WHY SPORT BIKES ARE DIFFERENT FROM OTHER BIKES?
Before starting anything we should know what's there in super bikes which make them different from normal bikes :-
1) A Sport bikes is a motorcycle optimized for speed, acceleration, braking and cornering on paved roads.
2) Sportbikes are uncomfortable, hard to handle, amazingly fast and need more maintanence than a normal bike. But who cares they are super bikes.
Ride and Handling :-
Just like the engine, it’s been a case of evolution not revolution for the Suzuki GSX-R750 K8 with few major changes from the K6. New three-spoke wheels are lighter than before, the wheelbase is 5mm shorter and Suzuki has built in more flex into the frame and swingarm to give the rider more feel during hard cornering. Forks get high and low-speed compression damping adjustment. Overall the GSX-R’s suspension is on the soft side, even on maximum settings, which can be limiting for really hardcore track riding. For the most part, though, the friendly set-up gives you tonnes of feel, makes it very easy to ride fast and is extremely forgiving. With a set of really sticky tyres fitted there’s very little you can’t get away with on this brilliant handling bike.
SPECS :-
9) TRIUMPH DAYTONA 650 :-
Engine :-
After the injection problems that let the TT600 down, the Triumph Daytona 600/650's Keihin system’s brand new. And it’s much better. There’s still a bit of a flat spot in the midrange, but it’s not dire, and the bulk of the Triumph Daytona 600/650's power is still very much up top but, in all, the power band’s wide, accessible for most riders and comes with smooth delivery.
Ride & Handling :-
Taking the excellent handling and brakes from its predecessor, the Triumph Daytona 600/650’s road manners are hard to fault. Suspension’s a treat too: sharp enough for the track yet smooth enough to deal with any potholes. The gearbox is a bit snatchy, though. Comfort’s better than you’d expect given the Triumph Daytona 600/650's bigger (for a sports 600) dimension.
SO, HERE IS THE LIST OF TOP 10 SUPER BIKES :-
10) SUZUKI GSX-R750 (2008-2010) :-
Engine :-
The few changes Suzuki has made to the GSX-R’s in-line four cylinder
750cc engine have been made to make the power smoother and more useable;
power and torque remain exactly the same as before. The crankcase is
stiffer and the motor gets new pistons, cylinder head and cams, which
have the same lift as the K6 GSX-R750 but with less duration for more
mid-range grunt. All this adds up to a smoother power delivery but with
the same voracious appetite for screaming revs, scintillating
acceleration and a howling top speed. Throttle bodies have steeper
injector angles and the primary injectors have eight nozzles instead of
four; secondary injectors have fewer holes, down from 12 to 8. This
engine delivers all the revvy excitement of a 600 but with the extra
real-world torque that the extra 150cc brings.
Ride and Handling :-
Just like the engine, it’s been a case of evolution not revolution for the Suzuki GSX-R750 K8 with few major changes from the K6. New three-spoke wheels are lighter than before, the wheelbase is 5mm shorter and Suzuki has built in more flex into the frame and swingarm to give the rider more feel during hard cornering. Forks get high and low-speed compression damping adjustment. Overall the GSX-R’s suspension is on the soft side, even on maximum settings, which can be limiting for really hardcore track riding. For the most part, though, the friendly set-up gives you tonnes of feel, makes it very easy to ride fast and is extremely forgiving. With a set of really sticky tyres fitted there’s very little you can’t get away with on this brilliant handling bike.
SPECS :-
| Top speed | 175 mph |
|---|---|
| 1/4-mile acceleration | 11.29 secs |
| Max power | 133 bhp |
| Max torque | 57 ft-lb |
| Weight | 167 kg |
| Seat height | 810 mm |
| Fuel capacity | 17 litres |
| Average fuel consumption | 32 mpg |
| Tank range | 120 miles |
| Annual road tax | |
| Insurance group | 16 of 17 |
| Engine size | 750 cc |
|---|---|
| Engine specification | 16-valve, 750cc in-line-four |
| Frame | Aluminium twin spar |
| Front suspension adjustment | Fully-adjustable |
| Rear suspension adjustment | Fully-adjustable |
| Front brakes | 2 x 310mm discs |
| Rear brake | 220mm disc |
| Front tyre size | 120/70 17 in |
| Rear tyre size | 180/55 17 in |
9) TRIUMPH DAYTONA 650 :-
Engine :-
After the injection problems that let the TT600 down, the Triumph Daytona 600/650's Keihin system’s brand new. And it’s much better. There’s still a bit of a flat spot in the midrange, but it’s not dire, and the bulk of the Triumph Daytona 600/650's power is still very much up top but, in all, the power band’s wide, accessible for most riders and comes with smooth delivery.
Ride & Handling :-
Taking the excellent handling and brakes from its predecessor, the Triumph Daytona 600/650’s road manners are hard to fault. Suspension’s a treat too: sharp enough for the track yet smooth enough to deal with any potholes. The gearbox is a bit snatchy, though. Comfort’s better than you’d expect given the Triumph Daytona 600/650's bigger (for a sports 600) dimension.
SPECS :-
| Top speed | 160 mph |
|---|---|
| 1/4-mile acceleration | 11.58 secs |
| Max power | 110 bhp |
| Max torque | 51 ft-lb |
| Weight | 165 kg |
| Seat height | 815 mm |
| Fuel capacity | 18 litres |
| Average fuel consumption | 35 mpg |
| Tank range | 140 miles |
| Annual road tax | |
| Insurance group | 15 of 17 |
| Engine size | 599 cc |
|---|---|
| Engine specification | 16v inline four, 6 gears |
| Frame | Aluminium twin spar |
| Front suspension adjustment | Preload, rebound, compression |
| Rear suspension adjustment | Preload, rebound, compression |
| Front brakes | Twin 308mm discs |
| Rear brake | 220mm disc |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 180/55 x 17 |
8) YAMAHA YZF-R1 :-
Engine :-
The Yamaha R1 was never short of top end drive and that’s true of this
latest version. What the latest Yamaha YZF1000-R1 does have though is a
healthy dollop of midrange kick. Not that this will be a worry in the
lower gears as the fly-by-wire system, linked to detailed ECU mapping,
won’t deliver everything the rider asks for, instead giving what it
thinks is best. Variable length inlet trumpets (worked by electronic
motor at 10,400rpm) boosts midrange revs and props up top end poke – not
just a gimmick, it actually works.
Ride and Handling :-
With race-like suspension front and rear, the standard set-up of this
latest Yamaha R1 is just about right for dealing with everyday riding on
UK roads. Turn the pace up (road or track) and there’s enough
adjustment to suit every situation and riding style. Typically the R1 is
a front end motorcycle, meaning that every road detail is felt through
the bars and it drops into a turn as quick as you like. Race track
manners along with road motorcycle stability takes some beating and
believing, but it does both with style.
SPECS :-
| Top speed | 182 mph |
|---|---|
| 1/4-mile acceleration | secs |
| Max power | 170 bhp |
| Max torque | 87.3 ft-lb |
| Weight | 177 kg |
| Seat height | 835 mm |
| Fuel capacity | 18 litres |
| Average fuel consumption | mpg |
| Tank range | 146 miles |
| Annual road tax | |
| Insurance group | 17 of 17 |
| Engine size | 998 cc |
|---|---|
| Engine specification | 16v in-line four, 6 gears |
| Frame | Twin spar aluminium |
| Front suspension adjustment | Preload, compression, rebound |
| Rear suspension adjustment | Preload, high/low compression, rebound |
| Front brakes | 2 x 310mm discs |
| Rear brake | 220mm disc |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 190/50 x 17 |
7) SUZUKI GSX- R1000 (2009 -2011) :-
Engine :-
The Suzuki GSX-R1000 K9 get a shorter-stroke engine for the first time,
which Suzuki claims makes the same power and torque as the old model.
Strangely our dyno results show it’s actually 7bhp down on the old
bike, making 161bhp at the back wheel. The idea of the shorter stroke
engine is to allow race teams to tune them and raise revs safely,
compared to the old long-stroke motor. The power delivery has been
softened off in the mid-range compared to the old bike, which gives you
the confidence to open the throttle sooner and harder. There’s still
lots of grunt to play with, despite the shorter stroke motor. The engine
is physically 59mm shorter than before to allow for a longer swingarm,
which aids rear tyre grip. This is a trick also used on the current Honda Fireblade.
Ride and Handling :-
For the road the Suzuki GSX-R1000 K9 is comfortable and very stable,
even accelerating hard on bumpy roads. Three-way adjustable footpegs
makes the Suzuki comfortable for short and tall riders alike and the
handling is predictable. Turn up the wick, or ride the GSX-R1000 K9 on
track and it becomes difficult to change direction quickly and heavy to
turn in to a corner. Despite having new monobloc calipers, the brakes
fade under hard use and don’t have the power of the competition.
Disappointingly, during MCN’s group test the GSX-R1000 lapped 2.5
seconds slower than the 2009 R1 around Cartagena, on the same tyres.
SPECS :-
| Top speed | 178.9 mph |
|---|---|
| 1/4-mile acceleration | 10.01 secs |
| Max power | 161 bhp |
| Max torque | 78.8 ft-lb |
| Weight | 203 kg |
| Seat height | 810 mm |
| Fuel capacity | 17.5 litres |
| Average fuel consumption | 32 mpg |
| Tank range | 123 miles |
| Annual road tax | |
| Insurance group | 17 of 17 |
| Engine size | 999 cc |
|---|---|
| Engine specification | 16-valve, in-line-four |
| Frame | Aluminium beam |
| Front suspension adjustment | Fully-adjustable |
| Rear suspension adjustment | Fully-adjustable |
| Front brakes | 2 x 310mm discs |
| Rear brake | 220mm disc |
| Front tyre size | 120/70 17 in |
| Rear tyre size | 190/50 17 in |
6) APRILLA RSV 1000R :-
Engine :-
The Aprilia RSV1000R has a v-twin engine with a compact 70 degree angle
between the cylinders and a dry sump to ensure constant lubrication. Low
down torque is plentiful, midrange is muscular and the motorcycle's top
end rush’s exhilarating – if not quite a match for the four cylinder
Japanese rival motorcycles. Intoxicating traction and noise from the
Aprilia RSV1000R.
Ride and Handling :-
The Aprilia RSV1000R motorcycle is tall, slender and quite a handful.
Works best with a rider who can show it who’s boss. Hard suspension’s a
pain on bumpy roads but divine on the track or good road surfaces. The
Aprilia RSV1000R is more comfy above the speed limit than below it.
Slightly heavier than Japanese rival motorcycles but carries it well.
SPECS :-
| Top speed | 172 mph |
|---|---|
| 1/4-mile acceleration | 11 secs |
| Max power | 143 bhp |
| Max torque | 76 ft-lb |
| Weight | 180 kg |
| Seat height | 810 mm |
| Fuel capacity | 18 litres |
| Average fuel consumption | 36 mpg |
| Tank range | 140 miles |
| Annual road tax | |
| Insurance group | 17 of 17 |
| Engine size | 998 cc |
|---|---|
| Engine specification | 8v V-twin, 6 gears |
| Frame | Aluminium twin spar |
| Front suspension adjustment | Preload, rebound, compression |
| Rear suspension adjustment | Preload, rebound, compression |
| Front brakes | Twin 320mm discs |
| Rear brake | 220mm disc |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 190/50 x 17 |
5) HONDA CBR 600 RR :-
Engine :-
Honda didn’t really need to tweak the 107bhp, in-line-four-cylinder
599cc motor as it’s a gem in the first place, with a powerful, screaming
top-end and a decent dollop of mid-range. The engine is especially
effective at delivering incredible performance, thanks to the Honda’s
lack of all-up weight (it’s the lightest of all the 600s). The Honda
CBR600RR’s motor is already more flexible than the ’08 Kawasaki ZX-6R, Suzuki GSX-R600 K8 and ’08 Yamaha R6, but the tweaks to the engine and exhaust have made it even nicer to live with.
Ride and Handling :-
There are no changes to the 2009 Honda CBR600RR’s chassis: this is no
bad thing as, like the engine, it’s class-leading. Stability in a
straight line and through the corners is absolute, the suspension action
and control is as fluid as pukka race kit and the standard model’s
brakes are full of feel and power. This is a machine that loads you with
confidence and flatters your riding like a Ducati 1098R.
Honda’s optional electronically-controlled Combined ABS system is a
thing of genius. In normal conditions the CBR works the same as a
conventional machine, but in an emergency it takes over and stops the
wheels from locking. It also distributes the braking between front and
rear calipers to give maximum stability in all conditions.
SPECS :-
| Top speed | 165 mph |
|---|---|
| 1/4-mile acceleration | 10.92 secs |
| Max power | 107 bhp |
| Max torque | 44.6 ft-lb |
| Weight | 194 kg |
| Seat height | 820 mm |
| Fuel capacity | 18 litres |
| Average fuel consumption | 32 mpg |
| Tank range | 127 miles |
| Annual road tax | |
| Insurance group | 15 of 17 |
| Engine size | 599 cc |
|---|---|
| Engine specification | 16-valve, in-line-four |
| Frame | Aluminium twin-spar |
| Front suspension adjustment | Fully-adjustable |
| Rear suspension adjustment | Fully-adjustable |
| Front brakes | 2 x 310mm discs |
| Rear brake | 220mm disc |
| Front tyre size | 120/70 17 in |
| Rear tyre size | 180/55 17 in |
4) HONDA CBR 1000 RR :-
Engine :-
It might not make the ultimate power of its 1000cc rivals, but the magic
of the Honda Fireblade is its grunt and searing acceleration. The
Honda’s gem-like 163bhp in-line-four-cylinder 999.8cc motor is capable
of powering the Blade to the naughty side of 180mph, but more
impressively it can do 150mph in a quarter of a mile. The power is easy
to use, all the way through the rev-range and the throttle response
perfect. This is one of the all-time great engines.
Ride and Handling :-
On track, the nimble, but stable Blade handles a lot like the RC212V
MotoGP machine it’s styled to look like. The suspension is plush and
soaks up bumps on the road nicely, while giving lots of support and
control on the circuit. On the standard model the brakes have lots of
feel and power, but the C-ABS model takes the braking to a whole new
level. The ABS system stops the wheels locking in an emergency, but
unlike more crude mechanical systems, there’s no pulsing at the lever,
just smooth constant braking pressure. In normal conditions, if you only
use the front brake, the system will apply a small amount of rear brake
to keep the machine flatter, which increases stability on the way into a
corner.
SPECS :-
| Top speed | 180 mph |
|---|---|
| 1/4-mile acceleration | 10.32 secs |
| Max power | 178 bhp |
| Max torque | 78 ft-lb |
| Weight | 199 kg |
| Seat height | 820 mm |
| Fuel capacity | 17 litres |
| Average fuel consumption | 32 mpg |
| Tank range | 125 miles |
| Annual road tax | |
| Insurance group | 17 of 17 |
| Engine size | 999 cc |
|---|---|
| Engine specification | 16-valve, in-line-four |
| Frame | Aluminium twin-spar |
| Front suspension adjustment | Fully-adjustable |
| Rear suspension adjustment | Fully-adjustable |
| Front brakes | 2 x 320mm discs |
| Rear brake | 220mm disc |
| Front tyre size | 120/70 17 in |
| Rear tyre size | 190/50 17 in |
3) TRIUMPH DAYTONA 675 :-
Engine :-
Race team feedback has led to many internal changes to net an extra
3bhp, 1ftlb of torque and an extra 400rpm (now 13,900rpm rev range) to
play with. Forget about peak power, though. It’s the legendary flat but
fat torque curve coupled with a midrange horsepower increase that makes
the Triumph Daytona 675 a breeze to ride day-in, day out without working
up a sweat. If you want to rip it up then the Triumph 675 will easily
pump your adrenaline – especially on a trackday – simply by working the
throttle harder. Gearbox mods have banished the sticky-shift feel.
Ride and Handling :-
Pure supersport seating stance of high seat and clip-ons but isn’t
uncomfortable, more intimidating at first and the screen is typically
low for hard speed riding. The ride is exemplary thanks to new
suspension that features high and low speed compression damping front
and rear, which makes the gap between road and track use easier to
cross. Although quick steering the Triumph Daytona 675 is a stable beast
but comes with a steering damper to keep back road scratchers out of
trouble. Ground clearance is not an issue on the Daytona 675, which is
good because it can carry big corner speed with ease.
SPECS :-
| Top speed | 156 mph |
|---|---|
| 1/4-mile acceleration | 11.38 secs |
| Max power | 126 bhp |
| Max torque | 54 ft-lb |
| Weight | 162 kg |
| Seat height | 820 mm |
| Fuel capacity | 17.4 litres |
| Average fuel consumption | mpg |
| Tank range | miles |
| Annual road tax | |
| Insurance group | 16 of 17 |
| Engine size | 675 cc |
|---|---|
| Engine specification | Liquid-cooled, 12v, inline-triple, four-stroke. Six gears |
| Frame | Aluminium twin spar |
| Front suspension adjustment | Rebound and high/low compression damping, spring preload |
| Rear suspension adjustment | Rebound and high/low compression damping, spring preload |
| Front brakes | 2 x 308 discs with 4-piston monoblock calipers |
| Rear brake | 220mm disc with single-piston caliper |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 180/55 x 17 |
2) DUCATI 1098 :-
Engine :-
The Ducati 1098's Testastretta Evoluzione is the most powerful
production V-twin motorcycle engine ever, makeing 160bhp and has 92ftlb
of torque at 8000rpm. The Ducati 999
Testastretta engine was completely redesigned from top to bottom and
using all the knowledge Ducati have gained from racing motorcycles in
World Superbikes and MotoGP. Pretty much every component in the Ducati
1098's engine has been changed and the bike has a huge increase in power
from 3500rpm all the way to the redline over the 999.
Ride and Handling :-
The Ducati 1098 is exquisite. The forks combined with the standard
Pirelli tyres allow you to explore the far side of leaning and make you
recalibrate what you thought was possible on a motorcycle. The Ducati
1098's forks give amazing feedback, and combine that with a really
neutral chassis that’s not quite as quick to turn from side-to-side as
some of the Japanese 1000cc motorcycle and you’ve got probably the best
handling 1000-class road motorcycle ever. You can be clumsy with it,
hang-off or not hang-off, it’s your choice and the Ducati 1098 will do
exactly what you tell it, letting you bounce from kerb-to-kerb.
SPECS :-
| Top speed | 180 mph |
|---|---|
| 1/4-mile acceleration | 10.55 secs |
| Max power | 160 bhp |
| Max torque | 90 ft-lb |
| Weight | 173 kg |
| Seat height | 840 mm |
| Fuel capacity | 15.5 litres |
| Average fuel consumption | 40 mpg |
| Tank range | 120 miles |
| Annual road tax | |
| Insurance group | 17 of 17 |
| Engine size | 1099 cc |
|---|---|
| Engine specification | 8v 90-degree Desmo V-twin |
| Frame | Tubular steel trellis |
| Front suspension adjustment | Preload, compression, rebound |
| Rear suspension adjustment | Preload, compression, rebound |
| Front brakes | 2 x 330mm discs |
| Rear brake | 245mm disc |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 190/55 x 17 |
1) APRILLA RSV 1000R :-
Engine :-
The Aprilia RSV1000R has a v-twin engine with a compact 70 degree angle
between the cylinders and a dry sump to ensure constant lubrication. Low
down torque is plentiful, midrange is muscular and the motorcycle's top
end rush’s exhilarating – if not quite a match for the four cylinder
Japanese rival motorcycles. Intoxicating traction and noise from the
Aprilia RSV1000R.
Ride and Handling :-
The Aprilia RSV1000R motorcycle is tall, slender and quite a handful.
Works best with a rider who can show it who’s boss. Hard suspension’s a
pain on bumpy roads but divine on the track or good road surfaces. The
Aprilia RSV1000R is more comfy above the speed limit than below it.
Slightly heavier than Japanese rival motorcycles but carries it well.
SPECS :-
| Top speed | 172 mph |
|---|---|
| 1/4-mile acceleration | 11 secs |
| Max power | 143 bhp |
| Max torque | 76 ft-lb |
| Weight | 180 kg |
| Seat height | 810 mm |
| Fuel capacity | 18 litres |
| Average fuel consumption | 36 mpg |
| Tank range | 140 miles |
| Annual road tax | |
| Insurance group | 17 of 17 |
| Engine size | 998 cc |
|---|---|
| Engine specification | 8v V-twin, 6 gears |
| Frame | Aluminium twin spar |
| Front suspension adjustment | Preload, rebound, compression |
| Rear suspension adjustment | Preload, rebound, compression |
| Front brakes | Twin 320mm discs |
| Rear brake | 220mm disc |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 190/50 x 17 |
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