Comparative test: Superbike 1000

During testing, we also drove a few miles on the road, and I had the opportunity to sit in the backseat of a few friends who previously could only dream of riding such powerful motorcycles. Having got used to several kilometers, I drove along a flat and empty road, opened the throttle in first, second gear ... I didn't even let the engine spin up to a red square on the tachometer, and comments from stunned passengers were always in vogue: harsh, crazy, too old, fuck ... how it flies ... And they uttered a lot of juicy things after the trip.

You older motorcyclists probably thought the same when the first Z1000 hit the road. Or later, the FZR 1000 and similar missiles, which were once considered extremely fast two-wheeled vehicles. Yes, motorcycle performance has been on the rise since the first Indian hit the road out of rubble a good century ago, so it's hard to say the cars of 2008 were a terrible revolution. They are simply better than their predecessors, and since the predecessors were already great, engineers are forced to resort to even more radical changes.

The battle between competing manufacturers is fought both on the racetrack and in the statistics of sold motorcycles, and in general we, the motorcyclists, are "to blame" for all the progress. Why ride a two-year-old Ten when Kawasaki has made a bike that is truly better than its predecessor? We want better, faster and more powerful machines, and manufacturers are happy to satisfy that desire.

The only problem is that many motorcyclists use these machines in the wrong places. With today's traffic density, you should be very lucky to find a section where you can screw up a little and get a feel for what the engine is capable of. It is about the safe test of cavalry in four cylinders. Of course, in Klagenfurt, you can also press the speed limiter, but we know that such a maneuver can have an unpleasant end.

On the other hand, thousands is the best compromise between usability on the race track and on the road. Namely, they offer more power in the lower rev range and are therefore more comfortable for two people to ride comfortably. As far as riding in the closed position can be generally comfortable.

We tested four Japanese people, each with their own trump cards, who were fighting for supremacy in a class called superbike. All of them have in-line four-cylinder engines, of course, liquid-cooled and electronic fuel injection. All of them are athletes at heart and true to their home traditions. Therefore, while they serve the same purpose and are technically similar, they can be easily distinguished from afar. That Honda and Kawasaki are "fresh" this year can be seen in the photo in which all four are lined up.

It can be seen that they are noticeably narrower and smaller, which indicates the direction of development of sports motorcycles: goodbye, comfort and the road, hello, the racetrack! Of particular note is the Honda Fireblade, which also raised the most dust at the presentation. The bike is narrow and small, about six hundred, the front grille is very short, and the notion of someone hitting it from the front with a shovel is not far from the truth.

The rear is also very minimalistic, obviously flirting with the GP racing cars. In the rear, there is enough space for the driver and front passenger seats, under which there is even a small space, for example, for first aid. The license plate and turn signal holder protrude rather annoyingly, and the Honda only shows its true image when all that road surface is removed and dressed in racing armor. The exhaust system is what you need in line with the latest fashion trends, the front turn signals have found a place in the beautifully designed mirrors.

The heads of all those present in the Tomb were also painted by Kwak in a poisonous glowing orange color. At Kawasaki, it is obviously difficult to decide whether to make the bike softer or rougher. Think of the top ten that replaced the ZX9R. Rounded lines, small round lights ...

Comparison with this year's model is hardly possible. The new ninja is as venomous as looking at an attacking insect from the front. Sharp lines continue all the way to the back, which completes everything beautifully and not too little. As with Honda, we've heard different opinions about the orange race car. For example, I don't really like it, and my editorial colleague is the most handsome of the four, he has only one mistake.

It must be admitted that they did fly a little past when designing the exhaust system. We understand that the usual "pop" is no longer for this year's bikes, but competitors have solved this problem better. Let's say Suzuki has a pair of tapered pots, one on each side, which is good. The two cannons further emphasize the size of the GSX-Ra, which is the largest and heaviest of its competitors.

Even when we manually switched the bikes for photography, the difference between the Suzuki and the Honda, in terms of the lightest one, was more than obvious. I don’t know where they got the mass data from at the factory - maybe they didn’t take pistons, shafts and couplings into account? However, in our opinion, Suzi has the most attractive rear design and offers the driver and passenger maximum comfort.

Interestingly, the GSX-R is considered a highly toxic athlete among its competitors, although it is not. The driver's position is as relaxed as possible, which is especially important when used on the road. The wedge shape is already ingrained in the minds of motorcyclists, and after unveiling the new 9 this year, we are now waiting to see what shape they will give to the KXNUMX successor.

Then there's the R1, which has a different Japanese name, Ducati, for good reason. While not the last, it is still a very beautiful and recognizable sports bike that is especially toxic in its red and white color scheme. Like Suzuki, this is a test Yamaha from last year. This year, she has only new graphics - two lines of different thicknesses on the sides.

It's been ten years since the legendary R1 appeared, so they've also prepared a special version in superbike colors. There is a campaign under which you can get the R1 at a really good price, as it is even cheaper than the Suzuki, which has always been considered a good compromise between price and purchase.

And let you know that on the racetrack (if we start from the back this time), there is absolutely nothing in the Yamaha that was missing. In fact, this is the only car that in the end no one said anything bad about. The driver's position is very good, there is enough space in the seat, and the shape of the fuel tank is designed in such a way that when changing position during a series of turns, it provides good support to the driver and does not interfere. What surprised us the most were the brakes.

Until you get used to the harsh feeling, you need to be a little careful when braking, otherwise the rear wheel will lift quickly. Later, when you find that light pressure on the lever is enough to dramatically reduce the speed, you can shorten the distance between the braking point and the entrance to the corner from circle to circle.

On the road, the brakes can even be too strong, as it can happen that in a critical situation the driver reacts too harshly and flies over the steering wheel, but this is about cars for the racetrack, right? In Yamaha, it does not seem to deliver as much mid-range power as Honda or Kawasaki, and care must be taken to keep the drivetrain in the correct gear to achieve fast timing.

It's the same with Suzuki (damn what progress can be made in just two years!). Just look at the technical data, which shows that maximum torque is about 1.500 rpm higher than the two newcomers, so the power in the lower rev range is sometimes not enough for decisive acceleration out of a corner. However, it has impressed anyone who enjoys riding the bike in a more relaxed and comfortable way.

As such, the GSX-R is best suited for road trips, as the arms and back are not affected as much as the rest. This also makes it suitable for older motorcyclists. As mentioned, it is significantly heavier than the others, and also wider between the legs, which is most noticeable when changing direction quickly and when the back side has to be moved inward of the seat to roll on your knees. When braking, presumably due to weight distribution, the rear wheel quickly lifts off the ground, which causes some concern, and when entering a corner, it calms down and holds the intended direction very well. The same can be said for driving at high speed.

But how did the orange quack come about? Everyone was impressed by the new four-cylinder engine that continuously and decisively sends power to the rear wheel. At the same time, even at lower revs, it emits a particularly deep, sharp sound, completely different from others. It's no problem if you hit a corner in too high a gear, as it will pull easily even at medium revs. The device does not emit annoying vibrations, but have we heard something humming at a constant speed in a certain area? apparently a small cricket was hiding at the junction of two plastic parts.

Under high acceleration it can happen that the front wheel loses contact with the ground and the steering wheel dances uneasily. It's good that it has a steering damper. The power is definitely sufficient, the bike responds well to commands to change direction and overall it is very pleasant to ride fast.

Well, then there's Honda. Senior drivers may feel a little cramped on the new one-liter CBR, as it's the smallest in size and flirts a lot with its 600cc sibling.

We will not talk about comfort in the back seat - only a passenger in love will feel good there and there should not be too long legs. However, the CBR is by far the lightest, which is only disadvantageous in terms of road holding at high speeds, as it is very sensitive to driver commands. The power is of course the largest, and then in the entire coverage area.

With Honda, you can actually drive the Tomb in a higher gear than the rest; nevertheless, the accelerations are sovereign and exciting. It is also surprising that from second gear on, the bike does not sit on the rear wheel without the driver's help, so the handlebars always remain stationary.

It is playfully light when cornering, and because of the high position of the driver, you have to move inward to drive over your knees. An interesting detail is the soft material where we hold the bike with our knees. The feel is actually better than contact with absolutely hard and smooth metal.

We noticed that the brakes were the weakest, but since we did not find this in the first test, we admit the possibility of brake pad wear. With strong pressure, the Honda aggressively stopped, but it is still more pleasant to brake with a light pressure with two fingers.

But we have come to the end, and we have to do the most difficult thing: turn the bikes from the first to the last place. As for Honda, we are in agreement that it has made the most notable progress, as it has the best drivetrain and is the most controllable, which makes the most difference on the racetrack. Due to the size and installation of the seat-handlebar-foot triangle, it has lost some of its daily suitability, especially for taller drivers, but this just needs to be taken into account.

When deciding who to put on the second podium, we chose between Kawasaki and Yamaha. The dozen has a better engine, but there are a few minor flaws, and the R1 boasts excellent handling and braking performance, and at the same time, there is nothing trivial to really worry about. This is why we put Yamaha in second and Kawasaki in third.

Well, you just have to be last, and that's why the GSX-R finished fourth. If you had to choose a bike for every day, you could even win, but there are many other suitable bikes in the showrooms for this. At Suzuki, they'll have to come up with an effective weight loss course to keep up with the rest.

In conclusion: all the thousands of amazing and great cars that can be bought today for the very best money. Indulge in what you like best and turn on the gas - but only where it's safe. And we doubt that you will remain indifferent when overclocked. Good luck!

Face to face

Petr Kavchich: Adding four Japanese thousandths side by side is harder than it might seem at first glance, but it's even harder to determine the winner! Fortunately, I was lucky enough to try each of them individually in unforgettable circumstances, in beautiful sunny weather at the racetrack. Yes, Al, that sounds pretty crap to me. It looks like BT doesn't work for me either. At least if you want to live a little longer! Only at the racetrack and under controlled conditions these animals can safely (whatever that means) release their nearly 200 "horses".

I will not get bored, I was most impressed by Honda as it offers something that we have not yet seen in this category. Imagine six hundred to the power of a thousand. Somehow I would briefly describe it like this. It develops top speed in airplanes and is by far the lightest and fastest and closest production motorcycle I've ever ridden to a racing superbike. If the brakes were pressed harder, the picture would be even more complete, so there is a feeling that something could be improved.

The other three are fighting for second place in an extremely hard struggle. But my order would be like this: the second Yamaha, the third Suzuki and the fourth Kawasaki. Kawasaki has a great engine, it is stable and accurate in a given direction, I also really liked the details on the tachometer, which clearly shows when the engine rpm is too high or too low? stones are marked with different colors. But this bad gearbox ... I don't know why Kawasaki can't fix it? What's more, when maneuvering at low speeds, the limited steering space is terribly difficult, so pinching a finger or an awkward fall at ten kilometers per hour can happen quickly. I really have nothing to blame Suzuki for, everything is working fine, but I had the feeling that nothing really stood out, such is the progress in two years!

And last but not least, the Yamaha, if you catch it in action, is a thousandth cheaper! If you're thinking about road driving or if your fetish is tire wear with constant spinning around the race track in the style of inertia racing, the R1 will get a clean ten! It is by far the most comfortable and fastest, and at the same time, it also has the best balance between comfort and sportiness of the driving position, which is sometimes paid for by pedals that like to slide on asphalt.

Matei Memedovich: Why buy a thousand? The desire to have such a motorcycle is probably the main reason, but fears follow: maybe 600 cubic meters will be enough, since I will mostly ride in pairs, and then I will not want to start the engine; trips will become more non-excursive, without excessive overtaking. On the other hand, there are riders who need the strongest beast possible to prove themselves to their friends or to race where such a bike feels best - on the race track. And we tried them there too.

There's something special about every one we've tested: the Yamaha surprises with amazing brakes and handling, the Honda with lightness and engine power, the Kawasaki still echoes in my ears as it makes a really nice sound, although it doesn't have anything like exhausts, and for the Suzuki, we can say that it stands out the least and still convinces with a very calm cornering. The decision to buy is not difficult, because each of them gives a lot of pleasure.

1st place: Honda CBR 1000 RR Fireblade

Test car price: 12.190 EUR

engine: 4-cylinder, 998cc, 3-stroke, liquid-cooled, electronic fuel injection, 4 valves.

Maximum power: 131 kW (178 KM) at 12.000/min.

Maximum torque: 113 Nm @ 8 rpm

Energy transfer: Transmission 6-speed, chain.

Suspension: front adjustable inverted telescopic fork, rear adjustable single shock.

brakes: two coils ahead? 320mm, radially mounted brake pads, rear disc? 240 mm.

Tires: before 120 / 70-17, back 190 / 50-17.

Wheelbase: 1.410 mm.

Seat height from ground: 820 mm.

Fuel tank: 17, 7 l.

Weight: 171/203 kg (dry weight / our measurement).

Representative: AS Domzale, Blatnica 3a, Trzin, 01/5623333, www.honda-as.com.

We praise and reproach

+ robust and flexible unit

+ light weight

+ agility

+ stability

– Senior drivers are cramped

– Brakes could be more aggressive

- Transmission sound when engaging first gear

- dearest

2nd place: Yamaha R1

Test car price: 11.290 EUR

engine: 4-cylinder, 998 cc? , 4-stroke, liquid cooling, electronic fuel injection, 20 valves.

Maximum power: 139 kW (189 KM) at 12.500/min.

Maximum torque: 118 Nm @ 10.000 rpm

Energy transfer: Transmission 6-speed, chain.

Suspension: front adjustable inverted telescopic fork? 43mm, 120mm travel, rear single adjustable damper, 130mm travel.

brakes: two coils ahead? 310mm, rear coil? 220 mm.

Tires: before 120 / 70-17, back 190 / 50-17.

Wheelbase: 1.415 mm.

Seat height from ground: 835 mm.

Fuel tank: 18 l.

Weight: 177/210 kg (dry weight / our measurement).

Representative: Delta team, Cesta krških žrtev 135a, Krško, 07/4921444, www.delta-team.si.

We praise and reproach

+ design

+ ergonomics

+ excellent brakes

+ powerful unit

+ price

- has less power at the bottom

3rd place: Kawasaki ZX-10R Ninja

Test car price: 11.100 EUR

engine: 4-cylinder, 988cc, 3-stroke, liquid-cooled, Keihin electronic fuel injection? 4 mm.

Maximum power: 147 kW (1 km) @ 200 rpm

Maximum torque: 113 Nm at 8.700 rpm

Energy transfer: Transmission 6-speed, chain.

Suspension: front adjustable inverted fork? 43mm, DLC lining, Botto-Link Uni-Trak rear adjustable single shock.

brakes: 2 chamomile rings in front? 310mm, radially mounted four-position brake calipers, garland at the back? 220 mm.

Tires: before 120 / 70-17, back 190 / 50-17.

Wheelbase: 1.415 mm.

Seat height from ground: 830 mm.

Fuel tank: 17 l.

Weight: 179/210 kg (dry weight / our measurement).

Representative: Moto Panigaz, Jezerska cesta 48, Kranj, 04/2342100, www.motoland.si.

We praise and reproach

+ robust and flexible unit

+ cornering stability

+ brakes

+ price

- in the extreme position of the steering wheel, the hand touches the mask

- Anxiety during hard acceleration

4rd place: Suzuki GSX-R 1000

Test car price: 12.100 EUR

engine: 4-cylinder, 988cc, 3-stroke, liquid-cooled and electronic fuel injection.

Maximum power: 136 kW (1 km) @ 185 rpm

Maximum torque: 116 Nm @ 7 rpm

Power transmission: Transmission 6-speed, chain.

Suspension: front adjustable inverted telescopic fork? 43mm, adjustable rear shock.

brakes: 2 drums? 310mm, radially mounted four-position brake calipers, rear disc? 220 mm, double piston jaw.

Tires: before 120 / 70-17, back 190 / 50-17.

Wheelbase: 1.389 mm.

Seat height from ground: 810 mm.

Fuel tank: 18 l.

Weight: 172/217 kg (dry weight / our measurement).

We praise and reproach

+ comfortable position

+ stability at speed and cornering

+ powerful engine

- Anxiety when braking

- weight

Matevzh Hribar, photo :? Matei Memedovich

• Basic data

  Test model cost: € 12.100 XNUMX €

• Technical information

  engine: 4-cylinder, 988cc, 3-stroke, liquid-cooled and electronic fuel injection.

  Torque: 116,7 Nm @ 10.000 rpm

  Energy transfer: Transmission 6-speed, chain.

  brakes: 2 discs ø310 mm, radially mounted four-position calipers, rear disc ø220 mm, two-piston caliper.

  Suspension: front adjustable inverted telescopic fork, rear adjustable single shock. / front adjustable inverted telescopic fork ø43 mm, travel 120 mm, rear single adjustable shock absorber, travel 130 mm. / ø43mm front adjustable inverted fork, DLC cover, Botto-Link Uni-Trak rear adjustable single shock. / front adjustable inverted telescopic fork ø43 mm, rear adjustable damper.

  Fuel tank: 18 l.

  Wheelbase: 1.389 mm.

  Weight: 172/217 kg (dry weight / our measurement).

We praise and reproach

powerful engine

speed and stability when cornering

comfortable position

brakes

cornering stability

price

powerful unit

excellent brakes

ergonomics

design

stability

adroitness

a light weight

robust and flexible unit

weight

anxiety when braking

tall drivers feel cramped

brakes could be more aggressive

transmission sound when engaging first gear

dearest

it has less power in the lower range

in the extreme position of the steering wheel, the hand touches the mask

anxiety when accelerating