Conclusion

Thankfully, all three of these used examples were completely standard and unmolested. Start creeping back a few years and you can expect an onslaught of aftermarket bolt-ons – some good, some horrendous. Being supersports bikes and perfect trackday weapons, have a closer look at the less obvious aspects like ECUs. While tracking bikes and flashing ECUs isn’t a crime, there’s often a hidden history with bikes that haven’t openly been raced or converted, and it’s good to know exactly what you’re buying.

Back to the test itself, and the Honda is left with the wooden spoon but may suffice if you enjoy a more leisurely ride – and its tempting aesthetics. Not only is it slower, they’re still commanding strong money and a Kawasaki will be a faster bet. Myself and Beej both loved thrashing the lil’ Ninja, just make sure you fit a steering damper before any hard graft.

It didn’t take long to realise this test was all about two bikes: the blue corner and the white corner. Regardless of the outcome, we (and you) have to applaud Yamaha for persisting with the R6 when other manufacturers have surrendered. People moan about the price of the R6, yet it’s easy to forget that the 675R cost the same money when that was released in 2013.

Cutting the crap, the 675R is a better all-round package than the 2017 R6, and you’ll save four large. Then again, if you’ve got the wonga, a full system and a 1:1 throttle via an ECU flash will leave you with a class-leading missile that handles just as well. And some simply don’t get on with a three-pot engine.

Triumph’s recent resurgence, a newfound love for racing and its involvement in Moto2 means we’ll almost certainly see a fresh Daytona either next year or in 2019, powered by a 765cc triple of some ilk. Big boss Paul Lilley alluded to the fact that the Daytona wasn’t dead and that we’d be seeing something fresh very soon. Let’s hope so.

CUTTING THE CRAP, THE 675R IS A BETTER ALL-ROUND PACKAGE THAN THE 2017 R6.