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His insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Associate Editor does it all and has the scars to prove it.
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Adam Waheed – 6’0”, 175 pounds – KTM RC8R
I’ve always liked KTM’s RC8R but up until this year it’s been out of reach due to its lofty price tag. But now that it is priced at a more reasonable level it’s something that I think I could afford. I really like the strong bottom-end engine performance and its ergonomics. It’s a very comfortable bike to ride even with its rock-hard seat. Plus it looks out of this world. The only thing I’d add to it is a pipe and a slipper clutch. After that it would be perfect.
Justin Dawes – 5’10”, 225 pounds – KTM RC8R
When it comes down to the bike I would buy with my own hard-earned dough I would slap $16,499 big ones down for the RC8R. It is not the best bike in the test, but I can't help pining over it at the end of the day. Every time I throw a leg over it I'm instilled with confidence thanks to the low center of gravity. Cornering is comfortable and predictable, and the Austrian superbike allows me to ride near my limits longer than some of the other machines. The power is so much better than last year that it makes it perfect for street use and adequate for the track. In my opinion the CBR is the perfect superbike, but the KTM is perfect for me.
Ray Gauger – 6’5”, 180 pounds – KTM RC8R
I’d pick the KTM because it fits me the best, looks cool, and sounds bitching. I really like the powerband and how you don’t have to rev the piss out of it to get it to go. I know it’s probably not the fastest but that’s not what I’m about anyways. I had no problems getting it to go where I want and I like all the features of the dashboard. Some of the other guys complained that it didn’t have a slipper clutch but I didn’t miss it. I’d pick the KTM for sure.
Brian Steeves – 5’9”, 165 pounds – BMW S1000RR
If I was more on a budget I’d buy the CBR or Suzuki. I’ve owned both brands of bikes before and I know they are tough and would last a long time. But if I had the cash I would buy the Beemer. For the money the performance it delivers is almost too good to be true. In fact I think if the President of the United States knew what this bike was about it would be banned in a second. So hopefully he’s not reading this…
The thing I really like about the Kawasaki is its traction control and adjustable power maps. It makes it easier for me to ride. I don’t have a whole lot of experience riding sportbikes but when I ride the Kawi I feel like I do. It’s a really easy bike to ride. It’s engine power is just mellow enough for me but when you rev it up it really goes. I also like the way it looks and the way it fits me.
Bobbi Ali – 5’9”, 175 pounds – BMW S1000RR
I’m a die-hard Ducati guy but I can’t help but love the BMW. It’s not the prettiest but sure is the fastest. Not only that but it is fairly easy to ride But I was amazed at how well the BMW performed on all road surfaces.
Superbike Smackdown VIII is in the books. Let us know which of these bikes you would put your money on.
His insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Associate Editor does it all and has the scars to prove it.
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After handily laying waste to the competition in last year’s Superbike Smackdown tests, BMW’s top shelf Superbike has established itself as the bike to beat. Despite not seeing any major changes, the 2011 BMW S1000RR is proof that the Bavarian brand has engineered a superbike platform with tremendous potential for winning races.
Without question the highlight of this German-made Superbike is its engine. Like its Japanese counterparts, it utilizes a 999cc Inline-Four configuration with liquid-cooling and a 16-valve cylinder head spun by double overhead camshafts. All it takes however is one short blast down any straightaway to feel that it’s no garden variety Four-cylinder.
It’s unreal how hard the BMW charges forward when the tach needle is pegged above 10,000 rpm. Looking at dyno chart shows it has a clear cut horsepower advantage, pumping out nearly 20 more horses than Kawasaki’s ZX-10R and 32 more than Ducati’s 200cc larger L-Twin powered 1198 in route to a 183.37 hp peak at 13,100 rpm. That’s right you’ve read correctly—almost 184 horses at the back tire from a stock streetbike that anyone can buy for less than 14 grand—amazing.
Over-rev is also excellent with it continuing to produce in excess of 170 horses until the rev-limiter ends the fun at a lofty 14,000 rpm (highest in class). Plus the visceral shriek emitted at elevated engine speeds makes you feel like you’re at the controls of a MotoGP bike. All our test rider notes included some type of proclamation about how awesome the engine is and how much they loved the sound.
(Above) It’s simply astounding the performance the BMW serves up at the racetrack. To confirm that fact the S1000RR took top honors in three track categories: Max Acceleration, Top Speed and Max Flick. (Below) While the traction control system works well it is now second-rate compared to the system employed in the ’11 Kawasaki ZX-10R.
“Does thing have a turbo on it?!” exclaims Garcia. “Because when the tach needle reaches 12 it feels like it just hit the nitrous button. This thing get’s up and goes!”
“Even though the corners at Chuckwalla don’t have many long straights between them, the BMW makes getting to the next one a lot of fun” says Hutch. “I swear this engine feels like it’s in a different league than the other bikes. It’s not fair. I would’ve been laughing with glee the entire time if I wasn’t so damn scared to get into a turn too hot. It’s fun for sure but it’s a no nonsense motorcycle. It's flat-out wicked.”
In terms of torque production, despite not having as quite a robust mid-range curve compared to the European Twins and even Honda’s CBR1000RR it actually delivered one more lb-ft of peak of twisting force than the rest of the Four-cylinders, albeit at a slightly higher rpm.
The numbers don’t lie. Just look at our track chart for examples of how well the S1000RR connects corners. When accelerating away from Turn 10 the BMW achieved the highest acceleration force (0.90g) and top speed (139.9 mph), nearly five miles per hour faster than the second fastest CBR1000RR. Another feature that improves acceleration is its optional electronic quick-shifter (Gear Shift Assistant) that can be purchased separately for $450 or as part of the $1930 Premium Package with Race ABS and Dynamic Traction Control. While the TC system is one of the best we’ve tested, Kawasaki’s set-up on the new ’11 ZX-10R is still superior. It is worth mentioning that for our test we disabled the TC during Superpole because we didn’t like the functionality of the wheelie control feature.
The quick-shifter works well though, much like popular aftermarket units and much better than the unit employed on the Ducati. Even still some riders complained about the gearbox during downshifts claiming that it felt “notchy” and not having the most positive feeling.
“The BMW is by far the fastest bike in this test,” confirms former Daytona 200 winner Steve Rapp. “It was noticeably faster as far as sheer acceleration and power hit. The powerband seems a lot thicker than the other bikes. Where some of them had good low and mid-range—the BMW had it all over the place to me. It you’re into having the fastest bike with the most brute power and speed than this one’s it.”
Considering the enormous load the engine puts on the rear tire the suspension does a fantastic job of putting every last horsepower to the pavement (especially when shod with Michelin Power One Race Tires you can read the Power One Tire Review for more details). While the back end of the Beemer had the propensity to move around a bit more than some of the other bikes it’s a trait you just learn to accept, given its massive power output.
Despite only hitting third gear on the tight Chuckwalla Raceway layout, the BMW is moving five mph faster than the rest of the bikes before it’s time to drop anchor in preparation for Turn 11. During hard braking the suspension exhibits much better balance than last year’s bike due to an improved set-up. This allowed us to be much more comfortable at high speed, ride the bike more easily and improve its showing in Superpole. All though the fork worked well it wasn’t quite up to par with the Honda’s but it still worked better than before.
Even though the lower-spec two-piece Brembo calipers recorded the second highest braking force (-0.99g) they were rated the highest on our testers note pads due to their high-levels of feel and initial bite. However we did encounter some brake fade. It’s also important to note that we enabled the ABS throughout the test and it performs flawlessly for riders of all skill levels.
“I can’t believe how little effort it takes to slow down,” said Rapp in reference to the BMW’s brakes. “If you’d use the same amount of pressure as some of the other bikes it felt like you might smash through the windscreen. Everything about it is just so in your face. The engine, the brakes, it’s all like right there.”
Although the chassis wasn’t nearly as dialed-in as the class-leading Honda as soon as you dip the Beemer into a corner it’s obvious that the potential for excellence is there. In spite of its 459 pound curb weight (third highest) it is a surprisingly agile motorcycle transitioning and entering corners with little effort. The slipper-clutch is well calibrated and
2011 BMW S1000RR Specs
Engine: Liquid-cooled 999cc Inline Four, 16-valves Bore and Stroke: 80.0 x 49.7mm Compression Ratio: 13.1:1 Fuel Delivery: Dual Stage Fuel Injection Clutch: Wet multi-plate slipper clutch; Cable actuation Transmission: 6-speed Final Drive: Chain 17F/44R Frame: Twin spar aluminum Front Suspension: 46mm inverted fork; 3-way adjustable for spring preload, compression and rebound; 4.7 in. travel Rear Suspension: Gas-charged shock absorber; 4-way adjustable for spring preload, high/low-speed compression and rebound; 5.1 in. travel Front Brakes: 320mm discs with radial-mount Brembo four-piston calipers Rear Brake: 220mm disc with single-piston caliper Tires: Metzelr RaceTec K3; 120/70R17, 190/55R17 Curb Weight: 450 lbs Wheelbase: 56.0 in. Rake: 23.3 deg. Trail: 3.7 in. Seat Height: 32.3 in. Fuel Capacity: 4.5 gal. Average MPG: 32.3 MSRP: $13,800 - $16,480 Colors: Acid Green Metallic; Mineral Silver Metallic; Thunder Grey Metallic; Motorsports Alpine White Warranty: Three year
works as well as the set-ups on the Japanese bikes, stabilizing the rear end during fast corner entry and making smooth work of high-rpm down-shifts.
While the BMW didn’t obtain the greatest lean angle through the banked right-hand Turn 13 it did achieve the greatest range of lean—that is the degree of lean measured from right to left through Turns 8/9. This signifies it’s high-level of low-speed maneuverability. Surprisingly, the speed at which it transitioned from side-to-side was toward the pack of the pack which just goes to show how difficult it is to rate these motorcycles without having data to support your seat of the pants feeling. Regardless of what the data said, it certainly didn’t feel like it was hard to transition.
Even though it recorded the second slowest flick rate (42.3 degrees/second) it felt much more maneuverable than that according to Neuer: “The bikes is so responsive to handlebar input. It was very easy to get the BMW to turn anywhere anytime on the throttle or on the brakes.”
The BMW also scored well in the Rider Interface/ergonomics category. While the S1000RR didn’t have the same balance of comfort and track stance as the Honda it was definitely close. The reach to the handlebars isn’t a stretch and the rider is positioned right smack dab in the middle of the bike compared to the tall position of the Ducati or the low stance of the Suzuki and KTM.
Although the BMW didn’t set the fastest time in Superpole it was closer this year than last time around. But in the end this shootout isn’t just about having the fastest lap times or highest peak horsepower numbers it’s about having the best all-around Superbike. And that’s exactly what BMW has in the S1000RR and the reason why it’s this year’s Superbike Smackdown VIII Track champion!
His insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Associate Editor does it all and has the scars to prove it.
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Engineering a motorcycle that excels in not just one—but all performance categories is no easy task. But that’s exactly what Honda has done with its 2011 Honda CBR1000RR. In its current iteration Honda’s liter-bike is a two-time Superbike Smackdown champion and one of the most well-developed sportbikes we’ve ever ridden.
The most impressive feature of the CBR is how each individual component works in unison to give motorcyclists a ridiculously fast and easy bike to pilot at the racetrack. At the heart is a liquid-cooled 999cc Inline-Four engine. Although it doesn’t boast the high-rpm hot rod tricks of the BMW or MotoGP-style engine firing order of the Yamaha, the Honda does offer the fattest mid-range power curve of the Inlines.
Although it’s considerably down on top-end horsepower as compared to BMW (30.29 hp to be exact—no, that isn’t a typo) the CBR actually pumps out more power than the Beemer up until around 9000 rpm. And whether you’re riding at the street or the racetrack that’s where you need it the most. Peruse the dyno chart and you can see that the Honda is cranking out superior levels of wheel twisting force from as low as 5500 rpm. It steadily builds enroute to its 77.79 lb-ft peak at 9700 revs. This places it mid-pack in terms of outright production. Its maximum horsepower output was also mid-pack with 153.08 hp arriving at 10,800 rpm, well shy of its 13,300 rpm redline. And that is the kink in the CBR’s otherwise impenetrable armor—insufficient top-end engine performance that peters off much earlier than the other bikes.
(Above) Mid-corner stability is one of four handling areas the Honda received a perfect score. (Below) Steve Rapp said riding the CBR1000RR required the least amount of effort.
“To me what really stood out about the Honda was its mid-range,” Rapp explains. “Right when you pick up the throttle it had so much power—more than any of the other bikes. Only problem is that it falls off too soon up top so I was basically short-shifting it everywhere.”
“Honda brought their A-game once again,” proclaims Earnest. “That bike was so dialed in – everything was perfect. Probably the best motor for that track layout too with killer mid-range – mid corner stability – and it was great on exits - everything was so good. I just wish it had more over-rev on top because it just falls short after the power tapers off.”
During acceleration off Turn 10, the CBR mustered 0.68g of acceleration force which put in behind all but the KTM and Yamaha. However, it achieved the second-highest top speed (134.5 mph) before entering Turn 11. For reference, its speed was only one or two mph higher than the rest of the Japanese but still a staggering five mph off the BMW.
The Honda also lost some speed during up-shifts since it doesn’t offer an electronic quick-shifter even as an option. Fortunately its gearbox performed flawlessly with no transmission problems encountered. Despite not offering any sort of advanced rider aids such as traction control or adjustable engine and/or throttle sensitivity maps, the CBR’s stock throttle and engine calibration settings are so good that you’ll never miss it. Plus the feedback from the rear suspension and the way in which the power is located in the rpm range makes it easy to slide the rear tire and “predict” how it will react when you dial-in the juice.
“I’m in love with the Honda’s powerband,” affirms Hutchison. “It is so easy to use and could be one of the most user-friendly liter-class engines ever made. Year after year it manages to be one of the best engines on the market. I can’t blame them for them not wanting to change it. Even though it doesn’t have the electronics package as some of the other bikes it honestly doesn’t need it.”
On our scales the Honda weighed in at 443 pounds—tying the Ducati’s 1198 as the second-lightest bike in this test. Around the track the CBR feels even lighter—even more so than the class-leading ZX-10R. Although it didn’t turn-in with the same urgency as the Kawasaki, it maneuvers in such a predicable way that it almost feels like an extension of your body. It’s like riding on rails. Just think about where to go and instantly the rider is there. Where with other bikes take a split-second for the suspension to compress, settle and rebound—the Honda reacts immediately. This fosters a very high level of confidence allowing the rider to lap quickly without actually having to put in much effort. Need more proof? Look at the scorecard. It received perfect marks in a total of four handling categories.
More evidence comes from of the hard numbers: The Honda tied the R1 for having the highest corner speed through Turn 13 (72.1 mph) with a maximum lean angle of 56.8 degrees (same as Ducati 1198). In Turn 16 it was more of the same, the Honda recording another best speed at the apex of the corner. While it trailed behind the Kawasaki through Turn 4 it was only by the slimmest of margins (0.5 mph) thus giving it maximum points in the Highest Average Corner Speed category. Through Turns 8/9/10 we measured the its flick rate at 54.4 degrees/second, which was behind the Kawasaki and Suzuki, but aside from the KTM riders claimed the Honda felt the most maneuverable side-to-side.
“If I had to describe the CBR1000RR in one word, ‘balanced’ would probably be it,” says Neuer. “The chassis feels so planted all the time regardless if you’re braking hard, hard on the gas, or dragging footpegs around corners. It makes you feel like a hero.”
As always the Honda drew praise for its accommodating ergonomics package that worked well for every test rider regardless of their size. Sure you can’t adjust the position of the footpegs like some of the other bikes, but it doesn’t matter because the stock set-up just plain works.
2011 Honda CBR1000RR Specs
Engine: Liquid-cooled 999cc Inline-Four, 16-valves Bore and Stroke: 76.0 x 55.1mm Compression Ratio: 12.3:1 Fuel Delivery: Dual Stage Fuel Injection Clutch: Wet multi-plate slipper clutch; Cable actuation Transmission: 6-speed Final Drive: Chain 16F/42R Frame: Twin spar aluminum Front Suspension: 43mm Showa inverted fork; 3-way adjustable for spring preload, compression and rebound; 4.3 in. travel Rear Suspension: Pro-Link equipped Showa gas-charged shock; 3-way adjustable for spring preload, compression and rebound; 5.4 in. travel Front Brakes: 320mm discs with radial-mount Tokico four-piston calipers Rear Brake: 220mm disc with twin-piston caliper Tires: Bridgestone BT-016; 120/70R17, 190/55R17 Curb Weight: 451 lbs Wheelbase: 55.4 in. Rake: 23.3 deg. Trail: 3.7 in. Seat Height: 32.3 in. Fuel Capacity: 4.7 gallons MSRP: $13,399; ABS $14,399 Colors: Red; Repsol Honda Warranty: One year unlimited mileage
“The CBR is one of the motorcycles I feel would be perfect for trackday riders in particular,” says Hutchison. “It’s so easy to ride and it seems like it works great for a wide range of rider skills. For someone making the jump from a middleweight to open-class sportbike they would be smart to consider the CBR. Except for feeling down on top end it is damn near the complete package.”
“The thing that stands out about the Honda is its small size and utterly spot-on handling,” exclaims Atlas. “Simply speaking, so much as think about where you want the RR to be anywhere throughout the corner – entry, mid, exit – and it complies on a moments notice. Did you pick the wrong line? No problem, just make a minor adjustment and you are back on track, another shining point for the diminutive Honda. And speaking of size, my 5’6” frame fit perfectly on what is undoubtedly the smallest bike of the bunch bar none – think 600 with a 1000 motor.”
To our surprise braking performance didn’t feel quite as robust as it has in past years. No brake fade was encountered and there is plenty of stopping power available but the radial-mount Tokico calipers didn’t seem to be as communicative as before. This made it slightly more difficult to trust the brakes hence the lower -0.81 max braking force in Turn 1.
Despite being down on power compared to some of the bikes the Honda still netted the fastest outright Superpole lap time. It’s also worth nothing how easy it was to achieve that time with zero “moments” or any other such sketchy situations. While it had the fastest outright lap time along with perfect marks in a number of other categories, once adding up all the numbers it still trailed the BMW by just four points. If Honda could boost top-end engine performance there’s no doubt it would dethrone the BMW, but until that happens the CBR will continue to be known as the first runner-up.
His insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Associate Editor does it all and has the scars to prove it.
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In the Superbike arms race Kawasaki has always been near the forefront with its ZX-10R. Over the years it’s developed a reputation for the concentrated top-end performance of its liquid-cooled 998cc Inline-Four harnessed in one of the more racy feeling chassis’. This year it’s the only brand to offer a fully redesigned motorcycle as tested in the 2011 Kawasaki Ninja ZX-10R First Ride.
The Kawi continues to share the same Inline-Four engine configuration as BMW, Honda and Suzuki which is marked by relatively mild bottom-end power (compared to the Euro V-Twins) that builds like a pot of boiling water into a steaming rush of thrust at high rpm. And as always, the Ninja’s engine continues to be one of the most powerful as proven by numbers we recorded on our in-house dyno.
The Kawi delivers 163.76 horsepower to the back tire @ 11,600 rpm. While this was good enough for runner-up status in the horsepower battle, it’s still a whopping 19.61 horsepower down on the S1000RR. Surprisingly in measured torque the Kawi delivered the lowest peak number of 75.22 lb-ft arriving at a lofty 11,200 rpm, which hurt it on the score card. To be fair, it is only 0.43 lb-ft off the Yamaha and 0.80 down on the GSX-R1000.
Punch the throttle and it is impossible not to notice the Ninja’s smooth powerband. Of all the bikes in this comparison the Kawi undeniably offers the tamest and most linear-feeling power curve. While it may not be the most entertaining it is certainly effective at putting the power to the ground as evident by the maximum acceleration force reading of 0.75g off the exit of Turn 10. This placed it in third position behind the class-leading BMW and Suzuki. Down the back straightaway the Ninja recorded a respectable top speed of 133.9 mph that was ahead of all but the BMW and Honda. Yet our test riders weren’t blown away with engine performance.
(Above) Of all the bikes in this test the Kawasaki steers into corners the fastest. The Ninja looks similar to the RSV4 from the front but it has a distinct appearance that polarized opinions. Some like it, others did not. Your opinion may vary. (Below) The Kawasaki had one of the more “flat” feeling powerbands which made it easy to ride fast but left a few riders wishing it had more power on tap.
“It seemed to be down on power compared to the other bikes through the mid-range,” states Rapp. “Right when I’d get into the throttle at 7000 rpm it didn’t feel like it had enough juice to break the rear tire. The mid-range felt stagnant, but once the revs go up there it pulled like a freight train.”
“The motor was very tame compared to the previous years,” agrees Neuer. “I was expecting more out it. Off the bottom the power is very dead feeling with not much torque. Up top though it comes alive and has great top-end power. But to me it’s got to have it all. I would have loved to add two teeth to the rear sprocket which would have helped it come off corners better.”
As both Rapp and Neuer alluded to, the key to riding the Kawasaki fast is to keep the engine zinging above 10,000 rpm. When done so it actually delivers a healthy burst of acceleration until the rev-limiter kicks in at 13,500 revs, though power does fall off more aggressively than the BMW and Suzuki.
All of our testers were very impressed with the Kawi’s drivetrain. While final drive gearing was too high, the transmission offered short lever throw and was the most re-affirming action and engagement. The Kawi was also the only bike that allowed easy clutch-less downshifts. We even overheard Siglin say that “he dreamt of a transmission like this on his personal race bike.” The performance of the slipper-clutch during corner entry is also great, which help it earn top honors in the drivetrain category even though it doesn’t offer the convenience of a quick-shifter.
Weighing only 439 pounds (lightest in class) with a full load of fuel, the Kawasaki dives into corners with the least amount of effort despite not being shod with the ultra sharp-steering V-spec Michelin front tire as tested in the Michelin Power One Race Tire Review. In fact, it steers in so quickly that it actually takes a few laps to get acclimated to this trait.
“I like the Kawi and I feel it’s an awesome motorcycle,” gushes Earnest. “The set up was perfect for a big rider. They had geometry set up great for me. It offers good feel and exciting drive off the exit of corners and was even better going in on the brakes. It seems the harder you rode the front the better the bike felt on entry. Mid corner for me was easy to deal with too and in the bowl turn it felt like it was on rails.”
Still some riders didn’t feel as comfortable on it as say the BWW or Honda as evident by its mid-pack turn-in score. Through the banked right hander (Turn 13) the Kawi recorded the highest lean angle of 61.6 degrees and it was the fastest bike through Turn 4 (65.2 mph). However, in Turns 13 and 16 it was mid-pack. With its quick steering manners it wasn’t much of a surprise that the Ninja recorded the highest side-to-side flick rate through turns 8/9/10. Though it’s worth mentioning that more than a few riders thought it required more muscle than some of the other bikes when maneuvering from side-to-side.
“Handling is the strong point of the ZX-10R this year,” confirms Hutch. “I wasn’t the only rider to dig the way the Ninja hustles through corners this year. I thought for sure that coming to Chuckwalla would play into the strength of this motorcycle and it turned out the bike did great in Superpole. For me, the bike feels sort of big when riding it for some reason but it’s so agile that once you get accustomed to the way it feels it is a lot of fun to ride.”
Picking up the Kawasaki and accelerating off a turn it was immediately apparent how well the rear suspension worked, transmitting copious feedback from the tire. The action was pleasing and the Kawi felt more “hooked” up than other machines. This could be attributed in part to its bowling ball-alley smooth power curve and its fantastic traction control system that is superior in function to both the Ducati and BMW’s set-up (for more information about its sophisticated electronics refer to the 2011 Kawasaki Ninja ZX-10R First Ride). However, we did encounter a considerable amount of headshake which made it harder to hold the throttle open down straightaways.
2011 Kawasaki Ninja ZX-10R Specs
Engine: Liquid-cooled 998cc Inline-Four, 16-valves Bore and Stroke: 76.0 x 55.0mm Compression Ratio: 13.0:1 Fuel Delivery: Fuel-injection Clutch: Wet multi-plate slipper clutch; Cable actuation Transmission: Six-speed Final Drive: Chain 17F/39R Frame: Twin-spar aluminum Front Suspension: 43mm inverted Showa BPF; 3-way adjustable for spring preload, compression and rebound damping; 4.7 in. travel Rear Suspension: Horizontal back-link Showa gas-charged shock; 4-way adjustable for spring preload, high/low-speed compression and rebound damping; 4.9 in. travel Front Brakes: 310mm petal discs with radial-mount Tokico four-piston calipers Rear Brake: 220mm disc with single-piston caliper Tires: Bridgestone BT-016; 120/70R17, 190/55R17 Curb Weight: 439 lbs. Wheelbase: 56.1 in. Seat Height: 32.0 in. Fuel Capacity: 4.5 gallon MSRP: $13,799; ABS-equipped model $14,799 Colors: Lime Green; Ebony Warranty: 12-month, unlimted mileage
“The TC system does work quite well,” says Atlas, “almost seamlessly on the standard T1 setting in fact –holding near-effortless slides on corner exits and giving the rider loads of confidence to open the gas earlier and earlier, not to mention feeling like a hero upon looking in the side mirror to see a faint trail of smoke following you everywhere you go.”
Grab a firm pull of the front brake lever and the Kawi sheds speed immediately. The fork works in unison with the radial-mount Tokico calipers, delivering -0.93g of braking force in Turn 1. While the force wasn’t as high as some of the other bikes, rest assured that there is plenty of power without a hint of fade. Our only complaint is that there isn’t a whole lot of initial brake bite as compared to the set-ups employed on the S1000RR and 1198.
Ergonomics wise the Kawi felt more accommodating and less racy than before but still wasn’t ranked as highly as the other Japanese bikes (with exception to the Suzuki) or the RC8R. Rapp and Siglin commented that the seating position was too aggressive for their liking, but Neuer and Garcia stated that he was completely comfortable on it. It’s also worth noting that the position of the footpegs is adjustable just like on the rest of the bikes with exception to the BMW, Honda and Ducati.
While we weren’t that impressed with the low or mid-range performance of its engine, the Kawasaki’s agreeable chassis and strong brakes allowed us to record the second-fastest lap times in Superpole – proving just how well the Ninja works. And if Kawi could infuse 10% more power throughout the powerband it could have a winner on their hands. But for now it is relegated to third place.
His insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Associate Editor does it all and has the scars to prove it.
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When it comes to building sportbikes no one has more experience than Suzuki. Over the years its top-of-the-line GSX-R1000 has developed cult-like following based on the wicked performance of its Inline-Four engine, composed chassis which can all be easily modified for all out no holds bar performance on the racetrack. And the crown jewel in its arsenal is the 2011 Suzuki GSX-R1000.
Besides the Honda and Yamaha, Suzuki’s liter-class Superbike is perhaps the easiest bike to just hop on and ride. The layout of the controls the GSX-R will immediately feel comfortable for many riders, with its low seat that brings the rider into the machine–ala the RC8R—well proportioned handlebars, footpegs (adjustable) and fuel tank. Only problem is it feels a little bigger than its rival Superbikes. And while it isn’t an issue for taller riders—it made our shorter guys a little less comfortable hence the lower score in the rider interface department.
“I couldn’t really get comfortable on the Suzuki this time around,” confirms the 5’ 8” tall Hutchison. “I felt too splayed out compared to the fleet of compact motorcycles. It makes me feel like a little kid riding my Dad’s bike and that was part of what held me back a bit on the GSX-R.”
Where bikes like the BMW excel in certain areas, like engine performance, and the Honda in its perfectly calibrated suspension, the GSX-R’s strong point is its versatility as a capable all-around motorcycle. While nothing stands out as being the best, nothing is really wrong with it (aside from occasional brake fade and the mysterious growing brake lever… more on that later).
(Above) Most of our test riders immediately felt comfortable aboard the ’11 Suzuki GSX-R1000. (Below) The Suzuki GSX-R1000 performed much better on track compared to Ducati’s 1198 but the Gixxer is getting a little long of tooth. Our data reveals that is scored lowest in three areas: Corner Speed (In 2 Turns) plus Max Lean. It's still a great bike and fills more grid spots in the US racing scene than any other brand.
“Nothing about the bike stands out,” remarks Rapp. “When things are good you generally don’t notice anything. But when they’re bad well that’s another story. Everything felt good from the seating position to the motor and handling. Obviously they’ve been working on these bikes for 20-plus years. It’s been fined tuned so much that there is not that much fine tuning left to do.”
Get on the throttle and the liquid-cooled 999cc engine gets with the program immediately. Although the Suzuki doesn’t have any adjustable throttle sensitivity maps like the BMW or Yamaha it doesn’t need any as the throttle calibration is spot-on perfect and power is always right there without being abrupt. Right off the bottom it delivers the most amount of torque of the Inlines until the Honda eclipses it slightly at around 5500 revs. From there the Suzuki engine trails all but the Honda (until the BMW takes off at 10,000 revs) building power in a dead flat manner that peaks with 76.02 lb-ft of torque and 156.44 horsepower coming at 10,000 and 11,800 revs respectively.
Top-end power feels on par with the Kawasaki but still not anywhere near as robust as the Beemer. Power tapers off more gently than the other bikes as the rev-limiter necessitates an upshift 1500 rpm later. Throughout the ride a banshee-like wail accompanies the experience and makes you feel like you’re at the helm of a racebike.
Coming out of Turn 10, the Suzuki recorded the second highest maximum acceleration force (0.81g) proving how adept its engine and rear suspension are at putting power to the pavement. Although it doesn’t offer any form of traction control the chassis delivers a reasonable amount of feedback and gives the rider more confidence when driving off turns. Surprisingly, its velocity into the next turn (132.6 mph) a little bit slower than the rest of the bikes with exception of the Ducati and KTM.
“The GSX-R has a rev-happy motor so it seems like it is too soft in the middle,” confirms Earnest. “So it had to hurt its drive on the back straight because it takes a while to build up before it really gets going. That’s a problem with it being corked up.”
With a fully fueled curb weight of 460 pounds the GSX-R is the second heaviest bike in this test and 21 pounds heavier than the class-leading ZX-10R. Even though it felt like it steered a little heavier than some of the other machines our testers were generally pleased with the way it maneuvered into a turn. Historically speaking, stability has always been a strong point of the GSX-R.
This time however some test riders weren’t as comfortable on it as evident by the low max lean angle through the fast and banked Turn 13. Corner speeds through Turns 13 and 16 were also at the back of the field. Through Turns 8/9/10, the GSX-R had the second highest side-to-side lean range signifying how much the rider had to maneuver the motorcycle to negotiate that section. Much to our surprise its side-to-side flick rate was second best at 58.8 (deg/sec.) although it certainly didn’t feel this way. This might be explained by the GSX-R’s low center of gravity which improves the speed at which the bike maneuvers.
In spite of this Neuer had praise for the Suzuki: “The Suzuki is a great bike. It just does everything really well plus in race trim it is a proven winner. The motor is strong and responsive; no doubt the bike is serious and commands respect. It handles very well and this biggest strong point for me is how stable it is at full lean. I was very impressed with the confidence it gave me allowing me to get into the throttle hard on corner exit.”
As usual we were really pleased with the performance of the drivetrain. The calibration of the slipper clutch is superb and on par with the rest of Japanese bikes, as well as the BMW. Although it doesn’t have a speed-shifter like the BMW or Ducati, transmission problems were minimal on the Suzuki. However, Neuer did comment that he had some problems shifting at high-rpm.
2011 Suzuki GSX-R1000 Specs
Engine: Liquid-cooled 999cc Inline-Four, 16-valves Bore and Stroke: 74.5 x 57.3mm Compression Ratio: 12.8:1 Fuel Delivery: Electronic fuel-injection Clutch: Wet multi-plate slipper clutch; Cable actuation Final Drive: Chain 17F/42R Transmission: Six-speed; chain final drive Frame: Twin spar aluminum Front Suspension: 43mm inverted Showa BPF fork; 3-way adjustable for preload, compression and rebound; 4.9 in. travel Rear Suspension: Showa gas-charged shock; 3-way adjustable for preload, compression and rebound; 5.1 in. travel Front Brakes: 310mm discs with radial-mount Tokico four-piston calipers Rear Brake: 220mm disc with dual-piston caliper Tires: Bridgestone BT-016; 120/70R17, 190/55R17 Curb Weight: 460 lbs. Wheelbase: 55.3 in. Rake: 23.5 deg. Trail: 3.86 in. Seat Height: 31.9 in. Fuel Capacity: 4.6 gallons MSRP: $13,599 Colors: Black/Matte Black; Blue/White; Red/Black Warranty: One year, unlimited mileage
Next to the KTM and BMW, the Suzuki registered the third-highest maximum braking force (-0.96g) during braking for Turn 1 with its radial-mount Tokico caliper set-up. Although the data says that the GSX-R offers good stopping force most of our test riders didn’t think so. Part of the problem is that the brakes would routinely fade after a handful of laps, which made it difficult to assess the engagement point of the brakes as feel from the lever was never the same. Upon request the Suzuki techs bled the front brake system, which did help, but feel from the front brakes remained inconsistent.
“I found the GSX-R1000 to be mediocre in many categories,” sums up Siglin. “It has a decent chassis but the front end lacked feel for me which took away from the confidence I had at speed. The rear end felt great with good traction and feel but as soon as I got the Suzuki hard on the brakes and into a corner I just couldn’t mesh with it. The front brakes were another big disappointment with constant fade which made it a chore at times to slow down.”
“Without TC aids like the Kawi or the telepathic chassis of the Honda, not to mention the missile motor and TC in the Beemer, this bike just can’t quite run at the front in stock trim,” adds Atlas. “Even so, it is one of the easier bikes to ride and very user friendly, not to mention it has a serious hit of power – one which will put just about anyone on their butt – so the bike is still nothing to scoff at.”
In our timed Superpole sessions the GSX-R recorded the fourth-fastest average time just behind the BMW S1000RR proving that its performance is on par with the other bikes. Overall all of our testers enjoyed riding the Suzuki. Based on its proven capabilities in full-on race trim, this is a bike many will campaign at the track – and for good reason.
