in the 60-80 mph top-gear roll-on due to its monster torque and short gearing, it quickly loses ground to both the Honda (due to its shorter gearing) and the Kawasaki once past 80 mph. The Suzuki (gearing) and the Yamaha (powerband) both bring up the rear.
On the dyno graphs, the Triumph looks like it should have a huge initial advantage, but the acceleration graphs (thrust and dragstrip) tell a different story. The ultra-tall race kit first gear that now comes standard with the Daytona 675 effectively kills off its acceleration advantage off the line, and its relatively slow-revving engine doesn't transform as much of the additional horsepower into acceleration as expected. The Kawasaki, Suzuki, and Honda are all fairly evenly-matched until top end where the ZX-6R pulls away.
All the bikes are pretty close on the initial launch, but the Kawasaki quickly builds an advantage well before the 1/8th-mile mark; it's no contest by the time everyone passes that point. Despite its torque advantage, the Triumph's ultra-tall first gear (now uses the race kit first gear) kills the initial launch, never to be regained.