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05-08-2008, 08:22 PM

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<h2><img src="2008-literbike-shootout-78761_files/logo-print.gif" title="Motorcyle.com" height="46" width="204"></h2>

<h3>2008 Literbike Shootout: ZX-10R vs CBR1000RR vs GSX-R1000 vs YZF-R1</h3>
<h4>All In</h4>
<div class="small">story by Kevin Duke, Photograph by Alfonse Palaima, Created May. 07, 2008</div>


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Kids.
For every hard-working junior scholar in the world, there’s probably
four or five little hooligans who prefer to walk on the wild side. You
know, the kids who race their Big Wheels down steep hills, poke bee
hives, throw rocks at dogs or joy-ride their mom’s car at 15.
The OEMs are grateful for these kinds of kids, as they are the prime
demographic for the quartet of outrageously fast and capable machines
assembled here.

Does anyone need a bike with an insane power-to-weight ratio that
exceeds million-dollar cars? No! But is there a large group of
adult-aged kids with a ravenous appetite for adrenaline? Hell, yeah!
 
 

<center>'They are essentially production racebikes, including only a smattering of street equipment to make them road legal.'</center>


<center><img src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_01.jpg" align="middle" height="300" width="450"></center>

And so we have a group of bikes in which the weakest of the bunch
pumps out 154 horsepower at the rear wheel, all neatly packaged inside
wheelbases tighter than 55.7 inches. They are essentially production
racebikes, including only a smattering of street equipment to make them
road legal.

<table align="right">
<tbody>
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<td><img title="The GSX-R1000 is a dominating presence in racing for a reason. The highly-refined package of a superb chassis and an engine with meaty torque and a potent top-end is a powerful combo." alt="The GSX-R1000 is a dominating presence in racing for a reason. The highly-refined package of a superb chassis and an engine with meaty torque and a potent top-end is a powerful combo." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_02.jpg" align="right" height="200" width="300"> </td></tr>
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<td><img src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_02a.jpg" align="right" height="200" width="300"> </td></tr>
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<td><img src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_02b.jpg" align="right" height="200" width="300"> </td></tr>
<tr>
<td><img title="Though maybe not a favorite on the street, the venerable R1 is serious force on the track. The R1 engine screams at the top of its rev range, has good brakes and excellent handling." alt="Though maybe not a favorite on the street, the venerable R1 is serious force on the track. The R1 engine screams at the top of its rev range, has good brakes and excellent handling." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_03.jpg" align="right" height="202" width="300"> </td></tr></tbody></table>
Headlining this group is the mighty Suzuki GSX-R1000, a perennial
leader in the literbike category. It’s won more shootouts than Billy
the Kid, and its Superbike cousins have taken victories in each of the
past 32 races of the AMA Superbike series. It was heavily revised for
2007, adding some top-end power along with some extra pounds, and it
came up just short of winning Motorcycle.com’s 2007 Literbike Shootout. 

The Gixxer remains a potent package. Its hell-strong motor battles
for top honors with a combination of strong bottom-end thrust and
shrieking power up top. Its race-bred chassis is almost beyond
reproach, boasting a near-perfect amalgam of agility and stability. And
if you’re the type of owner who can’t leave well enough alone, the
GSX-R has the most plentiful aftermarket support, whether your
playground is a racetrack or the fat-tire world of burger joints and
bike shows. 
Last year’s winner came from the Honda camp, as our testers judged
it to be the most complete package that made it the best option for
street riders while being manageable and cooperative on the racetrack.
That’s nice, but Honda threw away that model and replaced it with a
ground-up re-do in 2008. Introduced at the glorious Laguna Seca
circuit, the overhauled CBR thrilled us with its newfound power and its
lightweight and responsive new chassis. It was obvious back then that
the new Honda would again be contending for top honors. 
This new CBR performed well no matter which venue we threw it in. On
the street, we enjoyed its punchy powerband and reasonably comfortable
ergos. But don’t get the idea this is some sort of CBR-F model, as its
RR lineage shone brightly during our day lapping the newly renamed
California Speedway, now Auto Club Speedway, as its compact stature and
sharp steering geometry allowed it to be briskly hustled through the
track’s dozens of turns and chicanes. 
Kawasaki had a bigger hill to climb in ’08. Last year in our comparo
the ZX-10R finished fourth of four, despite its monster motor that
never failed to make our eyes water like a tween at a Jonas Brothers
concert. It had bulked up with its 2006 revision, both in weight and in
size, causing it to win few converts in this elite class. Lucky for us
(and Kawi), they threw out the baby with the bathwater and gave birth
to a new sports bike in ’08.
This new 10R is more compact than before and feels more taut, but
still with knockout punch from its thoroughly revised mill. It’s also
notable for its KIMS (Kawasaki Ignition Management System)
traction-enhancing (don’t call it traction control!) software, which we
first sampled during the <a href="http://www.motorcycle.com/manufacturer/kawasaki/2008-kawasaki-zx10r-70426.html">bike’s introduction</a>

at the Losail circuit in Qatar late last year. The most obvious change
is the Ninja’s sharp-edged styling that polarizes opinions.
Yamaha returns to the ring with its sexy YZF-R1 virtually unchanged
from ’07. The notable difference is a new computer brain that
eliminates the <a href="http://www.motorcycle.com/galleries/58802.html">ghosts-in-the-machine stumble</a>
in second gear at 5500 rpm of last year’s U.S.-spec bike, which was a
no-cost retrofit to affected early-production ’07s. The R1 is otherwise
unchanged except for color options, like the new gloss/matte two-tone
Candy Red combo.

<center>If this were a poker tournament, the OEMs would be “All In.”</center>

Although unchanged mechanically, the R1 has some high-tech gadgetry
the others don’t, such as the throttle-by-wire and variable-length
intake trumpets it gained last year. A slipper clutch was also added to
the YZF’s standard equipment list in ’07. The R1 has always been a
looker, and it’s still a favorite among some of our testers, but even
Claudia Schiffer levels of style get a little stale eventually. The
Yamaha’s undertail exhaust, formerly one of the bike world’s must-have
features, now stands alone in the contemporary literbike class (with
the exception of the Ducati 1098).

Last year’s test was subtitled “A Thin Line,” as the capabilities of
the four Japanese literbikes had grown so vast that there weren’t many
notable differences between them. Despite two revamped contenders, it’s
a similar story in 2008. If this were a poker tournament, the OEMs
would be “All In.”
To give the bikes as comprehensive evaluation as possible, our Motorcycle.com
trio of staffers was aided by three test riders. Steve “Speed” Kelly
took part in last year’s comparo, so he was an obvious choice. Jeff
Buchanan recently took us inside <a href="http://www.motorcycle.com/events/jay-lenos-garage-76072.html">Jay Leno’s garage</a> and wrote our profile on debutante bike builder <a href="http://www.motorcycle.com/events/roland-sands-interview-78064.html">Roland Sands</a>,
and while we were paying his invoice we roped him into joining us at
the racetrack and for a pair of street rides. A new recruit to MO is
Alexandra Bongart, a sportbikin’ lady who rides her own Gixxer 600. She
handily upped the attractiveness scale of our test monkeys.

For maximum objectivity, we decided to score this shootout by the
cumulative sum of scores over 12 categories that encompass the things
we care about in a motorcycle. Note that half the name “motorcycle”
refers to an engine, so you can understand why we score it out of 20
points compared to the maximum of 10 in the other categories.
<img title="With incredible mid-range stonk, the CBR can do this almost at will." alt="With incredible mid-range stonk, the CBR can do this almost at will." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_04.jpg" align="left" height="450" width="300">
Engine (power, tractability, response, user-friendliness, vibration)
1. CBR1000RR – 98%
2. ZX-10R – 92%  

3. GSX-R – 90%  
4. YZF-R1 – 78%  
Yep, the Honda’s new mill is a gem, specifically its hard-hitting
midrange power that a rider can use during each run through the gears.
The others put up bigger numbers on the top end, but those extra 4
horsepower (or less) can rarely be accessed. The CBR’s middle-rev grunt
is vastly superior to the others in this test, and the CBR handily
dusts its contemporaries in any roll-on contests. It’s the only bike in
this group to unintentionally wheelie when exiting Auto Club Speedways
Turn 6, demonstrating its torque superiority. Its 78.2 lb-ft is not
only the highest, more importantly, it also has a huge advantage from
5500 to 8000 rpm and remains the torquiest all the way to 10,000
revs.  “This simply makes it the best mill for the street,” says
Senior Editor Pete Brissette. 

That said, the CBR’s engine isn’t quite perfect. Its low-end
response is soft, perhaps due to its exhaust flapper valve that doesn’t
open until 4500 revs and is audible when it does. Slow-speed
maneuvering such as when lane-splitting can fool with the Ignition
Interrupt Control system, which otherwise does a fine job at smoothing
throttle transitions in its parameter below 6000 revs. The Idle Air
Control Valve in its fuel-injection system eases transitions when
opening and closing the throttle, helping make this heady engine
astonishingly undemanding. 
The ZX-10R continues the long tradition Kawasaki has earned for
monster motors. On the dyno, the Ninja spat out 157.74 hp (to SAE
standards), just edging the formidable Gixxer for the top producer in
this quartet. Conversely, the ZX has the lowest torque output, although
73.9 ft-lbs is nothing to sneeze at. On the high banks of ACS, the ZX’s
speedometer showed a max of 181 mph, which was higher than the others.
“The ZX-10 has a great motor,” says Buchanan. “It really feels like it
pulls with great punch right off of idle, despite the dyno begging to
differ.” One extra tooth on a new rear sprocket aids torque
multiplication, especially at street speeds. 

<table align="right">
<tbody>

<tr>
<td><img title="Our good buddy Jeff Buchanan thought the Gixxer is just as amenable to everyday street use as it is a brilliantly honed track weapon." alt="Our good buddy Jeff Buchanan thought the Gixxer is just as amenable to everyday street use as it is a brilliantly honed track weapon." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_09.jpg" align="right" height="200" width="300"> </td></tr>
<tr>
<td><img title="The R1 has many outstanding qualities, but its relative lack of low-end power was seen as a negative for everyday street use. And that, whether we like to admit it or not, is where most of these bikes will see the majority of their miles." alt="The R1 has many outstanding qualities, but its relative lack of low-end power was seen as a negative for everyday street use. And that, whether we like to admit it or not, is where most of these bikes will see the majority of their miles." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_10.jpg" align="right" height="228" width="300"> </td></tr></tbody></table>
The Kawi engine has a split personality. It’s rough and vibey below
4000 rpm and doesn’t have much grunt. Then it magically smoothes out
and, by 5000 revs, it’s ready for blast off. Vibes are worst below 3000
rpm, buzzing the fairing and ignition key coarsely. Throttle
transitions are exceptionally smooth. It’s difficult to say how well
the KIMS works; by the end of our trackday the ZX’s rear Bridgestone
BT-016 was regularly drifting under acceleration, though it was doing
so in a controllable manner. KIMS is obviously not true traction
control, but it does seem to make this rorty powerband easier to manage.
The GSX-R’s powerplant is in some ways superior to the Ninja’s,
posting nearly equal peak power (157.65 ponies) while offering
best-in-group thrust below 5000 rpm, in part due to the most
undersquare bore/stroke ratio. “Its easy access to its torque makes
this a sensible streetbike for as sensible as a modern literbike can
be,” says Brissette. Indeed, Suzuki’s Dual Throttle Valve fuel
injection offers near seamless response along with its wailing top end.
Suzuki’s Drive Mode Selector, offering three levels of power output via
a bar-mounted switch, was deemed gimmicky by our testers and was rarely
sampled. Might be good in the rain...

Speed Kelly, who last year ranked the Gixxer tops when he rode it on
the street, became a convert to Team Green after romping around ACS. In
that environment, he judged the GSX-R’s engine as being a few points
down from the tractable ZX and its banshee surge to its power peak.
Still, the Gixxer motor is a formidable mill and operates without any
glitches, but the Honda rules all from 5000 to 10,000 rpm, right where
it counts. 
Anyone who has ridden the compelling Yamaha YZF-R1 knows its
considerable charms, and if they haven’t ridden these other literbikes
back to back, they’ll certainly take issue with our score for the R1’s
engine. But jumping from one bike to another reveals the Yamaha’s
relative dearth of midrange power. You’ll have to take our word for it,
a feeling that is reinforced empirically via our dyno runs made at <a href="http://www.areapnolimits.com/home.html" target="_blank">Area P</a>, a SoCal exhaust manufacturer and fabrication shop.
Simply put, there’s not really anywhere in the R1’s powerband that it outclasses any

of its rivals, and it’s especially soggy around 7000 rpm despite
variable-length intake snorkels that should do a better job at boosting
midrange power before opening at 10,400 rpm. “Midrange revs are not
where the Yamaha wants to be,” notes Speed Kelly about the engine with
the most oversquare bore/stroke. “Although it has awesome power and
drive, the fueling lower down the rev range is finicky and really
spoiled what is a great bike.” A few of also commented on the R1’s
occasional abrupt response when reapplying throttle. This motor is
still a ripper, but it’s now the tail-ender in this esteemed group.
<img src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_05.jpg" align="left" height="189" width="300">
Transmission/Clutch (clutch actuation/modulation, shift ease, precision, slipper clutch)
1. CBR1000RR – 94%

1. ZX-10R – 94%
3. GSX-R1000 – 90%
4. YZF-R1 – 84%
The CBR completes its lofty powertrain marks with the
easiest-to-modulate clutch and a snick-snick transmission that makes
dialing through the gears a breeze. They’re augmented by Honda’s
Ignition Interrupt Control technology that eases drivetrain lash. “The
tranny is so slick that, even though I know I moved the lever, I could
barely feel each shift,” Brissette gushes. Honda’s first mass-market
slipper clutch is nearly as smooth as the class-leading ZX.

In this category, the Kawasaki traded top marks with the CBR among
our cadre of testers. This is the best gearbox yet offered on a ZX-10R,
with light, precise shifts and the best back-torque-limiting clutch in
the biz. The Suzuki received no specific complaints from our crew, but
it received no special kudos, either. Bringing up the rear is the
Yamaha. Its clutch engages only at the end of its travel, it’s hampered
by a tall first gear, and its slipper clutch engages more harshly that
the others here.
<img title="Again, Alex appreciated the more-compact ergos of the CBR, likening it to the Gixxer's fit. Guess it's a good thing we brought along a sensible woman." alt="Again, Alex appreciated the more-compact ergos of the CBR, likening it to the Gixxer's fit. Guess it's a good thing we brought along a sensible woman." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_06.jpg" align="left" height="407" width="300">
Handling (quickness, feedback, stability, confidence)
1. CBR1000RR – 96%
2. YZF-R1 – 90%
2. GSX-R1000 – 90%

4. ZX-10R – 88%
The CBR wowed us again in this important category, boasting the
seemingly incongruous qualities of agility and stability. With the
steepest rake (23.3 degrees), the least trail (96mm) and the shortest
wheelbase (55.4 inches), it’s no surprise that the CBR dices up corners
most like a 600. But such geometry can be a recipe for a head-shaking
beast. The RR gets away with it thanks to its electronic steering
stabilizer that increases damping force in relation to velocity, gear
selection and throttle position. It provides stability at
butt-puckering speeds while allowing for swift direction changes at
more modest rates of travel. It only becomes slightly detrimental at
high speeds, such as AC Speedway’s Turn 1 chicane at about 125 mph,
where its restricted damping makes steering more laborious. Honda
continues its intense quest for mass centralization, eschewing the old
underseat muffler for one that exits under the engine. The CBR’s ace in
the hole is a fueled-up weight about 25 pounds less than its
competitors (and 17 lbs fewer than last year). 
“Straight away, the CBR instills you with confidence, allowing you
to just get on with riding as quick as your ability will allow,” raved
Brit-boy Kelly. 
The R1 and GSX-R got to their identical scores in slightly different
ways. The GSX-R geometry is only incrementally looser than the CBR’s in
all three measurements, so the Suzi also does a good job at unraveling
twisty roads. “Direction changes are fast and clean,” says Buchanan,

“with the bike tackling corner entrances and turns with a kind of hyper
finesse.” Its steering damper also adjusts electronically but it’s not
as sophisticated as the excellent Honda unit. Regardless, the Suzuki’s
handling is very composed. “It has good front-end feedback,” Pete
suggests. “It hold a line very well, and the chassis isn’t ever upset
by hack riding or mid-corner sloppiness.” 
Despite its long feeling and moderate steering geometry, the R1 is
endowed with quick steering qualities thanks to a wide, flat handlebar
position. But its best attribute is its secure feeling when banked into
a turn, allied by a steering damper that gets clamped down hard only
during headshake scenarios. “The Yamaha has a beautiful temperament
when it comes to handling,” comments Buchanan. “It’s like a Ducati,
with very graceful manners – stable and smooth.” 

The ZX-10R tailed the pack only slightly. Kawi’s new chassis has
gone the opposite direction from Honda, now with a surprisingly lazy
25.5-degree rake and a generous 110mm of trail; its 55.7-inch wheelbase
is identical to the Gixxer and R1. This would indicate sluggish
handling, but that’s not the case. “Corner entry is excellent, and
mid-corner it was super stable,” enthuses Kelly, our strongest
proponent of the Ninja. Revised chassis rigidity results in confident
transitions, and I was particularly impressed with the feedback from
the ZX’s front end on the track. Others, like Pete, weren’t as
confident with the Ninja, although he did allow that it is dramatically
better than the previous model. The green meanie proved to be a bit
finicky to set up. Headshake while accelerating over Turn 10 at ACS was
dialed out by ace wrench Joey Lombardo via the addition of a 6mm shim
to the rear shock and adjusting damper settings; the shim was removed
to revert to the stock ride height for our street testing, and we
wonder if the ZX would’ve scored higher if we left it in. The Ohlins
steering damper uses Kawi-specific settings, which are softer than a
typical race damper.

<table align="left">
<tbody>
<tr>
<td><img title="Steve "Speed" Kelly was in love with the new Ninja. Who can blame him?" alt="Steve "Speed" Kelly was in love with the new Ninja. Who can blame him?" src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_07.jpg" align="left" height="200" width="300"> </td></tr>
<tr>

<td><img title="Next to the stretched out R1, the Gixxer suited the 6-foot Buchanan the best. Adjustable footpegs is a desirable feature only the Suzuki has." alt="Next to the stretched out R1, the Gixxer suited the 6-foot Buchanan the best. Adjustable footpegs is a desirable feature only the Suzuki has." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_13.jpg" align="left" height="284" width="300"> </td></tr>
<tr>
<td><img title="Though the Ninja's performance is unquestionable, Pete wasn't too keen on the new, origami-inspired styling." alt="Though the Ninja's performance is unquestionable, Pete wasn't too keen on the new, origami-inspired styling." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_08.jpg" align="left" height="389" width="300"> </td></tr>
<tr>
<td><img title="As Pete says, Honda not only make CBRs to win at the track, they also make them very livable on the street." alt="As Pete says, Honda not only make CBRs to win at the track, they also make them very livable on the street." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_11.jpg" align="left" height="247" width="300"> </td></tr></tbody></table>
Brakes (power, modulation, initial bite, feedback)
1. ZX-10R – 98%
2. CBR1000RR – 94%

3. YZF-R1 – 92%
4. GSX-R1000 – 82%
All bikes in this echelon offer eyeball-popping deceleration via
triple-disc brakes, radial-pump master cylinders and radially mounted
multi-piston calipers, but the Kawi’s package received outstanding
marks from our testers from its combination of 310mm petal-shaped
rotors and differential-bore 4-piston Tokico calipers. Pete summed it
up by saying, “Best brakes of the group – most power and best feel.”
The Honda’s one-piece Tokico calipers were a close runner-up, losing
out only for a slight lack of initial bite. 

The R1’s brake package, with a Brembo radial master cylinder and
310mm discs, also was rated highly, but the only 6-piston calipers of
the group don’t provide the acuity of feel as the best in class. The
Gixxers brakes are no slouch, but in this group they proved to be
lacking. Our testers didn’t like pulling through a weak midpoint in
lever travel before accessing the bulk of their power.
Instruments/Controls (legibility, features, attractiveness)
1. ZX-10R – 94%
2. CBR1000RR – 86%

2. GSX-R1000 – 86%
4. YZF-R1 – 84%
Each bike here contains a stylishly compact gauge pack with
programmable shift lights, dual tripmeters, clock and an easy-to-read
LCD speedometer. After several years of bitching about the 10R’s hard
to read gauges, the Kawi engineers finally got this one right. Revs on
its analog tach are highly legible, and its handy gear-position
indicator is matched only by the Suzuki. The CBR’s gauges provide fuel
economy figures but no gear indicator, and its LCD displays numbers too
small to be read at a glance. The Gixxer gets docked marks for its
plain design and lack of a lap timer. The R1 instruments are among the
most attractive, but some of our testers would’ve appreciated a gear
indicator.
Ergonomics/Comfort (overall layout)

1. CBR1000RR – 92%
2. GSX-R1000 – 90%
3. ZX-10R – 84%
3. YZF-R1 – 84% 
The scores in this category were all over the map and were dependant
on the size of the rider, as was the comfort of the seat pads. Overall,
the Honda was judged to be best ergonomic compromise with its small,
easy-to-handle size, a 1.2-inch narrower midsection than previous and a
relatively comfortable handlebar position and seat height. The Gixxer
has a similar ergo package and gets bonus points for having adjustable
footpeg positions, but not everyone liked the swept-back position of
its clip-ons. 

The R1 and ZX lie at opposed ends of the spectrum. Even though the
Ninja’s 32.7-inch seat height is the tallest of the bunch, it has a
cramped seat-to-peg distance similar to the CBR, so taller riders like
the six-foot Buchanan preferred the roomier layout of the R1. “Its
cockpit and pegs are laid out in such a way that my knees were least
affected. This translated into less pain, more endurance, and
therefore, faster laps on the track. For me, few things can replace
comfort.” 
Although Jeffers appreciated the longer reach to the bars and pegs
rear-set further than the others, our shorter testers found it least
comfortable. Pick your poison. None of these machines offer much in the
way of wind protection, but the Gixxer is the best in this regard.
Rearward images through the mirrors are only adequate, with no bike
offering a clear advantage.
<img title="We wish more literbikes would follow Honda's lead in the exhaust department. This design keeps the look clean and lowers the C of G." alt="We wish more literbikes would follow Honda's lead in the exhaust department. This design keeps the look clean and lowers the C of G." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_12.jpg" align="left" height="200" width="300">
Suspension (control, comfort, ease of adjustments)
1. CBR1000RR – 94%
2. ZX-10R – 92%

2. GSX-R1000 – 92%
4. YZF-R1 – 90%
Modern literbike suspension is so good that there was little to
differentiate the bikes from another, and the suspension quality
depends so much on their set-ups. The Honda gets the nod here for its
benign baseline that feels buttoned down without being harsh. A few
clicks out on its compression damping made is relatively supply on the
street, and its ramped preload adjuster on the shock makes for quick
adjustments. It doesn’t seem to suffer from its lack of separate high-
and low-speed compression damping adjustments as seen on some of the
others.
The Gixxer and ZX tied in this category. The Ninja’s suspension was
deemed to be suppler while being well controlled, but it was more
finicky with its setup. The GSX-R, conversely, was very composed no
matter the riding environment. Both have DLC coatings on their fork
tubes for a minimum of stiction, so they react readily to small bumps.
Both also have a locking-ring-type shock preload adjuster that
complicate setting the correct amount of sag. Conversely, the R1 has a
ramped preload adjuster (like the CBR) that can quickly be fiddled with
on the roadside.

<img title="A drawback on the ZX-10R for Jeff, who stands 6 feet, was the tight seat-to-peg relation. Even Pete and Kevin, both shorter than Jeff by at least one fathom, felt the Ninja would be a good candidate for adjustable rearsets." alt="A drawback on the ZX-10R for Jeff, who stands 6 feet, was the tight seat-to-peg relation. Even Pete and Kevin, both shorter than Jeff by at least one fathom, felt the Ninja would be a good candidate for adjustable rearsets." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_15.jpg" align="right" height="410" width="300"> <table align="right">

<tbody>
<tr>
<td><img title="Though it has funky mirrors and signals, it still turns like a champ." alt="Though it has funky mirrors and signals, it still turns like a champ." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_14.jpg" align="right" height="363" width="300"> </td></tr>
<tr></tr></tbody></table>
Fit and Finish (how well is it put together, etc)
1. CBR1000RR – 98%
2. YZF-R1 – 88%

3. ZX-10R – 82%
3. GSX-R1000 – 82%
Another clear victory for the CBR. Honda has turned out a package
that looks more expensive than its rivals. Notable details include the
Honda badge inset into the fuel tank cover, the embossed CBR1000RR logo
on the fairing’s side panels, and attractive mirrors that incorporate
turnsignals and subtle LED running lights. But no matter where you
look, the Honda’s detail work is second to none. 
Some of our testers believe the R1 is beginning to look a little
dated, but there’s no questioning its excellent fit and finish, as is
typical of recent Yamahas. Some of the ZX’s details are exemplary, such
as its black-anodized foot controls, but others, like the bulky and
plastic hugger fender, look cheap. The Gixxer’s detailing is
satisfactory, but its finish quality doesn’t match the high standards
set by Honda and Yamaha.

Appearance (self explanatory)
1. CBR1000RR – 90%
2. YZF-R1 – 86%
3. GSX-R1000 – 84%
4. ZX-10R – 80%

Being a purely subjective category, your mileage may vary, but we
have a diverse bunch of opinions that result from long looks over the
bikes from every possible perspective, so they count for something. The
CBR again scored highest, with a compact stature that shows its dim
relation to a MotoGP bike. “The Honda is extremely clean and tidy,”
Buchanan relates. He adds that he likes the snout of the under-slung
exhaust, but not all our testers were on board with his opinion of the
controversially styled exhaust. Some of us also weren’t too keen on the
CBR’s headlight treatment, preferring the mask-like design of the
previous iteration. The maroon/silver two-tone scheme of our RR might
not be its most attractive outfit, although Pete dug it.  
Second-place marks for the R1 demonstrates the enduring nature of
its relatively old design – it still looks sharp. Although its
underseat titanium mufflers might be a little passé these days, they
look cool (even though cool is the last thing on your mind when they’re
cooking your butt in summertime traffic). The Gixxer drew mixed scores,
with some lamenting a too-familiar appearance, especially in Suzuki’s
traditional blue/white color scheme. Pete wasn’t alone in comments
about his distaste for the looks of the dual exhaust canisters. Not
that many preferred the Kawi muffler’s kitschy angular megaphone
design, nor its oddball turnsignals set into the mirror stalks.
Buchanan and others liked its menacing countenance, while others
complained about the cross-eyed look of its close-set headlights.


<table align="left">
<tbody>
<tr>
<td><img src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_15c.jpg" align="left" height="241" width="300"> </td></tr>
<tr>
<td><img src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_15d.jpg" align="left" height="263" width="300"> </td></tr></tbody></table>
Cool Factor (desirability, poser value, extra features)
1. CBR1000RR – 94%
2. ZX-10R – 88%

3. GSX-R1000 – 86%
4. YZF-R1 – 84%
To our crew’s collective eyes, the CBR1000RR comes off as something
special, and it’s a feeling that’s reinforced by riding it. And with
more acronyms than the NY stock exchange (HESD, IIC, IACV, etc.), it
comes loaded with special features. The distinctive yet funky Ninja and
the racy Gixxer fought over second place. The 10R’s KIMS was deemed a
more worthy feature than the GSX-R’s S-DMS. The Yamaha is no doubt
cool, but it doesn’t offer any special features the others don’t.


Grin Factor (excitement; how big a smile it puts on your face)
1. CBR1000RR – 94%
1. GSX-R1000 – 94%  
3. ZX-10R – 90%

4. YZF-R1 – 76%
Another subjective category, but few things are as important as this
one. In fact, we wouldn’t blame you for deciding on a bike based solely
on this criterion. The Honda stands out for its stonkin’ midrange power
and its middleweight-like handling. The Gixxer’s mega motor, its
visceral intake snort and composed chassis made us smile. “There's
something about the way the GSX-R makes its power that endows its with
a rawness that gives the bike character and is fun in that way,” says
our boy Petey. 
The ZX-10R makes our lips turn up for its pure bad-assedness.
Meanwhile, the poor R1 gets backmarker scores because of its relative
lack of accessible torque, a tall first gear and an exhaust system that
creates rump roast. Our shorter testers weren’t fond of its
stretched-out ergos. 
Price 

1. GSX-R1000 ($11,499) – 100%
2. ZX-10R ($11,549) – 98%
3. CBR1000RR (11,599) – 96%
4. YZF-R1 ($11,699) – 94%
Although there’s less than a 2% difference in MSRPs, we gave top
marks to the lowest entry price. The Gixxer ensures its place at the
top by including a seat cowl piece as standard equipment while the
other OEMs charge extra for it. Kudos to Kawasaki for not charging
extra for the clear-coated pinstriping on the wheels of green ZXs that
are said to cost the manufacturer an extra 100 clams.


<center><img title="I'm not writin' any of this shootout, see!" alt="I'm not writin' any of this shootout, see!" src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_15b.jpg" align="middle" height="300" width="450"></center>

The Final Tally
First Place
CBR1000RR – 94.2% <a href="http://www.motorcycle.com/specs/honda/sport/2008/cbr-/1000rr.html">view specs</a>

<center><img title="Honda came out swinging for 2008. The CBR1000RR continues the Honda tradition of epitomizing refinement. Simply the most mid-range power of all four makes the bike from Big Red very easy to ride, but a wild beast lies just beneath the surface." alt="Honda came out swinging for 2008. The CBR1000RR continues the Honda tradition of epitomizing refinement. Simply the most mid-range power of all four makes the bike from Big Red very easy to ride, but a wild beast lies just beneath the surface." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_16.jpg" align="middle" height="300" width="450"></center>

Honda’s new CBR raises the bar in the literbike class. It’s the most
responsive, it has the best powerband, it’s the easiest to handle and
it’s the coolest of the bunch. “Everything about the Honda is just so
perfect – brakes, midrange power, stability,” raved Kelly. “It’s pure
genius when a bike can be designed that makes going so fast feel almost
mundane.” 

Buchanan concurred, saying, “If I had to pick a winner based on all
fronts, it would have to be the Honda. It possesses a space-tech type
of performance than is outstanding. Definitely the most user-friendly
of the bunch in the real world (i.e. back roads, freeway, stop and go,
and the occasional trackday). The bike performs in all the categories
with unequaled consistency.”

<table align="center" border="0" cellpadding="7" cellspacing="1" width="450">
<tbody>
<tr>
<td style="color: rgb(255, 255, 255);" bgcolor="#2b3f61" width="49%"> Highs:</td>
<td rowspan="2" width="15">   </td>
<td style="color: rgb(255, 255, 255);" bgcolor="#2b3f61" width="49%"> Sighs:</td></tr>
<tr>
<td bgcolor="#e8e8e8" valign="top">
<ul>
<li>Big power at usable revs </li>

<li>Scalpel-like handling </li>
<li>Fresh design </li></ul></td>
<td bgcolor="#e8e8e8" valign="top">
<ul>
<li>A tight fit for big boyz and girlz </li>
<li>Awkward styling at some angles </li>
<li>Is a gear-position indicator too much to ask? </li></ul></td>
</tr><tr>
<td colspan="3" align="center"></td>
</tr><tr>
<td style="color: rgb(255, 255, 255);" colspan="3" bgcolor="#933300">The Perfect Bike For...</td>

</tr><tr>
<td colspan="3" bgcolor="#e8e8e8">A race-rep for those who value a nimble chassis, accessible power and Honda-typical quality. </td></tr></tbody></table>
 
Second Place
ZX-10R – 90.3% <a href="http://www.motorcycle.com/specs/kawasaki/sport/2008/ninja/zx-10r.html">view specs</a>

<center><img title="Who dat?" alt="Who dat?" src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_17.jpg" align="middle" height="348" width="450"></center>

Kawasaki really raised its game with the new 10R, going from back of
the pack to contending for victory. It, like the CBR, is amazingly easy
to ride for machines that can turn animalistic when unleashed.
“Everything about the bike is taut and crisp,” raved Speed Kelly, the
Kawi’s biggest fan. “It’s very racer-like in nature yet still
user-friendly, almost Honda-like in feel. It went from zero to hero in
my book, and if forced to choose an overall winner, it would have to
the bike I most wanted to ride again at the track: the ZX-10.”

The ZX’s problem is that not all our testers warmed to its brutish
charms. While Steve fell in love with the Kawi at the track, the ZX
also had its detractors who couldn’t warm to its styling or its tight
ergos that became bothersome during long street stints.

<table align="center" border="0" cellpadding="7" cellspacing="1" width="450">
<tbody>
<tr>
<td style="color: rgb(255, 255, 255);" bgcolor="#2b3f61" width="49%"> Highs:</td>
<td rowspan="2" width="15">   </td>
<td style="color: rgb(255, 255, 255);" bgcolor="#2b3f61" width="49%"> Sighs:</td></tr>
<tr>
<td bgcolor="#e8e8e8" valign="top">
<ul>

<li>Huge leap forward over the previous model </li>
<li>Rocket-like top-end thrust </li>
<li>A trackday delight </li></ul></td>
<td bgcolor="#e8e8e8" valign="top">
<ul>
<li>Oddball styling </li>
<li>Tight ergonomics </li>
<li>Buzzy fairing panels </li></ul></td>
</tr><tr>
<td colspan="3" align="center"></td>
</tr><tr>

<td style="color: rgb(255, 255, 255);" colspan="3" bgcolor="#933300">The Perfect Bike For...</td>
</tr><tr>
<td colspan="3" bgcolor="#e8e8e8">Team Green disciples who have been
waiting for one of the best racetrack weapons available thanks to its
user-friendliness for such a monster. </td></tr></tbody></table>
Third Place
GSX-R1000 – 89.1% <a href="http://www.motorcycle.com/specs/suzuki/sport/2008/gsx-r/1000.html">view specs</a>

<center><img title="Alex, the only girl brave enough to suffer a group of mutant dudes, echoed Pete's sentiments that the GSX-R is easy to ride thanks in part to its overall trim and smaller feel." alt="Alex, the only girl brave enough to suffer a group of mutant dudes, echoed Pete's sentiments that the GSX-R is easy to ride thanks in part to its overall trim and smaller feel." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_18.jpg" align="middle" height="300" width="450"></center>

Although Suzuki won’t be happy with a third-place finish, the
two-year-old Gixxer posted solid scores that were barely beaten by the
fresh-design Ninja. This bike just flat-out works, and if you dig the
way it looks, you’ll feel blessed to be in its saddle. “With its narrow
waist and overall slim package, the Gixxer feels like a bike half its
displacement,” says Brissette. “It’s a literbike that feels like a 600
or 750 when you sit on it.”

The Suzuki’s only bottom-ranked score was for its brakes, which are
nonetheless quite good. “I still think the GSX-R makes a superb
streetbike/canyon carver and trackday bike,” notes Kelly. “It just
seems to lack the response and flickability of its newer cousins.”

<table align="center" border="0" cellpadding="7" cellspacing="1" width="450">
<tbody>
<tr>
<td style="color: rgb(255, 255, 255);" bgcolor="#2b3f61" width="49%"> Highs:</td>
<td rowspan="2" width="15">   </td>
<td style="color: rgb(255, 255, 255);" bgcolor="#2b3f61" width="49%"> Sighs:</td></tr>

<tr>
<td bgcolor="#e8e8e8" valign="top">
<ul>
<li>Excellent chassis composure </li>
<li>Engine that romps down low and up high </li>
<li>Major aftermarket support </li></ul></td>
<td bgcolor="#e8e8e8" valign="top">
<ul>
<li>Stale styling </li>
<li>Relatively mediocre brakes </li>
<li>Heavyweight of the group </li></ul></td>

</tr><tr>
<td colspan="3" align="center"></td>
</tr><tr>
<td style="color: rgb(255, 255, 255);" colspan="3" bgcolor="#933300">The Perfect Bike For...</td>
</tr><tr>
<td colspan="3" bgcolor="#e8e8e8">A racer or customizer who wants to capitalize on the GSX-R’s well-earned rep as a top-dog sportbike. </td></tr></tbody></table>
Fourth Place
YZF-R1 – 85.2% <a href="http://www.motorcycle.com/specs/yamaha/sport/2008/yzf/r1.html">view specs</a>


<center><img title="The R1's top-end-biased power is a drawback on the street, but it performs as well as anything on the track." alt="The R1's top-end-biased power is a drawback on the street, but it performs as well as anything on the track." src="2008-literbike-shootout-78761_files/08_may_literbike_shoot_19.jpg" align="middle" height="300" width="450"></center>

During one of our last rides on these bikes, I muttered inside my
helmet that it’s hard to believe a bike this good could be ranked
fourth. Its tall first gear works well on tight canyon roads, it emits
a cool burble from the undertail exhaust on the overrun and it
transmits good feedback from the front tire. Its only notable
shortcoming is its engine’s relative lack of responsiveness and a
clutch and transmission that aren’t very street-friendly. “The Yamaha
just needs a little more midrange and some fueling issues fixed to be a
contender,” Kelly allows. 
But there’s still much to like here, including its stable handling
and styling that some think is the best in class. "Initiating a turn
happens easily and the bike holds a line brilliantly," says Petey. "It
was the easiest and most confidence-inspiring to ride on a track that
was new to me." Yamaha’s saving grace is that an all-new design is
expected for ’09.

<table align="center" border="0" cellpadding="7" cellspacing="1" width="450">

<tbody>
<tr>
<td style="color: rgb(255, 255, 255);" bgcolor="#2b3f61" width="49%"> Highs:</td>
<td rowspan="2" width="15">   </td>
<td style="color: rgb(255, 255, 255);" bgcolor="#2b3f61" width="49%"> Sighs:</td></tr>
<tr>
<td bgcolor="#e8e8e8" valign="top">
<ul>
<li>Japanese for “sexy” </li>
<li>Tenacious line-holder </li>

<li>Roomy ergos </li></ul></td>
<td bgcolor="#e8e8e8" valign="top">
<ul>
<li>Weak midrange power </li>
<li>Street-unfriendly gearing and clutch </li>
<li>Cool exhaust is actually hot </li></ul></td>
</tr><tr>
<td colspan="3" align="center"></td>
</tr><tr>
<td style="color: rgb(255, 255, 255);" colspan="3" bgcolor="#933300">The Perfect Bike For...</td>
</tr><tr>
<td colspan="3" bgcolor="#e8e8e8">A rider who falls in love with its looks and doesn’t sample the others in this group. </td></tr></tbody></table>

Related Reading <a href="http://www.motorcycle.com/manufacturer/kawasaki/08-kawasaki-zx10r-preview-70237.html">2008 Kawasaki ZX-10R Preview</a> <a href="http://www.motorcycle.com/manufacturer/kawasaki/2008-kawasaki-zx10r-70426.html">2008 Kawasaki ZX-10R Review</a> <a href="http://www.motorcycle.com/manufacturer/honda/2008-honda-cbr1000rr-first-ride-71888.html">2008 Honda CBR1000RR Review</a> <a href="http://www.motorcycle.com/shoot-outs/2007-liter-bike-shootout-34342.html">2007 Literbike Shootout</a> <a href="http://www.motorcycle.com/shoot-outs/2006-open-superbike-shootout-3677.html">2006 Open Superbike Shootout</a> <a href="http://www.motorcycle.com/manufacturer/yamaha/yamaha-r1-first-ride-611.html">2007 Yamaha R1 Review</a> <a href="http://www.motorcycle.com/manufacturer/suzuki/2008-suzuki-gsxr600-review-76233.html">2008 Suzuki GSX-R600 Review</a> <a href="http://www.motorcycle.com/manufacturer/yamaha/2008-yamaha-r6-first-ride-69270.html">2008 Yamaha R6 Review</a>
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 Story from http://www.motorcycle.com/shoot-outs/2008-literbike-shootout-78761.html
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</body></html>

PlayfulGod

05-08-2008, 08:27 PM

Looks like that ugly ol CBR 1000RR whooped all their asses in every area :lol:

BigCory707

05-08-2008, 08:58 PM

sure did, but that is why they call them opinions.

1000 DUB R

05-08-2008, 09:47 PM

Looks like that ugly ol CBR 1000RR whooped all their asses in every area :lol:

Hey, You better watch slinging the U word around:nono:. You need to be using B for BEST:notworthy:.

1000 DUB R

05-08-2008, 09:49 PM

sure did, but that is why they call them opinions.

Yes, but that is the opinion of everyone that has been part of a shoot out so far.:pardon:
And no before it is said i didn't jump on the bandwagon because of shootouts i have been riding hondas since 03. red 03 600rr, red 05 1000rr, black 06 1000rr, repsol rep. 06 1000rr , and now my 08.

PlayfulGod

05-08-2008, 10:01 PM

Hey, You better watch slinging the U word around:nono:. You need to be using B for BEST:notworthy:.

I didnt say it wouldnt perform :grin: is just not the purdiest CBR Honda has made, but it has grown on me since seeing one in person. :drinks:

chukyjinn

05-08-2008, 10:07 PM

great post PG, must say honda did a nice job on the new 08, but i think i'll keep my R1

BadKitty

05-08-2008, 10:11 PM

Looks like that ugly ol CBR 1000RR whooped all their asses in every area :lol:

I'll never be on a liter bike, but if I was...the 1000RR would be it. Sexy!!!

BigCory707

05-08-2008, 10:12 PM

Yes, but that is the opinion of everyone that has been part of a shoot out so far.:pardon:
And no before it is said i didn't jump on the bandwagon because of shootouts i have been riding hondas since 03. red 03 600rr, red 05 1000rr, black 06 1000rr, repsol rep. 06 1000rr , and now my 08.
i assume you have a point but I dont know what it is. Opinions are just that, doesnt have to be in agreement with me. every bike ever made is a great bike. There are very valid reasons to say any one of them are the best. LIke in the part where it states that the R1 is the worst looking one where the consensus with normal people that it is one of the best looking bikes ever made. It is sexy as hell to me.

quick frankly , I wouldnt buy any of them. Too small for my taste

PlayfulGod

05-08-2008, 10:17 PM

i assume you have a point but I dont know what it is. Opinions are just that, doesnt have to be in agreement with me. every bike ever made is a great bike. There are very valid reasons to say any one of them are the best. LIke in the part where it states that the R1 is the worst looking one where the consensus with normal people that it is one of the best looking bikes ever made. It is sexy as hell to me.

quick frankly , I wouldnt buy any of them. Too small for my taste

you like big booties tho :lol:

But I cant agree the R1 is the best looking either, your bike looks better to me n ya know my opinion of Busas :lol: :drinks:

looks are all a matter of personal preference, comfort is different for each of us, performance, well you can argue eating smoke :lol: :sbgrox:

BigCory707

05-08-2008, 10:22 PM

you like big booties tho :lol:

But I cant agree the R1 is the best looking either, your bike looks better to me n ya know my opinion of Busas :lol: :drinks:

looks are all a matter of personal preference, comfort is different for each of us, performance, well you can argue eating smoke :lol: :sbgrox:
well i will be at the ama races next week and I am positive it wont be the suzukis eating smoke. Never has happen and never will

oh and thank you, My busa is kind of sexy

And what made you think i like big bootys? I like a nice round bubble , of course , but I dont want it swallowing up my bike where you cant see it no more, lmao

BigCory707

05-08-2008, 10:23 PM

but i do agree with the fugly ass front nose of the RR. They did a terrible job with that

PlayfulGod

05-08-2008, 10:24 PM

well i will be at the ama races next week and I am positive it wont be the suzukis eating smoke. Never has happen and never will

oh and thank you, My busa is kind of sexy

And what made you think i like big bootys? I like a nice round bubble , of course , but I dont want it swallowing up my bike where you cant see it no more, lmao

I said big bootys not huge ones :lol:

BigCory707

05-08-2008, 10:26 PM

I said big bootys not huge ones :lol:
in that case, cheers

and thanks for giving me something to talk about, I need some post

Maverick_72

07-09-2008, 01:20 PM

great post, nice information, but poor r1 and gsxr! those are my favorite

seamonkeyaj

07-09-2008, 02:11 PM

Yay for Honda! :PG: That is all. :derisive:

kittswife

07-09-2008, 04:00 PM

Yay for Honda! :PG: That is all. :derisive:

+1 on that^^^ :thumbup:

Maverick_72

07-09-2008, 05:06 PM

Yay for Honda! :PG: That is all. :derisive:

boo, i really like the honda's, but everyone has them. so your just one of a bunch, while i'm one of a few!:yes2:

1000 DUB R

07-17-2008, 01:06 AM

boo, i really like the honda's, but everyone has them. so your just one of a bunch, while i'm one of a few!:yes2:

Everyone has a honda? That dosen't sound right IMO everyone has a GSXR and R1s are running pretty close. From my experiance people that ride hondas want an all around bike not the one that put the most whp down.