Comparison test: Aprilia RSV Miller, Ducati 966, Honda CBR 900 RR, Honda VTR 1000 SP-1, Kawasaki ZX-93, Sukzuki GSX-R 750, Yamaha YZF-R1

The athlete is a motorcycle that polarizes. Something for active people. Something that is rarely used the way it should be. Extreme and intense, limited but accessible from all angles. People use them to travel, park them in front of a candy store, display and enhance them, or simply admire them in the evening light. But many people like them and drive fast.

Where do we find it, this perfect supercar for the obsessed? Big two-cylinder superbikes like the Aprilia RSV Mille R, Ducati 996 Biposto and Honda VTR 1000 SP-1, or bearish big bikes like the Honda CBR 900 RR, Kawasaki ZX-9R, Yamaha YZF-R1? Or maybe your ideal is somewhere in the middle, and it's called the Suzuki GSX-R 750?

Of course, everyone wants the best possible result on the track, but more important, for example, is the willingness to jump into the store. Of course, appearance also plays a role. This is a unique 996, a classic that you must fall in love with. R1 is also very different from Japanese standards, as each part of it testifies to its strength. The object that catches the eye is the VTR 1000 SP-1 with its insect face and thick mufflers. And Aprilia, which is somewhat reminiscent of an attacking shark. Suzuki epitomizes true elegance - the discreet CBR and the powerful ZX-9R, the choice between them is not entirely easy.

But when we sit down on them, the differences become more obvious. Slow riding on the 996 is a pain in the ass due to the tense posture between the long and low handlebars and nice minimalist pedals. The R1 and SP-1 don't "fold" the driver as much, but they're still not quite suitable for viewing behind running terrain. In addition, none of these three extremists provide much protection from wind and weather inconveniences.

At the opposite end of the comfort table, we find the CBR 900 and ZX-9R, which, in addition to sportiness, do not neglect comfort. Compared to the 996, they are incredibly comfortable, and the distance between the steering wheel, seat and pedals allows you to steer the car with much less forward upper body lean. Longer stages are also possible with them. Plus, both boast clean exhaust and great headlights. In any case, both Honda have less wind protection than the Kawasaki.

Suzuki and Aprilia have even better defenses. Both masters of aerodynamics, the "workplace" is sporty, but not as comfortable as the ZX-9R or CBR 900 RR, but still much more than the VTR, R1 or even the 996. Both are relatively easy to withstand even longer, even on harsh sports distances.

The tightness soon turns into excitement as the RSV chassis deserves top praise beyond being perfectly tuned to the cultured 60-degree V2 engine. The Öhlins fork and spring foot let you customize any setting you can think of. Perfectly matched geometric proportions provide excellent handling, comfort and control precision. It is only when braking in a tilt position that the RSV is sufficiently independent and moves outward, which can be attributed to the Bridgestone BT 010 120/65 front tire.

With the same tires but in a special G version, the lucky owner is impressed with the Fireblade. He doesn't reach the Italian exemplary role models in terms of convenience and accuracy, but he also diligently scores in those disciplines. The spontaneous inline four-cylinder radiates power quite strongly, it doesn't reach all the claimed horses, but still gives a drop of fear when the throttle is pushed too hard. Giant brakes are some of the best on the market. Central Bank of the Russian Federation, management model - what else to add to this?

Like many other powerful and light bikes, the CBR requires a vibration damper on the handlebars. Whether accelerating on undulating roads or crossing highway junctions, the Fireblade enjoys shaking the steering wheel honestly.

A very unpleasant phenomenon could be easily mitigated with a suitable damper. This is true for the slightly quieter ZX-9R, and especially the much more critical SP-1, and 1% for the RXNUMX, which is the most agile of them all.

With VTR and R1, the kickback is even more uncomfortable because the rider has less power due to the low handlebars. Ducati and Suzuki, and Ducati in particular, show how it's handled. "Return" in them is also noticeable, but to a lesser extent. Why the remaining four without shock absorbers on the steering wheel is a mystery. We're betting that anyone with a YZF-R1 kicking a brake piston while turning the handlebars will want to deduct some more money so they don't have to experience it again.

However, at the same time, R1 remains benevolent for a long time, but then it surprises us. Therefore, care must be taken when adding gas on uneven ground, for which Rocket 1 is otherwise ideally prepared. Perfectly functioning suspension parts, excellent directional stability and steering precision are a guarantee of pleasure, although the Yamaha is not exactly a comfortable model. But this one-time push! Straight animal, cool, mega-powerful - and even at low speeds! A higher gear is often sufficient, although shifting is much better than before. R1 - uncompromising beast or gentle giant - you have been given a place in the hall of famous, well-built motorcycles.

The VTR 1000 SP-1 is far from that. Aside from the heavily twisted handlebars, the chassis also lives a rather idiosyncratic life. This not exactly cheap "superbike" is rather clumsy, looking a little loose all the time. In fact, it is a very stiff spring with too short spring movements resulting in harder braking. While driving, there is always a feeling of a little instability, a feeling of disharmony, and all this is supported by a very wide rear tire. A visit to a chassis specialist pays off well. At the same time, it slows down perfectly, and the bear has a powerful V2. It develops its power gently and unobtrusively - in all rev ranges.

On the 996, such worries about the situation on the road are unnecessary. No comments! As cemented as Duc, no other competitor will be in the corner. Corrugated or flat base. Anyway. In an inclined position - a unique feeling. Suspension parts are similar to those in Aprilia and the lightweight wheels all provide a lightness that we lacked years ago. The Ducati 996 is still one of the most exciting bikes out there and we enjoy renting a fly for everyday use.

The flexibility and intonation of the 90-degree V2 engine is an unprecedented song. Despite his age and considerable thirst, he still collects laurels. Even the brakes, which are constantly accused of indecision, work in a new way, almost like the now slightly calmer ZX-9R and R1.

The four-bar calipers and smaller discs slow down the GSX-R much more, while also captivating the rest of the chassis. The affordable "R" delivers excellent directional stability and ignites a fantastically roaring four-cylinder engine that doesn't get loud at high revs. A good throw, an accurate car, which, by the way, is also the fastest test subject at a speed of 276 km / h. Yes, the high speed is probably also the reason for the rather tight setting. Despite the rear tire width of 180 millimeters and the corresponding geometry, this could not be attributed to maneuverability. The upper spring support bearing should simply be covered by four to five millimeters. Susi begins to behave much better, without reducing directional stability.

An intervention that also comes in handy with the ZX-9R. Subjectively, the strongest of all subjects acts much easier later on, but he is disturbed by the already mentioned rudder collapse. The Zelenets impresses with its precision and good sensitivity in the inclined position. There can be a slight disturbance in corners, which could be avoided by applying additional shock absorption to the rear wheel. However, this is not a disadvantage that one cannot get used to. Of course, the ZX-9R is an athlete without problems.

It is powered by a powerful in-line four-cylinder engine that sometimes sends power to the rear wheel through an excellent gearbox without spilling fuel. The infamous steering wheel braiding has also been eliminated with less aggressive brake pads. At least we have not been able to provoke this phenomenon, despite many attempts.

What about the track? We tested it on a small circle in Hockenheim. Extremely undulating asphalt, harsh braking, bumps, fast-changing corners mercilessly revealed the chassis weaknesses. First we rode with road tires, then with racing tires. This time it was the Metzeler ME Z Rennsport (RS2 blend), which are used successfully in almost all racing series. They also showed excellent traction, directional stability and commendable predictability in our test.

In addition to the author, German supersport champion Herbert Kaufmann also screwed up as an ultra-fast reference driver. Thanks to its quiet ride, it has achieved impressive results. At the same time, it is interesting to what extent the difference in height and weight between Kaufmann (60 kg, 1 m) and Schüller (75 kg, 87 m) influenced the motorcycle's behavior. Aprilia, who won both points and time, did not bother anyone. This is how the suspension should be, this is how the motorcycle should be allowed, this is how the Troy Corser should feel. In any case, the relatively low engine power is the reason for the large time difference between individual drivers. However, driving pleasure is the same for big and wide.

The same goes for the 996, which did not let itself be knocked off the track and completed its task "invisibly" and extremely quickly. Even here it is easier for a smaller driver, but also for a larger one - at his own expense. A few more horses wouldn't hurt, otherwise they would have jumped over the edge of the racetrack, and when coming out of a turn, the "wheelie" is reserved for the factory race car.

With CBR, horses jump much faster. In any case, the Fireblade's suspension works much harder than the Aprilia and Ducati. To get really good results, the rear is missing some extra shock absorbers as well as a steering damper. These are not major drawbacks, but they are noticeable and cause anxious front wheel when braking and a little corner when accelerating. This is even more noticeable with a heavier driver. The fact that the CBR is still flawlessly adhering to its course and allowing it to be precisely guided is a testament to the potential of this concept.

The VTR 1000 SP-1 has many more problems. When accelerating or quickly “laying” in a turn, it gives a feeling of indifference, sways in a turn, hits the steering wheel, and when braking, the compressed forks hit hard. In the left turn, the post hits the ground hard - it means the last place and a huge desire for improvements. But they definitely don't have much in common with Edwards' race car.

The ZX-9R knows all this much better. Light and energetic, it rocks the track while showing its limits, especially the rear. Even the Kawasaki wobbles, becomes inaccurate, and the driver loses his sense of precision, but remains in control. With a little more damping headroom and more ground clearance, I would have earned an even higher rating. The once well-known steering wheel braid is no longer there, but the brakes are likely to be blunt with a sharp movement and cannot be accurately dosed.

The GSX-R 750 is not to be missed, its brake discs are on par with those on both Hondas. In any case, there are only a few shortcomings to Suzuki, with the exception of a hard handlebar and soft fork - but not like the VTR SP-1. A little stiffer springs, a little more shock headroom and the GSX-R would have had even more.

Following in the footsteps of the dreaded Noriuka, the mighty R1 has landed in the golden mean. The editor got his best results with her, but she only made up for his difference in weight. With Metzeler tires on the race track, she hardly wore a steering wheel, in general, she can be driven politely. The initial respect proves to be excessive, but these horses must be carefully chased. Good equipment - also on the race track.

When to draw the line? Each of the seven has its own charms. Even more disappointing is Honda's twin. The Fireblade ruled on the regular road, while the Aprilia ruled on the track. Either way, the price is way ahead of Japanese competitors who can buy better suspension components for the difference in price. And then it would be even more stressful.

Aprilia RSV Mille R

engine: liquid cooled - 4-stroke - 2-cylinder, V2, 60 degrees - 2 balance shafts - 2 overhead camshafts per cylinder driven by gears - 4 valves per cylinder - bore and stroke 97 × 67 mm, displacement 5 cm998 - dry crankcase - electronic fuel injection, throat diameter 3 mm - without catalyst - electric starter

Maximum power: 87 KW (118 KM) at 9300/min

Maximum torque: 97 Nm (9 kpm) at 9 / min

Energy transfer: oil bath hydraulically actuated multi-plate clutch - 6-speed gearbox, chain

Suspension: upside-down fork, 43mm diameter, fully adjustable, 120mm travel - rear double fork made of aluminum profiles, adjustable damper, 135mm travel

Tires: before 120 / 65ZR17, rear 180 / 55ZR17

brakes: front 2 × 320mm floating coil with 4-piston caliper - rear 220mm coil with 2-piston caliper,

Head / Ancestor Frame Angle: 24, 50/95 mm

More: seat height 815 mm - load capacity 188 kg - fuel tank 21/4 l - wheelbase 1415 mm,

Weight (with liquids): 213 kg

Our measurements

Circumstances: 25 ° C, light breeze, highway

Maximum speed without passenger: 266 km / h

Acceleration without a passenger:

0-100 km / h 3, 1

0-140 km / h 4, 8

0-200 km / h 9, 2

Speedometer Accuracy:

really 50 51

really 100

at a maximum speed of 270

Power measurement: 89 kW (121 hp) at 9700 rpm

98 Nm (9 kpm) at 8 / min

3rd city road

The supersporty Aprilia pleases with impeccable driving performance and even an increase in power. Good facilities and comfort are commendable.

Hippodrome 1st place

For 30.000 German marks, the sports buyer will receive an almost racing, fully equipped and roomy package. Can a racing fan want more?

Ducati 996 double

engine: liquid cooled - 4-stroke - 2-cylinder, V2, 90 degrees - desmodromic valve control - 2 camshafts per cylinder, toothed belt driven - 4 valves per cylinder - bore and stroke 98 x 66 mm - displacement 996 cm3 - electronic fuel injection, 50 mm throat diameter - without catalytic converter - electric starter

Maximum power: 94 KW (128 KM) at 9300/min

Maximum torque: 96 Nm (9 kpm) at 8 / min

Energy transfer: oil bath hydraulically actuated multi-plate clutch - 6-speed gearbox, chain

Suspension: inverted fork, 43mm diameter, fully adjustable, 127mm travel - rear swingarm, adjustable damper, 130mm travel

Tires: before 120 / 70ZR17, rear 190 / 50ZR17

brakes: front 2 × 320mm floating disc with 4-piston caliper - rear 220mm floating disc with 2-piston caliper

Head / Ancestor Frame Angle: 23, 50/97 mm

More: seat height 820 mm - load capacity 164 kg - fuel tank 17/4 l - wheelbase 1410 mm

Weight (with liquids): 221 kg

Our measurements

Circumstances: 25 ° C, light breeze, highway

Maximum speed without passenger: 260 km / h

Acceleration without a passenger:

0-100 km / h 3, 1

0-140 km / h 4, 9

0-200 km / h 9, 9

Speedometer Accuracy:

really 50

really 100 104

at a maximum speed of 272

Power measurement: 88 kW (120 hp) at 10000 rpm

95 Nm (9 kpm) at 7 / min

7rd city road

I'm fascinated, charm, 996 will never be an everyday motorcycle. Of course, he doesn't want to be like his fans either.

Hippodrome 4st place

Ducati Twin makes a number of free titles after titles. The base 996 will get extra power. And for tall ones it is too small.

Honda CBR900RR

engine: liquid cooled - 4-stroke, 4-cylinder in-line - 2 overhead camshafts, chain drive - 4 valves per cylinder - bore and stroke 74 × 54 mm - displacement 929 cm3 - electronic fuel injection, throat diameter 42 mm, balanced catalytic converter , electric starter

Maximum power: 108 kW (147 km) at 11 rpm

Maximum torque: 100 Nm (10 kpm) at 2 / min

Energy transfer: oil bath multi-plate clutch - 6-speed gearbox, chain

Suspension: upside-down fork, 43mm diameter, fully adjustable, 120mm travel - rear double fork made of aluminum profiles, adjustable damper, 135mm travel

Tires: before 120 / 65ZR17, rear 190 / 50ZR17

brakes: 2 × 330 mm front floating disc with 4-piston caliper, 220 mm rear disc with 1-piston caliper

Head / Ancestor Frame Angle: 23, 50/97 mm

More: seat height 820 mm - load capacity 182 kg - fuel tank 18/3 l - wheelbase 5 mm

Weight (with liquids): 202 kg

Our measurements

Circumstances: 25 ° C, light breeze, highway

Maximum speed without passenger: 260 km / h

Acceleration without a passenger:

0-100 km / h 3, 1

0-140 km / h 4, 9

0-200 km / h 9, 9

Speedometer Accuracy:

really 50 52

really 100 104

at a maximum speed of 272

Power measurement: 88 kW (120 hp) at 10000 rpm

95 Nm (9 kpm) at 7 / min

1rd city road

Sovereign. Fireblade owns almost everything. She goes to the starting point in excellent equipment. A real winner to which you can also add steering damper and better wind protection.

Hippodrome 5st place

The CBR also performs well on the racetrack. For an even better rating, it should have slightly more damping headroom and steering damper.

Honda VTR 1000 SP-1

engine: liquid cooled - 4-stroke 2-cylinder, V2, 90 degrees - 2 overhead camshafts per cylinder, gear driven - 4 valves per cylinder - bore and stroke 100 × 63 mm - displacement 6 cm999 - electronic fuel injection, throat diameter 3 mm, secondary air system, electric starter

Maximum power: 97 KW (132 KM) at 9500/min

Maximum torque: 102 Nm (10 kpm) at 4 / min

Energy transfer: oil bath hydraulically actuated multi-plate clutch - 6-speed gearbox, chain

Suspension: upside-down fork, 43mm diameter, fully adjustable, 130mm travel - rear double fork made of aluminum profiles, adjustable damper, 120mm travel

Tires: before 120 / 70ZR17, rear 190 / 50ZR17

brakes: 2 × 320 mm front floating disc with 4-piston caliper, 220 mm rear disc with 1-piston caliper

Head / Ancestor Frame Angle: 23, 50/101 mm

More: seat height 790 mm - load capacity 181 kg - fuel tank 18/2 l - wheelbase 5 mm

Weight (with liquids): 221 kg

Our measurements

Circumstances: 25 ° C, light breeze, highway

Maximum speed without passenger: 269 km / h

Acceleration without a passenger:

0-100 km / h 3, 2

0-140 km / h 5, 0

0-200 km / h 9, 2

Speedometer Accuracy:

really 50

really 100 101

at a maximum speed of 279

Power measurement: 98 kW (133 hp) at 9100 rpm

110 Nm (11 kpm) at 2 / min

6rd city road

The engine is a real beast. Cultivated, strong, and quite thirsty. However, the VCR is inconvenient, the suspension components are of poor quality, and the deficiencies in the suspension are too noticeable.

Hippodrome 7st place

Due to the lack of suspension tuning, the two-cylinder Honda could not take a higher seat. Only a visit to a chassis specialist helps.

Kawasaki ZX-9R

engine: liquid-cooled - 4-row 4-cylinder - 2 overhead camshafts - chain driven - 4 valves per cylinder - bore and stroke 75 × 50 mm - displacement 9 cm899 - Keihin carburettor, diameter 3 mm - fixed catalyst with secondary air, electric starter

Maximum power: 105 kW (143 km) at 11 rpm

Maximum torque: 101 Nm (10 kpm) at 3 / min

Energy transfer: oil bath multi-plate clutch - 6-speed gearbox, chain

Suspension: fork diameter 46mm, fully adjustable, 120mm travel - rear dual aluminum profile forks, adjustable damper, 130mm travel

Tires: before 120 / 70ZR17, rear 190 / 50ZR17

brakes: front 2 x 310mm floating reels with 6-piston caliper, rear 220mm reels with 1-piston caliper

Head / Ancestor Frame Angle: 24 / 97 mm

More: seat height 850 mm - load capacity 173 kg - fuel tank 19/4 l - wheelbase 1 mm

Weight (with liquids): 193 kg

Our measurements

Circumstances: 25 ° C, light breeze, highway

Maximum speed without passenger: 269 km / h

Acceleration without a passenger:

0-100 km / h 3, 1

0-140 km / h 4, 7

0-200 km / h 9, 1

Speedometer Accuracy:

really 50 51

really 100 104

at a maximum speed of 295

Power measurement: 104 kW (141 hp) at 10700 rpm

103 Nm (10kpm) at 5 rpm

4rd city road

He is useful for every day, has fun and carries strong bears. With a few aggressive brake pads, the ZX-9R got off with a braid on the steering wheel and generally moved forward.

Hippodrome 6st place

In sporty driving, the brakes lack the necessary sharpness and the suspension components lack damping reserves. However, the ZX-9R is fast enough.

Suzuki GSX-R 750

engine: liquid cooled - 4-stroke inline 4-cylinder - 2 overhead camshafts per cylinder, chain driven - 4 valves per cylinder - bore and stroke 75 × 50 mm - displacement 9 cm899 - electronic injection, throat diameter 3 mm, secondary pneumatic system, electric starter

Maximum power: 104 kW (141 km) at 12 rpm

Maximum torque: 84 Nm (8 km / min) at 6 rpm

Energy transfer: oil bath multi-plate clutch - 6-speed gearbox, chain

Suspension: upside-down fork, 43mm diameter, fully adjustable, 130mm travel - rear double fork made of aluminum profiles, adjustable damper, 130mm travel

Tires: before 120 / 70ZR17, rear 180 / 55ZR17

brakes: 2x320mm front floating disc with 4-piston caliper - 220mm rear disc with 2-piston caliper

Head / Ancestor Frame Angle: 24 / 94 mm

More: seat height 850 mm - load capacity 187 kg - fuel tank 18/3 l - wheelbase 1410 mm

Weight (with liquids): 193 kg

Our measurements

Circumstances: 25 ° C, light breeze, highway

Maximum speed without passenger: 276 km / h

Acceleration without a passenger:

0-100 km / h 3, 0

0-140 km / h 4, 5

0-200 km / h 8, 4

Speedometer Accuracy:

really 50

really 100 105

at a maximum speed of 296

Power measurement: 98 kW (133 hp) at 12500 rpm

84 Nm (8 kpm) at 61 / min

2rd city road

Suzuki can do a lot, and that's why the Big Tales are honest. It could be a little more convenient, but if we added a catalyst, there would be almost no unfulfilled wishes.

Hippodrome 2st place

A real rocket, this 750, because it has practically no weak points on the track. The forks are reaching their limits, but in the GSX-R, that hides even more than it shows.

Yamaha YZF-R1

engine: liquid cooled - 4-stroke inline 4-cylinder - 2 overhead camshafts per cylinder, chain driven - 4 valves per cylinder - bore and stroke 74 × 58 mm, displacement 998 cm3 - Mikuni carburetor, diameter 40 mm - secondary air system, electric starter

Maximum power: 110 kW (150 km) at 10 rpm

Maximum torque: 108 Nm (11 kpm) at 9200 / min

Energy transfer: oil bath multi-plate clutch - 6-speed gearbox, chain

Suspension: fork diameter 41mm, fully adjustable, 135mm travel - rear dual aluminum profile forks, adjustable damper, 130mm travel

Tires: before 120 / 70ZR17, rear 190 / 50ZR17

brakes: 2x298mm front floating disc with 4-piston caliper - 245mm rear disc with 2-piston caliper

Head / Ancestor Frame Angle: 24 / 92 mm

More: seat height 820 mm - load capacity 191 kg - fuel tank 18/5 l - wheelbase 5 mm

Weight (with liquids): 204 kg

Our measurements

Circumstances: 25 ° C, light breeze, highway

Maximum speed without passenger: 269 km / h

Acceleration without a passenger:

0-100 km / h 2, 9

0-140 km / h 4, 5

0-200 km / h 8, 3

Speedometer Accuracy:

really 50

really 100 106

at a maximum speed of 294

Power measurement: 107 kW (146 hp) at 10400 rpm

113 Nm (11kpm) at 5 rpm

5rd city road

Yamaha's trump card is sovereignty. In all positions and positions, thrust prevails, everything else is a well-oiled side thing. I definitely need a steering damper.

Hippodrome 3st place

You can feel what Master The Hague feels. The mighty R1 at Hockenheim cannot handle the steering wheel otherwise, it worked out great.

Text: Jörg Schüller

Photo: Markus Jan

• Technical information

  engine: liquid cooled - 4-stroke inline 4-cylinder - 2 overhead camshafts per cylinder, chain driven - 4 valves per cylinder - bore and stroke 74 × 58 mm, displacement 998 cm3 - Mikuni carburetor, diameter 40 mm - secondary air system, electric starter

  Torque: 269 km / h

  Energy transfer: oil bath multi-plate clutch - 6-speed gearbox, chain

  brakes: 2x298mm front floating disc with 4-piston caliper - 245mm rear disc with 2-piston caliper

  Suspension: inverted fork, diameter 43 mm, fully adjustable, front travel 120 mm - rear double fork made of aluminum profiles, adjustable damper, travel 135 mm / inverted fork, diameter 43 mm, fully adjustable, front travel 127 mm - rear swing arm, adjustable shock absorber , 130mm travel / upside down fork 43mm diameter fully adjustable 120mm travel - rear double fork aluminum profiles, adjustable shock absorber 135mm travel / upside down fork 43mm diameter fully adjustable 130mm travel - rear double fork Al extrusion, adjustable damper, 120 mm travel / 46 mm fork diameter, fully adjustable, 120 mm travel – Rear twin aluminum profile forks, adjustable damper, 130 mm travel / upside-down fork, 43 mm diameter, fully adjustable, 130 mm travel – Aluminium-profile double rear fork, adjustable damper, 130 mm travel / 41 mm fork diameter, fully adjustable, 135 mm travel – Aluminium-profile double rear fork, adjustable damper, 130 mm travel