www.ajitmoses.com

Yeah that is right!! I have got my own website thanks to Aarthi..Working on the site and it should be live soon..Hopefully will be blogging there regularly.

KTM Comes reeling to India!!

Bajaj Auto to launch KTM Bikes in 2008

Bikes to be retailed through exclusive Pro-biking Showrooms

KTM bikes for Indian market to be selected from those displayed at the Auto-Expo 2008

New Delhi, January 10, 2008:

Bajaj today presented a range of KTM bikes at its stall in the Auto-Expo 2008 some of which will be progressively introduced in the Indian Market. These models will be retailed through Bajaj’s Probiking showrooms in key markets across the country.

The vehicles that are being considered for the domestic market were on display at the Bajaj Presentation in Hall no 3 at the Auto-Expo in N. Delhi. These were the rally tested 690 Supermoto, the superior street bike the 690 Duke, the powerful 990 Adventure, the light and agile 250 EXC-F and the ultra-precise performer the 990 Superduke.

Bajaj Auto also announced the increase in its stake in “KTM Power Sports AG”, Europe’s second largest sport motorcycle manufacturer to 20.89 %. Earlier Bajaj had taken a 14.5 % stake in KTM through its 100% Netherlands subsidiary-Bajaj Auto International Holdings BV with Rajiv Bajaj, MD, Bajaj Auto Ltd. being inducted on the board of KTM. Bajaj has funded the current stake increase from its internal accruals. The co-operation agreement with KTM covers product development, technology, vendor sourcing and distribution.

Commenting on the occasion, Mr. Stefan Pierer, CEO, KTM said,” We see this as a long-term partnership with Bajaj Auto & we are very positive about it. This cooperation with Bajaj Auto is a great opportunity to strengthen the KTM Group in its sustained growth strategy in a global environment.”

Mr.Rajiv Bajaj, MD, Bajaj Auto Ltd., added” This partnership is also another step in our globalization strategy. KTM’s sharp brand positioning, differentiated designs, and hyper performance have inspired us to increase our stake in this participation. We are delighted with this opportunity to co-develop a range of products for both KTM and Bajaj brands and also excited by the prospect of introducing KTM products to India and South East Asia, as also to access the European market via KTM”

The alliance with KTM covers joint development of street bikes for both Indian & overseas markets. The partnership will also jointly develop a high-performance, water-cooled engine platform for 125 and 250 cc bikes. Bajaj Auto will also take up distribution of KTM products in South Asia.

Through this cooperation with Bajaj, KTM would extend its product portfolio for the future with a 125-ccm street product line, in addition to the present 1190-ccm, 990-ccm and 690-ccm platforms developed and manufactured in Austria.

A look at some of the bikes that might come to India.



Model 690 Supermoto

ENGINE
Engine 1-cylinder, 4-stroke, 4-valves, OHC, rocker roller arms, liquid-cooled

Gross Horsepower 64 bhp @ 7,500 rpm (homologated)
Displacement 653.7 cc
Bore x Stroke 4.02 x 3.15 in. (102 x 80 mm)
Torque 65 Nm @ 6,500 rpm
Compression Ratio 11.7:1
Carburetion Keihin DC ECU
Fuel System Keihin EMS with EPT (Electric Power Throttle)
Clutch APTC wet multi-disc, operated hydraulically
Lubrication Pressure with 2 oil pumps
Engine: Motorex Power Synt 4T 10W50

DIMENSIONS
Weight 335.1 lbs. (152 kg)
Ground Clearance 10.24 in. (260 mm) unloaded
Frame Chromoly trellis, powder-coated
Subframe: Aluminum 7020
Wheelbase 57.48 ± 0.59 in. (1,460 ± 15 mm)
Fuel Capacity 3.49 gal. (13.2 l)
Reserve: 0.66 gal. (2.5 l)
Seat Height 34.45 in. (875 mm)

DRIVETRAIN
Transmission 6-gears, claw shifted
Final Drive 16:40
Suspension Front: 1.89 in. (48 mm) WP USD; 8.27 in. (210 mm) travel
Rear: WP monoshock with Pro Lever; 8.27 in. (210 mm) travel

BRAKES/WHEELS/TIRES
Brakes Front: Brembo 4-piston fixed radial caliper, disc; 12.6 in. (320 mm)
Rear: Brembo 1-piston floating caliper, disc; 9.45 in. (240 mm)
Tires Front: 120/70-17 in.
Rear: 160/60-17 in.
Rake 64°
Trail 4.41 in. (112 mm)
Colors Orange, Black, Prestige

Model : 690 Duke


Engine type Single cylinder, 4-stroke
Displacement 654 cc
Bore x stroke 102 x 80 mm (4.01 x 3.15")
Performance (homologated) 48 kW @ 7500 rpm
Max. torque 67 Nm @ 5500 rpm
Compression ratio 11.8:1
Starter E-Starter
Transmission 6 gears, dog-clutch engagement
Control 4 V / OHC with roller rocker levers
Lubrication Pressure lubrication with 2 Eaton pumps
Engine lubrication 10W60
Primary drive 36:79
Final drive 16:40
Cooling Liquid cooled
Clutch APTC Wet multi-disc clutch, operated hydraulically
Motor Management Keihin EMS with EPT (Electr. Power Throttle)


Frame Chromium-molybdenum trellis frame, powder-coated
Subframe Aluminium 7020
Handlebar Aluminium, Ø 28 /22 mm (1.10 / 0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP monoshock
Suspension travel front / rear 140 / 140 mm (5.51 / 5.51")
Front brake Brembo 4-piston radially bolted caliper, brake disc Ø 320 mm (12.6")
Rear brake Brembo single-piston floating caliper, brake disc Ø 220 mm (8.66")
Rims, front / rear 3.5 x 17"; 5 x 17"
Tires, front / rear 120/70 R 17"; 160/60 R 17"
Chain X-Ring 5/8 x 1/4"
Battery 12 V / 8.6 Ah
Main silencer Stainless steel underfloor silencer with integrated catalytic converter
Steering head angle 63.5°
Trail 115 mm (4.53")
Wheel base 1472±10 mm (57.95±0.39")
Ground clearance (unloaded) 155 mm (6.1")
Seat height 865 mm (34.06")
Fuel capacity approx. 13.5 liters / 2.5 liters reserve (3.56 / 0.66 gal)
Weight (no fuel) approx 148.5 kg (327.4 lbs)

Model: 990 Adventure

Engine type Twin cylinder, 4-stroke, V 75°
Displacement 999 cc
Bore x stroke 101 x 62.4 mm (3.98 x 2.46")
Performance (homologated) 98 bhp @ 8500 rpm
Max. torque 95 Nm @ 6500 rpm
Compression ratio 11.5:1
Starter E-Starter
Transmission 6 gears, dog-clutch engagement
Fuel Mixture Generation Electronic fuel injection
Control 4 V / DOHC
Lubrication Pressure lubrication
Engine lubrication Motorex Power Synt 4T 10W50
Primary drive 67:35
Final drive 17:42
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Motor Management Keihin EMS


Frame Tubular chromoly space frame, powder-coated
Subframe Aluminium
Handlebar Renthal Aluminium Ø 28/22 mm (1.10/0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP monoshock PDS with hydr. spring preload
Suspension travel front / rear 210 / 210 mm (8.27 / 8.27")
Front brake 2 x Brembo two piston, floating caliper, 2 x floating brake disc Ø 300 mm (11.81")
Rear brake Brembo single piston, floating caliper, floating brake disc Ø 240 mm (9.45")
ABS Brembo two channel ABS
Rims, front / rear 2.15 x 21"; 4.25 x 18"
Tires, front / rear 90/90-21"; 150/70-18"
Battery 12 V / 11.2 Ah
Main silencer 2 x premium steel with three-way-catalyser
Steering head angle 63.4°
Trail 119 mm (4.69")
Wheel base 1570 mm (61.81")
Ground clearance (unloaded) 261 mm (10.28")
Seat height 860 mm (33.86")
Fuel capacity approx. 22 Liters (5.81 gal)
Weight (dry) approx. 199 kg (438.7 lbs

Model: 250 EXC-F


Engine type Single cylinder, 4-stroke
Displacement 248.6cc
Bore x stroke 76 x 54.8 mm (2.99 x 2.16")
Compression ratio 12.8:1
Starter / Battery Kickstarter/E-Starter / 4 Ah
Transmission 6 gears
Carburetor Keihin MX FCR 39
Control 4 V / DOHC with roller rocker levers
Lubrication Pressure lubrication with 2 Eaton pumps
Engine lubrication 10W50
Primary drive 22:68
Final drive 14:38 (13:52)
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan digital


Frame Central double-cradle-type 25CrMo4
Subframe Aluminium 7020
Handlebar Magura Aluminium Ø 28/22 mm (1.10/0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP monoshock PDS
Suspension travel front / rear 300 / 335 mm (11.81 / 13.19")
Brakes, front / rear Disc brakes 260 / 220 mm (10.24 / 8.66")
Rims, front / rear 1.60 x 21"; 2.15 x 18" Excel
Tires, front / rear 90/90-21"; 120/90-18"
Chain 5/8 x 1/4"
Main silencer Aluminium
Steering head angle 63.5°
Wheel base 1475±10 mm (58.07±0.39")
Ground clearance (unloaded) 380 mm (15")
Seat height 925 mm (36.42")
Fuel capacity approx. 9.2 liters (2.43 gal)
Weight (no fuel) approx. 105.7 kg (233 lbs)

Model: 990 Super Duke



Engine type Twin cylinder, 4-stroke, V 75°
Displacement 999 cc
Bore x stroke 101 x 62.4 mm (3.98 x 2.46")
Performance (homologated) 120 bhp @ 9000 rpm
Max. torque 100 Nm @ 7000 rpm
Compression ratio 11.5:1
Starter E-Starter
Transmission 6 gears, dog-clutch engagement
Fuel Mixture Generation Electronic fuel injection
Control DOHC
Lubrication Pressure lubrication
Engine lubrication 10W50
Primary drive 67:35
Final drive 17:38
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Motor Management Keihin indirect intake port injection


Frame Chromium-molybdenum, powder-coated
Subframe Aluminium
Handlebar Renthal Aluminium, conified
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP monoshock
Suspension travel front / rear 135 / 160 mm (5.31 / 6.3")
Front brake 2 x Brembo 4-piston caliper, 2 x 320 mm (12.6")
Rear brake Brembo single-piston floating caliper, brake disc Ø 240 mm (9.45")
Rims, front / rear 3.5 x 17"; 4.5 x 17"
Tires, front / rear 120/70 ZR 17"; 180/55 ZR 17"
Battery 12 V / 11.2 Ah
Main silencer 2 x premium steel with three-way-catalyser
Steering head angle 66.5°
Trail 103 mm (4.06")
Wheel base 1438 mm (56.61")
Ground clearance (unloaded) 165 mm (6.5")
Seat height 855 mm (33.66")
Fuel capacity approx. 15 liters (3.96 gal)
Weight (no fuel) approx. 184 kg (405.7 lbs)

Ninja 250 - India Calling

According to reports from the delhi autoexpo, Bajaj and Kawasaki have confirmed that the Baby Ninja will be in India before October 2008.

-The all new 2008 Ninja 250 has a 250cc parallel twin engine, good enough for 30bhp.

-The engine is mated to a 6speed 'box and hits a max of around 165-170km/h

-The bike will be imported from Thailand, and knowing that the FTA (Free trade agreement?) allows automobiles to be imported into India from some countries without the 200% duty. So in which case the bike is expected to be priced not more than 2 Laks.

This a pedigree racing bike..Don't even compare it to the Pulsar or the Karizma by comparing the "CC".

Here's the press release

Bajaj and Kawasaki to bring Big bikes into India.

Bikes to be retailed through Bajaj Probiking Showrooms
Ninja 250 among the bikes to be retailed

11th January 2007, New Delhi: Bajaj and Kawasaki today announced an agreement to bring in Kawasaki big bikes into India. This is in continuation of their strong partnership from the mid 80’s when the first technical collaboration for motorcycle development was signed. This technical collaboration which continued since then, went a step further in 2004 when Kawasaki commenced distributing Bajaj bikes in the Philippines.

Now the partners bring Kawasaki big bikes to India.

Amongst the bikes being considered for launch is the recently launched Ninja 250. This product designed by Kawasaki for the United States, Europe and Japan is powered by an eight-valve DOHC liquid cooled 250 cc fuel injection engine developing 30 PS at 10,500 rpm. Combined with the 6-speed transmission the Ninja 250 is a matchless performer. In addition to the Ninja 250, other big Kawasaki bikes that are being considered for the domestic market were on display at the Bajaj Presentation in Hall no 3 at the Auto-Expo in N. Delhi. These include the Sports Roadster the ER-6n, Super Sports bikes the Ninja ZX-6R and the Z1000, and the Vulcan Cruiser.

The Kawasaki bikes would be retailed through the chain of hi-end Bajaj Probiking showrooms. The company had kick-started the Probiking initiative in 2005 with the launch of the Pune showroom. Today ten Probiking showrooms are operational with presence in all major markets with ten more to go on-stream by end of Fiscal 2008. Designed for professional bikers the showrooms house state-of the art interactive terminals and offer prospective “Probikers” a chance to test-ride the bikes on specially designed Indoor Dynamo meters.

Kawasaki, Japan will also provide the necessary service training and parts back-up to ensure that the hi-performance bikes are in peak condition and fully live up to the expectations of the Probikers.

Mr. Shinichi Tamba, President of the Kawasaki Consumer Products and Machinery Company comments, “ India is a very important market for KHI and Bajaj Auto is a strong partner. The Indian market is in the cusp of progressing to big bikes and Kawasaki is highly regarded in this segment. Soon the “flying K” and the “Kawasaki Green” will scorch the Indian roads.”

Commenting on this effort, Mr. Rajiv Bajaj, Managing Director, Bajaj Auto said, “ Both Kawasaki and Bajaj have synergized their strengths to widen the portfolio in respective markets. The domestic consumer can now experience the power of big biking while the Kawasaki customers in the Philippines are already experiencing the range of Bajaj products for the past few years. We are in discussions to extend the Philippine business model to other countries as well.”

The Good times are indeed rolling for both Kawasaki and Bajaj.

Find below a write up about the bike from the official website.


2008 KAWASAKI NINJA® 250R SUPERSPORT OFFERS AUTHENTIC NINJA STYLE AND PERFORMANCE

Quick, Affordable, Fuel Efficient, Easy to Ride and Great Looking

One look at the new Ninja 250R tells everyone that this bike is the genuine article. With a new full-fairing similar to the Ninja ZX-6R and -10R supersport bikes, a single kicked-up muffler, UNI-TRAK® rear suspension, high-performance petal disc brakes and a dual seat, this is the most stylish performer in its category.


Compact size, exceptional personality and a low price tag highlight Kawasaki’s new Ninja® 250R quarter-liter performer. Considering how much fun it is to ride and the fact that it’s the only 250cc sportbike sold in the U.S., it’s no wonder the Ninja 250R has been a strong seller for over a decade. Its successful blend of a rider-friendly engine, easy-to-operate chassis and supersport styling worthy of its Ninja moniker, this model was developed to offer real world performance to riders of all skill levels and goes to show that good things do come in small packages.

At the core of the lightweight Ninja 250R is an engine that thrives on high-rpm excitement. The gutsy 249cc parallel twin has been retuned to spice up its smooth and predictable power delivery. It now offers more low- and mid-range torque thanks to revisions to its dual overhead camshafts and a new 2-into-1 exhaust system. A silky smooth six-speed transmission tops off the sportbike equipment list, enabling the 250R to exploit a powerband that’s sure to please riders with its beginner friendly low-end grunt and a lively top-end rush that’ll keep seasoned veterans satisfied. The coup de’ grace, is its ability to deliver excellent fuel economy.

The 250R’s new fairing and windscreen not only look great, they deliver improved wind protection for a wide range of riding situations. This lightweight sportbike is loaded with even more rider-friendly features such as an easy-to-read instrument panel and positive neutral finder.


A natural riding position and comfortable ergonomics combined with its lightweight handling, easy controllability and improved throttle response make the 250R a pleasure to ride on city streets. Also new for 2008 are larger 17-inch wheels that offer great handling and improved stability. A larger 290mm front brake rotor is gripped by a powerful 2-piston caliper to provide a healthy dose of stopping power with a responsive feel at the lever. Like Kawasaki’s other sport models, the Ninja 250R is fitted with petal discs for efficient heat dissipation.

The simple formula of providing easy-handling agility, lightweight responsiveness, and low ownership costs make the Ninja 250R a force to be reckoned with in the entry-level sportbike category.


Features

--------------------------------------------------------------------------------

DOHC 249cc Parallel Twin-cylinder Engine
- Compact parallel-twin design offers good mass centralization for superior handling
- Tuned to deliver smooth, step-free power with an emphasis on low- and mid-range power for rider-friendly response
- Pistons feature reinforced heads and strengthening in the pin boss area for increased durability
- Thick piston (longitudinally) rings help minimize oil consumption
- Combustion chamber design optimized to maximize combustion efficiency and reduce emissions
- Ample high-rpm performance will please riders using the full range of the engine

Cylinder head
- Refined intake and exhaust ports contribute to good off-idle response and smooth power delivery
- Valve timing and lift were designed for strong low- and mid-range torque
- Direct valve actuation ensures reliable high-rpm operability
- Valves with thin heads and stems reduce reciprocating weight

Carburetor
- Twin Keihin CVK30 carburetors fine-tuned for good power feel and low fuel consumption

Exhaust system
- 2-into-1 system contributes to the Ninja 250R’s low- and mid-range torque and smooth, step-free power curve
- Slightly upswept silencer extensively tested to determine chamber size, connecting pipe length and diameter to achieve least noise and most power
- Meets strict emissions with dual catalyzers; one in the collector pipe and the other in the silencer
- Using two catalyzers minimizes the power loss
- Positioning the first catalyzer as close to the exhaust ports maximizes its efficiency as well

Reduced mechanical noise
- Cam chain tensioner with an automatic adjuster, like that on the KX450F motocrosser, eliminates mechanical noise caused by a loose cam chain and reduces power-robbing friction loss
- Silencing mechanical noise allows the use of a freer flowing exhaust for a better sound quality
- Complex construction with reinforcing ribs helps eliminate airbox reverberation and reduce intake noise
- Air filter accessible from the side, for easy replacement

Liquid Cooling
- Latest generation Denso radiator offers superior cooling with minimal space and weight
- Ring-fan uses a quiet-running motor that also saves space
- Fins on the lower side of the crankcase further helps cool the engine

Six-speed Transmission / Clutch
- Involute splines reduce friction and backlash between gears and shafts for easier gear meshing and smooth shifting under power
- Spring-type clutch damper reduces jerkiness at very low speeds and minimizes shocks when rolling on and off the throttle for a smoother clutch feel
- Paper-base friction plates help increase clutch durability

Chassis
- Sturdy and durable diamond-style frame of thick-walled steel tubing offers confidence-inspiring stability at both high and low speeds
- Beefy swingarm bracket contributes to the frame’s rigidity and helps achieve an ideal chassis stiffness balance
- Square-tube swingarm with a 60 x 30mm cross-section further adds to rigidity

Suspension
- New 37mm telescopic front fork with firm settings contribute to the Ninja 250R’s smooth, stable handling and enhanced ride control
- Uni-Trak rear suspension compliments the rigid frame and re-tuned fork and provides great road holding ability
- Rear shock features 5-way adjustable preload, enabling ride height to be maintained whether riding solo or with a passenger

Wheels / Tires
- Features 17” wheels like its larger supersport brothers
- Low-profile sportbike tires on wide rims contribute to its easy, neutral handling at low speeds

Brakes
- Large-diameter, 290mm front petal disc and a balanced action two-piston caliper offers excellent braking performance and a natural, direct feeling at the lever
- Two-piston caliper grips the rear 220mm petal disc

Ergonomics
- Natural riding position with slightly forward-slanting seat and wide, raised handlebars

Bodywork
- Styling matches its larger-displacement Ninja supersport siblings
- Fit and finish of striking full-fairing bodywork on par with that of top-class Ninja supersports
- Aggressive dual-lamp headlight design, slim tail cowl and separate seats further enhance the supersport look
- Front cowling and windscreen offer the rider a substantial amount of wind protection
- Two helmet holders conveniently located under the rear seat
- Under-seat storage can hold a U-lock or similar device
- Two hooks under the tail and the rear passenger pegs provide anchor points for securing items to the rear of the bike

Instrumentation
- Instrument panel features an easy-to-read, large-face analog speedometer along with an analog tachometer, odometer, trip meter, fuel gauge and warning lights


Specifications

--------------------------------------------------------------------------------

Engine Type Four-stroke, liquid-cooled, DOHC, parallel twin

Displacement 249 cc

Bore & Stroke 62.0 x 41.2mm

Maximum Torque 21.7 Nm {2.21 Kgf/m} 16.0 lb-ft @ 10,000 rpm

Compression Ratio 11.6:1

Carburetor Keihin CVK30 x 2

Ignition TCBI with Digital Advance

Transmission 6-Speed

Final Drive O-Ring Chain

Cooling Liquid

Frame Semi-double cradle, high-tensile steel

Rake/Trail 26 degrees / 3.3 in.

Front Tire Size 110/70-17

Rear Tire Size 130/70-17

Wheelbase 54.7 in.

Front Suspension / wheel travel 37mm hydraulic telescopic fork / TBD

Rear Suspension / wheel travel Bottom-Link Uni-Trak® with 5-way adjustable preload / 5.1 in.

Front Brake Type Single 260mm hydraulic disc with two-piston caliper

Rear Brake Single 220mm petal disc with two-piston caliper

Fuel Tank Capacity 4.8 gal.

Seat Height 30.7 in.

Dry Weight 333 lbs.

Overall length 81.9 in.

Overall width 28.0 in.

Overall height 43.9 in.

Color Lime Green, Ebony, Passion Red, Candy Plasma Blue

Warranty 12 months

Good Times™ Protection Plan 12, 24, 36, 48 months

New Cars in India - 2008

Compact cars

Skoda Fabia
Chevrolet spark variant
New Chevrolet Aveo U-VA
Maruti Suzuki swift sedan
Maruti Suzuki splash
Hyundai i20
Hyundai i10 CRDe
Hyundai i10 automatic
Tata 1 lakh car ‘jeh’
Tata Indica V3
Tata indica hybrid
Tata Indigo compact
Honda Jazz
Renault Sandero
Fiat Grande Punto
Fiat palio diesel

Entry level sedans

Maruti Suzuki SX4 diesel
Fiat linea
New Honda City
Toyota Corolla
Volkswagen Jetta
Mitsubishi Lancer(galant)
Hyundai’s Elantra

SUVs

Tata sumo phoenix
Mahindra Ingenio
Renault Logan MCV
Tata TL-Sprint/Xenon

D segment sedans

Honda’s new accord
Honda civic Hybrid
Skoda new laura RS
Skoda new superb

Luxury SUVs

Nissan new X-Trail
Chevrolet Captiva
Hyundai santa fe
Mitsubishi - Hindustan Outlander
Mahindra Scorpio automatic(atleast in america)
Mahindra Scorpio hybrid(atleast in america)
Honda CR-V with new 2.0L engine

Luxury sedans

Audi A4
Mercedes new C class
Alfa Romeo 159

Dream Cars

BMW M3
BMW M5
BMW M6
BMW X6
Prosche cayenne GTS
Porsche 911 new GT2

LPG/CNG powered

Hyundai Santro LPG
Tata Indica LPG
Toyota Innova
Toyota Corolla

New refreshed/upgraded variants of

Chevrolet Tavera
Toyota Innova
Skoda Octavia

600cc Shoot Out

"Copied without permission from www.motorcycle-usa.com"


2007 Honda CBR600RR
MSRP: $9,499
Weight: 381 lbs (empty tank)
Weight Distribution: 51.2% F (w/full tank)
Peak HP: 103.2 @ 13,700 rpm
Peak Torque: 43.9 lb-ft @ 11,200 rpm
1/4-mile: 10.60 @ 133.7 mph
Observed Fuel Economy: 36.4 mpg

Honda's CBR600 needed a jolt of invigoration. The original model that debuted 20 years ago kicked butt up and down, and it was followed by several more Honda butt kickers through the years.

But the CBR has had to fight hard to stay out of the shadow of the pesky and potent R6 since it had its coming-out party in 1999. In '03 Honda countered with its first double-R CBR600, and although it was racier than ever and proved to be our subjective favorite that year, the Yamaha took the official win on our scorecards. The R6 also took victory the following year, and in 2006 it morphed into one of the most arresting sportbike shapes ever. It's enough to give the CBR an inferiority complex!

Apparently tired of getting sand kicked in its face, Honda must've called up Joe Weider or Al Ludington or somebody, because this reinvigorated CBR is ready to get back to its old butt-kicking days.

But before hitting the gym, the CBR hit the steam room and the Cortislim retailer. The new CBR weighs in at just 381 lbs with an empty tank, making it the lightest middleweight ever, and even less than the anorexic Triumph Daytona 675's 390 lbs. That works out to a massive 17-lb reduction from the previous year. Even more incredible is that Honda found a way to lop off a colossal 32 lbs just since the 2003/2004 version! It's also a full dozen pounds lighter than the R6, the next lightest in the class. Take that, Yamaha!

And if the least mass isn't enough to thwart its challengers, Honda engineers have endowed the RR with the raciest chassis geometry of the group. The aggressive rake and trail numbers (23.7 degrees, 96mm, respectively) closely mimic those of the GSX-R600, but nothing in the class can touch the CBR's ultra-stubby 53.8-inch wheelbase.

These numbers when combined can create a twitchy little devil, but big Red's engineers have exorcised that demon by conjuring up the latest Honda Electronic Steering Damper. Nearly half the size of the HESD on the CBR1000RR, it keeps a tight rein on any headshake shenanigans.

"Turn-ins are extremely quick, yet stability remains high as well," compliments MCUSA Creative Director, Brian Chamberlain. "The huge weight loss only improves its flick-ability."

It truly is impressive how Honda has been able to build a stable bike with such radical geometry. Credit the HESD, but the techie damper - stuffed under the forward end of the fuel tank cover - isn't without compromise. Street testing in the twisty hills above Malibu revealed a bike more difficult to transition than the specs indicate. A reduction in sub-60-mph damping would increase the CBR's agility. Still, all of our testers rated the CBR highly, both on the street and on the track.

"The CBR is more nimble than its predecessor," comments MCUSA Editorial Director Ken Hutchison, "but it's not as sharp as the R6."

Part of what makes the CBR appealing is its ergonomics and riding position, which received top marks from our testers. "Hands down, the CBR fit me best," says the 5'8" Hutch. And Shawn Roberti, multi-time Oregon/Washington state roadracing champ and perennial fast-guy tester for MCUSA, also bragged about the Honda's ergos. "The riding position is more over the front, which gives you better feel for the bike throughout the turn, including entry, apex and exit. It's very racy feeling."

Racy, yes, but also more humane than previous. A 10mm increase in handlebar height increases comfort, but more prominent is the improvement to the CBR's saddle. Previously an upholstered ironing board, the seat on the '07 bike treats a butt with a little respect and makes all-day rides much more hospitable.

"The ergos on the CBR almost made me feel like I was back on my F4i with its softer seat and less aggressive riding position," lauds Robin Haldane, MCUSA's graphics and video meister.

The seat looks similar to previous and is placed at the same 32.3-inch seat height, but it feels shorter than that because of the narrow section at its forward end which allows legs a straight shot at the ground. Its footpegs, previously early to drag, are narrower and provide much greater ground clearance when cornering.

Instrumentation is just a gear-position indicator short of flawlessness. In addition to the easy-to-read tach and digital speedo is an LCD display that includes two tripmeters, a clock and a class-distinct fuel gauge; it also has a countdown tripmeter that begins when the reserve portion of the fuel is reached, similar to the system used on Yamahas for several years. And, at 4.8 gallons, the RR boasts the largest tank in the class.

So far we've painted a rather flattering picture of the CBR, but we haven't even got to the one aspect in which the Honda clearly outshines them all. The 599cc engine was shrunken in every dimension but its powerband. The accompanying dyno chart on your right provides a clear illustration of the CBR's motor advantage.

"The new engine has to be the highlight of the new CBR, and of the shootout, for that matter," BC extols. "It's hands down the best motor in the test - the power comes on strong around 7K and continues to pull hard all the way through the rev range. No other 600 can match its midrange pull, and the power up top feels right on par as well. The strong pull from the midrange makes this bike easy to ride fast on the track, and it was easily my favorite bike to ride on the street, especially in the really tight stuff where you could grab a handful and power-wheelie out of every corner." (Man, BC sure helps with the word count!)

Proving that perfection is but an abstract idea is the single glitch in the CBR's excellent powertrain. Reapplying throttle mid-corner can result in a bit of abruptness. This can be ridden around fairly easily on the track, but it can be more unnerving in street situations, especially in bumpy corners when an unexpected burst of power might be the exact wrong thing you need. Compounding this issue is the stiffest throttle spring of the group, taking noticeably more effort to twist than the ZX and Gixxer.

If our black and silver bomber lacked anything, it was a slipper clutch - the only bike here without one. Honda engineers say the bike doesn't need one and are willing to accept any complaints about its absence. Honda does provide its intake-air control valve (IACV), a gizmo that is said to "smooth engine response when the throttle is opened or closed by creating more gradual initial transitions in throttle settings." But from the condition mentioned above, we're not sure how effective the IACV is. And it's certainly no substitute for a slipper clutch.

But this new CBR is a real gem. It received exemplary marks in nearly every category. Its brakes are the best of the bunch, with an ease of modulation belying its hella powerful clamping force. And the gearbox in this CBR is the best one yet, exhibiting short and accurate throws.

"Without a doubt, the CBR is the most fun bike to ride, either on the track or on the street," says Kenny. "It easily has the most exciting power delivery and it is comfortable to ride from the moment you climb aboard."

It doesn't hurt the Honda's case that this is, in our eyes, the coolest looking CBR ever. The tightly tailored bodywork looks both sleek and minimalistic at the same time, and we love how the designers have let us see some daylight peek through when looking at a profile of the bike. From its nose (and meanest-ever Line-Beam headlights) to its tail (and a more aggressively cut underseat exhaust outlet), the 2007 CBR600RR is a beauty.

Still, there's always a critic, right, Haldane? "With all the work Honda has done to make this bike look great," says the artist, "I don't understand why they continue to use the same ugly turnsignals that they have been using since the '80s." The rest of us don't understand, either.

Apart from that minor faux pas and the priciest MSRP, there's not much to dislike about this new CBR (well, we could say something about its rather timid exhaust note.). In our previous Supersport Shootout we wrote: "You just know that the anticipated Version 2.0 of the double-R is going to shuffle up the rankings again next year."


2007 Kawasaki ZX-6R
MSRP: $8,999
Weight: 413 lbs (empty tank)
Weight Distribution: 49.8% F (w/full tank)
Peak HP: 97.7 @ 12,800 rpm
Peak Torque: 42.1 lb-ft @ 11,500 rpm
1/4-mile: 10.77 @ 131.8 mph
Observed Fuel Economy: 36.4 mpg

This is the fifth year we've done this comparo, and during that time the Kawasaki ZX-6R has always had a unique personality. It was in 2003, the inaugural year of our Supersport Shootout, that Team Green thought outside the box and presented us with a 636cc 600, and the ZX has been the power king ever since.

But that distinction ends in 2007. Big K reps tell us that the cost of building a separate 599cc engine to race within the existing racing class structure no longer made good business sense, so the lusty 636 was put out to pasture.

Unfortunately for Kawi fans, the new engine makes news this time around as the weakest of the bunch in terms of peak power, unable to bust the 100-horsepower level on our stingy new dyno. As we noted in our ZX-6R - First Ride article, the electronic brain of American ZXs shuts the exhaust powervalve at high revs, effectively strangling the poor little gaffer by about 7 hp compared to European ZXs, according to Kawasaki data. However, MCUSA discovered a way to simply and without cost default the bike's ECU to the more powerful Euro setting, which you can read about here.

Even in its American state of tune, the motor is more impressive than its peak number might lead you to believe. It actually held its own in roll-on contests with the grunty CBR and it walked away from the GSX-R during a low-rpm roll-on. As a bonus, the soundtrack emanating from the small-block Kawi is a nasty wail.

"The new Kawi motor doesn't quite have the kick of the CBR but it still feels pretty respectable, at least down low," Chamberlain comments. "The midrange is decent and power delivery is pretty smooth. It seems to fall off a little on the top, but unless you were racing or riding it back to back with the other bikes, you probably wouldn't notice."

Unlike the CBR, the ZX's throttle response couldn't be smoother - off-throttle abruptness has been banished from this FI system. The command of a rider's wrist is answered efficiently and without drama, leaving a rider's brain free to concentrate on other pressing situations such as not running wide into that guardrail up ahead. This is a small but critical element to smooth and confident riding, and the Kawi does it best.

Also aiding confidence (while thumbing its nose to Honda) is the 6R's excellent back-torque-limiting clutch. It casually accommodates even harsh downshifts, perhaps better than the others in the class. Combined with clutch take-up that is nice and easy to modulate for quick in-town sprints and a gearbox that operated flawlessly, the ZX got full marks in the Transmission/Clutch category - a first for a Kawasaki in our hands.

While Honda uses a steering damper to combat the CBR's radical chassis geometry, Kawasaki has approached the handling formula from the other direction. The ZX eschews the need for a steering stabilizer by utilizing the most conservative geometry in the class. Its 25.0-degree rake is a full degree lazier than the next closest (R6), and its 110mm of trail is very generous compared to the sub-100mm numbers in the others. And its wheelbase is the only one that stretches beyond the 55-inch mark, a significant 1.5 inches longer than the sawed-off CBR.

"The ZX actually feels on par with the Honda, but it has different traits," observes Kenny, adding that there are times when the ZX flicks into turns easier than the CBR.

Despite its sport-touringesque geometry, the Ninja received commendable scores in our handling categories, backing my claim after the bike's intro that this is the best handling ZX yet. A rider is able to jump on the Kawi and immediately start cutting some quick laps. It has a cooperative chassis that holds no surprises, and the bike's charitable amount of trail results in good feedback from the front end.

"While it isn't as flickable as the Honda and Yamaha, it still turns in pretty quick," states BC. "Once in the corner I found the bike very stable." Fast-guy Roberti adds, "The front-end stability is awesome."

The ZX-6R's handling qualities became even more impressive after we found out what a chunky monkey Kawi has turned out this year. This is a trend team K started last year when the new ZX-10R gained 12 pounds in its makeover. With this new 6R, weight is up a massive 17 lbs more than last year! The ZX now scales in at the same weight as the first CBR600RR did five years ago, 413 lbs, which is 8 lbs more than a 400cc-larger '05 ZX-10R. Perhaps the saddest stat of all is that the 2003 model ZX-6R weighed just 389 lbs, 24 lbs less than it does today. You're going the wrong direction, boys! (How much would you like to bet the 2009 ZX has a magnesium valve cover and titanium exhaust?)

The Ninja also gets docked a few marks for coming up short in a few user-friendliness details. First, the engine is a tad cold-blooded, not wanting to accept throttle until warmed up a bit. Second, although we appreciate the highly readable tachometer and the small but useful gear-position indicator, we're not so keen on losing a clock and dual tripmeters; a fuel gauge is obviously out of the question. Third, the mirrors offer the best view of your elbows. Fourth, the rear shock uses a locking-ring preload adjuster (like the GSX-R) instead of the easier to adjust ramped collar type, which makes it a hassle to alter. The suspension otherwise gets a fine score for being fairly supple for a sporting bike; separate high- and low-speed compression damping helps dial in the shock.

In normal street duty, the ZX's riding position gets mixed reviews. A couple of testers complained about a bulky feeling from the long machine, but its cockpit and seat are a pleasant enough place to spend time and the ergos work well on both the street and track. Its fuel tank is a bit fatter than the others when sitting up against it, but it's thinner when sitting back in a racer's crouch.

Aside from an ill-fitting seat cowl, our crew was impressed with the fit and finish of the silver Ninja and its attention to detail. However, not all of us were sold on the bike's new look, and a couple of us believed the bodywork looks too similar to the previous version.

"The ZX looks bland in contrast to the others," Kenny critiques. "The big, flat surface of the side fairing will serve its purpose well with sponsor decals, but it just looks too vanilla for my taste."

Overall, there's a lot to like here, including its exemplary chassis, wonderful throttle response, slick transmission and clutch and its strong value for the $8,999 price tag. But we'd be lying if we didn't think this would be a better bike with the power available from 636cc of displacement.

"Does the ZX miss those extra 37cc?" Kenny asks himself. "I say yes. On the street the ZX didn't seem to be at a disadvantage, but when connecting turns at the track it seemed to be down a bit compared to both the R6 and CBR."


2007 SUZUKI GSX-R600
MSRP: $8,899
Weight: 407 lbs (empty tank)
Weight Distribution: 51.7% F (w/full tank)
Peak HP: 101.8 @ 13,400 rpm
Peak Torque: 43.2 lb-ft @ 11,100 rpm
1/4-mile: 10.75 @ 132.8 mph
Observed Fuel Economy: 32.1 mpg

As technology and R&D advance the art of sportbike design, the machines offered in showrooms continue to winnow in on excellence. That makes it tough for the unchanged combatants in a particular year, and it's how a bitchin' supersport like the baby Gixxer can be forced into the shadows by new players.

But take a ride on the GSX-R600 and you'll quickly become aware of a highly developed sporting tool. On a particular solo run on the Gixxer, the man/machine interface was direct and inspirational, not wanting of a dollop more power or a scintilla of a quicker flick. Its available power is plentiful and the gearbox and slipper clutch works seamlessly at the command of your fingers and toes. The twisty road ahead is consumed to the accompaniment of a beautiful scream from the injected Four. It's difficult to imagine an experience much better.

Although the Gixxer still has its many strong attributes that contributed to the win in last year's Street shootout, the competition has grown stronger. Last year we called it the decathlete for its well-rounded abilities, and that remains true today. But that versatility has the byproduct of not really excelling in any aspect.

"If ever there was a bike that did everything well but few things great, this is it," BC compliments back-handedly. "The Gixxer does nothing wrong, it just didn't grab my attention in any one area."

Indeed, the GSX-R600 is ranked above 80% in 14 of 15 categories, so you know this thing is good. Its lowest mark is a still-respectable 78%, although, sadly, that was a fourth-place showing in our Grin Factor category that has direct ties to our heartstrings.

"Maybe the issue here is not a problem with the GSX-R but a testament to how good the competition is these days," Kenny adds.

The Gixxer offers up the same accommodating cockpit we enjoyed last year last year. Its fairing is the most protective of this group, its seat is relatively cushy, and the reach to the angled-back clip-ons isn't much of a stretch. But it's those handlebars that also drew complaints.

"The bars are narrow and swept back, which has to be my biggest gripe," BC chides. "They just don't give the kind of leverage I like having." And Roberti, who rode only at the racetrack, also rebuked the placement of the grips. "It's hard to flick or be aggressive due to the narrow position of the handlebars."

The Gixxer's steering geometry is about as aggressive as the CBR, but it has the added stability of a wheelbase nearly an inch longer. Still, it doesn't feel slow steering except at low speeds when the bike's standard steering damper restricts it a bit.

"I don't think the Gixxer was the quickest steering bike out there, but it did turn in pretty damn quick and was very stable through the corner," notes BC. "Both front- and rear-end feel are confidence inspiring." As for our boy Hutch, he said he preferred the handling of the R6 and CBR, "but the GSX-R is still easy to ride fast."

Last year we judged the Suzuki's powerplant as the best of the 599cc motors because of its breadth of muscle and a competitive top end. But the new CBR has reset the bar and the new ZX is very close to the Gixxer.

"It has good midrange power but it doesn't exhibit the top-end rush of the R6 or CBR," Kenny observes. "For that matter, it didn't feel as powerful on the track as the Ninja. On the road it has plenty of gumption for sport riding, so I asked myself what it is about the GSX-R motor that isn't good. The answer is, not much if it's not being compared to the CBR."

Well, there is one more thing. Both Hutch and Haldane noted a level of vibration from the engine that Robin called "noticeable and somewhat annoying." Kenny takes over from there:

"The GSX-R motor is a growling beast that vibrates like Duke on a double latte. It makes me think it's revved up a few thousand rpm higher than it actually is. The motor does make a sweet intake howl when it's on the pipe, though, and it's deceptively fast."

Much smoother, in comparison, is the fuel-injection system when it's time to reapply throttle. In this important respect, it's only second to the stellar Ninja's. Notably, the Gixxer is the only one of this quartet that doesn't require premium fuel; interestingly, Suzuki's Garrett Kai tells us the bike actually makes about one less horsepower with premium fuel.

Transferring power to the rear wheel is a transmission and clutch that work together in harmony. The clutch offers good feel for stoplight sprints and its back-torque-limiting design makes high-rpm downshifts cooperative on the racetrack. Shift effort is light and positive, but a couple of testers noted some reluctance when trying to access first gear from neutral.

Taller gearing in its lower cogs mute acceleration somewhat, hindered also by its 407-lb weight that is 14 lbs more than the R6 and 26 lbs heavier than the CBR. Its 10.75 E.T. during our quarter-mile runs was off the 10.60 pace run by the aforementioned pair. When slowing from a-buck-thirty or so, it's reassuring to have brakes like the GSX-R - first-rate and offering up a firm lever and plenty of control.

California GSX-R600 owners who might like to sport-tour will be frustrated with the petite 4.1-gallon fuel capacity in their version - the low-fuel light in our tester always came on before any other 600. Those outside of Cali get an extra 0.3 gallon capacity, 4.4 gallons, which is just a tenth less than the ZX and R6.

Last year we praised Suzuki for its much improved attention to detail and quality of finish on the Gix Six. That hasn't changed, but the competition keeps getting better.

"Suzuki has put together a slick looking package with integrated signals and sweet looking bodywork, but it continues to adhere its outdated graphics schemes to it," Haldane opines, followed up by his graphics department boss.

"Aesthetically, the Gixxer has the body to be the next top model," adds BC, "but it lacks the finish and attention to detail possessed by some of the others. I think they could at least offer up one version that comes in a solid color without the cheesy bold graphics."

GSX-Rs are typically strong sellers, so it shouldn't be surprising that not everyone shares the above opinion. "There isn't anything wrong with the anime-inspired GSX-R design," Hutchison pipes in. "I like the way the lines are curvy compared to the sharp angles of the R6 and CBR."

The Gixxer won back some votes by scoring highest in the Features and User Friendly categories because of things like including a gear-position indicator, adjustable footpegs and cleanly integrated turnsignals. And not only is its seat cowl standard equipment (while it's an extra-cost option on the others), it also has storage space underneath that proves to be highly convenient for everything from stuffing in a Snickers bar to carrying our on-board video cameras. Making the deal even sweeter is the lowest price tag of the group, just $8,899.

"Since all these bikes are so close in performance and ability, the Suzuki is a great value," notes Haldane



Yamaha YZF-R6
MSRP: $9,299-9,399
Weight: 393 lbs (empty tank)
Weight Distribution: 52.3% (w/full tank)
Peak HP: 104.8 @ 14,200 rpm
Peak Torque: 41.3 lb-ft @ 11,500 rpm
1/4-mile: 10.60 @ 133.5 mph
Observed Fuel Economy: 32.9 mpg

Unless you were marching with the penguins in Antarctica last year, you're probably well aware of the hubbub surrounding the introduction of the landmark R6. This is a bike that set everyone back on their heels when the latest edition debuted last year, whether it was because of the mysterious 17,500-rpm redline or its drop-dead gorgeous looks.

Well, its redline proved to be about 1500 revs optimistic, which caused a bit of a PR kafuffle for Yamaha. But that didn't stop hordes from laying down their cash for the bad-ass little screamer, one of the most striking sportbike designs to ever come out of Japan. It's modular yet flowing, racy but artful, sharp yet sleek.

"The Yamaha is one slick looking ride," raves Kenny about our favorite design of the pack. "The angular styling is growing on me - every angle of the R6 is tasty-tasty."

While the whole of the R6's shape is undoubtedly cool, it's backed up by meticulous attention to detail. This machine is put together with parts that beg to be pored over, and there are several trick bits that help justify the $9,399 MSRP of our sweet Candy Red R6 (the Team Yamaha Blue version lists for $100 less).

Take a look at the its clip-on brackets that are machined from billet aluminum, as are the trick chain adjuster plates that BC notes are similar to those found on Yamaha's TZ racers. While the others in the group wear steel kickstands, the R6 gets a lavish forged aluminum one. And, although the floating rear turnsignals and license plate bracket is stylistically controversial, at least it is supported by a handsome aluminum bracket - and it can be taken off in minutes, good for racers or trackday junkies, as well as street riders who can quickly fit a fender eliminator kit. Sculpted engine covers and smooth aluminum frame castings complete the high-end look.

"Visually the Yamaha is my favorite of the group," says the artistic-minded Chamberlain. "You would think that with so much race focus it would lack the fit and finish of the others. Not so. It is easily one of the most elegant and well-refined machines in the group."

The R6 rider is greeted by a wide front fairing that seems incongruent with the acutely narrow tank section that allows a rider's legs to fit in tightly. Opinions about the bike's ergonomics depend on who you ask and where they're riding. For our ringer Roberti, who rode with us only at the track, he says "I love the riding position of this bike." For the six-foot Chamberlain, he says the ergos are his favorite for track use but less so on the street.

Shorter people, or perhaps those snarled in stop-and-go traffic, will grow to dislike the tall 33.4-inch seat height and a saddle that is broad but not plush. That commuter rider will also likely not enjoy a clutch that engages at the end of its travel, the pegs that are fairly rear-set or the low windscreen that offers minimal wind protection. Haldane notes that its instruments are probably the prettiest of the bunch "but still lacking the fuel gauge I really appreciate when riding on the street."

But the R6 isn't really about catering to commuters or newbies. It's about being a supreme sporting machine - rationality be damned! If you're lucky enough to be Shawn Roberti, you're not only one fast mo-fo, you also have an R6 in the garage solely as your track bike.

"Its chassis is definitely the most neutral and raciest of the bunch," says the 40-something bullet. "It gives you a great feel for both the front and rear of the bike."

With the widest bars offering strong leverage, the R6 takes the least energy when making steering transitions despite having chassis geometry similar to the Gixxer. The biggest difference is the Yamaha has a wheelbase shorter by nearly a half inch.

"It's extremely flickable yet stable in the corners," offers Chamberlain. "Both the front and rear provide excellent feedback and inspire confidence."

"The Yamaha is a track weapon," adjoins Hutch, "so it shouldn't be a surprise it was the easiest to carve up the Streets of Willow aboard it. Its light and thin design makes it really easy to maneuver on tight layouts like this."

The R6 reliably scampers around a racetrack, feeling at home in a place where you can let this bird scream. Just like last year, low-end power isn't the Yammie's forte. Neither is the midrange. But top-end steam, now we're talkin'. The R6 may wait the longest to make its power, but when it does it hits hard. It feels like the biggest top-end punch, which is a sensation probably encouraged by the dearth of power below 10,000 rpm.

"The R6 lacks bottom-end but is awesome up top," says Hutch. "On the track it was great as long as you didn't let the revs dip below 10 grand. Otherwise it wouldn't get out of its own way. Plus, the motor howling out the stubby exhaust is still the best sound emanating from this bunch."

Off the racetrack, that top-heavy powerband is less appealing. There are times when riding around town that a request to the engine room is met with a soggy response, and the only cure is to ride around a gear lower to keep the revs up. Although a bit buzzy around 7000 rpm, it dramatically smoothes out up top.

"It feels so smooth at 10K that I often didn't even realize I was dipping into double digits on the tach on the street," says Kenny.

A cooperative tranny helps coax the most out of the revvy motor. Shift throws are short and action is positive. A clutch that engages only at the end of its lever bothered the short-handed, especially because the span of that lever, unlike the front brake, isn't adjustable. The R6's slipper clutch comes in handy on a bike with a tachometer that needs to be in its upper third, although it comes in a bit harsher than the exceptional Kawasaki unit. Its twistgrip spring is fairly stiff, which doesn't help the slight abruptness felt when reapplying throttle, but it's still more seamless than the Honda.

The R6 gets a user-friendly bonus point for the shock's ramped preload adjuster that makes it easy to adjust for different riders or the addition of a passenger. However, that passenger will be perched somewhat precariously on small and unforgiving pad. The suspension uses fairly taut springs that work fine on the track but were a bit unyielding on the street for our lighter riders. My coworkers found amusement when I termed the suspension "stiff but not harsh."

Overall, the R6 remains the raciest ride of the group, and if riding one of these bikes can make a spine tingle, this is the one. A trackday addict who is willing to wring the Yammie's neck (hello, Roberti!) will be thrilled with the top-end wallop and scalpel-like handling.

"This bike is the easiest to ride and gives the best feedback, allowing you to reach your full riding potential more quickly," says our fastest tester. And he'd know.

But if you're a casual street rider or someone who lives hundreds of miles from any twisty roads, you might want to think twice.

"Like last year, the top-end-only motor seems to be holding this bike back from what it is really capable of," says BC. "Sure, good riders will be able to ride around its anemic midrange, but as the Honda has just shown, they shouldn't have to."

THE VERDICT

Let's feel for the poor motojournalists who must go through the exhausting rigmarole every year to decide which is the best supersport. Although the silence from your cries of sympathy are deafening, it really becomes a struggle to discern which contender is better and why. Although we must declare winners and non-winners, there are no losers here. Each bike is a thrilling machine that has greater capabilities than 99% of riders, so don't necessarily think that a lower rating for a bike in our test is any measure of condemnation.

As close as the competition is in this class, at least there are some identifiable distinctions between the brands and models. Even our top-rated bike is not without a wart or two. Perhaps the perfect bike could be made by combining the CBR's motor, the R6's chassis, the ZX's tranny and clutch, with the adjustable ergos and high value of the Gixxer.

In case the OEMs are paying attention, here's the stuff your next supersport should have: slipper clutch, fuel gauge, gear-position indicator, clock, lap timer, some form of adjustable footpegs and levers. A bit of wind protection would be nice, as would an engine that pulled with authority below 10 grand.

The oddest thing about this test is how the weights of the group have grown so divergent. Just two years ago, the participants in our 2005 shootout were separated by just 5 pounds. In '07 that gap is 32 pounds. Now, a few pounds here and there can't really be felt by a rider, but a 32-lb extra burden will undeniably have an effect on performance.

With all that said, our scorecards were tallied and the marks speak for themselves.

Suzuki GSX-R600
Final Score: 86.1%
Rank: 4

First off, let's point out that an 86% score will still get you into a good college. There's absolutely nothing wrong with the lil' Gixxer, and it should be noted that some riders might be best served to pick the Suzi depending on their type of riding. In several ways, it is the most streetable scoot of this quartet. We had a blast riding it around, and none of us would consider it a disappointment if it were the only bike in our garage.

Kawasaki ZX-6R
Final Score: 88.5%
Rank: 3

The middleweight Ninja is the victim of bad timing. Its 599cc mill and flawless transmission would've made it the best powertrain of them all - if it had come out last year. As it is, the grunt advantage it once enjoyed during the 636cc days is now owned by the Honda. Good thing, then, that Kawasaki engineers have hewn what we think is the best handling Ninja ever. Had this bike come out last year, it likely could've beat the 2006 CBR600RR and it nearly edged out the scintillating R6.

There are three areas that hold back the ZX's scores: Top-end power, weight and (for some) its appearance. If you like the looks of this bike and wouldn't hesitate about fitting an aftermarket exhaust system, we recommend you take a good long look at the ZX-6R. There's probably 20 lbs of weight that can be dumped with a lightweight exhaust, and the extra power to be had from the pipe and the ECU trick will definitely help it breathe.

Yamaha YZF-R6
Final Score: 89.8%
Rank: 2

The R6 pulls at us in two directions. Its riding position, tall seat height, groggy low-end power and narrow-engagement clutch result in a bike that logically can't be a great bike for normal street riding. But those things are quickly forgotten when presented with an empty road that twists across a mountain range or, better yet, a racetrack.

Despite the YZF's faults, the R6 gives its rider a feeling that he/she's on something special. This is the bike to be on if you want to impress the crowd at your local burger joint - it's a real eye magnet. However, the R6 experience is immensely more stimulating when revving the nuts off it.

Honda CBR600RR
Final Score: 93.3%
Rank: 1

Let's take a moment here to recognize the accomplishment Honda has made. Despite a close similarity in specifications, the CBR's engine now feels as if it has a big-bore kit, never mind that the R6 puts the bigger number up. A smaller number is better when it comes to weight, and here again the Honda magicians have exceeded the best efforts from the other OEMs.

But more than that, there's just nothing that this CBR can't do. On our scorecards it had only mark below 90, and the 85 it got for User Friendliness was just 3 points away from the top spot in that category. It took top honors in eight of 15 categories, not least of which was the perfect 100% score it received in our critical Grin Factor category.

You might say this latest CBR is a grin factory.

Highway Driving Tips

This is a good read for all those who use the highways often..The information gathered below are from various sites.

Vehicle Following Distances

TWO-SECOND RULE: Following a vehicle too closely is called "tailgating". Use the two-second rule to determine a safe following distance. Select a fixed object on the road ahead such as a sign, tree or overpass. When the vehicle ahead of you passes the object, count "one-thousand-one, one-thousand-two". You should not reach the object before you count to one-thousand-two. If you do, you are following too closely. Most rear-end collisions are caused by the vehicle in back following too closely.



The two-second rule also applies to your speed when you are on a good road and during good weather conditions. If the road and/or weather conditions are not good, increase your distance to a four- or five-second count. If you are being tailgated, move to another lane or slowly pull off the road and allow the vehicle to pass.

Weather Conditions

Weather can create a driving hazard. Special care must be taken in fog, rain, high winds and winter driving conditions.

FOG: It is best not to drive in fog. However, if you must drive in fog, take the following precautions:

Slow down. If you see headlights or taillights, slow down even more. A driver may be driving in the center of the roadway or may be stopped or barely moving.
Drive with your headlights set on dim, or use foglights..
Do not overdrive your headlights. Stay within the limits of your vision. You may have to stop suddenly. If the fog is too dense, pull off the roadway and stop. Do not drive at 10-20 Kmph.
Use your turn signal long before you turn, and brake early when you approach a stop to warn other drivers.

RAIN: When rain begins to fall lightly, water, dust, oil and leaves cause the roadway to become slippery. When this happens, increase your following distance. Take special care on curves and turns and while braking. Your headlights must be on when operating your wipers. Parking lights are not acceptable.

When rain begins to fall heavily, your tires may "hydroplane". This means the tires are riding on a layer of water and not on the roadway. Avoid hydroplaning by slowing down. If you skid while hydroplaning, try to regain control of the vehicle. Otherwise, release the accelerator and ride out the skid.

HIGH WINDS: Wind can be a difficult problem for all drivers. Wind is especially difficult for drivers of trucks, recreational vehicles, campers and trailers-in-tow. In high winds, reduce your speed and make steering corrections when you go from a protected area to an open area and when meeting large vehicles such as trucks and buses. Heavy rain or sleet often accompanies high winds. Be alert to wet or slippery areas and plan for those conditions.

Equipment Failure

Crashes often happen when equipment fails. Your most important aid is remaining calm. Equipment failures may include:

BLOWOUTS: A thumping sound may be a warning of a blowout. If this happens, ease your foot off the gas pedal and keep a firm grasp on the steering wheel. Do not brake suddenly. Pull safely off the roadway and check your tires.

LOSS OF A WHEEL: React as you would with a blowout. Ease off the gas pedal and pull off the roadway.

STEERING FAILURE: If you suddenly have no control of the steering wheel, ease your foot off the gas pedal. Turn on your emergency flashers and allow your vehicle to come to a slow stop. Brake very gently to prevent your vehicle from spinning.

BRAKE FAILURE: If your brake pedal suddenly sinks to the floor, pump it to build pressure. If that does not work, use your emergency or parking brake. To slow down, shift your vehicle into a lower gear.

HEADLIGHT FAILURE: If your headlights fail suddenly, try your emergency flashers, parking lights and/or turn signals. Pull off the road. If your lights begin to dim, drive to a service station or pull off the road and seek help.

STUCK GAS PEDAL: If the gas pedal becomes stuck, hook your toe under it to free it. If it does not become free, shift your vehicle into neutral and brake gently to slow down. If you have power steering or a locking steering wheel, do not turn off the ignition, you will lose either your power steering or your ability to steer.

BLOCKED VISION: If for any reason your vision becomes blocked, roll down the side window to see. Turn on your emergency flashers and then pull your vehicle off the road.

NIGHT DRIVING

Night driving is difficult because things may appear differently than in daylight. Also, glare from lights may interfere with vision. Courtesy and common sense should be used when driving at night.

Never overdrive your headlights. Always keep them clean and aimed properly. Use them at dusk and dawn. Bright lights must be dimmed 500 feet before meeting an oncoming vehicle or 300 feet before passing a vehicle.
If street lights cause a lot of glare, dim your dashboard lights and use your sun visor. Avoid using any other light inside your vehicle.
Roadway signs are more difficult to see at night.
Use edge lines and center lines of the roadway as guides.
Do not stop on the roadway. If you must stop, carry and use a red warning light.

Dealing with Aggressive Drivers

How many times have we cursed at people for breaking the law..How many times have we broken the law and have been shouted at?? This is a good read if you do not want to be in that situation again.

Aggressive Driving

Aggressive driving is the operation of a motor vehicle in a manner that endangers or is likely to endanger persons or property. Persons doing any of the following may be committing acts of aggressive driving.

Speeding
Running red lights and stop signs
Tailgating
Passing on the shoulder of the road
Cutting off another vehicle
Slamming on brakes in front of a tailgater
Improper hand or facial gestures at other drivers
Yelling
Repeatedly honking the horn
Repeatedly flashing of headlights

Aggressive driving is a serious problem that is responsible for many traffic accidents and fatalities. It is to your benefit to avoid aggressive drivers and potentially dangerous situations. If you encounter an angry or aggressive motorist:

Do not retaliate or in any way engage the other driver. Get out of the way.
Do not make eye contact.
Keep your doors locked and your windows up.
Keep enough space between you and the vehicle in front of you to pull out from behind.
Do not underestimate the other driver’s potential for aggression.
Anyone can become an aggressive driver. Do not let stress and frustration get the best of you while driving.
Be patient and courteous.
Do not drive when angry, overtired or upset.
Allow extra time to get to your destination.
When possible, change your schedule to avoid congestion.
Listen to relaxing music or books on tape.
Give other drivers the benefit of the doubt - all drivers make mistakes.
Avoid all conflict, even if you are right.