Peak horsepower numbers sell motorcycles, but they rarely tell the full story of why one 600cc supersport humiliates another on a racetrack or drags a few bike lengths by the end of a straight. In this class, outright speed is the sum of dozens of small advantages working together at 14,000 rpm while the bike is leaned over, loaded, and fighting physics. The fastest 600s aren’t just powerful; they’re brutally efficient at turning every combustion event into forward motion and lap time.
Power delivery and usable rev range
A modern 600 lives and dies by how it delivers power, not how much it claims on a dyno chart. The fastest bikes build torque smoothly from the midrange and hit their peak without a cliff at the top, allowing the rider to stay pinned instead of constantly correcting throttle mistakes. A wider effective powerband means fewer shifts per lap, less disruption to chassis balance, and harder drives off corner exits.
Weight, inertia, and how mass is carried
Curb weight matters, but rotational mass matters more. Lighter wheels, compact crankshafts, and tighter engine packaging reduce inertia, letting the bike accelerate harder and change direction faster. Two bikes with identical horsepower can feel worlds apart if one resists leaning and the other snaps to full lean with minimal input.
Gearing and acceleration, not brochure top speed
Factory gearing often separates the genuinely fast 600s from the rest. Shorter, well-spaced ratios keep the engine in its sweet spot and maximize drive out of corners, which is where lap time is really made. A bike that pulls harder from 80 to 140 mph will walk away from one that simply boasts a higher theoretical top speed.
Chassis geometry and front-end confidence
A fast 600 is one you can ride at ten-tenths without second-guessing the front tire. Steeper rake, shorter wheelbases, and rigid frames sharpen turn-in, but it’s balance that wins races. The best chassis communicate grip clearly, allowing later braking, higher corner speed, and earlier throttle application without drama.
Suspension quality and track readiness
Suspension isn’t just about comfort; it’s about keeping the tire loaded and working. Fully adjustable forks and shocks with proper damping control let the fastest 600s stay composed under hard braking and aggressive acceleration. A bike that squats, chatters, or runs wide wastes horsepower every time the suspension loses control of the contact patch.
Electronics that enhance, not dilute, performance
Modern rider aids can make a 600 faster when they’re transparent and finely tuned. Smart traction control, ride-by-wire throttle maps, and quickshifters allow riders to exploit every last RPM without upsetting the chassis. The key is subtle intervention; the fastest bikes feel mechanical and direct, not filtered or muted.
Aerodynamics and rider integration
At supersport speeds, aerodynamics are no longer academic. A narrow frontal area, effective fairing design, and a tank and seat that lock the rider in reduce drag and fatigue. When the bike lets the rider tuck cleanly and move effortlessly, it maintains speed on the straights and stability under braking.
In the 600cc class, speed is earned through precision engineering and race-focused design, not just peak numbers on a spec sheet. The bikes that dominate are the ones that make it easiest to go fast everywhere on the track, lap after lap, with minimal wasted effort.
How We Rank Them: Real-World Acceleration, Lap Times, and Track Data Explained
All of those engineering factors matter, but they only mean something when translated into measurable speed. To separate marketing hype from genuine performance, our rankings are built around how these 600s actually accelerate, corner, and stop on a racetrack. This isn’t about dyno charts in isolation; it’s about how quickly a rider can turn fuel and rubber into lap time.
Acceleration where it counts: roll-on, not drag-strip fantasy
Zero-to-sixty times are almost meaningless in the supersport world. A modern 600 will wheelie or hit traction control long before it runs out of power, making launch numbers more about electronics and clutch abuse than engine performance. What matters is roll-on acceleration from roughly 40 to 120 mph, the speeds you see exiting corners and charging down straights.
We prioritize data from gear-limited roll-ons and on-track GPS traces, where engine response, gearing, and torque delivery are exposed. A bike that pulls harder from midrange to redline gains bike lengths every lap, even if it gives up a few horsepower at the very top. That’s real acceleration, and it’s why some “slower” bikes consistently beat more powerful rivals.
Lap times over horsepower claims
Lap time is the ultimate truth serum. Horsepower only matters if you can deploy it, and the stopwatch never lies about how well a chassis, engine, and rider interface work together. Our rankings heavily weight independent track tests, club-racing data, and controlled comparison laps where conditions and riders are consistent.
A fast 600 isn’t just quick in one sector. It brakes later without instability, carries more corner speed, and drives harder on exit, all of which add up over a full lap. When one bike is consistently two or three tenths quicker per lap, that gap compounds into seconds over a race distance.
Engine character and usable performance
Peak horsepower numbers get headlines, but usable power wins races. We evaluate how wide the effective powerband is, how cleanly the engine responds at partial throttle, and how aggressively it builds revs from the midrange. A motor that demands constant 14,000 rpm abuse can be thrilling, but it’s often slower for all but elite riders.
Throttle connection and fueling precision are critical here. A bike that lets you pick up the throttle earlier and harder without upsetting the chassis will always outperform one that makes more power but delivers it abruptly. Smooth doesn’t mean slow; it means faster, more repeatable laps.
Chassis behavior under race stress
Chassis dynamics are judged under braking, mid-corner load, and corner exit drive, not just initial turn-in feel. We look at how stable the bike remains when trail braking deep into a corner and how well it holds a line when the throttle is applied aggressively. Flex characteristics, weight distribution, and suspension quality all show themselves when the tires are at their limit.
Feedback is the deciding factor. The fastest bikes talk to the rider clearly, letting them sense grip before it’s gone. That confidence translates directly into later braking markers and higher minimum corner speeds, which are the real currency of lap time.
Track data, not bench racing
Whenever possible, rankings are informed by GPS lap data, sector times, and braking traces rather than subjective impressions alone. We pay close attention to consistency, not just hero laps, because a bike that’s easy to ride fast will produce tighter lap-to-lap spreads. Consistency is speed, especially over long sessions and race distances.
This data-driven approach explains why some 600s dominate track days and supersport grids year after year. They’re not just fast once; they’re fast every time the rider rolls onto the circuit, which is ultimately the standard we use to define the fastest 600cc sportbikes money can buy.
The Benchmark Weapons: Supersport Homologation and Race-Bred Engineering
To understand why certain 600cc sportbikes consistently sit at the top of lap charts, you have to look beyond spec sheets and into supersport homologation itself. These machines aren’t just inspired by racing; they’re engineered backward from a rulebook designed to equalize displacement while exposing engineering brilliance. When every bike is capped at roughly 599cc, speed comes from how intelligently that capacity is exploited.
What separates the true benchmark weapons is how completely their design aligns with racing realities. Engine architecture, chassis geometry, electronics strategy, and even manufacturing tolerances are all optimized for sustained abuse at race pace. This is where road-legal motorcycles become thinly veiled competition tools.
Supersport rules: where engineering replaces excess
Supersport regulations tightly control displacement, cylinder count, and major engine architecture, but they leave room for interpretation in airflow efficiency, valvetrain design, and rotational mass. That’s why some 600s feel explosive at 13,000 rpm while others pull harder off corner exits despite identical peak power claims. The fastest bikes maximize area under the curve, not just the number at the top.
Cam profiles, intake trumpet length, and crank inertia are tuned to produce acceleration where it matters most: from apex to braking marker. A bike that gains two bike-lengths every corner exit will crush a higher top-speed rival over a lap. In real racing, that repeatable drive defines the benchmark.
Chassis built for slicks, not street tires
The elite 600s are designed around the assumption that they’ll live on race rubber. Aluminum frame spars are engineered with calculated flex to maintain tire contact under extreme load, not just maximum stiffness for showroom feel. That controlled compliance is what allows riders to brake deeper and carry more lean without triggering instability.
Swingarm length, pivot placement, and weight distribution play a massive role here. The fastest bikes resist squat under power while still generating mechanical grip, letting riders open the throttle earlier without spinning the tire. On track, this translates directly into higher corner-exit speeds and cleaner drive onto straights.
Suspension and braking as speed multipliers
In supersport racing, suspension quality often matters more than engine output. Fully adjustable forks and shocks with proper damping control allow riders to exploit the chassis at the limit, lap after lap. A well-set-up bike maintains geometry under braking and acceleration, preserving tire contact patches when loads spike.
Braking systems are equally critical. Radial-mount calipers, rigid master cylinders, and consistent lever feel enable later braking with confidence. The fastest 600s aren’t just powerful; they’re predictable, letting riders trail brake deeper without overwhelming the front tire.
Electronics that serve the rider, not mask flaws
Modern benchmark 600s use electronics sparingly compared to literbikes, but when done right, they’re transformative. Refined ride-by-wire systems deliver precise throttle mapping that maintains traction while preserving aggression. Traction control, where allowed, is calibrated to intervene gently, not blunt acceleration.
The key difference is transparency. The fastest bikes never feel like they’re correcting mistakes; they feel like they’re amplifying good inputs. That clarity lets riders push closer to the limit with confidence, which is ultimately what homologation specials are built to do.
Why these bikes dominate lap times
When you combine optimized power delivery, race-focused chassis flex, elite suspension, and intuitive controls, you get a machine that’s easy to ride fast. That ease is what produces faster lap times, not just for pros but for serious track-day riders as well. The benchmark 600s shrink the gap between intent and execution.
This is why certain models become perennial references in supersport racing and track-day paddocks alike. They aren’t just quick in ideal conditions; they’re devastatingly effective across tire wear, fuel loads, and rider skill levels. That consistency is the real hallmark of the fastest 600cc sportbikes money can buy.
Performance Ranking: The Fastest 600cc Sportbikes Money Can Buy (From Quick to Unquestionably Elite)
With the fundamentals established, the ranking comes down to how effectively each bike turns power, chassis balance, and feedback into real speed. This isn’t a dyno shootout. This is about acceleration off corners, stability at full lean, braking confidence at the end of long straights, and repeatable lap-time performance when pushed hard.
5. Suzuki GSX-R600: The Honest Benchmark
The GSX-R600 has never chased peak numbers, and that’s precisely why it still deserves respect. With roughly 125 horsepower at the crank and a famously neutral chassis, it delivers predictable acceleration and forgiving handling that rewards clean riding. On track, it’s easy to ride quickly, even if it lacks the outright urgency of newer designs.
Where it falls behind is stiffness and electronic refinement. The chassis communicates well but flexes more under extreme braking and high-load transitions, costing confidence at race pace. It’s quick, capable, and consistent, but it needs commitment to keep up with the sharpest tools in this class.
4. Honda CBR600RR: Precision Over Drama
The CBR600RR’s strength is how efficiently it converts rider input into forward motion. Power delivery is linear and deceptively strong up top, while the chassis feels laser-focused mid-corner. Honda’s mass centralization and suspension geometry make direction changes effortless at speed.
Its limitation is aggression. The motor doesn’t punch as hard out of slower corners, and acceleration feels calmer compared to rivals with more torque or higher rev ceilings. What keeps it fast is composure; it lets riders brake later and carry more corner speed, which is often faster than brute force.
3. Kawasaki ZX-6R 636: Real-World Acceleration Weapon
The ZX-6R’s extra displacement changes the conversation entirely. That additional 36cc delivers a meaningful torque advantage, especially between 6,000 and 10,000 rpm where track riders live. It launches harder, pulls longer off corners, and feels muscular in situations where true 600s feel breathless.
Chassis stability is excellent, particularly under hard braking, and the electronics suite is more developed than most of its rivals. While it carries slightly more weight and sacrifices a touch of razor-edge feel, its real-world acceleration and drive make it devastatingly effective on most tracks.
2. Triumph Daytona 675: The Corner-Speed Assassin
The Daytona 675 bends the rules of the class, but its performance earns its place here. The inline-three engine delivers a broad, elastic powerband that bridges the gap between torque and top-end rush. It accelerates harder than traditional 600s while maintaining exceptional throttle connection.
What truly elevates it is chassis balance. The bike feels planted yet agile, encouraging insane lean angles and relentless corner speed. On technical circuits, it routinely embarrasses higher-horsepower machines by simply carrying more momentum everywhere.
1. Yamaha YZF-R6: The Supersport Reference Standard
No 600 has ever extracted more lap time from the same displacement. The R6’s high-revving engine demands commitment, but rewards it with explosive top-end acceleration that keeps pulling when others sign off. At full song, it feels like a race bike because it essentially is one.
The aluminum Deltabox frame, ultra-stiff front end, and race-derived geometry deliver unmatched precision under braking and at maximum lean. This is the bike that defines what “fast” means in the 600 class, not because it’s easy, but because nothing else goes quicker when ridden properly.
Head-to-Head Technical Breakdown: Engines, Chassis Geometry, Electronics, and Weight
With the hierarchy established, the real question becomes why these bikes are fast. Horsepower numbers only tell part of the story. What separates a front-running 600 from a mid-pack machine is how its engine delivers power, how the chassis uses that power, and how much confidence the electronics and weight distribution give the rider at the limit.
Engines: Power Delivery Beats Peak Numbers
On paper, most modern 600s live within a narrow horsepower window, but the shape of the powerband is everything. The Yamaha R6 is the extreme case, making relatively modest torque but compensating with a ferocious top-end surge past 14,000 rpm. When ridden aggressively, that relentless pull translates into higher exit speeds and stronger acceleration down long straights.
The Kawasaki ZX-6R 636 takes a different approach by adding displacement. Its torque advantage shows up immediately off corner exit, reducing the need for perfect gear selection and letting riders get to full throttle earlier. The Triumph Daytona 675 splits the difference, with its inline-three delivering midrange torque without sacrificing top-end, making it devastatingly effective in mixed-speed sections.
Chassis Geometry: Where Lap Time Is Actually Made
Geometry determines how confidently a bike can be pushed, and confidence equals speed. The R6 runs aggressive rake and trail numbers paired with an ultra-rigid Deltabox frame, giving it surgical accuracy under braking and mid-corner. It demands commitment, but rewards it with unmatched front-end feedback at full lean.
The Daytona 675 shines through balance rather than outright stiffness. Its chassis communicates load changes clearly, encouraging riders to carry corner speed and trust the tire. The ZX-6R favors stability, especially under hard braking and acceleration, which makes it incredibly effective on real-world tracks with bumps, elevation changes, and imperfect surfaces.
Electronics: Speed Through Control, Not Intervention
Modern 600s don’t rely on electronics to mask flaws; they use them to extract the last few percent of performance. The R6’s race-focused traction control is subtle, allowing controlled slip without killing drive. When set correctly, it enhances corner exits rather than interfering with them.
Kawasaki’s electronics suite is more street-aware but extremely effective, particularly in variable conditions. The ZX-6R’s traction control and power modes make it easier to ride fast consistently, especially during long track sessions. Triumph’s lighter touch reflects its analog roots, relying more on mechanical grip and throttle connection than digital oversight.
Weight and Mass Centralization: The Hidden Advantage
Curb weight differences between these bikes may look small on a spec sheet, but where that weight sits changes everything. The R6’s mass centralization makes direction changes immediate and precise, which is why it feels so sharp in fast transitions. Less effort spent turning means more focus on braking points and throttle application.
The Daytona 675 benefits from a compact engine layout that keeps weight low and centralized, enhancing its fluid, neutral handling. The ZX-6R carries a bit more mass, but its stability at speed and under load often offsets that penalty on anything but the tightest circuits. This is why, in the real world, heavier doesn’t always mean slower.
What ultimately makes one 600 faster than another isn’t a single spec, but how seamlessly engine character, geometry, electronics, and weight work together when everything is happening at once. That harmony is what turns a fast motorcycle into a truly quick one.
On-Track Reality Check: Which 600s Are Easiest to Ride Fast vs. Absolute Lap-Time Kings
All that harmony between engine, chassis, electronics, and weight only matters once the visor drops. This is where theory meets tire wear, fatigue, and lap timers that don’t care about spec sheets. Some 600s flatter the rider and deliver speed easily, while others demand precision but repay it with ruthless lap times.
Easiest 600s to Ride Fast: Speed Without Drama
If the goal is quick, repeatable laps with minimal mental load, the Kawasaki ZX-6R stands out immediately. Its broader torque curve lets you exit corners a gear high without killing drive, which reduces mistakes and keeps the bike stable under imperfect throttle inputs. That real-world flexibility translates into faster average laps for most riders, not just heroic single flyers.
The Honda CBR600RR, especially in its later iterations, deserves mention here as well. It lacks the raw aggression of the R6, but its predictable chassis, linear power delivery, and exceptional braking feel make it incredibly confidence-inspiring. On a technical track, that confidence often equals speed because riders brake later and commit earlier.
Triumph’s Daytona 675 also lands in this category, albeit for different reasons. Its torque-rich triple pulls hard from midrange rpm, reducing the need to constantly wring its neck. For track-day riders, that means less shifting, less fatigue, and more focus on lines and consistency rather than chasing peak revs.
Absolute Lap-Time Kings: Precision Required, Rewards Guaranteed
When outright lap times matter more than comfort, the Yamaha YZF-R6 still sets the benchmark. Its high-revving engine doesn’t forgive laziness, but when ridden properly it delivers explosive drive from corner exit to braking zone. On track, that translates into exceptional acceleration once the bike is kept in its narrow but potent powerband.
The R6’s chassis compounds that advantage. Its razor-sharp steering and incredible front-end feedback allow elite riders to brake later, carry more corner speed, and release the brakes deeper into the apex. This is why, even years after its street discontinuation, the R6 remains the dominant force in supersport racing and club-level lap-time comparisons.
The Daytona 675, in the hands of a skilled rider, can also threaten R6 lap times on flowing circuits. Its stability mid-corner and strong drive off slower turns can neutralize the Yamaha’s top-end advantage. However, it requires disciplined throttle control to avoid overwhelming the rear tire, especially as pace increases.
What Actually Makes One 600 Faster Than Another
Horsepower figures matter far less than how usable that power is across a lap. A bike with slightly less peak HP but stronger midrange and stable geometry will often outpace a higher-strung machine in the hands of all but the sharpest riders. Acceleration zones, not top speed, decide most lap times on real-world tracks.
Chassis feedback is the true performance multiplier. Bikes like the R6 and CBR600RR communicate grip levels so clearly that riders push closer to the limit with confidence. That confidence reduces hesitation, and hesitation is the real enemy of lap time.
In the end, the fastest 600 is the one that lets you exploit the highest percentage of its capability. For most riders, that means a ZX-6R or CBR600RR delivering relentless, repeatable pace. For racers and precision addicts, the R6 remains the weapon of choice, demanding everything you’ve got and rewarding you with numbers that few others can touch.
Street vs. Circuit: Usable Powerbands, Gearing, and Real-World Speed Tradeoffs
What separates the fastest 600 on paper from the fastest 600 in your hands is context. The street punishes peaky engines and aggressive gearing, while the circuit rewards them. Understanding how powerband shape and final drive ratios interact with rider workload is where real speed is either unlocked or wasted.
Powerband Shape: Peak Numbers vs. Exit Drive
On track, engines like the Yamaha R6 live north of 12,000 rpm, where their valvetrain, cam profiles, and intake velocity are optimized. Kept in that window, they deliver ferocious acceleration between corners, especially on fast circuits where you’re never truly off the boil. Miss a downshift or exit a corner 1,500 rpm low, and the illusion of speed evaporates instantly.
Contrast that with the Kawasaki ZX-6R or Triumph Daytona 675. Both produce meaningful torque earlier, which translates to stronger drive off tighter corners and fewer perfect shifts required. For most track-day riders, that broader spread of thrust results in faster, more repeatable lap times, even if peak HP is lower.
Street Reality: Why Midrange Matters More Than Redline
On the street, usable power becomes everything. Traffic, speed limits, and imperfect pavement mean you’re rarely exploiting the top third of the tach. A bike like the ZX-6R, with its slightly larger displacement and stronger midrange, feels significantly quicker in real-world riding than its dyno chart suggests.
The Honda CBR600RR exemplifies this balance. Its linear torque delivery and forgiving throttle mapping make it deceptively fast on public roads. You’re not chasing revs; you’re rolling on cleanly and accelerating with control, which translates to real speed without constant downshifting.
Gearing: The Hidden Performance Multiplier
Factory gearing tells you who the bike was built for. The R6 ships with tall gearing designed for high-speed circuits and race homologation, which keeps it calm at 150 mph but lazy below 8,000 rpm on the street. Racers immediately shorten the final drive to tighten spacing and maximize acceleration between braking zones.
The ZX-6R and CBR600RR arrive with more street-friendly ratios. Shorter gearing means stronger drive at legal speeds and less clutch abuse in slow corners. On tight tracks or technical canyon roads, that gearing advantage often outweighs a 5–10 HP deficit at the top.
Top Speed: Mostly Irrelevant, Occasionally Decisive
True top speed only matters on a handful of circuits with long straights. Even then, aerodynamic efficiency and rider tuck play a larger role than engine output alone. An R6 or GSX-R600 with perfect gearing and clean airflow will edge ahead, but the gap is smaller than most expect.
What actually decides lap time is how quickly the bike accelerates from 60 to 130 mph, over and over again. That’s where midrange torque, gear spacing, and throttle response combine into measurable advantage. On most tracks, the bike that gets to 120 first is the bike that wins the straight.
Rider Workload and Consistency
Aggressive powerbands increase rider workload. High-revving engines demand precision in braking, corner entry, and gear selection. When fatigue sets in, lap times fall off sharply, especially on bikes that punish small mistakes.
This is why the Daytona 675 remains such a threat in mixed-skill environments. Its torque-rich triple smooths over imperfect inputs and maintains momentum through corners. Over a full session, that consistency often beats a theoretically faster but more demanding machine.
So Which 600 Is Actually Faster?
On a clear track, with a disciplined rider, the R6 still delivers the highest ceiling. Its combination of top-end power, chassis sharpness, and race-ready geometry is unmatched when everything clicks. In the real world, however, bikes with broader powerbands and smarter gearing often produce quicker results.
The ZX-6R and CBR600RR excel where conditions are variable and riders are human. They trade a sliver of peak performance for accessible speed, and that trade pays dividends everywhere except the stopwatch at professional race pace.
Final Verdict: Which 600cc Sportbike Is Truly the Fastest—and Who Should Buy Each One
So, after stripping away spec-sheet hype and focusing on what actually drops lap times, one truth becomes clear: “fastest” depends entirely on how much of the bike a rider can realistically use. Peak horsepower still matters, but acceleration bandwidth, chassis feedback, and rider confidence matter more. With that context, here’s how the class shakes out.
Yamaha R6: The Absolute Performance Ceiling
If the question is which 600 can produce the fastest lap in expert hands, the answer remains the Yamaha R6. Its high-revving engine rewards riders who live north of 14,000 rpm, and its razor-sharp chassis thrives under maximum load. When ridden aggressively and precisely, nothing here matches its corner-entry authority and top-end charge.
The trade-off is workload. The R6 demands commitment, flawless gear selection, and physical effort, especially late in a session. This is the bike for advanced track riders, racers, or anyone chasing lap records rather than casual consistency.
Kawasaki ZX-6R: Real-World Fastest for Most Riders
For the majority of fast track-day riders, the ZX-6R is the bike that turns the quickest laps with the least drama. Its extra displacement delivers stronger midrange drive, letting it leap off corners where other 600s need another downshift. The chassis is stable under braking yet forgiving when lines aren’t perfect.
This bike excels where acceleration zones repeat corner after corner. If you want a machine that flatters your riding while still running elite pace, the ZX-6R is arguably the fastest tool available without race-level commitment.
Honda CBR600RR: Precision and Predictability
The CBR600RR doesn’t dominate any single metric, but it stitches everything together with surgical balance. Throttle response is clean, steering is neutral, and the chassis communicates clearly at the limit. That makes it deceptively fast over long stints.
This is the bike for riders who value consistency and confidence over raw aggression. If you want to push hard all day and keep lap times tight without fighting the machine, the Honda remains one of the smartest choices in the class.
Triumph Daytona 675: The Momentum Master
The Daytona 675 earns its speed differently. Its torque-rich triple engine reduces reliance on perfect revs and rewards smooth corner speed. On technical circuits, it often embarrasses higher-strung fours simply by carrying momentum and exiting corners harder.
For riders who prioritize flow, feel, and usable power, the Daytona can be the fastest bike they’ve ever owned. It’s especially lethal in mixed-skill environments where consistency beats outright peak numbers.
Suzuki GSX-R600: Old-School Speed, Modern Potential
The GSX-R600 may lack the flash of its rivals, but its stable chassis and predictable power delivery still make it a capable weapon. With proper suspension setup and gearing, it remains competitive, especially for riders who prefer a planted, confidence-inspiring platform.
This is the choice for riders who value mechanical honesty and tunability. It won’t win on paper, but in the right hands, it still runs with the pack.
The Bottom Line
If fastest means ultimate lap-time potential, the Yamaha R6 still wears the crown. If fastest means the quickest way around a track for real riders on real days, the ZX-6R often comes out on top. The CBR600RR and Daytona 675 prove that balance and torque can outperform raw numbers, while the GSX-R600 reminds us that speed is as much about trust as technology.
In the end, the fastest 600cc sportbike is the one that lets you ride closest to the limit, lap after lap. Choose the machine that matches your riding style, not just your ambition, and the stopwatch will take care of the rest.
