Since the aurora of avant-garde civilization, the Tuscan arena of axial Italy has aggressive endless masterpieces. From the black writings of Dante to the aesthetic ability of Michelangelo and Leonardo Da Vinci, this vibrant, bouncing arena of apple is the birthplace of some of man’s a lot of admired treasures. It is aswell a arena that will allure your senses from the saddle of Italy’s alive chic Ducati 848 Superbike.

Those Renaissance men would accept accepted this Ducati. With its liquid-cooled 849cc L-Twin engine, quieter, added aesthetic wet-style hydraulic clamp and shorter, street-oriented manual accessory ratios, the 848 is the alive man’s Superbike. This makes it the absolute antic accompaniment to analyze Tuscany’s fabulous countryside. So with the key and my ambit set it was time to ride…

The air is air-conditioned and the alley clammy as I arch southwest from Bologna. In animosity of the morning’s acute traffic, the Ducati 848’s abbreviate ambit acquiesce me to allotment through—California-style—as I jockey for position adjoin swarms of scooters and shoe-box sized cars. It isn’t continued afore accurate barrio accord way to lush, dependable pasture. The sun is strong, afire off pillows of brume and anecdotic the valleys advertisement a check of color—signifying summer’s end and autumn’s beginning.

The alley acclaim rises and avalanche as it wraps about the hillside. A lot of of the turns can be taken in additional accessory but every few kilometers there will be one bound angle which necessitates the bike’s basal cog. Ablaze cartage provides the befalling to crank up acceleration and ascertain the abeyant of its motor. In the lower apparatus the foreground end gets light, authoritative wheelies binding with a ablaze tug on the handlebar. For a additional it in fact feels like you’re Troy Bayliss—crossing the accomplishment band on the aback annoy afterwards one of his abounding World Superbike wins.

It’s about apex if the low ammunition ablaze illuminates, signaling bingo ammunition status. It gets close central my helmet as I apprehend I could be able-bodied above the ambit of a petrol station. This serves as a admonition of different challenges if touring aboard a sportbike—the bound 3.8-gallon ammunition and miniscule accumulator accommodation accepting paramount.

Knowing that I accept a baptize canteen angry ammunition jug adherent in my appendage bag for use in an emergency, my focus allotment to the ride. Thirty account afterwards that emergency happens…

I bank into to a baby single-pump gas base that reeks of spilt fuel. I accumulate ambit amid the bike and pump in accomplishment to abstain the concrete’s adipose balance that’s accumulated over years of absent-minded refueling. Its 1 p.m. and there’s not a being in sight. Must be cafeteria time? An hour or so afterwards a greasy-looking accessory strolls adjoin the pump, lit cigarette dangling from his mouth. I cackle in acknowledgment of how airy he charcoal because the abeyant access I’m about to witness. Thankfully it doesn’t happen. He gases the catchbasin to the brim, I blooper him 20 Euros and aback off we go.

Hoping to abstain my beforehand ammunition asperity I anon gas-up abreast Fivizzano afore zigzagging east beyond the Apennine Mountains adjoin the paved paradise of Mugello—home to Ferrari’s clandestine analysis clue and the Italian MotoGP Grand Prix—a abode I accept been afraid to appointment aback my idol Valentino Rossi denticulate his aboriginal MotoGP win at the ambit in ’02. This is Mecca.

With achievement of accession afore dark I up my pace—the 848 absolutely obliges afterwards hesitation. At acceleration the engine settles into its sweet-spot; thrumming hypnotically to the exhausted of the alley and beating of my appropriate hand. At this acceleration the anatomy feels good: close and composed, while still arresting the casual G-out afterwards as abundant as a wobble. There aren’t any cops on this amplitude of artery so the alone acceleration adviser is what lies on the added ancillary of the metal bouncer rail. My bounce decreases appropriately as I canyon through towns, admiring of the locals and the buried acceleration cameras ambuscade for automatic prey.

After about an hour of connected twists and turns the alley snakes down into the boondocks of Gallicano afore al of a sudden straightening. It’s a nice reprieve, as the angle from the basin is breathtaking—especially with the hues of leaves abstemious amidst the old town’s salmon-colored rooftops. I cull up to an alfresco cafe, afraid to escape the 848’s attenuate bench for a moment. Afterwards arresting afterwards shots of espresso – high-octane Italian bio ammunition – I’m afresh focused and accessible to roll.

Seemingly out of nowhere, blubbery drops activate accumulating on my face shield, followed in abbreviate assumption by an absolute torrential rain blast! I cull over below the apartment of a array of massive copse and whip on my rain suit.

With aurora abbreviating it’s abortive to delay out this monsoon, so I columnist on. Accordingly, my acceleration drops. Due to time restraints, I detour south appear Pistoia for the assurance and acceleration of the Autostrada. The rain gradually relents by the time I snatch the assessment ticket. Cold, wet, starving, and ambiguous delirious, the chase to Mugello is on.

The aroma of afire copse permeates the brittle night air signaling my adjacency to this evening’s accommodations. Despite application a GPS, it’s still difficult to cross these sparsely busy country roads. Afterwards a brace of amiss turns and a assumption of back-bite words, I acquisition the auberge and run inside, admiring for the abundance of anything—as continued as it’s warm.

In the morning, I alive to an ocean of dejected sky. Although the acting is cool, you can acquaint appropriate abroad that it’s traveling to be one of those fabulously balmy Indian-summer days. Afterwards animadversion aback a brace cappuccinos and adequate a accepted Italian breakfast consisting of afresh able meats, cheeses, and afresh broiled breads, it was time to appointment Rossi’s playground.

It’s a abbreviate ride to the Mugello Circuit. A cord of huge, well-manicured copse band the alley with a arresting aureate tint, absorption the change in season. It’s said that these were the aforementioned anchorage racers competed on above-mentioned to the architecture of the clue in 1974 –talk about dangerous!

I boom up to the access apparent by a gigantic red helmet. With the bouncer berth abandoned I cycle central and cull up alongside the row of garages. On this accurate morning the clue is absolutely empty—not a physique in sight, which is hasty because how admirable the acclimate is. It about seems like it should be adjoin the law not to accept anyone lapping about its 3.3-mile, elevation-laden apparent on this nice of a day.

As I shut off the bike, the complete of roaring engines still resonates aural my head. I can’t adjudge if it’s the abiding furnishings of 12 hours of saddle time or the complete of antagonism engines anchored in the circuit’s fabulous accurate walls. If alone these walls could allocution – or are they?

Strolling beyond pit lane, I’m in awe of how admirable the mural is. Everywhere you lay your eyes, Mother Nature’s adorableness is in abounding effect. A lot of absorbing is the way the surrounding hills morph into alpine ashen mountains which abridge the Tuscan topography.

Upon abiding to my Ducati I’m greeted by a ample clue worker. From a ambit I affected he was admiring my Italian steed, but afterwards accepting a bit afterpiece it was accessible he wasn’t blockage out my bike as abundant as he was apprehensive what the hell I’m accomplishing here. He starts yelling. Spit flies from his mouth, landing on the lenses of my sunglasses. I angle there blankly, clumsy to appreciate what he’s adage and at this point afraid to try. The added I angle there, the added agitated he gets… assumption it’s my cue to leave. I hop on the bike and bark out as bound as I can. As I leave I glance in the mirror and see his ample physique continuing to shout, easily bouncing in the air as I leave.

And with this I was out, my time in Motorcycling Mecca had appear to an end. Some may alarm it a bit of a letdown. And I admit, I was disenchanted– all that plan for 5 account of examination pleasuring. Little did I apperceive that I would be aback at the Tuscan ambit in beneath than that two weeks time, this time logging some laps myself, no ample bouncer to bang me out, acumen just what I had suspected: This absolutely is God’s country. There’s no added applicable abode to accompany the utterly-gorgeous Ducati 848, a bike which will go down in history as one of the best abundantly styled and best assuming motorcycles. Michelangelo would be proud.

Yamaha’s 2012 YZF-R1 will face its Superbike foes with the aid of absorption control. The Tuning Fork cast has appear its 2012 sportbike lineup, with the flagship literbike not a ground-up redesign, but instead a aftereffect of the 2011 bike with its affection cyberbanking assist. An indiscernible administration brace to the R1 is bolstered by a special-edition 50th GP Ceremony colorway.

Yamaha hails the R1 absorption ascendancy arrangement as a absolute byproduct of its title-winning MotoGP antagonism program. The arrangement offers seven levels of TC. A absolute of 21 settings will be accessible if accumulated with the abiding three-level D-Mode “Drive Mode” system.

Technical data on how the R1 TC arrangement works are still forthcoming. Yamaha columnist abstracts alone state: “The arrangement has been developed so the accession does not feel any aberrant or acrid action from the system. In addition, absorption ascendancy can aid in abbreviation annoy abrasion due to beneath caster spin.”

The 998cc Inline Four powering the R1 retains the crossplane crankshaft that aboriginal debuted on the 2009 model. The YCC-I (Yamaha Chip Controlled Intake) and YCC-T (Yamaha Chip Controlled Throttle) systems aswell return. While a new ECU ambience does affiance “excellent drivability during low and mid rpm acceleration,” the Yamaha will not get any added action to claiming ability assembly offered by the class-leading BMW S1000RR or HP barbarian of the Big Four, the Kawasaki Ninja. (The 2011 R1 angry the MotoUSA dyno to 152 application and 75.65 lb-ft, baronial sixth in both categories during our 2011 Superbike Track Comparison)

Significant R1 updates are all internal, as the “re-styled” headlight cowl appears altered from the antecedent alone in a adventurous new cartoon array of way. Same goes for the calefaction guards and bankrupt end caps. Other accessory refreshes cover new top amateur clamps, styled afterwards the M1 GP racebike. The adjustable footpegs accept been tweaked as well, to enhance cossack acquaintance and advance accession interface.

The Yamaha YZF-R1 anatomy is unaltered. Spec bedding of the 2012 and 2011 models are identical, from council geometry to length, amplitude and acme ambit (excepting a nominal 0.1-inch lift in bench height). Fully adjustable Soqi abeyance apparatus return, forth with the bifold six-piston Sumitomo caliper braking agreement up front.

Most notable for the 2012 Yamaha Superbike is what hasn’t been afflicted (similar to the still-carbureted 2012 YZ250F motocrosser). No ABS arrangement was introduced, and there has been aught weight reduction. Claimed wet weight charcoal 454 pounds, with the ’11 R1 notable as the heaviest bike in our ceremony Superbike Shootout – its 473-pound abstinent barrier weight a abounding 34 pounds added than the class-leading Kawasaki ZX-10R.

Traction ascendancy jacks up MSRP by a bashful $400, the abject models (black and acceptable Yamaha blue/white colorways) bartering for $13,990. A white/red acrylic arrangement raises the amount addition 200 shekels, while the World GP 50th Ceremony Copy accouter rings in at $14,490. The appropriate ceremony copy will be bound to a 2000-unit assembly run worldwide.

Yamaha’s Supersport access goes addition year after a above overhaul. It’s been back the 2008 archetypal back a cogent redesign, if the 600 benefited from the YCC-T and YCC-I technology of its larger-bore kin. The alone notable change for 2012 is a $200 amount increase, $10,890 for atramentous and Yamaha blue/white, and $11,090 for white/red colorway. The R6 will aswell be offered up in a World GP 50th Ceremony Copy for $11,390 – the appropriate copy bound to 1500 worldwide.

The abject archetypal Yamaha YZF-R6 will appearance up on banker floors in October, with the appropriate ceremony copy accepted in January.

At the ultra-fast and abounding Willow Springs big clue the Suzuki accepted to be actual abiding and with some accessory abeyance changes was acutely simple to ride quickly. The tradeoff for this adherence was a abridgement of some flickability compared to the added machines, not to acknowledgment the wet weight of the GSX-R (421 pounds) was one of the accomplished of the agglomeration and no agnosticism it showed. There’s still affluence to like about this motorcycle, so don’t overlook about the Suzuki GSX-R600 video analysis for a glimpse of what the babyish Gixxer looks like in action.

“The Suzuki didn’t about-face in so well,” Garcia interjects. “I acquainted like I had to action it to go into the corner. But the Suzuki had a acceptable all-embracing abeyance package. The shock akin the angle absolutely able-bodied and gives the bike some abundant mid-corner stability.”

“Once in the bend the Suzuki is bedrock solid,” agrees Chuckie. “Very simple to accomplish corrections mid-corner, no complaints at all in commendations to the adherence of the chassis.”

Dhien adds: “Suzuki’s added activity foreground end was a bit black compared to the others, demography absolutely a bit added accomplishment to get turned. It’s abundant added buried already in the average of the corner, admitting both the angle and shock lacked acknowledgment compared to the competition.”

Bold New Cartoon and white auto highlight the changes for ’09. We’ve got the admit, those white auto do attending good…

The ‘09 suzuki GSX-R appearance white auto that absolutely cap-off a awakening affair that we all anticipation is absolutely cool. We dig it baby.

Suzuki’s gear-indicator is a nice touch, admitting the altered ability modes just apparent aren’t bare on a 600

A-B-C Modes on a 600 – really?

Putting ability to the arena on the Suzuki has never been an affair and a lot of all commended its rider-friendliness, but if it comes to the “exhilaration factor” and arduous speed, the GSX-R is starting to appearance signs of its age. While it was hardly adapted endure year, this basal belvedere has been about aback 2005. It still pulled solid dyno numbers (105.15 hp @ 13,000 rpm), but on the clue if acquainted far beneath agitative than just about aggregate else. This was aswell partially echoed during our crusade out to HPCC for achievement testing, as it was angry for third in top-speed testing with a 162.22 mph canyon as its best. Also, with its actual easy-to-use clamp and acutely absolute launches it mustered a 11.11 @ 133.74 mph, abrogation it angry for third-place in the quarter-mile. While this is favorable, there is no agnosticism its weight (421.2 lbs.) and annular allowance played a above role in captivation it back.

“With advance in technology it’s sometimes harder to accumulate up,” explains Professor Sorensen. “Some of the added articles accept fabricated advancements in low-end ability supply and it acutely shows. The Suzuki makes appropriate ability through the rev-range but feels added collapsed with no hit anywhere. Abundant beneath exciting.”

Frankie backs-up Chuck’s sentiments. He wasn’t ever afflicted with the Suzuki admitting its after-effects at the annoyance band that had it angry with the ZX with an 11.11-second accomplishment in the division mile: “I was absolutely afraid with the GSX-R motor. It acquainted the slowest of all the new middleweights. It aswell would cut out occasionally (when accepting aback on the throttle) about 10,000 rpm – 11,000 rpm.”

We’re at a accident for what would could cause the engine to cut out as Garcia mentioned, with our alone assumption getting something to do with the ram-air as it didn’t appearance up on the dyno at all. Aswell accepting alloyed reviews a part of the agglomeration were its brakes. They had affluence of absolute power, but a abridgement of acknowledgment through the batten causes acumen for concern.

“Suzuki was just missing a bit of a ‘bite’ compared to the others,” Dhien says. “It had power, but it lacked a bit of addition feel.”

The absolute abruptness of the test, however, came in our Superpole session. Admitting the bound and abstruse attributes of Streets of Willow, not a clue one would anticipate the Suzuki is ill-fitted for, the GSX-R accepted abounding wrong. At the easily of Atlas it acquaint the third-quickest time of this highly-competitive pack, a lightning-fast 1:21.03, topping the Honda, Ducati and Triumph. Who would’ve thought?

Suzuki enters our ninth Supersport analysis with a big ol’ goose-egg in all-embracing wins. The Gixxer has enjoyed a acceptability as a solid all-rounder, and while abutting a time or two that coveted allegory win has accurate elusive. The harder luck Suzuki rebounds on this next go ‘round, however, continuing out as the alone abounding redesign of the 2011 600 class. The little Gixxer, and its 750 sibling, appear to this year’s shootout with a trimmer, revitalized anatomy and college blueprint components.

The Suzuki’s 599cc Inline Four does set itself apart, however, as bearing the a lot of able-bodied basal end of the 600s. It has a absitively advantage up to 6K in torque production, the ability ambit circumlocutory briefly afore jetting up top afresh and registering the accomplished aiguille numbers of it 599cc competitors at 44.6 lb-ft (11,600 rpm). Measuring application on the dyno sees the Suzuki abate out at 104.17, with the Kawasaki necking it out by three ponies acknowledgment a bigger top-end hit.

Rolled off the dyno and the Suzuki provides pleasing, street-friendly engine performance. The Kawasaki may get it up at the actual top, and the Honda gives it a run for its money in the mid-range, but the basal end is the Gixxer’s area – at atomic in the acceptable 600 class. Keeping these bikes agreeable up in the meat of the powerband is a claiming on the street, so it’s no admiration the affectionate bottom-end of the Suzuki GSX-R600 becoming it the accomplished engine ratings of the Japanese bikes.

This easy-to-ride attributes is supplemented by the Suzuki Drive Mode Selector (S-DMS). Tweaked for 2011, instead of the accustomed A, B and C modes, there are now alone two engine maps to ascendancy ability output. A benefit for riders, the S-DMS is the alone multi-map advantage begin in this year’s crop of supersports. The truth, however, is we didn’t accomplish abundant use of the S-DMS, as the accepted A-mode is a accomplished alloy of bland ability supply and animating acceleration.

A 10.7 quarter-mile during achievement testing, as able-bodied as a 3.32 in the 0-60 evaluation, prove the Suzuki has some beans in that motor. It rated abaft the Ducati and Triumph, but up foreground in the Japanese abiding (though the Kawasaki just exhausted it in 0-60 at 3.3 seconds). Says Waheed, “Launching the Suzuki 600 is a little easier than the added Japanese bikes because of its hardly stronger bottom-end engine power. You still accept to accomplish abiding you accept the engine rpms up at launch, but aback the powerband is a little added able-bodied you accept some lee-way and can still get off the band adequately able-bodied afterwards as abundant of a adventitious of it bogging.”

It absolutely feels fast from abaft the Gixxer Six controls, and a big allotment of that acoustic acquaintance comes from the stout engine and bankrupt sounds. “GSX-Rs accept consistently been accepted for their absorbing consecration bark and this is no different,” acclaimed Adam at the columnist barrage beforehand this year. And we couldn’t accede added afterwards audition it aback to aback with the competition. The little GSX-R’s able-bodied bankrupt agenda aching it some in the points, the loudest at abandoned (84 dB) and bisected redline (97 dB), but the active tones gave the Suzuki added mojo than its 600 rivals. “I admired the way that affair sounds. It’s fun to get on the aqueduct and ride it,” agrees Simon.

A top-rated drivetrain divvies out ability to the rear wheel. Uber bland and sorted, the Suzuki six-speed is complemented by an idiot-proof slipper clutch. We needled about to acquisition some complaints, there’s just annihilation to beef about with the absorbing package.

The aforementioned can be said of the accomplished braking package. Like the Triumph and Ducati, the accession of Brembo monoblocs is a headlining upgrade. The Brembos display actual endlessly power, which is accurate afterwards getting grabby. Combined with absolute ascribe at the lever, the apparatus bear addition class-leading rank on our scoresheet. This mark is added bolstered by our Road Analysis Editor on the 60 to aught achievement analysis – the Gixxer Six casting a abbreviate adumbration over the acreage with a 122-foot reading.

The Suzuki anatomy got the better facelift in the 2011 redesign. A new 43mm three-way-adjustable Showa Big Piston Fork debuts, with the rear shock reconfigured to plan with the new foreground end. The abeyance is akin to an all-new accompanying batten aluminum frame, which alters the 54.5-inch wheelbase by a bare 15mm. Our scales adumbrated a barrier weight of 415 pounds, which does absolutely trim some fat off the 421 pounds abstinent in our 2009 analysis (though not abutting to the 20-pound claim).

Hustling about on the street, the Gixxer delivers a buried feel in the corners and abating stability. The foreground end acquainted decidedly impressive, our Road Analysis Editor acquainted its adherence beneath harder braking – which acceptable additional the Gixxer’s achievement in that class as well. The Bridgestone BT-016 tires seemed to accomplish a absolute fit for the street-bound Suzuki GSX-R too. While it does amount abaft the Honda and Triumph in the all-embracing administration marks, this is a acclaim to those rides, not a dig on the Suzuki. The 600 and 750 both display all the clue signs of an easy-to-ride bike: point and shoot, effortless about-face it, the bike seems to about-face itself, I looked down and couldn’t accept how fast I was going… all were talking credibility fabricated by assorted testers in commendations to the Suzukis.

The Suzuki’s class-leading artery ergonomics no agnosticism accord to this easy-riding sensation. The 31.9-inch seat, while fractionally everyman to the arena in this comparison, is far and abroad the plushest perch. Riding position is added cocked on the GSX-Rs, as abundant as a SS can be termed upright. The blow on confined feel college placed, and wider. This provides abundance with beneath burden exerted on the wrists, as able-bodied as a skosh added advantage if maneuvering.

The windscreen delivers appropriate wind protection, that is to say a steady, buffet-less airflow to the riders high chest. Abaft it is a functional, advisory dash, with analog tach and appropriate ancillary agenda speedo. The accessory position indicator is prominent, a acceptable affection on a artery bike. The advantage of the S-DMS option, however, is what gets the Suzuki a top mark in the instrumentation/electronics category.

At 35.2 mpg, alone the two-cylinder Ducati sipped ammunition with added ability than the Suzuki GSX-R600. Its 4.5 gallon catchbasin equates to a 158.5-mile range, just eeking advanced of the Honda by beneath than bisected a mile. These apportioned wins are account by the Suzuki’s $11,599 MSRP. Ringing in as the costliest of the 600s, the Suzuki is just $300 added than the Honda but about a thousand added than Yamaha and an even $1600 aloft the budget-minded Kawasaki. Addition ache at the Suzuki was its OEM backup locations costs, which were added than bifold the Yamaha and calmly the costliest of the Big Four entries. But those added bucks do reflect the a lot of adapted annular of SS technology, authoritative us admiration what the next bearing 600s will amount from Suzuki’s rivals.

Even with the high-ish pricetag, the 2011 GSX-R600 comes out a champ on the street. It’s a notable first-ever win for the Gixxer, and while Suzuki advisers ability not be pinning this analysis up on their walls in adoration, this has to be a morale-booster for the Gixxer clan. Afterwards a decade of absolute ascendancy in AMA racing, Suzuki’s assertive sportbike cachet has dimmed of late. While the Japanese manufacturers all got hit harder by the bazaar downturn, Suzuki seemed to get it the worst. This was alternate by the base and acute move to acceptation aught GSX-R sportbikes to the States in 2010. But 2011 is addition year – addition befalling to accomplish or fail. And in our 2011 Supersport Artery Shootout the GSX-R600 is a success – the bright admired as allegory winner.

Close your eyes for a moment and envision the perfect sportbike on the street. First, it would have to be fast – really, really fast – yet easy-to-ride. Because what’s the point of having a quick bike unless you can fully exploit it around every bend and on each straightaway? Last, it has to be comfortable. Because after all this is your perfect bike and you’re going to want to ride it every day, rain or shine, hot or cold because it is, in fact, perfect. Okay, you can open your eyes, close your computer screen and journey to the local Honda motorcycle dealership because they have one there right now – it’s called the 2009 Honda CBR1000RR.

Although last year’s champ returns to the party without any changes, other than new colors and its anti-lock braking system (ABS) option (which we tested on the 2009 Honda CBR600RR ABS during its first ride review), the Honda CBR1000RR is still too good to be knocked from the top spot.

Although we’re not totally sold on its exterior profile, we are fans of its limited-edition Repsol Honda color scheme. No doubt some will complain it looks gaudy, but for any true motorcycle racing fan, it looks like you’re riding the same Repsol Honda MotoGP bike as Dani Pedrosa and Andrea Dovizioso – only with bright headlights, working rear view mirrors and an especially quiet exhaust. In fact next to the Ducati and Yamaha it garners the most attention at a stop light.

Hop aboard the Honda CBR and you can’t help but notice its diminutive size – the most compact feeling motorcycle in this test. It also ties the Ducati for being the most svelte despite making use of the second largest fuel tank (4.7 gallon capacity). With a full tank of premium unleaded fuel the Honda comes in at 447 lbs ready to ride. Even if it’s still not down to the weight and overall size of a brand-new 600cc supersport, it’s certainly getting closer.

Despite its compact dimensions, the riding position isn’t cramped, even for a rider with above-average height. Everything, including the position of the handlebars, seat and footpegs, are laid out in an ergonomically correct manner, which proves to be the ideal balance between sport and comfort.

“Of all the motorcycles in this test the CBR is easily the most comfortable,” confirms Kenny. “It sounds like everyone seemed to fit it from our tall riders to the shorter ones and that’s pretty impressive in this day and age. Also, it just seems to work the best on the street of all these bikes. It’s comfortable, fast and the suspension is always rider-friendly no matter how screwed up the road is.”

Push the starter button and the Honda fires up and settles right into idle. Lift the kickstand and the Honda’s light weight is noticeable. In fact, its mass deficiency translates into scooter-like nimbleness during parking lot maneuvers. Yet as speed increases the Honda doesn’t lose a bit of its agility. It turns from side-to-side the easiest and is by far the most-easy bike to manhandle during aggressive rides.

Most times agility comes at the price of overall stability, but that’s not the case with the CBR. With its high-tech and completely unobtrusive Honda Electronic Steering Damper (HESD) headshake is a non-factor, no matter how rough the pavement.

“It really comes down to the Suzuki and the Honda for me,” says Wallace. “The Suzuki does everything well, but the Honda just does it a tad bit better. I don’t know about it being the better track bike but on the street it really is the best.”

Although it is difficult to notice without riding each motorcycle back-to-back, next to the Ducati, the Honda has by far the shortest first gear of the bunch, thus ensuring a quick escape from stop lights. Shifting to second reveals the Honda transmission’s accuracy, although it isn’t quite as refined as the ultra-precise Yamaha’s.

Like the Kawasaki, the Honda’s bottom-end power is on the mellow side, which makes it less intimidating for an inexperienced rider. Although the Honda doesn’t make use of any fancy power delivery gizmos, like the Suzuki and Yamaha drive mode selectors, if you keep the revs below 6000 rpm and short shift the engine, it feels quite similar to the Honda CBR1000RR’s little bro, the CBR600RR.

But don’t let the Honda’s soft bottom-end power fool you. Find a stretch of open road and wick up the throttle and if you are anywhere near the CBR’s copious mid-range, the bike charges forward unlike any other in this test – no doubt a combination of shorter final drive gearing and copious amount of mid-range power. Just look at the hard numbers: The CBR was the only motorcycle to break the coveted 10-second mark in the quarter mile, coming in at 9.68 seconds at a speed of 138.8 mph. It also recorded the fastest 60 to 100 mph roll-on time (measured in fourth gear) of 4.17 seconds. That’s nearly a half-second faster than its closest competitor.

While the Honda’s mid-range power proves to be more potent, when you spin the engine up to its 13,000 rpm redline, it doesn’t have the same vicious acceleration sensation as the top-end biased Kawasaki and Suzuki. It’s very close, however, and a side-effect of that shorter gearing which pays such huge dividends at the drag strip or the roll-on tests.

“It may not have the ultimate top end but it does have the ultimate mid-range and that’s where the power needs to be,” says Hutch. “On the street the CBR brings serious heat. It’s light, powerful and easy to ride. In terms of big performance sportbikes, it just doesn’t get much better than this.”

Of all the bikes in the comparison, in terms of overall comfort and ride quality the Honda is truly on another level. While there is still some vibration at freeway speeds it isn’t enough to cloud the view from the Honda’s decent-sized rear view mirrors. It’s also super quiet. While that might be a turn-off to a potential buyer, the Honda is the bike for high-performance in a low-key package. Just make sure not to get it in the ‘hey, look at me!’ Repsol colors. While plus sized riders might get annoyed by its lack of wind protection, especially when compared against the Suzuki, for the vast majority of riders there isn’t a liter-class sportbike as comfortable as the CBR.

While the Honda wears the smallest-looking front brake calipers, the CBR is just as proficient at braking as it is in every other category. While each superbike’s braking capabilities are awesome, the Honda’s are our favorite.

Adding to the CBR’s long list of street credentials is its clear and legible instruments. An oversized orange backlit tachometer is flanked by a digital display that provides, speed and trip functions in addition to engine coolant temperature and other warning lights. However, the Honda doesn’t have a gearshift position indicator and the shift light is way too small and can’t really be seen when needed.

The Honda’s top-shelf overall performance will cost you. Despite returning with zero updates the 2009 CBR1000RR will set you back $12,999. That’s $1000 more than last year and makes the Honda the most expensive Japanese superbike. The new ABS upcharge is another $1000, which pushes an ABS-equipped CBR1000RR to $13,999. But excellence certainly has its price and if you want the best, more often than not you have to fork out the most.

Exhaust Specialist aftermarket, Arrow R&D has introduced new their exhaust system for BMW S1000RR, which is a low-slung affair with a mounting bracket that has reduced the weight of the bike. The Arrow Exhaust BMW S1000RR is made from titanium with carbonfibre components and has a removable db-killer that reduces noise down to 100dBa @ 5500rpm (noise when dB-killer is removed is around 107dBa).

The new Arrow Exhaust BMW S1000RR is a redesigned version of the previous competition exhausts and will be available in two versions, one with stainless steel headers, the second as a full titanium system. Part numbers of new Arrow exhaust for BMW S1000RR are 71105CKR (Competition system with stainless steel headers) and 71106CKR (Full titanium Competition system). The Arrow Exhaust BMW S1000RR price starts at €1,090 for the stainless steel model, or €1,510 for the full titanium (taxes excluded).

It’s hard to imagine that nearly three decades have passed since the first Kawasaki Ninja sportbike was unleashed on the motorcycling public (1983 GPZ900R). That motorcycle helped usher in the generation of sportbikes we enjoy today. Now Team Green is at it again, evolving the technical aspects of high-performance motorcycles with the release of its 2011 Kawasaki Ninja ZX-10R. With the introduction of this Superbike, Kawi engineers have integrated a number of technologies that make it easier to ride than ever before. For the full technical briefing make sure to check out our 2011 Kawasaki Ninja ZX-10R First Look article. In this review we’ll focus on our riding impression and how it performs at the racetrack.

ELECTRONICS

Never in a million years did I think there would come a day that I’d say this, but, without question the most exciting feature of the new Kawasaki ZX-10R has nothing to do with the engine, chassis or anything else mechanical. It all comes down to a tiny black box and two sensors attached to each wheel. These are the primary components that make up the Sport-Kawasaki Traction Control (S-KTRC).

The system is the most advanced traction control system we’ve ever used on a production motorcycle. It is designed to allow riders to get closer to the “limit” of the motorcycle’s performance by optimizing rear wheel spin and engine acceleration. Part of the reason the system works so well is because it is adaptive to riding conditions. Unlike other systems there are no pre-determined engine fuel or ignition maps. The system is constantly making calculations based on throttle position, engine acceleration, gear position (load force) and front and rear wheel speeds. This allows it to “predict” what might happen and adjust the engine’s ignition curve in real-time.

Four different modes are available based on rider preference or road conditions. Level 1 is designed for track use with racing tires. Level 2 is for general sport riding on either the street or racetrack, while Level 3 is for use in the wet or on slippery road surfaces. The system can also be disabled completely.

Each mode is selected by holding down a toggle button on the left clip-on for approximately one second. This can be done on the fly as long as the throttle is closed. The selected mode is then displayed on the LCD cockpit display. Furthermore the chosen mode selection is stored when the bike is turned off and on again.

Considering we’d never turned a wheel at Georgia’s Road Atlanta not to mention the chilly asphalt temperature, we began the test by riding the bike in Level 2 mode. With its sheer number of blind turns and rises Road Atlanta is a very tricky circuit to learn. Still within just a handful of laps it became immediately clear the benefits of the S-KTRC.

There are a number of dips and rises on the track where the bike will power wheelie in second, third and even fourth gear. The TC incorporates a wheelie control functionality that allows you to literally keep the throttle pinned as the front wheel lifts off the ground during a power wheelie. To my surprise, it actually took considerable seat time to get used to this feature as my brain is hard-wired to either: lift off the throttle, dab the rear brake, or tap the clutch lever to get the front wheel back on the pavement. But if you can turn-off your brain and put 100% faith in the electronics it’s simply incredible how well it works with it completely mitigating the chance of the bike looping out and instead putting the front wheel down in a smooth and very natural feeling manner. However, we did notice the system felt herky-jerky in Level 3 as the bike would wheelie then set down and repeat.

After I had put certain segments of the track together I started to get greedy with the throttle when standing the bike up off corners. The rear tire would still spin slightly but it would do so in such a way that you could feel the bike trying to maximize every bit of forward drive. It felt like it would spin, grip, spin, grip as opposed to just spinning excessively when we attempted the same maneuvers with S-KTRC disabled.

But the craziest thing is just how unobtrusive the system is, especially in Level 1. It works its magic so inconspicuously that it’s difficult to tell that it’s even working (there is a segmented bar graph-style TC activation meter on the dash that displays how active it is working but you need to take your eyes off the road to view it). As opposed to other TC systems employed on say the BMW and Ducati, the Kawi’s set-up is far less intrusive when activated and it doesn’t feel like it’s restricting acceleration as much.

So will the TC system make the bike totally crash-proof? Not exactly. To test, I dialed in heavy throttle while transitioning from the edge to shoulder portion of the rear Bridgestone BT-003 race tire (learn more about this tire in the Bridgestone Battlax BT003 Tire Comparison) and one time the bike rear end snapped sideways and I popped out of the seat. The only thing that prevented me from crashing was basically luck.

If it doesn’t keep you from crashing what is it good for then? Think of it this way: The TC system takes off the “edge” of aggressive throttle input. It helps smoothen out the load you place on the rear tire during acceleration which in turn reduces wheel spin and maximizes acceleration off a corner. If you’re skilled enough you can certainly accomplish the same goal with your right wrist (Mat Mladin-style) but you’ll never be as consistent as the machine. Hands down this is the best feature of the new 10R and worth every penny of its $13,799 base MSRP.

In complete contrast to the totally new CBR, with the exception of a major styling change and some internal engine tweaks for 2008, the Kawasaki Ninja 250R has featured the same basic architecture since its inception in 1983. That’s well over two decades in production with only a host of minor changes throughout the years. And while one would think this would put the little Kawasaki at an advantage, much like we thought coming into the shootout, they would be wrong.

At the heart of the little 2011 Ninja 250R is a DOHC, liquid-cooled 248cc Parallel Twin 4-stroke that comes by virtue of a 62 x 41.2mm bore and stroke. This engine has more or less been the basis of the bike since Day 1. However, the tried and true engine received reshaped intake and exhaust ports, as well as a more compact combustion chamber and thinner valve stems in the ’08 revision. New camshafts, cam chain tensioner and more efficient cooling system were also a result of the update a few years back.

Dual Keihin CVK30 carbs deliver fuel to the engine, while the power is put to the rear wheels by a revised-in-’08 six-speed transmission. Also updated three years ago was the Ninja’s suspension, a new 37mm Showa fork up front and KYB shock gracing the rear. The front is non-adjustable, while the rear features pre-load adjustability, something the previous model lacked. Steering angle was changed from 27 to 26 degrees, while the outdated 16-inch wheels were replaced with more modern 17-inch units.

Seat height was also raised in 2008, going up 1.2 inches to sit 30.5 inches off the ground. While a bit up compared to the previous model, it’s exactly the same as the new Honda and still quite easily accessible for riders of just about any stature. Rounding out the updates three years back was all-new styling and pedal-style brakes; a single 290mm unit up front and 220mm disc out back.

This entry-level Kawasaki Ninja, which has been a top seller for Kawasaki for decades, remains almost totally unchanged for 2011, the exception being the customary BNG (Bold New Graphics) treatment. Retail price is $3999 and 2011 models are available now in dealers – if you can find one that is – in Black, Green/Black and Pearl White/Black color combinations.

Gear up, get on the Kawasaki and hit the right-hand starter button; the green machine fires to life in a fairly lackadaisical manner, sometimes requiring the use of the handlebar-mounted choke to get running in cooler temperatures. This is one area where the Honda has the Kawasaki pegged, as the CBR is off and away nearly instantaneously no matter the temp, while the carbureted Ninja requires a couple minutes warm-up time.

Once up to temp and underway the little Ninja sparks to life with an EPA-muted whine, running well from 2000 rpm all the way to the 13,000 rpm redline. Throttle response, while not as good as the fuel injected CBR, comes to life and becomes far more precise as speeds increase. For a carbureted engine the Kawi does well to not hiccup or bog down too badly at lower revs, and when into the upper rpms it outpaces the Honda quite easily.

“There’s no question the Honda runs better off the bottom, especially when cold,” says Waheed, “but once you get the Kawasaki going and under power it quickly pulls ahead. There’s no question it’s quicker everywhere throughout the rev range with the exception of the first eighth turn of throttle. Besides that there’s no doubt the Kawasaki has the Honda’s number when it comes to the engine department.”

A glance at the dyno shows exactly that, the Ninja 250R putting down 3.68 more ponies. As for torque, the Kawasaki lags slightly behind with a 1.81 lb-ft disadvantage. This added torque gets the Honda off the line quicker initially, but these bikes are quickly into the horsepower range, which helps propel the Kawasaki to a much quicker 7.7-second 0-60 mph time compared to the Honda’s best of 8.5 seconds.

One pays a bit for this added performance – in terms of gas mileage that is. The Kawasaki averaged 49.1 mpg over our term of usage while the Honda is some 15 mpg superior, averaging an impressive 64.7 mpg. When it comes to stopping distances things get much closer – exactly the same actually – with both bikes getting hauled down from 60 mph in 143 feet.

Another benefit of this added performance is freeway composure, as the Kawasaki runs almost 2000 rpm lower at 70 mph and will keep going to well over 90 mph whereas the Honda runs out of steam. This gives the rider an easier and safer time passing other traffic, as the Ninja isn’t nearly as strained at left lane cruising speeds.

“The Ninja is more suited to riders who will need to log miles on the freeway or go on longer riders,” Hutchison comments. “Same goes for longer commutes – this is an area the Kawasaki has an advantage over the Honda because the engine just feels like it isn’t working so hard over extended periods at 70 mph.”

The Ninja’s only noted downfall on the freeway was a high-frequency buzz. Though the Honda Single vibrates more throughout the range, the Kawasaki is very smooth down low but as revs build a light hand-tingling sensation comes to the forefront, something some riders minded more than others.

Adds Hutchison: “This motorcycle feels more buzzy to me than the Honda. Both have vibration but the Kawasaki makes my hands tingle and the Honda did not. I feel the difference is similar to the way a Ducati Twin vibrates compared to the way an Inline-Four engine buzzes.”

But not everyone agreed with Hutch, Dawes commenting he felt less overall vibration from the Kawasaki compared to the Honda, something Waheed and I also agreed with.

Once off the freeways and onto the back roads the Kawasaki continues to shine. Handling from the quarter-liter Ninja is very planted and stable, the bike changing direction with minimal effort and holding a line extremely well. Stability is also quite confidence inspiring, as while it may not be as sharp-edged as the Honda, the Kawasaki feels quite a bit more solid. Both come equipped with IRC Road Winner tires, which aren’t horrible, but if you plan to take one to a trackday we highly recommend changing out the rubber for something a bit stickier.

“It feels a little bigger, more like a motorcycle; where the Honda feels kind of small like a scooter,” says our largest test rider at 5’11” at 200 pounds. “It just seems to handle a little better and doesn’t flex as much on bumps in the corners.”

Overall ergonomics are somewhat similar to the Honda, both seats sitting 30.5 inches off the ground with an easy reach to the raised up clip-ons and pegs not overly cramped. As for overall comfort, the Honda’s cozier seat gave it the nod over the Kawasaki, if ever so slightly.

“I like the way the Honda looks and it is a lot more comfortable than the Kawasaki,” says Hutchison. “The bike is smaller overall but more roomy and doesn’t cramp up the rider as much. Also, the seat is great, definitely way more comfortable than the Ninja seat. It seems to be a perfect bike for in-town commuters or weekend jaunts in the hills.”

The Kawasaki also falls behind slightly when it comes to the transmission, as the seamless six-speed on the Honda is smoother and more positive, where the Kawasaki is slightly dead feeling and can be sloppy engaging, especially from first to second. That’s not saying it’s bad in any way, it’s just not on the same level as the Honda.

And while the Honda has the Kawasaki’s number in terms of transmission and slow-speed running, as well as gas mileage, the speed and handling abilities of the Kawasaki are impossible to overlook. By virtue of a 3-1 decision among testers, we have to give the Kawasaki the nod as shootout winner; surprising considering how much older the basic technology is. But Kawasaki has had over two decades to get it dialed in, and when it comes to the lightweight sportbike market, it’s done its homework. The real winner in this are beginner sportbike riders all over the world, as now there are more than one high-performance quarter-liter options, which will hopefully encourage more people to share in the sport we all love so dearly.

Workman, who hails from the UK, grew up drag-racing at “Run What Ya Brung” public track days, but his previous machine was hamstrung by its short, road-friendly wheelbase. So he built this longer, more strip-friendly machine, using the frame from a crashed 1989 Suzuki GSX-R1100. Despite the logos, the engine is a bit of a mongrel—part Wiseco big block, part Bandit 1200. It’s now 1340cc in capacity with heavily upgraded internals, including forged alloy pistons, Carillo rods and a lightened crank.

Suzuki GSX-R 1100 Streetfighter’s clad with heavy-duty Yoshimura engine covers and then Workman added a Pro-Mod style Nitrous Express ‘wet kit’ to send the power output through the roof. (‘I had a bit of trouble getting the bottle through British customs,’ he notes.) The front end is from a Suzuki GSX-R1000 and now sports oversize 320mm Galfer wave rotors.

A modified swingarm stretches the wheelbase by 8”, allowing the bike to get its power down on the strip. The hand-beaten aluminum tank comes from an ex-Durex race team bike that competed on the Isle of Man, and the German-made bikini fairing houses an Aprilia RS250 lamp. The exhaust system is a genuine Yoshimura titanium duplex system.

So, is it quick? All I know is that Lee Workman’s previous bike would run the quarter-mile in a smidge over ten seconds—and this one is considerably more powerful.

Source bikeexif.com

MV Agusta are producing only 200 units of the Gold Series, MV Agusta is building these bikes to each customer’s specifications, with a price tag upwards of €20,000 being the name of the game.

Helping justify that high cost for the MV Agusta F3 Serie Oro, MV Agusta has made Brembo monobloc calipers, Öhlins forks, an Öhlins TTX rear shock, and forged aluminum wheels all stock on the 675cc supersport machine.

The premium F3 also boasts plenty of carbon fiber and a sophisticated electronics package,

Continuing the trend of MV “Gold” specials – seen in 1999 with the F4 and 2004 with the Brutale – the F3 version will also come loaded with lightweight Magnesium alloy wheels.

MV Agusta has set it’s Italian appetite on the middle-weight supersport class. The machine ready to take on all other supersports is the MV Agutsta F3, one that the manufacturer says is synonymous with “excellence, style and technology.”

Wanting to upset the balance of power in the supersport class, MV Agusta designed the F3 to completely exceed all previous conceptions of what a supersport motorcycle should be, therefore redefining an entirely new category.

The motorcycle features a 675 triple which is currently claimed to make 137 horsepower, and is designed to be more compact and lightweight than all other supersport motorcycles.

The most attractive feature on the new F3 is the triple-pipe side exit muffler, and the usual smooth lines typical of MV Agusta.

MV Agusta F3 Engine

The powerplant of the new F3, an inline 675cc three cylinder, plays homage to the most victorious motorcycle brands in the word.

With this layout MV Agusta raced and won an unprecedented number of races and world championship titles. This iconic engine has now returned in the form of an avant garde middle weight supersport with performance technical solutions based on the demands of Claudio Castiglioni who is convinced that this is the ideal architecture for a middle weight supersport.

The MV Agusta F3 engine is the most compact, incredible short and narrow engine ever seen in this category. The powerplant is incredibly modern in design, technologically advanced and capable of generating the most power ever seen in this category. One of the numerous technical features is the counter- rotating crankshaft, never before seen on a production supersport engine.

MV Agusta F3 Electronics

The most advanced electronic engine control system has been designed specifically for this extraordinary three cylinder. For the first time on an MV (and in the middle weight supersport category) there is Ride By Wire with multi-maps that optimize the power output in all riding conditions. The MV TC traction control has been incorporated into the engine control system raising the dynamic control to a new level on the F3.

As with all previous MV’s, the advanced frame design incorporates a mix of steel tubing and aluminum side plates that wrap around the ultra compact engine offering a level of compactness never before seen on a supersport motorcycle.

The compact MV Agusta F3 engine dimensions left the maximum liberty to design the most advanced chassis on the market with an exceptionally long single sided swingarm that guarantees traction and feedback to the rider.

The components, as always, are of the highest quality. The Marzocchi front fork is completely adjustable as well as the Sachs rear shock. The front brake system consists of a Nissin radial master cylinder and Brembo radial calipers and discs.

It is simply the best and the new standard by which all other middleweight supersport bikes will be judged.

MV Agusta F3: Three Cylinders, Made in Italy

The dominance of MV Agusta in the motorcycle Grand Prix is in part due to their most victorious engine design. Of the 37 world titles won by the bikes from Cascina Costa, 10 are attributed to the bikes with the inline three cylinder engines.

MV Agusta was the first motorcycle manufacturer in the world to believe in this technical solution, a risk that paid off with countless victories. The three-cylinder project began as a twin cam 350 followed by a 500cc version, these bikes were legendary for their power as well as their lighter weight and improved aerodynamics compared to the 4 cylinder competition.

The project was designed at the request of Count Agusta, developed on the race track by Giacomo Agostini and raced by the greatest champions of all time winning immediately. Initially the 350 twin cam, followed by the 500 twin cam, these motorcycles became the reference point for all of the other manufacturers as they offered unmatched performance allowing them to dominate the competition.

This dominance was translated into 10 world championship titles, 9 Italian championships and 215 race wins. The MV three cylinder was a motorcycle unequaled by the competition by applying technology that was advanced for its time and destined to become the future for all high performance engines.

Even today, the classic three-cylinder MV Agusta motorcycle is an example for the rational application of technology and pure styling. A style so unique that it transcends to the soul of the MV’s of today.

Having to choose which engine layout would power the new MV Agusta middle weight, Claudio Castiglioni chose the most rational configuration of the three cylinder. A choice that is technically advanced while at the same time respects the long history of MV Agusta and their countless successes with this engine layout.

Today, as well as in the past, the F3 takes advantage of a very compact design, advanced technology and unparalleled power.

With the new F3, history and future are fused into a single entity giving form to the most beautiful and technologically advanced “600″, a motorcycle that clearly marks the beginning of a new era.