How's She Handle?
How's She Handle?
Exactly what we tried to find out
DON CANET
A real-world handling course, that’s what we need, Don. Keep speeds under 100, no knee-on-ground heroics, leave that supermotard skiddin’ stuff in your gearbag. Ride ’em like a real person.” That was my mission statement, as delivered by the Editor-in-Chief.
Jeez, can't a guy have any fun? Actually, the handling course we laid out on California Speedway's back parking lot kept me plenty entertained. A mile in length, its surface was far from smooth and a touch sandy in places-hey, just like the real world!—putting each bike's suspension, brakes and traction-gathering abilities to the test. Top speed for the fastest bikes was about 85 mph. The fmishing order, in ascending times:
Triumph Sprint ST: 1:32.13
No over-abundance of sprint from our ST; it was 5 seconds off the winning time. Flat low-end power delivery had the Triumph wheezing out of a couple second-gear corners where a downshift was simply too low to be an option. Just as well, perhaps, since the ST wanted to run wide on corner exits, something more speed would only compound. The stiff throt tle was bothersome as was the front brakes' excessive lever travel and slightly grabby action.
BMW R115BRS: 1:31.38
Aggressive steering input simply doesn't agree with this Beemer. Doing so makes its rubber-mounted handlebars twist and flex, particularly in the slalom, where the bike seemed to lag a quarter-turn behind the rider's intent. The ABS' coarse modulation also proved to be a distraction, pitching the rider's weight fore and aft against the flexy handlebar as the system cycled under hard braking. Good suspension action bought back some time.
Bucati ST48:1:30.40
With bags removed and exhaust cans pivoted into their upswept position, the ST4S is a capable cornering tool. On our tight course, however, the Duc was hobbled by heavy handling and, like the Buell, displayed a reluctance to turn-in while still on the front brake. On the third rotation through the 10-bike group, it was clear that wrestling the ST4 around the course took more effort than did the others.
Aprilia Futura: 1:30.28
Sportiest performer of the Bagger Brigade. Suspension and tires deliver excellent feedback from the asphalt, power delivery is strong and linear, and the brakes perform like the track-grade stoppers they are. This Italian steed is stable and composed, even when slicing through the slalom like Alberto Tomba.
Suzuki V-Stpom: 1:38.25
This sumo-supermotard was really at home ripping around our parking-lot course. Plenty of low-end punch combined with its tall stature had the front tire floating out of a few corners without effort. While comfy, its soft suspension also allows a fair amount of weight transfer and chassis motion when hustled along. As with the Rubbermaid BMW, fluid input is the best way to strum your Strom.
Kawasaki ZZ-R1299:1:29.97
Yow! The ZZ-R punched out more midrange grunt than could be put to the gritty ground of our test track. As if squirting off corners with a dose of rear-wheel spin wasn't excitement enough, the 1200's chassis added to the drama with a bit of bob and weave over bumps while slinging around the skidpad. Front brake is a tad grabby, but certainly effective at slowing the brute down. Tied for fourth-fastest with the Yamaha, both just squeaking in under the 1minute, 30-second barrier.
Yamaha FZ1:1:29.97
Perfect spread of power for the course. Not oniy does the Yamaha have a smooth and strong low-end, it also offers a high enough rev ceiling to allow staying in a lower gear where others had to be upshifted. That equated to explosive drive out of corners while other bikes were still well below peak torque. The upright riding position and wide bars lent a degree of dirt-trackish bike control, a good thing for rider confidence when the going gets technical.
Honda Interceptor: 1:29.53
Whoa, Nellie! Those sure are some binders ya got there. The 800 underscores how nicely an ABS system can function, gliding over the same washboard surface that had the Beemer befuddled. But Honda could do well to tone down the linked setup a tad to offer greater sensitivity during light pedal application. Otherwise, superb handling traits seem to
run in the family, making the -Interceptor a strong performer in all aspects of the handling course. A solid third-place fin ish by almost half a second.
Buell nrebolt XB9R: 1 :Z7.Z2
Seemingly unlimited cornering clearance, a short wheelbase and steep steering geometry really allow the Firebolt to scorch the skidpad. Holding the tight line requires constant input, though, as the bike wants to right itself when leaned over. The Buell may be light and compact, but it's a bit like wrestling a pit bull through the slalom. Clutch pull is ultra-heavy, and under hard use the front brake also requires more lever effort than any other bike here. Then again, more aggres sive bite would only amplify
the bike's insistence on standing up while braking. Still, all but tied for first place, the XB9R proves that it can run with the best-handling sportbikes in the world, just like Erik Buell claimed.
Honda CBR699F4i: 1:27.15
Light and neutral handling carried the F4i to the top time around our handling course, though I had to get a bit aggro with it. Going a tick quicker than the Buell required revving the pee out of the Honda as it lacks the midrange delivery enjoyed by the others here-I could have used the extra horsepower our `01 testbike put out. This was more than made up for by perfectly balanced suspension and brakes, and lots of cornering clearance. Winner!
