2011 Middleweight Sportbike Shootout - Street [Video]
Ducati 848 EVO vs. Suzuki GSX-R750 vs. Triumph Daytona 675R
Is it possible that Suzuki knew at the time it was penning the 2011 GSX-R750 (and 600) that it may have caused the venerated 750 phoenix to rise from the ashes of sportbike obscurity? The gearhead Suzuki engineers were likely just interested in making the best GSX-R750 they could craft. But the bean counters at the company surely mustíve known what they were up to when they put the 750ís price tag within spitting distance of the MSRP of a 600.
The 848 EVO seems to have lost some ground in this crowd, largely due to its less-compromising-for-the-street race bike-biased design. Taken on its own, though, each of us would gladly park this dark demon in our garage.
The Daytona 675R makes a helluva case for itself with its premium suspension and brakes, as well as a quick shifter, while matching the GSX-Rís $11,999. And most of us think the Triumph is easily the best looker.
However, the Suzukiís expansive spread of power, handling performance thatís within 90% of the Triumphís, virtually identical brake package and overall most welcoming ergonomics (Kevin said the GSX-R is the bike heíd use on a ride to Las Vegas) make the GSX-R750 the best value of the three bikes here. Additionally, the aftermarket offers mountains of treats for GSX-Rs.
From commuting to weekend warrioring to most potential for light-duty sport-touring to trackday weapon, the 2011 GSX-R750 is the total package.
|Comparing Three Adventure Tourers|
|Ducati 848 EVO||Suzuki GSX-R750||Triumph Daytona 675R|
|Bore & Stroke||94mm x 61.2mm||70mm x 48.7mm||74mm x 52.3mm|
|HP (BHP or Rear Wheel)||Claimed 140 - Tested rwhp 119.2||Claimed 148 - Tested 120.3||Claimed 124 - Tested 111.2|
|Torque||Claimed 72 - Tested 61.9 ft-lbs||Tested 52.4 ft-lbs||Claimed 53 - Tested 48.5 ft-lbs|
|Frame||Tubular steel trellis w/aluminum single-sided swingarm||Aluminum Twin Spar w/aluminum swingarm||Aluminum Twin Spar; aluminum swingarm w/adjustable pivot point|
|Wheelbase||56.3 in||54.7 in||54.9 in|
|Rake/Trail||24.5°/3.8 in||23.8°/3.8 in||23.9°/3.8 in|
|Front Suspension||Inverted fully adjustable 43mm Showa||Fully adjustable 41mm Showa BPF||Fully adjustable inverted 43mm Ohlins NIX30|
|Rear Suspension||Fully adjustable Showa shock with progressive linkage||Fully adjustale Showa link-type shock||Fully adjustble Ohlins TTX36 twin tube shock w/piggy back reservoir|
|Tires||120/70 x 17 Front - 180/55 x 17 Rear||120/70 x 17 Front - 180/55 x 17 Rear||120/70 x 17 Front - 180/55 x 17 Rear|
|Front Brakes||Dual radial-mount Brembo monobloc calipers; 320mm semi-floating rotors||Radial mount Brembo monoblock calipers; 310mm floating rotors||Radial mount Brembo monoblock calipers; 308mm floating rotors|
|Rear Brakes||245mm disc, 2-piston calliper||220mm disc, single-piston caliper||220mm disc, single-piston caliper|
|Weight||370 lbs dry||419 lbs curb||407 lbs curb|
|Seat Height||32.6 in||31.9 in||32.7 in|
2011 Supersport Shootout Ė Street
2011 Supersport Shootout Ė Track
2011 Ducati 848 EVO Review
2011 Suzuki GSX-R750 Review
2011 Triumph Daytona 675R Review
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