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Wednesday, January 25, 2012

2011 Kawasaki Ninja 250R Track Comparison




2011 Kawasaki Ninja 250R Track Comparison Video
Click to view video
Check out MotoUSA's track sessions on the green machne in the 2011 Kawasaki Ninja 250R Track Comparison Video.
The Kawasaki Ninja 250R is the king of small-bore sportbikes, and there’s a good reason its Kawasaki’s best-selling Ninja. Once it received the major facelift in ’08, the remade 250R was hot enough that even long-time sportbike riders were tempted to pick one up as a fun, economical option. Not only does the small engine make it entertaining to ride, but the Ninja 250R is a proven performer with great styling and dependability.

At the heart is Kawasaki’s trusty Parallel Twin engine. The liquid-cooled four-stroke offers 249cc of displacement with a pair of 62x42.1mm cylinders. With an 11.6:1 compression ratio, the DOHC mill spins up to the tune of 26.3 horsepower and 13.4 lb-ft of torque. It’s not uncommon to see fuel-injected bikes with a sharp bottom-to-mid engine and carbureted versions churning out high-rpm performance. That holds true in this case as the Honda’s EFI-equipped engine relies on midrange torque while the Kawi’s dual 30mm Keihin carbs dump fuel through the jets as the engine revs up to 15,000 rpm. Riders will pull the most power from the Twin at 11,000, and it continues to make better horsepower than the CBR until cresting 13,000. Once the Ninja starts to fall off its curve, shifting becomes critical.

“The Kawi prefers revs but you have to shift before the rev-limiter comes in because power flattens out way at the top,” Waheed notes.

2011 Kawasaki Ninja 250R Track Comparison
The little Ninja has a more potent engine on the track. There are extra vibrations that come with higher rpm, but it also feels more racy and puts out more horsepower.
On the track, the carbureted engine is capable of pulling even large riders around the circuit thanks to a six-speed transmission. Waheed and this author are both at the 200-pound mark with a set of leathers, so any extra output is welcome, and the ability to harness that is equally important. The Twin is willing to go much higher than the Honda’s Single, which makes for a racy feel, but the transmission and easy cable clutch help the Kawasaki best the CBR in 0-60 acceleration testing by nearly a full second (7.7 vs. 8.5 seconds).

“I liked the acceleration power of the Kawasaki best,” admits Sorensen. “I felt like the power came on quicker and as I shifted and accelerated the power was there in midrange also. The Honda felt a little slower in the high end.”

The standard 37mm fork offers 4.7 inches of travel but is non-adjustable. Our slower riders found both ends too soft, but were happy with progress made by adjusting the rear end. The shock has 5.1 inches of travel and stiffening the preload helped stabilize the Ninja through fast sweepers and also give the front end more emphasis. A steel chassis with square-tube swingarm provides good feedback and adequate rigidity for track use, easily managing speeds that the engine can generate.

“The Kawasaki chassis is a little more planted at lean,” confirms Waheed. A slightly longer 55.1-inch wheelbase and more spread-out ergonomics make the Kawasaki a little easier to pilot for big riders, but the 30.5-inch seat height is still incredibly easy to mount for women or beginners. At 5’11” I was more comfortable on the Kawasaki with more room for my torso and comfortable reach to the pegs, but it doesn’t take a tall rider to appreciate the versatile layout.

“I felt much more comfortable on the Kawasaki all the way across the board,” says our shortest tester, Sorensen, “from my footpeg placement, to the cockpit, to the hand controls.”

Our Off-Road Editor was able to get some sportbike experience on the Ninja.
The Kawasaki chassis is a little more planted at lean.
Both of our new track riders could feel that the Kawasaki has a more aggressive engine. The ergonomics were also a favorite for the newbies.
A twin-piston Nissin caliper squeezes the 290mm front disc while a single-piston rear caliper grabs the 220mm rear. The combination provides plenty of grip to slow down. Both bikes slowed from 60-to-0 mph in the same distance, but our fastest rider, Waheed, gave the nod to the Kawasaki out on the track. He particularly praised the front binder, but also noted that both bikes have very effective rear brakes. Due to their lighter weight, the rear brake has a more noticeable effect on the bike which leads him to use it more aggressively.

“I can’t believe how fun these things are to ride at the track,” says the admitted horsepower fiend, Waheed. “Since these bikes don’t have any power you really need to focus on carrying corner speed, using the entire racetrack and trying to not use the brakes as much as possible. If you’re looking to improve your skill around the racetrack then you simply must spend some time on these bikes.”

While both bikes offer great platforms as all-around entry-level sportbikes, when considered purely for track use, the Kawasaki’s extra power simply can’t be ignored. It revs hard and the extra horsepower can be put to use at all times on a closed-circuit environment. As the author, I personally preferred everything about the Honda, except for the fact that I can wring the Kawi and it packs 200 pounds a little easier. Even Sorensen, who currently owns and rides a larger Honda sportbike, had to give the Kawasaki a nod on the track. “Hands down I would have to choose the Kawasaki, which is really hard for me to do because in our garage the Honda flag is the only one flying!”

We aren’t beating the Honda since it succeeds entirely for its intended use, but the Ninja 250R is the more popular choice for our test riders if the bikes were never going to see a regular highway. Waheed sums it up, saying, “Overall, if I was looking for a track 250 I would buy the Kawasaki as it is just plain faster. It’s got a little bit more ground clearance, more top-end power, stronger brakes and the chassis is more planted.”

2011 Honda CBR250R Track Comparison

The Honda CBR250R was a welcome addition to the entry-level sportbike market after Kawasaki virtually owned it for decades. Honda has a strong racing history and now the future generations of champions, or simply everyday sport riders, have a way to get hooked on the brand right from the get-go. Beginner sportbike riders finally get some variety in the market as the CBR makes use of technology that gives it a very different character than its competition. On top of it all, Honda brings its top build quality which is something new and old riders can appreciate.

A single-cylinder engine powers the CBR with dual overhead camshafts and four valves. The 249.4cc Single use shim-style valve adjustment and a gear-driven counterbalance positioned lower than the mainshaft which keeps the ride smooth despite the Single’s penchant for vibrations. Fuel injection ensures quick start-up and perfect fuel delivery.

“Engine fueling and throttle response on the FI-equipped Honda is on par with any other modern sportbike,” Waheed says.

One of the main differences between the Honda and the Kawasaki is that the CBR signs off much quicker at 10,500 rpm. Honda makes use of a street-friendly midrange that churns out 15.2 lb-ft of torque at 7100 rpm compared to the Kawasaki’s 13.4 lb-ft at 9900 rpm. The Ninja screams to over 15,000 before hitting the rev limiter and rewards its rider for keeping it pinned. This high-rpm performance is a defining trait for use on the racetrack and the CBR falls a bit short in outright horsepower as well (22.6 vs. 26.3). The Single propels the CBR to 60 mph in 8.5 seconds, which is a bit slower than the green bike.

A single-cylinder engine powers the CBR with dual overhead camshafts and four valves.
The CBR250R's single-cylinder engine is extremely smooth and makes use of precise fuel injection.
Honda employs a six-speed transmission to make the most of its available output. All of our testers were happy with how the Honda shifts, and its smooth gearbox is a highlight. Feel at the lever is ultra-light which makes for great launches and around-town riding. But, it’s a nice feature on the racetrack as well. With power tapering off in the upper revs, shifting the CBR is the key to turning quick lap times. Moving through the gearbox is easy and secure.

The compact engine and drivetrain are tucked into a diamond twin-spar steel chassis. The 37mm fork is non-adjustable but the shock allows preload settings. We found this very handy for a wide range of test riders from lightweight women to 200-pound men. Handling is light and predictable thanks to compact ergonomics and the rider controls are clean and easy to use at race speeds. The large analog tach is particularly nice, and the small fuel tank allows the rider to maximize the windscreen.

“One thing that I do like better on the Honda are the gauges,” says our lady rider. “They are much easier to see and read at a glance.”

Our model was not equipped, but the CBR is available with an ABS option. The ABS might have helped in our comparison, as braking is not the CBR’s strong point according to our testers. The
Riding small-bore sportbikes makes the pilot focus on proper braking and corner speed.
Shifting the six-speed transmission is as smooth as you would expect from a Honda.
Honda uses a 296mm front disc and 220mm rear disc. The front is pinched by a twin-piston Nissin caliper and the rear is a single-pot binder. Our more advanced riders thought the Honda could use a bit more stopping power, despite both bikes slowing from 60 mph to a stop in an identical distance of 143 feet.

“The Kawasaki’s front brake is way stronger the CBR’s,” says Waheed. “I was actually surprised by how weak the Honda’s front brake was as I entered the corner a little hot and I really had to wrench on the front brake lever.”

“Handling wise the bikes feel comparable. The Honda is a little lighter feeling side-to-side, but it’s almost a moot point because the Kawi is light too. It’s a small difference,” says Waheed.

The Honda tips our scales at 352 pounds fully fueled (3.4-gallon tank) compared to the Kawasaki’s 377.5 pounds (4.8-gallon tank). The slight advantage is noticeable on the track and helps give the CBR a flickable feel. However, as Waheed points out, they’re both extremely light compared to other full-size sportbikes making them very maneuverable. Maximizing corner speed is the name of the game when on the track with bikes making five times more power. It also forces the rider to focus on their technique rather than blasting down the straights and flubbing the turns.

The Honda’s small fuel tank helps make room for the pilot down below the small windscreen. Ergonomics are excellent for our 5’2”, 112-pound female rider, but the men were slightly more scrunched. Regardless, both machines are comfortable, especially for track use where the rider isn’t in the saddle for extended periods. The Honda’s smooth bodywork and comfortable seat allow the rider to move around in the cockpit and make use of its sharp handling.

Lynda had never been on a track before and was happy to do it on the CBR250R instead of her personal CBR600RR. The Honda was comfortable for all of our testers  but at 52 our female rider was the most natural fit.
The Honda was comfortable for all of our testers, but at 5'2" our female rider was the most natural fit.
“Both bikes are comfortable and feel normal, about the same to me,” says the lanky Waheed. “They are a little small for a six-foot tall rider but not that bad and you can still be comfortable. I also liked how much leg room there was on both bikes as my lower body wasn’t uncomfortable even at speed and lean.”

Suspension comes from a 37mm front fork which does a good job of handling racetrack speeds. A good thing, as there’s not much a rider can do about it since it’s nonadjustable. The shock does offer preload settings, but otherwise cannot be tweaked. Our lesser-experienced riders both preferred the Honda’s suspension.

“The Honda has better damping,” says Sorensen. “I did experience some wallowing on the Kawasaki in some of the big corners, but after we did an adjustment on the suspension it seemed to handle better.”

As for our speedsters, Waheed was less pleased with the Honda as he’s able to reach the limits of its abilities. “It is too undersprung and sacked out when a more aggressive/heavier rider enters the corner/mid-corner,” he says.

Ultimately our riders found the Honda to be a willing sportbike. All of our riders noted the slight disadvantage on power, but the Honda looks and feels tight, and the quick handling and excellent dash make it great in the turns and help manage the engine. The 250 is a great stepping stone to larger CBRs and is happy making the transition from reliable daily commuter to weekend track bike.

2011 250 Sportbike Shootout Track

2011 Honda CBR250R Track Comparison Video
Watch as the CBR250R spins laps on the track and see how it stacks up in the 2011 Honda CBR250R Track Comparison Video.
The world of high-performance sportbikes isn’t one to be jumping off the deep end. Today’s track-inspired, street-legal racers like those featured in the 2011 Supersport Shootout IX Track and 2011 Superbike Smackdown VIII Track harness more performance than most riders could ever use. Americans have an insatiable hunger for the biggest and baddest while disregarding the consequences. At best this generates a lack of proper fundamentals, and at worst it can lead to dangerous riding situations. There’s certainly no shame in starting out small. Those smart enough to get their feet wet with more manageable motorcycles can opt for rides like the new Honda CBR250R or Kawasaki’s proven Ninja 250R.

These two sportbikes are awesome for riding on public roads, which we found out in the Honda CBR250R vs Kawasaki Ninja 250R street evaluation. Knowing that riding on a track can help hone skills used in everyday riding, we signed up for track time at Streets of Willow and Thunderhill Raceway with Pacific Track Time to see how these machines handle in a controlled racing environment. In the saddle were our A-level Road Test Editor, Adam Waheed, and professional stunt rider Brian Steeves. These men regularly get their jollies with bikes that have more horsepower than a car. But, in the case of Waheed, there’s a personal history with the Ninja that dates back to his first two-wheeled experiences. We also enlisted Lynda Sorensen for a short, light and feminine perspective. She too cut her teeth on the trusty Ninja but has been riding a supersport for the past six years. Finally, I took the handlebars. Why would the Off-Road Editor be involved? Because I want to learn to ride sportbikes, too, and the bosses sure as hell weren’t going to let me borrow the CBR1000RR or ZX-10R.


2011 Kawasaki Ninja 250R Track Comparison Video
Kawasaki tries to defend its entry-level sportbike crown against the challenger in this 2011 Kawasaki Ninja 250R Track Comparison Video.
Honda surprised everyone with the introduction of its 2011 CBR250R. Not only were folks eyeballing the single-cylinder engine and VFR-ish styling, but also wondering why it took so long for another major OEM to see the value in this market. Once the biggest motorcycle manufacturer in the world puts its weight behind something, it’s virtually guaranteed not to suck. By differing from the Kawasaki in its engine arrangement, the CBR offers riders a level of variety in this class. It’s not merely a matter of choosing red or green, but the new kid on the block has its own look, feel and character. Honda decks out the little CBR with upscale instrumentation and tops it off with the attention to detail and ultra-refined package we expect from Big Red.

Up until now, Kawasaki has been enjoying the entry-level sportbike market all alone, and it’s been slaying newbie sales with its Ninja 250R since 1986. The popular mount received a major styling overhaul in 2008, the first in 20 years, which brought it back into the limelight and up to spec with the rest of the Ninja family. Kawasaki has always relied on its Parallel Twin engine to provide the user-friendly power. Unlike the European version, any 250R that makes it to American shores still uses dual Keihin carburetors, which is one of the few features that gives the Kawi an outdated feel compared to Honda’s nifty fuel injection. Regardless, Kawasaki dealers are more concerned about getting a higher volume of the little crotch rocket imported, since they reportedly can’t keep them on showroom floors.

In order to level the playing field and keep our impressions as consistent as possible, we equipped each with a matching set of Bridgestone Battlax BT-003 Racing Street Front Tire and Bridgestone Battlax BT-003 Racing Street Rear Tire. Because the bikes are so affordable, they can also make great secondary machines simply for club racing or the general thrill and challenge of competing on small-bore motorcycles. So, knowing these two machines are likely the best option for new street riders, off we went to see how they hold up on the track.

2011 250 Sportbike Shootout Track



Videos Our Sponsor
2011 Honda CBR250R Track Comparison Video
Click to view video
Watch as the CBR250R spins laps on the track and see how it stacks up in the 2011 Honda CBR250R Track Comparison Video.
The world of high-performance sportbikes isn’t one to be jumping off the deep end. Today’s track-inspired, street-legal racers like those featured in the 2011 Supersport Shootout IX Track and 2011 Superbike Smackdown VIII Track harness more performance than most riders could ever use. Americans have an insatiable hunger for the biggest and baddest while disregarding the consequences. At best this generates a lack of proper fundamentals, and at worst it can lead to dangerous riding situations. There’s certainly no shame in starting out small. Those smart enough to get their feet wet with more manageable motorcycles can opt for rides like the new Honda CBR250R or Kawasaki’s proven Ninja 250R.

These two sportbikes are awesome for riding on public roads, which we found out in the Honda CBR250R vs Kawasaki Ninja 250R street evaluation. Knowing that riding on a track can help hone skills used in everyday riding, we signed up for track time at Streets of Willow and Thunderhill Raceway with Pacific Track Time to see how these machines handle in a controlled racing environment. In the saddle were our A-level Road Test Editor, Adam Waheed, and professional stunt rider Brian Steeves. These men regularly get their jollies with bikes that have more horsepower than a car. But, in the case of Waheed, there’s a personal history with the Ninja that dates back to his first two-wheeled experiences. We also enlisted Lynda Sorensen for a short, light and feminine perspective. She too cut her teeth on the trusty Ninja but has been riding a supersport for the past six years. Finally, I took the handlebars. Why would the Off-Road Editor be involved? Because I want to learn to ride sportbikes, too, and the bosses sure as hell weren’t going to let me borrow the CBR1000RR or ZX-10R.

Videos Our Sponsor
2011 Kawasaki Ninja 250R Track Comparison Video
Click to view video
Kawasaki tries to defend its entry-level sportbike crown against the challenger in this 2011 Kawasaki Ninja 250R Track Comparison Video.
Honda surprised everyone with the introduction of its 2011 CBR250R. Not only were folks eyeballing the single-cylinder engine and VFR-ish styling, but also wondering why it took so long for another major OEM to see the value in this market. Once the biggest motorcycle manufacturer in the world puts its weight behind something, it’s virtually guaranteed not to suck. By differing from the Kawasaki in its engine arrangement, the CBR offers riders a level of variety in this class. It’s not merely a matter of choosing red or green, but the new kid on the block has its own look, feel and character. Honda decks out the little CBR with upscale instrumentation and tops it off with the attention to detail and ultra-refined package we expect from Big Red.

Up until now, Kawasaki has been enjoying the entry-level sportbike market all alone, and it’s been slaying newbie sales with its Ninja 250R since 1986. The popular mount received a major styling overhaul in 2008, the first in 20 years, which brought it back into the limelight and up to spec with the rest of the Ninja family. Kawasaki has always relied on its Parallel Twin engine to provide the user-friendly power. Unlike the European version, any 250R that makes it to American shores still uses dual Keihin carburetors, which is one of the few features that gives the Kawi an outdated feel compared to Honda’s nifty fuel injection. Regardless, Kawasaki dealers are more concerned about getting a higher volume of the little crotch rocket imported, since they reportedly can’t keep them on showroom floors.

In order to level the playing field and keep our impressions as consistent as possible, we equipped each with a matching set of Bridgestone Battlax BT-003 Racing Street Front Tire and Bridgestone Battlax BT-003 Racing Street Rear Tire. Because the bikes are so affordable, they can also make great secondary machines simply for club racing or the general thrill and challenge of competing on small-bore motorcycles. So, knowing these two machines are likely the best option for new street riders, off we went to see how they hold up on the track.

Modified Superbike Conclusion

From left: Ducati Performance 1098R  Aprilia RSV4 Factory and Yoshimura Stage 1 project GSX-R1000.
Three class-leading sportbikes. Three varying states of tune. Which bike is the best bang for the buck? You be the judge.
Conclusion

So what do lap times cost? A lot. Reason being today’s stock sportbikes are so good from the factory that to get anything more from them takes loads of time and money, as well as rider skill. So if you want to go faster, we recommend buying additional track time before investing too much in aftermarket parts. That is, unless you’ve got a fat enough wallet that allows you to have both, in which case we say go nuts. As long as you have someone knowledgeable helping you set the bike up, you’ll have an absolute blast. We sure did…

In all, this was one of those offbeat and extremely subjective comparisons where you can infer just about anything you want from the data and rider opinions. While the amount of money you put into a bike doesn’t always directly translate into massive gains in lap times, it’s the ease at which those lap times come that is most noticeable. I had to push far harder on the Aprilia to get in the 1:28s, where 1:27s on the Yosh Suzuki and 1:26s on the Ducati came easier each step of the way. Not to mention, had the track temperature not been so frigid and the Suzuki had proper gearing, the times surely would have been quicker, showing truly how capable all these bikes are.

And while this wraps things up for the Aprilia (we will have an RSV4R in our upcoming Superbike Smackdown) and the Ducati Superbike (we’re sure sad to see it go), the Yoshimura Suzuki is just getting started. So be sure to stay tuned as we will be building a full American Superbike-spec machine out of the GSX-R1000 and plan on racing it in several events, including one big one you won’t want to miss!

For My Money

Though stability was comparison-leading for the Yoshimura GSX-R  it lacked some in terms of flickability compared to the others  which we will be working to remedy in Stage 2.
Atlas - Yoshimura GSX-R1000
Steve Atlas – Executive Editor
This is about as hard of a pick as I’ve ever faced. Each one of these machines has qualities about them that I absolutely adore. The Ducati chassis handles almost telepathically and the Ohlins suspension relays so much feedback to the rider it’s nearly overwhelming at first. Mate that to the torque-laden engine and the bike is pure ecstasy to ride. Only problem is ecstasy has a price, and it’s $75,000. As for the other two, the Aprilia’s chassis is nearly that of the Ducati’s while the Yoshimura Suzuki has an engine that puts just about anything I’ve ever ridden to shame. Thus, all things considered, I’d take the Yoshimura GSX-R (because I can’t afford the Ducati) and massage the chassis – Wait, that’s exactly what I did do, so be sure to tune in for Stage 2 and 3 as we bring you the results…

MotoUSA VP Ken Hutchy Hutchison instantly fell in love with the all-new Aprilia RSV4 Factory.
Hutchison - Aprilia RSV4 Factory
Ken Hutchison – Editorial Director
Well, I can’t afford any of these bikes right now but if I was planning on hitting track days and riding my bike to the end of the earth, which is what I like to do, then the choice is easy: The Aprilia RSV4. It’s not the best looking and it doesn’t have the same style as the Ducati but it is the bike I could easily ride all day. I like the Yoshimura GSX-R but it was overkill for me. The Ducati is just plain too awesome for me to want to deal with. The Aprilia, however, was easy to ride but it was still really fast and sounded bad-ass. I’ve always liked the V-Four engine design but it never excited me like this one does. Man, get this bike dialed in the same way the GSX-R is and it would be incredible.

While the GSX-R was ultra stable and massively fast through Turns 8 and 9  in the slower Turn 2 the slightly sluggish steering held it to the back of the group.
Waheed - Yoshimura GSX-R1000
Adam Waheed – Road Test Editor
Without question I’d take the Yoshimura-prepped GSX-R1000. Its way more comfortable than the Ducati and the Aprilia and it absolutely rips on the racetrack. Even better is how easy it is to ride. I also like how stock it looks, making it an absolute sleeper when you’re racing that guy next to you at a stoplight. This may sound funny, but for the price you simply can’t beat the performance and day-to-day practicality of this Yosh-built Superbike.

2009 Ducati Performance 1098R Superbike Comparison

The Ducati Superbikes natural breeding ground: Slammed on its side mid corner.
Ducati Performance 1098R Superbike
MSRP:
$70,000+
Curb Weight: 431 lbs.
Horsepower: 172.9 @ 10,100 rpm
Torque: 93.4 lbs-ft @ 8,100 rpm
Quarter Mile: 9.93 @ 145.9 mph
Racetrack Top Speed: 162.7 mph
Best Lap TIme: 1:26.31
Ducati Performance 1098R Superbike

Sitting on the opposite side of the spectrum is the Ducati Performance 1098R. Basically as close to a World Superbike as possible for the average consumer, this bike was built by Ducati to showcase just what one can do with an unlimited budget – over $70,000. In fact, it’s so close in looks and external hardware that the bike was used as a Troy Bayliss WSB-replica display bike to travel around with the IMS shows. And since the list of modifications is so long we will focus on the main changes.

The engine remains very close to stock, with the exception of Ducati Performance (DP) cams and intake kit, plus a larger-diameter Termingnoni exhaust and back-torque-limiting clutch. A full Termi system does come with the stock 1098R as an addition, but due to EPA and noise laws it can’t be installed until after purchase and is said to be used for “closed course only.” Right… In our case the system has been updated with bigger 70mm head and mid-pipes for improved flowing of spent gasses. This is mated to a DP chip to properly adjust fuel mapping. And while that rounds out the engine changes, considering how blindingly fast the World Superbike-homologation special is from the factory, the bike hardly needs more power.

The result is an amazing amount of torque, 93.4 lb-ft at 8100 rpm. And this bottom end and mid range of the Ducati allows you to be very relaxed with gear selection. This is shown in the dyno chart, as the bike is already making nearly 80 lb-ft of torque from as low as 4000 rpm, whereas the modified GSX-R makes just over 80 lb-ft at its peak, which isn’t until 10,s00 rpm. On the other hand, the GSX-R’s top end trumps the Ducati by about the same margin – 181.7 hp compared to 172.9 hp. This is why it’s key to fully exploit the Duc’s loads of corner-exit shredding torque to keep pace with the GSX-R.

Ducati brought out a fully-kitted  75 000 1098R for our comparison  showing up with the pinnacle of what one can do in the Ducati Performance catalog. Forged magnesium wheels reduces unsprung weight for added flickability and acceleration  while Pirellis latest slick tires provided the adhesion factor.A Ducati Racing slipper clutch keeps the back end in line when under extreme braking and downshifting situations.
For the affordable price of $75,000 you too can have a Ducati Superbike (top); A good chunk of that cost is from the to-spec chassis, which includes an Ohlins gas charged fork and Brembo monobloc forged brakes (middle); A Ducati Racing back torque-limiting clutch keeps the rear end in line under heavy braking (bottom),
Want to leave it in third and roll through the corner at 5000 rpm? No worries. Simply twist the throttle early and it pulls like a locomotive, building steam from as low as four-grand. Likewise it allows you to keep it up in the revs, with an amazing tire-spinning top end, especially for a V-Twin.

“The power of the Ducati coming off the corners is just plain awesome!” exclaims Waheed. “It pulls so hard from so low that you can leave it a gear high and still get a ripping drive out of any corner. Heck, you could probably leave it two gears high and still get a good drive – it’s got that much torque. But the crazy thing is that it still pulls hard all the way up top to redline. On yeah, it has to be one of the best sounding bikes on the planet.”

While not quite as potent as the Suzuki, the 1098R is no slouch, as it pulls out of Turn 8 at a healthy 129.5 mph and out of Turn 9 only a tick off the Suzuki at 115.1 mph. That equates to a top speed of 162.7 mph down the front straight, within 5 mph of the Yoshimura-engine Suzuki. But while in the high-speed turns the Ducati trails ever so slightly behind the Suzuki, it excels in the slow speed stuff and pulls everything together to lay down the quickest lap time of the test by nearly a full second. How? The chassis.

And the key to really going fast on the Duc is to find the perfect balance of riding the torque wave just as it leads into top-end pull, as we said, the amazing chassis must be fully exploited to achieve good lap times. That requires extremely high corner speeds and the bike to be at the right rpm mid corner; too high and engine drag holds you back, too low and the drive out is sacrificed.

The chassis is also where the majority of the money was invested with this DP 1098R, aimed to truly turn it into a racetrack weapon. A superbike-spec Ohlins FGR800 gas charged fork graces the front end, while stiffer and larger front triple clamps are needed to keep the massive units in place. An Ohlins TTX rear shock sits out back, mated to a flat-rate linkage, adjustable ride-height bar and massive Ducati Corse World Superbike-developed swingarm, which is far more rigid and allows the use of larger slick tires. The swingarm really is a piece of motorcycle artwork, though at $5,443 I would expect nothing less. Upgraded wheels were also installed, these being of the tasty forged magnesium variety, reducing unsprung mass for improved handling and acceleration.

The Ducati 1098R Superbike transitioned from side to side with the flickability of a 600.
Editorial Director Hutchison is right at home on the Ducati Superbike as he navigates the uphill side of Willow Springs.
The result is a machine that inspires elbow-draggin levels of confidence. Combined with the fly-paper-sticky Pirelli tires, one could push the Ducati so hard through the center of the corner that I continually scared myself with the roll speeds it is was capable of. Some good 600s would struggle to keep that pace, yet the 1098R continually asked for more.

“I like the Duc as a whole package but where it really shows you who’s boss is mid corner,” adds Waheed. “There is no way 99.9% of riders could come even close to the limits of that motorcycle’s front end. The Ohlins fork was perfectly set-up and the bike's overall balance was spot on. I just kept pushing it harder and harder and I still wasn’t even close to the bike’s limits. It’s also amazing how quickly it steers, yet is still very stable though Turns 8 and 9.”

VBox speed data gathered during a controlled five-lap run on the Ducati Performance 1098R  showing the best lap.
Ducati Performance 1098R VBox Data @ Willow Springs
- Although it's almost 5 mph down on top speed and can't match the Yosh GSX-R in Turns 8 and 9, superior corner speed throughout the rest of the track equates to a lap time nearly a second quicker.
A glance at mid-corner speeds in the slower sections of the track backs this up, as the Ducati is fastest through the apex of Turn 2 at 91.7 mph and Turn 4 at 57.8 mph. This is mirrored throughout the rest of the track, as it trumps the others through all but the mega-fast Turns 8 and 9, where the ultra-stable Suzuki and its monster motor just edge out the Ducati; though this is as much due to the power as the chassis, as we found the Ducati to be equally as stable in the fast sections as we did in the slow stuff.

Braking is handled by a full top-spec Brembo set-up, making for a serious set of stoppers. Forged monobloc 4-piston calipers sit up front and grab 320mm semi-floating discs, fed by steel-braided lines that connect to a fully adjustable Brembo radial master cylinder. Out back is a two-piston forged Brembo caliper with the stock disc, though nothing more is needed.

This equates to true Superbike-spec brakes. Take a look around the AMA paddock and you will see nearly, if not every factory Superbike with exactly the same setup. Why? Because they are downright amazing. Initial bite will send you straight through the windscreen if you aren’t ready for it, while the lever feel and feedback is like grabbing the discs with your bare hands it’s so good (minus your skin getting burned off, that is). By far some of the best brakes made today.
There was no shortage of achievable lean angle from the Ducati Pirelli slick combo.
While we absolutely adore the Ducati and its limitless potential on the track, we don’t doubt the same could be achieved at a far lower cost. But this bike is all about excess and, well, we do still love it!

So was there anything we didn’t adore about the Ducati? Besides the price, only one minor area: Wind protection. The small windscreen and slender race bodywork made getting into a tuck nearly impossible, and at a track as fast as Willow Springs this was not only annoying but fatiguing as well. Quite a simple fix though, as $50 will get you a taller windscreen and the problem will be all but solved.

As you can see, we instantly fell in love with the Ducati Performance 1098R. We loved the stock ‘R’, but with the mods Ducati has added this may now be one of the most fun and rewarding machines we have ever ridden. In fact, I’d go as far as saying that for the money, as they both cost about the same, I would seriously consider this bike over a Desmosedici. Okay, maybe not, but you get the picture. This is truly is pure Italian motorcycling bliss. Just don’t tip it over…

2009 Yoshimura Suzuki GSX-R1000 Comparison

The Yosh machine takes to the track at Willow Springs.
Yoshimura Suzuki GSX-R1000
MSRP:
~ $20,000
Curb Weight: 448 lbs.
Horsepower: 181.7 @ 12,500 rpm
Torque: 81.3 lb-ft @ 10,200 rpm
Quarter Mile: 9.71 seconds @ 147.6 mph
Racetrack Top Speed: 166.61 mph
Best Lap Time: 1:27.21
Yoshimura Suzuki GSX-R1000

Our outing at Willow Springs marked the debut of the MotoUSA Project Yoshimura Suzuki GSX-R1000. For Part 1 of our multi-stage story, this proved the perfect place to not only shake down the newly-built machine, but see how it stacked up to the others at the same time. As it also happens, with the cost of parts and labor added, the Yosh Suzuki comes in at nearly the same price as the Aprilia. This gave us a perfect comparison of two very different motorcycles which lighten the wallet equally.

For the first stage of the build we kept things street-legal, aiming to make the ultimate road-going Superbike. It's widely known that if you have a Suzuki and want more power there’s one company to turn to – Yoshimura. It’s hard to dispute a company with the last 10 of 11 AMA Superbike championships to its name, all on Suzuki GSX-Rs. And with the addition of the YRS (Yoshimura Race Shop) program which began late last year, our project GSX-R provided a perfect opportunity for us to see what exactly the Japanese company has available for the performance-seeking consumer.

We started by installing one of Yosh’s engine-swap-program motors. This gave us a full Superbike-spec powerplant quickly and easily. That was mated to Yosh's EM-Pro software system to control fuel delivery and their R-77 exhaust, while a BMC airfilter aided in intake flow. Finally, case guards were added to protect our investment.

MotoUSAs Yoshimura Suzuki GSX-R1000 project bike Stage 1.Yoshs R-77 full racing exhaust system not only makes impressive power gains but sounds amazing.Yoshimura added a Showa Factory Kit rear shock as well as one of its flat-rate linkages to help cope with the additional 30-hp produced by the project GSX-R.
The Stage 1 Yoshimura Suzuki GSX-R1000 (top) may look close to stock but under that bodywork lurks a monster; Yosh’s power-making and beautifully crafted R-77 exhaust (middle); Showa’s Factory Kit shock (bottom) was added along with a Yosh link to help handle the engine’s additional 30 hp.
To give you an idea of how much value for the money the YRS engine-swap really is, the rental motor is only three to four horsepower down on Tommy Hayden’s factory American Superbike-spec machine. And getting one is as simple as bolting it in your bike, thumbing the starter and racing – then give it back after the weekend. Yoshimura will also replace it with a new unit or perform whatever repairs are needed if anything mechanically goes wrong (as long as it’s not from gross negligence).

And this can be yours for $1500 per weekend of racing. Considering it would cost nearly that to simply maintain a modified race engine for one weekend, let alone use a full-factory unit, that's what we call a smokin' good deal. As for those who want to build their own SBK powerplant for the street or track days, Yoshimura will make you the same extremely-potent motor for roughly $7500.

So just how fast is the engine? Well, to just simply say fast would be the understatement of the century. Despite the fact that we didn’t get proper gearing in time for our test and had to use the ridiculously-high stock setup, the GSX-R would still wheelie under power exiting Turn 9 at 120 mph! Frankly, even with the stock gearing it's an absolutle brain-melting missile.

But its true beauty lies in how easy the power is to use and control. Combined with Yosh's tuning of its EM-Pro ECU, from 2000 rpm all the way up to redline the bike ran like a dream – it just happens to be one of those crazy skydiving-without-a-parachute dreams. But while seamless power delivery did it’s best to mask the beast within, there’s nothing that can truly tame the rush those 999ccs are capable of producing, especially at over 130 mph. And we can't get enough of it.

It’s no wonder, as a look at the dyno charts shows an amazing 181.7 hp and 81.3 lb-ft of torque at the rear tire. This is backed up with the on-track data. The Yoshimura-built Superbike engine propelled the GSX-R to a blistering top speed of 166.61 mph, nearly 5 mph up on the Ducati and over 12 mph faster than the Aprilia. It’s also extremely strong all the way through the faster sections of the track, entering Turn 8 at 146.1 mph, clipping through the apex at 127.2 mph and exiting with a blistering 133.8 mph. One can only imagine what it will do with proper gearing.

But power is also nothing without control, so we focused on basic and affordable chassis modifications to take Suzuki’s already potent GSX-R to the next level of racetrack and canyon-road devouring prowess. In the suspension department we added a Showa Factory Kit shock and Yoshimura linkage along with a massaged stock Showa fork and fork-extender caps. The aim was to match chassis performance to its monster motor’s abilities. Not an easy task, though with the help of some of the race team’s suspension gurus, we were able to make substantial strides without investing too much coin.
The Yoshimura GSX-R1000 was quite eye-opening in Stage 1 form  and we eagerly await Stage 2.
High-speed mid-corner stability from the Yoshimura-built Suzuki GSX-R1000 Project Bike was rock solid.

As a result the bike handled far better than the base machine, especially in terms of the rear shock. Where the progressive spring and link used on the OE unit makes it nearly impossible to tune out corner-exit pumping under acceleration, we had no such issues with the Showa unit and Yosh link, despite the fact we were putting over 30 additional horsepower through it. This is the result of better valving, slicker action and the use of a consistent-rate spring and flatter-rate link. This kind of power through the stock shock would have been downright scary, thus if you are going to go big with the engine we highly recommend you invest in suspension that can handle it.

Up front the fork was plush over the small stuff but handled hard braking well and was very balanced with the rear shock. The combination of the two equated to one of, if not the most stable big-bore bike I’ve ever ridden through Big Willow's Turn 8 and 9 section. While most bikes are sensitive to gusts of wind at 140 mph at knee-dragging lean angles, the Yosh Suzuki wouldn't budge no matter what came its way.

“I’m absolutely flabbergasted at how on-rails the Suzuki was through (Turns) 8 and 9,” Waheed says of the Yosh GSX-R. “I could go in there on any line I wanted, at any speed I wanted, and no matter what I did it just shot around those two corners probably faster than I’ve ever been. If only every bike was so easy to get through that scary section of the track then, well, it wouldn’t be so scary anymore.”

VBox speed data gathered during a controlled five-lap run on the Yoshimura Suzuki GSX-R1000  showing the best lap.
Yosh Suzuki GSX-R1000 VBox Data @ Willow Springs
- A blistering 166.61 mph down the front straight and a whopping 146.1 mph down the back shoot showed what the Yosh engine was capable of. The comparison-leading Turn 8 and Turn 9 speeds display the chassis' high-speed abilities.
We opted to leave the fork and shock set at the stock height and as such the bike didn’t flick from side to side nearly as quickly as we would have liked. Not that is was sluggish; we just would have liked more urgency when changing direction. As such, this is something we are in the process of changing for Part 2, so be sure to stay tuned as the racing phase of the project begins later this month.

This was visible in the data too, as while the Suzuki was stable and very fast through the Turn 8-9 combo, in the slower Turns 2 and 4 it was at the back of the group. Speed at the apex of Turn 2 was a meager 86.6 mph, almost four down on the others, while in Turn 4 it was also last, though only slightly down on the Aprilia – 54.3 mph verses 54.5 mph – Mirroring our rider impressions. Though with some ride-height adjustment this could easily have been remedied.

Another area where we would have liked more performance was the brakes. We added Galfer pads and steel-braided lines, yet combined with the stock master cylinder and calipers it still produced lackluster results. We’ve never been a big fan of the Suzuki liter-class machine’s binders, especially the feel though the OE master. And although the Galfer parts helped and would be an adequate street set-up, for track work a little more performance is needed.

Though stability was comparison-leading for the Yoshimura GSX-R  it lacked some in terms of flickability compared to the others  which we will be working to remedy in Stage 2.
With Stage 1 in the books, Stage 2 begins. By the time you read this the GSX-R1000 Project will be fully disassembled and in the process of being turned into a full-blown racebike.
Other than some slight gearing, geometry and brake issues, we came away quite surprised with the Yoshimura Suzuki GSX-R1000. For virtually what you would spend on a mid-level exotic European sportbike, it’s easy to have Yosh turn your Japanese machine into a motorcycle which circulates the track substantially faster while being a downright missile in a straight line. The GSX-R1000 is a potent street bike in stock form, but with this bike the boys from Yosh turned what is already a 9 out of 10 to a 12 – or maybe higher.

If you want to haul the mail around the track and smoke anything on the road at the slightest twist of the right grip, simply pick up the phone and call Yoshimura. It’s no wonder these guys have been so successful at racing. And now it can ALL be yours from YRS at more-than-reasonable prices!

2010 Aprilia RSV4 Factory Comparison

Turn 2 is an area that really shows a bikes prowess mid-corner  and the stock Aprilia performed amazingly.
Aprilia RSV4 Factory
MSRP:
$20,999
Curb Weight: 453 lbs
Horsepower: 154.6 @ 12,300 rpm
Torque: 75.1 lb-ft @ 10,000 rpm
Quarter Mile: 10.30 seconds @ 139.8 mph
Racetrack Top Speed: 153.8 mph
Best Lap Time: 1:28.21
Aprilia RSV4 Factory

The new Aprilia comes into this test as the only stock motorcycle, but does so for good reason. Touted as one of the top new 1000cc rides for 2010, this served as the perfect OE benchmark for which to compare the other two modified machines. Its $20,999 price also puts in right in the ballpark with the Yoshimura GSX-R, allowing for a direct comparison between a modified Japanese machine and a stock European exotic.

Impossible not to notice by simply glancing at the Italian V-Four, the bike feels very small between one’s legs. And while not much bigger in width than today’s compact 600s, the Aprilia still fit our 6-foot-tall Road Test Editor, Adam Waheed, quite well. This is because the actual on-bike ergos are surprisingly relaxed, with lower-than-expected footpegs and ample room provided by the long solo seat. This allowed the Aprilia to be a comfortable machine for everyone who tested it, sizes ranging from my vertically-challenged 5’6” stature to the aforementioned lanky frame of Waheed.

One would also think by virtue of its small overall size, it would be a featherweight fighter. Not exactly. Our test unit rolled across the scales at 453 lbs full of fluids, making it one of the heavier liter-class bikes currently produced. Where does this girth come from and how does it hide the weight so well? Its V-Four engine, that’s where. Not light by any means, the compact design allows a lot of metal to sit in a small and low place. While this raises the curb weight, due to the engine’s low CG (Center of Gravity) and the under-seat mounted fuel tank, the bike feels as if it were one of the lightest 1000s both at speed and tooling around the parking lot. The Aprilia is truly a sportbike Houdini.

Like we said  there isnt much that doesnt look stunning about the new Aprilia.It may be on the heavy side  but the low-slung and compact V-Four engine keeps the CG down and makes awesome power.A look at the new Aprilias cockpit.
Aprilia’s new 2010 RSV4 Factory really impressed all who rode it (top); The compact V-Four engine (center) keeps the CG low but is on the heavy side; Gauges (bottom) are simple, to the point and easy to read.
And while the V-Four engine may be on the heavy side, the power which it produces, and the way in which it puts it to the ground, greatly impressed all who rode it. With almost the ideal mix of low-end torque from a V-Twin and the high-revving nature of an Inline-Four, it’s nearly impossible not to be drawn in by the Aprilia’s powerplant.

Exit the corner and open the throttle, even as low as 6000 rpm, and the RSV pulls with a strong yet somewhat deceiving ferocity. This push keeps building as the revs rise, and just as one thinks the mid-range will taper off as 10,000 rpm splashes across the dash, it hits what feels like overdrive, surging into the upper revs and keeping on strong all the way up to and slightly past 13,000 rpm. Due to the strong bottom end and mid range, I found myself riding it somewhat like a Twin at first, short-shifting quite often. That was until I experimented at the top of the revs and realized what I had been missing.

The power is downright impressive, especially considering the highly-modified competition we were riding alongside it. Taking a look at the cold, hard numbers, on our dyno the RSV4 pulled a solid 154.6 hp at 12,300 rpm with 75.1 lb-ft of torque at 10,000 rpm – very competitive numbers from a stock machine.

“The engine of the Aprilia is awesome, everything about it,” Road Test Editor Waheed says. “It’s crazy that up against a Yoshimura-built GSX-R1000 and Ducati Performance 1098R that it would still feel as fast as it does. I rode the base ‘R’ model in Mugello at the press intro but today this Factory feels quite a bit faster for some reason, even though there’s not much different between the engines. This Aprilia has one of the best stock engines made today. Not to mention that exhaust note – absolute musical harmony.”

Taking a look at the VBox data shows a competitive top speed of 153.8 mph; less than 10 down on the Ducati and roughly 13 off the Yoshimura Suzuki. And while that may sound like a decent gap, for a bone-stock motorcycle compared to two very fast modified machines, it’s quite a bit closer than we anticipated. But even more telling may be the RSV4’s pace exiting the high-speed Turn 8, where it logs a max of 124.9 mph, less than five mph off that of the Ducati. It doesn’t fare quite as well coming out of Turn 9 as the stock gearing held it back to 109.9 mph, which no doubt also contributed to its outright top speed deficit. With proper gearing we don't doubt this bike would be extremely close to the modified pair.

Road Test Editor Waheed rode the RSV4R in Italy  but commented that the Factory felt noticeably faster at Willow compared to his ride on the R  though very little is different between the two engines. wise.
"The handling of this bike continues to surprise me every time I ride one,” - Road Test Editor Waheed.
Where the Italian steed really shines, however, is its ability to shove that powerful engine inside a motorcycle which feels no bigger than a middleweight and handles nearly on par with one was well. Despite the heavier curb weight, the chassis has a very compact and reassuringly solid feel too it.

The result is a motorcycle that not only changes direction with ease but also is extremely stable no matter the situation. Be it 150 mph sweepers or 50 mph hairpins, the RSV4 seems to find a way to get through each with far less effort than comparable stock liter-bikes, while also inspiring the confidence needed to really push its limits.

As MCUSA Editorial Director Ken Hutchison puts it, “This reminds me of a much smaller and more powerful Aprilia Mille. That bike always had a chassis that was well balanced and easy to exploit. And the RSV4 is very similar. It handled great, and since it was stock the suspension featured a softer set-up than the other two bikes. That made it easier for me to go fast on it as the bike felt familiar and wasn’t jarring and as a result was simply the easiest for me to ride fast.”

“The handling of this bike continues to surprise me every time I ride one,” adds Waheed. “While it’s not quite as flickable as a 600, for a liter-bike it’s right up there with one of the best. Not to mention, one doesn’t sacrifice an ounce of stability for this flickability.”

VBox speed data gathered during a controlled five-lap run on the stock Aprilia RSV4 Factory  showing the best lap.
Aprilia RSV4 Factory VBox Data @ Willow Springs
- The RSV hits a top speed of 153.8 mph on the front straight, while the potent stock machine reaches 138.2 mph down the shorter back straight. Also worth nothing is the 90.2 mph Turn 2 apex speed, which is second only to the Ducati, showing just how capable the stock chassis is.
This is backed up by the data. Looking at corner speeds, you can see that the Aprilia is actually quicker than the Yoshimua Suzuki at the apex of Turn 2, with a best speed of 90.5 mph (compared to 86.5 mph for the GSX-R). In fact, even the Ducati’s highly-modified chassis was only a hair faster than the RSV4 at 91.7 mph – and that’s with nearly 20-grand in Superbike-spec suspension and chassis upgrades.

Further contributing to its trackside manners was a substantial set of binders. Gold radial Brembo calipers up front cinch down on 320mm rotors and make for a stopping combination on par with just about anything sold today. They may not quite have the bite of the racing Brembos on the Ducati, but they are definitely far superior to the Tokicos on the Suzuki, giving the rider loads of power while still being very easy to modulate in tricky situations due abundant feedback through the lever.

In the world of motorcycle appearance it's tough not to weigh in without too much of a biased opinion, so our goal is usually to stay as objective as possible, letting the reader be the judge. But in the case of the new RSV4, it’s nearly impossible to keep our mouths shut. As one of the most hyped and widely-anticipated sportbikes in recent memory, it’s also widely agreed that the new Aprilia is one of the best looking bikes made today. And I must say, we have to agree, especially the Factory model. Its black and orange paint, Ohlins fork and carbon fiber sprinkling throughout make it far from an eyesore.
Corner-exit acceleration from the V-Four Aprilia was astonishing to all who rode it  especially considering the company it was keeping during this comparison.
Though we will not be using the Factory model for our upcoming Superbike Smackdown, we will have the base 'R' model and we don't doubt it will be very competitive against the current crop of literbikes.

Coming into the test we all wondered how the only stock machine would fair. The answer was quickly very clear: Extremely well. Despite being down 20-plus horsepower and hitting the track just how it comes out of the crate from Italy (plus the addition of our Pirelli spec tire), Aprilia’s RSV4 Factory was only a second off the Yoshimura Suzuki and roughly two seconds adrift of the super Ducati – not too shabby. We also don’t doubt that with an exhaust, gearing and some time to tune the suspension that it would be right on pace with the other two.

Modified Superbike Comparison


2010 Modified Superbike Comparison

The Cost of Sportbike Performance
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Be sure to check out the Modified Superbike Comparison video!

How much better can one really make today’s liter-class sportbikes? Stock machines are now capable of turning the dyno with as much as 180 rear-wheel horsepower and in some cases come standard with trick bits like traction control, Ohlins suspension and carbon fiber bodywork. Even the cheapest of modern big-bore sportbikes make upward of 160 hp and feature parts that put a decade-old factory Superbike to shame. Thus, is it even worth the time and money to modify your literbike for street or track use these days? Let’s find out...

For this three-way motorcycle comparison we added varying levels of performance modifications to three of today’s hottest sportbikes – from totally stock, to modified street bike, to fully-kitted Superbike. As for the bikes, we made sure to include one of each popular sportbike engine type – a traditional Japanese Inline-Four and a pair of Italians Vs – one a V-Twin and the other a V-Four – each class-leading in their respective categories.

The Ducati Performance 1098R goes flying into Turn 2  one of the areas where the Italian steed gained a lot of time compared to the other bikes.While the GSX-R was ultra stable and massively fast through Turns 8 and 9  in the slower Turn 2 the slightly sluggish steering held it to the back of the group.Turn 2 is an area that really shows a bikes prowess mid-corner  and the stock Aprilia performed amazingly.
Fully-kitted V-Twin Superbike (top); modified Inline-Four street bike (middle); stock Italian V-Four (bottom).
Aprilia’s all-new RSV4 Factory remains untouched, coming in as one of the most anticipated and hyped sportbikes to hit U.S. shores in the past decade. The Suzuki GSX-R1000 gets a host of Yoshimura modifications, while Ducati’s 1098R hits the track with nearly everything Ducati Performance sells – this is the bike for the guy who has everything and wants more. A true track-only Superbike.

As for costs, both the stock Aprilia and modified Suzuki come in at roughly 20-large, while the Ducati tips the scales at an if-you-have-to-ask-you-can’t-afford-it 70-grand. To put them through the paces we took all three to the ultra-fast Willow Springs International Raceway, the perfect place to let these high-horsepower steeds stretch their legs. Our VBox data acquisition system was also fitted to each to bring you as much juicy track-based information as possible. That was followed up with quarter-mile performance and dyno testing, as well as usual weights and measurements.

Now we know that by modifying each to different degrees as well as different price points opens an endless can of worms for criticism and backlash. Why pick one bike to modify over the other? What would happen if the shoe were on the other foot?...etc, etc. It’s for this reason that while we have done more than enough data to pick a winner, due to the massive differences of each bike, this will be a comparison, not a shootout; the winner would be too far to cost-biased. Think of it as three separate full-tests all bunched into one. Then you be the judge and jury as to what best fits your wants and needs, as well as your pocketbook – we’re just showing you the hard data and rider opinions to help you decide.




Thank You...


Pirelli
It’s no easy or cheap task to supply tires for a comparison, but the Italian rubber company stepped up with its Diablo Supercorsa Slick race tires, which performed flawlessly. The Pirelli rubber's grip and feel was universally praised and held up to all the abuse our 1000cc Superbikes could throw their way and then some.

CT Racing
Providing trackside tire support was the hard-working CT Racing team. Owner Corey Neuer is a knowledgeable tire supplier as well as talented motocross and road racer himself, so when the guy gives advice, we listen. If you want Pirelli’s on the West Coast there’s only one place to buy them: CT Racing.

Yoshimura R&D
Want more performance from your sportbike, Suzuki especially? There are several companies one can turn to, but only one with the racing pedigree and tuning history of Yoshimura. They took our Suzuki GSX-R1000 and turned it into one potent street-legal Superbike, and this is only Stage 1. The Japanese tuning giants and MotoUSA have plenty more in store for the project bike, so be sure to stay tuned.

Ducati Performance
While the Ducati Performance 1098R Superbike may not ‘technically’ be ours, or was even built for us, just the ability to ride the bike for the time we did was privilege. And the fact that a company like Ducati would make such a high-dollar motorcycle and then let a magazine flog it for a month shows just how passionate and performance-driven the Italian manufacturer is.

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