Motorcycle-USA.com 2010 Superbike Smackdown VII Street
Tuesday, 18 May 2010 09:25 |
2010 Superbike Smackdown VII Street
Envision accelerating from a standstill to 60 mph in under three seconds, slicing through traffic like you’re behind the stick of an F-16, and achieving a top speed so high that we couldn’t find a road long enough to uncover just how fast these machines are. This is the essence of Superbikes—the fastest, most agile production motorcycles known to man. Sportbikes engineered by the stopwatch but sold for duty on the open road. And this year Motorcycle USA has eight of them for its 2010 Superbike Smackdown VII Street Shootout.
Similarly to what we’ve done in years past, we’re bringing you two separate comparisons to better delve into the nuances of each bike as operated in your preferred theater of operations. While the 2010 Superbike Smackdown VII Track shootout revolves around lap times around the racetrack, that lingo doesn’t mean squat for us street guys.
Because on the streets it’s all about which bike looks best, sounds the meanest, rockets away from the stop light the quickest, hawks the longest wheelie, and pulls the hottest chicks. Meanwhile it still manages to deliver some degree of comfort and day-to-day practicality—not an easy task for any motorcycle. That’s why we’re here to sort out fact from fiction and to discover which of these eight masterpieces you absolutely won’t be able to live without.
Headlining this year’s shootout is the defacto standard in the class: the Honda CBR1000RR. In its current iteration, the reigning champ has won two years in a row confirming that it has the ideal combination of speed, agility, and comfort. Despite sporting minimal updates for ’10 the tried-and-true Honda is a proven winner and is the benchmark to beat.
After finishing second in the 2009 Superbike Smackdown VI Street comparison, Suzuki is making another appearance as a ’09 model. Due to inventory surpluses it decided not to import any 2010 street bikes into the US, hence the reason we are testing an ‘09 machine. Not a big deal though, as aside from color, the internationally available twenty-ten Gixxer 1000 is unchanged and will be competing with a favorable advantage in terms of price.
Our next contestant is Team Green’s Kawasaki Ninja ZX-10R. Of all the Japanese bikes available this year, the ZX-10R sports the most mechanical and cosmetic updates. Will this be the boost needed for it to finally grab the No. 1 spot?
Last year Yamaha shook up the Inline-Four literbike world with its distinctive YZF-R1 and its crossplane crankshaft. By incorporating a unique engine firing order like the one used on the Fiat Yamaha MotoGP squad’s YZR-M1s, the R1 separated itself from the competition and gave riders a fresh option. Aside from the new color combos, the R1 is unchanged in 2010.
This year Europe is represented by not one, not two, but four motorcycles! Italian marque, Ducati, brought out its premium L-Twin powered 1198S Corse Special Edition Superbike. It’s dressed up in new livery with an aluminum fuel tank and is packaged with Ducati’s Race Kit consisting of a new ECU, slip-on Termignoni mufflers, and a rear stand.
This leaves us with the three newcomers to our Superbike Smackdown comparisons. First up is Italy’s second challenger in the form of Aprilia’s stunning RSV4R. Released as an all-new model for 2010, this machine is the only one in the group to feature a V-Four engine configuration. It’s based off the upscale RSV4 Factory but priced more reasonably due to its less expensive chassis componentry and engine’s fixed intake trumpets. We were immediately impressed with it during our First Ride, but will it be able to go head-to-head with the opposition?
Austrian motorcycle manufacturer KTM has long been known for its fabulous dirt bikes but with the release of its RC8R, KTM finally has achieved true Superbike levels of sportbike performance. Like the Ducati the KTM features a big twin-cylinder engine and steel frame hidden beneath sleek radar-reflecting bodywork.
Last but not least is German motorsports giant BMW and its fully kitted S1000RR. Like its four Japanese competitors the Beemer sports an Inline-Four engine with a conventional firing order and an extremely competitive price tag. In the superbike world BMW had yet to establish itself as a performance leader. Can the all-new S1000RR change all that?
To find out we assembled a diverse range of test riders—some big and tall and some short and small before hitting the streets of Southern California. Our route led us down many types of road surfaces that a sportbike enthusiast might encounter, from the concrete five-lane wide dredges of the 405 Freeway to rollercoaster-like twists and turns just north of Ojai. Additional time was spent slicing through town to learn what these machines are like to ride in the everyday world.
Each motorcycle was then rated based on objective performance criteria including: engine horsepower, torque, curb weight, quarter-mile acceleration, zero-to-60 mph acceleration, braking performance, MPG/Range, and MSRP. Bikes were also scored with subjective categories ranked solely on rider opinion including engine performance and character, drivetrain, handling/suspension, brakes, ergonomics, instrumentation/electronics, overall comfort, appearance, and preference. Points were then assessed based on a hybrid Formula One points scale with 10 points for first, eight for second, seven for third, six for fourth, etc, etc. with all categories scored equally. Points are then totaled giving us the bike’s finishing position and this year’s King of the Superbikes.
Similarly to what we’ve done in years past, we’re bringing you two separate comparisons to better delve into the nuances of each bike as operated in your preferred theater of operations. While the 2010 Superbike Smackdown VII Track shootout revolves around lap times around the racetrack, that lingo doesn’t mean squat for us street guys.
Because on the streets it’s all about which bike looks best, sounds the meanest, rockets away from the stop light the quickest, hawks the longest wheelie, and pulls the hottest chicks. Meanwhile it still manages to deliver some degree of comfort and day-to-day practicality—not an easy task for any motorcycle. That’s why we’re here to sort out fact from fiction and to discover which of these eight masterpieces you absolutely won’t be able to live without.
Headlining this year’s shootout is the defacto standard in the class: the Honda CBR1000RR. In its current iteration, the reigning champ has won two years in a row confirming that it has the ideal combination of speed, agility, and comfort. Despite sporting minimal updates for ’10 the tried-and-true Honda is a proven winner and is the benchmark to beat.
After finishing second in the 2009 Superbike Smackdown VI Street comparison, Suzuki is making another appearance as a ’09 model. Due to inventory surpluses it decided not to import any 2010 street bikes into the US, hence the reason we are testing an ‘09 machine. Not a big deal though, as aside from color, the internationally available twenty-ten Gixxer 1000 is unchanged and will be competing with a favorable advantage in terms of price.
Our next contestant is Team Green’s Kawasaki Ninja ZX-10R. Of all the Japanese bikes available this year, the ZX-10R sports the most mechanical and cosmetic updates. Will this be the boost needed for it to finally grab the No. 1 spot?
Last year Yamaha shook up the Inline-Four literbike world with its distinctive YZF-R1 and its crossplane crankshaft. By incorporating a unique engine firing order like the one used on the Fiat Yamaha MotoGP squad’s YZR-M1s, the R1 separated itself from the competition and gave riders a fresh option. Aside from the new color combos, the R1 is unchanged in 2010.
This year Europe is represented by not one, not two, but four motorcycles! Italian marque, Ducati, brought out its premium L-Twin powered 1198S Corse Special Edition Superbike. It’s dressed up in new livery with an aluminum fuel tank and is packaged with Ducati’s Race Kit consisting of a new ECU, slip-on Termignoni mufflers, and a rear stand.
This leaves us with the three newcomers to our Superbike Smackdown comparisons. First up is Italy’s second challenger in the form of Aprilia’s stunning RSV4R. Released as an all-new model for 2010, this machine is the only one in the group to feature a V-Four engine configuration. It’s based off the upscale RSV4 Factory but priced more reasonably due to its less expensive chassis componentry and engine’s fixed intake trumpets. We were immediately impressed with it during our First Ride, but will it be able to go head-to-head with the opposition?
Austrian motorcycle manufacturer KTM has long been known for its fabulous dirt bikes but with the release of its RC8R, KTM finally has achieved true Superbike levels of sportbike performance. Like the Ducati the KTM features a big twin-cylinder engine and steel frame hidden beneath sleek radar-reflecting bodywork.
Last but not least is German motorsports giant BMW and its fully kitted S1000RR. Like its four Japanese competitors the Beemer sports an Inline-Four engine with a conventional firing order and an extremely competitive price tag. In the superbike world BMW had yet to establish itself as a performance leader. Can the all-new S1000RR change all that?
To find out we assembled a diverse range of test riders—some big and tall and some short and small before hitting the streets of Southern California. Our route led us down many types of road surfaces that a sportbike enthusiast might encounter, from the concrete five-lane wide dredges of the 405 Freeway to rollercoaster-like twists and turns just north of Ojai. Additional time was spent slicing through town to learn what these machines are like to ride in the everyday world.
Each motorcycle was then rated based on objective performance criteria including: engine horsepower, torque, curb weight, quarter-mile acceleration, zero-to-60 mph acceleration, braking performance, MPG/Range, and MSRP. Bikes were also scored with subjective categories ranked solely on rider opinion including engine performance and character, drivetrain, handling/suspension, brakes, ergonomics, instrumentation/electronics, overall comfort, appearance, and preference. Points were then assessed based on a hybrid Formula One points scale with 10 points for first, eight for second, seven for third, six for fourth, etc, etc. with all categories scored equally. Points are then totaled giving us the bike’s finishing position and this year’s King of the Superbikes.
2010 Aprilia RSV4R Comparison Street
The Aprilia RSV4R is the smallest, most compact liter-bike of 2010.
Before we rolled the bike out of the garage the Aprilia was already the one machine that absolutely everyone wanted to ride first. And who can blame them? It’s absolutely stunning—especially in its Glam White colorway. Visually it’s on par with the fabulous looking KTM and Ducati. Not only does it look awesome but the soulful character delivered from its exclusive V-Four engine simply has to be heard and felt to be believed.
ENGINE
In a sea of standard-issue Inline Four and V-Twin engine configurations, the RSV4 differentiates itself by using an ultra-compact 65-degree, liquid-cooled, 999cc V-Four. Double overhead camshafts drive each of the 8-valve cylinder heads and the 78.0 x 52.3mm bore/stroke measurements is the most oversquare among the four cylinder-powered motorcycles with exception of the BMW. Each piston squeezes fuel received from the dual-stage fuel injection system to a ratio of 13:1, which is identical to the S1000RR, signifying the potential for some serious engine performance on tap.
From the moment you press the starter button the Aprilia delivers an exotic riding experience that the others simply can’t match. The howl that emits from the engine is absolutely intoxicating and it’s so thunderous that I’m amazed that it’s legal.
The reason it can get away with this is due to the clever use of a flapper valve inside the trapezoid-shaped muffler. When the bike is in neutral the valve is closed keeping noise to a reasonable 88-decibel level. Drop the bike into gear and the valve instantly opens and belts out the V-Four’s fully unedited soundtrack to the tune of 93 decibels. It sounds even more awesome at speed with a measurement of 112 decibels at 6800 rpm (half of maximum engine speed), tying the Ducati for the award of the loudest motorcycles in the test. It’s amazing considering that the 1198S Corse we tested came with a set of aftermarket Termignoni mufflers.
If you’re looking for a bike with a lot of character, the Aprilia should be at the top of your list.
Power wise the RSV4R’s powerband feels like a hybrid of the low-end grunt offered by the Ducati and KTM and the high-rpm power afforded by the Inline Fours. However, looking at the dyno graph clearly shows it’s alignment with the latter. The torque curve is toward the middle of the four cylinders eventually peaking at 9700 rpm with 76.81 lb-ft. This puts it back into sixth position in terms of peak torque production. Keep the throttle pinned and the engine spools up quickly but with less voracity than the ZX-10R or BMW. Initially you can feel some vibration with each power pulse at low rpm, however it fades as the revs increase.
Power down low is respectable as is mid-range but when the engine hits about 10,000 revs it feels like it stalls out for a moment before coming back online in a major way. One thousand rpms later you’re back in business with motor doling out upwards of 155 horsepower until its 159.77 peak at 12,600 revs. The engine maintains peak power for another few hundred rpm before dramatically falling off right before its 13,600 redline.
“I really love the character of the Aprilia’s motor. It delivers a similar level of exoticness ala Ducati’s Desmosedici MotoGP replica only it costs four times less,” said Executive Editor Steve Atlas. “Though I wish it revved up a bit faster and didn’t have that weird flat spot at 10-grand; other than that I’m pretty impressed.”
All the adrenaline-pumping fun and excitement generated by the Aprilia takes a heavy toll on fuel supply. The 4.49-gallon tank empties faster than all but the Ducati with an average MPG of 28.2, netting a range of roughly 125 miles between fuel stops depending on how aggressive your right wrist feels.
DRIVETRAIN
A cassette-style 6-speed transmission and cable-actuated slipper clutch complement the engine and shift power through 16/42 final drive gearing. Like the rest of the bikes first gear is tall, meaning that a little more clutch slippage is required to get off the line cleanly. Thankfully clutch lever pull is wispy and offers an elevated level of feel. The Aprilia’s decent bottom end engine performance further assists in getting it moving.
In the quarter-mile acceleration test the RSV4R netted a time of 10.06 seconds at 142.7 mph. This put it toward the back of the pack in this close performing group. However, do keep in mind that it was less than four-tenths of a second off the class-leading pace set by the BMW.
Overall we were pleased with the way the gearbox felt. Second through top gear are stacked closely together and the lower final drive gearing helps maximize acceleration. While the gearbox didn’t feel quite as tight as the Japanese bikes it was definitely close and significantly better than the loose feeling ‘box used in the 1198. Equally impressive was the performance of the slipper clutch, with it providing a perfect happy medium between engine braking and freewheeling effect on the road.
ERGONOMICS / COMFORT
The Aprilia’s $15,999 MSRP is plenty reasonable for the amount of performance and exclusivity you get.
From the moment you hop into the seat it’s not hard to notice that the RSV4R was built with one purpose in mind—racing. Of all the bikes tested, the Aprilia features the most diminutive cockpit. It feels no wider than a Yamaha R6 and much shorter front-to-back than all of the motorcycles, including the petite Honda, which shows one of the benefits of its compact engine configuration.
This makes it more difficult to get comfortable on if you are over 5-foot 10-inches tall, however short riders didn’t have much to complain about other than seat height, which measures 33.3 inches off the ground, giving the RSV4 the honor of having the tallest seat. Fortunately the narrowness of the chassis and fuel tank negates the effect and makes it easy to touch the ground.
Reach forward to the handlebars and like the Ducati and Kawasaki you’ll instantly feel a good deal of pressure placed on your hands and wrists. We do however appreciate the angle in which the handlebars are positioned as well as how wide they are apart.
Next to the Ducati, the Aprilia has the honor of having the most uncomfortable seat. Not only is it thin, the tiny and the high location of the non-adjustable footpegs multiply the level of discomfort with every passing mile. The RSV4R’s narrow front fairing and short windscreen provides the most minimal amount of wind protection. The rear view mirrors are also too small and shake excessively making them useless just like those on the KTM and Ducati.
HANDLING / SUSPENSION
With a full tank of premium fuel we were shocked to discover that the Aprilia weighs just one pound less than the porky Yamaha—a big surprise considering how tiny the bike appears dimensionally. Other than rolling the bike around in the garage you’d be hard pressed to feel the bikes 473-lb curb weight on the road as engineers spent a good time perfecting its center of gravity.
Similar to the Kawasaki and the Ducati, the rear end feels a bit high in the air which helps with initial turn-in. Once on the side of the tire the bike felt the least planted as compared with the other bikes. But traction afforded by the OE-fitted Pirelli Diablo Supercorsa SP tires is phenomenal and more than enough to obtain knee-dragging speeds around corners. Conversely, on corner exit we were surprised by just how stable the bike was with it resisting the urge to headshake even on rough pavement. We also noticed how resistant the Aprilia was to quick side-to-side direction changes.
Even with its lesser grade suspension components we were still pleased with the way the suspension functioned. Both ends absorbed bumps well and generally delivered a fairly forgiving ride. In fact the only real weak spot in terms of comfort is its small, rock-hard seat and tight ergonomics layout.
The all-new Aprilia RSV4R features a Showa fork and Brembo brakes.
“Overall I’d give the Aprilia’s handling a ‘C’,“ said Atlas. “It turns in okay—not quite as quickly as one would expect for a bike that looks this small but still on a similar level as the Suzuki and faster than the Yamaha. For the street the suspension wasn’t that bad at all. It was way more forgiving than the KTM and Ducati, yet it was hard to ride for long distances because of how uncomfortable the seat is.”
BRAKING
While the Aprilia makes use of premium Brembo components fore and aft we weren’t impressed with the overall performance of the brakes. In our braking test the Aprilia was toward the back of the field recording a stopping distance of 131 feet from 60 mph.
This is surprising considering the RSV employs Brembo radial-mount monobloc calipers up front that grip down on large 320mm diameter discs just like the Ducati and KTM. Out back a single 220mm disc and Brembo twin-piston caliper keep rear wheel speed in check. Both brakes also benefit from stainless-steel brake lines.
The problem can most likely be attributed to lack of front brake feel. While outright stopping force is at a high level it’s hard to achieve because the brakes simply don’t deliver enough feedback through the lever to really allow a rider to comfortably use them near the limit of lock-up.
INSTRUMENTATION / ELECTRONICS
Instrumentation is comprised of Aprilia’s signature orange-backlit mixed digital/analog instrument panel. A round swept tachometer is bordered by a LCD screen that provides everything you need to know. While the instruments are easy to read they don’t look as cool as the Ducati’s and the menu system is more complex to navigate through in comparison to the Beemer’s intuitive display.
In the electronics department a handlebar switch allows the rider to choose from one of three engine maps: Track, Sport and Rain. Each map has a corresponding change in engine power and throttle response. Overall we preferred the Sport setting as it made the throttle feel far less touchy than Track mode without sacrificing power output.
FINAL THOUGHTS
Although it ranked at the back of the pack, if you’re looking for the wildest, most charismatic motorcycle then look no further than the $15,999 Aprilia. While it was held back in some of the performance-oriented and subjective scoring there wasn’t a person who rode the bike that wasn't in awe of the bike’s unique personality and sheer fun factor. If Aprilia could somehow reduce the weight, increase fuel economy, and make the bike more comfortable to ride they could easily have a winner on its hands.
2010 KTM RC8R Comparison Street
Acknowledged for the outstanding performance of its dirt bikes, Austrian motorcycle manufacturer KTM has entered the premier Superbike class with its $19,998 RC8R. Based off the RC8, the R is the premium up-spec version designed to eventually compete in World Superbike. It’s also the motorcycle they chose to fight with in their first-ever Superbike Smackdown appearance. Take a closer look at it in the 2010 KTM RC8R First Ride report from Laguna Seca to learn even more about this motorcycle.
KTM is renowned for its unique approach to engineering and assembling motorcycles and the RC8R continues this trait. From the fresh look of its stealth fighter-inspired matte black body panels to the partially exposed big-bore twin-cylinder engine hung within a bright orange steel-trellis frame and the liberal sprinkling of high-end components, it appears the Austrians are definitely on to something with its new Superbike.
ENGINE
Like the Ducati, the KTM utilizes a big displacement liquid-cooled V-Twin for propulsion. However, its cylinders are canted at a narrower 75-degree angle as compared to the Duc’s 90-degree format. Its two giant pistons gobble up 105 x 69mm bore/stroke dimensions that equates to an engine displacement of 1195cc.
Measured against the Ducati, the KTM has 4cc less with a slightly smaller bore and longer stroke which should equate to less top-end power and more bottom-end and mid-range performance. Fuel is squashed to a 13.5:1 compression ratio which is highest among the group. Both Twins also sport twin 4-valve cylinder heads each powered by a single fuel-injector.
As compared to the four-cylinder contenders, the KTM has superior grunt down low right off idle, but it still feels down on power against the Duc. Where the Ducati is wheeling and feels slightly out of control (in a good way) the KTM’s powerband feels tamer. But the biggest problem with the engine is how much it vibrates. At first it’s not that big of a deal but when you’re droning down the freeway the vibrations are transferred right through the controls and become downright annoying.
Looking at the dyno graph shows that the two Twins are close with the RC8R mustering 86.31 lb-ft of torque at 8200 rpm which is good for the second-highest torque figure. With upwards of 100 horsepower available from 6500 revs, there’s no question that it cranks out much more power down low than the rest of the bikes with exception of the Italian Twin.
Keep the throttle pinned to the stop and you’ll notice two things. First, the engine’s voracious appetite for surging through its rpm range, and second, how much pull the throttle has compared to the competition. This slightly hinders throttle response with the rider having to really yank on the grip to get things moving. If there was one bike that could benefit the most from a racing-style quarter-turn throttle it would be the KTM.
As opposed to a conventional Twin where you can short-shift it and ride the torque wave down low, the KTM performs best at maximum rpm, producing its 155.36 hp peak just 100 rpm shy of its 10,700 redline. This slots it into sixth spot in terms of peak horsepower production.
“The KTM is kind of hard to figure out,” assesses Atlas. “Normally with big Twins you can short-shift them and just ride the torque wave but with this one you’ve got to keep it pinned and even when you do it just doesn’t quite feel as fast as the rest of the bikes.”
Despite the engine’s rev-happy nature it recorded slightly better fuel mileage compared to the Italian Twin and the thirsty Aprilia netting an average MPG rating of 30.4. Filled with 4.35-gallons of fuel this equates to a range of roughly 132 miles.
At idle the 91 decibel exhaust note belted out by its hidden belly-mounted muffler is somewhat muted as compared to the piped-out Ducati and the outrageous sounding Aprilia but still more raucous than the Japanese bikes. As expected the sound is even more pleasing at speed but still about the same as the BMW, Honda, and Suzuki at 100 decibels.
DRIVETRAIN
Like the rest of the bikes, the KTM makes use of a 6-speed close ratio gearbox. The transmission is complemented by fairly tall 17/37 final drive gearing. Similar to the Ducati the KTM’s clutch offers hydraulic assist. Clutch lever action is comparable to the lightest cable-actuated versions as used on Japanese bikes and the Aprilia.
Launching the KTM is a simple affair even with its tall final drive gearing, but as you can see from our quarter mile acceleration test, the tall gearing cost the KTM a few tenths of a second with it achieving a 10.14 second time at a trap speed of 139.8 mph.
Although no one reported any shifting problems with the gearbox, it still doesn’t feel quite as precise as the Japanese bikes. Still it performed flawlessly and actually felt similar to the tranny used in the RSV4R. Even though the KTM doesn’t employ a slipper clutch, we didn’t really miss it on the street. As long as you don’t mind fanning the clutch lever during aggressive deceleration you won’t either. Still, for its $19,998 asking price it’s something that should definitely come standard.
ERGONOMICS / COMFORT
One of the best features of the KTM is its versatile ergonomics package. While the Honda is still more comfortable and fits the average sized rider better there isn’t another bike in this group that offers the amount of adjustability as the Austrian machine. From the height and angle of the handlebars to the footpegs and even the seat—it’s all easily adjustable on the KTM.
Like the ultra-slim Ducati, it feels narrow between the rider’s legs. Reach to the handlebars isn’t that much of a stretch and feels similar to the elevated position of the Honda and Suzuki. The location of the footpegs (low setting) complements the seating position well giving the rider plenty of room to move around on.
Seat height-wise we selected the lower of the two options which puts it at 31.7-inches of the ground. That is 0.2-inches lower than the GSX-R giving the KTM the award for the lowest seat height. It also fosters a more intimate riding experience by making the pilot feel like they are inside the bike—like the Suzuki—rather than atop it like the Ninja and Ducati.
Although the wind protection afforded by the giant windscreen is excellent, taller riders (above 5-foot 10-inch) will find it difficult to tuck behind it due to the relatively short seating area from front-to-back. Furthermore the seat’s surface feels slippery and offers virtually no padding and when you combine it with the stiff settings of its rear suspension the KTM wears its rider out quick on the road. On a final note, although the mirrors are large and shaped well they shake excessively at freeway speeds rendering them useless.
HANDLING / SUSPENSION
Rolled onto the scales the RC8R measured in at 443 lbs fully topped off with fluids. That’s just two pounds heavier than the class-leading Ducati, and seven pounds lighter than the lightest four-cylinder (BMW). And from the moment you lift it off its side stand you can feel just how light of a motorcycle it is.
On the road the RC8R delivers CBR1000RR levels of agility. While it doesn’t offer the quickest turn-in it is planted mid-corner and the rear suspension delivers an astronomical level of road feel and is complemented by Pirelli’s outstanding Diablo Supercorsa SP rubber which provides racetrack-levels of grip. But perhaps its biggest handling attribute is when the road starts zigzagging quickly from right to left. Here the KTM just eats up road flicking from side-to-side with very little control input which may be attributed to how low the bike seems to sit.
A look at the WP fork, 320mm rotors and Brembo monobloc brakes found on the 2010 KTM RC8R.
While everyone loved the way the KTM handled, its suspension was a serious point of contention. The WP fork up front is flat-out excellent delivering superb ride quality. Conversely the rear suspension feels almost non-existent, delivering a very rigid feel which no doubt is the reason for the phenomenal road feel. We backed off the spring preload and opened the compression damping but still it had little effect on the overall ride quality.
“I really like the way the KTM handled,” said Gauger. “It doesn’t turn-in as fast as some of the other bikes but it’s stable and just really easy to ride. My favorite thing about it is how maneuverable it is on really twisty roads. But the problem is how stiff the rear suspension feels. Seriously my kidneys were aching after just 20 minutes on the bike.”
BRAKING
Like the Italian superbikes, the KTM makes use of high-quality Brembo braking components at both ends. Hanging off the forged aluminum front wheel is a pair of blacked-out Brembo monoblocs latching onto a set of 320mm diameter rotors augmented by a radial-mount master cylinder and stainless-steel lines. Rear braking is achieved via a single 220mm disc with a double-piston Brembo caliper.
In the braking test the KTM was able to tie the GSX-R stopping from 60 mph in a length of 127 feet. Despite braking performance ranking mid-pack everyone was impressed with the level of brake feel and power offered by the brakes. Initial bite is just a hair behind the BMW and Ducati but overall feel as you pulled on the lever was superior to all but the mighty Beemer.
INSTRUMENTATION / ELECTRONICS
The 2010 KTM RC8R looks like a stealth fighter, which our test riders found appealing. The rigid rear suspension however, did not have the same appeal
Surprisingly the KTM lacks a bit of techno gadgetry as used on the other European bikes. There’s no engine power mode selection or traction control. What the KTM does offer is a beautiful LCD display. The only problem is that it provides too much information and can be hard to read due to its small type font. Then there’s the matter of working through its complicated menu system which we still haven’t figured out…
FINAL THOUGHTS
In the final points tally, the $19,998 KTM slotted itself in seventh position. It was unanimously praised for its appearance and well-thought-out ergonomics. But its rear suspension was just way too rigid for everyday life on the street plus the engine vibrates so excessively that it makes it an uncomfortable ride for long distances. If you can forget those two main gripes however, you’ll be pleased with its handling, braking and the thrilling character of its big-bore V-Twin engine.
KTM is renowned for its unique approach to engineering and assembling motorcycles and the RC8R continues this trait. From the fresh look of its stealth fighter-inspired matte black body panels to the partially exposed big-bore twin-cylinder engine hung within a bright orange steel-trellis frame and the liberal sprinkling of high-end components, it appears the Austrians are definitely on to something with its new Superbike.
ENGINE
Like the Ducati, the KTM utilizes a big displacement liquid-cooled V-Twin for propulsion. However, its cylinders are canted at a narrower 75-degree angle as compared to the Duc’s 90-degree format. Its two giant pistons gobble up 105 x 69mm bore/stroke dimensions that equates to an engine displacement of 1195cc.
Measured against the Ducati, the KTM has 4cc less with a slightly smaller bore and longer stroke which should equate to less top-end power and more bottom-end and mid-range performance. Fuel is squashed to a 13.5:1 compression ratio which is highest among the group. Both Twins also sport twin 4-valve cylinder heads each powered by a single fuel-injector.
As compared to the four-cylinder contenders, the KTM has superior grunt down low right off idle, but it still feels down on power against the Duc. Where the Ducati is wheeling and feels slightly out of control (in a good way) the KTM’s powerband feels tamer. But the biggest problem with the engine is how much it vibrates. At first it’s not that big of a deal but when you’re droning down the freeway the vibrations are transferred right through the controls and become downright annoying.
Looking at the dyno graph shows that the two Twins are close with the RC8R mustering 86.31 lb-ft of torque at 8200 rpm which is good for the second-highest torque figure. With upwards of 100 horsepower available from 6500 revs, there’s no question that it cranks out much more power down low than the rest of the bikes with exception of the Italian Twin.
Keep the throttle pinned to the stop and you’ll notice two things. First, the engine’s voracious appetite for surging through its rpm range, and second, how much pull the throttle has compared to the competition. This slightly hinders throttle response with the rider having to really yank on the grip to get things moving. If there was one bike that could benefit the most from a racing-style quarter-turn throttle it would be the KTM.
As opposed to a conventional Twin where you can short-shift it and ride the torque wave down low, the KTM performs best at maximum rpm, producing its 155.36 hp peak just 100 rpm shy of its 10,700 redline. This slots it into sixth spot in terms of peak horsepower production.
“The KTM is kind of hard to figure out,” assesses Atlas. “Normally with big Twins you can short-shift them and just ride the torque wave but with this one you’ve got to keep it pinned and even when you do it just doesn’t quite feel as fast as the rest of the bikes.”
Despite the engine’s rev-happy nature it recorded slightly better fuel mileage compared to the Italian Twin and the thirsty Aprilia netting an average MPG rating of 30.4. Filled with 4.35-gallons of fuel this equates to a range of roughly 132 miles.
At idle the 91 decibel exhaust note belted out by its hidden belly-mounted muffler is somewhat muted as compared to the piped-out Ducati and the outrageous sounding Aprilia but still more raucous than the Japanese bikes. As expected the sound is even more pleasing at speed but still about the same as the BMW, Honda, and Suzuki at 100 decibels.
DRIVETRAIN
Like the rest of the bikes, the KTM makes use of a 6-speed close ratio gearbox. The transmission is complemented by fairly tall 17/37 final drive gearing. Similar to the Ducati the KTM’s clutch offers hydraulic assist. Clutch lever action is comparable to the lightest cable-actuated versions as used on Japanese bikes and the Aprilia.
Launching the KTM is a simple affair even with its tall final drive gearing, but as you can see from our quarter mile acceleration test, the tall gearing cost the KTM a few tenths of a second with it achieving a 10.14 second time at a trap speed of 139.8 mph.
Although no one reported any shifting problems with the gearbox, it still doesn’t feel quite as precise as the Japanese bikes. Still it performed flawlessly and actually felt similar to the tranny used in the RSV4R. Even though the KTM doesn’t employ a slipper clutch, we didn’t really miss it on the street. As long as you don’t mind fanning the clutch lever during aggressive deceleration you won’t either. Still, for its $19,998 asking price it’s something that should definitely come standard.
ERGONOMICS / COMFORT
One of the best features of the KTM is its versatile ergonomics package. While the Honda is still more comfortable and fits the average sized rider better there isn’t another bike in this group that offers the amount of adjustability as the Austrian machine. From the height and angle of the handlebars to the footpegs and even the seat—it’s all easily adjustable on the KTM.
Like the ultra-slim Ducati, it feels narrow between the rider’s legs. Reach to the handlebars isn’t that much of a stretch and feels similar to the elevated position of the Honda and Suzuki. The location of the footpegs (low setting) complements the seating position well giving the rider plenty of room to move around on.
Seat height-wise we selected the lower of the two options which puts it at 31.7-inches of the ground. That is 0.2-inches lower than the GSX-R giving the KTM the award for the lowest seat height. It also fosters a more intimate riding experience by making the pilot feel like they are inside the bike—like the Suzuki—rather than atop it like the Ninja and Ducati.
Although the wind protection afforded by the giant windscreen is excellent, taller riders (above 5-foot 10-inch) will find it difficult to tuck behind it due to the relatively short seating area from front-to-back. Furthermore the seat’s surface feels slippery and offers virtually no padding and when you combine it with the stiff settings of its rear suspension the KTM wears its rider out quick on the road. On a final note, although the mirrors are large and shaped well they shake excessively at freeway speeds rendering them useless.
HANDLING / SUSPENSION
Rolled onto the scales the RC8R measured in at 443 lbs fully topped off with fluids. That’s just two pounds heavier than the class-leading Ducati, and seven pounds lighter than the lightest four-cylinder (BMW). And from the moment you lift it off its side stand you can feel just how light of a motorcycle it is.
On the road the RC8R delivers CBR1000RR levels of agility. While it doesn’t offer the quickest turn-in it is planted mid-corner and the rear suspension delivers an astronomical level of road feel and is complemented by Pirelli’s outstanding Diablo Supercorsa SP rubber which provides racetrack-levels of grip. But perhaps its biggest handling attribute is when the road starts zigzagging quickly from right to left. Here the KTM just eats up road flicking from side-to-side with very little control input which may be attributed to how low the bike seems to sit.
A look at the WP fork, 320mm rotors and Brembo monobloc brakes found on the 2010 KTM RC8R.
While everyone loved the way the KTM handled, its suspension was a serious point of contention. The WP fork up front is flat-out excellent delivering superb ride quality. Conversely the rear suspension feels almost non-existent, delivering a very rigid feel which no doubt is the reason for the phenomenal road feel. We backed off the spring preload and opened the compression damping but still it had little effect on the overall ride quality.
“I really like the way the KTM handled,” said Gauger. “It doesn’t turn-in as fast as some of the other bikes but it’s stable and just really easy to ride. My favorite thing about it is how maneuverable it is on really twisty roads. But the problem is how stiff the rear suspension feels. Seriously my kidneys were aching after just 20 minutes on the bike.”
BRAKING
Like the Italian superbikes, the KTM makes use of high-quality Brembo braking components at both ends. Hanging off the forged aluminum front wheel is a pair of blacked-out Brembo monoblocs latching onto a set of 320mm diameter rotors augmented by a radial-mount master cylinder and stainless-steel lines. Rear braking is achieved via a single 220mm disc with a double-piston Brembo caliper.
In the braking test the KTM was able to tie the GSX-R stopping from 60 mph in a length of 127 feet. Despite braking performance ranking mid-pack everyone was impressed with the level of brake feel and power offered by the brakes. Initial bite is just a hair behind the BMW and Ducati but overall feel as you pulled on the lever was superior to all but the mighty Beemer.
INSTRUMENTATION / ELECTRONICS
The 2010 KTM RC8R looks like a stealth fighter, which our test riders found appealing. The rigid rear suspension however, did not have the same appeal
Surprisingly the KTM lacks a bit of techno gadgetry as used on the other European bikes. There’s no engine power mode selection or traction control. What the KTM does offer is a beautiful LCD display. The only problem is that it provides too much information and can be hard to read due to its small type font. Then there’s the matter of working through its complicated menu system which we still haven’t figured out…
FINAL THOUGHTS
In the final points tally, the $19,998 KTM slotted itself in seventh position. It was unanimously praised for its appearance and well-thought-out ergonomics. But its rear suspension was just way too rigid for everyday life on the street plus the engine vibrates so excessively that it makes it an uncomfortable ride for long distances. If you can forget those two main gripes however, you’ll be pleased with its handling, braking and the thrilling character of its big-bore V-Twin engine.
2010 Kawasaki ZX-10R Comparison Street
When Kawasaki introduced its latest Ninja ZX-10R three years ago it was clear in its intentions of creating a racetrack-bred design. “Credit a change in engineering philosophy,” wrote Editorial Director Ken Hutchison in his 2008 Kawasaki ZX-10R First Ride report. “While previous ZX-10Rs were designed as streetbikes turned racebikes for the track, the latest member of the Ninja clan is a track weapon first and foremost.”
And despite sporting the most number of changes amongst the Japanese Big Four for ’10, the Kawasaki continues to feel like it has the most racebike DNA. From the streamlined speed-driven shape of its updated ZX-6R-inspired bodywork, the top-end biased power output of the Inline-Four engine, and the feel inside the cockpit, the Ninja does little to mask its racetrack prowess.
ENGINE
The ZX-10R is powered by a liquid-cooled 998cc Inline-Four with a conventional engine firing order like the Honda and Suzuki. Dual-stage fuel injection and a 16-valve cylinder head operated by double overhead camshafts are employed like the other four cylinders. The 76.0 x 55.0mm bore/stroke measurement is nearly identical to the CBR’s and it squeezes fuel to the fourth-highest compression ratio (12.9:1).
Kawasaki has been long known for the exhilarating performance of its sportbike engines and the 10R continues the trait… so long as you’ve got the throttle pinned. Twist the right grip and power comes on immediately, but, like the Honda, it feels docile and mundane toward the bottom end of the tachometer spectrum. Taking a look at the torque comparison chart shows that the Ninja’s engine cranks out the lowest peak torque figure of 75.75 lb-ft measured at 10,300 rpm. While expert riders will wish for a stronger bottom end, less experienced riders will love how friendly the powerband feels down low.
“What I like about the Kawasaki is that its powerband feels really mellow down low,” comments Gauger. “I don’t have a whole lot of experience riding 1000s or any sportbike for that matter so it’s nice that I can jump on it and not be initially intimidated by the power.”
Regardless of rpm, throttle response is excellent and the engine runs perfectly thanks to optimally calibrated engine management settings. Engine vibration through the controls is nominal and at a reduced level compared to all the Inline Fours with the exception of the perfectly-balanced R1.
Keep the throttle buried and the engine piles on revs quickly and when the tach needle hits eight grand you better be hanging on. At this point the engine changes character from its ultra-refined sewing machine-like sensation to a bona fide sportbike engine.
While it retains a smooth feel, it becomes increasingly louder with the flurry of the valvetrain combining with the roar of the intake making you feel you’re at the helm of a racebike.
Conversely, the Ninja’s exhaust muffler is one of the most stealthy of the group with it recording the lowest decibel reading at idle (74) and tying the Yamaha’s quiet 94-decibel measurement at 6500 rpm (half of maximum engine speed). Thus if you’re looking for that aesthetically pleasing Inline Four shriek you’re going to need to invest in an aftermarket muffler.
In a 5000 rpm spread, the engine churns out 60 more horsepower en route to its 162.96 peak at 12,300 revs. Yet there isn’t really any type of ‘hit’ as the increase in power output is very linear while the engine zings toward the red numbers. Power stays strong through over-rev, decreasing by just three horsepower before the rev limiter shuts the engine down at 13,000 revs.
In terms of fuel mileage and range the Kawasaki delivered a respectable 32.5 mpg average with a considerable amount of time spent at triple digit speeds. This gives the Ninja approximately a 146 mile range with a full 4.5-gallon tank of premium unleaded fuel.
DRIVETRAIN
A 6-speed transmission and cable-actuated slipper clutch transfer engine power to the rear wheel through 17/41 sprockets. Clutch action is light and provides excellent feel during launches or when you’re trying to kick the rear end out during aggressive deceleration. This helps the rider to escape from a stop without having to slip the clutch despite its rather high first cog. Although the remaining five gears are spread close together, the combination of its tall final drive gearing with its top-end biased engine performance make roll-on acceleration feel a bit slower than the other bikes.
For ’10 engineers reworked the transmission’s shifting mechanism and you can feel the difference. As you move through the gearbox it feels much ‘tighter’ with minimal play and is on par with the rest of the Japanese and German machinery. No mis-shifts were reported and finding neutral at a stop is simple. During deceleration the slipper clutch allows the ZX to ‘free wheel’ with less engine braking effect which reduces the likelihood of the rear end kicking sideways during aggressive stops. While some may like the feel we would like a little less slip.
In our quarter mile acceleration test the Ninja managed a 9.878-second time with a trap speed of 144.2 mph. The time was just under 0.2 seconds away from the class-leading BMW, which proves just how fast the Ninja is and how easy it is to launch from a stop.
The Ninja’s Special Edition green, white and black color scheme was our least favorite of the group.
ERGONOMICS / COMFORT
Jump into the seat and right away you feel like you’re at the controls of a bike built for some serious velocity. From the triple clamps, to the frame and swingarm, it all appears beefy and built for speed. Its 32.7-inch tall seat is the second-tallest next to the RSV4R and an inch taller than the KTM’s (lowest-in-class), which contributes to its high rear end feel. The handlebars are wide but positioned low, which further attributes to its racy feel but it puts additional strain on the rider’s wrists and hands.
As opposed to the other Inline Fours the Kawasaki’s twin-spar aluminum frame wraps up and over the engine as opposed to around it. This substantially decreases the width of the motorcycle between the rider’s legs and makes it easier for the rider to touch the ground in spite of its elevated seat height. However, the foot controls are fixed and lack the adjustability of the R1 and GSX-R.
The ZX’s windscreen does an excellent job of diverting wind away from the rider. The shape of the fuel tank and the length of the seat allow the rider to get into a reasonably comfortable tuck position. However, the cockpit still doesn’t offer the same level of roominess as the class-leading GSX-R1000. Like the rest of the bikes in this competition, the seat is thin with the rider beginning to feel the effects of the ride within less than a fuel tank worth of gas. While we appreciate the shape of the mirrors they are small and get distorted with vibration at freeway speeds.
HANDLING / SUSPENSION
In terms of weight the Ninja posts a 458-lb fully fueled curb weight which puts it about mid-pack. As expected the Ninja retains its racy feel in terms of handling. The rear end feels tall and it initiates a turn well, but does require a bit more muscle than the ultra-agile Honda and KTM. Once leaned over the ZX’s chassis feels taut and delivers a fair amount of feedback. The ZX rolls on Bridgestone’s fantastic BT-016 tire which complements its sharp handling attributes.
Picking the bike up and accelerating hard, especially on bumpy pavement, still upsets the chassis more than the other bikes. Thankfully engineers fitted the 10R with a new Ohlins steering damper that actually provides damping as opposed to last year’s non-functional eye candy. This substantially reduces the handlebars propensity to wiggle if you get too zealous with the throttle on a bumpy road surface.
Like the rest of the bikes the Ninja offers fully adjustable suspension front and rear. Without a doubt the Ninja’s chassis is a bit more sensitive to suspension adjustment, bu both ends offer a large window of adjustment allowing you to tailor the way the suspension performs based on skill level and the kind of roads you like to ride on.
“The Kawasaki handles good on the street. It turns-in well, though it doesn’t flick from side-to-side as good as the KTM or Honda,” said Atlas. “But once you’ve got it laid over its really stable—plus the suspension absorbs bumps well and generally delivers a forgiving ride. I’d rank this bike right in the middle of the pack.”
BRAKING
The 10R employs a pair of Tokico radial-mount 4-piston calipers powered by a radial master cylinder. The calipers grab a pair of 310mm diameter petal-style discs. The rear brake is comprised of a solo 220mm disc actuated by a twin-piston caliper.
Despite using rubber brake hoses both fore and aft, the ZX’s brakes are completely fade-free. Initial bite isn’t quite as strong as the BMW or Ducati, yet as you pull back on the lever you’ll be surprised by just how much stopping force the brakes serve up. This makes them friendly to use for all riders regardless if they’re a newbie like our man Ray or a certified maniac.
Another nice touch is the wide range of lever adjustment for different sized hands. In our braking test the Kawasaki managed to stop in a distance of 126 feet from 60 mph which was just eight feet more than the class-leading and ABS-equipped S1000RR.
INSTRUMENTATION / ELECTRONICS
Instrumentation is comprised of a large swept tachometer. A rectangular LCD readout is inset in the middle and provides speed, gear position, coolant temperature, time and associated warning lights. There is also a lap timer function in case you want to track your progress while ripping around freeway clover leafs. Overall the gauges are bright and easy to read at a glance. As opposed to the rider adjustable engine/throttle maps that the Aprilia, BMW, Suzuki and Yamaha employ, the Kawasaki offers no push-button adjustment.
FINAL THOUGHTS
The 2010 Kawasaki ZX-10R offers excellent handling. It turns in sharp, it’s stable at lean and drives off the corner well.
In our final scoring the $13,199 Ninja ranked in sixth position. While it excelled in the performance scoring categories and carries the second least expensive price tag, it suffered in the rider’s subjective scoring. Test riders specifically commented on its lack of engine performance and character at low rpm as well as its racy ergonomics which made it less comfortable to ride for long distances. Next to the Suzuki it was unanimously voted as the least attractive bike, which can be attributed to its unusual green/white Special Edition color scheme. If Kawasaki could infuse a bit more bottom end power, return some of its wild demeanor and open up the rider triangle this bike could easily be at the front.
Adjustable foot controls on the 2010 Yamaha R1 allow the rider to customize the riding position a bit.
Last year Yamaha wowed us with its awesomely-different take on the classic Inline Four engine configuration with its new-from-the-wheels-up YZF-R1. Its fresh character and friendlier power delivery made an immediate impression during the 2009 Yamaha YZF-R1 First Ride test from Australia. We spent more time with it on the street last summer during the 2009 Yamaha YZF-R1 Touring Ride and learned how great a machine it can be for sportbike touring. Now for ’10 we’re back in the R1’s saddle for the MotoUSA Superbike Smackdown. And other than new colors and a slight bump in price, the R1 remains unchanged.
ENGINE
Like the rest of bikes from Japan it features a liquid-cooled Inline Four engine. Bore/stroke measurements are 78.0 x 52.2mm, nearly identical to the RSV4R, and equate to 998cc. Dual-stage fuel injection and a 16-valve cylinder head are also employed like the other four-cylinders. Intake charge is compressed to a ratio of 12.7:1, which is identical to the Ducati but toward the low end of the pack.
Thumb the starter button and the R1 rumbles to life with a roar unlike any of the other machines. It sounds more like a small block V-8 than a motorcycle. The reason for its awesome sound and soulful performance is the incorporation of crossplane crankshaft technology and an uneven engine firing order founded by Valentino Rossi's MotoGP team. Learn all the juicy technical details in our 2009 Yamaha YZF-R1 First Ride.
At idle the R1 registers a decibel reading of 79, making it the second-quietest bike in this group, demonstrating the effectiveness of its two huge titanium undertail mufflers. At speed the levels of noise increase but also remain on the low side of the decibel spectrum cranking out 94 dB at 6750 rpm (half of maximum engine speed). While the measured sound level is modest, inside the cockpit you can still hear a good deal of mechanical sound, which adds to the thrill of the ride.
While the engine’s bottom-end performance feels in the same league as the other liter-bikes, looking at the dyno chart proves otherwise. Right off idle performance is decent but then it falls off at 5000 rpm, lagging behind the rest of the field before catching up and eventually topping the Kawi @ 10,300 rpm with 76.55 lb-ft of torque for a moment, before all the bikes surpass it once again.
Maximum horsepower is achieved 1200 revs later with 150.89 hp @ 11,500 rpm. Despite having another 2000 rpm left in the rev range, power trails off immediately, steadily dropping to the mid-130s before the rev limiter comes in.
While outright power isn’t that outstanding, the engine’s character is. Simply put, the R1’s engine sounds like no other motorcycle on earth— well, besides the Fiat and Tech3 Yamaha MotoGP bikes. Throttle response is also excellent and delivers a more intimate feel of what’s happening at the working end of its Dunlop rear tire. It’s also perfectly balanced and virtually vibration free at all rpm, making it a choice motorcycle for extended time in the saddle.
“Without question the R1 engine is an excellent street bike motor,” says Atlas. “It’s got a smooth power curve, the engine doesn’t vibrate, it sounds cool, and it still provides enough get-up-and-go to get the blood pumping. But in this group it just lacks that sheer outright power—especially up top.”
Blame it on our heavy throttle hand, but the R1 also registered the poorest fuel mileage of the Inline Fours while trying to keep up with the competition. Good thing the Yamaha has the largest fuel tank of the bunch at 4.8-gallons, because you’re going to need every last drop of gas, the R1 registering only 29.3 mpg, which equates to a range of 140 miles.
DRIVETRAIN
The R1’s clutch and transmission ranked high on our rider’s note pads. The 6-speed gearbox feels precise offering a short throw and no vague sloppy feel between gears and neutral is easy to find at a stop. Clutch lever pull is light and at a comparable level to all the bikes with the exception of the heavier clutch pull of the BMW and Ducati.
Despite utilizing relatively short 17/47 sprockets, the R1’s first gear is still on the tall side necessitating more clutch slippage than the rest of the bikes with exception of the Ducati. In the quarter mile acceleration test the R1 posted a 10.22-second pass with a trap speed of 138.40 mph. Although the time was the slowest of this group, in the grand scheme it’s just over 0.5-seconds slower than the quick-shifter equipped Beemer.
Of all the motorcycles tested, the one that offers the least amount of engine braking is the R1. Its slipper clutch is well calibrated and feels similar to the Aprilia, Honda, and Suzuki, offering a good balance between available engine braking and free-wheeling effect.
ERGONOMICS / COMFORT
Hop into the saddle and you’ll notice that the R-Uno is wider than the rest of the bikes. Seat height measures 32.8-inches off the floor, which is on the high side but still 0.5 inches lower than the Aprilia.
The cockpit is much more open than previous generation R1s and is more aligned with the relaxed controls of the Honda and Suzuki than the racy position of the Ducati and Kawi. The mirrors offer good field of vision and due to the smooth, vibration-free character of the engine they actually work!
Overall the bike feels wide at the rider’s knees and when you consider its tall seat, short riders could have difficulty getting comfortable on the Yammie. One nice touch is the adjustable footpegs—with the R1 one of the only bikes to offer that feature along with the Suzuki and KTM.
One of the benefits of being so wide is the large area of the front fairing. This works with the windscreen to better protect the rider from the elements, making the R1 the bike of choice for those longer rides. While the seat is wide, it’s thin and feels about the same as the Honda’s, which wore us out quicker than the excellent seat employed on the Suzuki.
HANDLING / SUSPENSION
From the moment you lift the R1 off its side stand it’s obvious that it’s a heavy bike. And though at speed its heft doesn’t vanish, as long as you’re not flicking it from side-to-side in a tight series of corners you’ll be hard pressed to notice it.
One of our favorite things is how smoothly the R1 rides. Even on rough road the suspension does a fantastic job of soaking up the big bumps and rough, cracked pavement. It does transfer weight fore and aft faster than the other bikes, but once you get used to the feeling it isn’t bad at all.
Considering its 474-lb fully-fueled curb weight (highest of the group), the R1 takes a bit more muscle at turn-in, making it the laziest turning motorcycle of the lot. But once leaned over on the side of the Dunlop Sportmax Qualifier rubber the R1 is surefooted and feels like an old friend.
Despite its weight-transfer issue it gets off the corner well, no doubt aided by the excellent connection fostered between engine, throttle, and rear tire. While the tires provide average levels of grip they are nowhere close to the awesome Pirellis seen on some of the other machines or even the OE Bridgestones used on the Ninja and GSX-R.
“I really enjoyed the way the Yamaha rides,” noted Gauger. “It felt similar to the Suzuki. The suspension felt soft but it just made it absorb bumps better. I guess it did take more effort to turn than the Honda or KTM but still I’m not Ricky-racer. I just like to ride around and have fun and the R1 is a great bike for that.”
Even with six-piston front calipers, the Yamaha has never been rated well in terms of brake performance.
BRAKING
In the braking test the Yamaha was at the back of the field recording a stopping distance of 133 feet during a simulated emergency stop from 60 mph. Three factors play into this. First is the extra mass it carries; second is the sum of its braking components; and third is the suspension balance front-to-back.
The front brakes are comprised of a pair of gargantuan six-piston Sumitomo brake calipers that pinch a set of 310mm diameter rotors. The front binders are powered by a radial master cylinder through rubber brake hoses. Rear braking is taken care of by a 220mm disc with a twin-piston caliper.
Lean on the front brake lever and the stoppers lack initial bite as compared to the rest of the bikes. As you pull back deeper on the lever the brakes are effective at slowing the bike down but it’s hard to get that necessary level of feel to really use them assertively. Lastly, as we mentioned previously the chassis balance of the bike isn’t perfect, making it transfer weight forward or rearward aggressively, which restricts how hard you can load the front brake.
INSTRUMENTATION / ELECTRONICS
The R1 uses a snazzy white-backlit instrument display with a huge swept tachometer and big LCD speedo that is bright and easy to read. It gives the rider everything he needs to know and nothing he doesn’t. Plus it offers instant and average MPG figures and the programmable shift-light is massive and easy to notice even if your eyes aren’t staring directly at it.
In term of electronics the R1 offers a neat throttle adjustment system they term D-MODE. This allows the rider to select between three different throttle-response settings via a right-side handlebar-mounted switch.
Unlike Suzuki’s S-DMS system and BMW’s DTC, both which limit actual power production, the R1’s system merely modifies the sensitivity of the throttle. When you start the R1 it defaults in standard mode. By selecting A-mode the engine becomes more responsive to throttle input. Conversely, B-mode reduces engine response.
The difference between each of the modes is noticeable. Most of our testers settled on standard mode but I preferred B-mode as it allows for a greater margin of error during delicate throttle application scenarios such as lane-splitting in heavy traffic or when thrashing around your favorite twisty back road.
Overall the R1’s instruments and electronics were well received by our testers with it ranking toward the front of the group. But in the end it was bested by the $25,000 Ducati and its 8-stage traction control system and the sophisticated multi-mode traction control and ABS of the Beemer.
FINAL THOUGHTS
Make no mistake: the $13,290 Yamaha R1 is a fantastic street bike. Sure, its styling didn’t receive unanimous praise like the Aprilia, Ducati and KTM, nor could it match the acceleration, braking and handling performance of the other bikes. But what it does deliver is heaps of character and real world comfort. And as long as you’re not riding the bike at the absolute limit you’d never really notice its performance deficiencies anyway. Still if Yamaha could infuse 10% more outright performance there is no doubt in my mind that they would have a winner. But until they do, the Yamaha R1 will be relegated to fifth position.
The 2010 Ducati 1198S Corse SE delivers the most amount of road feel while making your wallet much lighter.
Ducati returns to this year’s Superbike Smackdown with something exclusive and expensive. Despite requesting its base $15,999 1198 Superbike, because it wasn’t available it “forced” them to provide this up-spec 1198S Corse Special Edition machine. Priced at a whopping $25,000 the Corse SE features Ohlins suspension, forged Marchesini wheels (like the KTM), an aluminum fuel tank, a stunning red/white/silver color scheme, traction control, and a Race Kit consisting of a new ECU, slip-on Termignoni mufflers, and a rear stand. Oh yeah, did we mention it costs 25-grand?
ENGINE
The heart of the 1198 is its gigantic bore and liquid-cooled L-Twin engine. The two cylinders are angled at 90-degress compared to the narrower 75-degree format the RC8R employs. The Duc sports the largest pistons in the group with a bore/stroke factor of 106.0 x 67.9mm, which equals 1198cc of displacement. That’s a 4cc advantage over the KTM, giving it the bragging rights of having the biggest engine in this test. Fuel and air are mixed via single fuel injectors and shot into both 4-valve cylinder heads. The pistons then compress it to a ratio of 12.7:1 (same as the R1) which is down 0.7 compared to the RC8R.
Right off idle the Duc gets the jump on everything in terms of torque output. Although the KTM eclipses it from 4000 to 6000 revs it certainly doesn’t feel like it. The engine spools up quickly but not quite as fast as the RC8R. The curves then converge before the Italian Twin takes control 1000 revs later. By then the 1198 is already cranking out more torque than the rest of the bikes enroute to its 90.14 lb-ft peak at 8300 rpm.
“Unbelievable,” says an impressed Atlas. “I can’t believe how much torque this thing has. From idle all the way to redline there is an absurd amount of juice on tap. As far as accessible real world power for the street it doesn’t get much better than the 1198—though at time it can almost be too much.”
With the throttle pinned in the lower three gears you actually have to stand on the rear brake to keep the front end from floating toward the sky. Throttle response is excellent and there isn’t any of the lean-fueling condition at low revs that we’ve experienced with previous base 1198's (credit the updated ECU and less restrictive Termignoni pipes). Engine vibration isn’t that excessive and nowhere near as intolerable as the KTM.
Peak horsepower is reached at 9800 rpm with 157.19 hp available before immediately dropping until the rev limiter shuts it down at 10,500 revs. This ranks the Ducati in fifth place in peak horsepower numbers just ahead of the Austrian Twin and behind its Italian nemesis, Aprilia.
In our sound comparison test, even with the optional street-legal Termi kit pipes, the Duc was still no louder than the Aprilia. In fact the bikes were identical, registering 93 dB at idle and an eardrum-rattling 112 dB at 5250 rpm (half maximum engine speed). While the Ducati certainly sounds awesome—especially when it’s uncorked with some racing cans – it still is bested by the Aprilia’s V-Four melody…yes, the RSV4R sounds that good!
All that low-end torque put a serious dent in fuel mileage with the 1198 netting an average of 28.1 mpg which was lower than even the gas-guzzling Aprilia. And considering that it has the smallest-capacity fuel tank (4.1-gallons), it leaves one with a range of only 115 miles. This is the exact reason I opted for the smaller, more fuel efficient 848 Superbike during the Ducati 848 Italian Renaissance Ride.
DRIVETRAIN
Motioning through its 6-speed transmission proves that the Duc offers the least refined gearbox action of the group. There is substantial lever play between each cog and many riders complained of missed shifts. Typically this is a trait of brand-new, low-mileage Ducatis, so it’s no surprise that our test machine only had 600-some miles on the odometer.
Of all the bikes the 1198 is the only one that employs a race-style dry clutch in which the clutch plates are not lubricated with the engine’s oil supply. This is said to decrease parasitic power loss from the engine. It also increases noise and reduces the durability of the clutch.
It employs hydraulic-assist like the KTM yet still the clutch lever pull is stiff and it delivers the lowest amount of feel, which makes the bike difficult to launch aggressively. Making it even more difficult is its absurdly tall first gear and ultra high 15/38 sprocket combo. Like the KTM it doesn’t come with a slipper clutch and since the clutch offers very little feel it’s next to impossible to fan the clutch and keep the rear wheel from skipping around during forceful deceleration.
The Italian Twin ran the quarter mile in a time of 10.01-seconds at a speed of 145.2 mph. This put it about mid-pack. A better time could no doubt have been achieved if the Ducati offered up more clutch feel and had shorter final drive gearing.
ERGONOMICS / COMFORT
Swing a leg over the Ducati and it’s not hard to tell that the 1198 is the slimmest motorcycle of the lot. Although the seat height is identical to the Honda’s at 32.3-inches, it sure feels taller. Grasping the controls reveals that the Duc also has the raciest ergonomics of the group.
The handlebars are set low and aren’t as wide as the Aprilia’s. It’s certainly a stretch for the shorter riders though for folks with long arms or who stand over 5-foot 10-inches tall it really isn’t that bad. The footpegs are also high, keeping the rider locked into the fuel tank which is good for the track but uncomfortable on the street. They also lack adjustment. The mirrors are small, move around unexpectedly and vibrate with such intensity that they are useless just like the KTM’s.
The rear end of the Ducati feels likes tall like the Ninja which creates a slightly aggressive attitude. The seat is also the thinnest and offers the least amount of support even compared to the Aprilia. A large windscreen does a terrific job of deflecting wind away from the rider and the long seat allows the rider to scoot back and tuck underneath it well.
HANDLING / SUSPENSION
At slow speeds the 1198 feels top-heavy even with its lighter aluminum fuel tank. Combine this with its limited steering lock and low speed maneuvers become difficult. With speed the top-heaviness disappears and is replaced by an average level of agility.
Weighing in at just 441 lbs with a full tank of fuel, the Duc gets the award for carrying the least amount of weight. Yet despite its weight advantage it’s still not as nimble as the class-leading Honda or KTM, though it still turns-in faster than the sluggish Yamaha.
The chassis has favorable flex characteristics which lets you get comfortable and wick up the pace almost immediately. At lean it offers exceptional stability and delivers an astronomical level of road feel from the controls—the best of the group. As long as the road is smooth the bike comes off the corner predictably with very little effort, though bumpy surfaces tend to upset the chassis a bit more than the BMW, Honda, Suzuki, or Yamaha. Grip provided by the Pirelli Diablo Supercorsa SP’s is superior to the Bridgestone and Dunlop tires used on the other bikes and more than adequate for even police-evading lean angles.
Front suspension action works well but the back does a horrible job of absorbing rough pavement just like the KTM. And when you consider how unsupportive the seat is the Ducati literally becomes painful to ride for more than an hour or so.
“Whoo, I love the way the Ducati handles but man is it uncomfortable,” remarked Atlas. “Turn-in is so-so—about average really—but when you have the thing cranked over on its side; man it just delivers so much feedback—it’s the closest thing to a full-on race bike here. But then the road straightens and you hit a couple bumps and you think to yourself ‘I’m over this’.”
BRAKING
An Ohlins fork, massive 320mm rotors with Brembo monobloc calipers grace the front of the Ducati 1198 Corse SE.
Massive stopping performance has always been a trait of Ducati Superbikes and the 1198S continues to keep the dream alive. In the braking test the Duc earned the runner-up spot, halting in a distance of 121 feet from 60 mph. That’s just three feet behind the BMW without the advantage of an ABS-system.
Credit goes to its lack of sprung mass, chassis balance, and front brake system, highlighted by radial-mount monbloc Brembo calipers that grip down on 320mm diameter rotors and are actuated through steel-lined brake hoses and a radial-pump master cylinder.
Although initial bite feels like it has been reduced slightly compared to years past it still is at an elevated level compared to the competition and on par with the class-leading BMW. Power is equally as impressive with the brakes having a ramp-type effect in which brake force ramps up even with constant pressure on the lever. Rear brake consists of a 245mm disc and a Brembo twin-piston caliper but it proved to perform weakly compared to the other bikes.
INSTRUMENTATION / ELECTRONICS
Without question the Duc makes use of the slickest-looking dash. It’s made by Digitek and is identical to the one they use on their MotoGP and World Superbikes. It offers a variety of functions that can all be accessed via an up/down toggle switch on the left handlebar. The only thing it is missing is a gear position indicator.
As opposed to the engine map and throttle response settings offered by the Aprilia, Suzuki, and Yamaha, the ‘S’ model provides adjustable traction control. The system runs off of independent wheel speed sensors which compare front and rear wheel speeds to detect if the rear tire is spinning. Sensitivity to wheel spin can be adjusted in eight increments (eight being the highest, one being the lowest) and can also be turned off completely. Red lights within the dash relay when the system is activated.
While the system no doubt works, you have to be riding at such an insane pace on the street that its benefits are minimal. We’d rather see adjustable engine power mode selection and/or ABS (that you can still shut-off completely) incorporated as that’s more important for riding on the street, which the S1000RR offers.
FINAL THOUGHTS
We know what you’re thinking: ‘It costs $25,000, it’s uncomfortable as hell, has the worst range and still finishes fourth?!’ Truthfully we’re thinking the same thing. Even so all it takes is one ride and suddenly all those things become meaningless. The Ducati offers so much character and is so thrilling to ride that the few minutes of pleasure it gives you is worth all the headache—kind of like a super babe girlfriend. If you got some extra cash and want one of the most seductive, entertaining, and performance-oriented motorcycles you should highly consider the Ducati.
The Suzuki GSXR-1000 feels like one of the larger bikes in this comparison offering stable and predictable handling.
Despite not importing any ’10 street bikes into the US due to excess inventory levels of last year’s machinery, Suzuki still participated in Superbike Smackdown with a 2009 GSX-R1000. Fully overhauled last year, the Suzuki put up a worthy fight in the 2009 Superbike Smackdown VI Street finishing second in the test. This year it is competing with a favorable price tag which gives it some extra points in the objective scoring category.
And we’re ecstatic that Suzuki came out to play as its GSX-R line of high-performance sportbikes has had a long history in America. In fact this year marks the 25th anniversary of the GSX-R750—a motorcycle that completely defined the class. Read more about it in the 25 Years of Suzuki GSX-R Sportbikes feature. Over time we’ve come to adore the Gixxer and this year was no different.
ENGINE
Handling propulsion is a liquid-cooled 999cc Inline Four with a conventional firing order similar to the set-ups used by the Honda, Kawasaki, and now BMW. Bore/stroke architecture is 74.5 x 57.3mm which is the least oversquare of the group. Normally this equates to slightly more bottom-end and mid-range engine performance at the expense of top-end. However, with the third-highest peak horsepower number (160.89) it still has some serious juice up top. Compression ratio is rated at 12.8:1 which is about mid-pack and in between the Ninja and the R1/1198S. Like the rest of the Inline Fours a double overhead camshaft-equipped 16-valve cylinder head is used and it receives fuel from eight fuel-injectors.
From idle until 5000 rpm, the Gixxer cranks out the most amount of torque of any of the four cylinders. After that the CBR takes over before their torque curves converge again at 9000 revs (meanwhile the BMW surpasses them all) in route to its 75.55 lb-ft peak at 9200 rpm. From there they run neck-and-neck before the Honda tapers off, giving the Suzuki the second-longest torque curve next to the Beemer.
Throttle response is superb and the powerband feels smooth but the engine buzzes more than the rest of the group. It certainly isn’t intolerable and after awhile you get use to it and just chalk it up to overall character. Speaking of character, the Gixxer engine delivers a lot of it even at low rpm. Anytime you’re on the gas you can hear the roar from the intake and at high rpm the engine’s shriek is exciting.
The 2009 Suzuki GSX-R1000 cockpit ranks right up there in terms of rider comfort and offers great wind protection.
The motor spins up quickly—faster than all the four cylinders with exception of the BMW. In spite of utilizing the smallest piston bore the Gixxer actually posted the third-highest peak horsepower number of 160.89 at a relatively low 11,800 rpm. After that power gently signs off only decreasing by 10 hp at its 13,300 redline.
“The Suzuki’s motor is definitely one of my favorites,” comments Atlas. “Even compared to the V-Twins it has excellent bottom end. Mid-range and top-end is strong too. But the biggest thing is how smooth the engine is everywhere. Sure, maybe it vibrates a bit more than the Kawasaki and Yamaha but it is by no means out of control like the KTM.”
On the street it's important to have some range and the GSX-R is one of the most economical of this bunch. Next to the Honda the Suzuki posted the best fuel mileage. We calculated an average of 33.4 mpg. This gives you a range of 153 miles with 4.6-gallons of fuel in the tank. Refraining from the prolonged high rpm use that our test bikes are always subjected to is sure to bump the MPG even higher.
In the sound test the Gixxer had the highest noise factor of the Japanese machines at idle recording 86 decibels. At speed, however the noised belted out of the twin mufflers was identical to the BMW, Honda, and KTM at 100 dB.
DRIVETRAIN
The Gixxer’s 6-speed gearbox feels very similar to the one’s employed in the rest of the Japanese bikes. There is virtually no play between each of the gears and the transmission moves between each gear precisely.
As opposed to its predecessor, the new Suzuki uses a cable-actuated clutch with back-torque functionality. We’re beginning to sound like a broken record here but clutch action is as light as the rest of the bikes from the Far East with a comparable level of feel. During forceful deceleration the GSX-R’s slipper clutch functions without flaw. It offers that happy-medium between slip and engine braking and makes it fun (and easy) to kick the back end out sideways for showboating maneuvers in front of your friends.
Final drive gearing is 17/42 which is one-tooth larger on the rear sprocket compared to the Kawasaki but still not as short as the R1. Even though first gear is tall and good for 100 mph, launching from a stop required no special clutch work and considering the strong performance of its engine right off idle, the Gixxer is a really easy bike to get off the line. While it wasn’t the fastest bike in this test, posting the fourth-quickest quarter mile acceleration time of 9.94-seconds at a trap speed of 143.3 mph, the time was still sub-10 seconds. Unfortunately for Suzuki, it was only mid-pack in this field.
ERGONOMICS / COMFORT
Without question another one of the Suzuki’s strong points is its well-sorted ergonomics and cockpit layout. First thing you’ll notice is how low the seat height is (31.9-in.). It's 0.2 in.-taller than the class-leading KTM (in low seat mode) making it more easy for short riders to firmly plant their feet on the floor. As opposed to the tall, racy feeling Ducati and Kawasaki, when you’re aboard the Suzuki you feel like you’re sitting low and are part of the motorcycle.
The width of the bike has been decreased compared to previous models, but still it is wider than all but the Yamaha. Larger riders might actually prefer this because it’ll help make them not look like a ‘big guy on a little bike.’ The handlebars, seat and footpegs offer a relaxed riding position comparable to the Honda and the foot pegs are also adjustable.
Like the R1, the Suzuki features a wide front fairing and a tall windscreen that does a fantastic job of redirecting wind and road debris up and around the rider. Of all the bikes here the GSX-R seems the best suited to touring-type riding because it offers so much wind protection. The seat is also the most comfortable with few riders complaining about soreness after extended seat time.
HANDLING / SUSPENSION
Over the years Gixxers have established a reputation for excellent and friendly handling manners and this model continues the trend. Even though it was fully re-worked last year the Suzuki feels like an old friend. Sure it doesn’t turn-in the sharpest (Honda, KTM, BMW) nor does it flick from side-to-side the quickest (KTM) but what it does do is handle predictably without a hint of instability which elevates the level of confidence the rider has with the bike.
Part of the reason why it maneuvers slower is the extra weight it’s carrying. On the scales the GSX-R1 weighted in at 460-lbs fully fueled. That’s 19 lbs more than the class-leading Ducati but 14 lbs less than the heavy Yamaha.
“Of all the bikes I probably like the Suzuki’s handling the best,” says Gauger. “It just rides really nice. It’s comfortable and it seems to float over the pavement and no matter what you do it never headshakes or does anything weird. It’s just an all-around great handling motorcycle.”
The Suzuki is also the only bike using Showa’s Big-Piston-Fork technology. This helps keep the front end from diving and transferring weight to the front wheel excessively during quick stops. It also does a terrific job of damping the effects of bumpy roads even at an elevated street pace. We were also impressed with its stability. Unlike the Ducati and Kawasaki it never shook its head during aggressive acceleration on rough surfaces.
Similar to some of the other Japanese bikes the GSX-R1000 rolls on Bridgestone’s Battlax BT-016 tires. And while they don’t provide as much outright grip as the Pirelli’s on the Euro bikes they perform plenty well to get a knee down around your favorite bend.
BRAKING
Showa fork and radial-mount Tokico brakes highlight the Suzuki GSX-R1000's front end.
The Suzuki offers good braking performance for the street. Radial-mount Tokico calipers latch on to 310mm diameter rotors up front and are actuated by a radial-pump master cylinder working through rubber hoses. A 220mm disc with a twin-piston caliper keeps rear wheel speed in check.
Braking performance falls about mid-pack but could be rated higher except for the pumping issue. Initial bite is good—more aggressive than the Kawi and Yamaha and roughly on par with the Honda. As you pull back on the front lever the brakes serve up plenty of stopping force and feel is good too. The only real problem is that the brake lever tends to grow during prolonged use. In order to compensate you have to periodically adjust the brake lever closer to your hand. The Suzuki was the only bike we encountered this with.
That didn’t affect it too much as the GSX-R managed to stop in a distance of 127 feet during or braking performance test from 60 mph. This was identical to the measurement posted by the KTM and six feet off the best non-ABS equipped numbers from the Ducati.
INSTRUMENTATION / ELECTRONICS
The main instrument display on the Suzuki is large and provides all the information a rider needs including a gear position indicator and a bright shift-light. It offers a similar amount of features as the R1 but the overall design of it looks a bit cheesy as if designed by the guys who made The Fast and The Furious chain of movies. But in the end they are clean, legible and easy-to-read.
In the electronics department, the Suzuki uses its Drive Mode Selector to up its cool factor a bit. The system alters the engine’s power map allowing riders of different skill levels to enjoy the bike without having to worry about looping it over backwards during wide-open acceleration or any other type of unwanted mayhem. It's also handy if you ever get caught riding in the rain.
The system defaults to full-power A-mode in start up. The rider can then choose B- or C-mode via a left-hand side trigger. B-mode reduces power and makes it feel like a GSX-R700 (if there were such a thing) and C-mode further reduces power down to that of a GSX-R550. This made it easy for guys like Gauger who have minimal experience at the controls of a liter-bike. But for all of us experienced cats, A-mode is all that you’ll ever use.
FINAL THOUGHTS
If you’re looking for a sportbike that hauls ass and is comfortable for tackling long distance trips or to commute on, then the Suzuki is a valid prospect for you. It doesn’t handle as sharp as a few of the other bikes nor is it as pretty (it was runner-up to the Kawasaki in terms of worst appearance on our cards) but it is comfortable, fast, and fun to ride. Its low price tag gives it the honor of being the most affordable liter-bike in spite of its 2009 model year designation. And, for all these reasons the Gixxer slots into third position.
You’ll be hard pressed to find a bike with a better cockpit layout than the versatile 2010 Honda CBR1000RR.
After annihilating the competition for the last two years the Honda CBR1000RR returns to Superbike Smackdown for another title defense. Introduced as a clean sheet design in ’08 (read about it in the 2008 Honda CBR1000RR First Ride) the CBR finally receives its first update in the form of a larger engine flywheel said to increase top end engine performance without sacrificing power elsewhere. The rest of the changes are cosmetic and include two new colorways. Was the lone engine update enough to allow it to keep pace with the onslaught of competition? Let’s find out.
ENGINE
The heart of the CBR is its liquid-cooled 999cc Inline Four. It sports a 76.0 x 55.1mm bore/stroke which is barely larger than the Kawi and the most oversquare of the four cylinders with exception of the BMW. However, compression ratio is the lowest of the group and only rated at 12.3:1. A 16-valve cylinder head, double overhead camshafts and twin fuel-injectors per cylinder are used.
Right off the bottom the Honda delivers a soft spread of power. It feels similar to the Kawasaki and makes it easy to get on and ride even if you don’t have a lot of experience piloting liter-class sportbikes. Engine vibration is muted but not to the level of the ultra-smooth level of the Yamaha or even the Kawasaki.
Right around 5000 rpm the engine morphs and 1000 rpm later it’s cranking out more torque than any of the four cylinders. Although the engine gains momentum at a slower pace it still feels like its cranking out some serious midrange power. Torque finally plateaus alongside the Suzuki with 77.63 lb-ft available at 9200 revs. This positions the CBR toward the front of the four-cylinder group in measured peak torque but it’s still bested by the BMW’s 80.31 ft-lb at 10,700 rpm.
Although the zenith of its horsepower production comes on relatively low in the rev range (10,300) it’s still some seven horsepower down on the Suzuki, nine down on the Kawi and nearly 29 down on the BMW. With 3000 revs remaining before redline the Honda offers respectable over-rev with horsepower staying in the mid-to-low 150s before the rev-limiter cuts in.
“The Honda has great midrange,” observed Atlas. “It’s kind of tame of the bottom but by the time you get the rpm to six or seven grand it gets with the program. But then up top it kind of peters out. It felt better than last year’s but still compared to the BMW the Honda feels slower. Still for the street it’s hard to knock the Honda’s motor. It works really well.”
The 2010 Honda CBR1000RR has the strongest midrange of all the four-cylinders including the mighty BMW S1000RR.
Even with its monster midrange engine performance we still netted the highest MPG figure observing an average of 33.8 miles-per-gallon which was just 0.4 better than the Suzuki. The CBR also benefited from having the second-largest fuel capacity (4.7-gallons) which gave us a range of nearly 160 miles between fill ups.
As expected, throttle response is excellent but overall the engine is a bit short on personality. True, it does make some racy noises but there isn’t any intake roar or anything else playful that really makes your heart race other than the digital speedo readout jumping from 54 mph, 67 mph , 78 mph… well you get the idea. During the non-points-weighted sound test the CBR equaled the BMW’s decibel rating at both idle (82) and at half maximum engine speed (100). This is surprising because the Honda actually sounds quieter than its numbers would lead you to believe.
DRIVETRAIN
The clutch, transmission and final drive gearing received unanimous praise from test riders, actually ranking right up with the power-shift equipped BMW. One of the best features of its 6-speed transmission is the low ratio first gear. This not only maximizes the Honda’s copious torque curve but also allows it to access its top end power faster than the other bikes and it showed in the quarter mile acceleration test.
Despite being down on peak horsepower the CBR ripped off a 9.706-second quarter mile time at a speed of 141.7 mph. The excellent feel and smooth light action provided by the cable-activated clutch also played a significant part during launch as did its more street-oriented 16/42 final drive gearing.
Zero shifting gremlins were reported over the duration of the test and the gearbox offers a positive engagement every time. It does have slightly more shift lever play as compared to the ultra-precise Yamaha but it works so well that it’s a moot point. The slipper-clutch performance was flawless as well with it feeling nearly identical to the Suzuki.
ERGONOMICS / COMFORT
As usual the CBR impressed everyone with the feel of its cockpit and balanced ergonomics. Swing a leg over it and the seat height feels short even despite what the tape measure read (32.3 in.). This is identical to the Ducati’s seat height and in between the BMW’s (32.0 in) and the Kawi’s (32.7 in.). The Honda ties the BMW as feeling the narrowest between the rider’s legs among the Inline Four group.
Even though it lacks adjustment the position of the handlebars worked well for our group. The bars are wide and are positioned fairly high which equate to a relaxed riding position similar to the GSX-R. The foot controls do not offer adjustment but our test riders didn’t seem to mind as they are low enough to allow for an above-average level of sportbike comfort.
At freeway speeds the mirrors work well too. They are large, resist vibrating and offer a good view of what’s happening at the rear. But the front fairing is small and the windscreen is short. Together they don’t do a very good job of shielding the rider from the wind. So if you’re planning on racking up the miles on the freeway you’ll definitely want to invest in a taller windscreen. Our last gripe is with the seat as it made our butts sore faster than some of the other bikes.
HANDLING / SUSPENSION
Whether you’re rolling around the parking lot or riding on your favorite twisty section of tarmac, without question the Honda feels the lightest even though it isn’t so on the scale. With a full tank of fuel the CBR weighed in at 451 lbs. That’s one pound more than the BMW and 10-lbs more than the class-leading Ducati.
Out on the road it serves up a level of agility the other bikes can’t match. Corner entry requires the least amount of muscle but it still doesn’t maneuver from side-to-side as quickly as the KTM—it is close though. Once turned in the chassis feels taut and delivers an above average level of road feel. Standing the bike up and driving off the corner isn’t a problem either even on bumpy pavement as the chassis is well-sorted. Although the Honda rolls on a different spec Bridgestone tire (BT-015) they felt similar in grip and feel to the BT-016s on the Kawi and Suzuki.
“The neatest thing about the Honda is how easy it is to ride,” remarked Atlas. “It just does everything really well. It turns into a corner nicely, it’s planted, and it’s easy to pick it up and drive off the corner. Plus the chassis is balanced and the suspension is totally dialed.”
As Atlas so eloquently put the suspension is great in stock trim. It provides a near perfect balance between sport riding and everyday comfort. It’s feels plush absorbing bumps but then it also works fine when you’re bombing around corners. Suspension action actually feels similar to the Suzuki, but the Honda’s greater level of agility at no cost of stability gives it that extra boost making it the better overall bike in terms of outright handling.
BRAKING
Braking performance was yet another category in which the Honda ranked high. The braking system is highlighted by a set of smallish-looking Tokico radial-mount 4-piston calipers powered by a radial master cylinder. The calipers grab a pair of 310mm diameter discs. The rear brake is comprised of a solo 220mm disc actuated by a twin-piston caliper. Brake fluid is pushed through rubber lines front and back.
Even during prolonged aggressive use in the canyons the brakes were 100% fade-free. Initial brake bite is high but just a hair less than the BMW. Perhaps our favorite feature of the brakes is the ridiculous amount of feel they deliver through the lever which allow you to use them aggressively right up to the point of lock-up.
Just look at the results of the braking performance test. The Honda stopped from 60 mph in just 126 feet and if it had Honda’s optional C-ABS system we presume an even shorter stopping distance would have been achieved.
INSTRUMENTATION / ELECTRONICS
This is one of the few categories that the Honda came up short in. It’s not that we don’t value its clear and legible instrument display, because we do. The only thing missing is a gear position indicator not to mention a larger, brighter shift-light that the Suzuki and Yamaha employ. But our real complaint is that it doesn’t offer any adjustable electronics as used on the Aprilia, Ducati, Yamaha, Suzuki, and BMW.
However it is worth mentioning that you can purchase ABS as a $1000 option. We tested a similar system during the 2009 CBR600RR C-ABS - First Ride and it really impressed us with the added level of confidence and security during braking on wet and slippery road surfaces. The only problem is you can’t turn it off like you can on the BMW.
FINAL THOUGHTS
Even though it’s in the third year of its design cycle the $13,399 Honda is still one of the best street bikes money can buy. Sure, top end performance isn’t as robust as some of the other bikes but you simply can’t ignore its smooth street-friendly midrange engine performance. And who can forget its incredibly dialed chassis that somehow manages to be both sporty and comfortable at the same time. In this cut-throat group of Superbikes the veteran CBR mustered-up an impressive runner-up position. If you’re looking for a fun, comfortable and easy to ride liter-bike then take note: The Honda CBR1000RR won’t disappoint.
The BMW’s Dynamic Traction Control and ABS is simply incredible. And the best part is that you can turn it off easily.
For the first-time ever, German motorsports giant BMW enters Superbike Smackdown competition with its all-new S1000RR. Earlier we had the opportunity to ride it during a stand alone test in Portugal. Read about it in the 2010 BMW S1000RR First Ride and then check out how it fared in our Superbike Smackdown VII Track test too. BMW’s flagship Superbike features more techno-wizardry than any other mass-produced production street bike. Adjustable multi-mode engine power, traction control and ABS, an electronic quick-shifter, and an ultra high-tech Inline Four engine that spins up to 14,000 revs and delivers 180-plus rear wheel horsepower all for a price that is competitive with all four of the motorcycles from Japan. It’s amazing.
ENGINE
Powering BMW’s S1000RR is a liquid-cooled 999cc Inline Four with a conventional firing order as used on the Honda, Kawasaki, and Suzuki. Bore/stroke dimensions are 80 x 49.7mm which gives the BMW the most oversquare piston size of the four-cylinder group. A 16-valve cylinder head with double overhead camshafts is also shared. Intake charge is compressed to 13:1 ratio which is identical to the RSV4R but down 0.4 compared to the class-leading KTM.
Twist the grip and you’ll notice that its pull feels heavier than rest of the bikes, which takes a bit of time to get used to. Power comes on nice and smooth but feels mellow like the rest of the four cylinders with exception of the GSX-R. Engine vibration is minimal and right on par with the Ninja but is still not as balanced as the R1. As revs climb through 6000 rpm the BMW churns out a linear spread of power but it’s nothing too impressive compared to the punch of the V-Twins and the CBR. However, keep the throttle pinned and when the tach needle hits nine grand things start to happen quick…
All of a sudden it feels like someone pressed the nitrous button with a burst of acceleration. Peak torque is reached at a lofty 10,700 rpm with it churning out 80.31 lb-ft of the good stuff, giving it the highest peak torque figure aside from the Twins. But it isn’t over yet. As revs increase further the whirl of the valvetrain makes a sound like you’re at the controls of an F1 car—no joke, it sounds insane. Hold on tight as the engine shrills to life pumping out more horsepower at 11,000 revs than any other bike in this test! And the best part? You still have another 3000 rpm to go! With the throttle buried to the stop the engine sounds like it’s about to explode throwing you forward with such voracity that all other liter-class bikes now feel slow.
At 13,300 rpm, peak horsepower is reached with a whopping 182.83 horsepower delivered at the rear Metzeler tire. If you missed it I’ll say it again: Nearly 183 horsepower out of a bone-stock street bike! With 700 revs to go before redline, horsepower barely tapers when the rev limiter comes in at 14,000 rpm.
“It’s kind of lacking off the bottom and the mid-range isn’t that impressive either especially compared to the Honda,” explains Atlas of the BMW’s engine performance. “But find a straight stretch of road, dial in full throttle and you better be hanging on tight. It has 20 more horsepower than the competition and more power than most people’s cars. It may not be that useable during the commute to work but who cares.”
Although the S1000RR’s engine shrieks at high rpm, at idle it is quiet and identical to the Honda recording a decibel rating of 82. Add some more rpm and it again matches the Honda bellowing out a conservative 100 dB at half of maximum engine speed (7000 rpm). And despite that it cranks out upwards of 180-horsepower, the Beemer delivers 32.3 mpg. This equates to a range of 145 miles with a full fuel load in the 4.5-gallon tank.
DRIVETRAIN
As expected the BMW uses a very tight and precise feeling gearbox. Neutral is simple to find when stopped and there is very little play in the shift lever. We also never encountered any missed-shifts. During quick stops the slipper clutch performed without fault just like the Japanese bikes.
One of the coolest features of the BMW’s drive train is its optional $450 electronic quick-shifter. This allows you to maneuver through the 6-speed gearbox without having to let off the throttle or use the clutch. Simply apply some pressure on the shift lever and bam you’re in the next gear.
This substantially decreases acceleration time as evident in the quarter mile test. Here the Beemer recorded the fastest ET of the test by posting a 9.681 with a top speed of 150.4 mph. That’s nearly 5 mph faster than the speedy Ducati 1198S Corse. Further aiding the BMW off the line is its optimum 17/44 final drive gearing and cable-actuated clutch with terrific feel. However we do have one minor gripe and that is that clutch lever pull is heavier than the Japanese bikes.
ERGONOMICS / COMFORT
The BMW S1000RR’s appearance looks much better in the optional $750 Motorsports Alpine White colorway.
Jump into the seat and the Beemer feels similar to the Honda. It is narrow and the seat height is on the low side only measuring 32.0 inches off the floor. Reach to the controls and the handlebars feel wide but they are slightly lower than the Honda’s. It is by no means uncomfortable just a hair more aggressive. The fixed footpegs offer good balance between hard-core track and street use.
Overall the riding position keeps you low and inside the center of the bike similar to the Suzuki and KTM but just not quite as low. On the road the cockpit of the BMW is comfortable. It feels more-racy than the Honda but it’s by no means as aggressive as the Kawasaki. The seat is wide and offers a decent amount of padding. Not quite up to GSX-R1000 levels of comfort, but it’s close. The height of the windscreen is also above average. It’s not as big as the Suzuki’s but it is certainly effective for keeping a good portion of the rider’s torso out of dirty air. The mirrors also function well, giving a clear view of what’s behind, but they’re still not as good as those found on the CBR.
HANDLING / SUSPENSION
On the road the BMW carves into a turn with pure precision. It steers neutrally and feels quite similar to the CBR only it requires a tad bit more muscle. Once cranked over on the side of the tire the chassis feels rock solid. It’s hard to tell if it’s better than Honda or Suzuki but it’s definitely close between the top trio. In keeping with its German heritage the Beemer rolls on Metzler’s RaceTec K3 tires which feel and perform similar to the Pirelli Diablo Supercorsa SPs on the other Euro machines.
Rolled onto the scale the BMW posted a weight of 450 lbs with fuel, ABS and all the other gizmos that its $16,480 as-tested price came with. That’s just nine pounds heavier than the class-leading Ducati and the BMW still costs $8520 less.
The BMW makes use of fully adjustable suspension front and rear. Despite its obvious racetrack-oriented design the suspension actually does an admirable job of soaking bumps and small pot holes that you can expect to encounter during the course of a street ride. It’s not quite as plush as the Suzuki, Yamaha or Honda but we wouldn’t say it’s bad. Chassis balance is favorable with the bike resisting the urge to pitch or squat even during heavy throttle or brake load.
“The BMW handles pretty good,” said Atlas. “It doesn’t turn-in quite as fast as the Honda but it’s still by no means slow. It’s composed at lean and it comes off the corner nicely as well. Overall I’d rank it up there toward the top for sure.”
Brembo brakes and the most advanced ABS system available graces the BMW S1000RR.
BRAKING
Even if it didn’t have its optional adjustable multi-mode ABS, of all the bikes the one with the strongest, best performing set of binders would be the BMW. Up front it utilizes a pair of two-piece cast Brembo radial-mount calipers that grab onto 320mm diameter discs. A radial-pump master cylinder and stainless-steel brake hoses augment the system. Out back a 220mm disc with a single-piston caliper keeps rear wheel speed in check.
Initial brake bite on the front brakes is the best of the lot which is strange considering that it employs lesser-grade two-piece cast calipers as opposed to the more expensive monoblocs on the other Euro bikes. As you grab the brake lever the brakes have a ramped stopping effect similar to the Ducati’s. In the braking performance test the BMW aced them all by achieving a stopping distance of 118 feet from 60 mph. The stop was performed in Sport mode which enables both front and rear ABS and proves the obvious stopping benefit of ABS.
Perhaps the best feature in the braking department is the multiple ABS modes. In each of the four settings (Rain, Sport, Race, and Slick) the brakes respond differently providing slightly more or less ABS effect. When activated the lever pulses slightly but it isn’t so much that it’s annoying. Another plus is that even when activated there is still an acceptable level of brake feel.
The BMW S1000RR is without question the best Superbike of 2010.
INSTRUMENTATION / ELECTRONICS
Although the Beemer’s instrument display doesn’t look as cool as the Ducati or KTM it sure does work well. Not only does it offer everything the rider needs to see from ambient air temperature to gear position, it’s easy to read and to use.
But the real bonus that sets the BMW apart from all the bikes in this comparison is its use of a sophisticated and user-adjustable engine management system. Even the $13,800 base machine offers an engine power/throttle mode selection (Rain, Sport, Race and Slick) that can be adjusted on the fly using a left-hand handlebar mounted switch. For street riding we preferred Sport setting as it tamed down power slightly and made the throttle less sensitive which ultimately made the bike easier and friendlier on the street.
The $1480 Dynamic Traction Control and Race ABS option adds functionality to the power mode selection by incorporating both a traction control and ABS that uses independent wheel speed and a lean angle sensor. And the best part about it all is that you can turn either traction control or ABS off independently with a simple push of a button.
FINAL THOUGHTS
You want the best Superbike of ’10 for the street? Well the BMW S1000RR is it. From the outrageous performance of its engine to the well-balanced chassis and phenomenal braking capabilities, the BMW does everything well. Factor in its superior electronics that not only make the bike safer but also more fun to ride and what you have is a bike that no other production motorcycle on earth can compete with in stock form. And the best part is? It can be yours for $13,800 for the base model or you can fork over some extra dough and go all the way with the $16,480 for our fully loaded version. Thanks BMW for just raising the Superbike-class bar.
For My Money:
Adam would buy the R1 because “it does good wheelies."
Adam Waheed – Yamaha YZF-R1:
All of these bikes shred and I’d be happy with any of them. But if I had to fork out my cash I would buy the R1. Sure it’s not the fastest, it doesn’t handle the best and it gets pretty bad gas mileage. But I don’t care because it sounds so awesome—especially with a set of GYTR pipes. I also really dig the way it looks and when you pull up to a stop sign people think you’re on some kind of space ship. People also always mistake a white R1 for a cop bike so they get out of your way like you were Moses crossing the Red Sea. The R1 is like an all-access pass to do whatever you want on the road.
Ray Gauger – Suzuki GSX-R1000:
Considering I don’t have a whole lot of experience riding 1000s I’d buy the Suzuki. Not only is it the least expensive, it’s easy to ride and comfortable. I also really dig the S-DMS A-B-C engine power mode feature as it allows me to ride the bike without having to loop out backwards when I’m practicing my Waheed-style wheelies.
Francesco Quinn – Aprilia RSV4R:
The Aprilia RSV4R: Made by Italians, for Italians.
Keep in mind the word ‘superbike,' because that's what we're talking about here. The modern-day lone horseman on his steed of steel, his weapon of choice. The defining platform of what kind of man you are. The fastest and most powerful. "Take your pick sire" says my squire to a stable of 150-plus horses per bike!
So after riding them all on the street, it's obviously not about the numbers or the lap times, it's about seat-of-the-pants and as much as I am an every-day-of-the-week motorcyclist, I'm not predictable. I like to spend, but not through the nose. I'm old school, but not slow and I like a good, strong Twin, but need the reliability of a Four. I must reach my destination and when I've found it, I have to feel proud of my ride.
The Japanese Four are all good, as usual. The Kawi was uncomfortable. All are powerful, with the Suzuki giving me the most pleasurable, secure ride. The Yamaha had a great sound and...okay, that's it. The Honda was great at everything. I guess, since I don't have anything to complain about, yet nothing to be excited about either. Same with the BMW and all its gadgetry. Would it be as good if I didn't push its limits? Would I even notice if I didn't try to engage the electronics? Can anybody stop and notice how much rattling plastics are on this thing?! Everyone is too busy pushing buttons, I guess.
Tim says he'd pay $15,999 to listen to the hum of the Aprilia's V-Four.
The Ducati is a WOW! A gold watch for your Sunday brunch at the club. Too much for the street and never enough for the guys who can really afford it. The KTM is plain ugly. Out of all the superbikes I would pick the Aprilia. It does everything well. It's cool without gadgetry. It's new and it's Italian.
Tim Collins – Aprilia RSV4R:
What’s not to love about the Aprilia RSV4R? The moment you throw a leg over the bike you feel as if you’ve just strapped into the cockpit of a stealth fighter. Ergonomically the bike feels amazing. The bars are at the perfect angle to give you that sense of ultimate control over the motorcycle, without sacrificing a surprisingly comfortable ride. Then, as you turn on the key and start the ignition, you’ll fall in love all over again. The rumble of the V-Four is a sound unlike any other. The hum of 160 horses begs to be ridden like a true racebike. Yet, with three modes to choose from, you can customize that power for any type of adventure. With sleek styling, amazing control and seemingly endless power, the RSV4 takes the gold.
Steve Atlas – BMW S1000RR:
Atlas, Hensley and Ali would buy the BMW if they were in the market for a brand-new 1000cc sportbike.
For me it all comes down to what performs the best for the least amount of cash-money. And that would be the BMW. It’s a rocket, it handles well, it’s comfortable and you could race it straight out of the crate. Sure it doesn’t look that good but hey when you’re flying down the road with one wheel in the sky who cares what you look like? M Power for life!
John Hensley – BMW S1000RR:
Here’s the thing, it’s damn hard to beat the CBR1000RR on any level. It’s just that good of a motorcycle. That being said, I have to say that when it comes to the street, if I were going to plunk down the cash, I think I’d go for the bells and whistles of the BMW S1000RR. Every modification that I’d make to the CBR for the track, I don’t think I would even bother with on the street. I mean, why? Last time I checked any interested lady at a stop light didn’t really care what kind of slipper clutch I was running. Anyway, I digress. The fact is that I could go out and buy a motorcycle already loaded with every extra someone might want on the street, a beautiful being that is more technologically advanced than anything I’ve seen available to the consumer looking to get on board a 1000. And, for the street, and not to mention for around $15,000, that’s an unbeatable equation. I’m glad BMW put this motorcycle out, because my suspicion is that it will provoke a noticeable response from every other manufacturer out there. I’m looking forward to it.
Bobby Ali – BMW S1000RR:
After riding all the bikes and ranking my preferences the winner is the BMW. This bike was not my preference in the styling department as it has a styling that is love it or hate it, and I did not love it. I did not have high expectations for this bike either; it was actually lower than the other bikes I was testing being this is a somewhat new venture for BMW. But I was amazed at how the BMW rode on all road types, the engine, brakes, and suspension were all amazing! I have never ridden a bike that ensured and encouraged such confidence and sheer enjoyment. Simply stated I could always feel myself smiling from ear-to-ear as I rode this bike. So who cares if the styling is not as cool as the KTM, Aprilia, or Ducati? The BMW is such an amazing bike to ride that this is what I would someday hope to have in my stable of bikes!
And despite sporting the most number of changes amongst the Japanese Big Four for ’10, the Kawasaki continues to feel like it has the most racebike DNA. From the streamlined speed-driven shape of its updated ZX-6R-inspired bodywork, the top-end biased power output of the Inline-Four engine, and the feel inside the cockpit, the Ninja does little to mask its racetrack prowess.
ENGINE
The ZX-10R is powered by a liquid-cooled 998cc Inline-Four with a conventional engine firing order like the Honda and Suzuki. Dual-stage fuel injection and a 16-valve cylinder head operated by double overhead camshafts are employed like the other four cylinders. The 76.0 x 55.0mm bore/stroke measurement is nearly identical to the CBR’s and it squeezes fuel to the fourth-highest compression ratio (12.9:1).
Kawasaki has been long known for the exhilarating performance of its sportbike engines and the 10R continues the trait… so long as you’ve got the throttle pinned. Twist the right grip and power comes on immediately, but, like the Honda, it feels docile and mundane toward the bottom end of the tachometer spectrum. Taking a look at the torque comparison chart shows that the Ninja’s engine cranks out the lowest peak torque figure of 75.75 lb-ft measured at 10,300 rpm. While expert riders will wish for a stronger bottom end, less experienced riders will love how friendly the powerband feels down low.
“What I like about the Kawasaki is that its powerband feels really mellow down low,” comments Gauger. “I don’t have a whole lot of experience riding 1000s or any sportbike for that matter so it’s nice that I can jump on it and not be initially intimidated by the power.”
Regardless of rpm, throttle response is excellent and the engine runs perfectly thanks to optimally calibrated engine management settings. Engine vibration through the controls is nominal and at a reduced level compared to all the Inline Fours with the exception of the perfectly-balanced R1.
Keep the throttle buried and the engine piles on revs quickly and when the tach needle hits eight grand you better be hanging on. At this point the engine changes character from its ultra-refined sewing machine-like sensation to a bona fide sportbike engine.
While it retains a smooth feel, it becomes increasingly louder with the flurry of the valvetrain combining with the roar of the intake making you feel you’re at the helm of a racebike.
Conversely, the Ninja’s exhaust muffler is one of the most stealthy of the group with it recording the lowest decibel reading at idle (74) and tying the Yamaha’s quiet 94-decibel measurement at 6500 rpm (half of maximum engine speed). Thus if you’re looking for that aesthetically pleasing Inline Four shriek you’re going to need to invest in an aftermarket muffler.
In a 5000 rpm spread, the engine churns out 60 more horsepower en route to its 162.96 peak at 12,300 revs. Yet there isn’t really any type of ‘hit’ as the increase in power output is very linear while the engine zings toward the red numbers. Power stays strong through over-rev, decreasing by just three horsepower before the rev limiter shuts the engine down at 13,000 revs.
In terms of fuel mileage and range the Kawasaki delivered a respectable 32.5 mpg average with a considerable amount of time spent at triple digit speeds. This gives the Ninja approximately a 146 mile range with a full 4.5-gallon tank of premium unleaded fuel.
DRIVETRAIN
A 6-speed transmission and cable-actuated slipper clutch transfer engine power to the rear wheel through 17/41 sprockets. Clutch action is light and provides excellent feel during launches or when you’re trying to kick the rear end out during aggressive deceleration. This helps the rider to escape from a stop without having to slip the clutch despite its rather high first cog. Although the remaining five gears are spread close together, the combination of its tall final drive gearing with its top-end biased engine performance make roll-on acceleration feel a bit slower than the other bikes.
For ’10 engineers reworked the transmission’s shifting mechanism and you can feel the difference. As you move through the gearbox it feels much ‘tighter’ with minimal play and is on par with the rest of the Japanese and German machinery. No mis-shifts were reported and finding neutral at a stop is simple. During deceleration the slipper clutch allows the ZX to ‘free wheel’ with less engine braking effect which reduces the likelihood of the rear end kicking sideways during aggressive stops. While some may like the feel we would like a little less slip.
In our quarter mile acceleration test the Ninja managed a 9.878-second time with a trap speed of 144.2 mph. The time was just under 0.2 seconds away from the class-leading BMW, which proves just how fast the Ninja is and how easy it is to launch from a stop.
The Ninja’s Special Edition green, white and black color scheme was our least favorite of the group.
ERGONOMICS / COMFORT
Jump into the seat and right away you feel like you’re at the controls of a bike built for some serious velocity. From the triple clamps, to the frame and swingarm, it all appears beefy and built for speed. Its 32.7-inch tall seat is the second-tallest next to the RSV4R and an inch taller than the KTM’s (lowest-in-class), which contributes to its high rear end feel. The handlebars are wide but positioned low, which further attributes to its racy feel but it puts additional strain on the rider’s wrists and hands.
As opposed to the other Inline Fours the Kawasaki’s twin-spar aluminum frame wraps up and over the engine as opposed to around it. This substantially decreases the width of the motorcycle between the rider’s legs and makes it easier for the rider to touch the ground in spite of its elevated seat height. However, the foot controls are fixed and lack the adjustability of the R1 and GSX-R.
The ZX’s windscreen does an excellent job of diverting wind away from the rider. The shape of the fuel tank and the length of the seat allow the rider to get into a reasonably comfortable tuck position. However, the cockpit still doesn’t offer the same level of roominess as the class-leading GSX-R1000. Like the rest of the bikes in this competition, the seat is thin with the rider beginning to feel the effects of the ride within less than a fuel tank worth of gas. While we appreciate the shape of the mirrors they are small and get distorted with vibration at freeway speeds.
HANDLING / SUSPENSION
In terms of weight the Ninja posts a 458-lb fully fueled curb weight which puts it about mid-pack. As expected the Ninja retains its racy feel in terms of handling. The rear end feels tall and it initiates a turn well, but does require a bit more muscle than the ultra-agile Honda and KTM. Once leaned over the ZX’s chassis feels taut and delivers a fair amount of feedback. The ZX rolls on Bridgestone’s fantastic BT-016 tire which complements its sharp handling attributes.
Picking the bike up and accelerating hard, especially on bumpy pavement, still upsets the chassis more than the other bikes. Thankfully engineers fitted the 10R with a new Ohlins steering damper that actually provides damping as opposed to last year’s non-functional eye candy. This substantially reduces the handlebars propensity to wiggle if you get too zealous with the throttle on a bumpy road surface.
Like the rest of the bikes the Ninja offers fully adjustable suspension front and rear. Without a doubt the Ninja’s chassis is a bit more sensitive to suspension adjustment, bu both ends offer a large window of adjustment allowing you to tailor the way the suspension performs based on skill level and the kind of roads you like to ride on.
“The Kawasaki handles good on the street. It turns-in well, though it doesn’t flick from side-to-side as good as the KTM or Honda,” said Atlas. “But once you’ve got it laid over its really stable—plus the suspension absorbs bumps well and generally delivers a forgiving ride. I’d rank this bike right in the middle of the pack.”
BRAKING
The 10R employs a pair of Tokico radial-mount 4-piston calipers powered by a radial master cylinder. The calipers grab a pair of 310mm diameter petal-style discs. The rear brake is comprised of a solo 220mm disc actuated by a twin-piston caliper.
Despite using rubber brake hoses both fore and aft, the ZX’s brakes are completely fade-free. Initial bite isn’t quite as strong as the BMW or Ducati, yet as you pull back on the lever you’ll be surprised by just how much stopping force the brakes serve up. This makes them friendly to use for all riders regardless if they’re a newbie like our man Ray or a certified maniac.
Another nice touch is the wide range of lever adjustment for different sized hands. In our braking test the Kawasaki managed to stop in a distance of 126 feet from 60 mph which was just eight feet more than the class-leading and ABS-equipped S1000RR.
INSTRUMENTATION / ELECTRONICS
Instrumentation is comprised of a large swept tachometer. A rectangular LCD readout is inset in the middle and provides speed, gear position, coolant temperature, time and associated warning lights. There is also a lap timer function in case you want to track your progress while ripping around freeway clover leafs. Overall the gauges are bright and easy to read at a glance. As opposed to the rider adjustable engine/throttle maps that the Aprilia, BMW, Suzuki and Yamaha employ, the Kawasaki offers no push-button adjustment.
FINAL THOUGHTS
The 2010 Kawasaki ZX-10R offers excellent handling. It turns in sharp, it’s stable at lean and drives off the corner well.
In our final scoring the $13,199 Ninja ranked in sixth position. While it excelled in the performance scoring categories and carries the second least expensive price tag, it suffered in the rider’s subjective scoring. Test riders specifically commented on its lack of engine performance and character at low rpm as well as its racy ergonomics which made it less comfortable to ride for long distances. Next to the Suzuki it was unanimously voted as the least attractive bike, which can be attributed to its unusual green/white Special Edition color scheme. If Kawasaki could infuse a bit more bottom end power, return some of its wild demeanor and open up the rider triangle this bike could easily be at the front.
2010 Yamaha YZF-R1 Comparison Street
Adjustable foot controls on the 2010 Yamaha R1 allow the rider to customize the riding position a bit.
ENGINE
Like the rest of bikes from Japan it features a liquid-cooled Inline Four engine. Bore/stroke measurements are 78.0 x 52.2mm, nearly identical to the RSV4R, and equate to 998cc. Dual-stage fuel injection and a 16-valve cylinder head are also employed like the other four-cylinders. Intake charge is compressed to a ratio of 12.7:1, which is identical to the Ducati but toward the low end of the pack.
Thumb the starter button and the R1 rumbles to life with a roar unlike any of the other machines. It sounds more like a small block V-8 than a motorcycle. The reason for its awesome sound and soulful performance is the incorporation of crossplane crankshaft technology and an uneven engine firing order founded by Valentino Rossi's MotoGP team. Learn all the juicy technical details in our 2009 Yamaha YZF-R1 First Ride.
At idle the R1 registers a decibel reading of 79, making it the second-quietest bike in this group, demonstrating the effectiveness of its two huge titanium undertail mufflers. At speed the levels of noise increase but also remain on the low side of the decibel spectrum cranking out 94 dB at 6750 rpm (half of maximum engine speed). While the measured sound level is modest, inside the cockpit you can still hear a good deal of mechanical sound, which adds to the thrill of the ride.
While the engine’s bottom-end performance feels in the same league as the other liter-bikes, looking at the dyno chart proves otherwise. Right off idle performance is decent but then it falls off at 5000 rpm, lagging behind the rest of the field before catching up and eventually topping the Kawi @ 10,300 rpm with 76.55 lb-ft of torque for a moment, before all the bikes surpass it once again.
Maximum horsepower is achieved 1200 revs later with 150.89 hp @ 11,500 rpm. Despite having another 2000 rpm left in the rev range, power trails off immediately, steadily dropping to the mid-130s before the rev limiter comes in.
While outright power isn’t that outstanding, the engine’s character is. Simply put, the R1’s engine sounds like no other motorcycle on earth— well, besides the Fiat and Tech3 Yamaha MotoGP bikes. Throttle response is also excellent and delivers a more intimate feel of what’s happening at the working end of its Dunlop rear tire. It’s also perfectly balanced and virtually vibration free at all rpm, making it a choice motorcycle for extended time in the saddle.
“Without question the R1 engine is an excellent street bike motor,” says Atlas. “It’s got a smooth power curve, the engine doesn’t vibrate, it sounds cool, and it still provides enough get-up-and-go to get the blood pumping. But in this group it just lacks that sheer outright power—especially up top.”
Blame it on our heavy throttle hand, but the R1 also registered the poorest fuel mileage of the Inline Fours while trying to keep up with the competition. Good thing the Yamaha has the largest fuel tank of the bunch at 4.8-gallons, because you’re going to need every last drop of gas, the R1 registering only 29.3 mpg, which equates to a range of 140 miles.
DRIVETRAIN
The R1’s clutch and transmission ranked high on our rider’s note pads. The 6-speed gearbox feels precise offering a short throw and no vague sloppy feel between gears and neutral is easy to find at a stop. Clutch lever pull is light and at a comparable level to all the bikes with the exception of the heavier clutch pull of the BMW and Ducati.
Despite utilizing relatively short 17/47 sprockets, the R1’s first gear is still on the tall side necessitating more clutch slippage than the rest of the bikes with exception of the Ducati. In the quarter mile acceleration test the R1 posted a 10.22-second pass with a trap speed of 138.40 mph. Although the time was the slowest of this group, in the grand scheme it’s just over 0.5-seconds slower than the quick-shifter equipped Beemer.
Of all the motorcycles tested, the one that offers the least amount of engine braking is the R1. Its slipper clutch is well calibrated and feels similar to the Aprilia, Honda, and Suzuki, offering a good balance between available engine braking and free-wheeling effect.
ERGONOMICS / COMFORT
Hop into the saddle and you’ll notice that the R-Uno is wider than the rest of the bikes. Seat height measures 32.8-inches off the floor, which is on the high side but still 0.5 inches lower than the Aprilia.
The cockpit is much more open than previous generation R1s and is more aligned with the relaxed controls of the Honda and Suzuki than the racy position of the Ducati and Kawi. The mirrors offer good field of vision and due to the smooth, vibration-free character of the engine they actually work!
Overall the bike feels wide at the rider’s knees and when you consider its tall seat, short riders could have difficulty getting comfortable on the Yammie. One nice touch is the adjustable footpegs—with the R1 one of the only bikes to offer that feature along with the Suzuki and KTM.
One of the benefits of being so wide is the large area of the front fairing. This works with the windscreen to better protect the rider from the elements, making the R1 the bike of choice for those longer rides. While the seat is wide, it’s thin and feels about the same as the Honda’s, which wore us out quicker than the excellent seat employed on the Suzuki.
HANDLING / SUSPENSION
From the moment you lift the R1 off its side stand it’s obvious that it’s a heavy bike. And though at speed its heft doesn’t vanish, as long as you’re not flicking it from side-to-side in a tight series of corners you’ll be hard pressed to notice it.
One of our favorite things is how smoothly the R1 rides. Even on rough road the suspension does a fantastic job of soaking up the big bumps and rough, cracked pavement. It does transfer weight fore and aft faster than the other bikes, but once you get used to the feeling it isn’t bad at all.
Considering its 474-lb fully-fueled curb weight (highest of the group), the R1 takes a bit more muscle at turn-in, making it the laziest turning motorcycle of the lot. But once leaned over on the side of the Dunlop Sportmax Qualifier rubber the R1 is surefooted and feels like an old friend.
Despite its weight-transfer issue it gets off the corner well, no doubt aided by the excellent connection fostered between engine, throttle, and rear tire. While the tires provide average levels of grip they are nowhere close to the awesome Pirellis seen on some of the other machines or even the OE Bridgestones used on the Ninja and GSX-R.
“I really enjoyed the way the Yamaha rides,” noted Gauger. “It felt similar to the Suzuki. The suspension felt soft but it just made it absorb bumps better. I guess it did take more effort to turn than the Honda or KTM but still I’m not Ricky-racer. I just like to ride around and have fun and the R1 is a great bike for that.”
Even with six-piston front calipers, the Yamaha has never been rated well in terms of brake performance.
BRAKING
In the braking test the Yamaha was at the back of the field recording a stopping distance of 133 feet during a simulated emergency stop from 60 mph. Three factors play into this. First is the extra mass it carries; second is the sum of its braking components; and third is the suspension balance front-to-back.
The front brakes are comprised of a pair of gargantuan six-piston Sumitomo brake calipers that pinch a set of 310mm diameter rotors. The front binders are powered by a radial master cylinder through rubber brake hoses. Rear braking is taken care of by a 220mm disc with a twin-piston caliper.
Lean on the front brake lever and the stoppers lack initial bite as compared to the rest of the bikes. As you pull back deeper on the lever the brakes are effective at slowing the bike down but it’s hard to get that necessary level of feel to really use them assertively. Lastly, as we mentioned previously the chassis balance of the bike isn’t perfect, making it transfer weight forward or rearward aggressively, which restricts how hard you can load the front brake.
INSTRUMENTATION / ELECTRONICS
The R1 uses a snazzy white-backlit instrument display with a huge swept tachometer and big LCD speedo that is bright and easy to read. It gives the rider everything he needs to know and nothing he doesn’t. Plus it offers instant and average MPG figures and the programmable shift-light is massive and easy to notice even if your eyes aren’t staring directly at it.
In term of electronics the R1 offers a neat throttle adjustment system they term D-MODE. This allows the rider to select between three different throttle-response settings via a right-side handlebar-mounted switch.
Unlike Suzuki’s S-DMS system and BMW’s DTC, both which limit actual power production, the R1’s system merely modifies the sensitivity of the throttle. When you start the R1 it defaults in standard mode. By selecting A-mode the engine becomes more responsive to throttle input. Conversely, B-mode reduces engine response.
The difference between each of the modes is noticeable. Most of our testers settled on standard mode but I preferred B-mode as it allows for a greater margin of error during delicate throttle application scenarios such as lane-splitting in heavy traffic or when thrashing around your favorite twisty back road.
Overall the R1’s instruments and electronics were well received by our testers with it ranking toward the front of the group. But in the end it was bested by the $25,000 Ducati and its 8-stage traction control system and the sophisticated multi-mode traction control and ABS of the Beemer.
FINAL THOUGHTS
Make no mistake: the $13,290 Yamaha R1 is a fantastic street bike. Sure, its styling didn’t receive unanimous praise like the Aprilia, Ducati and KTM, nor could it match the acceleration, braking and handling performance of the other bikes. But what it does deliver is heaps of character and real world comfort. And as long as you’re not riding the bike at the absolute limit you’d never really notice its performance deficiencies anyway. Still if Yamaha could infuse 10% more outright performance there is no doubt in my mind that they would have a winner. But until they do, the Yamaha R1 will be relegated to fifth position.
2010 Ducati 1198S Comparison Street
The 2010 Ducati 1198S Corse SE delivers the most amount of road feel while making your wallet much lighter.
ENGINE
The heart of the 1198 is its gigantic bore and liquid-cooled L-Twin engine. The two cylinders are angled at 90-degress compared to the narrower 75-degree format the RC8R employs. The Duc sports the largest pistons in the group with a bore/stroke factor of 106.0 x 67.9mm, which equals 1198cc of displacement. That’s a 4cc advantage over the KTM, giving it the bragging rights of having the biggest engine in this test. Fuel and air are mixed via single fuel injectors and shot into both 4-valve cylinder heads. The pistons then compress it to a ratio of 12.7:1 (same as the R1) which is down 0.7 compared to the RC8R.
Right off idle the Duc gets the jump on everything in terms of torque output. Although the KTM eclipses it from 4000 to 6000 revs it certainly doesn’t feel like it. The engine spools up quickly but not quite as fast as the RC8R. The curves then converge before the Italian Twin takes control 1000 revs later. By then the 1198 is already cranking out more torque than the rest of the bikes enroute to its 90.14 lb-ft peak at 8300 rpm.
“Unbelievable,” says an impressed Atlas. “I can’t believe how much torque this thing has. From idle all the way to redline there is an absurd amount of juice on tap. As far as accessible real world power for the street it doesn’t get much better than the 1198—though at time it can almost be too much.”
With the throttle pinned in the lower three gears you actually have to stand on the rear brake to keep the front end from floating toward the sky. Throttle response is excellent and there isn’t any of the lean-fueling condition at low revs that we’ve experienced with previous base 1198's (credit the updated ECU and less restrictive Termignoni pipes). Engine vibration isn’t that excessive and nowhere near as intolerable as the KTM.
Peak horsepower is reached at 9800 rpm with 157.19 hp available before immediately dropping until the rev limiter shuts it down at 10,500 revs. This ranks the Ducati in fifth place in peak horsepower numbers just ahead of the Austrian Twin and behind its Italian nemesis, Aprilia.
In our sound comparison test, even with the optional street-legal Termi kit pipes, the Duc was still no louder than the Aprilia. In fact the bikes were identical, registering 93 dB at idle and an eardrum-rattling 112 dB at 5250 rpm (half maximum engine speed). While the Ducati certainly sounds awesome—especially when it’s uncorked with some racing cans – it still is bested by the Aprilia’s V-Four melody…yes, the RSV4R sounds that good!
All that low-end torque put a serious dent in fuel mileage with the 1198 netting an average of 28.1 mpg which was lower than even the gas-guzzling Aprilia. And considering that it has the smallest-capacity fuel tank (4.1-gallons), it leaves one with a range of only 115 miles. This is the exact reason I opted for the smaller, more fuel efficient 848 Superbike during the Ducati 848 Italian Renaissance Ride.
DRIVETRAIN
Motioning through its 6-speed transmission proves that the Duc offers the least refined gearbox action of the group. There is substantial lever play between each cog and many riders complained of missed shifts. Typically this is a trait of brand-new, low-mileage Ducatis, so it’s no surprise that our test machine only had 600-some miles on the odometer.
Of all the bikes the 1198 is the only one that employs a race-style dry clutch in which the clutch plates are not lubricated with the engine’s oil supply. This is said to decrease parasitic power loss from the engine. It also increases noise and reduces the durability of the clutch.
It employs hydraulic-assist like the KTM yet still the clutch lever pull is stiff and it delivers the lowest amount of feel, which makes the bike difficult to launch aggressively. Making it even more difficult is its absurdly tall first gear and ultra high 15/38 sprocket combo. Like the KTM it doesn’t come with a slipper clutch and since the clutch offers very little feel it’s next to impossible to fan the clutch and keep the rear wheel from skipping around during forceful deceleration.
The Italian Twin ran the quarter mile in a time of 10.01-seconds at a speed of 145.2 mph. This put it about mid-pack. A better time could no doubt have been achieved if the Ducati offered up more clutch feel and had shorter final drive gearing.
ERGONOMICS / COMFORT
Swing a leg over the Ducati and it’s not hard to tell that the 1198 is the slimmest motorcycle of the lot. Although the seat height is identical to the Honda’s at 32.3-inches, it sure feels taller. Grasping the controls reveals that the Duc also has the raciest ergonomics of the group.
The handlebars are set low and aren’t as wide as the Aprilia’s. It’s certainly a stretch for the shorter riders though for folks with long arms or who stand over 5-foot 10-inches tall it really isn’t that bad. The footpegs are also high, keeping the rider locked into the fuel tank which is good for the track but uncomfortable on the street. They also lack adjustment. The mirrors are small, move around unexpectedly and vibrate with such intensity that they are useless just like the KTM’s.
The rear end of the Ducati feels likes tall like the Ninja which creates a slightly aggressive attitude. The seat is also the thinnest and offers the least amount of support even compared to the Aprilia. A large windscreen does a terrific job of deflecting wind away from the rider and the long seat allows the rider to scoot back and tuck underneath it well.
HANDLING / SUSPENSION
At slow speeds the 1198 feels top-heavy even with its lighter aluminum fuel tank. Combine this with its limited steering lock and low speed maneuvers become difficult. With speed the top-heaviness disappears and is replaced by an average level of agility.
Weighing in at just 441 lbs with a full tank of fuel, the Duc gets the award for carrying the least amount of weight. Yet despite its weight advantage it’s still not as nimble as the class-leading Honda or KTM, though it still turns-in faster than the sluggish Yamaha.
The chassis has favorable flex characteristics which lets you get comfortable and wick up the pace almost immediately. At lean it offers exceptional stability and delivers an astronomical level of road feel from the controls—the best of the group. As long as the road is smooth the bike comes off the corner predictably with very little effort, though bumpy surfaces tend to upset the chassis a bit more than the BMW, Honda, Suzuki, or Yamaha. Grip provided by the Pirelli Diablo Supercorsa SP’s is superior to the Bridgestone and Dunlop tires used on the other bikes and more than adequate for even police-evading lean angles.
Front suspension action works well but the back does a horrible job of absorbing rough pavement just like the KTM. And when you consider how unsupportive the seat is the Ducati literally becomes painful to ride for more than an hour or so.
“Whoo, I love the way the Ducati handles but man is it uncomfortable,” remarked Atlas. “Turn-in is so-so—about average really—but when you have the thing cranked over on its side; man it just delivers so much feedback—it’s the closest thing to a full-on race bike here. But then the road straightens and you hit a couple bumps and you think to yourself ‘I’m over this’.”
BRAKING
An Ohlins fork, massive 320mm rotors with Brembo monobloc calipers grace the front of the Ducati 1198 Corse SE.
Massive stopping performance has always been a trait of Ducati Superbikes and the 1198S continues to keep the dream alive. In the braking test the Duc earned the runner-up spot, halting in a distance of 121 feet from 60 mph. That’s just three feet behind the BMW without the advantage of an ABS-system.
Credit goes to its lack of sprung mass, chassis balance, and front brake system, highlighted by radial-mount monbloc Brembo calipers that grip down on 320mm diameter rotors and are actuated through steel-lined brake hoses and a radial-pump master cylinder.
Although initial bite feels like it has been reduced slightly compared to years past it still is at an elevated level compared to the competition and on par with the class-leading BMW. Power is equally as impressive with the brakes having a ramp-type effect in which brake force ramps up even with constant pressure on the lever. Rear brake consists of a 245mm disc and a Brembo twin-piston caliper but it proved to perform weakly compared to the other bikes.
INSTRUMENTATION / ELECTRONICS
Without question the Duc makes use of the slickest-looking dash. It’s made by Digitek and is identical to the one they use on their MotoGP and World Superbikes. It offers a variety of functions that can all be accessed via an up/down toggle switch on the left handlebar. The only thing it is missing is a gear position indicator.
As opposed to the engine map and throttle response settings offered by the Aprilia, Suzuki, and Yamaha, the ‘S’ model provides adjustable traction control. The system runs off of independent wheel speed sensors which compare front and rear wheel speeds to detect if the rear tire is spinning. Sensitivity to wheel spin can be adjusted in eight increments (eight being the highest, one being the lowest) and can also be turned off completely. Red lights within the dash relay when the system is activated.
While the system no doubt works, you have to be riding at such an insane pace on the street that its benefits are minimal. We’d rather see adjustable engine power mode selection and/or ABS (that you can still shut-off completely) incorporated as that’s more important for riding on the street, which the S1000RR offers.
FINAL THOUGHTS
We know what you’re thinking: ‘It costs $25,000, it’s uncomfortable as hell, has the worst range and still finishes fourth?!’ Truthfully we’re thinking the same thing. Even so all it takes is one ride and suddenly all those things become meaningless. The Ducati offers so much character and is so thrilling to ride that the few minutes of pleasure it gives you is worth all the headache—kind of like a super babe girlfriend. If you got some extra cash and want one of the most seductive, entertaining, and performance-oriented motorcycles you should highly consider the Ducati.
2009 Suzuki GSXR-1000 Comparison Street
The Suzuki GSXR-1000 feels like one of the larger bikes in this comparison offering stable and predictable handling.
And we’re ecstatic that Suzuki came out to play as its GSX-R line of high-performance sportbikes has had a long history in America. In fact this year marks the 25th anniversary of the GSX-R750—a motorcycle that completely defined the class. Read more about it in the 25 Years of Suzuki GSX-R Sportbikes feature. Over time we’ve come to adore the Gixxer and this year was no different.
ENGINE
Handling propulsion is a liquid-cooled 999cc Inline Four with a conventional firing order similar to the set-ups used by the Honda, Kawasaki, and now BMW. Bore/stroke architecture is 74.5 x 57.3mm which is the least oversquare of the group. Normally this equates to slightly more bottom-end and mid-range engine performance at the expense of top-end. However, with the third-highest peak horsepower number (160.89) it still has some serious juice up top. Compression ratio is rated at 12.8:1 which is about mid-pack and in between the Ninja and the R1/1198S. Like the rest of the Inline Fours a double overhead camshaft-equipped 16-valve cylinder head is used and it receives fuel from eight fuel-injectors.
From idle until 5000 rpm, the Gixxer cranks out the most amount of torque of any of the four cylinders. After that the CBR takes over before their torque curves converge again at 9000 revs (meanwhile the BMW surpasses them all) in route to its 75.55 lb-ft peak at 9200 rpm. From there they run neck-and-neck before the Honda tapers off, giving the Suzuki the second-longest torque curve next to the Beemer.
Throttle response is superb and the powerband feels smooth but the engine buzzes more than the rest of the group. It certainly isn’t intolerable and after awhile you get use to it and just chalk it up to overall character. Speaking of character, the Gixxer engine delivers a lot of it even at low rpm. Anytime you’re on the gas you can hear the roar from the intake and at high rpm the engine’s shriek is exciting.
The 2009 Suzuki GSX-R1000 cockpit ranks right up there in terms of rider comfort and offers great wind protection.
The motor spins up quickly—faster than all the four cylinders with exception of the BMW. In spite of utilizing the smallest piston bore the Gixxer actually posted the third-highest peak horsepower number of 160.89 at a relatively low 11,800 rpm. After that power gently signs off only decreasing by 10 hp at its 13,300 redline.
“The Suzuki’s motor is definitely one of my favorites,” comments Atlas. “Even compared to the V-Twins it has excellent bottom end. Mid-range and top-end is strong too. But the biggest thing is how smooth the engine is everywhere. Sure, maybe it vibrates a bit more than the Kawasaki and Yamaha but it is by no means out of control like the KTM.”
On the street it's important to have some range and the GSX-R is one of the most economical of this bunch. Next to the Honda the Suzuki posted the best fuel mileage. We calculated an average of 33.4 mpg. This gives you a range of 153 miles with 4.6-gallons of fuel in the tank. Refraining from the prolonged high rpm use that our test bikes are always subjected to is sure to bump the MPG even higher.
In the sound test the Gixxer had the highest noise factor of the Japanese machines at idle recording 86 decibels. At speed, however the noised belted out of the twin mufflers was identical to the BMW, Honda, and KTM at 100 dB.
DRIVETRAIN
The Gixxer’s 6-speed gearbox feels very similar to the one’s employed in the rest of the Japanese bikes. There is virtually no play between each of the gears and the transmission moves between each gear precisely.
As opposed to its predecessor, the new Suzuki uses a cable-actuated clutch with back-torque functionality. We’re beginning to sound like a broken record here but clutch action is as light as the rest of the bikes from the Far East with a comparable level of feel. During forceful deceleration the GSX-R’s slipper clutch functions without flaw. It offers that happy-medium between slip and engine braking and makes it fun (and easy) to kick the back end out sideways for showboating maneuvers in front of your friends.
Final drive gearing is 17/42 which is one-tooth larger on the rear sprocket compared to the Kawasaki but still not as short as the R1. Even though first gear is tall and good for 100 mph, launching from a stop required no special clutch work and considering the strong performance of its engine right off idle, the Gixxer is a really easy bike to get off the line. While it wasn’t the fastest bike in this test, posting the fourth-quickest quarter mile acceleration time of 9.94-seconds at a trap speed of 143.3 mph, the time was still sub-10 seconds. Unfortunately for Suzuki, it was only mid-pack in this field.
ERGONOMICS / COMFORT
Without question another one of the Suzuki’s strong points is its well-sorted ergonomics and cockpit layout. First thing you’ll notice is how low the seat height is (31.9-in.). It's 0.2 in.-taller than the class-leading KTM (in low seat mode) making it more easy for short riders to firmly plant their feet on the floor. As opposed to the tall, racy feeling Ducati and Kawasaki, when you’re aboard the Suzuki you feel like you’re sitting low and are part of the motorcycle.
The width of the bike has been decreased compared to previous models, but still it is wider than all but the Yamaha. Larger riders might actually prefer this because it’ll help make them not look like a ‘big guy on a little bike.’ The handlebars, seat and footpegs offer a relaxed riding position comparable to the Honda and the foot pegs are also adjustable.
Like the R1, the Suzuki features a wide front fairing and a tall windscreen that does a fantastic job of redirecting wind and road debris up and around the rider. Of all the bikes here the GSX-R seems the best suited to touring-type riding because it offers so much wind protection. The seat is also the most comfortable with few riders complaining about soreness after extended seat time.
HANDLING / SUSPENSION
Over the years Gixxers have established a reputation for excellent and friendly handling manners and this model continues the trend. Even though it was fully re-worked last year the Suzuki feels like an old friend. Sure it doesn’t turn-in the sharpest (Honda, KTM, BMW) nor does it flick from side-to-side the quickest (KTM) but what it does do is handle predictably without a hint of instability which elevates the level of confidence the rider has with the bike.
Part of the reason why it maneuvers slower is the extra weight it’s carrying. On the scales the GSX-R1 weighted in at 460-lbs fully fueled. That’s 19 lbs more than the class-leading Ducati but 14 lbs less than the heavy Yamaha.
“Of all the bikes I probably like the Suzuki’s handling the best,” says Gauger. “It just rides really nice. It’s comfortable and it seems to float over the pavement and no matter what you do it never headshakes or does anything weird. It’s just an all-around great handling motorcycle.”
The Suzuki is also the only bike using Showa’s Big-Piston-Fork technology. This helps keep the front end from diving and transferring weight to the front wheel excessively during quick stops. It also does a terrific job of damping the effects of bumpy roads even at an elevated street pace. We were also impressed with its stability. Unlike the Ducati and Kawasaki it never shook its head during aggressive acceleration on rough surfaces.
Similar to some of the other Japanese bikes the GSX-R1000 rolls on Bridgestone’s Battlax BT-016 tires. And while they don’t provide as much outright grip as the Pirelli’s on the Euro bikes they perform plenty well to get a knee down around your favorite bend.
BRAKING
Showa fork and radial-mount Tokico brakes highlight the Suzuki GSX-R1000's front end.
The Suzuki offers good braking performance for the street. Radial-mount Tokico calipers latch on to 310mm diameter rotors up front and are actuated by a radial-pump master cylinder working through rubber hoses. A 220mm disc with a twin-piston caliper keeps rear wheel speed in check.
Braking performance falls about mid-pack but could be rated higher except for the pumping issue. Initial bite is good—more aggressive than the Kawi and Yamaha and roughly on par with the Honda. As you pull back on the front lever the brakes serve up plenty of stopping force and feel is good too. The only real problem is that the brake lever tends to grow during prolonged use. In order to compensate you have to periodically adjust the brake lever closer to your hand. The Suzuki was the only bike we encountered this with.
That didn’t affect it too much as the GSX-R managed to stop in a distance of 127 feet during or braking performance test from 60 mph. This was identical to the measurement posted by the KTM and six feet off the best non-ABS equipped numbers from the Ducati.
INSTRUMENTATION / ELECTRONICS
The main instrument display on the Suzuki is large and provides all the information a rider needs including a gear position indicator and a bright shift-light. It offers a similar amount of features as the R1 but the overall design of it looks a bit cheesy as if designed by the guys who made The Fast and The Furious chain of movies. But in the end they are clean, legible and easy-to-read.
In the electronics department, the Suzuki uses its Drive Mode Selector to up its cool factor a bit. The system alters the engine’s power map allowing riders of different skill levels to enjoy the bike without having to worry about looping it over backwards during wide-open acceleration or any other type of unwanted mayhem. It's also handy if you ever get caught riding in the rain.
The system defaults to full-power A-mode in start up. The rider can then choose B- or C-mode via a left-hand side trigger. B-mode reduces power and makes it feel like a GSX-R700 (if there were such a thing) and C-mode further reduces power down to that of a GSX-R550. This made it easy for guys like Gauger who have minimal experience at the controls of a liter-bike. But for all of us experienced cats, A-mode is all that you’ll ever use.
FINAL THOUGHTS
If you’re looking for a sportbike that hauls ass and is comfortable for tackling long distance trips or to commute on, then the Suzuki is a valid prospect for you. It doesn’t handle as sharp as a few of the other bikes nor is it as pretty (it was runner-up to the Kawasaki in terms of worst appearance on our cards) but it is comfortable, fast, and fun to ride. Its low price tag gives it the honor of being the most affordable liter-bike in spite of its 2009 model year designation. And, for all these reasons the Gixxer slots into third position.
2010 Honda CBR1000RR Comparison Street
You’ll be hard pressed to find a bike with a better cockpit layout than the versatile 2010 Honda CBR1000RR.
ENGINE
The heart of the CBR is its liquid-cooled 999cc Inline Four. It sports a 76.0 x 55.1mm bore/stroke which is barely larger than the Kawi and the most oversquare of the four cylinders with exception of the BMW. However, compression ratio is the lowest of the group and only rated at 12.3:1. A 16-valve cylinder head, double overhead camshafts and twin fuel-injectors per cylinder are used.
Right off the bottom the Honda delivers a soft spread of power. It feels similar to the Kawasaki and makes it easy to get on and ride even if you don’t have a lot of experience piloting liter-class sportbikes. Engine vibration is muted but not to the level of the ultra-smooth level of the Yamaha or even the Kawasaki.
Right around 5000 rpm the engine morphs and 1000 rpm later it’s cranking out more torque than any of the four cylinders. Although the engine gains momentum at a slower pace it still feels like its cranking out some serious midrange power. Torque finally plateaus alongside the Suzuki with 77.63 lb-ft available at 9200 revs. This positions the CBR toward the front of the four-cylinder group in measured peak torque but it’s still bested by the BMW’s 80.31 ft-lb at 10,700 rpm.
Although the zenith of its horsepower production comes on relatively low in the rev range (10,300) it’s still some seven horsepower down on the Suzuki, nine down on the Kawi and nearly 29 down on the BMW. With 3000 revs remaining before redline the Honda offers respectable over-rev with horsepower staying in the mid-to-low 150s before the rev-limiter cuts in.
“The Honda has great midrange,” observed Atlas. “It’s kind of tame of the bottom but by the time you get the rpm to six or seven grand it gets with the program. But then up top it kind of peters out. It felt better than last year’s but still compared to the BMW the Honda feels slower. Still for the street it’s hard to knock the Honda’s motor. It works really well.”
The 2010 Honda CBR1000RR has the strongest midrange of all the four-cylinders including the mighty BMW S1000RR.
Even with its monster midrange engine performance we still netted the highest MPG figure observing an average of 33.8 miles-per-gallon which was just 0.4 better than the Suzuki. The CBR also benefited from having the second-largest fuel capacity (4.7-gallons) which gave us a range of nearly 160 miles between fill ups.
As expected, throttle response is excellent but overall the engine is a bit short on personality. True, it does make some racy noises but there isn’t any intake roar or anything else playful that really makes your heart race other than the digital speedo readout jumping from 54 mph, 67 mph , 78 mph… well you get the idea. During the non-points-weighted sound test the CBR equaled the BMW’s decibel rating at both idle (82) and at half maximum engine speed (100). This is surprising because the Honda actually sounds quieter than its numbers would lead you to believe.
DRIVETRAIN
The clutch, transmission and final drive gearing received unanimous praise from test riders, actually ranking right up with the power-shift equipped BMW. One of the best features of its 6-speed transmission is the low ratio first gear. This not only maximizes the Honda’s copious torque curve but also allows it to access its top end power faster than the other bikes and it showed in the quarter mile acceleration test.
Despite being down on peak horsepower the CBR ripped off a 9.706-second quarter mile time at a speed of 141.7 mph. The excellent feel and smooth light action provided by the cable-activated clutch also played a significant part during launch as did its more street-oriented 16/42 final drive gearing.
Zero shifting gremlins were reported over the duration of the test and the gearbox offers a positive engagement every time. It does have slightly more shift lever play as compared to the ultra-precise Yamaha but it works so well that it’s a moot point. The slipper-clutch performance was flawless as well with it feeling nearly identical to the Suzuki.
ERGONOMICS / COMFORT
As usual the CBR impressed everyone with the feel of its cockpit and balanced ergonomics. Swing a leg over it and the seat height feels short even despite what the tape measure read (32.3 in.). This is identical to the Ducati’s seat height and in between the BMW’s (32.0 in) and the Kawi’s (32.7 in.). The Honda ties the BMW as feeling the narrowest between the rider’s legs among the Inline Four group.
Even though it lacks adjustment the position of the handlebars worked well for our group. The bars are wide and are positioned fairly high which equate to a relaxed riding position similar to the GSX-R. The foot controls do not offer adjustment but our test riders didn’t seem to mind as they are low enough to allow for an above-average level of sportbike comfort.
At freeway speeds the mirrors work well too. They are large, resist vibrating and offer a good view of what’s happening at the rear. But the front fairing is small and the windscreen is short. Together they don’t do a very good job of shielding the rider from the wind. So if you’re planning on racking up the miles on the freeway you’ll definitely want to invest in a taller windscreen. Our last gripe is with the seat as it made our butts sore faster than some of the other bikes.
HANDLING / SUSPENSION
Whether you’re rolling around the parking lot or riding on your favorite twisty section of tarmac, without question the Honda feels the lightest even though it isn’t so on the scale. With a full tank of fuel the CBR weighed in at 451 lbs. That’s one pound more than the BMW and 10-lbs more than the class-leading Ducati.
Out on the road it serves up a level of agility the other bikes can’t match. Corner entry requires the least amount of muscle but it still doesn’t maneuver from side-to-side as quickly as the KTM—it is close though. Once turned in the chassis feels taut and delivers an above average level of road feel. Standing the bike up and driving off the corner isn’t a problem either even on bumpy pavement as the chassis is well-sorted. Although the Honda rolls on a different spec Bridgestone tire (BT-015) they felt similar in grip and feel to the BT-016s on the Kawi and Suzuki.
“The neatest thing about the Honda is how easy it is to ride,” remarked Atlas. “It just does everything really well. It turns into a corner nicely, it’s planted, and it’s easy to pick it up and drive off the corner. Plus the chassis is balanced and the suspension is totally dialed.”
As Atlas so eloquently put the suspension is great in stock trim. It provides a near perfect balance between sport riding and everyday comfort. It’s feels plush absorbing bumps but then it also works fine when you’re bombing around corners. Suspension action actually feels similar to the Suzuki, but the Honda’s greater level of agility at no cost of stability gives it that extra boost making it the better overall bike in terms of outright handling.
BRAKING
Braking performance was yet another category in which the Honda ranked high. The braking system is highlighted by a set of smallish-looking Tokico radial-mount 4-piston calipers powered by a radial master cylinder. The calipers grab a pair of 310mm diameter discs. The rear brake is comprised of a solo 220mm disc actuated by a twin-piston caliper. Brake fluid is pushed through rubber lines front and back.
Even during prolonged aggressive use in the canyons the brakes were 100% fade-free. Initial brake bite is high but just a hair less than the BMW. Perhaps our favorite feature of the brakes is the ridiculous amount of feel they deliver through the lever which allow you to use them aggressively right up to the point of lock-up.
Just look at the results of the braking performance test. The Honda stopped from 60 mph in just 126 feet and if it had Honda’s optional C-ABS system we presume an even shorter stopping distance would have been achieved.
INSTRUMENTATION / ELECTRONICS
This is one of the few categories that the Honda came up short in. It’s not that we don’t value its clear and legible instrument display, because we do. The only thing missing is a gear position indicator not to mention a larger, brighter shift-light that the Suzuki and Yamaha employ. But our real complaint is that it doesn’t offer any adjustable electronics as used on the Aprilia, Ducati, Yamaha, Suzuki, and BMW.
However it is worth mentioning that you can purchase ABS as a $1000 option. We tested a similar system during the 2009 CBR600RR C-ABS - First Ride and it really impressed us with the added level of confidence and security during braking on wet and slippery road surfaces. The only problem is you can’t turn it off like you can on the BMW.
FINAL THOUGHTS
Even though it’s in the third year of its design cycle the $13,399 Honda is still one of the best street bikes money can buy. Sure, top end performance isn’t as robust as some of the other bikes but you simply can’t ignore its smooth street-friendly midrange engine performance. And who can forget its incredibly dialed chassis that somehow manages to be both sporty and comfortable at the same time. In this cut-throat group of Superbikes the veteran CBR mustered-up an impressive runner-up position. If you’re looking for a fun, comfortable and easy to ride liter-bike then take note: The Honda CBR1000RR won’t disappoint.
2010 BMW S1000RR Comparison Street
The BMW’s Dynamic Traction Control and ABS is simply incredible. And the best part is that you can turn it off easily.
ENGINE
Powering BMW’s S1000RR is a liquid-cooled 999cc Inline Four with a conventional firing order as used on the Honda, Kawasaki, and Suzuki. Bore/stroke dimensions are 80 x 49.7mm which gives the BMW the most oversquare piston size of the four-cylinder group. A 16-valve cylinder head with double overhead camshafts is also shared. Intake charge is compressed to 13:1 ratio which is identical to the RSV4R but down 0.4 compared to the class-leading KTM.
Twist the grip and you’ll notice that its pull feels heavier than rest of the bikes, which takes a bit of time to get used to. Power comes on nice and smooth but feels mellow like the rest of the four cylinders with exception of the GSX-R. Engine vibration is minimal and right on par with the Ninja but is still not as balanced as the R1. As revs climb through 6000 rpm the BMW churns out a linear spread of power but it’s nothing too impressive compared to the punch of the V-Twins and the CBR. However, keep the throttle pinned and when the tach needle hits nine grand things start to happen quick…
All of a sudden it feels like someone pressed the nitrous button with a burst of acceleration. Peak torque is reached at a lofty 10,700 rpm with it churning out 80.31 lb-ft of the good stuff, giving it the highest peak torque figure aside from the Twins. But it isn’t over yet. As revs increase further the whirl of the valvetrain makes a sound like you’re at the controls of an F1 car—no joke, it sounds insane. Hold on tight as the engine shrills to life pumping out more horsepower at 11,000 revs than any other bike in this test! And the best part? You still have another 3000 rpm to go! With the throttle buried to the stop the engine sounds like it’s about to explode throwing you forward with such voracity that all other liter-class bikes now feel slow.
At 13,300 rpm, peak horsepower is reached with a whopping 182.83 horsepower delivered at the rear Metzeler tire. If you missed it I’ll say it again: Nearly 183 horsepower out of a bone-stock street bike! With 700 revs to go before redline, horsepower barely tapers when the rev limiter comes in at 14,000 rpm.
“It’s kind of lacking off the bottom and the mid-range isn’t that impressive either especially compared to the Honda,” explains Atlas of the BMW’s engine performance. “But find a straight stretch of road, dial in full throttle and you better be hanging on tight. It has 20 more horsepower than the competition and more power than most people’s cars. It may not be that useable during the commute to work but who cares.”
Although the S1000RR’s engine shrieks at high rpm, at idle it is quiet and identical to the Honda recording a decibel rating of 82. Add some more rpm and it again matches the Honda bellowing out a conservative 100 dB at half of maximum engine speed (7000 rpm). And despite that it cranks out upwards of 180-horsepower, the Beemer delivers 32.3 mpg. This equates to a range of 145 miles with a full fuel load in the 4.5-gallon tank.
DRIVETRAIN
As expected the BMW uses a very tight and precise feeling gearbox. Neutral is simple to find when stopped and there is very little play in the shift lever. We also never encountered any missed-shifts. During quick stops the slipper clutch performed without fault just like the Japanese bikes.
One of the coolest features of the BMW’s drive train is its optional $450 electronic quick-shifter. This allows you to maneuver through the 6-speed gearbox without having to let off the throttle or use the clutch. Simply apply some pressure on the shift lever and bam you’re in the next gear.
This substantially decreases acceleration time as evident in the quarter mile test. Here the Beemer recorded the fastest ET of the test by posting a 9.681 with a top speed of 150.4 mph. That’s nearly 5 mph faster than the speedy Ducati 1198S Corse. Further aiding the BMW off the line is its optimum 17/44 final drive gearing and cable-actuated clutch with terrific feel. However we do have one minor gripe and that is that clutch lever pull is heavier than the Japanese bikes.
ERGONOMICS / COMFORT
The BMW S1000RR’s appearance looks much better in the optional $750 Motorsports Alpine White colorway.
Jump into the seat and the Beemer feels similar to the Honda. It is narrow and the seat height is on the low side only measuring 32.0 inches off the floor. Reach to the controls and the handlebars feel wide but they are slightly lower than the Honda’s. It is by no means uncomfortable just a hair more aggressive. The fixed footpegs offer good balance between hard-core track and street use.
Overall the riding position keeps you low and inside the center of the bike similar to the Suzuki and KTM but just not quite as low. On the road the cockpit of the BMW is comfortable. It feels more-racy than the Honda but it’s by no means as aggressive as the Kawasaki. The seat is wide and offers a decent amount of padding. Not quite up to GSX-R1000 levels of comfort, but it’s close. The height of the windscreen is also above average. It’s not as big as the Suzuki’s but it is certainly effective for keeping a good portion of the rider’s torso out of dirty air. The mirrors also function well, giving a clear view of what’s behind, but they’re still not as good as those found on the CBR.
HANDLING / SUSPENSION
On the road the BMW carves into a turn with pure precision. It steers neutrally and feels quite similar to the CBR only it requires a tad bit more muscle. Once cranked over on the side of the tire the chassis feels rock solid. It’s hard to tell if it’s better than Honda or Suzuki but it’s definitely close between the top trio. In keeping with its German heritage the Beemer rolls on Metzler’s RaceTec K3 tires which feel and perform similar to the Pirelli Diablo Supercorsa SPs on the other Euro machines.
Rolled onto the scale the BMW posted a weight of 450 lbs with fuel, ABS and all the other gizmos that its $16,480 as-tested price came with. That’s just nine pounds heavier than the class-leading Ducati and the BMW still costs $8520 less.
The BMW makes use of fully adjustable suspension front and rear. Despite its obvious racetrack-oriented design the suspension actually does an admirable job of soaking bumps and small pot holes that you can expect to encounter during the course of a street ride. It’s not quite as plush as the Suzuki, Yamaha or Honda but we wouldn’t say it’s bad. Chassis balance is favorable with the bike resisting the urge to pitch or squat even during heavy throttle or brake load.
“The BMW handles pretty good,” said Atlas. “It doesn’t turn-in quite as fast as the Honda but it’s still by no means slow. It’s composed at lean and it comes off the corner nicely as well. Overall I’d rank it up there toward the top for sure.”
Brembo brakes and the most advanced ABS system available graces the BMW S1000RR.
Even if it didn’t have its optional adjustable multi-mode ABS, of all the bikes the one with the strongest, best performing set of binders would be the BMW. Up front it utilizes a pair of two-piece cast Brembo radial-mount calipers that grab onto 320mm diameter discs. A radial-pump master cylinder and stainless-steel brake hoses augment the system. Out back a 220mm disc with a single-piston caliper keeps rear wheel speed in check.
Initial brake bite on the front brakes is the best of the lot which is strange considering that it employs lesser-grade two-piece cast calipers as opposed to the more expensive monoblocs on the other Euro bikes. As you grab the brake lever the brakes have a ramped stopping effect similar to the Ducati’s. In the braking performance test the BMW aced them all by achieving a stopping distance of 118 feet from 60 mph. The stop was performed in Sport mode which enables both front and rear ABS and proves the obvious stopping benefit of ABS.
Perhaps the best feature in the braking department is the multiple ABS modes. In each of the four settings (Rain, Sport, Race, and Slick) the brakes respond differently providing slightly more or less ABS effect. When activated the lever pulses slightly but it isn’t so much that it’s annoying. Another plus is that even when activated there is still an acceptable level of brake feel.
The BMW S1000RR is without question the best Superbike of 2010.
INSTRUMENTATION / ELECTRONICS
Although the Beemer’s instrument display doesn’t look as cool as the Ducati or KTM it sure does work well. Not only does it offer everything the rider needs to see from ambient air temperature to gear position, it’s easy to read and to use.
But the real bonus that sets the BMW apart from all the bikes in this comparison is its use of a sophisticated and user-adjustable engine management system. Even the $13,800 base machine offers an engine power/throttle mode selection (Rain, Sport, Race and Slick) that can be adjusted on the fly using a left-hand handlebar mounted switch. For street riding we preferred Sport setting as it tamed down power slightly and made the throttle less sensitive which ultimately made the bike easier and friendlier on the street.
The $1480 Dynamic Traction Control and Race ABS option adds functionality to the power mode selection by incorporating both a traction control and ABS that uses independent wheel speed and a lean angle sensor. And the best part about it all is that you can turn either traction control or ABS off independently with a simple push of a button.
FINAL THOUGHTS
You want the best Superbike of ’10 for the street? Well the BMW S1000RR is it. From the outrageous performance of its engine to the well-balanced chassis and phenomenal braking capabilities, the BMW does everything well. Factor in its superior electronics that not only make the bike safer but also more fun to ride and what you have is a bike that no other production motorcycle on earth can compete with in stock form. And the best part is? It can be yours for $13,800 for the base model or you can fork over some extra dough and go all the way with the $16,480 for our fully loaded version. Thanks BMW for just raising the Superbike-class bar.
2010 Superbike Smackdown VII Street FMM
For My Money:
Adam would buy the R1 because “it does good wheelies."
Adam Waheed – Yamaha YZF-R1:
All of these bikes shred and I’d be happy with any of them. But if I had to fork out my cash I would buy the R1. Sure it’s not the fastest, it doesn’t handle the best and it gets pretty bad gas mileage. But I don’t care because it sounds so awesome—especially with a set of GYTR pipes. I also really dig the way it looks and when you pull up to a stop sign people think you’re on some kind of space ship. People also always mistake a white R1 for a cop bike so they get out of your way like you were Moses crossing the Red Sea. The R1 is like an all-access pass to do whatever you want on the road.
Ray Gauger – Suzuki GSX-R1000:
Considering I don’t have a whole lot of experience riding 1000s I’d buy the Suzuki. Not only is it the least expensive, it’s easy to ride and comfortable. I also really dig the S-DMS A-B-C engine power mode feature as it allows me to ride the bike without having to loop out backwards when I’m practicing my Waheed-style wheelies.
Francesco Quinn – Aprilia RSV4R:
The Aprilia RSV4R: Made by Italians, for Italians.
So after riding them all on the street, it's obviously not about the numbers or the lap times, it's about seat-of-the-pants and as much as I am an every-day-of-the-week motorcyclist, I'm not predictable. I like to spend, but not through the nose. I'm old school, but not slow and I like a good, strong Twin, but need the reliability of a Four. I must reach my destination and when I've found it, I have to feel proud of my ride.
The Japanese Four are all good, as usual. The Kawi was uncomfortable. All are powerful, with the Suzuki giving me the most pleasurable, secure ride. The Yamaha had a great sound and...okay, that's it. The Honda was great at everything. I guess, since I don't have anything to complain about, yet nothing to be excited about either. Same with the BMW and all its gadgetry. Would it be as good if I didn't push its limits? Would I even notice if I didn't try to engage the electronics? Can anybody stop and notice how much rattling plastics are on this thing?! Everyone is too busy pushing buttons, I guess.
Tim says he'd pay $15,999 to listen to the hum of the Aprilia's V-Four.
The Ducati is a WOW! A gold watch for your Sunday brunch at the club. Too much for the street and never enough for the guys who can really afford it. The KTM is plain ugly. Out of all the superbikes I would pick the Aprilia. It does everything well. It's cool without gadgetry. It's new and it's Italian.
Tim Collins – Aprilia RSV4R:
What’s not to love about the Aprilia RSV4R? The moment you throw a leg over the bike you feel as if you’ve just strapped into the cockpit of a stealth fighter. Ergonomically the bike feels amazing. The bars are at the perfect angle to give you that sense of ultimate control over the motorcycle, without sacrificing a surprisingly comfortable ride. Then, as you turn on the key and start the ignition, you’ll fall in love all over again. The rumble of the V-Four is a sound unlike any other. The hum of 160 horses begs to be ridden like a true racebike. Yet, with three modes to choose from, you can customize that power for any type of adventure. With sleek styling, amazing control and seemingly endless power, the RSV4 takes the gold.
Steve Atlas – BMW S1000RR:
Atlas, Hensley and Ali would buy the BMW if they were in the market for a brand-new 1000cc sportbike.
For me it all comes down to what performs the best for the least amount of cash-money. And that would be the BMW. It’s a rocket, it handles well, it’s comfortable and you could race it straight out of the crate. Sure it doesn’t look that good but hey when you’re flying down the road with one wheel in the sky who cares what you look like? M Power for life!
John Hensley – BMW S1000RR:
Here’s the thing, it’s damn hard to beat the CBR1000RR on any level. It’s just that good of a motorcycle. That being said, I have to say that when it comes to the street, if I were going to plunk down the cash, I think I’d go for the bells and whistles of the BMW S1000RR. Every modification that I’d make to the CBR for the track, I don’t think I would even bother with on the street. I mean, why? Last time I checked any interested lady at a stop light didn’t really care what kind of slipper clutch I was running. Anyway, I digress. The fact is that I could go out and buy a motorcycle already loaded with every extra someone might want on the street, a beautiful being that is more technologically advanced than anything I’ve seen available to the consumer looking to get on board a 1000. And, for the street, and not to mention for around $15,000, that’s an unbeatable equation. I’m glad BMW put this motorcycle out, because my suspicion is that it will provoke a noticeable response from every other manufacturer out there. I’m looking forward to it.
Bobby Ali – BMW S1000RR:
After riding all the bikes and ranking my preferences the winner is the BMW. This bike was not my preference in the styling department as it has a styling that is love it or hate it, and I did not love it. I did not have high expectations for this bike either; it was actually lower than the other bikes I was testing being this is a somewhat new venture for BMW. But I was amazed at how the BMW rode on all road types, the engine, brakes, and suspension were all amazing! I have never ridden a bike that ensured and encouraged such confidence and sheer enjoyment. Simply stated I could always feel myself smiling from ear-to-ear as I rode this bike. So who cares if the styling is not as cool as the KTM, Aprilia, or Ducati? The BMW is such an amazing bike to ride that this is what I would someday hope to have in my stable of bikes!
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Last Updated (Tuesday, 18 May 2010 09:38)