Honda CBR1000RR vs Kawi ZX-10R vs Suzuki GSX-R1000 vs Yamaha YZF-R1  Comparison from 2009  Shootout Test

When setting out to recreate the new Gixxer Thou, Suzuki reversed usual priorities in that engine design would follow the chassis, so-to-speak, complementing and enhancing “close-to-ideal” chassis dimensions. Suzuki worked diligently to ensure that the new chassis would allow the rider to capitalize on all that legendary GSX-R power. That’s good evidence that handling is of paramount concern, not just for Suzuki, but also for the other three.

Each bike comes with a steering damper, and all but one (ZX uses an adjustable damper) are electronically controlled and speed sensitive. None, however, are quite as advanced as the CBR’s HESD. Its action is imperceptible during slow-speed street situations, allowing natural, easy steering, and at ludicrous track-lapping paces it keeps virtually all inclinations of headshake at bay.

Though it doesn’t boast the latest, greatest or fanciest suspension, the reality is the Honda’s springy bits work exceptionally well. On the Super Slab or canyon carving, ride quality is supple yet doesn’t sacrifice front-end feel. Out on Willow’s demanding high-speed sweepers the CBR is unflappable while at the same time its raciest-of-the-group steering geometry allows easy and quick left-right transitions. On the street, steering is light and sharp: Performing tight-radius U-turns in the middle of the road for photo passes was as easy as looking in the direction you wanted to go, the Honda following like an obedient puppy.

Despite best efforts, the Zook’s improved stability via a longer swingarm courtesy of a more compact engine and twin-spar frame failed to ultimately de-throne the Honda from its top-spot in this category.

Of the Suzuki’s trick new Showa BPF front-end, Kevin said it performed very well, as it “holds the suspension up high in its stroke to absorb ripples,” however, he theorized this trait was more beneficial on the street than on the smooth track at Willow. Though the Suzuki isn’t as light as the wispy CBR, it rolls into racetrack turns or canyon road corners, from upright to your chosen lean angle, in a smooth, linear fashion.

The big Ninja has the laziest geometry - specifically with a 25.5-degree rake - and is second heaviest with a 459 lbs measured wet weight, yet it feels nearly as feathery and agile as the CBR. The adjustable Ohlins damper keeps headshake to a manageable level but never impedes quick steering inputs. Perhaps Steve “Speed” Kelly says it most plainly: “The Zed-10R is easy to ride, turns in great and holds a line perfectly.”

It’s fresh, it’s new, it’s fast, but it’s also fat. The new R1 is rather portly, a full 37 lbs more than the CBR’s lightest 439 lbs measured ready-to-ride wet weight. The R1’s extra heft made itself known, as it doesn’t have the immediate response to initial steering input like the CBR or Ninja. Nevertheless, the R1 makes up for this shortcoming.

“It reminds me most of the Ducati in terms of handling: a little effort to initiate the turn but once turned in it’s responsive and quite stable,” Pete noted. This sentiment was shared by Kevin who said the R1’s confidence-inspiring handling was “a boon on Willow’s fast layout.”

Early in the day at the track, Mark and Steve weren’t entirely convinced the new Yamaha’s front-end was in perfect contact with the tarmac, but a reduction in rebound damping and a small amount of rear preload corrected the front’s propensity to skitter over bumps. Regardless, the Yami impressed the least here, not really failing in any sense, but just not offering the breadth of handling performance of the CBR-RR.

In street duty the Bridgestone BT016 meats spooned on the Suzuki and Kawi, the Honda’s Dunlop Qualifiers and the Yamaha’s Dunlop D210s all are excellent tires. At the track their collective performance was quite admirable, but their useful life is, naturally, shorter than, say, a super-grippy DOT race tire. The salient point here is that searching for razor’s edge performance in any of these motorcycles was somewhat limited by OEM rubber, as Mark learned the hard way while still driving home why we put the CBR numero uno in this section.

“It [Honda] felt so planted and confidence-inspiring that I crashed it,” says a red-faced Gardiner. “If you take this bike to the track, you need to run it on real race rubber. That’s a compliment to the brilliant handling; lesser bikes send you a warning as you reach the limits of the tire’s adhesion but the CBR1000RR was completely composed, ready to do much more on demand.”

SCORE CARD RESULT

Handling review : Quickness, feedback, stability, confidence

1. CBR1000RR — 97.5%
2. ZX-10R - 90
3. GSX-R1000 - 86.25
4. YZF-R1 - 85