Once again the mighty GSX-R1000 claims top billing on the dyno with an impressive 159.7 horsepower peak, the Gixxer having relinquished the top position to the Kawasaki during last year's Smackdown.
No matter what generation you belong to there is a Superbike rider who captured your imagination and fueled your desire to spend hard-earned money on a bike whose only purpose is to get you in a hell of a lot of trouble. From Nixon to Chandler and Haga to Spies, the inspiration to haul ass, back it in, ride wheelies and burn off tires in smoky merriment is the type of influence literbikes use to tap into the inner mullet in all of us. That's why we were tripping over ourselves as we rushed to unload the trailer, get these SOBs on the dyno and find out what kind of horsepower they bring to the table this year.
As you can see it's the Suzuki that has risen to the top after being deposed last year by the ZX-10R. The GSX-R1000 posted an impressive 159.7 hp on our virgin Dynojet 200i dyno, which appears to be pushing out numbers about four to five ponies shy of what other magazines' more-seasoned dynos are registering. That means the stock '07 GSX-R has potential to post a legit 160-plus horsepower. Out of nowhere the Yamaha R1 spins the drum to the second-highest number of 156.5 hp, relegating the previously maxi-potent ZX-10R to a lowly third at 154. Meanwhile, the short-geared Honda came up a dozen ponies short of the Gixxer despite pulling harder than every bike except the high-torque Ninja through 9500 rpm. What does all of this data reveal? That these bikes are more powerful than ever and only a credit check and signature away from finding a home in your garage.
It may have lost the horsepower war, but the Kawasaki ZX-10R came out on top when torque numbers were tabulated.
There's a theory that for every seven pounds you pare off your vehicle it's the equivalent of adding one horsepower to the bottom line so when the new GSX-R weighed in a portly 18 lbs heavier than it did in '06 it starts to make sense when we report that the new class lightweight CBR doesn't feel as proportionately slow as its 12-hp deficit would lead you to believe it is. That also helps explain how the ZX-10R continues to accelerate like a bat out of hell. The bottom feeders this year just happen to make up for the excess fat with extra ponies. Both the R1 and GSX-R gained a significant amount of weight, with the Suzuki earning the honor of wearing the Bib of Gluttony this year. Those dual pipes might be a great way to meet sound and emission requirements but they didn't win a lot of new friends along the way.
Its not often you hear a couple of squids arguing about these next numbers over a chilled can of Red Bull in front of the local 7-11, but the fact is even the most minute changes in chassis dimensions can alter the dynamic handling characteristics of any motorcycle.
For 2007 the GSX-R1000 and YZF-R1 both feature different chassis than last year. The Honda and Kawasaki remain the same as they were in 2006, although both machines received significant updates that you can review in our
2006 CBR1000RR - First Ride story and the
2006 Ninja ZX-10R - First Ride article.
All in all we're pretty decent folk, but sometimes the allure of these wailing horsepower beasts is too much.
The big stories here are that Suzuki gained 2mm of trail and nearly a half-inch to the wheelbase, while the all-new Yamaha retains the same wheelbase but features a dramatic 4.6mm of additional trail. Another significant change to the Yamaha chassis is a relocated swingarm pivot point now 3mm higher than it was in '06, meant to improve front end feel and feedback during corner entry - although the question everyone is asking is did it sacrifice too much agility in the tighter, slower turns?
In addition to the increased trail, the GSX-R now features a 10mm longer swingarm that extends the wheelbase to 55.7 inches which ties it with the Yamaha as the longest of the group. Like the R1, these changes are aimed at improving front-end feel and keeping the front wheel from climbing so quickly under acceleration. When you have 160 horsepower on tap in stock trim, every little bit helps when it comes to keeping the front rubber planted during acceleration.
Are you tired of reading about facts and figures as they relate to the bikes when they are not in motion? Good. Because its time to take a look at each of these bikes and learn a little about what we did and did not like about them sorted in alphabetical order by manufacturer.
