Sportbike Motorcycle Reviews, Rides, Comments, and General Information

Bike Reviews

BIKEBOLTS Sportbike Fasteners

*** THIS IS A WORK IN PROGRESS ***

THE FOREWORD

The bike reviews provided on this page come from 'me' (Steve - Bikebolts Owner/Operator). I'm hardly a professional rider, the reviews are un-official, and totally of my opinion. But I've been riding sport bikes for 15+ years on the street. So you might find these reviews interesting if your looking to buy one of these bikes or if you ever wondered how they were to ride, and you want to hear it from a normal biker (someone who has either owned or put several 100 to 1000+ miles on these machines). These reviews were written for information and entertainment purposes only. No offense intended to die hard manufacture/model enthusiast. The review and comments are heavily based upon the exact bike I rode, and due to that fact that no 2 bikes are exactly alike, my review may or may not be accurate for a given model over all. So don't take these to much to heart. But the reviews I've provided have been consistent (in accordance with my own judgment) with the majority of bikes I've seen, ridden, or rode with. In other words, I'm basing my review on not just the bike I road for a given model, but also on the many copies I've come in contact with on the road.

Enjoy!

Steve

Bikebolts

Quick "Jump To" Links To Reviews

1987-1993 Kawasaki EX500

1994-2007 Kawasaki Ninja 500

1994-2005 Kawasaki Ninja ZX-6E

1989-1990 Kawasaki Ninja ZX-7

1996-2003 Kawasaki Ninja ZX-7R

1994-1997 Kawasaki Ninja ZX-9R

1989-1990 Kawasaki Ninja ZX-10

2000-2005 Kawasaki ZX-12R

1988-1997 Suzuki Katana 600

1993-1998 Suzuki GSX-R1100

2003-2004 Suzuki GSX-R1000

2004-2005 Suzuki GSX-R750

2007-2008 Suzuki GSX-R1000

1999-2007 Suzuki GSX-R1300R Hayabusa

1989-1999 Yamaha FZR 600

1994-1995 Yamaha YZF 600R

2003-2007 Yamaha YZF R6 / R6S

1995-1996 Yamaha FZR 1000

1998-1999 Yamaha YZF R1

2000-2001 Yamaha YZF R1

2004-2006 Yamaha YZF R1

1993-1996 Honda CBR 900RR

2000-2006 Honda RVT RC51

2000-2001 Honda CBR 929RR

2007-2008 Ducati Superbike 1098

1987-1993 Kawasaki EX500

Basic Specifications

Weight:

Wet: 409 lbs

Dry: 374 lbs

Wheelbase:

56.5 inches

Engine:

Parallel Twin, 498cc

52 bhp @ 9,500 rpm (RW)

31 lb-ft Torque @ 8,000 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.089 bhp/lb

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 12.98 sec @ 99 mph

Top Speed - 125 mph

Torque to Weight Ratio:

0.054 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

The half Ninja. It was once said that Kawasaki simply took their 1000cc in-line four engine used in the ZX1000 and chopped it in half to make the EX500. By design this bike shares a lot of parts from the ZX1000 and by operation this bike definitely has the heart of its big brother. But, the first model EX500 was never given the Ninja badge and did not bear the full fairing look of the Ninja (in 1994 it became the Ninja 500). However, for the 87-93 model add a $300 dollar full lower fairing from Targa and a couple of Ninja stickers and suddenly you have a bike that at least looks the part. The EX500 was the first “sport” style motorcycle I had ever ridden (I was a fresh 16 years old at that time). Hopping on the EX having previously spent a little time on an old Honda 305 was quite an exciting event. The EX felt like a powerhouse compared to any vehicle I had ever experienced at the time. I vividly recall feeling like I could barely hold on to the handle bar grips as I rolled the throttle open on the (2) 34mm Keihin carburetors. At that moment I was forever sold to the past-time of riding sport style motorcycles. And about 30,000 miles and a year later on a bike that wasn’t even mine I still couldn’t seem to get enough of the old EX or riding in general.

The 1987-1993 EX500 was the perfect entry level sport bike in its day. The EX has an eye opening amount of torque and power delivered by its twin cylinder engine and CV carburetors. With the factory exhaust, the EX lightly rumbles along with a sound that is un-familiar among sport bikes and commonly heard from a quad or golf cart with a mean streak. Throw a full Vance and Hines exhaust system on with K&N filters, and you suddenly have a bike that sounds like a modern day 4-stroke motocross bike. Although a small bike, the EX500 feels heavy as soon as you rock it off the kick stand, but it only weighs in at a wet weight of 409 lbs. The first gear is relatively short and when followed by an abrupt up shift to second gear after tacking the first gear out to the peak of the power curve, the EX will smoothly hoist the front wheel in the air. With no power to sustain riding on the rear wheel (without standing it back to the balance point), the bike will settle back to the ground and continue to accelerate. Top speed is in the neighborhood of 120 to 125 mph, and it takes it’s time getting there. 100mph comes up respectively, beyond that you practically need the wind at your back, going down hill to get it up to 125mph.

Fitted with a good set of tires, the EX500 is a barely average handling bike. The ride is soft and has just enough feedback from the suspension and 16” wheels to let you manage it through some twisty's. Yeah – that’s right, 16” wheels. I guess this was a time when Kawasaki was still trying to develop its formula for the ultimate budget/entry level sport motorcycle. The EX500 finally got what it needed in 1994, 17” wheels and a wider back tire, and it’s still made exactly the same today.

The brakes on the EX500 were acceptable, given the amount of power the bike had. On the 87-93 model, the rear brake is drum (a useless piece of shit) and the front is a single disc. A drum brake on a sport style motorcycle is just stupid. It might as well not be there. At slow speeds the rear drum brake was effective, but when put to work on a back road, the brake dust built up in the drum and rendered the brake useless and only embarrasses you as it squeals when you touch it. In 1994, Kawasaki stepped up and fixed this with a rear disc brake. Thankfully the front was a disc and although only a single, it provides ample power to slow the EX down. It isn’t great, but it all works.

Overall, the EX500 is a good bike for the everyday rider not looking to go fast or slow for that matter. And interestingly enough, the EX500 developed quite a following in the world of amateur road racing. Even today – you will commonly find an EX500 tooling along at your local road course on a track day. There is an entire class for this – if you can believe it. A great bike in its debut, the EX500 use to be my top recommendation for beginner riders, but since the dawn of later technology with sport bikes the EX500 is more of a 2^nd rate beginner bike. Still a great bike, but it will leave you wishing you spent the extra bit of cash on a 600 4-cylinder sport bike. For the money – skip it and go buy an old FZR600, you’ll be a little happier.

1994-2007 Kawasaki Ninja 500

Basic Specifications

Weight:

Wet: 423 lbs

Dry: 388 lbs

Wheelbase:

56.5 inches

Engine:

Parallel Twin, 498cc

52 bhp @ 9,500 rpm (RW)

31 lb-ft Torque @ 8,000 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.088 bhp/lb

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 12.81 sec @ 101.2 mph

Top Speed - 125 mph

Torque to Weight Ratio:

0.052 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

In 1994 Kawasaki took their budget bike the EX500 and turned it into the Ninja 500. The 1994 version of the old EX500 consisted of the same exact engine, chassis, suspension and fuel tank as the 1987-1993 model, but that’s where the old stopped and the new started. The wheels were bumped up from 16” to 17”, the rear drum was replaced with a disc and the bike received a totally new make-over (new upper, headlight, dash and rear side panel fairings). It was just enough change to make the bike appear to be all new and enough change for me to run out and buy one. The same day I took delivery of the little Ninja I ordered a matching full lower fairing from Targa, (2) 1995 ZX-11D "Ninja" stickers, a stage 3 dynojet carburetor kit, and a Vance and Hines SS2R oval canned full exhaust system. As soon as the bike was broke in – I installed all my new components to arrive with a slick looking little Ninja. The end result produced a bike that a stock FZR600 fought to catch. 18,000 miles and 6 months later I traded the little Ninja for a real one, a 1994 Ninja ZX-6E. Although the Ninja 500 was a fun bike to ride, I was always wanting it to be more. So I finally moved on.

1994-2005 Kawasaki Ninja ZX-6E

Basic Specifications

Weight:

Wet: 497 lbs

Dry: 468 lbs

Wheelbase:

56.3 inches

Engine:

In-line 4, 599cc

85 bhp @ 11,750 rpm (RW)

41 lb-ft Torque @ 9,250 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.127 bhp/lb.

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

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Performance:

1/4 Mile - 11.3 sec @ 120.9 mph

Top Speed - 149 mph

Torque to Weight Ratio:

0.061 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

The ZX-6E (later to be known as the ZZR600) was an upgraded version of the ZX-6D. The “E” model received the ram air system like its new big brother the ZX-9R and really big brother the ZX-11D. The ZX-6E was what appeared to be a scaled down version of the ZX-11D. It shared all of the looks and even comforts that the big 11 had, but in a 600 package. The premier Kawasaki race bike at this time was the ZX-7R and the 600 class was just starting to build steam and become popular. Miguel Duhamel was the 1993 AMA Super Sport champion on the ZX-6 and the “E” model was the new kid on the block, so I bought one. On the ZX-6, my interpretation of speed was redefined. The big 6 was an incredible power house for a 600 sport bike. At the time it was the most powerful in its class, stomping the competition with a max power output of 85 hp at 11,750 rpm. Shortly after break-in, I fitted the big 6 with a full Muzzy exhaust system, timing advancer and a stage 3 jet kit. This put my mighty 600 with in striking range of the 750s that were pumping out about 118 hp stock (so they claimed). With the full system and jetting, my ZX-6E was cranking a hefty 98 hp. Plus subtract the huge weight loss of the massive factory dual exhaust system which totaled somewhere in the neighborhood of 40lbs. (plus other removals of un-necessary weight), and my 600 was easily keeping up with the 750s and chasing the 900s. I say “so they claimed” about the 750s because even though the factory claimed those power ratings, you’ll be hard pressed to find one that performs to those specs, which is true for any bike. A 1994 ZX-7 in stock form is only going to give you around 100 to maybe 112 hp on average. Torque is greater, which is where you really notice the difference, but flat out horse power isn’t that far off from a tuned 600.

Anyways – the ZX-6E is a great bike if you want a really fast 600 that is comfortable to ride long distances. The buck stops there. It takes a lot of modification to bring it into the realm of late model 600s, and the handling is even further away. Everything works well on the bike, and I can’t honestly say anything bad about it. But 600s have come a really-really long way in technology and performance, and this bike is dated. It won’t have any trouble keeping up with the late model 6s, but you’re going to have beat it a little to do it. A friend of mine and I did some acceleration comparisons with his 1993 CBR 900RR, and it stayed next to the 900RR in the first 2 gears. When the ZX-6E reaches the end of 2nd gear, the 2^nd gear of the 900RR keeps going and accelerates the 900RR away with superiority. Then once in 3^rd gear on the 900RR, it just pulls away from the ZX-6E with such fury that I saw his mirrors whip back a little. It was like he took a hit of NOS or something. We tried this many times, and had the same result every time. We were just impressed the big 600 could stay with the 900 for so long. Great bike, I recommend it to any beginner rider or sport touring rider looking for a nice 600 to ride and keep for a few years.

1989-1990 Kawasaki Ninja ZX-7

Basic Specifications

Weight:

Wet: 486 lbs.

Dry: 451 lbs.

Wheelbase:

57.3 inches

Engine:

In-line 4, 748cc

91 bhp @ 10,000 rpm (RW)

55 lb-ft Torque @ 9,500 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.139 bhp/lb.

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 11.4 sec @ 120.5 mph

Top Speed - 152 mph

Torque to Weight Ratio:

0.084 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

This bike is where it all starts for Kawasaki. The ZX-7 or ZXR H1 from first model to last is a classic super bike. The ZX-7 brought many riders to the winners circle around the world. I’ll never forget seeing Scott Russell slide out on his Muzzy ZX-7R, leap over it, pick it up and win the 1995 Daytona 200. The 1989 ZX-7 was the class act in its day. Most of all it looked the super bike part and still does today. What it lacked was power. The gears were really tall, and even though the bike sounds mean with a Muzzy exhaust, the suspension can’t be more dated, and the bike is just too dam heavy. The funny part here is that it even has an aluminum frame. But it’s no feather weight. Add the weight plus low power and you get a bike that’s not very fast by today’s standards of fast. Just don’t ride with any 600s from the late 90s in any mode of competition and you’ll be ok. They will flat out eat your lunch. This is a great beginner bike for the guy that wants to look cool and feel like he’s on a super bike, even though it’s not all that super fast. This model handles pretty good considering the year, and unless you’re planning on getting hard core in the turns, this bike will keep you pretty happy. The suspension gives a confident feel and handles well on smooth flat roads with no extreme elevation changes. These bikes can be found really cheap and they are totally respected even standing still. Most guys want to just look cool anyways right? I’ve put a few miles on an 1989 ZX-7; Muzzy full system, jetted, and even had Sudco flat slides, it isn’t exactly a contender for the late model 600s, but none the less it’s still an awesome bike. Older Kawasaki motorcycles are a little maintenance hog-ish. They beg valve adjustments and other components to keep them running just right. Steer clear unless you like to fix stuff or like to pay lots of cash to have it fixed. Most of the maintenance stuff is the things you would expect from any old bike. Re-build it all and you’ll be good to go.

1996-2003 Kawasaki Ninja ZX-7R

Basic Specifications

Weight:

Wet: 483 lbs.

Dry: 448 lbs.

Wheelbase:

56.5 inches

Engine:

In-line 4, 748cc

109 bhp @ 11,000 rpm (RW)

57 lb-ft Torque @ 9,000 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.167 bhp/lb.

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 10.82 sec @ 129.7 mph

Top Speed - 165 mph

Torque to Weight Ratio:

0.083 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

This bike is proof of motorcycle evolution, and this is the ZX-7 model to have. With a proven history in super bike racing, this bike has all kinds of aftermarket goodies. The problem with this bike is that it’s still a bit heavy and doesn’t quite deliver the power punch that you get from a later model contender (i.e. GSX-R 750). But this is the king of beginner sport bikes in my book and a keeper for many years. The bike handles the turn’s solid. It takes a little work to get through the quick twisty's because of the weight and size, but it’s a solid ride. Riding position is dedicated sport bike style and the bike has great feedback, therefore its not a long distance machine. The stance is total super bike and it looks like it means business. The motor doesn’t deliver any surprises and it’s actually a very easy bike to ride. The seating is dedicated racer in feel, and it will take a long time if ever before you start searching for something bigger. All this confident greatness is probably why Kawasaki made very few changes to this model from 1993 to 2003. They’ve milked the 750 cow for all its worth. These bikes can be found at a nice cheap price and you’re getting a great bike you can enjoy for a long time. On the other hand, if you’re looking for a wheelie machine and/or speed machine, this is not the bike you probably want. Go up to the next level for a 900 or bigger. This bike just doesn’t deliver when it comes to lots of power play. Don’t get me wrong, its fast… but its still pretty shy of a good 900. At 55mph you can’t get the front wheel off the ground (if at all) with the stock sprocket, unless maybe you drop it into first. Then the bike just screams for relief and that’s no fun. Just has no good stunt factor built in if you know what I mean. I'm not saying it can’t be done on this bike, just takes a lot of effort. Which is why this is such a great beginner bike. Rides good – looks good, safe power factor, doesn't want to wheelie. This bike was the beginning definition when defining a super bike. Its super looking and has super handling. Expect to work a little for it though when riding it, this is no touring ride.

1994-1997 Kawasaki Ninja ZX-9R

Basic Specifications

Weight:

Wet: 507 lbs.

Dry: 474 lbs.

Wheelbase:

55.7 inches

Engine:

In-line 4, 899cc

125 bhp @ 8,500 rpm (RW)

71 lb-ft Torque @ 9,000 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.202 bhp/lb.

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 10.42 sec @ 133 mph

Top Speed - 167 mph

Torque to Weight Ratio:

0.115 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

This bike has got to be one of the more disappointing bikes I’ve been on. It started as Kawasaki’s solution to the Honda 900RR, but it didn’t quite make the grade. The ZX-9R was the bike many drooled to have. I know I did. Knowing what I now know, I’m glad I didn’t run out to get one. It’s a good bike, but its not the monster 900 Kawasaki advertised it to be. In typical Kawasaki fashion, they built a bike that looked awesome and had almost all of the qualities a liter bike should, except two – weight and size. The ZX-9R was a pig in the beginning. It was a comfy bike to ride fast, but it was no CBR 900RR killer. Just didn’t quite have the nimbleness of the CBR and lacked the sheer race replica appeal. The bike made pretty good power and handled well, but lacked the fun factor. Still can't quite put my finger on what it was to make this bike so plain, but it just didn’t scream speed to me or a lot of people. The bike looks cool, rides nice, but is lazy in power delivery. Rides like a big old ZX-11. Its solid when flying along at 130+mph on it, but its not a back road machine. Takes some work to stuff the bike in and out of the corners, easy to run wide on this bike. It reminds me of my old 1989 ZX-10. This is not a good beginner bike. Just takes a bit more technique to make it go. It’s a fast bike, without a doubt. But the ZX-9R from 1994-1997 needed much refining. They finally got it right in the 98-01 model. The 900 that Kawasaki was needing came 4 years too late. And also in 1998, just when Kawasaki caught up to Honda, Yamaha rolled out the R1 and totally ruined it for everyone. Including me.

1989-1990 Kawasaki Ninja ZX-10

Basic Specifications

Weight:

Wet: 576 lbs.

Dry: 545 lbs.

Wheelbase:

58.7 inches

Engine:

In-line 4, 997cc

110 bhp @ 9,500 rpm (RW)

65 lb-ft Torque @ ---- rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.147 bhp/lb.

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 00.00 sec @ 000.0 mph

Top Speed - 000 mph

Torque to Weight Ratio:

0.087 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

The ZX-10 turned out to be a pretty good bike once it was worked over a bit. I picked up my 1989 ZX-10 as a hopeful salvage. This bike was an odd step back for me in technology, I guess it was a remnant of the past that appealed to me at the time. Aside from a few cracks in the upper fairing, it was in great shape. Bikes typically get totaled pretty easily from a crack here and a scratch there. Doesn’t take much. I picked the ZX-10 up in 1996 for about $2000, took it home… repaired the cracked upper and touched it up, and suddenly had a big old 1000. Keep in mind this bike is the father of the ZX-11, so the bike shares a lot of similarities with the ZX-11. One part for example is the chain adjuster. To make the bike handle better, I rolled the cam style chain adjuster over 180 degrees which lifted the rear end of the bike a whole 1.5 inches plus. Then I raised the forks in the triple clamp (lowering the front end) until I found just the right spot where the bike would handle better. I think it was almost an inch. This lowered the center of gravity and made the bike turn in quicker. I also rebuilt the forks and used a heavier weight fork oil which gave me way better feedback (this bike needs bigger forks period). Together with the suspension adjustments, I used a lower profile tire on the front 17” rim and lower profile tire on the rear 18” rim. The lower profiles (like used on all late model sport bikes) improved the handling incredibly and made the bike hold a far more solid line in the turns, way better feedback too. Finally, the bike was already fitted with an SS2R full exhaust system but was never jetted for it. So the bike ran awful. Therefore I performed a stage 3 re-jetting of the carburetors with the K&N filters. For looks, I gave the old ZX-10 a complete mirror polish to the frame, swing-arm, and rim edges. Then to top it all off, I went through the bike with a fine tooth comb and dropped off every once of weight I could. The end result was a 1989 ZX-10 that could go around turns like a ZX-7 and produced ZX-11 style power and torque. Shortly after getting the bike completed and having put a few miles on it, the clutch basket blew itself to bits and was devoured by the transmission. So I got to tear the entire thing apart again. Thankfully there was no other damage. While l was in their I put a nice set of Kevlar clutch plates in and fine tuned the intake and exhaust valves. The old 10 was a real monster after it was finally put back together. The bike handled way better than stock and made decent power too. It was a big heavy bike, but did a good job at hiding the weight. I ended up selling it after a year and moved on to a 1994 Yamaha YZF 600 which was night and day from the old 10. In the end, I would rank this bike right next to a (1994-1997) ZX-9R, which was great for an old bike. This is all based upon my adjustments. If not for the tweaking, the ZX-10 was nothing special. A mid 90s 750 would give it a run for the money, and a late model 600 would be gone. Just goes to show how far these bikes have come. A big 1000cc bike being compared to a 600.

2000-2005 Kawasaki ZX-12R

Basic Specifications

Weight:

Wet: 547 lbs.

Dry: 515 lbs.

Wheelbase:

56.7 inches

Engine:

In-line 4, 1198cc

163 bhp @ 10,000 rpm (RW)

94 lb-ft Torque @ 7,500 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.227 bhp/lb.

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 9.96 sec @ 142.3 mph

Top Speed - 000 mph

Torque to Weight Ratio:

0.131 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

Look out Hayabusa, the ZX-12R wants to be first in the need for speed line. The ZX-12R is a bad ass monster of a bike. In typical Kawasaki fashion, its a little hefty... but not bad for its size. This is no beginner bike, experienced riders only dam it!!! This is a ZX-9R on steroids. It sits like the 9, feels like the 9, but its got balls like a Hayabusa if that means anything to you. I'll never quite get Kawasaki's motive when it comes to there sport bikes. They seem to always take the "street able" path. This monster rides nice, for a big bike it handles solid and turns pretty quick. Its no super bike racer, but it makes up for any ground loss in the turns in power on the straights. Problem is you enter them quite fast while your working to catch-up or stay ahead. So then you find yourself fighting the throttle and brakes to get it through the turns. Its a real work out to ride fast. Power delivery is smooth, and even though it has lots of it, it doesn't take you by surprise ever. Just nice and smooth. Does great at the power wheelies, but you have to make an effort at it. This is by design I think. Kawasaki builds bikes to ride, not ride wheelies. I have yet to ride a Kawasaki that just naturally pulls the front wheel off the ground like a Yamaha. And in truth, its not really something the majority of riders are in to. Typically I find that most sport bike riders find no comfort on a bike that reacts to the throttle as if the front wheel was on a pull string. I think even Yamaha changed their tune on the R1 in 2002 and later... Kawasaki has never set their bikes up to react in that fashion. Its really just not safe for most riders, even the experienced ones. Its dam fun though if you know what to do. Anyways... The ZX-12R is a bike to keep and ride. Has more power than any normal rider knows what to do with, and it looks pretty dam mean. I never got over the big cone shaped mirrors on it. Heavy and stupid looking, but they do reduce drag. Now if you were racing for top speed that might matter, but for the everyday its just stupid. First thing to do on this bike is to go over it with a fine tooth comb and reduce as much weight as you can. Throw in a Muzzy exhaust and a power commander on and you'll really be singing along. Oh yeah... yank those mirrors off and go get some ZX-9R mirrors. The ZX-12R is a great long term sport bike that will keep a smile on your face for many years.

1988-1997 Suzuki Katana 600

Basic Specifications

Weight:

Wet: --- lbs.

Dry: 443 lbs.

Wheelbase:

--- inches

Engine:

In-line 4, 599cc

86 bhp @ 11,000 rpm (RW)

44 lb-ft Torque @ 9,600 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.000 bhp/lb.

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 000 sec @ 000 mph

Top Speed - 000 mph

Torque to Weight Ratio:

0.000 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

The Can-of-tuna or my other favorite, the pregnant guppy. Ok - when this bike first came out, it was totally awesome looking. The Katana's followed right along with the previous GSX-R Sling Shot models. Air cooled engines with stout and wide crank shafts that gave the bikes a bulge towards the lower half of the lower fairing. From the side view profile, they were truly awesome looking (at the time). However from the rear, the skinny back tire and wide engine really gives the Katana a bit of a creature from the sea look with the fairings contouring from thin to fat. Don't know how else to say it. Its just weird looking. The Katana was Suzuki's answer to Kawasaki's 600R and Yamaha's FZR600, but they went for a really different look. The 600R and FZR were balanced looking designs and proportioned the bike's parts pretty well giving them the appearance that they are good handling bikes. The Katana on the other hand looks un-even and un-balanced, and looks like it wouldn't handle or ride worth a shit. 16" rims little rims, big tall tires, there's no way this bike rides good, right? Wrong. I've never owned one of these monsters of the sea, but I've put enough miles on a few of them that probably add up to more than many actual owners accumulated on the bike. When I was in between bikes or just waiting for parts to put my bike back together, my buddy (who has a motorcycle shop) would loan me one these monsters. At first I was totally not interested in riding the Katana. It looked to odd to me to even be seen on the bike. But, I gave it a try finally (only because it was my only riding option) and discovered that Suzuki actually does know what they are doing when it comes to creating a functional machine. The Katana has the typical mid 80's ride and feel. Soft suspension, tall un-inspiring tires and the power isn't something to rave about. But the Katana is actually a really well balanced bike - or at least rides like one. Its very manageable through the mild turns, acceleration is fair and comparable to its competition, and the bike overall is just really easy to ride. Not a contender to anything other than 600's of the mid to late 80's, the Katana hides its weight well and is really a nice basic sport bike. The Katana is just one of those bikes you ride and just don't care anything about. You can beat the shit out of it, and it will just continue on. The engine seems bullet proof. This is a bike that just says abuse me like I'm an old beater you don't care about. That's all I can really say about it. Its nothing exciting, its not very fast, it's hardly impressive, but all at the same time its does everything pretty well. Its a good entry level bike. Not much can be done to it, the bike just wasn't made for modifications. Sure you can by an after market exhaust, make it sound cool, jet it and make it crank some more ponies out (like 1 or 2 maybe), but it all does nothing for it's appeal. Its just a bland bike. Its a bike I could drop and it wouldn't bother me in the least bit (although with its protruding crank case sides bulging the lowers out, guess what hits first). You will find most used Katana's will have gouges in the lowers from exactly that, dropping the bike. Its almost like you see the bulges in the lowers and you want to drop the bike on them just to see if they can be pounded in. Nothing more to say on this one. Good starter bike, definitely no keeper. You'll feel stupid on it after 6 months if you actually ride it.

1993-1998 Suzuki GSX-R1100

Basic Specifications

Weight:

Wet: 554 lbs.

Dry: 521 lbs.

Wheelbase:

--- inches

Engine:

In-line 4, ---cc

123 bhp @ 9,500 rpm (RW)

76 lb-ft Torque @ 7,000 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.170 bhp/lb.

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 10.5 sec @ 129.5 mph

Top Speed - 000 mph

Torque to Weight Ratio:

0.105 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

When this bike hit the show rooms, its was the killer king bee of all sport bikes. The GSX-R1100 was a consistent race bike inspired machine from the very start of the GSX-R. This bike was on top of the sport bike food chain for many years. The 1993 GSX-R1100 was Suzuki's final version of their ultimate sport bike. The GSX-R1100 was a big man's bike. It came stock with dual exhausts, that had cans that looked like a couple of 55gallon drums. The dual system weighed in at a massive 50+lbs. The GSX-R1100 came with all the goodies that you would expect of a later model liter bike of today, but the parts all added a lot of weight. 6 piston heavy break calipers on the front, heavy 3 spoke rims, heavy steel steering dampener, massive dual exhausts, and a headlight with glass that must have been a half inch thick and weighed a ton. Then as if that wasn't enough, Suzuki added huge weights to the bar ends, and even added weights to the foot peg guards. Then there's the hidden stuff like the exhaust brackets, and other engine components. This all made the mighty GSX-R not so mighty. Its all about power to weight ratio. The early 1100's were much leaner. In fact, the very first 750's and 1100's were totally lean machines, just the basics like a real racer. The 93-98 models were not at all light machines. Just huge hunks of heavy steel and aluminum. Suzuki was listening to the wrong customers on this model or just not listening at all. Maybe they were trying too hard to make a compromise. It looked awesome, rode and handled ok, but it was no king of the road. It was toting around too much weight and just junk. I can't think of a single owner that didn't immediately strip their bike of everything they could to help reduce the weight. One of my riding buddies went all the way. He spent some big bucks on the bike and had the engine totally redone (light weight parts, shaved crank, big bore, etc). He stripped off every ounce of unnecessary weight he could find and then swapped out the OEM wheels for a set of light weight Performance Machine wheels. Then he even added a nitrous system! Having put a few miles on his bike, I would say his GSX-R1100 was the most powerful bike I have even ridden (but his bike didn't have an 1100cc engine, it was maxed out). His back wheel output was somewhere in the range of 180+ hp, then hit the NOS and you get another 50+ ponies. Quite a hair raising, front wheel lifting experience. The bike handles well, but took lots of effort to get through the turns. I would rate it right next to a ZX-7R in handling, maybe a tad bit slower to change direction and more effort to get it to turn in and throw around. At high speed, the bike was solid. Probably the only bike I've ever done a 70mph burn out on. Just truly wicked, but only the one bike. The stock bike is just a big pig. Looks cool, does go fast and its respectable, but I think a late model 600 or 750 would give it a run for its money. I clearly recall passing through town on my "then current bike" (to be named later), when suddenly some smart ass pulled up next to me on his monster GSX-R1100 (was a '93 or later model). He had a loud header on the bike and came roaring up next me at the light (sounded good and really mean). Then as we passed through a series of lights, he would burp his throttle roaring his engine along and demonstrating the raw power of his big bad GSX-R. I was sure to keep up with him but only trailing as we went through each series of lights. Finally at the end of the street, the last traffic light led to an on ramp for the highway. As the light turned green, he decided it was time to really show me what his GSX-R1100 could do. As he accelerated the big Suzuki through its first 2 gears with all its might, I still just trailed along in the rear. As soon as he entered on to the highway in the clear where he was working the GSX-R through the top of its RPM and power range, I decided it was time to introduce to him just how far liter bikes had come. So I simply rolled my throttle on a little harder and as I quickly closed in on him, I bumped my clutch to hoist the front wheel in the air for the pass. In 3rd gear I passed the GSX-R on one wheel at about 120mph as if it was standing still - even though it was working hard to put on a show. I carried my wheelie through 3rd and 4th gears and then backed off. As you can tell the traffic was light that day, but he stayed several cars back in my rearview mirrors avoiding any opportunity to pull along side me. Is technology cool or what? I was riding a bone stock 2000 Yamaha R1.

2003-2004 Suzuki GSX-R1000

Basic Specifications

Weight:

Wet: 444 lbs.

Dry: 414 lbs.

Wheelbase:

--- inches

Engine:

In-line 4, ---cc

152 bhp @ 11,000 rpm (RW)

78 lb-ft Torque @ 8,250 rpm (RW)

(RW) - At Rear Wheel

Power to Weight Ratio:

0.248 bhp/lb.

(brake horse power / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

(BACK TO TOP)

Performance:

1/4 Mile - 10.08 sec @ 142.1 mph

Top Speed - 000 mph

Torque to Weight Ratio:

0.127 lb-ft

(pound-feet / operating weight)

[operating weight = wet weight + 170 lb. operator/rider]

This bike rivals the feel of the 00-03 Yamaha R1, only with just a little more juice to make it that much meaner. Handling is spot on with the 00-03 R1, but the ergonomics are straight up Suzuki. Suzuki has been using the same ergonomics on their GSX-R's that always makes them feel the same. You can get off of a 1993 GSX-R1100 and then hop on the 03-04 GSX-R1000 and feel right at home. (not true for the Hayabusa though) The 03-04 GSX-R1000 is a raw performance machine that will demand some experience to keep under control. But at the same time, the bike is very civil. You can ride this bike smoothly and calmly, or you can ride it on the edge and it has no preference. It will do either. This is probably why the bike has had such great success. Right off the show room floor, this bike is set and ready to go. If your a 170lb or less rider of average height, you will probably find the suspension of this bike to be adjusted almost perfectly from Suzuki for you. Throw a full Yoshimira system on this puppy and you'll be 100% set to roar on the back roads or just cruise through the park. Slow speed maneuvering is very easy, high speed maneuvering at full tilt is inspiring. If you want a liter bike you can just jump on and ride any which way - this is it. No mods needed for this one. Ride it as is (all stock) and it will yank those 70mph wheelies like slicing butter with a cleaver. At the same time it will carve through the turns likes its on rails. You will find lots of these bikes with high mileage and maybe a little beaten and battered. This bike definitely demands experience and will get you into a bad position extremely fast. The power delivery is hardcore and violent, but it builds predictably and smoothly. The torque delivery from this bike will constantly remind you and warn you of the power this bike has, so its hard to forget its there. You might want to adjust and add a little slack in the throttle to keep it tame over bumps. Its easy to pick up some oscillations of throttle blipping if you come into some rough road that might cause you to be bucked clean off. I don't think I have to say it again, but I will - this bike is for experienced riders only. It will scare the shit of you newbie's, save some skin, the GSX-R1000's and money and go get a 750 first. Ride it a year or 2 first. This bike bites back hard. But its probably one of the most entertaining rides on the market next to the R1 and ZX-10R if your into liter bikes with 140+ power.