The Stampede: Prequel To Born Free Motorcycle Show

The Stampede kicked off the weekend’s excitement for the Born Free motorcycle show yesterday at the legendary Costa Mesa Speedway in Orange County, California. The night’s festivities included short-track racing of everything from tank-shifting Harleys to rigid-frame minibikes and liquid-cooled Indians.

the stampede

Caballero up the inside.

The event saw racers and spectators from many walks of life. To be certain, beards and tattoos were in no short supply at the Speedway on this evening. Any action-sports fan will have also noted some familiar names flying by the grandstands – and one almost into the grandstands. Steve Caballero, one of the original pro skateboarders, piloted a tank-shifting Harley-Davidson Flathead 45. Caballero celebrated a little too hard on his first heat race of the evening, sending himself and the vintage motorcycle into the wall at relatively low speed. The rider/skater was unharmed in his spill. We also saw freestyle motocross champions Carey Hart on an Indian Scout and Jeremy “Twitch” Stenberg on a modified H-D 750 Street.

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Carey Hart kicking it slideways on board his Dualigan race team Indian Scout.

There is no better way to get the blood pumping than raucous engine noise being blasted out of upturned, fishtail exhaust pipes and being pelted with sand at track side. Let’s not forget that this event sets the mood for the weekend’s upcoming Born Free 9. Think loud, ridiculous, unbridled fun.

the stampede

I will be at the Born Free festivities this Saturday. If you see me, say hello, tell me a funny joke or a hilarious anecdote. I’ll be the one with the pierced ears, tattoos, and flat cap on, so I should be fairly easy to find. I hope to see some of you there!

The Stampede: Prequel To Born Free Motorcycle Show appeared first on Motorcycle.com.

MotoChic Creates The Sisterhood Of The Traveling Bag Promotion

Smaller companies need to be creative in their marketing in order to gain a wider audience. This promotional tour set up by MotoChic is one of the most creative ones we’ve seen in a while. It harnesses the power of social media in a format that is sure to spark some interest. We know that MO will be watching.

Begin Press Release:


MotoChic® Gear Releasing Lauren Sport Bag: 

Weatherproof Design Driven by Consumer Feedback Road-testing kicks off with “Sisterhood of the Traveling Bag” 

June 19, 2017 — (San Francisco, CA) Compelled by consumer feedback, MotoChic® Gear founder, Debra Chin, is releasing a sport rendition of the patented Lauren bag, with weatherproof materials and distinguishing features.

True to the MotoChic® mission, the Lauren Sport combines innovative design with high performance materials to create safe and stylish gear that’s as fashionable as it is functional. Meticulously crafted from durable, lightweight polyester, the weatherproof Lauren Sport features light gray, quilted, weatherproof fabric accented with YKK® water repellent zippers in high visibility red, pink, orange or yellow.

Chin shared, “Customers love the Lauren bag for its versatility, and suggested I offer it in a lighter weight more casual version, too. I’m extremely proud to announce the launch of the Lauren Sport.”

Chin previewed the Lauren Sport at the recent Qualtrics Insight Summit in Salt Lake City. Among those surveyed, 100% had a positive reaction to the bag. Those polled agreed the Lauren Sport is high quality, well made, and functional. An Insight Summit attendee remarked, “It is extremely well designed. You seem to have thought of everything and more.” Others shared comments such as, “It looks very modern. I love it!” and “With the combination of style and utility it seems like a bag I could have forever!”

Chin plans to put the bag through additional rigorous road-testing this summer. Inspired by the best-selling novel and blockbuster movie, The Sisterhood of the Traveling Pants, two Lauren Sport bags will be sent on the road with five adventurous female riders. The bags will pass from woman to woman, with each woman putting the Lauren Sport through its paces on her journey, and sharing testimonials from the road on social media. The women chosen to participate in MotoChic’s “Sisterhood of the Traveling Bag” are:

  • Margaret Vatamaniuk of British Columbia, Canada, a www.twowheeledlife.com blogger, who will ride with the Lauren bag on her Harley-Davidson Heritage Softail from Ottawa to Vancouver Island, June 28 – July 12 (Facebook @twowheeledlife / Instagram @two_wheeled_life / Twitter @margvatman)
  • Polly Pierce who will ride with the Lauren bag on her BMW 700 GS from her hometown of Kane, Pennsylvania to Salt Lake City, Utah, July 7 – July 16, for the BMW MOA Rally (Facebook @polly.pierce.50 / Instagram @pierce.polly / Twitter @pollypierce1)
  • Kaci Berry of Springdale, Arkansas, a www.ducatidiva.net blogger, who will take the Lauren bag on her Ducati Monster 620IE, July 21 – July 28, to ride the Tail of the Dragon in Robbinsville, North Carolina (Facebook @KaciBerry / Instagram @DucatiDiva / Twitter @Redklberry)
  • Shannon Vaughn of Dickinson, North Dakota, a www.lifelipstickmotorcycles.com blogger, who will ride with the Lauren bag on her Harley-Davidson 1200 Sportster, August 4 – August 13, to the Sturgis Rally in South Dakota (Instagram & Facebook @lifelipstickmotorcycles / Twitter @Lifelipsticmoto)
  • Lisa Wallace of Ohio who will ride with the Lauren bag on her Harley-Davidson 2017 Sportster 48, August 21 – August 28, on the Blue Ridge Parkway in Ohio (Instagram @wallacelisa)

After the adventures are completed, the “sister” with the most engagement on social media will win a brand-new Lauren Sport of her very own.

Like its predecessor, the Lauren Sport quickly and easily converts from a backpack to a tote bag with large reflective panels on the exterior for nighttime visibility. An innovative new addition is an LED light that illuminates the interior of the bag. Other distinguishing features include:

  • YKK® water repellent zippers and water resistant motoprint lining
  • Built-in grab handle on the women-friendly backpack harness for easy carrying
  • Soft lined protective pocket on the interior that fits up to a 15″ laptop
  • 100% vegan friendly materials

The MotoChic® Lauren Sport will be in stock August 2017, and is available now for pre- sale at www.motochicgear.com/shop/the-lauren-sport-bag/ for a special introductory price to be announced to newsletter subscribers.

About MotoChic Gear®

MotoChic® answers the need for high quality, design-conscious clothing and accessories for women with fast-paced lifestyles. World travelers, sports lovers, fitness fans, commuters, moms, students and fashionistas will find what they need in MotoChic®. Wherever your next great life adventure takes you, MotoChic® will be there.
For More Information, visit: www.motochicgear.com.

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MotoChic Creates “The Sisterhood Of The Traveling Bag” Promotion appeared first on Motorcycle.com News.

2018 BMW R nineT Urban G/S Review – First Ride


2017 BMW R nineT Urban G/S

Editor Score: 84.75%

Engine 17.75/20
Suspension/Handling 12.0/15
Transmission/Clutch 9.0/10
Brakes 8.5/10
Instruments/Controls 3.5/5
Ergonomics/Comfort 8.5/10
Appearance/Quality 9.5/10
Desirability 8.5/10
Value 7.5/10
Overall Score 84.75/100

The only thing better than producing a hit might be producing one by accident. BMW knew the R nineT was a cool bike they hoped the younger set would like, but they claim to be surprised by just how successful it’s been. They didn’t really corral as many bearded millennials as they’d hoped, since their numbers tell them the average nineT buyer is 49 years old and as wealthy as the typical K1600 buyer. But maybe that’s because that first 2013 R nineT was a $15,000 motorcycle?

2017 BMW R NineT Scrambler First Ride Review

2017 BMW R NineT Racer Review – First Ride

2017 BMW R NineT Pure And R NineT Racer Previews

Since then, they’ve been working to bring that price down to a more affordable place. Putting “Scrambler” in a bike’s title is another good sales tool lately, and the R nineT Scrambler got its priced trimmed to $13k via a few cost-cutting moves, such as using a steel tank instead of an aluminum one, less-expensive suspension, etc.

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After the original R nineT and the Scrambler came the R nineT Racer, the R nineT Pure, and now the fifth and, BMW says, final bike in its “Heritage” line, R nineT Urban G/S. Urban is the perfect name for it, since this one’s styled after BMW’s original Paris-Dakar R 80 G/S of 1980. Wait, what? Well, really, ADV bikes have advanced enough since 1980 that the new Urban really does feel more at home on city streets than it would in the Sahara; here’s to hoping we never have to find out for sure. (Maybe they meant “Urbane”, and the e was lost in translation?)

For fully $5 less than the Scrambler, at $12,995 the Urban adds that swell original G/S vintage paint scheme, including the red seat, a dirtbikey-looking front fender beak and bikini fairing, and a single-muffler exhaust that exits lower on the left than the Scrambler’s two-muff high-pipe design. Other than those things and a bunch of details (nice details), the Scrambler and Urban both get a 43mm conventional fork up front (mit gaiters) carrying a 19-inch cast front wheel.

2018 BMW R nineT Urban G/S Review

All the loaners wear tubeless wire spoke wheels, a $500 option; Continental TKC 80 rubber is a $0-dollar option.

At the rear, the same single shock controls the same shaft-drive Paralever rear end, carrying the same 4.5 x 17-inch rear wheel. Suspension travel is the same 4.9-inch front, 5.5-inch rear. About the only difference we can spot in the spec chart is that the Urban’s seat is 33.5 inches from the deck instead of the Scrambler’s 32.5, and BMW says the Urban weighs two pounds more, 487, with its 4.5-gallon tank topped up.

Which ain’t exactly light: Ducati’s Scrambler is substantially lighter (and 400cc smaller…–Ed.), Triumph claims 454 pounds for its new Street Scrambler without fuel, which means it’s probably right there with the BMW. Neither of those bikes have 1170cc of displacement, though, and the Urban moves right out when you crack the throttle. The claim is 110 horsepower and 86 pound-feet of torque, which translated to 102 rear-wheel horses and 76 lb-ft on our dyno for the original R nineT. The guttural rumble coming out of the single pipe seems burlier than the nineT’s twice pipes, which is nice as you roll through downtown Santa Monica. If anybody protests, you can tell them you’re Euro-4 compliant. There’s also a new cable-operated EXUP-type exhaust valve down there in the midpipe, “to meet the desire for a classic Boxer sound while still complying with the noise emissions directive ECE R41-04.”

2018 BMW R nineT Urban G/S Review speedometer

Another place where a few bucks were saved was by deleting the tachometer, which is mostly unnecessary on a big Twin you can hear and feel as much as this one. I kept looking for a low fuel light that never came on, but at about 130 miles, a yellow triangle and a little “R” comes on and the tripmeter starts counting backwards…

That first 1980 G/S we’re harkening back to here was 798cc and claimed just 50 hp, and the new bike’s powerful enough you almost wish they still made an 800 if it made the bike 50 pounds lighter. On the street, it’s no problem. On dirt roads, well, a little less weight would mean bikes like this might see more dirt roads.

But there are no dirt roads in Santa Monica, and precious little dirt. Squeezing down Ocean Boulevard through the buses and Priuses, the big mirrors on the wide aluminum handlebar are a tight squeeze, but the clutch pull is light and the ergos are excellent. On a day when planes were unable to fly in Phoenix due to temps above 118, a deep marine layer over the Pacific coast required me to flip the heated grips (a $250 option) onto low. Easy to do with the Urban’s dedicated right-grip button.

2018 BMW R nineT Urban G/S Review action

Serf’s up. The seating position is ideal for sporty riding.

Once loose in the Malibu hills, everything comes together very nicely, and you can switch the heated grips off as the new Metzelers come up to operating temperature. The big Boxer motor produces so much torque down low, it shoots the bike ahead every time you grab a gear unless you dip the clutch a little, but it doesn’t take long to remember these bike’s slight shifting idiosyncrasies; in exchange for that, the big longitudinal crankshaft lends ship-like stability that still responds quick enough when you ask for a change of course, and the Urban is seriously fast compared to other “Scramblers” when you find a straight. Throttle response is crisp, smooth and linear. At first, the engine noise seems a bit flatulent, but after a while you begin to think of it  more as vintage speedboat, segueing into some kind of cool WW2 airplane.

2018 BMW R nineT Urban G/S Review muffler

Careful, there’s 110 horsepower coming out of there. You can remove the whole rear section of frame that carries the passenger pegs if you want to, and substitute a rear cargo rack for the passenger seat.

Suspension is firmer than you might expect, and feels better balanced than the original nineT, which went down by the bow every time you used its front brake hard. The Urban, with its higher bar and stiffer front end, works better as a sportbike on tight roads, even with its 19-inch front tire. When stopped, the seat doesn’t feel as high as the 33.5 inches BMW specs it at. The high handlebar fits 5-foot-8 me pretty well when standing, you can pop the rubbers out of the toothy footpegs, and I would not be too afraid to set off down an unbeaten path on the Urban, especially if you went with the TKC 80s.

2018 BMW R nineT Urban G/S Review

At least BMW’s ad agency people found some unpavement. ASC (Automatic Stability Control) is another available option: $400. Switchable ABS is standard.

According to the specs, the Urban has the same gearing as the original R nineT, which always felt a bit short. There’s tons of power to cruise as fast as you want on the freeway, but you can definitely feel the Boxer motor thrumming through the Urban’s grips beginning from about 75 mph to 85 mph. Then it’s back again at about 100, which is a bit too fast for comfort on a bike this upright, anyway (though there’s plenty more top-end left). But this is the first bike BMW’s ever loaned us with only 6 miles on the odometer; I’ve been told Boxers smooth out as they gain miles.

2018 BMW R nineT Urban G/S
+ Highs

  • Sweet retro BMW Paris-Dakar looks
  • No-kidding performance, great ergos
  • Upscale detailing everywhere you look
– Sighs

  • $$$ add up in a hurry with a few must-have options…
  • A tad buzzy around 80ish
  • Too nice to abuse in the manner it’s itching for

Aside from that nitpick, bikes like this are fantastic for everyday scooting around town; Urban actually fits – though the burly, powerful engine in this one will put the hurt on everybody else’s Scrambler. Throw some soft bags over the seat to carry your organic produce home from Whole Foods, throw your SO on back for an adventure ten Starbucks away. Roland Sands is making cool billet covers for BMW, and yes of course there’s a clothing line (that does not include lederhosen or dirndls).

Great bike, a step or two ahead of the Scrambler competition in terms of performance – and I have to say my personal favorite of the BMW “Heritage” models. Then again, a Ducati Scrambler Icon is $4,000 cheaper, and guys old enough to remember the 1980 R80 G/S probably aren’t exactly the young crowd BMW’s hoping to reach with this one. So we wish them best of luck when it comes to attracting hipsters, but it’s also nice to reflect that it’s the, ahhh, more mature crowd that’s able to appreciate the finer things in life – especially the discriminating mature crowd that’s always loved its BMW Boxers. I wouldn’t be surprised to see them snap these things up.

2018 BMW R nineT Urban G/S Specifications
MSRP $12,995
Horsepower (claimed) 110 hp @ 7,750 rpm
Torque (claimed) 86 lb-ft @ 6,000 rpm
Engine Capacity 1170cc
Engine Type 180-degree oil-cooled Boxer Twin
Bore x Stroke 101mm x 73mm
Compression 12.0:1
Fuel System EFI
Transmission Constant-mesh 6-speed
Clutch Hydraulically actuated dry clutch
Final Drive Shaft
Frame Tubular space frame
Front Suspension 43mm telescopic fork, 4.9-in. travel
Rear Suspension Paralever, 5.5-in wheel travel
Front Brakes 320mm dual disc, four-piston calipers, ABS
Rear Brakes 265mm single disc, two-piston caliper, ABS
Front Tire 120/70-19
Rear Tire 170/60-17
Seat Height 33.5 in
Wheelbase 60.1in
Curb Weight (claimed) 587 lbs
Fuel Capacity 4.5 gal
Electronics ABS, ASC (optional)
Colors White/Blue/Red

2018 BMW R nineT Urban G/S Review beauty
2018 BMW R nineT Urban G/S Review
2018 BMW R nineT Urban G/S Review headlight and bars
2018 BMW R nineT Urban G/S Review action
2018 BMW R nineT Urban G/S Review action
2018 BMW R nineT Urban G/S Review action
2018 BMW R nineT Urban G/S Review action
2018 BMW R nineT Urban G/S Review action
2018 BMW R nineT Urban G/S Review action
2018 BMW R nineT Urban G/S Review action
2018 BMW R nineT Urban G/S Review action
2018 BMW R nineT Urban G/S Review beauty
2018 BMW R nineT Urban G/S Review muffler
2018 BMW R nineT Urban G/S Review rear brake
2018 BMW R nineT Urban G/S Review front brake
2018 BMW R nineT Urban G/S Review speedometer
2018 BMW R nineT Urban G/S Review seat
2018 BMW R nineT Urban G/S Review
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2018 BMW R nineT Urban G/S Review engine
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2018 BMW R nineT Urban G/S Review – First Ride appeared first on Motorcycle.com.

The Ducati Experience Tour at Southern California Motorcycles

Southern California Motorcycles will be hosting a stop on the Ducati Experience Tour mid-July in Brea, CA. This will give California residents access to Ducati’s traveling demo fleet of bikes for a chance to experience the big twins out of Borgo, Panigale.


The Ducati Experience Tour is coming to Ducati Brea So Cal
Ride the 2017 lineup at the ONLY Ducati Factory Demo Truck Event in California!

(Brea, Calif., June 14, 2017) — Southern California Ducati in Brea will be hosting a special event July 14th – July 16th, to celebrate the Ducati Experience Tour. This is the only Ducati Factory Demo Truck event to be featured in California and gives riders the opportunity to demo the 2017 lineup.

Demo rides will be each day from 9am-5pm with a BBQ on Saturday and Sunday. A service special will be offered Friday and Saturday where customers will have the opportunity to get their suspension set up for just $40 when they make an appointment. Riders must have a valid motorcycle license and meet demo ride requirements. Ducati sales specialists will be available to answer any questions and accept deposits.

Southern California Motorcycles consists of the #1 Triumph Dealer of all time, plus Ducati, Suzuki, Victory, Moto Guzzi, and Royal Enfield as well as an ever-changing selection of pre-owned motorcycles. We offer the widest selection of motorcycles, apparel, and accessories for our brands you will find anywhere. Southern California Motorcycles was started in 2000 by Tom Hicks, who believes in a celebration of motorcycling through quality product, education, and customer service. We are located at 515 W. Lambert Rd. in Brea, CA, just a mile from the 57 freeway.

The Ducati Experience Tour at Southern California Motorcycles appeared first on Motorcycle.com News.

2017 Superbike Track Shootout

A few days riding seven of the most powerful sportbikes available on public roadways without incurring a single speeding ticket is next to miraculous. Johnny Law, wildlife, tourists, and sharing hotel rooms with one another are only a few of the occupational hazards we navigated when conducting our 2017 Superbike Street Shootout. The street-centric comparison may be representative of the actual lives most of these motorcycles will lead in the real world, but for us it’s a necessary precursor to where we prefer to be and where these bikes should actually be ridden: the racetrack.

“If you own one of these and don’t take it to the track, then you’re simply not getting your money’s worth,” says our Editor-in-Cheese, Kevin Duke. “If you want a high-performance streetbike and have no plans to bring it to a racetrack, you’d be better off with a Tuono or FZ-10 or 1190SX or Super Duke.”

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“We’re junkies loose in the pharmacy with all kinds of motorcycles here at MO, but every year – or at least every couple of years – when it’s time for the big Superbike Comparison!, well, all of us get even more amped-up than usual,” says John Burns in his latest Whatever – Sportbikes Forever! column. Burnsie goes on to describe the mixture of adrenaline and fear when piloting open-class sportbikes when removed from the bonds of laws and etiquette. And he couldn’t be more right. Launching a 180-horsepower Aprilia or BMW onto the banked straightaway at Auto Club Speedway, engulfed in the sound and fury of dizzying forward thrust, is an intoxicating thrill, to say the least.

Which one of these seven is the most thrillingest is what we’re here to discover. Our reigning Sportbike of the Year, Aprilia’s RSV4, won the street shootout by a minimal margin, but Honda’s new CBR1000RR put up an admirable fight by virtue of its surprising agility. And let’s not forget the excellence offered from the other manufacturers, including the World Superbike-winning Kawasaki ZX-10R, the MotoAmerica-winning Yamaha R1, the newly updated Suzuki GSX-R1000, and the class-redefining BMW S1000RR, all of which are worthy of your attention and consideration. Here we go.

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Retaining its 7th-place position from the street shootout, the EBR 1190RX lost a few percentage points in this venue largely because its foibles at legalish street speeds move front and center when at track pace. Take that single, large rim-mounted front brake, for instance, a complaint among all the testers.

2017 Superbike Spec Chart Shootout

“The 1190’s oddball front brake didn’t deliver the level of confidence needed on a high-speed racetrack, feeling weak relative to the others and causing me to run off in Turn 1 when I asked for the same level of braking at the same lever pressure,” says Kevin Duke. “It needs a strong pull to access its full power.”

If you’re desiring a fast trackday bike and don’t mind one that’s rough around the edges, can overlook its substandard front braking performance, and are willing to tolerate shrinking parts availability, the EBR 1190RX is a bargain at the $10k price several EBR dealers are asking.

If you’re desiring a fast trackday bike and don’t mind one that’s rough around the edges, can overlook its substandard front braking performance, and are willing to tolerate shrinking parts availability, the EBR 1190RX is a bargain at the $10k price several EBR dealers are asking.

The EBR’s best attributes – quick transitioning, a solid chassis offering good edge grip, and quality suspension – remain, allowing skilled pilots to take advantage of the EBR’s strengths. In the hands of our expert-level roadracer, Fabrice Vilder, he estimates he was an average of 2 seconds slower compared to the other bikes in the test. Not too shabby for a bike lacking the braking performance, much of the electronic wizardry and overall polish the others possess. Chalk up the EBR’s nearly-as-fast lap times to its impressive 162 horsepower and shootout-topping 87 lb.-ft. of torque.

“EBR sadly is a bit out of its depth,” says Burns. “Still feels really light and quick-reacting and seems to have power to stick with just about any bike out there. It’s just the integration of systems where it loses milliseconds (seconds in my case), its responses don’t flow as seamlessly together as the other bikes, with their lean-sensitive ABS, quickshifters, etc. Having said that, it’s the only one I could afford, at $10k, and it would be fun to try and smooth everything out. The power is already there…”

The 1190RX delivers impressive power figures from the biggest engine in this test. (Oddly, the EBR has an abnormally long throttle sweep that requires far more rotation to reach its stop.) Kawasaki and Yamaha are fighting one another for worst midrange torque curve, while the GSX-R’s variable-valve-timing system shows its powerband-broadening abilities. The CBR has a remarkably effective zone from 7000-10,000 rpm. Considering the BMW’s amazing pull up top, it’s incredible that it’s not really lacking at any part of its rev range.

The 1190RX delivers impressive power figures from the biggest engine in this test. (Oddly, the EBR has an abnormally long throttle sweep that requires far more rotation to reach its stop.) Kawasaki and Yamaha are fighting one another for worst midrange torque curve, while the GSX-R’s variable-valve-timing system shows its powerband-broadening abilities. The CBR has a remarkably effective zone from 7000-10,000 rpm. Considering the BMW’s amazing pull up top, it’s incredible that it’s not really lacking at any part of its rev range.

Like the polarizing looks of the Yamaha YZF-R1, the EBR managed to wedge apart testers to the point of unfriending one another on Facebook. Guest tester Thai Long Ly and Evans Brasfield best represent the two opposing camps.

I know my esteemed colleagues aren’t as giddy as I am with this corn-fed muscle bike, but I’m definitely a fan,” says Ly. “The chassis is excellent, as is the suspension. But aside from that, the EBR is certainly outclassed by its peers from a refinement and electronics standpoint. Like a one-night stand, this bike is raw, wild and satisfies if you’re willing to abandon all small details and niceties and just go for broke.”

To which Brasfield rebuts, “I have few things nice to say about the EBR. Perhaps it is a failing on my part. The brakes didn’t exhibit the judder I felt on the street, but I never gained the confidence in them that I had on the other bikes. The engine produced good power with a great exhaust note, but the vibration in the upper rpm range diminished any enjoyment I had.”

“Overall, the 1190RX is simply a short step behind the contemporary state of the art,” Duke observes. “It’s one of the coolest machines in this test, but here amongst the latest and greatest sportbikes, it feels a bit crude.

We were happy to have the EBR represent the V-Twin segment of superbikes since Ducati declined to include the big Panigales in its press fleet, but it is outclassed in this field. Now, let’s move on to the bikes in this shootout from OEMs that aren’t being liquidated.

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The first reshuffling of the deck comes with the Kawasaki dropping from its fifth-place finish in the street shootout to sixth place on the track. Not because the Ninja did anything worse at track speeds, on the contrary, most testers quipped that the harder you push the ZX-10R the better it performs. It’s downfall in the track rankings is mostly due to the Yamaha performing much better here than it did on the street. More on that later.

“Similar to the BMW in a way” says Vilder of the ZX. “A freight train but with added front-end feel. This is the bike of the group that requires a bit more muscle and effort to go fast on, but it’s also very rewarding. The more you push, the more it gives. I can see myself achieving great lap times on the big Kawi having spent a few more sessions on it.”

Editorial Director, Sean Alexander, echoed those thoughts, adding, “The track-friendly nature of the ZX-10R’s power delivery and the stability of its chassis make it confidence inspiring, and that confidence in turn makes ever more rewarding the quicker you go. It’s easy to see why it makes such a good Superstock and Superbike competitor at the world level. I really love it on the racetrack.”

The Ninja’s gauges are dated when compared to the full-color TFT displays of some of its competitors, but the rainbow tachometer sweeping across the top of the cluster is one of the most easily visible tachs here. “I love its big bar graph tach; it’s the only one I ever have time to look at,” says Burns.

The Ninja’s gauges are dated when compared to the full-color TFT displays of some of its competitors, but the rainbow tachometer sweeping across the top of the cluster is one of the most easily visible tachs here. “I love its big bar graph tach; it’s the only one I ever have time to look at,” says Burns.

Most of our testers agreed the Ninja has high limits and performs better the harder it is pushed. Part of that impression is the ZX’s lack of low- and midrange grunt, also a complaint in our street shootout where midrange power is more important. Even though it’s easier to keep the Kawi’s inline-4 on the boil at the racetrack, a broader powerband is always desirable in getting power to the ground more easily.

“The Kawi pulls strong up top, but its midrange power is weaker than the others,” says Duke. “Evidence of the ZX’s racetrack competence is that I was able to punch out very similar lap times over several laps back to back.”

The Kawasaki and Yamaha are at the bottom of the curve when it comes to midrange horsepower production. Note how the power of the CBR (after being the highest-output four-cylinder in the 7000-8000 range) flattens out after 10k rpm, followed soon after by the ZX, GSX-R and R1, so that they are able to pass the EPA’s noise-emissions regulations by partially closing throttle plates at high rpm. The Euro bikes are seemingly unaffected, showing massive power advantages at the top end of the curves. “The EPA noise regs are probably doing more harm than good,” rants Duke. “Frustrated owners of affected bikes can get their ECUs reflashed for immediate power gains costing just a few hundred bucks, and since they’re already modding their engine, they may want to add an aftermarket exhaust system, which is likely to be louder.”

The Kawasaki and Yamaha are at the bottom of the curve when it comes to midrange horsepower production. Note how the power of the CBR (after being the highest-output four-cylinder in the 7000-8000 range) flattens out after 10k rpm, followed soon after by the ZX, GSX-R and R1, so that they are able to pass the EPA’s noise-emissions regulations by partially closing throttle plates at high rpm. The Euro bikes are seemingly unaffected, showing massive power advantages at the top end of the curves. “The EPA noise regs are probably doing more harm than good,” rants Duke. “Frustrated owners of affected bikes can get their ECUs reflashed for immediate power gains costing just a few hundred bucks, and since they’re already modding their engine, they may want to add an aftermarket exhaust system, which is likely to be louder. ”

Completely opposite of the EBR’s underwhelming front-end stopping power is the Kawasaki’s use of Brembo M50 calipers, which provide fantastic braking performance and feel whether at street or track speeds. No real surprise, as we’ve gushed about these Brembo binders numerous times.

We’ll let Thai conclude our thoughts regarding Ninja. “This easily could be my third-place bike, and if ridden in isolation, has the goods to be a long-term commitment,” he says. “The brakes are strong and the ease at which the bike navigated the track made me smile uncontrollably with every passing lap. And with the speeds at which we descended the front wall into turns 1 and 2, any sudden smiles had to sneak past looks of terror as I clung to the clip ons for dear life (did I mention this bike hauls ass?). But this green and black Ninja always stayed composed and had me turning fast and fun laps time after time.”

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Like Kawasaki, Suzuki also suffered a slide in placement going from fourth place in the street test to fifth place at the track. However, had we the more expensive GSX-R1000R model ($17,199 vs  $15,099) with all the additional bells and whistles that come with it, the Suzuki would have placed better than fifth, as it does nothing poorly.

“The Gixxer was the biggest surprise on the track for me,” says Brasfield. “Within the first lap I felt at home on the bike with it responding exactingly to my every whim.”

The Gixxer’s tail section is petite, but some found it unattractive, reminiscent of styling from the mid-90s, as is the oversized muffler.

The Gixxer’s tail section is petite, but some found it unattractive, reminiscent of styling from the mid-90s, as is the oversized muffler.

As we mentioned in the street test, the GSX-R may be a new model but it hasn’t lost the traditional, familiar, comfortable sitting in, not on top of, feeling Gixxers are famous for. And to some degree this what Evans is alluding to when speaking about feeling at home on the bike. Switching to our go-fast racer impression, Vilder had these positive remarks about the second most affordable bike in the shootout.

“The motor is a force,” the expert racer says. “Suzuki engineers manage to find midrange and tons of top end power via their patented VVT technology. Although our test bike lacked the quickshifter/auto blip feature, it’s obvious this is a lethal track weapon, and don’t be surprised to see the Elias and Hayden duo give Yamaha a hard time this year.”

Kind words indeed. But Vilder wasn’t finished. “Easy bike to go fast on, great power, nimbleness, and balance. Great bang for the buck. They’ve also stepped it up in the quality dept and the bike feels and looks as good as it performs,” he says.

Alexander put it simply: “The Suzuki has that elusive trait shared by a lot of truly great racebikes: It gives no drama and produces no surprises, seeming to disappear below its rider while it gets on with the task of hauling ass.

They’re not our beloved M50 calipers, but they are Brembo monoblocks, and none of the testers complained about the stopping performance of the Suzuki.

They’re not our beloved M50 calipers, but they are Brembo monoblocks, and none of the testers complained about the stopping performance of the Suzuki.

From each tester’s butt dyno, as well as the official dyno charts above, it must be presumed that Suzuki’s use of variable valve timing is responsible for GSX-R’s excellent midrange in both horsepower and torque production. Of all the inline-Fours in the test, only the BMW and Suzuki provided enough grunt out of Auto Club Speedway’s slower corners to remain in second gear. For good drive on the Honda, Kawasaki, and Yamaha first gear must be selected.

“Its VVT technology seems to have paid off, delivering more low-end grunt than any Japanese literbike, while still pulling hard near its upper end until – like all the Japanese bikes – power production is curtailed due to noise-emissions regulations,” says Duke.

At 444 pounds fully fueled the GSX-R1000 is the third lightest bike in the shootout, and only three pounds heavier than the next lightest bike, Yamaha’s YZF-R1. However, the Suzuki feels lighter than it is both on the track and street. The Gixxer was the only bike in this test aside from the EBR that didn’t have a quickshifter, a component available on its pricier GSX-R1000R brother as standard along with auto-blipping downshifter. “Going old-school with clutchless upshifts wasn’t a big deal, but it did feel somewhat like a blast from the past,” Brasfield opines. “These are the good old days of motorcycle technology!”

At 444 pounds fully fueled the GSX-R1000 is the third lightest bike in the shootout, and only three pounds heavier than the next lightest bike, Yamaha’s YZF-R1. However, the Suzuki feels lighter than it is both on the track and street. The Gixxer was the only bike in this test aside from the EBR that didn’t have a quickshifter, a component available on its pricier GSX-R1000R brother as standard along with auto-blipping downshifter. “Going old-school with clutchless upshifts wasn’t a big deal, but it did feel somewhat like a blast from the past,” Brasfield opines. “These are the good old days of motorcycle technology!”

Again, here’s Thai Long Ly to walk the Suzuki off stage.

“Although I had fun, I never felt like I had to own it,” he says. “Don’t get me wrong, it’s a fantastic bike that goes like stink, but it’s sorta like the pretty waitress at the 3am post-gig dinner. You flirt, tease and exchange numbers, but never actually get around to calling her despite the initial connection. And that’s too bad, as this is the best Gixxer to date.”

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The fly in Kawasaki’s and Suzuki’s ointment is the Yamaha YZF-R1. Our sixth-place finisher in the street test moves up two positions in the track test because it’s simply a more track-focused motorcycle, whereas the other two bikes better balance the their street/track strengths and weaknesses. But, it was close, the R1 scoring only 0.16% better than the Suzuki – a bike costing $1,600 less than the R1.

The biggest complaint about the R1 on the street, its seating position, didn’t have as large an impact on the track. The R1 still came in last place in the Scorecard’s Ergonomics/Comfort category, but its scores moved up from 76.4% to 87.9%.

“Ergos are fine on the racetrack, where you are too terrified to feel pain,” explains Burns.

All bikes in our test were outfitted with Bridgestone’s sticky Battlax Racing R10 tires. The DOT-legal race tires coped well with triple-digit horsepower and triple-digit speeds, even on Auto Club’s several long left-hand corners that gnaw into rubber. Despite the challenges to the tires, our testers didn’t complain about grip until nearing the end of the day when they were spent.

All bikes in our test were outfitted with Bridgestone’s sticky Battlax Racing R10 tires. The DOT-legal race tires coped well with triple-digit horsepower and triple-digit speeds, even on Auto Club’s several long left-hand corners that gnaw into rubber. Despite the challenges to the tires, our testers didn’t complain about grip until nearing the end of the day when the buns were spent.

As noted earlier, the Yamaha is the second-lightest motorcycle in this test, but that’s not how it feels. There’s just no getting around that the R1 steers heavier than most other bikes in this test. The trade off is absolutely rock-solid stability in fast sweepers, or, especially, at top honk on Auto Club Speedway’s high-speed banking.

“The R1 makes a good case for itself on the racetrack, where its committed riding position and geometry allow a rider to carry very high corner speeds,” says Duke. “It is among the heaviest steerers but very stable,” he continues. “The crossplane-crank motor impresses on track, with a rider able to feel the rear tire dig in under power, accompanied by exhaust music like Rossi’s M1.”

For this test we chose the standard YZF-R1, but for $1,700 less you can purchase a YZF-R1S. The differences are minimal, and for the average recreational rider, the money saved could buy a lot of trackdays. At the other end of the price spectrum ($21,990) is Yamaha’s YZF-R1M that comes with Öhlins Electronic Racing Suspension (ERS) – nice!

For this test we chose the standard YZF-R1, but for $1,700 less you can purchase a YZF-R1S. The differences are minimal, and for the average recreational rider, the money saved could buy a lot of trackdays. At the other end of the price spectrum ($21,990) is Yamaha’s YZF-R1M that comes with Öhlins Electronic Racing Suspension (ERS) – nice!

When we conducted our last superbike shootout two years ago, the new-at-the-time Yamaha R1 placed fourth in the track shootout, and it’s doing so again here against newer machinery from Kawasaki (upgraded in 2016), and the new-for-2017 Suzuki. So the R1 is aging well and maintaining its level of performance. Our racer-for-hire, Vilder, who competitively pilots a similar R1, came to this conclusion regarding the Yamaha.

“Although the R1 is entering its third year of production, it is still very much a contender. As a package, it is hard to beat,” he says. “The chassis is forgivable, very stable. I would say it matches the Aprilia chassis and performs well on tight tracks or long sweepers.”

And don’t accuse Vilder of favoritism for the Yamaha – he ranked it third on the Scorecard.

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For the first time since its 2010 introduction the BMW S1000RR finds itself out of the top two positions. The bike is still on the podium, but third on the box is a first for the S1000RR. Albeit the margin was probably one of thinnest in MO Scorecard history as only 0.09% separated third from second place. What’s triggering its fall from grace? It’s mainly the little things, but here in particular, price is one of them.

While we try to keep things fair by acquiring bikes of equal performance for similar prices, it never fails that BMW sends a model upgraded with most of all of its many options. In this case, the accoutrements of forged wheels and electronic suspension upped the Beemer to the most expensive bike in the test by $1,600. Yes, the price hurt the BMW’s scores in the street shootout, but not enough to significantly affect the outcome. On the track it’s a different story because the performance scores of other bikes in the shootout narrowed the gap.

“As equipped and set up, this is easily the best S1000RR I’ve ever sampled on a racetrack.” said Alexander., adding “The BMW’s was flawless and the wheelie control actually works unobtrusively now. Couple this electronics tuning with this chassis geometry and these damping tweaks and you get a bike that finally feels perfectly sorted for track use. I loved every second on it here at Fontana, it was instantly comfortable and very, very quick.”

“The optional forged wheels on the BMW endow it with amazing agility, but it needs to be said the Premium Package with forged wheels adds $3,150 to the cost of the bike,” Duke notes. The optional package also includes Gear Shift Assist Pro, Ride Modes Pro, ABS Pro, cruise control, heated grips and the semi-active suspension.

The S1000RR’s age can be seen in its gauges. The information conveyed is easily legible, but the aging cluster needs replacing if the BMW is to maintain its status as a premier European sportbike.

The S1000RR’s age can be seen in its gauges. The information conveyed is easily legible, but the aging cluster needs replacing if the BMW is to maintain its status as a premier European sportbike.

The increased price tag of the BMW also includes semi-active suspension, and while on the street the mostly push-button affair is a welcome nicety, on the track a lot of performance junkies will most likely prefer to spend the money elsewhere and fine-tune their suspension units the old-fashioned way. The electronic suspension worked well at the track, but a decent manual suspension can usually be adjusted to adequately control wheel movement at a racetrack.

Probably still the most impressive aspect of the BMW is the output of its engine. The Aprilia drew equal to the BMW in horsepower last year following a host of internal engine improvements, but BMW’s been making astounding power since its introduction seven years ago, and the Japanese literbikes still haven’t caught up, at least not in the EPA-legal tuning we must deal with here in North America.

“I’d imagine that a motor designed nearly a decade ago would be losing its luster in a hotly competitive field like superbikes, but that’s not really the case with the S10000RR, which pulls like a mo-fo past 180 mph on the banking at Fontucky,” says Duke.

It’s difficult to argue with the wide-ranging performance of the S1000RR, but its funky appearance and aging design caused it to lose some Cool Factor points in a few of our testers scorecards.

It’s difficult to argue with the wide-ranging performance of the S1000RR, but its funky appearance and aging design caused it to lose some Cool Factor points in a few of our testers scorecards.

The S1000RR is the second-heaviest bike in this test (460 lbs), but you’d never know by the quickness of its steering. The only other bike in this test that steers as efficiently/effectively is the lightweight Honda.

“When it comes to bending these bikes into a corner, the BMW is my second favorite, lining up just behind the Honda,” says Brasfield. “Given Auto Club’s technical nature, I was aware of the S1000R’s flickability throughout every lap. The Gear Shift Assist improves with every iteration, but the downshifts aren’t as buttery-smooth as the Honda and Aprilia.”

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Moving up one position from third in the street shootout to second on the track is Honda’s venerable CBR1000RR. True to the heritage of the original CBR900RR, the 2017 iteration is the epitome of lightweight and mass centralization. At 433 pounds full of fluids, the CBR is the lightest bike in the test by only eight pounds, but it’s how the Honda carries its weight that makes all the difference in the world.

“The CBR’s agility is astonishing, especially considering it has plain ol’ cast wheels instead of the cheater forged hoops on the BMW,” says Duke. “This latest RR continues Honda’s well-deserved reputation for creating motorbikes that are easy to ride quickly. Its agility and composure make it the most cooperative bike here, and it would be my first choice if I were to enter an endurance race.

The new CBR1k is a working example of the old adage, light makes right. As well as the Honda performed at a high-speed track such as Auto Club Speedway, it’d really shine at a tight, twisty venue such as Barber Motorsports Park.

The new CBR1k is a working example of the old adage, light makes right. As well as the Honda performed at a high-speed track such as Auto Club Speedway, it’d really shine at a tight, twisty venue such as Barber Motorsports Park.

User-friendliness is a term more often associated with a bike’s streetability, but it applies here as many testers noted how easy the Honda is to go fast on. The combination of flickability and stability is certainly part of the equation, but also are aspects such as its smooth response to rider inputs, as well as the fine tuning of its electronics and controls.

2017 Honda CBR1000RR And CBR1000RR SP Review

“The Honda was the pleasant surprise of the group for me,” says Vilder. “Incredibly easy to go fast on, everything is perfectly calibrated. The controls, ergonomics and geometry of the chassis lets you put the bike exactly where you want it to go. Just hop on and feel like a pro! A confidence-boosting motorcycle that puts a huge smile on your face lap after lap, effortlessly.”

Tokico calipers don’t jump out as wheel jewelry like our beloved Brembo M50s, but the radial-mount two-piece clampers and 320mm discs performed better than we expected. Great stopping power as well as feedback at the lever.

Tokico calipers don’t jump out as wheel jewelry like our beloved Brembo M50s, but the radial-mount two-piece clampers and 320mm discs performed better than we expected. Great stopping power as well as feedback at the lever.

One of the last superbikes to come equipped with a full electronics package, Honda nonetheless got things right.

“The CBR’s electronics were highly impressive at helping a rider extract maximum performance, throwing out a confidence-inspiring safety net while not neutering the superbike experience,” says Duke.

The CBR’s quickshifter with auto-blipping downshifter (a $579 option) was mentioned repeatedly for being one of the smoothest shifting transmissions of the seven bikes. A few testers did experience a couple of false neutrals, but it wasn’t something easily repeatable.

Leaving the track after his first ride aboard the Honda, Evans excitedly points and exclaims, “I can't believe it’s not butter!”

Leaving the track after his first ride aboard the Honda, Evans excitedly points and exclaims, “I can’t believe it’s not butter!”

However, there exists a problem with the Honda that’s painfully apparent at a fast track such as Auto Club Speedway: Horsepower. Producing a lackluster 153.2 hp at 10,600 rpm, the CBR has an eight horsepower deficit to the next most powerful bike (Suzuki 161 hp), and a whopping 27 hp deficit to the mighty Aprilia. But the Honda did place second in this shootout, so we can’t be accused of being blinded by horsepower.

“As fast and furious as anything in the infield. On the banking, though, everybody blows by the Honda” says Burns. “Shifts great leaned over and the quickshifter doesn’t upset the thing at all. No issues, I’d put it with the Aprilia if it had a few more horses, which you’d never miss at most tracks.

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MO loyalists saw this coming. For the uninitiated, the Aprilia RSV4 is a staff favorite and arguably one of the greatest sportbikes of our time. Since its introduction, the RSV4’s strongest attribute has been its superlative chassis. In succeeding years Aprilia has prioritized ensuring the RSV is equipped with class-leading electronics, and as of two years ago, an engine as potent as the BMW’s. And then this year the RSV4 was upgraded with TFT gauges, M50 calipers, C-ABS, up/down quickshifter; full list here. With all the puzzle pieces in place it’s no wonder the RSV4 won our 2016 Sportbike of the Year award and this year’s street and track shootouts.

2017 Aprilia RSV4 RR/RF Review

“The chassis communicates every nook and cranny the track offers up to the asphalt-eating Bridgestone R10’s,” says Ly. “Pick an apex and hit it. And hit it fast with no remorse – you’ll make it out the other side. This bike takes certain skill to ride fast but rewards inherent talent with increased speed and confidence. If the BMW is a sledgehammer, this Noale native is a sniper’s rifle.”

Upgraded for 2017 with a host of new electronics including a TFT color display, up/down quickshifter, and cruise control, the Aprilia RSV4 – once the BMW’s apprentice – has become the master.

Upgraded for 2017 with a host of new electronics including a TFT color display, up/down quickshifter, and cruise control, the Aprilia RSV4 – once the BMW’s apprentice – has become the master.

Similar to the Honda producing only 153 ponies yet placing second in the shootout, the RSV, at 470 pounds wet, is the heaviest bike of the group but is still able to come out on top. It doesn’t exhibit the lightest steering – the Honda owns that category – but it is nonetheless able to efficiently transition through a tight infield section, then stretch its 180-horsepower legs down the front straight, shed speed like being caught in a tractor beam with its Brembo M50s, all the while exhibiting unshakable stability.

“The RSV4 is amazingly competent on a racetrack,” says Duke. “Once again, Aprilia’s efforts at centralizing mass helps mask its somewhat porcine weight, whether shedding big speed though braking zones and deftly trail-braking to the corner apex or lighting the V-4 afterburners down a straightaway.

“But, as much as I love the Ape,” he continues, “it must be said that its steering responses are slower than the ultra-lightweight CBR and the BMW with its cheater forged wheels. It makes me want to sample Aprilia’s RF version and its forged wheels to find out just how much better it steers.”

According to yours truly, who rode the RF model equipped with the forged wheels during the bike’s launch at COTA (2017 Aprilia RSV4 RR/RF Review), the difference in steering lightness is night-and-day obvious.

“It’s a beautifully packaged, affordable and reliable exotic,” says racerboy Vilder about the ‘Priller. “Flawless and exquisite-sounding motor with usable power throughout the rev range, with a great chassis and electronic package. It’s an easy motorcycle to go fast on and a beautifully finished motorcycle that awakes passions and defines form and function.”

Throw the RSV4’s MotoGP good looks, snarling exhaust note and uncommon V-Four engine configuration on top of its monstrous power output, sublime chassis and first-class electronics, and you’ve the recipe for superbike success.

Throw the RSV4’s MotoGP good looks, snarling exhaust note and uncommon V-Four engine configuration on top of its monstrous power output, sublime chassis and first-class electronics, and you’ve the recipe for superbike success.

Sean offered the only dissenting voice when it came to the Aprilia’s track performance, saying, “When it comes to which bike I’d actually buy, the Aprilia wins by a mile. But in this particular test, on this track, and with this exact chassis setup, it didn’t suit me as well as the 2016 RSV4 RF that we rode at Laguna two years ago. That one was the best stock superbike I’ve ever ridden at race speeds.”

While the Aprilia only scored 1.89% better than the second-place-finishing Honda, it might as well be a mile. With finishes as close as 0.09% between second and third, a nearly 2% win is a veritable landslide.

“It’s phenomenal that you can get a magical piece of Italian exotica like this for less than the price Honda charges for its CBR with the optional auto-blipping quickshifter,” Duke observes. “Not only is the ‘Priller far more exotic, it also boasts Cornering ABS, independent wheelie control and on-the-fly-adjustable traction control by dedicated finger/thumb toggles. Oh, and let’s not forget that mellifluous V-4 soundtrack that Honda probably wishes it could match like it did back in the glorious RC30/45 days.”

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Throw the RSV4’s MotoGP good looks, snarling exhaust note and uncommon V-Four engine configuration on top of its monstrous power output, sublime chassis and first-class electronics, and you’ve the recipe for superbike success.
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It’s difficult to argue with the wide-ranging performance of the S1000RR, but its funky appearance and aging design caused it to lose some Cool Factor points in a few of our testers scorecards.
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If you’re desiring a fast trackday bike and don’t mind one that’s rough around the edges, can overlook its substandard front braking performance, and are willing to tolerate shrinking parts availability, the EBR 1190RX is a bargain at the $10k price several EBR dealers are asking.
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Leaving the track after his first ride aboard the Honda, Evans excitedly points and exclaims, “I can't believe it’s not butter!”
The new CBR1k is a working example of the old adage, light makes right. As well as the Honda performed at a high-speed track such as Auto Club Speedway, it’d really shine at a tight, twisty venue such as Barber Motorsports Park.
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The Gixxer’s tail section is petite, but some found it unattractive, reminiscent of styling from the mid-90s, as is the oversized muffler.
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At 444 pounds fully fueled the GSX-R1000 is the third lightest bike in the shootout, and only three pounds heavier than the next lightest bike, Yamaha’s YZF-R1. However, the Suzuki feels lighter than it is both on the track and street. The Gixxer was the only bike in this test aside from the EBR that didn’t have a quickshifter, a component available on its pricier GSX-R1000R brother as standard along with auto-blipping downshifter. “Going old-school with clutchless upshifts wasn’t a big deal, but it did feel somewhat like a blast from the past,” Brasfield opines. “These are the good old days of motorcycle technology!”
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The 1190RX delivers impressive power figures from the biggest engine in this test. (Oddly, the EBR has an abnormally long throttle sweep that requires far more rotation to reach its stop.) Kawasaki and Yamaha are fighting one another for worst midrange torque curve, while the GSX-R’s variable-valve-timing system shows its powerband-broadening abilities. The CBR has a remarkably effective zone from 7000-10,000 rpm. Considering the BMW’s amazing pull up top, it’s incredible that it’s not really lacking at any part of its rev range.
The Kawasaki and Yamaha are at the bottom of the curve when it comes to midrange horsepower production. Note how the power of the CBR (after being the highest-output four-cylinder in the 7000-8000 range) flattens out after 10k rpm, followed soon after by the ZX, GSX-R and R1, so that they are able to pass the EPA’s noise-emissions regulations by partially closing throttle plates at high rpm. The Euro bikes are seemingly unaffected, showing massive power advantages at the top end of the curves. “The EPA noise regs are probably doing more harm than good,” rants Duke. “Frustrated owners of affected bikes can get their ECUs reflashed for immediate power gains costing just a few hundred bucks, and since they’re already modding their engine, they may want to add an aftermarket exhaust system, which is likely to be louder.”

2017 Superbike Track Shootout appeared first on Motorcycle.com.