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The Yamaha Factory Racing MotoGP

The Yamaha Factory Racing MotoGP team launched their 2013 campaign today, and unveiled the livery they will be defending this year. Below are the official photos of the bike, and the (highly vague) specs as provided by Yamaha. Yamaha have also provided a page with downloadable wallpapers of the bikes with and without Valentino Rossi and Jorge Lorenzo:

The Yamaha YZR-M1 is a four stroke motorcycle specifically developed by Yamaha Motor Company to race in the current MotoGPseries. It succeeded the 500 cc (31 cu in) YZR500 by the 2002 season and was originally developed with a 990 cc (60 cu in) engine. Since then, the YZR-M1 has been continuously developed into several iterations through the 990cc, 800cc and 1000cc eras of Grand Prix Motorcycle Racing.

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Yamaha YZR-M1 (2013) Specifications
Engine
Engine type:	Liquid-cooled, in-line, 4-cylinder, 4-stroke with 16-valve DOHC
Displacement:	1000 cc
Ignition:	Magneti Marelli with adjustable mapping - NGK spark plugs
Fuel System:	Fuel injection
Lubrication system:	Wet sump - ENEOS Oil
Data recording:	2D
Maximum power:	Around 176 kilowatts (236 bhp)
Maximum speed:	In excess of 360 kilometres per hour (220 mph)
Transmission
Type:	6-speed cassette-type gearbox, with alternative gear ratios available
Primary drive:	Gear
Clutch:	Dry multi-plate slipper clutch
Final drive:	Chain
Chassis and running gear
Frame type:	Twin-tube aluminium delta box frame, multi-adjustable steering geometry, wheelbase, ride height, with aluminium swingarm
Front suspension:	Fully adjustable Öhlins inverted telescopic forks
Rear suspension:	Braced aluminium swingarm with single Öhlins shock and rising-rate linkage
Front/rear wheels:	16.5 inch front, 16.5 inch rear, available in a variety of rim widths
Front/rear tyres:	Bridgestone slicks, intermediates, wets or hand-cut tyres. 16.5 inch front, 16.5 inch rear
Front brake:	Twin 320 mm carbon discs with radial mounted four-piston Brembo calipers
Rear brake:	Single 220 mm ventilated stainless steel disc with twin-piston Brembo caliper
Weight:	157 kilograms (346 lb), in accordance with FIM regulations
Fuel capacity:	21 litres, in accordance with FIM regulations

superbike by motor trends

JAPANESE SUPER LITER BIKE REVIEW BY MOTOR TRENDS

JAPANESE SUPER LITER BIKE REVIEW BY MOTOR TRENDS

2012 Superbike Smackdown IX Track Conclusion

   Adam Waheed

His insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Road Test Editor does it all and has the scars to prove it.

Waheed would pick the BMW to race and the R1 with Graves pipes for trackdays. Siglin would like to race a Ninja ZX-10R for '12.

Adam Waheed (33-years-old) – 6’0”, 180 pounds – BMW (racing) / Yamaha (trackdays)

If I was going road racing I’d do it aboard a BMW. It would cost the least amount of money to turn into a road racer. Even in bone stock form it’s got a ton of power and cranks out more juice than any of the bikes with race pipes—how crazy is that!? Sure the chassis would need a few mods including re-sprung suspension and a LCR shock link but other than some body work and numbers it would be pretty easy to make race ready. But if I was just looking to have fun and rip around on trackday I’d get an R1 with a set of Graves pipes with a re-flashed ECU. When set-up correctly it actually handles pretty dang good plus the sound and character of the engine is out of this world. I also like that the bike isn’t overly fast so I never have to worry about it getting away from me under acceleration.

Chris Siglin (31-years-old) – 5'7", 145 pounds – Kawasaki (racing)

The 2012 line of Superbikes is great this year. Every single bike in the test had interesting qualities which makes picking one to race difficult. I think the bike that stood out the most would be the Kawasaki. The overall package that it has put together is really spectacular. From the chassis, to the electronics to the power plant, Kawasaki has accomplished something that it has come up short in 

(Top) Brian Chamberlain says he thinks the RSV4 is the right sportbike for him. (Center) Veteran road racer says the Honda CBR would be his pick due to how easy it is to ride and Honda’s renowned durability. (Below) Earnest says that parts availability is why he rides Suzukis.

years past. Again, I'd like to reiterate the entire line of liter-bikes is phenomenal and when it comes down to it, you really couldn't go wrong on track with most of these bikes.

Brian Chamberlain (38-years-old) – 6’0”, 190 pounds – Aprilia (racing and trackdays)

The Aprilia quickly became one of my favorite bikes in the shootout. Not only is it amazing to look at, but it is also a blast to ride. The RSV4 Factory APRC is basically a racebike with headlights and mirrors. The bike features more adjustability then I could ever wrap my head around. Plus it has different power modes, traction control, wheelie control and even launch control. The chassis is also fully adjustable including the steering head, engine mounts and swingarm pivot location. This might be a little overkill, but it’s cool nonetheless. The V-Four engine is narrow and the bike feels very light and flickable. I found it really easy to transition in tight switchbacks and once at full lean the chassis was composed. The Ohlins suspension seemed to soak up anything you came across and really helped to keep traction at its maximum. I think I might really like the Aprilia…

Tom Montano (44-years-old) – 5’10”, 145 pounds – Honda (racing) / Aprilia (trackdays)

I think the Honda would be the most reliable out of all them. The BMW would be too much. I’m not man enough for that anymore. The Honda is very user-friendly and it works well everywhere. It doesn’t stand out in any one area but it’s not lacking either. The Aprilia I like too but it’s not quite fast enough in stock form. It probably wouldn’t be the most durable either. But in terms of sheer fun factor I’d go with the Aprilia. I love the sound of the engine and once you get the chassis set-up right it is a dream to ride.

Michael Earnest (44-years-old) – 6’1”, 195 pounds – Suzuki (racing) / Any of them (trackdays) 

For racing I like the Suzuki because it’s a great platform and it does everything well: Nothing really stands out but everything works together—from the engine, the chassis, the seating position. It’s a easy bike to ride and go fast at the

Ken-man, loves the CBR.

 race track. And with the abundance of parts available for it as a club racer it just makes sense. Because the guy next to you has a footpeg or a fairing stay. Good luck finding a sprocket for an MV. I prefer it over the BMW because the package is a little more well-rounded and the parts availability as is the price.

Ken Hutchison (40-years-old) – 5’8”, 170 pounds – Honda (racing and trackdays)

I’m too fragile now to ever consider racing but if I did, I’d do it on the CBR. It isn’t the fastest thing out there nor does it have the most character behind the windscreen. It is one of the easiest, most friendly motorcycles to ride, and I like that. I’m always comfortable aboard it and it never feels like it’s going to bite me. It’s that kind of trust that makes it so fun for me to ride.

Justin Dawes (36-years-old) – 5’10”, 225 pounds – Suzuki GSX-R1000 (racing and trackdays)

I am actually surprised by what I’d choose to race and/or do trackdays. Some bikes did one or two things great for me, but let me 

(Top) Justin Dawes would like to race with Team Suzuki (Center) Frankie Garcia says the RSV4 fits him best. (Below) Young gun Devon McDonough loves Twins so he rides orange.

down in other areas. But the GSX-R1000 made me feel like a hero more often than the rest. I know my fastest time had to be on the Suzuki. It didn't have the most feel from the front, but I still could trust it. Mid-corner it was stable and it rocketed out of the turns with a ton of rear grip. It just made me feel confident and allowed me to push harder than on some of the other machines. The Gixxer is definitely for me.

Frankie Garcia (21-years-old) – 5’8”, 175 pounds – Aprilia (racing and trackdays)

Whether it was for racing or just trackdays, I would buy an RSV4. Yes, it does come with a hefty price tag but it also comes ready to rip right out of the box. If you were going to race it, you could fit some bodywork and have a total blast. Of course to be serious it would require some attention in regards to the chassis, brakes, and engine. The Aprilia makes a great trackday bike because of its features. Ohlins suspension, traction control, and a quickshifter come stock on Factory APRC model and that is huge. On top of all that the thing is bad-ass looking and sounds like a monster with a pipe.

Devon McDonough (16-years-old) – 6’1”, 158 pounds – Suzuki (racing) / KTM (trackdays)

I pick the Suzuki as a bike that I would buy to race because out of all the bikes it felt like the bike that was ready to go race! There were no weird characteristics or things about it and it felt like a real racebike. I really enjoyed how the bike felt on the track and sitting on it just felt natural. The power also came on nice and smooth so it made easy for going fast. I would pick the KTM as a bike to ride trackdays with, because even though it doesn’t have the most power it was a lot of fun to ride. I thought it was the most fun because it had manageable power and Twins are always my favorite. 




HONDA MENANG

sumber : www.motorcycle-usa.com

2012 superbike shoot out street comparison

DARI MAJALAH USA MOTORCYCLE MAGAZINE.. HUHUHU.. AKU CUT AND PASTE JER.. HAHAHA..

2012 Superbike Smackdown IX Street

Justin Dawes

Raised on two wheels in the deserts of Nevada, the newest addition to the MotoUSA crew has been part of the industry for well over 15 years.Equal parts writer, photographer, and rider, "JDawg" is a jack of all trades and even a master of some.

Superbikes are the absolute pinnacle of the motorcycling world – the tip of the spear. These open class sportbikes have all the latest technology showered upon them by the manufacturers with the goal of delivering the most impressive performance possible from a two-wheeled machine.

Horsepower to weight levels verge on lunacy while the handling capacities are beyond 99% of the users’ skills that are buying these beasts. Yet somehow it is not ever enough for any us, and the manufactures are hell-bent on giving us what we want. While development cycles vary from brand to brand, the quest for the ultimate sport motorcycle marches on, and what was hot last year may not be anymore.

That is where your loyal servants at Motorcycle USA step in. For you the reader we toil away behind the bars and windscreens of these race-bred rockets to bring you the answers. After the riding and performance testing is done, we discuss the details and obsess over the finest of points. All in an effort to find out which Superbike is the best.

For the ninth iteration of our annual Superbike Smackdown we gathered the top offerings from eight manufactures, one of our biggest fields tested to date. As we have for the last several years, we split the testing into reviews from both the track and street. This year we begin with the Superbike Smackdown IX Street with the track results to follow in a few weeks time.

For 2012 we have a new model from Ducati, some quasi-new bikes from Honda, Suzuki, Yamaha, and BMW, a slightly updated KTM and a carry-over model from Kawasaki. Aprilia has also rejoined the fray with its updated repli-racer. As for the last two players in the Superbike scene, the Eric Buell Racing 1190RS and the MV Agusta F4R, neither bike was available for street testing, but one of the two will be making an appearance for the Superbike Smackdown IX Track.

Last year BMW notched it’s second victory in the Superbike Smackdown in as many years. With a record like that, Bavarian Motor Works could have just left well enough alone and still fared well this year. While the S1000RR didn’t get a complete facelift or redesign, it received a slew of revisions to the fuel injection settings and some chassis changes intended to make it easier to ride. When you are the champ it’s best not to rest on your laurels.

Certainly the most talked about and most anticipated superbike in this contest is the 2012 Ducati 1199 Panigale S. With an all-new oversquare engine and monocoque aluminum frame the Panigale is sure to shake up the class of 2012. Last year the 1198 didn’t fare well on the street test, but we expect that the same won’t happen this time around.

Suzuki’s GSX-R1000 has been one of the most successful superbikes on and off the racetrack. It finished well in our 2011 shootout despite being unchanged for three years. This year Suzuki gave the big Gixxer a going over with new pistons, camshafts and ECU settings. Surprisingly, Suzuki still forgoes traction control on its flagship sportbike.

Honda’s CBR1000RR is another strong performer that has finally got an update although it did well in its previous trim. For 2012 Big Red just tweaked the ECU settings of the CBR’s strong running mill, wrapped it in more aerodynamic bodywork and updated the chassis with new suspension and trick-looking wheels. Just like the GSX-R the CBR comes without TC. Will the lack of electronic wizardry hurt the Honda? It hasn’t thus far.

Kawasaki is on an off-year on the ZX-10R’s development cycle and comes into the fray with zero changes from 2011, save new paint and bold new graphics. Last year it made it up on the podium in the 2011 Superbike Smackdown VIII Street with a third-place finish proving it’s a formidable adversary. But get caught sleeping and you get left behind in this class.

The second V-Twin in this showdown is the KTM RC8R. Largely unchanged for 2012, the Austrian orange and white machine gets some new camshafts, a heavier flywheel and new ECU settings. Could the bump in engine response and power be enough to bring the RC8R further up the charts this year?

The venerable Yamaha YZF-R1 got a subtle facelift along with the addition of traction control. One of the major pluses of the R1’s crossplane crank motor is its tractability, so will the addition of TC really help the claw its way up the scoresheet? Additionally the YZF gets a new shock spring that is more progressive, and that’s it. Not a big list of updates, but it just might be enough.

Missing last year in our shootout was the Aprilia RSV4, for this year the Italian manufacturer went all-out, supplying us with the RSV4 APRC Factory. We were very impressed with the standard 2011-version when we road tested it by itself, and surmised it would have faired well in the Smackdown. With this up-spec model the results should be interesting to say the least.

To put these bikes to the test we hit the road riding from our headquarters in Irvine, California to the ever-popular sportbike roads of Palomar Mountain. This gave us plenty of time on the freeways, light-to-light blasts, traffic jams and twisty mountain curves. Afterwards we high-tailed it to a rarely-used desert airstrip to gather our performance numbers. We chose to this location because it was more like the conditions that you might encounter on the means streets with its dusty surface and cracked asphalt. How often do you find perfectly prepped drag strip launch pads on public roads? That’s right. Never. So we decided to give you data that would be more representative of real world street usage. These numbers are not the best that they can do in perfect conditions, but what they can do with imperfect circumstances.

For the street testing we assembled a mixed crew of riders equally capable of surviving the freeway commute as they are carving up our fabled canyons. As many of you know, it is arguably more important to find out how these rarified machines peform in the real world. Lap times don’t matter here, only the fun factor, comfort and handling. To help us uncover the supreme street superbike we enlisted Monster Energy’s stunt riding superstar Ernie Vigil, our Road Test Editor and superstar in his own right, Adam Waheed, and yours truly. We also brought in two wonderful ladies for the first time in our Suberbike Smackdown history. Lori Dell has been dicing up with the So-Cal canyon carvers for almost 30 years, and when I first started on sportbikes she showed me the fast lines on the famed Ortega Highway. Our second female shredder is Leah Petersen, an Icon sponsored stunt rider with more than her fair share of street experience.

Superbike Smackdown scoring consists of objective and subjective categories with each bike receiving points according to ranking. Ten points goes to the highest ranked, eight to second, seven to third and so on. The categories then get the points tabulated and then compiled to find the winner. So with that out of the way, let’s get into the meat of the Suberbike Smackdown IX. 
2012 Yamaha YZF-R1

The 2012 Yamaha YZF-R1 is unique amongst the Japanese Inline Four sportbikes. Its MotoGP-derived crossplane crankshaft and uneven firing order offers a power delivery and feel that is truly one of a kind, and then of course there is the wonderful exhaust note. There is no mistaking the howl of a late model R1. For 2012, the R1 gets a subtle, almost unnoticeable styling update, but as the say goes, "the Devil is in the details."  The big news is the addition of traction control. Will a TC system on the Tuning Fork Superbike up its game on the street? 

Throw a leg over the Yamaha and you are greeted with a large comfortable seat and an easy reach to the bars. The seat to footpeg relationship is compact, but not uncomfortable or restricting in any way. Not only does the R1 look large from the rider’s perch, but the wide fuel tank and aforementioned seat make it feel larger than the rest of field. A direct effect is refelected in the low marks it received in the subjective comfort and rider interface categories. It should be noted that these subjective comparisons are a matter of perspective, saying any of these bikes are large is like calling a supermodel fat. Sometimes we get jaded by the unequaled access we have to the lightest, the smallest and the best. Either way we must qualify the dimensions in relation to each other.

“The R1 felt the widest and heaviest out of the bunch,” confirms 6'1" Ernie Vigil. “And this made for a little tougher maneuvering at low speeds.”

Ernie’s sense of weight was spot on as the R1 tipped the MotoUSA scales over 20 pounds more than the next heaviest

The 2012 Yamaha YZF-R1 feels the largest out of the group, but that leaves plenty of room to be comfortable.

machine at 478 pounds with a full tank of fuel. Compound that mass with the one of the lowest power outputs of the group at 149.91 horsepower and 75.08 lb-ft of torque and you get acceleration numbers that are just a step of the pace. The best 0-60 time the Yamaha could muster was 3.996 seconds on our real-world and less-than-perfect test strip. By the time it reached the quarter-mile mark at 139.5 mph, 11.33 seconds had passed. That is only a half-second off the top mark set by the nuclear-powered BMW.

The spacious feel also cuts into the handling scores as it takes a little more effort to get the YZF-R1 to turn-in and change directions than many of the other bikes. Once in the corner the handling has been improved with a more progressive rear shock spring that is stiffer initially and softer at the end of the stroke, which helps it soak up rougher sections of pavement. Previous generation R1's moved around and squirmed when pushed hard in the corners, but now it has a more planted feel, but not all our testers felt it was completely rock solid.

“I found the R1 smooth with an excellent center of gravity, but a bit unpredictable in the low end and slightly twitchy when it was pushed,” says our lady stunter Leah Petersen.

Twisting the right grip rewards the rider with one of the coolest exhaust notes in the biz, and it accomplishes the task with an eco-friendly level of sound. The R1 took top honors as the quietest bike in the test, ahead of the stealthy Ninja and unlike the ZX or CBR, still manages to maintain some charisma along the way. It is the low and mid-range power where it falls short in comparison to the top performers in the engine categories. At the upper rev ranges the R1 really wakes up and comes on strong, but on the street, power from down low is more useful.

“The motor is nice but for some reason it was a little tricky to learn,” says Ernie. “The power up top is insane but the low-midrange didn’t do it for me. I found it to be a little finicky in that area.”

Launching the R1 off the line is a more of a chore than some of the other machines due to a tall first gear that requires a fair 

The crossplane crank of the Yamaha YZF-R1 puts the power to the pavement effectively.

amount of slippage from the clutch. During a bout of stoplight-to-stoplight hooligan blasts the clutch faded as a result of those aggressive launches. Once underway, however, the transmission shifts smoothly and precisely without a missed shifts from any of our testers.

Considering the user-friendly engine performance of the Yamaha, we were surprised to find the R1 was near the back of the pack concerning fuel economy with 27.34 mpg. That gives a range of 131.2 miles out of the 4.8-gallon tank. It could have been our overzealous application of the throttle in order to hear that super sweet exhaust growl, but we did ride all of the machines the same way at the same time on the same roads.

With such a tractable character of the crossplane engine, the addition of TC on the R1 is not as big of a game-changer on the street as you might think. When selecting higher levels via the rocker switch on the left handle, the traction control system has a noticeable effect and does allow the rider to be completely ham-fisted with the application of throttle. However even at the lowest level available, the way the power is put to the pavement by the crossplane crank and uneven firing order makes the TC system seem almost redundant for a skilled rider on the street. On the track or in a heavy downpour this will be a different story, and it’s an absolute confidence booster knowing it is there to save you if needed.

“The R1’s TC works pretty good on the street. The thing about it though is since the powerband is so smooth and the fact that it doesn’t pump out quite as much power as the other bikes it really doesn’t even need it on the street,” muses our Road 

Despite the addition of traction control the 2012 Yamaha YZF-R1 finshed at the back of the pack this year.

Test Editor and Superbike Sicko Adam Waheed. “Still it’s a cool feature for sure – I just wish Yamaha would have spent some of its R&D might on increasing power output or cutting weight.”

Squeezing the binders on the Yamaha rewards the user with an impressive amount of power from the Sumimoto front calipers clamping down on 310mm front discs. While the power is there, the feel and initial bite just couldn’t match the Brembo monobloc offerings from the Suzuki, Ducati, BMW and KTM. Braking distance on our dusty and true to life skid pad was a long 134.1 feet.

Instrumentation of the R1 ranked near the bottom of our rider's scorecards as well, although all the pertinent information is laid out logically with a large analog tach front and center. The LCD panel that displays the speed, TC and power settings is beginning to look dated with its simple graphics. Several of our testing crew appreciated the visibility of the shift light.

In a hotly contested shootout such as this just being a half step off you your game can put you behind, and this was the case with the R1. In the real world where every single trait of a superbike isn’t put under our testing microscope, the $13,990 Yamaha R1 is an excellent machine that we would enjoy every day of the week. But as it sits in the heat of the battle the R1 has slipped to last place in our Superbike Smackdown IX Street. It's fortunes may change when we head to the track for our first ever modified Superbike Smackdown as it is the reigning AMA Superbike Champ. 

2012 Kawasaki ZX-10R

The 2012 Kawasaki ZX-10R is the only machine in this shootout that comes in to the fray without a single update or revision. That being said it was an all-new bike last year and finished on the podium right off the bat. Our test riders gave it high marks for its electronics package, smooth power and strong brakes. Usually if you’re not moving forward in the superbike game then you’re gong backwards. Can the $13,999 2012 ZX turn that wisdom on its ear, or will its all-new and refined competitors gain the advantage? 

Sizing up the ZX-10R, its small proportions look more like a 600cc supersport than a literbike. From any angle it looks to be on a smaller scale than the rest of the Japanese Superbike offerings and even to some of the European machines. Throw a leg over the ZX, however, and you’ll be pleasantly surprised with the real estate behind the clip-ons. The reach to the bars is comfortable and not too much pressure is put on the wrist. Two-position footpegs allow for a little more legroom if needed, but our crew felt the high setting gave us more than enough room and rated the Kawasaki fourth in comfort. 

The 2012 Kawasaki ZX-10R's traction control and engine power modes are easy to change on the fly and works well.

“The Kawasaki felt pretty stretched out; it was roomy,” says our more experienced lady tester, Lori Dell. “It was sporty, but was comfortable, kind of the best of both worlds. It lets you ride fast and long.”

In the rider interface and instrumentation areas the ZX-10R ranked third thanks to its nicely laid out controls. Everything is where you would expect it to be and the levers and switchgear fit the rider's hands nicely.

“The ZX had a great instrument panel and controls; I really like the up/down toggle for power and TC modes,” comments Leah. “I loved the mirrors, you could actually see out of them.”

The dash of the ZX-10R is one of the best in the class, mainly because of the bright and easy to read tachometer. The slightest glance lets you know right where you are in the rev range. All the pertinent info is easy to find, but the LCD screen just isn’t as flashy as the Ducati’s multicolored screen. Switching through the power and traction control modes is easy with the rocker stitch on the left handlebar and the LCD screen communicates clearly the changes. There is no misunderstanding if you are in full, medium or low power and what level of TC is selected.

Kawasaki’s traction control is silky smooth and intervenes on your behalf seamlessly. On the street unless you are riding at completely insane pace that would likely get you some time behind bars, you will never butt up against the limits of Setting 1. However, Level 3 is noticeable on the street when dashing through the twisties, and will allow the bike to track through the corner like it should even with the most aggressive throttle application.

On the dyno the Kawasaki has lost its rating as the second most powerful bike on the block now that the Panigale has been introduced. Even so, the ZX-10R wasn’t far behind producing 162.96 horsepower and 74.78 lb-ft of torque. The Team Green machine also lost its title as the lightest in class, but still comes in at svelte 439 pounds with a full tank of fuel.

Out on our quick and dirty test strip the best the ZX-10R could muster was an 11.26 second quarter mile at 140.1 mph. That’s a mid-pack performance, as was the 0-60 time at 3.826 seconds. Bear in mind if we were on a proper dragstrip these 

The 2012 Kawsaki ZX-10R feels larger than it looks, but it offers plenty of room for the rider to move around.

numbers would be lower, but we wanted to replicate the conditions that are more commonly found on your local highways and byways.

Just as important as the hard data is the opinions of our test riders, and our testers ranked the ZX’s engine power near the back of the pack. It’s amazing how quickly we adjust to new levels of power, and anything that isn’t ludicrous fast like the BMW is considered slow by comparison. The power delivery from the Kawasaki is so linear and smooth that the power feeling is deceiving. Additionally the exhaust is one of the quietest and that further bolsters the impression that the bike is less powerful than it really is.

Leah Petersen sums it up succinctly, “The ZX-10R is fast, there is no doubt about it, but it just doesn’t have one of the most exciting powerbands.”

In the handling and suspension categories the Kawasaki rated smack dab in the middle. On the freeway the suspension is firm yet not so much that it beats you into submission on the way to your favorite piece of road. It is just taut enough to remind you what its true purpose is. Once on the mountain roads the Showa Big-Piston fork and horizontal Showa shock keep things under control when the heat is turned up. The balance between the front and rear is excellent and most pavement irregularities don’t upset the chassis mid-corner. Turn-in effort is light and it changes direction with ease. It’s not a sharp-edged as some of the racier mounts such as the Aprilia, BMW and Ducati and the scores reflected that simple fact. 

The 2012 Kawasaki ZX-10R's engine is the third most powerful in the test with a linear delivery that tops out at a rider-friendly, 162 horsepower. The Ninja is deceptively fast.

“The Ninja is a better street bike than ever before. It truly does handle well and offers great ride quality too,” so says our Road Test Editor Adam Waheed. “It won’t beat you up over the course of a long ride either. My only real complaint is that it feels wider than it looks and doesn't seem to dominate in the corners.”

Pull back on the right lever and you are rewarded with a very crisp feeling set of front stoppers. The initial bite is one of the most aggressive and was regarded highly by those of us who like an immediate grip on the rotors. While the feel was excellent, power on the whole was not as impressive as the response time. That lack of outright power kept it from ranking at the pinnacle of the braking category.

“The feel and comfort were really good,” comments street-maniac Ernie Vigil. “But the actual stopping response wasn’t that impressive. I was expecting a little more power wise from the ZX’s brakes.”

For 2012 the ZX-10R has been forcefully removed from the podium by the introduction of the all-new Panigale and a not so surprising return to grace by a former benchmark of the 1000cc class. In just 12 months the game can change, and progression marches on. The Kawasaki was caught catching its breath when some of the other manufacturers broke into a sprint. As the same bike that finished third last year, the ZX-10R is an excellent all-round sportbike, but some of the 2011’s newness has worn off. Despite finishing in a tie for fifth place it's just a few revisions away from contending once again. The Kawasaki’s fortune may change, however, in the track portion of the testing.

2012 Suzuki GSX-R1000

The past few years it could be rightly claimed that Suzuki ignored the GSX-R1000. The 2009 and 2011 Gixxer were basically the same bike with different paint jobs, and there wasn’t even a 2010 model to be had in the U.S. market. For 2012 Suzuki finally gave some attention to its literbike. The new GSX-R is not a total redesign but a few changes were made to increase the performance of the venerable superbike. An always solid performer on the street and track, not much would really be needed to bring the $13,799 GSX-R1000 back into the spotlight of Superbike Smackdown. 

Starting with the powerplant of the GSX-R, Suzuki engineers installed new pistons that are lighter and more durable with a new crown and skirt shape to increase the low-end and mid-range power while still allowing for quicker revs. The crankcase venting has been revised to reduce pumping losses. Suzuki also ditched the bulky twin exhaust pipes for a new 4-2-1 system made from stainless steel and titanium. And of course the ECU settings are revised to work with the engine changes as well as to create a more linear and smooth spread of power. There is still no traction control, just the customary power modes that have been in play since 2009. 

The Suzuki GSX-R1000 has always been one of the most popular suberbikes, and we understand why: Because it kicks-ass!

Twist the throttle on the Gixxer and you don’t really feel any more power, but it does rev freer and hit the redline quicker. The build-up is smooth and controllable without any sort of hit or hiccup, just a constant rush to 13,300 rpm. For the street that is key to gaining confidence quickly in the connection between the rear tire and the right grip. It might not set the world on fire it terms of power, but it is competitive with the rest of the Japanese Superbikes. 

“The GSXR has the smoothest power delivery of the whole bunch,” claims Monster Energy stunter Ernie Vigil. “From beginning to end the Gixxer pulls hard; not quite the power of the big boys but more than enough to have some fun.” 

Throttle response and fueling couldn’t get much better, but the engine character didn’t rate too highly with our testers when put up against two V-Twins, a V-Four and a crossplane crank motor. It’s pretty crazy to think the high-RPM scream of an Inline Four has started to become old hat. 

On the MotoUSA Dynojet 250i dynamometer the GSX-R1000 churned out 151.6 horses and 73.78 lb-ft of torque. While these numbers might not be impressive when compared to the big numbers posted by the BMW and Ducati, in our acceleration testing the Gixxer performed better than expected. The 448-pound blue and white machine accelerated to 60 mph in 3.783 seconds and covered the quarter-mile in 11.09 seconds at 142.2 mph. 

The 2012 Suzuki GSX-R1000 is one of the most comfortable bikes in our Superbike Smackdown IX Street.

At the pumps the Suzuki continued to perform with a three-tank fuel economy average of 35.7 mpg. That is second to the miserly Honda CBR1000R. With a 4.6-gallon tank, the GSX-R will give you 164.2 miles of fun before you’ll have to stop. 

With that kind of range it’s good to know your body won’t quit before the fuel runs out. Our crew ranked the GSX-R1000 third in terms of comfort, citing a Cadillac-smooth ride on the highways and a roomy rider compartment without any extreme relationships between the control points. 

“The Suzuki is a very comfortable motorcycle to ride and would probably be my go-to machine for long-distance riding,” says our Road Test Editor Adam Waheed. “I’d have no problem throwing some soft luggage on it and hitting the road for the weekend.” 

Even though the comfort was rated highly, the ‘Zuk ranked in the bottom half in the rider interface and instrumentation categories. The gauges on the Suzuki are easy to read and all the information is clearly conveyed, but the styling is dated and very simple. Toggling through the modes is drama free, but the feel of the switch gear and levers isn’t as exotic as the European machines. One positive is the easy to see gear indicator. 

“The gauges on the GSX-R are classic looking; I’d say borderline dated in design,” admits our lady stunter and guest rider Leah Petersen. “But they are useful.” 

Suzuki gave the suspension a going over along with the motor in order to raise the GSX-R’s game. Most of the changes revolve around the weight loss thanks to the lighter single canister exhaust. The Showa Big Piston Forks have been

Just a few changes from Suzuki's engineers brought the 2012 Suzuki GSX-R1000 back to contention. Sure, we would love to see a slipper clutch on this bad-boy, but as you have seen in this test, it's not required to make a good bike.

shortened by 7mm, but the travel has been increased by 5mm. The initial stroke was softened up with revised valving. The front axle has also been lightened and uses a nut to secure the axle in place rather than threads in the fork leg. Out back the shock has been left untouched. 

Handling on the Suzuki is just what we have come to expect from the GSX-R line, rock-solid stable with just enough agility to get the job done without any hair-raising tendencies. While it is confidence inspiring it feels a bit disconnected from the pavement and has a slightly vague feel, but it works to the Suzuki’s favor as it filters out the noise from the road. Turn-in isn’t as light as the more high-strung repli-racers in this shootout, but it does feel more balanced than some of the others in the corners. Our crew ended up rating it just behind the razor sharp Aprilia and easy to ride Honda. 

“I like the Suzuki a lot. It’s a more ‘loose’ feeling bike in the way that it doesn’t feel maybe as accurate as some of the other bikes… But it just plain works,” says Heed. “It’s also very stable. Overall it’s a great package and one of my top bikes for sure.” 

The last major and maybe most significant change to the GSX-R is the addition of Brembo monobloc brake calipers. In the past the binders on the Suzuki had an inconsistent feel, but now the power and feel has been greatly enhanced. The initial bite isn’t as powerful as you would expect, but the deeper you get into the brakes the more powerful they get. Despite the new and improved braking performance our subjective scoring puts the GSX-R mid-pack, and its 132.6 foot stopping distance from 60 mph falls in line with our riders opinions. 

While the Suzuki may not look new, its newfound performance was almost enough to get it back on the box in our Superbke Smackdown IX Street. It’s familiar comfort, confidence-inspiring handling and smooth power was just enough to edge out the competition for a fourth-place finish. The Gixxer has always been the people’s champ and it falls just a bit short of being ours.

2012 Honda CBR 1000 RR
In 2010 Honda CBR1000RR fell from grace as our Superbike Smackdown champion, knocked from its perch by the omnipotent BMW S1000RR. Even so, it had a three-year run as the best street superbike available. Not one to take finishing second to any manufacturer lightly, Honda gave the $13,800 base model 2012 CBR a serious reworking in order to re-capture the crown. The big question is whether or not the amount of work done on the former class champ is enough to match the Bavarian brute or the fresh blood of the Panigale.

The list of updates on the CBR1000RR is not long. In fact, you can count all of them on one hand, but that doesn’t mean they are not significant. Honda wrapped the CBR in more aerodynamic bodywork, gave it new 12-spoke wheels, worked up fresh suspension, installed a flashy digital dash and, last but not least, reworked the ECU settings. Honda is historically very calculated with its changes and although we were disappointed to not see an all-new CBR we have to admit this bike is good. But, we can still bitch about one thing still absent in the Honda’s bag of tricks: No traction control, but Big Red is so confident with the new suspension and ECU setting that it feels the CBR doesn’t need an electronic babysitter to be competitive. 

Power output from the CBR has always felt strong thanks to a fairly low curb weight. It has never been described as overbearing or uncontrollable, and the trend continues with the 

The power of the slightly revised 2012 CBR1000RR is smooth and easy to control.

2012 model. The bottom to mid-range is punchy yet easier to handle as the throttle response is smoother in tight corners and when initiating small throttle inputs. More aggressive riders might like to have a little more power down low, but for most riders, the tradeoff for the smoothness is acceptable. The buzzword often associated with the Honda powerplant is “user-friendly,” but the downside to that user-friendliness is that it takes something away from the visceral feel of the bike, leaving the Honda in last place in the engine character category. 

“The engine in the Honda works great—the bottom-end is a little soft which will be appreciated by novice riders," muses our resident speed freak Adam Waheed. "Stay in the throttle though and you’ll be surprised by just how much mid-range it cranks out. Only problem is that it’s so smooth and refined that it doesn’t offer a whole lot of wow factor. It’s more utilitarian in its feel and power delivery—which is great if say you’re logging 10,000 miles a year. But for a bike I want to play around on it needs to have more ‘oomph and excite me some more.” 

Despite the powerplant getting the lowest marks for character, it rated well in the subjective engine power, but on the dyno the numbers weren’t as impressive. The CBR1000RR ranked in the lower half of the field with 151.28 horsepower, but the torque was the highest from all the Inline Fours, including the mighty BMW, with 77.25 lb-ft. That mid-range torque is a signature ingredient in the CBR recipe for success on the street. Honda has always made streetbikes first and this is where they continue to shine. While the power was middle of the charts, the fuel economy was not. For 2012 the CBR1000RR took top honors in fuel economy with a 36.56 mpg average. That also gives the CBR the longest range in the test at 171-miles from its 4.7-gallon tank. 

At the drag strip the 448-pound CBR fared well in the quarter-mile and 0-60 times too, despite have horsepower fugures near the bottom of the pack. Blasting down our real world piece of pavement the Honda flew through the trap with a time of 10.98 seconds at 141.0 mph 

The 2012 Honda CBR1000RR transmission is precise, the clutch has a positive feel and its geared perfect for the street.

and accelerated to 60 mph in a runner-up time of 3.597 seconds. This surprising performance can be attributed to the silky smooth power delivery and positive feel from the clutch, but it also has plenty to do with the Honda being the third-lightest machine in this test.  

The rest of the drivetrain was just as affable as the clutch, coming in second behind the German-engineered BMW on the subjective scoresheets. Our test riders lauded it for perfectly spaced gearing and crisp shifting that never once left us down. It was exactly what you would expect from Honda in regards to a no-fuss user interface and riding experience. 

“The CBR’s transmission is really even and ready to hit the streets out of the box,” says our lady stunter and all-round ripper Leah Petersen. “Each gear felt even and appropriate for street riding.” 

Our guest Monster Energy rider Ernie Vigil concurs with Leah’s appraisal, “Simplicity again proves that it doesn’t take a bunch of gadgets to make a sound bike. Typical Honda smoothness in the tranny and clutch makes for a user-friendly platform.” 

Sitting on the Honda feels familiar, as the ergonomics are exactly the same as years previous. Although the bike doesn’t look as small with the new facelift, it still feels compact. Even with its tighter proportions, most of our testers had no issue with the comfort of the CBR. In fact, it rated second in both the rider interface and comfort categories. The only complaint came from my less than flexible, motocross-damaged legs and knees that took issue with the short distance from the very flat seat to the tallish footpegs. 

Our second woman test pilot Lori Dell disagreed with my view on the Honda’s ergos. “I think the CBR is the best commuter bike out of the bunch,” states Lori. “It’s a good liter bike starter; it has simple well-mannered comfort.” 

The 2012 Honda CBR1000RR is easy to ride and a case can be made that it is the best commuter bike in this test. Its comfortable, has good mid-range power and fits most riders.

One area where the Honda could have done better in the ranking was the instrumentation area. It's got new gauges, but it somehow finished mid-pack. The new LCD screen is easy to read and conveys more information than before with a gear position indicator. However the monochromatic black on grey/white display failed to wow our crew in comparison to some of the flashier units in this shootout. The five level shift light is a nice touch and easy to see when looking down the road. 

The biggest story with the Honda for 2012 is the new suspenders on both ends. Up front a pair of 43mm Big Piston Forks (BPF) keep the front in contact with the pavement with a confident but slightly muted feel. This gives the rider just the right amount of information on grip and terrain without overloading the senses with every bit of detail of the asphalt. Controlling the motion at the rear is a shock that Honda and Showa developed jointly to eliminate the lack of feeling for the split-second the Pro-Link transitions from push to pull. The dampening force remains constant no matter the position or movement of the shock, thereby increasing the traction of the rear wheel. On the street it’s hard to tell if it makes a huge difference, but the rear end is planted and stable no matter the situation just as it always has with previous years. 

“The suspension on the Honda makes for a stable platform,” claims Ernie. “And that stable feeling builds confidence for the rider.” 

All of our test riders rate the Honda as the easiest motorcycle to ride in the curves at most speeds, but that being said the BMW and Aprilia are the sharper knives in the drawer. Perhaps because it is so easy to ride that the Honda was rated second in the handling 

In the end the lack of character hurt the 2012 Honda CBR1000RR in our test riders subjective opinions. But you cannot argue with a second place finish, can you?

scores. Hustling through corners is nearly effortless and gets easier when you really crank up the pace. 

Honda managed to improve the CBR1000RR, a tough task to accomplish without a whole new bike, but it paid off with another second place finish. With so many unique machines in this class, it was hard for the Honda to seperate itself from the pack at times. It all boils down to this – the CBR is easy to ride, almost to a fault. It’s forgettable as soon as you get off it because it didn’t either wow or scare the heck out of you. It’s a wallflower, vanilla and yet perfect at times. Most important, it's one damn fine motorcycle, and if Honda could find a way to give the CBR1000RR some more personality, it might just reign supreme.


2012 BMW S1000RR 
 BMW’s S1000RR has reigned supreme since it’s first inclusion into the slugfest that is Superbike Smackdown. Not only has it taken the crown in the street testing, but it has also stomped the competition in our track testing. With horsepower numbers that still remain unrivaled by any other superbike offering and a surefooted street-going chassis, BMWprobably could have sat back and continued to collect more shootout trophies in 2012. Instead the German powerhouse gave the S1000RR its first technical update to make it an easier bike to ride on the track. The question is whether or not that will make it even better on the street as well? 

With so much power on tap, BMW did not delve into changing the internals of the S1000RR’s Inline Four engine. Instead it worked on making the monumental amount thrust easier to control. Previously we’ve complained that in the higher power modes such as Race and Slick the throttle response is much too sensitive, even for our more experienced riders. In a straight line it’s not a huge issue, but when leaned over in a corner it can be intimidating and challenging. BMW remapped all four power settings to smooth the response during throttle modulation. After taming the beast, BMW modified all four maps to produce more low to mid-range power. Additionally a new throttle tube was fitted with a lighter and shorter pull. 

The S1000RR's throttle response has been made smoother but not more tame..

On the street these changes won’t be a marked as they would be on the track, since Sport mode is more than optimum for duty on most pieces of road. But when riders really want to test their mettle, it’s fun to experiment with Race and Slick on the street. Before this was a tricky proposition if you weren’t the smoothest on the gas. Now both these modes are useable for mere mortals. Feeding on the power is much easier while still on the side of the tire, and the jerky feel during fine-tuning of the right grip is gone. 

But don’t be mistaken, just because the response has been smoothed out doesn’t mean it has been tamed. The power from the S1000RR is voracious and without a doubt unmatched by any other machine in this test. It may not have the most punch right off the bottom, but as you pass through the mid-range the power comes on strong building to a massive rush at the top. Each time we give the BMW full stick we are amazed that this much performance can be attained in in a street-legal production motorcycle. 

“Oh, hell yes this thing hauls ass!” exclaims our intermediate level test rider Lori Dell. “It’s got gobs of power, but it’s totally controllable and easy to use. The delivery is smooth on and off the throttle.” 

On the dyno the BMW was once again the king, not that there was any doubt that it wouldn’t be. A peak rating of 175.95 horsepower was just a hair over 10 ponies more than the second-best Ducati 1199 Panigale S. In terms of torque the

The 2012 BMW S1000RR is still the king of the horsepower charts for the third year running with a 175 ponies on tap.

S1000RR finished at the bottom with 73.7 lb-ft of torque. That power pushed the 456-pound blue Beemer to a class-leading 0-60 in 3.347 seconds and a quarter-mile time of 10.81 seconds at 147.7 MPH. 

The traction control system of the S1000RR is seamlessly integrated into the four power modes, with the most intervention in Rain mode and the least in Race. On the street the electronic intervention is only noticeable in Rain mode and maybe in Sport if you really are pushing. It’s nice to know you have a safety net if something unexpected happens. Our only real gripe is that the wheelie control still comes on too abruptly and brings the front end down prematurely. 

“I really like the BMW’s TC system. It’s maybe a little more restrictive than some of the other bikes – but it’s really a moot point on the street,” claims Heed. “The only flaw is the wheelie control, as it still doesn’t offer smooth calibration. I wish you could just manually disable that feature alone, but you can’t.” 

The engine character of the Beemer also ranked at the top of the charts, as our testers loved the duality of the S1000RR’s personality. At lower RPMs it’s quiet and civilized, but you know there is a something fierce lurking inside. As you close in on the big end of the tachometer the shriek from the exhaust is musical and fearsome at the same time. 

“The sound that the BMW makes is intense,” says Ernie Vigil. “It actually sounds and feels like a bike that has 200 hp!” 

Even with all that power being produced the S1000RR is one of the better bikes on consumption of gasoline. After all our fill-ups at the pump we averaged the fuel economy of the big bad Beemer at 35.17 mpg. That equates to a 161.8-mile range from the S1000RR’s 4.6-gallon tank. 

The 2012 BMW S1000RR chassis has been revised for better racetrack performance, but that did not hurt the bike's road going prowess in any way.

Slowing down the S1000RR rocket ship is the responsibility of a set of Brembo calipers that are not of the Monobloc variety. They are the less-coveted two-piece cast four-piston unit, but they do a phenomenal job in hauling the BMW down to speed. Our testing crew rated them the best of the bunch, and in the objective testing on our skid pad the Beemer stopped second-best 131 feet with the ABS switched off. 

Our second lady tester, Leah Petersen, succinctly summed up the BMW brakes, “The brakes are so perfect you don’t even realize what’s happening.” 

The second area BMW’s engineers focused on is the handling prowess of the 2012 S1000RR. On the street we had no complaints about the previous model year, but on the track in racing trim professional racers have had their struggles. BMW set out to balance the chassis better from front to back. To achieve this goal the engineers shortened the rear shock by 4mm and raised the front end by 5mm. Then the wheelbase was decreased by 10mm, and the fork offset was reduced by 2.5mm. The steering head angle was revised, and lastly the swingarm pivot was raised by 4mm to increase rear wheel traction. 

Out on the street, we don’t ride anywhere near the limit of the capabilities of these superbikes, so to be honest the 2012 BMW S1000RR didn’t feel that much different than the 2011 model. That is a good thing. Just like the Honda, the BMW is easy to ride for just about any skill level, but it gives more feedback to the rider, making for a more exciting ride. Every corner makes you feel like you are Leon Haslam. Turning in takes just a slightest bit of muscle, but once on its side the BMW is rock-solid, yet light feeling. The suspension worked well right out of the box for all of test riders. The front fork is compliant 

The BMW S1000RR still reigns supreme on the street - no easy feat considering the caliber of the competition.

and provides a direct link to what the front wheel is doing. Out back the rear shock is firm in the turns, but not so stiff that it’s a buckboard on the freeway. 

“The S1000RR is confidence inspiring and very well mannered at any speed,” says Lori. “It isn’t upset by imperfect road conditions, and I always knew the it would track true.” 

Our testing crew also rated the comfort of the S1000RR as the highest. It has just the right mix for a do-it-all sportbike. The seating position is compact as a superbike should be, but the pegs are not as high as the Honda or Kawasaki allowing for a little more room on the longer stretches of road. Front to back the attitude of the bike is fairly level keeping pressure off the wrists, but when it is time to get aggressive the stance is sporty enough to tuck in and do work. Our only real criticism the engine is slightly buzzy, and it transfers those vibes to grips and footpegs. We'd call it more of an annoyance than a deal-breaker.

When the Ducati 1199 Panigale was introduced we thought the S1000RR’s time at the top might have been over. But pounding out the miles on the best roads Southern California has to offer proves this is not the case. Once again the baddest BMW ever constructed has cleaned house in our Superbike Smackdown Street test, topping over 50% of our scoring categories. While the bike doesn’t feel much different on the road from the previous model, it’s obvious BMW has raised the bar even higher for the ultra competitive superbike class. Stay tuned to see how it performs on the track, but if the street testing is any indication, BMW’s rivals are going to have to be pretty spectacular to knock it from its throne.

2012 Ducati 1199 Panigale S
This right here is what we’ve been waiting for since the very first details were released for the 2012 Ducati 1199 Panigale. Not since the introduction of the BMW S1000RR in 2009 has a sportbike garnered so much anticipation and excitement from the motorcycle world. When our man Waheed rode it in Abu Dhabi for the 2012 Ducati 1199 Panigale First Ride, he left impressed with the sexy red beast but not entirely sure is could take down the mighty Beemer. Ducati supplied us with its more expensive ($22,995) and higher spec S model, as we would have to wait even longer for a standard model. Since we wanted the best each manufacturer had to offer, we had no objections. 

From the ground up the 2012 Ducati Panigle is an entirely new model. Both the chassis and the engine are unlike any that the Italian factory has offered to the public. Check out the 2012 Ducati 1199 Panigale First Look for all the technical details, but here are the Cliff Notes: The new powerplant of the 1199 is an oversquare design named the Superquardro. Ducati hails it as the most powerful V-Twin in production today. As for the chassis, the Superquadro is an integral part of it as well, being a stressed member with a monocoque aluminum frame attached to the cylinder heads. This allows the Panigale to be the lightest Superbike on the market. It tipped our MotoUSA scales at 426 pounds with a full tank of fuel. 

The Panigale's TFT multi-colored display is one good-looking unit but not all is perfect with the high-tech unit. The display looks trick but it is very busy and figuring out how to make changes on the fly could be easier.

The first thing riders notice when jumping on the Panigale is the departure from the extreme forward-set riding position from the previous model. It’s still aggressive but not as uncomfortable as before. The layout is more conventional with a comfortable reach to the bars and more legroom than all the other bikes except for the KTM. Our testing crew loved the slim feel and all agreed the comfort is at a whole new level for Ducati. If not for the extreme under-seat heat that comes of the exhaust header that cooked our legs and backside whenever we were moving slowly, it would have rated right at the top. 

“The Panigale is beautifully balanced, narrow and super light,” says our woman test rider, Lori Dell. “It’s not a commuter bike for sure with all that heat that comes from under the seat.” 

First seen on the Diavel, Ducati’s TFT display is one of the best looking dashes in our test. The multicolored readout is easy to read and packed with every bit of information the rider needs. The shift light, or lights we should say, is super cool as the whole outer area of the meter lights up to signal an upshift. 

“The Ducati’s meter has insane styling with a technologic advantage,” comments stunter Ernie Vigil. “Everything is adjustable electronically; it’s really pushing the the envelope of what’s possible.” 

There are a couple of annoyances with the meter that kept it from being the best in the test. First, is as the rpms move across the display the single digit for each 1000 revolutions enlarges to allow you a quicker glance to seevwhat speed the Ducati’s mill is spinning. The problem is when the engine is spinning at 500 rpm increments the enlarged number jumps back and forth between the higher and lower. At speed it looks like some sort of warning light and distracts the rider. The other issue is when the sun is directly on the meter it can be difficult to see. 

Turning the throttle on the Panigale S is nothing short of impressive. The power delivery from the Superquadro heart of the Duc 

The 1199's Superquadro enigine likes to be reved more than previous Ducati Superbike poweplants. 165 hp? Really?

builds slower off the bottom than you might expect but then comes on strong all the way to 11,000 rpm. Riders accustomed to the previous generation of Ducati superbikes will have to adjust their riding style accordingly and use the revs rather than torque, but we think this is a good thing and will appeal to more riders. We ranked the 1199 just behind the BMW in engine power. 

Leah put it simply, “The Panigale is 100% raw power; this bike does what it was engineered to do.” 

Raw power needs raw fuel, and the 1199 uses more of it than any other in this test. Over the course of our test, the fuel economy averaged out to just 24.81 mpg. That gives the Panigale a range of only 111.7 miles with its 4.5-gallon tank. So you will be visiting the pump often, but it will give you a chance to chat with all the adoring fans of the Ducati’s good looks. Every time we stopped it drew interest from passers-by. It isn’t even a contest in the appearance category with a win by unanimous decision. 

Ernie put into words what we all thought, “It has by far the most intense styling out of the bunch. The bike looks amazing; it should go down as one of the best looking bikes ever. Amazing, truly a work of art.” 

Strapped down to the dyno, the Ducati’s 1199cc V-Twin kicked out the second highest horsepower rating at 165.54 and the most torque with 85.6 lb-ft. combine that with its ultra-light weight and you get one hell of a rush when the trigger is pulled. On our less than ideal test strip the Ducati rocketed down the quarter mile in 11.37 seconds at 139.7 mph. That’s not the result we expected from the Panigale, but getting a good run was difficult with the front wheel clawing at the sky. Zero to 60 times also suffer the same result with a best effort of 3.887 seconds. 

Slowing down the Ducati was a joy with excellent brakes courtesy of Brembo. Just as every other mega-spec ride in this

There is no denying the aggressively styed Panigale is on e of the better looking bkes in the Supebike Smackdown.

shootout the monobloc calipers do the squeezing of twin 330mm discs with superior feedback and feel, but these are the new M50 calipers and are said to be more rigid yet lighter. From the solid feel from the lever to the herculean stopping power, our test team loved the stoppers on the Panigale, rating them second to the BMW’s phenomenal units. Out back the feel wasn’t as spectacular but definitely above average. On the real world skidpad the 1199 stopped in 131.8 feet, just 9.5 inches longer than the Beemer. 

On the highway the Panigale is taut, but not uncomfortable. It tracks straight and true on and off the gas no matter the surface, but you know it’s not happy in this element. Up on Palomar Mountain the 1199 begs you to turn the road into a race course, as you want to go fast to exploit the sharp handling. Any slower and it feels a bit twitchy and rough around the edges. The upgraded electronically adjustable Ohlins NiX30 fork and TTX36 rear shock allow for constant contact with the Pirelli Supercorsa SP tires and the asphalt for extraordinary feel. The more aggressively you ride the better it gets, and there’s the rub. It’s not as well behaved as the BMW when the pace is sedate. 

“It’s like a bratty thoroughbred, needy and misbehaved until in its element,” declares Lori. “Then it becomes a different bike, a focused and immaculate racing machine.” 
The 2012 Ducati Panigale S is almost everything we hoped it would be. It’s fast, it’s aggressive and it’s beautiful. In just a few areas it fell short, but that is just enough to finish third behind the well balanced Honda and seemingly unstoppable BMW. For a first model year that is impressive to say the least. It may not be perfect, but that is what gives it a soul that only can be pure Ducati. The perfection is in the imperfections.



2012 Aprilia RSV4 APRC Factory
Last year we missed out on including the Aprilia RSV4 APRC in our 2011 Superbike Smackdown VIII. In the previous year the RSV4 did not fare so well, but soon after the Aprilia literbike got some revisions, most notably the addition of the APRC traction control system. In the 2011 Aprilia RSV4 APRC First Ride article we felt that if it had been available for the smackdown it might have been a contender. Aprilia came loaded for bear this year, delivering the $22,999 up-spec Factory edition of the 2012 model. We’d be lying if we said we weren’t excited to put this V-Four screamer through its paces. 

RSV4 Factory APRC – it’s a mouthful for sure, but what does it all mean? The Factory edition features Ohlins suspension, forged aluminum wheels, gobs of carbon fiber and adjustable front and rear geometry. Then heap the Aprilia Performance Ride Control (APRC) system on top of all that mega-spec goodness. The APRC is by far the most intense and feature-rich traction control system out there, based on Max Biaggi’s 2010 World Superbike Championship winning machine, this is the real deal. There are 8 levels of traction control, 3 levels of wheelie control, 3 levels of launch control and a quick shifter all stemming from the fly-by-wire throttle system. An F-16 jet-fighter just might be less complicated than this thing. 

The basic 65-degree V-Four engine architecture hasn’t changed much since we had the bike in the 2010 smackdown except for a new, lighter exhaust intended to unleash some more ponies. And this is a good thing, the engine is super compact and is 

The 2012 Aprilia RSV4 Factory APRC has the one of the sweetest exhaust notes coming from its V-Four motor.

just about the same width as V-Twin. This design makes for a very small, narrow chassis. There is some punch in that diminutive-dimensioned 999.6cc engine too. On our Dynojet 250i the RSV4 cranked out a fourth-best 159.82 horsepower and 76.16 lb-ft of torque, also fourth highest. On the street the power impressions from our varied crew of riders was generally positive. Starting at the mid-range the rush to the top-end is frantic yet smooth as silk at the same time. 

Leah Petersen ranks the engine power and character first for both categories. “This bike is smooth and subtle, you’re hitting over 100 mph long before you realize it. This engine just sounds exciting; I think it would even get non-motorcycle people amped up.” 

Our stunt-buddy Ernie has an interesting counterpoint to Leah’s comments stemming from the tall first gear that hurt the low-end power feel from the Aprilia. “The top end on this bike is insane - pure race bred power. It’s amazing for anything track related, but if your looking for in city torque it’s nowhere to be found.” 

And that is the crux of the Aprilia’s street performance. It’s has a stellar engine character, but the taller first gear makes getting away from a stoplight a chore. Once underway the track-focused and narrow gear spacing keeps the RSV4 in the sweet spot of the power, but you have to ask yourself if you can live with the slowest 0-60 and quarter-mile acceleration of the category for a transmission that works best when you are shredding mountain roads. At our imperfect drag strip the RSV4 hit the 1320-foot mark in 11.56 seconds with a 135.3 mph terminal velocity while hitting 60 mph in 3.996 seconds. This was without using the APRC system’s launch control settings as all bikes were compared without any electronic aids engaged. Even with the uber-tall first gear, the Aprilia rated near the top of the heap in the subjective drivetrain category. 

Slowing down the 451-pound Aprilia is nothing short of marvelous. Ranking second in the subjective braking category,

Although the brakes on the Aprilia didn't rate the highest with our testers, they destroyed the competition on the skidpad.

most of our riders felt the binders we just a hair behind the impressive BMW binders. Everyone raved over the race-bred Brembo monoblocs’ feel and consistency. The tale of the tape showed the Aprilia annihilating the competition on the skid pad, stopping almost 20 feet shorter than the next best at 112.5 feet. We didn’t believe it ourselves, but Waheed backed-up the data with two more stops in the 112 and 113-foot range. 

“I don’t know why it stopped 20 feet shorter,” admits Adam. “The brakes didn’t feel that particularly much better—they work well and I would rate them mid-to-upper pack. Perhaps it can be attributed to the action of the fork as the Ohlins unit is the best, offering responsive feel and movement throughout the stroke. I was surprised by the numbers.” 

Using the APRC system is as complicated as the system sounds for our testers. With so many options to choose from and two separate screens for street or track, it is easy to get completely lost in the menus. Changing the TC modes is the most straightforward and easy with index finder and thumb triggers on the left bar that allows the rider to dial up or down the amount of electronic wheelspin control on the fly. But the rest of the system is confusing and frustrating. Make sure to carry that owners manual with you if you intend to make any changes.

“The two paddle-style buttons on the left clip-on allow the rider to adjust wheelspin intervention on the fly, while riding. It’s the only bike that allows this and  is a great feature for sure,” commented Waheed. “The launch control on the other hand is difficult to figure out. The menu system is tricky to navigate, and just when you think you figured it out, it turns out you haven’t. I couldn’t ever figure out how it works. Aprilia definitely needs to steal some cues from Apple and work on the functionality of the menu system.” 

With such a compact, race-bred chassis, the comfort and rider interface scores settled near the bottom of the scale as we 

The compact frame of the 2012 Aprilia RSV4 makes throwing the bike around a joy.

expected they might. The high footpegs, small seating area and low bars make for aggressive riding for the everyday cruise, but it makes complete sense when blasting up Palomar Mountain’s famed curves. By the time you get there, however, you might very well be sore and need a stretch before turning the RSV4 loose. 

“The Aprilia felt awkward at first on the highway, but once we got to the curves we bonded,” says our second lady test rider, Lori Dell. “Up on the mountain I felt like I sat in the bike, like I was a part of it, like being hugged.” 

After burning through a few tanks of high-octane fuel, the RSV4 managed a fuel mileage of just 27.42 mpg. That ranks it down near the bottom of the scoring with only the Ducati 1199 Panigale S and the Yamaha YZF-R1 getting less bang for the buck at the pumps. The 4.5-gallon tank gives the Aprilia a range of 123.4 miles before the next fill-up, which is the second shortest. 

The 2012 Aprilia is an amazing performer when the tempo gets turned up, but to live with it on a daily basis would take some sacrifice in comfort and usability. As this is the street portion of the Superbike Smackdown, the track-focused and race-bred pedigree hurt the RSV4 here, but it will certainly work to its advantage when we turn it loose on the track.
2012 KTM RC8R 

The V-Twin powered RC8R enters its fourth model year of production, and KTM continues to refine and tweak this unique superbike for more performance and better handling. Last year the 2011 model bested its most obvious rival, the Ducati 1198, by two places. This year Ducati has stepped up with an all-new design, while KTM brings a handful of changes to the engine and suspension. We didn’t expect the RC8R would repeat its win over the Duc, but the real question was whether or not it would move up the rankings with its increased power and handling. 

For 2012 the KTM RC8R’s 1195cc 75-degree V-Twin gets some internal engine revisions. First the crankshaft received 100 grams of additional mass for more inertia to smooth out the engine vibes. Then a kilogram was added to the flywheel. The top-end of the engine got attention as well with new camshafts with a more aggressive profile and revised timing. Finally the fueling was rewritten to settings that are based on specs from KTM’s Club Race kit. 

Twisting the throttle on the RC8R doesn’t really feel like there is much improvement in the power department, but it’s been 

The 2012 KTM RC8R is probably the easiest bike to wheelie in this test. But big torque is not the only high point of the RC9R. This is also one of the best looking bikes in the test.

almost a year since we thrown our leg over this model so it’s tough to say. What is more important is how it stacks up to the competition. Our motley crew rated the KTM at the bottom for engine power and in the middle of the pack in regards to engine character. Down-low the punch is impressive and fun, allowing you to torque out of the corners and lump around town, but the top-end is lacking when compared the levels of horsepower kicked out by the front runners in this contest. An argument can be made that the low end power is exactly what you want on the street and as you can tell, we had some fun playing with this tasty-looking Twin.

“The RC8R has tons of good torque which makes city riding insanely fun,” comments our stunt-buddy Ernie Vigil. “But it lacks raw power compared to its nearly-200 hp foes.” 

On the MotoUSA Dynojet 250i dynamometer the RC8R pumped out only 148.33 horsepower, which is the lowest number put forth in this contest. However, the torque number of 85.42 lb-ft was the second highest, just falling short of the full ten points by less than two-tenths of a lb-ft. Do you have an inner hooligan aching to get out? If so, the RC8R is worth a look.

On our real-world drag strip Waheed was able to click off a 11.40-second run at 137.1 mph in the quarter. Before you freak out about how slow that is, remember this is on a dirty piece of asphalt just like you might find on your local back roads with recommended street tire pressures. When comparing to the other bikes it’s important to compare the results from the same day. While it was the slowest time it was just two-thirds of a second slower. During the same run the RC8R accelerated to 60 mph in 3.915 seconds. 

On the same piece of pavement we measured the braking distance from 60 mph at 134.7 feet. While this is the longest of the group, once again it must be said that it just a couple feet off of a mid-pack performance. On the street the brakes have 

The engine braking of the 2012 KTM RC8R is controlled by the ECU in an effort to negate the need for a slipper clutch.

the excellent feel that you would expect out of a set of front Brembo monoblocs, but the initial bite was a bit grabby for some of our riders. Out back the feel and power was weak at best, most likely contributing to the longer stopping distance. For those riders who don’t rely on the rear binders and like a strong initial bite the KTM scored highly, but with the low scores from the other half of our crew the RC8R slotted right in the middle for the subjective brake scores. 

Our lady stunter-turned-tester, Leah Petersen, sums up the front brakes. “I was always thrown a bit off balance when the forks decompressed when the brakes first grabbed hold. I used the engine brake much more than the brakes.” 

Rowing through the gears reveals yet another hitch in this Austrian exotic’s giddyup. Shifts are not as smooth and precise as the others at this level, and under heavy load grabbing a gear required a serious stab at the clutch and even rolling out of the throttle at times. Previous versions of the RC8R had troubles with popping out of a selected gears so the engineers made the actuation more positive, but it looks like it was at the expense of shifting ease. 

Another change made to the drivetrain for 2012 was the addition of a sensor that allows the ECU to control engine braking depending on the gear selection to negate the need of a slipper clutch. The system works well and we never had a complaint for our hacking specialists, Waheed and Vigil. The pull of the clutch is light yet slightly vague which most likely contributed to the longer 0-60 and quarter-mile times as it was challenging to get a optimal launch. 

The chassis of the RC8R is as unorthodox as the 75-degree V-Twin powerplant that hangs from its chromoly trellis frame. An aluminum subframe holds the rider up in a deeply dished seating area. The first thing riders notice sitting on the KTM is 

The RC8R has a unique feel that takes some getting used to, but once you do cornering on the KTM is a blast.

how far you sit into the motorcycle. This translates to a unique feel when cornering that can takes time to get used. Riders feel closer to the pavement, making dipping into curves effortless once accustomed to the feel. 

“This bike demanded a very different riding style, I kind of felt like I was fighting it most the time, occasionally I would get in a rhythm with it, but it certainly is a bike you must learn,” admits Leah. 

While some struggled with the unique feel the more aggressive riders loved the mid-corner stability and how easy it could change direction form side to side. 

“The cool thing about the KTM is how maneuverable it is. It flicks side-to-side with very little effort,” explains our Road Test Editor Adam Waheed. “It’s also deceiving how good this bike really is because it rewards aggressive riding. And when you do ride it hard, it’s just as fast as every other bike on the street. It just demands commitment.” 

As different the seating position is it’s surprisingly comfortable with spacious legroom and more upright riding position when not in a tuck. Adding to the comfort is the ability to adjust the handlebar height and sweep, footpeg height and seat height. If you can’t find a comfortable seating combination on the KTM then sportbikes aren’t for you. The only complaints came from the stiff seat padding that wasn’t the best for long freeway stints and the tall feel of the seat when making tight parking lot-type maneuvers. 

“The KTM just felt too tall for me personally,” says our shortest tester Lori Dell at 5”6”. “I felt vulnerable turning around for the photo passes on off camber areas.” 

The 2012 KTM RC8R gets better each year despite its low finish. This is a fun motorcycle that turns heads everywhere. Plus,its comfortable and has great range for longer rides.

Just like the R1, the RC8R was thirsty for petrol although not to the same level, placing mid-pack in consumption. After three tanks of fuel we averaged the KTM at 33.25 mpg, which would give it a fuel range of 144 miles with its 4.35-gallon tank. Perhaps there is a pattern emerging linking fuel economy and sweet exhaust notes? 

Each year the KTM RC8R gets better with its super stable yet unique handling prowess, cool styling and torquey engine character. It’s a great machine for a wide range of riders with its highly adjustable cockpit. But as expected in a contest between the best each manufacturer has to offer sheer power counts, and the KTM still isn’t there with that part of the platform. If the Orange Brigade could coax another 20HP out of the RC8R we think it would be fighting for a medal in our Superbike Smackdown. 





DAN KESIMPULANNYA..

Adam Waheed – 6’0”, 175 pounds – Ducati 1199 PanigaleThere is no question I’d buy the Ducati 1199 Panigale – only I’d purchase the standard model over the up-spec ‘S’ model we 

tested as I don’t need the electronically adjustable Ohlins suspension. The Ducati is head-and-shoulders a better street bike than its predecessor. The ergonomics are more conventional and Japanese-feeling than ever before. And I like that. It makes it friendlier to ride plus I don’t have to adjust my riding style as much to suit the bike. The character of the engine has improved too. It doesn’t vibrate nearly as much and the fuel injection settings seem to be better and the bike doesn’t run too lean at low rpm. For sure I wish it had a little stronger bottom-end power but the top-end performance is borderline insane. Although it's a few horses down on the BMW it’s so light that it can actually out accelerate it in certain situations – and that’s impressive. The Ducati still isn’t the most comfortable bike to ride, but based on its performance and appearance it’s the bike I would want to ride day-to-day. Lastly, the headlight on it is by far the farthest reaching which makes night riding much safer than any other bike in this class. 

Ernie Vigil – 6’1”, 170 pounds – BMW S1000RR 

With so many options it’s hard to choose exactly what bike would do it all well. Some stand out better in one category but fall short in another. If I were to take power, styling, and price point into consideration I would have to choose the BMW S1000RR. Sure the Ducati does shine but the price difference between the two doesn’t win me over. The BMW comes in $8000 cheaper and offers just as much. The new Blue colorway is really eye catching. The shark-like ribs on the tank add to an already aggressive feel. The motor sound and power delivery is insane. Almost feels like a turbo bike the power comes on so strong. All in all if I had to buy a bike that was going to keep putting a smile on my face again and again it would have to be the BMW. 200 hp at the flick of the wrist is enough to make anyone want to go out and ride. 

Lori Dell – 5’6”, 155 pounds – BMW S1000RR

My dream bike for 2012 would be the BMW S1000RR. For me it’s a no brainer. I found the BMW to be the best in quality, features, fit and performance. I could comfortably run around town or jet off to some distant bike night. I would most certainly be thrilled on my weekend canyon carving jaunts with my pack of riding buddies. Whether near or far I feel I would be very comfortable and proud of the BMW and completely confident of its abilities. Also the various traction modes would allow me the opportunity to safely explore my skills at trackdays. In fact, I feel certain that this trustworthy, high performance machine would kick my riding level up a few notches! 

Leah Petersen – 5’11”, 140 pounds – BMW S1000RR 

The S1000RR is an astounding bike, especially considering the price point. It’s sleek, sexy, eye catching and unique. Not to mention it has the ability to be pretty plug and play (in rain mode for example) or a challenge if I want it to be. Each centimeter of this bike is well engineered, but not overly so. BMW walked the fine line of some over-engineered, unusable speed machine and a true motorcycle with street smarts and track smarts. 

I truly felt at home from the second I hopped on the BMW. I spent more time being amazed at how everything just flowed than thinking about my riding. The bike’s riding position is aggressive but natural. I feel like this bike is something that would keep me growing and learning as a rider, without killing me in the process. It’s a bike I could see myself owning for many, many years. 

Justin Dawes – 5’10”, 220 pounds – Ducati 1199 Panigale S 

I’d plunk down 23 large for the Panigale S in heartbeat if I had the moola to spend on any of these bikes. I hated the 1198 with an unreasonable passion (now that it’s gone I can admit it). So for me to love the Panigale says quite a bit. The engine character makes so much more sense to me now. I like to rev a bike, and finally a can do that with this Duc. The handling just gets better turn after turn, and it’s got plenty of legroom for my creaky joints for long rides. Even better is that the flatter stance doesn’t crush my wrists and nuts like the 1198. The best part of owning the Panigale is that you wouldn’t have to explain why you bought it; anyone that even glances in the 1199’s direction will understand immediately. 



ORANG SUKA LAGI KAT BMW.. HUHUHU.

BMW _ BEST MAN WIN.. HUHUHU.. ;')
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UNTUK MOTOSIKAL 2013 TIADA LAGI.. YANG NI AKU JUMPA YANG 2012 PUNYA.. HUHUHU