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05-08-2007, 10:30 AM
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2007 Superbike Smackdown IV
5/7/2007
By Ken Hutchison Total Chaos
You've heard the names before: Suzuki GSX-R1000, Yamaha R1, Honda CBR1000RR and Kawasaki Ninja ZX-10R. You've seen them at race tracks around the world, on television or maybe even in person. They have passed you on the freeway or the back straight at a trackday, usually on one wheel but occasionally on two. The howl of their motor is intoxicating and the allure of their legendary power-to-weight ratio is hard to resist. They are called the open class sportbike and it's important to give them the respect they demand or you might not walk away.
That's where we come in. MotorcycleUSA.com's Superbike Smackdown IV is here and we did the dirty work for you. If all goes as planned, this bike review should shed some light on both the inherent technological goodness and inescapable performance decadence that literbikes exemplify. These 150-horsepower brutes are enjoyable to ride, though newbies and small animals alike tremble at the mention of their name while others like yourselves are drawn to them like a bug to the light. The prospect of wringing one of these bikes out on a favorite back road is too much to resist and because they are designed for maximum racetrack performance, they're the closest thing any of us mortals will ever get to riding a true Superbike or MotoGP machine. Unfortunately, the majority of riders will never even scrape a peg-feeler on the street, unless it's that regrettable moment just before low-siding into the ditch and that really is a shame.
Engineers labor for years, paring away grams of unnecessary material from every single chassis component as they eek another couple horsepower out of the lightest, most compact engine designs in history, so it's only right that we give them a proper flogging on the track as well as the street. In the previous three Smackowns we used trackdays for testing and received some grief from the readers and OEMs for not using a controlled environment to conduct our evaluations. Honestly, we agreed with everyone. This time around we're stepping up our game and bringing in not one, but three guest testriders who helped us push the bikes harder and farther than we ever have before.
The wrecking crew for SSIV embodies the same impudent attitude which makes these open classers simultaneously the most misunderstood and most coveted sportbikes on the market. Headlining our entourage is two-time AMA Superstock champion "Top" Jimmy Moore (http://www.motorcycle-usa.com/racing_riderBio.aspx?series=19&Rider=447), with AFM road-racing championship contender and owner of Pacific Track Time (http://www.pacifictracktime.com/) Michael Earnest along with US Stunt Riders' front man Brian "BS" Steeves (http://www.motorcycle-usa.com/racing_riderBio.aspx?series=19&Rider=1410) rounding out our crew of specialists. This trio of pros joined your two favorite MCUSA Joes, Duke "Big Daddy" Danger (http://www.motorcycle-usa.com/racing_riderBio.aspx?series=19&Rider=953) and your's truly for a week of apex-strafing, brake pad-baking urban lawlessness and seriously felonious canyon-carving misconduct as we immersed ourselves in clutch roasting debauchery that will forever be known as Superbike Smackdown IV.
This quintet of riders put a quartet of liter bikes to task on two different race tracks and unleashed their fury on a variety of unsuspecting roads in search of the answer to the most significant question of this riding season: Which of these unruly beasts is the superlative Japanese superbike on the market today?
The first track action took place at the famed Buttonwillow Raceway, for the second consecutive year, with Racers Edge Performance (http://www.racersedgeperformance.com/) tire service on hand to keep fresh Michelin Pilot Power Race rubber on our test units. OEM buns were spooned on for our street ride, which took place on two separate roads. Highway 58 outside of Buttonwillow, California, afforded an opportunity to avoid the city sprawl, while a run up Malibu Canyon gave us a mid-week taste of the Santa Monica Mountains with only one real poseur struttin' his stuff for us at the Rock Store (http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=1306). Then we spun a few more laps during a Fastrack track day at California Speedway just to make sure we didn't miss anything important.
Now let's check out the Tale of the Tape for these heavyweight bruisers, the hard numbers and inescapable truths that are the root of the open-class equation. So, grab a handful of throttle and hurry over to Page Two for the details.
Providing the rock n' roll beat to our Superbike Smackdown symphony is the L.A.-based trio Mother Superior - a versatile band who have collaborated with artists from all across the musical spectrum, from Henry Rollins to Emmy Lou Harris. Our video collaboration might not rank up there with teaming with Grammy-winning artists, but make sure to check out the vids and then visit the band at www.mother-superior.com (http://www.mother-superior.com/) for updates, music, and merchandise. When you've had enough of that, you can stop by their Itunes store (http://www.apple.com/itunes/), then go to their MYspace (http://www.myspace.com/mothersuperiorrock) and let them know what you really think.
Tale of the Tape
No matter what generation you belong to there is a Superbike rider who captured your imagination and fueled your desire to spend hard-earned money on a bike whose only purpose is to get you in a hell of a lot of trouble. From Nixon to Chandler and Haga to Spies, the inspiration to haul ass, back it in, ride wheelies and burn off tires in smoky merriment is the type of influence literbikes use to tap into the inner mullet in all of us. That's why we were tripping over ourselves as we rushed to unload the trailer, get these SOBs on the dyno and find out what kind of horsepower they bring to the table this year.
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As you can see it's the Suzuki that has risen to the top after being deposed last year by the ZX-10R. The GSX-R1000 posted an impressive 159.7 hp on our virgin Dynojet 200i dyno, which appears to be pushing out numbers about four to five ponies shy of what other magazines' more-seasoned dynos are registering. That means the stock '07 GSX-R has potential to post a legit 160-plus horsepower. Out of nowhere the Yamaha R1 spins the drum to the second-highest number of 156.5 hp, relegating the previously maxi-potent ZX-10R to a lowly third at 154. Meanwhile, the short-geared Honda came up a dozen ponies short of the Gixxer despite pulling harder than every bike except the high-torque Ninja through 9500 rpm. What does all of this data reveal? That these bikes are more powerful than ever and only a credit check and signature away from finding a home in your garage.
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There's a theory that for every seven pounds you pare off your vehicle it's the equivalent of adding one horsepower to the bottom line so when the new GSX-R weighed in a portly 18 lbs heavier than it did in '06 it starts to make sense when we report that the new class lightweight CBR doesn't feel as proportionately slow as its 12-hp deficit would lead you to believe it is. That also helps explain how the ZX-10R continues to accelerate like a bat out of hell. The bottom feeders this year just happen to make up for the excess fat with extra ponies. Both the R1 and GSX-R gained a significant amount of weight, with the Suzuki earning the honor of wearing the Bib of Gluttony this year. Those dual pipes might be a great way to meet sound and emission requirements but they didn't win a lot of new friends along the way.
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Its not often you hear a couple of squids arguing about these next numbers over a chilled can of Red Bull in front of the local 7-11, but the fact is even the most minute changes in chassis dimensions can alter the dynamic handling characteristics of any motorcycle.
For 2007 the GSX-R1000 and YZF-R1 both feature different chassis than last year. The Honda and Kawasaki remain the same as they were in 2006, although both machines received significant updates that you can review in our 2006 CBR1000RR - First Ride (http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=2773) story and the 2006 Ninja ZX-10R - First Ride (http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=2940) article.
The big stories here are that Suzuki gained 2mm of trail and nearly a half-inch to the wheelbase, while the all-new Yamaha retains the same wheelbase but features a dramatic 4.6mm of additional trail. Another significant change to the Yamaha chassis is a relocated swingarm pivot point now 3mm higher than it was in '06, meant to improve front end feel and feedback during corner entry - although the question everyone is asking is did it sacrifice too much agility in the tighter, slower turns?
In addition to the increased trail, the GSX-R now features a 10mm longer swingarm that extends the wheelbase to 55.7 inches which ties it with the Yamaha as the longest of the group. Like the R1, these changes are aimed at improving front-end feel and keeping the front wheel from climbing so quickly under acceleration. When you have 160 horsepower on tap in stock trim, every little bit helps when it comes to keeping the front rubber planted during acceleration.
Are you tired of reading about facts and figures as they relate to the bikes when they are not in motion? Good. Because its time to take a look at each of these bikes and learn a little about what we did and did not like about them sorted in alphabetical order by manufacturer.
Honda CBR1000RR
The Honda (http://powersports.honda.com/motorcycles) CBR1000RR has had a pretty good run during its tenure as the manufacturer's flagship motorcycle. Not only has it won the prestigious Suzuka 8 hours every time it rolled onto the grid, it claimed the 2006 British Superbike crown as well. It's also been in contention for the FIM World Superbike title the last two seasons and at the moment is leading the '07 title chase thanks to James Toseland claiming victory in five of the first ten races.
Last year the CBR was endowed with a five-horsepower boost and a beefier mid-range coupled with a more acute steering head angle, shorter wheelbase and a 17-lb weight reduction. The result was a lighter, quicker-steering machine that took second place in the track portion of Superbike Smackdown III. Its overly refined feel and lack of impressive top-end performance held it back in the rankings but the '06 CBR was so much better than the '05 version that it played the role of sleeper. Since it's essentially the same bike for '07, we knew it was going to give the other bikes a run for their money this time out.
On the track the rider-friendly CBR1000RR continues to inspire confidence thanks to its well-sorted RC211V-inspired chassis, compliant suspension and stout brakes. The Honda is now the lightest of the group and features the most aggressive chassis geometry. This pays dividends on both tight twisty tracks and flowing canyon roads, so when the sharp handling is combined with a motor built for quick bursts of speed it should come as no surprise that the CBR was the weapon of choice for more than one of our test riders.
Between track sessions our test riders commented on how good the Honda felt, which is striking considering everyone's distinctly different body sizes and riding styles.
"The ergonomics were spot on," says the wiry Jimmy Moore. "This was also the best laid out cockpit that I have ever experienced on a stock motorcycle. The tank was just wide enough to leave you something to hang onto, so when you reached out to the perfectly spaced handlebars and put your feet on the perfectly located pegs, everything felt like you had put it there yourself."
Even the 6'6" Michael Earnest found the CBR ergonomics to his liking. "I immediately feel comfortable riding this bike at speed," he explains. "The triangle relationship between the bars, pegs and seat gave me a comfortable sport-oriented riding position and was obviously well thought out."
The praise didn't end there. Both pro riders ranked the Honda's radial-mount four-piston calipers and 320mm rotors as the best brakes of the bunch. With all of the attention on its carving capabilities, solid brakes, and user-friendly ergos it would be easy to overlook that it also edged out the GSX-R for best suspension of the group - although Mr. Moore took exception to the unique feeling of the Unit Pro-Link system.
"The front end gives good feedback and seems to be set-up well," says the two-time AMA Superstock champ. "The rear end, however, had a strange spongy feel to it that I can only assume comes from Honda's Pro-Link design because it's the only bike that exhibited this trait."
Not all is perfect on the big CBR though. The quick revving motor and lack of a slipper clutch really held it back in the eyes of the fast guys. It tops out much sooner than the other bikes, and for less experienced track riders the harder-hitting midrange requires a much defter throttle hand than the R1 or GSX-R if you're pushing it hard. Plus, both of those bikes are equipped with a slipper-type clutch that helps keep the agro nature of braking into a turn on these fast bastards in check. Both of those bikes are a little more forgiving than a bike that piles-on the mid-range torque as quickly as the CBR and Ninja do. But it's really a Catch 22: On one hand the CBR is easy to ride because the short gearing provides a margin for error when selecting gears, but on the other hand when you need the extra motor on top, it doesn't have it. Once you get past its petite peak at 11,200 rpm the bike falls off and the competition keeps on producing. That is the primary complaint from the fast dudes.
"The motor was the biggest let down," says Moore. "If I had only ridden the CBR, I may have been impressed by the power. But since it was one of four and the others were damn fire breathers, the Honda's motor just left you waiting and wanting more. It just never seemed to get angry and hit like the other bikes, though it is still extremely fast. As much as I wanted to like this bike, it just simply gets its ass kicked, in stock form, by the other players. I will be riding a mildly tuned version of this bike at the 2007 Isle of Man TT for Black Horse Honda this year, so I was looking forward to riding it. It is beautiful to look at and seems to have a timeless look to it that doesn't seem dated, futuristic or over the top. It's simple and sexy."
While Jimmy waged an internal battle about his feelings for the CBR, the rest of us soldiered on, churning out laps and filling up notepads as the sun dropped low in the western sky. I recall looking at the Honda after my last session with it and thinking how crazy it is that we're whining about the top end of a bike this fast and powerful. The sun was glinting off the bodywork, beckoning me to man-up and take it out for another spin. About that time Mikey commandeered it and that's the last I ever saw of her. The temperature had stabilized and traction was seemingly at its peak when the normally unflappable Mr. Earnest discovered an unfortunate side effect of pushing for lap times on stock machines. Out of nowhere the CBR low-sided at well over 100 mph in the entrance of Buttonwillow's super-fast Riverside turn. After a long, long slide across the tarmac and a head-over-heels spin through the dirt our tenure with the CBR came to an abrupt halt. Luckily it was at the end of the day. Even more fortunate was that our friend and test rider escaped relatively unscathed.
After a brief hiatus from head-to-head testing we had a CBR back in our possession a few days later, so we hit the roads of So Cal for the street stage of Superbike Smackdown IV.
It is on the open road where the CBR gains ground on the competition. With 75.9 lb-ft of torque available around 8,700 rpm, along with gearing tailor-made for street use, it's tough to beat for the average Joe. Take that with a grain of salt though. These bikes are best suited for riders with experience, self-control and respect for the awesome power which they wield. Like our third guest tester Brian Steeves.
The Honda's light weight and proper gearing grabbed B.S.'s attention quicker than a boozed-up Betty in a leopard-print Lycra body suit. The point being our resident stunt rider really took a liking to the CBR after just a few hours of strutting through Malibu.
Innuendos aside, the CBR does have a few faults on the street which deserve mention. It vibrates noticeably more than the other bikes in the middle of the rev range, which coincidentally is where it makes the most usable power. So it's a trade off, you get the meaty mid-range but with a tingling lower torso. That same riding position that the racer boys thought was so sweet is a little aggressive on the street, especially when compared to the multi-purpose GSX-R with its adjustable pegs and decent wind protection.
The fact remains that the CBR1000RR is a very versatile machine. It holds its own on the racetrack and it is a contender on the street as well. While not everyone was enamored with it to the extent of Earnest or B.S., there's no denying that it received a considerable amount of kudos from everyone.
"Jump on this bike and go fast - with ease," Steeves states succinctly. "With tons of useable power in the mid-range it makes for a near perfect street bike. You don't have to worry about what gear you're in if you need to lane change or fall victim to that spur of the moment need to pass your friend on the mountain in your quest for the NETP (Non-Exsistent Trophy Prize)."
Some of the complaints we have lobbied here may very well be addressed by the engineers in charge of designing the replacement for this beast. If you look at what Honda brought to the table with its 2007 CBR600RR (http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=4061) it's easy to imagine a new 1000 with a true 160 horsepower and a beefed-up version of its little brother's super-light chassis. Until then consumers will have to be content with the all around goodness of the 2007 Honda CBR1000RR.
Kawasaki Ninja ZX-10R
When the Kawasaki (http://www.kawasaki.com/Home/Home.aspx) Ninja ZX-10R entered the open class battle in '04, its arrival didn't exactly go unnoticed. Rather then sneaking past in the shadows, it barged through the front door with a hedonistic howl like a crazy green-eyed Samurai shaking its head wildly while wielding its 150-horsepower motor as its primary weapon. The ZX proceeded to conquer the urban realm by beating the competition into submission in our inaugural Superbike Smackdown, with its combination of a menacing motor and razor sharp handling that made for an equally exciting ride on the street or track. For 2007 this once proud warrior is pretty much the same, although it is slightly more docile than the original.
Although the ZX-10 has won magazine shootouts around the world and received a full-scale makeover in 2006, it hasn't quite lived up to expectations on the racetrack. In both World Superbike and AMA competition the 10R has only one race win to its credit and that was at the hands of Chris Walker during a deluged Assen TT. It's difficult to understand how a bike with so much going for it on paper hasn't made an impact on the track, but that's the facts as we see it. From our perspective during this year's track test at Buttonwillow the ZX-10R is still an absolute blast to ride, despite the faults our finicky crew uncovered. It's certainly still in the ballpark thanks to its value-added components including an excellent slipper clutch, Ohlins steering damper, decent suspension and, of course, the motor.
"Kawasaki hit the mark with their remarkably powerful engine with the ZX-10," says Earnest. "It has usable power from down low and seemingly doesn't stop making power until the rev limiter kicks in. With such a stompin' motor and its general ease of wheelie-riding ability, I found the ZX an absolute joy to ride."
The ZX-10R might not be quite as raw and unrefined as the original but it still requires a smooth throttle hand to ride effectively on the street or track because it doesn't suffer fools too kindly. Keep the Kawasaki on the boil and you're in for an adrenalin-filled journey between the turns. Power wheelies, slides, and arm pump are all standard fare on this unruly beast.
"This thing was the sleeper of the group," says former hog wrangler from Alaska Jimmy Moore. "Ugly? Yes: But that motor. Heavy looking? Yes: But that motor. Soft suspension? Yes: But the motor. This thing has a freakin' motor! When you let her eat, she eats. Unlike the Yamaha, when you twist the throttle, it responds immediately and with authority."
Describing this bike as a beast is a pretty good analogy because it has no manners and it isn't going to win any beauty contests between it and the lookers from Honda and Yamaha. The aerodynamically correct front cowling, integrated turn signals, and headlights may look good to an engineer trying to reduce drag coefficient on a computer but it didn't get very high marks from our group. Same goes for the heavy dual exhaust that showed up last year. Both of these cosmetic changes have polarized public opinion, so it really is up to the consumer to decide if it suits their style. After all, beauty really is in the eye of the beholder.
"The brakes were good and for the most part, this thing is actually a blast to ride," muses Moore. "It's just that when you got off it and look at what you were riding, well, it reminds me of this girl I used to date in Alaska..."
Besides fessin' up to some questionable decision making in his past, Jimmy's not saying anything the rest of us weren't already thinking about the general experience of riding the ZX-10. In a straight line the Kawasaki is tough to beat considering it weighs in a mere pound over the CBR. The power curves are similar too, but after the Honda fades away the Kawasaki continues to make a solid seven more horsepower over an extra 1500 rpm.
How the ZX behaves on the brakes and through the turns, however, is where the competition catches up. The Ninja ranked lowest in the critical track categories of both High- and Low-Speed turning prowess and, as was the case with this bike in the past, the brakes faded fairly quick under the abusive hands of hard chargers like Jimmy and Michael E. It countered those racetrack blemishes with a top score in Low- to Mid-Range Power and a second in Top End hit to the GSX-R. In an attempt to tame the headshaking madness of the original, Kawasaki relaxed the chassis geometry and added the damper. While those changes might have made it more manageable at the professional level, it reduces this once sharpest scalpel to fourth-most agile in this group.
"The ZX requires more input to initiate turn in and has a tendency to run wide on exits out of the faster corners," explains Earnest. "The brakes have good power too, although I experienced excessive lever travel (fade) after only five or six fast laps."
Although it makes track riding simultaneously amusing and tricky, the hard hitting motor is the key to the ZX-10's success on the street. With full-tilt cornering out of the question on public roads, the thrill of connecting them takes center stage. With the unscrupulous Mr. Steeves at the controls of the Ninja there was not a traffic law left intact between Bakersfield and Orange County. It wasn't his favorite but the allure of the Ninja was difficult for the hard-riding hooligan to discount.
"The ZX10 has a long way to go before its hand will be raised in this heavyweight cage fight," explains Steeves with yet another one of his patented wacky analogies. "But for sure it sets the pace on the street with its monster motor. If it's a daily driving commuter, Sunday fun-day on the mountain, coffee gettin', lane splittin', two trackdays a year, bad ass superbike that you want, then look no further."
In the past the ZX stood out as the undisputed king of the road but these days the competition has caught up and in some cases surpassed it. The Ninja lost a step in terms of outright agility but is still one of the lightest bikes in the group. The GSX-R and R1 produce more peak power, but it still has them covered in torque. It may come as a surprise that even though the Kawi is still the torque leader with nearly 80 lb-ft on tap at 8,500 rpm, the motor actually is smoother than you would expect as only the GSX-R seems to give off less vibes. It also has one of the better cockpit arrangements for street purposes. The instruments may be the best of the bunch and the saddle is the most forgiving. There is still a bit of storage under the passenger seat, decent mirrors, and the ZX features significantly better wind protection than either the R1 or CBR.
"The triangle relationship (peg-seat-bars) has improved over the previous generation, although the footpegs may be a bit high for taller riders," explains Earnest. "The suspension was ultra plush, soaking the bumps up exceptionally well on Buttonwillow's not-so-smooth road course and with the Ohlins damper set on fully stiff it still is a handful at accelerated track speeds, but it should be adequate on the street or a moderate track pace."
So then what's the problem, you might be asking. Not much is the simple answer. The fact is that while we take pride in the effort we put into testing these things in the end the rankings are intended to show how the bikes sort out against each other. Take a spin on a ZX-10 or any of these bikes for that matter, and you might feel it is the gnarliest bike ever made. Ride it back-to-back and you will discover that it requires a bit more patience to get the most out of it.
"As for the actual riding experience, I found myself having to put in more input to get the same result out of the Kawi," says Steeves before unleashing another one of his cunning descriptions. "We flipped these bikes from one side to another more times than a beach full of hot chicks working on their tans during our run through Malibu canyon. That's when it became apparent that the Kawasaki needed more attention to reducing the amount of steering input needed to set and hold its line. If you set the bike on its side and the road ahead throws a decreasing-radius curve ball at ya then you really need to make serious body and steering adjustments so you won't end up yard selling."
Like the Honda, the Kawasaki is in the final year of its development cycle so a new-and-improved version is expected for 2008. Will it be a return to the nasty Ninja philosophy that won the hearts of journalists around the world, or will we get a track-focused weapon, intent on improving its record in international roadracing competition? Either way we're sure it's going to have the heart of a warrior because that is the Kawasaki way.
Suzuki GSX-R1000
The Suzuki (http://www.suzukicycles.com/) GSX-R1000 platform is arguably the most successful of all the open-class weapons in this bike review. With seven AMA Superbike championships, a World Superbike championship, numerous regional titles, and a cult following that borders on the edge of a religion for some members, the Gixxer is destined to be a success no matter what we write about it here. Yet Suzuki brings an all-new GSX-R1000 to the Smackdown skirmish for 2007.
In contrast to the iron-fisted soldier approach of the ZX-10R, the GSX-R is best described as a bare-knuckled brawler. Rather than going for the knockout strike from the beginning the Suzuki pummels the opposition with an array of features that separate it from the group. Comparing the power and torque curves of the new and previous generation Gixxers reveals that the '07 features a bit more over-rev than the '06 and as a result sacrifices some low-end grunt for its broader spread of muscle, although peak horsepower output has been increased considerably. This change in philosophy is intended to get the bike around the track quicker by making it easier for the rider to go fast consistently - a fact we discovered to be true during our evalution.
Compared to the CBR and ZX, the GSX-R is lacking some balls below 9,000 rpm but there's a method to this madness. The Gixxer curve mimics the R1 in that the Suzuki also has a dip through the 6,000-8,000 range - although it doesn't feel as mundane as the Yamaha because it comes out of the hole with authority, then tapers off through the middle before coming on like gang-busters when the tach needle sweeps past nine grand.
"I felt the '06 model may have had a slight power advantage in the lower midrange over the new model," explains the insightful Mr. Earnest, "but once on top there seems to be a slight power advantage favoring the new bike."
Like the power delivery of the R1, the GSX-R doesn't feel as likely to spit its rider off when the throttle is twisted during the drive out of a turn. On the track the Suzuki is still as much of a smooth-running, fire-breathing monster as there ever was though. It still boasts a superb combination of manageable power delivery, light steering and nimble chassis to ensure it's capable of handling any type of track it gets tossed around on. Despite tipping the scales at a portly 436 lbs, the heaviest of the group and 14-lbs over to the lightweight CBR, it still manages to hold the weight well and maintain a level of balance that encourages its rider to tip it in harder and faster lap after lap.
"Suzuki has been the leader on the track for a while now with its excellent chassis, brakes and super strong motor," declares the speedy Mr. Earnest. "The GSX-R1000 launches off the slower corners with authority and makes good power high into the rev range. Excellent feedback from the rear tire allows the rider to roll-on the gas hard, spinning the tire in a controllable manner, which enables controlled exit slides. I definitely feel the GSX-R is the best track package of this group."
Earnest isn't the only rider to feel that way either. "The motor freakin' rips," agrees Moore. "It had the best rear wheel traction and felt like a damn 600." Considering Jimmy has spent a significant part of his career at the controls of various open-class machines, it's safe to say he has a good idea what he is talking about.
Making big-bores feel like supersports seems to be the goal of every literbike manufacturer these days. The combination of a short wheelbase and aggressive steering geometry, relaxed a bit compared to last year, definitely make it easy to toss through Buttonwillow's technical layout. But Suzuki is the only manufacturer that provides a switch that reduces power output by over 30%, effectively rendering the mighty Gixxer thou to newbie bike status for those of us willing to actually flip the switch.
In case you haven't heard, the GSX-R comes with a unique industry-first variable engine management system coined the Suzuki Drive Mode Selector (S-DMS). The new system has three different settings which, according to Suzuki, allows the rider to adjust the bike to road conditions with the push of a button. This feature has received more than its fair share of interest from the public, so here's what we found out about it.
We took a brand new GSX-R1000 off the floor of our local dealership and tested the bike on all three settings. What we found was a bit of a surprise. First of all, compared to our test unit, the brand new zero-mile Gixxer didn't even make the same power as our weakest official test unit, the CBR. Examine the results on the accompanying dyno chart if you wish, but in a nutshell the difference between A- and B-modes are minimal. However the C-mode cuts out a whopping 40 horsepower off the bottom line, rendering it as flaccid as a 600cc sportbike.
"The A,B,C feature is a new addition this year," Earnest reports. "With the bar mounted switch making power delivery variable at the touch of a button, it was at the least entertaining. In C-mode the bike felt almost 600-like, likely a welcome feature for riders new to literbikes. It's the "A" button for me please."
There really is no reason to flip the switch at the track, except when it's wet or to antagonize your buddies by out-riding them on the cruiser setting. That is unless you're lucky enough to incorporate it into some form of traction control. Why else would it be there, really? Perhaps Suzuki has its sights on classes that only allow OEM features to be utilized in its rules. That being said, maybe it will play a role in the AMA Superstock championship? Who knows for sure, but that's the rumor we're spreading.
What we know for sure is that the Suzuki is at home when the track is twisty. It was bested only by the lightweight Honda in the Low-Speed turns and took top billing in the High-Speed stuff. Suspension received high marks as well and it was one of the bikes that required minimal adjustments to the 43mm inverted fork or single rear shock in order to suit the wide variety of riders in our sample.
After the track time was in the books the Suzuki had established itself as the bike to beat again with the only poor showing being its under-achieving 310mm rotors and radial-mount braking system. So, if a contender is going to have any chance of keeping it from sweeping the evaluation again, it was going to have to happen on the street.
Unfortunately for the competition, the GSX-R1000 is just as excellent on the best canyon roads of Southern California as it is on the track. The riding position is more upright than the other three bikes, wind protection is good, and the seat is comfortable over the long haul. Those are just a few key attributes that make it a good streetbike. It is notable that the GSX-R is one of the only bikes left with a usable amount of storage space beneath the passenger seat as well.
This bike feels like it is ready to rumble whether you're heading to the track or to your favorite canyon. On the track, there is nary a curve it takes exception to, sweepers are gobbled up with abandon, esses are connected with relative ease, and the suspension is not too fickle. These facts help propel the GSX-R to the top of the heap on the track but it lacks that killer instinct on the street. Sure, it's still a bad-ass, but it doesn't have that unrefined nastiness that we like in a literbike. If it's ridden at a pace worthy of earning some jail-time, the Gixxer, like each of the other bikes here, is more fun than a barrel of greased monkeys.
However, reality dictates that the majority of the street riding doesn't take place at 10-grand and that's where the Suzuki really starts kicking in. Fortunately for the GSX-R the streets generally have a few corners, some bumps, and a freeway somewhere between home and the canyon. There, in no man's land, between the carpool lane and the stop-lights are where it makes up for any perceived faults in its street-going game plan.
"The triangle relationship was typical Suzuki, rider oriented and now with the addition of adjustable foot pegs it will fit a wide variety of riders," Earnest is eager to report. "The appearance is the standard generic GSX-R look with the addition of the new and hideous dual exhaust system."
The aesthetics have never been a strong suit for the GSX-R in the eyes of MCUSA test riders and it's the same story again this year. Like we said about the Kawasaki though, it really is up to the consumer to choose which bike they prefer to look at. But that won't stop us from taking a few cheap shots under the guise of constructive criticism.
"Keep in mind all the Japan offerings are so close, we're making judgments and sharing opinions after going over every aspect of these bikes with a fine-tooth comb," reiterates stunter Steeves. "That being said the worst thing about the Gixxer would have to be the looks. It desperately needs an Oprah fashion-emergency makeover crew to slap some style in its face if Suzuki ever hopes to compete with the good-looking Yamaha R1."
That may be so, but until Oprah's entourage invades Suzuki R&D the public will have to be content knowing that the 2007 GSX-R1000 has almost everything an open-class motorcycle can possibly offer. It boasts the highest horsepower output, high-tech aerodynamic bodywork, slipper clutch, an informative information system (also known as a dashboard), electronically controlled steering damper, and the 3-way adjustable pegs to go along with its highly ranked chassis and cornering prowess.
That's a combination that's tough to beat, but the other bikes in Superbike Smackdown IV gave it a valiant effort. The question everyone wants to know is whether or not the Suzuki GSX-R1000 will retain the title for a third consecutive year, or will its added weight and comparatively soft power curve drop it out of contention? Check out the conclusion page for an answer to that question as well as a few parting thoughts on one of the most anticipated comparisons we'll do all year.
Yamaha YZF-R1
When Yamaha (http://www.yamaha-motor.com/) unveiled the 2007 R1 at Laguna Seca late last year the feedback from the media was extremely positive. The high-tech bike featured an all-new motor that hauls ass and a tuned-flex chassis that was right at home on the improved MotoGP circuit. A fly-by-wire throttle control system similar to that on the R6 was spot-on and the chip-controlled variable-length intake seemed to function as advertised. All of these key components and an array of additional electronic goodies combine to form one of the most technologically advanced motorcycles ever created. Yamaha has never shied away from taking risks in an effort to improve its position in the marketplace and this new R1 and the R6 before it, proves that theory is still a driving force.
Getting around the racetrack quickly and winning a Superbike championship is the impetus behind all of this state-of-the-art engineering and there is no doubt that the new R1 is a worthy adversary on the track. Just look at the recent success of Eric Bostrom in the AMA as well as the impressive run from Noriyuki Haga in World Superbike for proof that the R1 is a already a contender at the highest level of professional racing.
The latest generation of the Deltabox aluminum frame and new 23.5-inch long swingarm is suspended by a fully-adjustable 43mm inverted KYB fork and piggyback rear shock with high- and low-speed compression, rebound damping adjustability and a twist-style preload adjuster, which all compliment the new chassis quite well. After burning up a couple sets of Pilot Power Race tires our hardest-charging testrider, Michael Earnest, confirms the R1 has elevated its game in the handling department.
"The handling and stability has improved considerably over the previous generation R1," reports Earnest, owner of Pacific Track Time and former Buttonwillow track record holder. "Chassis feedback is good, offering great confidence, especially through the high-speed sections of the track."
Not only does the R1 work well but it also feels small and light despite being third heaviest at 430.5 lbs without fuel. The aggressive riding position is well suited for the track and the narrow tank allows for a tight grip with your knees while hanging on for dear life between each turn. Rocking through Buttonwillow's esses reveals a well balanced machine that is easy to manhandle, even under full acceleration. A typical response from the test crew after a session aboard the R1 included praise for its front-end feedback through the high-speed sections, especially the treacherous Lost Hills rise on the western end of the course, and some form of gushing about the brakes and the slipper clutch being damn good.
Connecting those corners is always a straightaway and the job of getting the bike slowed down is the responsibility of an all-new braking system. A pair of 310mm rotors and radial-mount six-piston calipers received high scores from all of our riders. They are an improvement over the previous units, which were already very good but didn't offer the superb feel and power of this new six-pot system. This year the R1 is also equipped with a non-adjustable slipper clutch that received high marks from both Earnest and Duke in particular.
At the heart of the R1 is an all-new motor that utilizes a traditional four-valve per cylinder design rather than the five-valve per cylinder set-up Yamaha has employed since 1986. By abandoning the trademark five-valve configuration it allowed for the construction of a higher-revving motor and a broader power curve which the previous layout could not produce. In a vacuum the R1 motor is a bad-ass mo-fo once you get it spun up past 10K and it now has the big numbers to be competitive in this heavyweight battle. There's an increase in peak-power output compared to '06 but the '07 R1 still finds itself at the bottom of dyno chart until the revs surpass 9,000 rpm. On the track this gap was not as apparent as it was on the street because it was easier to keep the revs up by paying close attention to which gear was selected from the slick-shifting 6-speed transmission.
On the street, however, the low bottom-end power output hampers the R1 the same way it holds back the R6, albeit a little less so since the big bore is making 100 hp between 7 and 8 grand. Compared to the other literbikes it feels down on power while trolling around town and if you keep the revs high the motor vibration becomes a distraction, so it requires downshift to tap into the meaty portion of the power. If you check out the way the horsepower lines interact, you can see that when the R1 starts making power it leaves the CBR in its dust at about 10,500 and nips the mighty ZX-10 at 12,000 as well. Only the GSX-R overshadows its now impressive top-end hit.
"Once the revs were up, the bike comes alive, accelerating strongly high into the rev range," explains Earnest. "But I felt the engine performance came up short in comparison to the other bikes in this test. The lower end of the mid range is lacking with a very noticeable lag around 6,000 rpm under load with the throttle wide open, which made it difficult to launch hard off the slower corners. In an attempt to work around this I started riding a gear lower to increase revs which then made it difficult to get on the gas hard out of slower corners because the tire would spin with the bike still leaned over."
It really is a curious scenario when we are talking about keeping these fire-breathers at 10,000 rpm in order to get the most out of 'em. It is a crazy notion but these bikes truly are not for the faint of heart. Fortunately, power delivery is very smooth and the Yamaha Chip Controlled Throttle (YCC-T) fly-by-wire system gives the sensation that that it isn't really a throttle at all, instead it simply feels like a control used to dial-in some speed as the need arises. The majority of our test riders like it, but others don't.
"The motor was really strong on top but the ride-by-wire type throttle set-up was really weird to get used to," says Moore of the YCC-T set-up. "It didn't feel like your wrist was connected to the rear tire."
This wouldn't be the only complaint about the R1 throttle response either. During the course of our testing on both the track and the street the R1 exhibited a throttle-lag issue. When attempting to accelerate around 5,000-6,000 rpm in second gear is where the scenario comes into play and according to the amount of e-mail we have received on this topic it is not an issue exclusive to our test unit. Although this is not often the rpm range a track rider finds themselves riding at, on the street it's common enough to be a concern for current owners. Only by backing off and slowly rolling on the gas would the bike then accelerate as usual. This is a unique issue and one that currently investigating. Just as with the R6 redline dilemma last year we expect that R1 owners will be well taken care of. The sad thing about all this is the bike runs great with the exception of that one performance gremlin.
Throttle issues aside, the R1 continues to be the looker of this quartet. Although it doesn't have the flowing artistic lines that made it really stand out from the crowd that past few years it still retains select design features that help distinguish itself. It looks more like a race bike than a showpiece now that the swingarm has been beefed up, which required it to lose a bit of the curvy nature that made it a focal point of the previous bike. The latest evolution of the front cowling, headlights, tail section and dual underseat exhaust are gorgeous.
Once the lag issue is resolved the 2007 Yamaha R1 is going to make a lot of people happy. It has a combination of good looks, screaming motor that is at its best at the race track and there is no denying that it is the most technologically advanced motorcycle in the group. Is too much technology ever a bad thing?
Conclusion
Kawasaki
Oh how times have changed for the ZX-10R. The once mighty monster of the group has had a good run and continues to prove it is an excellent choice for everything but a platform at the highest level of competitive racing. The development cycle has managed to tame the bike to a certain extent, but the changes did not win the hearts of our test riders this time around. There's no doubt that it feels like the fastest bike here but the Ninja lacks a few key elements on the track including the brakes and this makes it a real workout to ride it fast.
On the street that motor makes up for a number of deficiencies which it couldn't on the track. Unfortunately, when you are splitting hairs like we are here, there has to be a winner and a loser. Although it doesn't look like it fared well in either street or track, the fact is it barely loses out to the GSX-R on the street. The top three could easily be ranked differently depending on who was riding and where. The Ninja's not a bad bike by any means, it's just that the competition is so good.
Track: Fourth
Street: Third
Yamaha
The amount of technology that has been poured into the R1 is staggering but as we witnessed first hand, sometimes too much technology can be difficult to dial in on the first try. This is exactly what happened to the 2007 YZF-R1. While it left us with a good impression after its time on the track, the Yamaha came in last by a landslide on the street. Thanks to a solid chassis, compliant suspension, amazing brakes, and impressive top-end hit it managed to all but conceal its Achilles heel when the revs were spun past nine grand at the track.
However, on the street this was not the case and the anemic mid-range, third-heaviest weight and disappointing throttle lag forced it into the role of cellar dweller and ultimately held it out of contention for the overall title. There is potential lurking beneath all the gadgets and gizmos, just look at the success in World Superbike for proof. Yamaha will overcome this glitch in the Matrix and come back with a vengeance with a well-sorted superbike that will do more than just turn heads because of its good looks.
Track: Second
Street: Fourth
Honda
Look no further than the CBR's success this season in World Superbike for proof that what journalists feel about a bike in stock form doesn't mean it can't kick ass in race trim. The CBR1000RR dominated the 2006 Isle of Man, Suzuka 8-Hour and the British Superbike title as well. The showing at IOM had three of the top four finishers in the Senior TT on Fireblades and that is a testament to this platform's potential. Proof again that it's important to consider more than just peak power and new technology when choosing an open-class motorcycle.
The CBR1000RR earned For My Money accolades from three members of our test sample, verifying its place as a contender in Superbike Smackdown IV. Sometimes a seasoned veteran can be refined to the point of perfection for a particular application and that's exactly what you get with the Honda. This is a bike tailor made for street riders and is just a slipper clutch and a few HRC kit parts away from being capable of taking on all comers, be it street or the track.
Track: Third
Street: First
For My Money: Kevin Duke
For my money, I'd buy the CBR1000RR. It has my favorite user interface of the bikes in this test, and it has a way of making me believe that maybe I'm not aboard some kind of hell-bent 180-mph hyperbike. Some might poo-poo the CBR's lowest peak horsepower, but I assure you that you can clutch up the front end at more than a-buck-twenty, so it's not dull by any stretch. In fact, it's at or near the top of the power curve most of the way to 9500 rpm, which is the rev range I spend about 99% of my time aboard literbikes. With the CBR, I've got the muscle of a big bike with the agility of a middleweight. Hey, come to think of it, didn't Honda start this whole idea with the CBR900RR.?
For My Money: Michael Earnest
I would rate the Honda CBR1000 as the best overall package of the big four and feel it would make a great street/track day bike. The engine was very linear in its power delivery, coupled with a user friendly clutch making this bike extremely easy to ride quickly. My only noted complaint would be it needs 5 horsepower, everywhere.
For My Money: Brian Steeves
Everyone seems to say this, and so will I, because it's true. All of these Japanesse superbikes are so very close that you could let your dog pick by letting it run around the showroom and see which one he marks his territory on and that would be a great bike. So I say to you, go buy, adopt or borrow a dog and take a stroll to your local dealership. OK, OK, in all seriousness this is what I would personally buy - the Honda CBR1000RR.
Suzuki
What more can be said about the GSX-R1000 that hasn't been said already? For starters, this latest bike took a few steps forward and a few steps back. The combination of a ridiculous amount of power and an ultra-smooth delivery keeps the GSX-R at the top of the food chain once again in the battle for track supremacy. Just look at the results in the AMA Superbike championship for an example of what this bike is capable of in racing conditions.
The CBR and ZX gave it a run for its money on the street, but in the end there is just something about the Suzuki that gives it an edge at the track. Unfortunately for Suzuki the Honda was able to steal a bit of its mojo this time around, because its peakier power band detracted from the hellacious top end hit that helped propel it to the top of the track rankings.
Whoever has been in charge of the development of the Gixxer the past five years deserves some serious praise for its performance on the track. The bike is damn near untouchable because it manages to do a lot of things very well and has few weaknesses. If you plan on going to the racetrack intending to win races, the GSX-R1000 is the bike to have.
Track: First
Street: Second
For My Money: Jimmy Moore
Now if I was asked, and I was, which one of these space-aged rocket ships I would buy if I was willing to kick out a nice pill of clams, to go racing or do trackdays with, I would have to drag my loot over to the closest Suzuki dealership and present my collection of mollusks there. It is the most balanced package of the lot and is simply the most devastating in a straight line. What more does a racer need?
For My Money: Ken Hutchison
Frankly I am getting tired of the Suzuki dominating Superbike Smackdown but the fact is that it's the best all-around bike of this group. The look has grown on me and the fact that it is easy to ride yet faster than hell makes it all the more attractive. As Brian would put it: They all feel the same in the dark and from the cockpit you can't tell what the bike looks like. All you can see is the world going by in a blur and the competition fading away in its wake.
2007 Superbike Smackdown IV
5/7/2007
By Ken Hutchison Total Chaos
You've heard the names before: Suzuki GSX-R1000, Yamaha R1, Honda CBR1000RR and Kawasaki Ninja ZX-10R. You've seen them at race tracks around the world, on television or maybe even in person. They have passed you on the freeway or the back straight at a trackday, usually on one wheel but occasionally on two. The howl of their motor is intoxicating and the allure of their legendary power-to-weight ratio is hard to resist. They are called the open class sportbike and it's important to give them the respect they demand or you might not walk away.
That's where we come in. MotorcycleUSA.com's Superbike Smackdown IV is here and we did the dirty work for you. If all goes as planned, this bike review should shed some light on both the inherent technological goodness and inescapable performance decadence that literbikes exemplify. These 150-horsepower brutes are enjoyable to ride, though newbies and small animals alike tremble at the mention of their name while others like yourselves are drawn to them like a bug to the light. The prospect of wringing one of these bikes out on a favorite back road is too much to resist and because they are designed for maximum racetrack performance, they're the closest thing any of us mortals will ever get to riding a true Superbike or MotoGP machine. Unfortunately, the majority of riders will never even scrape a peg-feeler on the street, unless it's that regrettable moment just before low-siding into the ditch and that really is a shame.
Engineers labor for years, paring away grams of unnecessary material from every single chassis component as they eek another couple horsepower out of the lightest, most compact engine designs in history, so it's only right that we give them a proper flogging on the track as well as the street. In the previous three Smackowns we used trackdays for testing and received some grief from the readers and OEMs for not using a controlled environment to conduct our evaluations. Honestly, we agreed with everyone. This time around we're stepping up our game and bringing in not one, but three guest testriders who helped us push the bikes harder and farther than we ever have before.
The wrecking crew for SSIV embodies the same impudent attitude which makes these open classers simultaneously the most misunderstood and most coveted sportbikes on the market. Headlining our entourage is two-time AMA Superstock champion "Top" Jimmy Moore (http://www.motorcycle-usa.com/racing_riderBio.aspx?series=19&Rider=447), with AFM road-racing championship contender and owner of Pacific Track Time (http://www.pacifictracktime.com/) Michael Earnest along with US Stunt Riders' front man Brian "BS" Steeves (http://www.motorcycle-usa.com/racing_riderBio.aspx?series=19&Rider=1410) rounding out our crew of specialists. This trio of pros joined your two favorite MCUSA Joes, Duke "Big Daddy" Danger (http://www.motorcycle-usa.com/racing_riderBio.aspx?series=19&Rider=953) and your's truly for a week of apex-strafing, brake pad-baking urban lawlessness and seriously felonious canyon-carving misconduct as we immersed ourselves in clutch roasting debauchery that will forever be known as Superbike Smackdown IV.
This quintet of riders put a quartet of liter bikes to task on two different race tracks and unleashed their fury on a variety of unsuspecting roads in search of the answer to the most significant question of this riding season: Which of these unruly beasts is the superlative Japanese superbike on the market today?
The first track action took place at the famed Buttonwillow Raceway, for the second consecutive year, with Racers Edge Performance (http://www.racersedgeperformance.com/) tire service on hand to keep fresh Michelin Pilot Power Race rubber on our test units. OEM buns were spooned on for our street ride, which took place on two separate roads. Highway 58 outside of Buttonwillow, California, afforded an opportunity to avoid the city sprawl, while a run up Malibu Canyon gave us a mid-week taste of the Santa Monica Mountains with only one real poseur struttin' his stuff for us at the Rock Store (http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=1306). Then we spun a few more laps during a Fastrack track day at California Speedway just to make sure we didn't miss anything important.
Now let's check out the Tale of the Tape for these heavyweight bruisers, the hard numbers and inescapable truths that are the root of the open-class equation. So, grab a handful of throttle and hurry over to Page Two for the details.
Providing the rock n' roll beat to our Superbike Smackdown symphony is the L.A.-based trio Mother Superior - a versatile band who have collaborated with artists from all across the musical spectrum, from Henry Rollins to Emmy Lou Harris. Our video collaboration might not rank up there with teaming with Grammy-winning artists, but make sure to check out the vids and then visit the band at www.mother-superior.com (http://www.mother-superior.com/) for updates, music, and merchandise. When you've had enough of that, you can stop by their Itunes store (http://www.apple.com/itunes/), then go to their MYspace (http://www.myspace.com/mothersuperiorrock) and let them know what you really think.
Tale of the Tape
No matter what generation you belong to there is a Superbike rider who captured your imagination and fueled your desire to spend hard-earned money on a bike whose only purpose is to get you in a hell of a lot of trouble. From Nixon to Chandler and Haga to Spies, the inspiration to haul ass, back it in, ride wheelies and burn off tires in smoky merriment is the type of influence literbikes use to tap into the inner mullet in all of us. That's why we were tripping over ourselves as we rushed to unload the trailer, get these SOBs on the dyno and find out what kind of horsepower they bring to the table this year.
http://www.motorcycle-usa.com/Photos/07_superbike_dynoresults_2.gif
As you can see it's the Suzuki that has risen to the top after being deposed last year by the ZX-10R. The GSX-R1000 posted an impressive 159.7 hp on our virgin Dynojet 200i dyno, which appears to be pushing out numbers about four to five ponies shy of what other magazines' more-seasoned dynos are registering. That means the stock '07 GSX-R has potential to post a legit 160-plus horsepower. Out of nowhere the Yamaha R1 spins the drum to the second-highest number of 156.5 hp, relegating the previously maxi-potent ZX-10R to a lowly third at 154. Meanwhile, the short-geared Honda came up a dozen ponies short of the Gixxer despite pulling harder than every bike except the high-torque Ninja through 9500 rpm. What does all of this data reveal? That these bikes are more powerful than ever and only a credit check and signature away from finding a home in your garage.
http://www.motorcycle-usa.com/Photos/07_superbike_weightbreak_1.gif
There's a theory that for every seven pounds you pare off your vehicle it's the equivalent of adding one horsepower to the bottom line so when the new GSX-R weighed in a portly 18 lbs heavier than it did in '06 it starts to make sense when we report that the new class lightweight CBR doesn't feel as proportionately slow as its 12-hp deficit would lead you to believe it is. That also helps explain how the ZX-10R continues to accelerate like a bat out of hell. The bottom feeders this year just happen to make up for the excess fat with extra ponies. Both the R1 and GSX-R gained a significant amount of weight, with the Suzuki earning the honor of wearing the Bib of Gluttony this year. Those dual pipes might be a great way to meet sound and emission requirements but they didn't win a lot of new friends along the way.
http://www.motorcycle-usa.com/Photos/07_superbike_dimensions-1.gif
Its not often you hear a couple of squids arguing about these next numbers over a chilled can of Red Bull in front of the local 7-11, but the fact is even the most minute changes in chassis dimensions can alter the dynamic handling characteristics of any motorcycle.
For 2007 the GSX-R1000 and YZF-R1 both feature different chassis than last year. The Honda and Kawasaki remain the same as they were in 2006, although both machines received significant updates that you can review in our 2006 CBR1000RR - First Ride (http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=2773) story and the 2006 Ninja ZX-10R - First Ride (http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=2940) article.
The big stories here are that Suzuki gained 2mm of trail and nearly a half-inch to the wheelbase, while the all-new Yamaha retains the same wheelbase but features a dramatic 4.6mm of additional trail. Another significant change to the Yamaha chassis is a relocated swingarm pivot point now 3mm higher than it was in '06, meant to improve front end feel and feedback during corner entry - although the question everyone is asking is did it sacrifice too much agility in the tighter, slower turns?
In addition to the increased trail, the GSX-R now features a 10mm longer swingarm that extends the wheelbase to 55.7 inches which ties it with the Yamaha as the longest of the group. Like the R1, these changes are aimed at improving front-end feel and keeping the front wheel from climbing so quickly under acceleration. When you have 160 horsepower on tap in stock trim, every little bit helps when it comes to keeping the front rubber planted during acceleration.
Are you tired of reading about facts and figures as they relate to the bikes when they are not in motion? Good. Because its time to take a look at each of these bikes and learn a little about what we did and did not like about them sorted in alphabetical order by manufacturer.
Honda CBR1000RR
The Honda (http://powersports.honda.com/motorcycles) CBR1000RR has had a pretty good run during its tenure as the manufacturer's flagship motorcycle. Not only has it won the prestigious Suzuka 8 hours every time it rolled onto the grid, it claimed the 2006 British Superbike crown as well. It's also been in contention for the FIM World Superbike title the last two seasons and at the moment is leading the '07 title chase thanks to James Toseland claiming victory in five of the first ten races.
Last year the CBR was endowed with a five-horsepower boost and a beefier mid-range coupled with a more acute steering head angle, shorter wheelbase and a 17-lb weight reduction. The result was a lighter, quicker-steering machine that took second place in the track portion of Superbike Smackdown III. Its overly refined feel and lack of impressive top-end performance held it back in the rankings but the '06 CBR was so much better than the '05 version that it played the role of sleeper. Since it's essentially the same bike for '07, we knew it was going to give the other bikes a run for their money this time out.
On the track the rider-friendly CBR1000RR continues to inspire confidence thanks to its well-sorted RC211V-inspired chassis, compliant suspension and stout brakes. The Honda is now the lightest of the group and features the most aggressive chassis geometry. This pays dividends on both tight twisty tracks and flowing canyon roads, so when the sharp handling is combined with a motor built for quick bursts of speed it should come as no surprise that the CBR was the weapon of choice for more than one of our test riders.
Between track sessions our test riders commented on how good the Honda felt, which is striking considering everyone's distinctly different body sizes and riding styles.
"The ergonomics were spot on," says the wiry Jimmy Moore. "This was also the best laid out cockpit that I have ever experienced on a stock motorcycle. The tank was just wide enough to leave you something to hang onto, so when you reached out to the perfectly spaced handlebars and put your feet on the perfectly located pegs, everything felt like you had put it there yourself."
Even the 6'6" Michael Earnest found the CBR ergonomics to his liking. "I immediately feel comfortable riding this bike at speed," he explains. "The triangle relationship between the bars, pegs and seat gave me a comfortable sport-oriented riding position and was obviously well thought out."
The praise didn't end there. Both pro riders ranked the Honda's radial-mount four-piston calipers and 320mm rotors as the best brakes of the bunch. With all of the attention on its carving capabilities, solid brakes, and user-friendly ergos it would be easy to overlook that it also edged out the GSX-R for best suspension of the group - although Mr. Moore took exception to the unique feeling of the Unit Pro-Link system.
"The front end gives good feedback and seems to be set-up well," says the two-time AMA Superstock champ. "The rear end, however, had a strange spongy feel to it that I can only assume comes from Honda's Pro-Link design because it's the only bike that exhibited this trait."
Not all is perfect on the big CBR though. The quick revving motor and lack of a slipper clutch really held it back in the eyes of the fast guys. It tops out much sooner than the other bikes, and for less experienced track riders the harder-hitting midrange requires a much defter throttle hand than the R1 or GSX-R if you're pushing it hard. Plus, both of those bikes are equipped with a slipper-type clutch that helps keep the agro nature of braking into a turn on these fast bastards in check. Both of those bikes are a little more forgiving than a bike that piles-on the mid-range torque as quickly as the CBR and Ninja do. But it's really a Catch 22: On one hand the CBR is easy to ride because the short gearing provides a margin for error when selecting gears, but on the other hand when you need the extra motor on top, it doesn't have it. Once you get past its petite peak at 11,200 rpm the bike falls off and the competition keeps on producing. That is the primary complaint from the fast dudes.
"The motor was the biggest let down," says Moore. "If I had only ridden the CBR, I may have been impressed by the power. But since it was one of four and the others were damn fire breathers, the Honda's motor just left you waiting and wanting more. It just never seemed to get angry and hit like the other bikes, though it is still extremely fast. As much as I wanted to like this bike, it just simply gets its ass kicked, in stock form, by the other players. I will be riding a mildly tuned version of this bike at the 2007 Isle of Man TT for Black Horse Honda this year, so I was looking forward to riding it. It is beautiful to look at and seems to have a timeless look to it that doesn't seem dated, futuristic or over the top. It's simple and sexy."
While Jimmy waged an internal battle about his feelings for the CBR, the rest of us soldiered on, churning out laps and filling up notepads as the sun dropped low in the western sky. I recall looking at the Honda after my last session with it and thinking how crazy it is that we're whining about the top end of a bike this fast and powerful. The sun was glinting off the bodywork, beckoning me to man-up and take it out for another spin. About that time Mikey commandeered it and that's the last I ever saw of her. The temperature had stabilized and traction was seemingly at its peak when the normally unflappable Mr. Earnest discovered an unfortunate side effect of pushing for lap times on stock machines. Out of nowhere the CBR low-sided at well over 100 mph in the entrance of Buttonwillow's super-fast Riverside turn. After a long, long slide across the tarmac and a head-over-heels spin through the dirt our tenure with the CBR came to an abrupt halt. Luckily it was at the end of the day. Even more fortunate was that our friend and test rider escaped relatively unscathed.
After a brief hiatus from head-to-head testing we had a CBR back in our possession a few days later, so we hit the roads of So Cal for the street stage of Superbike Smackdown IV.
It is on the open road where the CBR gains ground on the competition. With 75.9 lb-ft of torque available around 8,700 rpm, along with gearing tailor-made for street use, it's tough to beat for the average Joe. Take that with a grain of salt though. These bikes are best suited for riders with experience, self-control and respect for the awesome power which they wield. Like our third guest tester Brian Steeves.
The Honda's light weight and proper gearing grabbed B.S.'s attention quicker than a boozed-up Betty in a leopard-print Lycra body suit. The point being our resident stunt rider really took a liking to the CBR after just a few hours of strutting through Malibu.
Innuendos aside, the CBR does have a few faults on the street which deserve mention. It vibrates noticeably more than the other bikes in the middle of the rev range, which coincidentally is where it makes the most usable power. So it's a trade off, you get the meaty mid-range but with a tingling lower torso. That same riding position that the racer boys thought was so sweet is a little aggressive on the street, especially when compared to the multi-purpose GSX-R with its adjustable pegs and decent wind protection.
The fact remains that the CBR1000RR is a very versatile machine. It holds its own on the racetrack and it is a contender on the street as well. While not everyone was enamored with it to the extent of Earnest or B.S., there's no denying that it received a considerable amount of kudos from everyone.
"Jump on this bike and go fast - with ease," Steeves states succinctly. "With tons of useable power in the mid-range it makes for a near perfect street bike. You don't have to worry about what gear you're in if you need to lane change or fall victim to that spur of the moment need to pass your friend on the mountain in your quest for the NETP (Non-Exsistent Trophy Prize)."
Some of the complaints we have lobbied here may very well be addressed by the engineers in charge of designing the replacement for this beast. If you look at what Honda brought to the table with its 2007 CBR600RR (http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=4061) it's easy to imagine a new 1000 with a true 160 horsepower and a beefed-up version of its little brother's super-light chassis. Until then consumers will have to be content with the all around goodness of the 2007 Honda CBR1000RR.
Kawasaki Ninja ZX-10R
When the Kawasaki (http://www.kawasaki.com/Home/Home.aspx) Ninja ZX-10R entered the open class battle in '04, its arrival didn't exactly go unnoticed. Rather then sneaking past in the shadows, it barged through the front door with a hedonistic howl like a crazy green-eyed Samurai shaking its head wildly while wielding its 150-horsepower motor as its primary weapon. The ZX proceeded to conquer the urban realm by beating the competition into submission in our inaugural Superbike Smackdown, with its combination of a menacing motor and razor sharp handling that made for an equally exciting ride on the street or track. For 2007 this once proud warrior is pretty much the same, although it is slightly more docile than the original.
Although the ZX-10 has won magazine shootouts around the world and received a full-scale makeover in 2006, it hasn't quite lived up to expectations on the racetrack. In both World Superbike and AMA competition the 10R has only one race win to its credit and that was at the hands of Chris Walker during a deluged Assen TT. It's difficult to understand how a bike with so much going for it on paper hasn't made an impact on the track, but that's the facts as we see it. From our perspective during this year's track test at Buttonwillow the ZX-10R is still an absolute blast to ride, despite the faults our finicky crew uncovered. It's certainly still in the ballpark thanks to its value-added components including an excellent slipper clutch, Ohlins steering damper, decent suspension and, of course, the motor.
"Kawasaki hit the mark with their remarkably powerful engine with the ZX-10," says Earnest. "It has usable power from down low and seemingly doesn't stop making power until the rev limiter kicks in. With such a stompin' motor and its general ease of wheelie-riding ability, I found the ZX an absolute joy to ride."
The ZX-10R might not be quite as raw and unrefined as the original but it still requires a smooth throttle hand to ride effectively on the street or track because it doesn't suffer fools too kindly. Keep the Kawasaki on the boil and you're in for an adrenalin-filled journey between the turns. Power wheelies, slides, and arm pump are all standard fare on this unruly beast.
"This thing was the sleeper of the group," says former hog wrangler from Alaska Jimmy Moore. "Ugly? Yes: But that motor. Heavy looking? Yes: But that motor. Soft suspension? Yes: But the motor. This thing has a freakin' motor! When you let her eat, she eats. Unlike the Yamaha, when you twist the throttle, it responds immediately and with authority."
Describing this bike as a beast is a pretty good analogy because it has no manners and it isn't going to win any beauty contests between it and the lookers from Honda and Yamaha. The aerodynamically correct front cowling, integrated turn signals, and headlights may look good to an engineer trying to reduce drag coefficient on a computer but it didn't get very high marks from our group. Same goes for the heavy dual exhaust that showed up last year. Both of these cosmetic changes have polarized public opinion, so it really is up to the consumer to decide if it suits their style. After all, beauty really is in the eye of the beholder.
"The brakes were good and for the most part, this thing is actually a blast to ride," muses Moore. "It's just that when you got off it and look at what you were riding, well, it reminds me of this girl I used to date in Alaska..."
Besides fessin' up to some questionable decision making in his past, Jimmy's not saying anything the rest of us weren't already thinking about the general experience of riding the ZX-10. In a straight line the Kawasaki is tough to beat considering it weighs in a mere pound over the CBR. The power curves are similar too, but after the Honda fades away the Kawasaki continues to make a solid seven more horsepower over an extra 1500 rpm.
How the ZX behaves on the brakes and through the turns, however, is where the competition catches up. The Ninja ranked lowest in the critical track categories of both High- and Low-Speed turning prowess and, as was the case with this bike in the past, the brakes faded fairly quick under the abusive hands of hard chargers like Jimmy and Michael E. It countered those racetrack blemishes with a top score in Low- to Mid-Range Power and a second in Top End hit to the GSX-R. In an attempt to tame the headshaking madness of the original, Kawasaki relaxed the chassis geometry and added the damper. While those changes might have made it more manageable at the professional level, it reduces this once sharpest scalpel to fourth-most agile in this group.
"The ZX requires more input to initiate turn in and has a tendency to run wide on exits out of the faster corners," explains Earnest. "The brakes have good power too, although I experienced excessive lever travel (fade) after only five or six fast laps."
Although it makes track riding simultaneously amusing and tricky, the hard hitting motor is the key to the ZX-10's success on the street. With full-tilt cornering out of the question on public roads, the thrill of connecting them takes center stage. With the unscrupulous Mr. Steeves at the controls of the Ninja there was not a traffic law left intact between Bakersfield and Orange County. It wasn't his favorite but the allure of the Ninja was difficult for the hard-riding hooligan to discount.
"The ZX10 has a long way to go before its hand will be raised in this heavyweight cage fight," explains Steeves with yet another one of his patented wacky analogies. "But for sure it sets the pace on the street with its monster motor. If it's a daily driving commuter, Sunday fun-day on the mountain, coffee gettin', lane splittin', two trackdays a year, bad ass superbike that you want, then look no further."
In the past the ZX stood out as the undisputed king of the road but these days the competition has caught up and in some cases surpassed it. The Ninja lost a step in terms of outright agility but is still one of the lightest bikes in the group. The GSX-R and R1 produce more peak power, but it still has them covered in torque. It may come as a surprise that even though the Kawi is still the torque leader with nearly 80 lb-ft on tap at 8,500 rpm, the motor actually is smoother than you would expect as only the GSX-R seems to give off less vibes. It also has one of the better cockpit arrangements for street purposes. The instruments may be the best of the bunch and the saddle is the most forgiving. There is still a bit of storage under the passenger seat, decent mirrors, and the ZX features significantly better wind protection than either the R1 or CBR.
"The triangle relationship (peg-seat-bars) has improved over the previous generation, although the footpegs may be a bit high for taller riders," explains Earnest. "The suspension was ultra plush, soaking the bumps up exceptionally well on Buttonwillow's not-so-smooth road course and with the Ohlins damper set on fully stiff it still is a handful at accelerated track speeds, but it should be adequate on the street or a moderate track pace."
So then what's the problem, you might be asking. Not much is the simple answer. The fact is that while we take pride in the effort we put into testing these things in the end the rankings are intended to show how the bikes sort out against each other. Take a spin on a ZX-10 or any of these bikes for that matter, and you might feel it is the gnarliest bike ever made. Ride it back-to-back and you will discover that it requires a bit more patience to get the most out of it.
"As for the actual riding experience, I found myself having to put in more input to get the same result out of the Kawi," says Steeves before unleashing another one of his cunning descriptions. "We flipped these bikes from one side to another more times than a beach full of hot chicks working on their tans during our run through Malibu canyon. That's when it became apparent that the Kawasaki needed more attention to reducing the amount of steering input needed to set and hold its line. If you set the bike on its side and the road ahead throws a decreasing-radius curve ball at ya then you really need to make serious body and steering adjustments so you won't end up yard selling."
Like the Honda, the Kawasaki is in the final year of its development cycle so a new-and-improved version is expected for 2008. Will it be a return to the nasty Ninja philosophy that won the hearts of journalists around the world, or will we get a track-focused weapon, intent on improving its record in international roadracing competition? Either way we're sure it's going to have the heart of a warrior because that is the Kawasaki way.
Suzuki GSX-R1000
The Suzuki (http://www.suzukicycles.com/) GSX-R1000 platform is arguably the most successful of all the open-class weapons in this bike review. With seven AMA Superbike championships, a World Superbike championship, numerous regional titles, and a cult following that borders on the edge of a religion for some members, the Gixxer is destined to be a success no matter what we write about it here. Yet Suzuki brings an all-new GSX-R1000 to the Smackdown skirmish for 2007.
In contrast to the iron-fisted soldier approach of the ZX-10R, the GSX-R is best described as a bare-knuckled brawler. Rather than going for the knockout strike from the beginning the Suzuki pummels the opposition with an array of features that separate it from the group. Comparing the power and torque curves of the new and previous generation Gixxers reveals that the '07 features a bit more over-rev than the '06 and as a result sacrifices some low-end grunt for its broader spread of muscle, although peak horsepower output has been increased considerably. This change in philosophy is intended to get the bike around the track quicker by making it easier for the rider to go fast consistently - a fact we discovered to be true during our evalution.
Compared to the CBR and ZX, the GSX-R is lacking some balls below 9,000 rpm but there's a method to this madness. The Gixxer curve mimics the R1 in that the Suzuki also has a dip through the 6,000-8,000 range - although it doesn't feel as mundane as the Yamaha because it comes out of the hole with authority, then tapers off through the middle before coming on like gang-busters when the tach needle sweeps past nine grand.
"I felt the '06 model may have had a slight power advantage in the lower midrange over the new model," explains the insightful Mr. Earnest, "but once on top there seems to be a slight power advantage favoring the new bike."
Like the power delivery of the R1, the GSX-R doesn't feel as likely to spit its rider off when the throttle is twisted during the drive out of a turn. On the track the Suzuki is still as much of a smooth-running, fire-breathing monster as there ever was though. It still boasts a superb combination of manageable power delivery, light steering and nimble chassis to ensure it's capable of handling any type of track it gets tossed around on. Despite tipping the scales at a portly 436 lbs, the heaviest of the group and 14-lbs over to the lightweight CBR, it still manages to hold the weight well and maintain a level of balance that encourages its rider to tip it in harder and faster lap after lap.
"Suzuki has been the leader on the track for a while now with its excellent chassis, brakes and super strong motor," declares the speedy Mr. Earnest. "The GSX-R1000 launches off the slower corners with authority and makes good power high into the rev range. Excellent feedback from the rear tire allows the rider to roll-on the gas hard, spinning the tire in a controllable manner, which enables controlled exit slides. I definitely feel the GSX-R is the best track package of this group."
Earnest isn't the only rider to feel that way either. "The motor freakin' rips," agrees Moore. "It had the best rear wheel traction and felt like a damn 600." Considering Jimmy has spent a significant part of his career at the controls of various open-class machines, it's safe to say he has a good idea what he is talking about.
Making big-bores feel like supersports seems to be the goal of every literbike manufacturer these days. The combination of a short wheelbase and aggressive steering geometry, relaxed a bit compared to last year, definitely make it easy to toss through Buttonwillow's technical layout. But Suzuki is the only manufacturer that provides a switch that reduces power output by over 30%, effectively rendering the mighty Gixxer thou to newbie bike status for those of us willing to actually flip the switch.
In case you haven't heard, the GSX-R comes with a unique industry-first variable engine management system coined the Suzuki Drive Mode Selector (S-DMS). The new system has three different settings which, according to Suzuki, allows the rider to adjust the bike to road conditions with the push of a button. This feature has received more than its fair share of interest from the public, so here's what we found out about it.
We took a brand new GSX-R1000 off the floor of our local dealership and tested the bike on all three settings. What we found was a bit of a surprise. First of all, compared to our test unit, the brand new zero-mile Gixxer didn't even make the same power as our weakest official test unit, the CBR. Examine the results on the accompanying dyno chart if you wish, but in a nutshell the difference between A- and B-modes are minimal. However the C-mode cuts out a whopping 40 horsepower off the bottom line, rendering it as flaccid as a 600cc sportbike.
"The A,B,C feature is a new addition this year," Earnest reports. "With the bar mounted switch making power delivery variable at the touch of a button, it was at the least entertaining. In C-mode the bike felt almost 600-like, likely a welcome feature for riders new to literbikes. It's the "A" button for me please."
There really is no reason to flip the switch at the track, except when it's wet or to antagonize your buddies by out-riding them on the cruiser setting. That is unless you're lucky enough to incorporate it into some form of traction control. Why else would it be there, really? Perhaps Suzuki has its sights on classes that only allow OEM features to be utilized in its rules. That being said, maybe it will play a role in the AMA Superstock championship? Who knows for sure, but that's the rumor we're spreading.
What we know for sure is that the Suzuki is at home when the track is twisty. It was bested only by the lightweight Honda in the Low-Speed turns and took top billing in the High-Speed stuff. Suspension received high marks as well and it was one of the bikes that required minimal adjustments to the 43mm inverted fork or single rear shock in order to suit the wide variety of riders in our sample.
After the track time was in the books the Suzuki had established itself as the bike to beat again with the only poor showing being its under-achieving 310mm rotors and radial-mount braking system. So, if a contender is going to have any chance of keeping it from sweeping the evaluation again, it was going to have to happen on the street.
Unfortunately for the competition, the GSX-R1000 is just as excellent on the best canyon roads of Southern California as it is on the track. The riding position is more upright than the other three bikes, wind protection is good, and the seat is comfortable over the long haul. Those are just a few key attributes that make it a good streetbike. It is notable that the GSX-R is one of the only bikes left with a usable amount of storage space beneath the passenger seat as well.
This bike feels like it is ready to rumble whether you're heading to the track or to your favorite canyon. On the track, there is nary a curve it takes exception to, sweepers are gobbled up with abandon, esses are connected with relative ease, and the suspension is not too fickle. These facts help propel the GSX-R to the top of the heap on the track but it lacks that killer instinct on the street. Sure, it's still a bad-ass, but it doesn't have that unrefined nastiness that we like in a literbike. If it's ridden at a pace worthy of earning some jail-time, the Gixxer, like each of the other bikes here, is more fun than a barrel of greased monkeys.
However, reality dictates that the majority of the street riding doesn't take place at 10-grand and that's where the Suzuki really starts kicking in. Fortunately for the GSX-R the streets generally have a few corners, some bumps, and a freeway somewhere between home and the canyon. There, in no man's land, between the carpool lane and the stop-lights are where it makes up for any perceived faults in its street-going game plan.
"The triangle relationship was typical Suzuki, rider oriented and now with the addition of adjustable foot pegs it will fit a wide variety of riders," Earnest is eager to report. "The appearance is the standard generic GSX-R look with the addition of the new and hideous dual exhaust system."
The aesthetics have never been a strong suit for the GSX-R in the eyes of MCUSA test riders and it's the same story again this year. Like we said about the Kawasaki though, it really is up to the consumer to choose which bike they prefer to look at. But that won't stop us from taking a few cheap shots under the guise of constructive criticism.
"Keep in mind all the Japan offerings are so close, we're making judgments and sharing opinions after going over every aspect of these bikes with a fine-tooth comb," reiterates stunter Steeves. "That being said the worst thing about the Gixxer would have to be the looks. It desperately needs an Oprah fashion-emergency makeover crew to slap some style in its face if Suzuki ever hopes to compete with the good-looking Yamaha R1."
That may be so, but until Oprah's entourage invades Suzuki R&D the public will have to be content knowing that the 2007 GSX-R1000 has almost everything an open-class motorcycle can possibly offer. It boasts the highest horsepower output, high-tech aerodynamic bodywork, slipper clutch, an informative information system (also known as a dashboard), electronically controlled steering damper, and the 3-way adjustable pegs to go along with its highly ranked chassis and cornering prowess.
That's a combination that's tough to beat, but the other bikes in Superbike Smackdown IV gave it a valiant effort. The question everyone wants to know is whether or not the Suzuki GSX-R1000 will retain the title for a third consecutive year, or will its added weight and comparatively soft power curve drop it out of contention? Check out the conclusion page for an answer to that question as well as a few parting thoughts on one of the most anticipated comparisons we'll do all year.
Yamaha YZF-R1
When Yamaha (http://www.yamaha-motor.com/) unveiled the 2007 R1 at Laguna Seca late last year the feedback from the media was extremely positive. The high-tech bike featured an all-new motor that hauls ass and a tuned-flex chassis that was right at home on the improved MotoGP circuit. A fly-by-wire throttle control system similar to that on the R6 was spot-on and the chip-controlled variable-length intake seemed to function as advertised. All of these key components and an array of additional electronic goodies combine to form one of the most technologically advanced motorcycles ever created. Yamaha has never shied away from taking risks in an effort to improve its position in the marketplace and this new R1 and the R6 before it, proves that theory is still a driving force.
Getting around the racetrack quickly and winning a Superbike championship is the impetus behind all of this state-of-the-art engineering and there is no doubt that the new R1 is a worthy adversary on the track. Just look at the recent success of Eric Bostrom in the AMA as well as the impressive run from Noriyuki Haga in World Superbike for proof that the R1 is a already a contender at the highest level of professional racing.
The latest generation of the Deltabox aluminum frame and new 23.5-inch long swingarm is suspended by a fully-adjustable 43mm inverted KYB fork and piggyback rear shock with high- and low-speed compression, rebound damping adjustability and a twist-style preload adjuster, which all compliment the new chassis quite well. After burning up a couple sets of Pilot Power Race tires our hardest-charging testrider, Michael Earnest, confirms the R1 has elevated its game in the handling department.
"The handling and stability has improved considerably over the previous generation R1," reports Earnest, owner of Pacific Track Time and former Buttonwillow track record holder. "Chassis feedback is good, offering great confidence, especially through the high-speed sections of the track."
Not only does the R1 work well but it also feels small and light despite being third heaviest at 430.5 lbs without fuel. The aggressive riding position is well suited for the track and the narrow tank allows for a tight grip with your knees while hanging on for dear life between each turn. Rocking through Buttonwillow's esses reveals a well balanced machine that is easy to manhandle, even under full acceleration. A typical response from the test crew after a session aboard the R1 included praise for its front-end feedback through the high-speed sections, especially the treacherous Lost Hills rise on the western end of the course, and some form of gushing about the brakes and the slipper clutch being damn good.
Connecting those corners is always a straightaway and the job of getting the bike slowed down is the responsibility of an all-new braking system. A pair of 310mm rotors and radial-mount six-piston calipers received high scores from all of our riders. They are an improvement over the previous units, which were already very good but didn't offer the superb feel and power of this new six-pot system. This year the R1 is also equipped with a non-adjustable slipper clutch that received high marks from both Earnest and Duke in particular.
At the heart of the R1 is an all-new motor that utilizes a traditional four-valve per cylinder design rather than the five-valve per cylinder set-up Yamaha has employed since 1986. By abandoning the trademark five-valve configuration it allowed for the construction of a higher-revving motor and a broader power curve which the previous layout could not produce. In a vacuum the R1 motor is a bad-ass mo-fo once you get it spun up past 10K and it now has the big numbers to be competitive in this heavyweight battle. There's an increase in peak-power output compared to '06 but the '07 R1 still finds itself at the bottom of dyno chart until the revs surpass 9,000 rpm. On the track this gap was not as apparent as it was on the street because it was easier to keep the revs up by paying close attention to which gear was selected from the slick-shifting 6-speed transmission.
On the street, however, the low bottom-end power output hampers the R1 the same way it holds back the R6, albeit a little less so since the big bore is making 100 hp between 7 and 8 grand. Compared to the other literbikes it feels down on power while trolling around town and if you keep the revs high the motor vibration becomes a distraction, so it requires downshift to tap into the meaty portion of the power. If you check out the way the horsepower lines interact, you can see that when the R1 starts making power it leaves the CBR in its dust at about 10,500 and nips the mighty ZX-10 at 12,000 as well. Only the GSX-R overshadows its now impressive top-end hit.
"Once the revs were up, the bike comes alive, accelerating strongly high into the rev range," explains Earnest. "But I felt the engine performance came up short in comparison to the other bikes in this test. The lower end of the mid range is lacking with a very noticeable lag around 6,000 rpm under load with the throttle wide open, which made it difficult to launch hard off the slower corners. In an attempt to work around this I started riding a gear lower to increase revs which then made it difficult to get on the gas hard out of slower corners because the tire would spin with the bike still leaned over."
It really is a curious scenario when we are talking about keeping these fire-breathers at 10,000 rpm in order to get the most out of 'em. It is a crazy notion but these bikes truly are not for the faint of heart. Fortunately, power delivery is very smooth and the Yamaha Chip Controlled Throttle (YCC-T) fly-by-wire system gives the sensation that that it isn't really a throttle at all, instead it simply feels like a control used to dial-in some speed as the need arises. The majority of our test riders like it, but others don't.
"The motor was really strong on top but the ride-by-wire type throttle set-up was really weird to get used to," says Moore of the YCC-T set-up. "It didn't feel like your wrist was connected to the rear tire."
This wouldn't be the only complaint about the R1 throttle response either. During the course of our testing on both the track and the street the R1 exhibited a throttle-lag issue. When attempting to accelerate around 5,000-6,000 rpm in second gear is where the scenario comes into play and according to the amount of e-mail we have received on this topic it is not an issue exclusive to our test unit. Although this is not often the rpm range a track rider finds themselves riding at, on the street it's common enough to be a concern for current owners. Only by backing off and slowly rolling on the gas would the bike then accelerate as usual. This is a unique issue and one that currently investigating. Just as with the R6 redline dilemma last year we expect that R1 owners will be well taken care of. The sad thing about all this is the bike runs great with the exception of that one performance gremlin.
Throttle issues aside, the R1 continues to be the looker of this quartet. Although it doesn't have the flowing artistic lines that made it really stand out from the crowd that past few years it still retains select design features that help distinguish itself. It looks more like a race bike than a showpiece now that the swingarm has been beefed up, which required it to lose a bit of the curvy nature that made it a focal point of the previous bike. The latest evolution of the front cowling, headlights, tail section and dual underseat exhaust are gorgeous.
Once the lag issue is resolved the 2007 Yamaha R1 is going to make a lot of people happy. It has a combination of good looks, screaming motor that is at its best at the race track and there is no denying that it is the most technologically advanced motorcycle in the group. Is too much technology ever a bad thing?
Conclusion
Kawasaki
Oh how times have changed for the ZX-10R. The once mighty monster of the group has had a good run and continues to prove it is an excellent choice for everything but a platform at the highest level of competitive racing. The development cycle has managed to tame the bike to a certain extent, but the changes did not win the hearts of our test riders this time around. There's no doubt that it feels like the fastest bike here but the Ninja lacks a few key elements on the track including the brakes and this makes it a real workout to ride it fast.
On the street that motor makes up for a number of deficiencies which it couldn't on the track. Unfortunately, when you are splitting hairs like we are here, there has to be a winner and a loser. Although it doesn't look like it fared well in either street or track, the fact is it barely loses out to the GSX-R on the street. The top three could easily be ranked differently depending on who was riding and where. The Ninja's not a bad bike by any means, it's just that the competition is so good.
Track: Fourth
Street: Third
Yamaha
The amount of technology that has been poured into the R1 is staggering but as we witnessed first hand, sometimes too much technology can be difficult to dial in on the first try. This is exactly what happened to the 2007 YZF-R1. While it left us with a good impression after its time on the track, the Yamaha came in last by a landslide on the street. Thanks to a solid chassis, compliant suspension, amazing brakes, and impressive top-end hit it managed to all but conceal its Achilles heel when the revs were spun past nine grand at the track.
However, on the street this was not the case and the anemic mid-range, third-heaviest weight and disappointing throttle lag forced it into the role of cellar dweller and ultimately held it out of contention for the overall title. There is potential lurking beneath all the gadgets and gizmos, just look at the success in World Superbike for proof. Yamaha will overcome this glitch in the Matrix and come back with a vengeance with a well-sorted superbike that will do more than just turn heads because of its good looks.
Track: Second
Street: Fourth
Honda
Look no further than the CBR's success this season in World Superbike for proof that what journalists feel about a bike in stock form doesn't mean it can't kick ass in race trim. The CBR1000RR dominated the 2006 Isle of Man, Suzuka 8-Hour and the British Superbike title as well. The showing at IOM had three of the top four finishers in the Senior TT on Fireblades and that is a testament to this platform's potential. Proof again that it's important to consider more than just peak power and new technology when choosing an open-class motorcycle.
The CBR1000RR earned For My Money accolades from three members of our test sample, verifying its place as a contender in Superbike Smackdown IV. Sometimes a seasoned veteran can be refined to the point of perfection for a particular application and that's exactly what you get with the Honda. This is a bike tailor made for street riders and is just a slipper clutch and a few HRC kit parts away from being capable of taking on all comers, be it street or the track.
Track: Third
Street: First
For My Money: Kevin Duke
For my money, I'd buy the CBR1000RR. It has my favorite user interface of the bikes in this test, and it has a way of making me believe that maybe I'm not aboard some kind of hell-bent 180-mph hyperbike. Some might poo-poo the CBR's lowest peak horsepower, but I assure you that you can clutch up the front end at more than a-buck-twenty, so it's not dull by any stretch. In fact, it's at or near the top of the power curve most of the way to 9500 rpm, which is the rev range I spend about 99% of my time aboard literbikes. With the CBR, I've got the muscle of a big bike with the agility of a middleweight. Hey, come to think of it, didn't Honda start this whole idea with the CBR900RR.?
For My Money: Michael Earnest
I would rate the Honda CBR1000 as the best overall package of the big four and feel it would make a great street/track day bike. The engine was very linear in its power delivery, coupled with a user friendly clutch making this bike extremely easy to ride quickly. My only noted complaint would be it needs 5 horsepower, everywhere.
For My Money: Brian Steeves
Everyone seems to say this, and so will I, because it's true. All of these Japanesse superbikes are so very close that you could let your dog pick by letting it run around the showroom and see which one he marks his territory on and that would be a great bike. So I say to you, go buy, adopt or borrow a dog and take a stroll to your local dealership. OK, OK, in all seriousness this is what I would personally buy - the Honda CBR1000RR.
Suzuki
What more can be said about the GSX-R1000 that hasn't been said already? For starters, this latest bike took a few steps forward and a few steps back. The combination of a ridiculous amount of power and an ultra-smooth delivery keeps the GSX-R at the top of the food chain once again in the battle for track supremacy. Just look at the results in the AMA Superbike championship for an example of what this bike is capable of in racing conditions.
The CBR and ZX gave it a run for its money on the street, but in the end there is just something about the Suzuki that gives it an edge at the track. Unfortunately for Suzuki the Honda was able to steal a bit of its mojo this time around, because its peakier power band detracted from the hellacious top end hit that helped propel it to the top of the track rankings.
Whoever has been in charge of the development of the Gixxer the past five years deserves some serious praise for its performance on the track. The bike is damn near untouchable because it manages to do a lot of things very well and has few weaknesses. If you plan on going to the racetrack intending to win races, the GSX-R1000 is the bike to have.
Track: First
Street: Second
For My Money: Jimmy Moore
Now if I was asked, and I was, which one of these space-aged rocket ships I would buy if I was willing to kick out a nice pill of clams, to go racing or do trackdays with, I would have to drag my loot over to the closest Suzuki dealership and present my collection of mollusks there. It is the most balanced package of the lot and is simply the most devastating in a straight line. What more does a racer need?
For My Money: Ken Hutchison
Frankly I am getting tired of the Suzuki dominating Superbike Smackdown but the fact is that it's the best all-around bike of this group. The look has grown on me and the fact that it is easy to ride yet faster than hell makes it all the more attractive. As Brian would put it: They all feel the same in the dark and from the cockpit you can't tell what the bike looks like. All you can see is the world going by in a blur and the competition fading away in its wake.