If you’re like us, then you must be salivating over the 2015 literbike prospects. With no less than eight new bleeding-edge sportbikes on the table from both European and Japanese marques, the bar is being raised in the quest for track domination or, in the case of the Kawasaki H2 and H2R, simply having the rider experience intense acceleration like they’ve never felt before. However, there’s an interesting trend in the method in which each manufacturer is going about upping the literbike ante. More and more, a greater emphasis is placed on technology and electronics rather than hardware. Sure, hardware isn’t being ignored, but with today’s bikes making so much power, being able to harness it effectively is of utmost importance.


In stock form, one of the few things we’ve wished for from the Aprilia RSV4 was more power. In 2015, Aprilia is delivering.

With that, we’ve compiled a list of eight new or significantly updated 2015 literbikes vying for superbike supremacy in the coming year. They are: the Aprilia RSV4 RR and RF, BMW S1000RR, Ducati 1299 Panigale and 1299 Panigale S, Kawasaki Ninja H2 and Yamaha R1 and R1M. In the below spec chart, we’ve broken down each bike’s vital stats, then at the bottom listed a few pertinent technologies and which bikes are equipped with them. Models with different variants (like the Aprilia, Ducati and Yamaha) are grouped together to save space and hopefully make the chart a little easier to read. Of course, you might notice the exclusion of the Kawasaki Ninja H2R. This wasn’t an oversight – since the H2R is not road legal, it serves no practical purpose in this comparison.

Interesting Insights

With all of the various models lined up side-by-side, some interesting observations stand out. For starters, it’s remarkable the Ducati 1299 Panigale pistons are a gargantuan 116mm. The displacement bump to 1285cc is a welcome sight, but we were expecting Ducati to increase stroke in the already highly oversquare Superquadro engine.


The Kawasaki H2 isn’t meant for the track like the others here, but its immense power and sporting intent carve a space for it in this comparison.

From there, the next development is the race to 200 crankshaft horsepower. The two Italian brands are the only ones who claim to have exceeded that mark, though the BMW, Kawasaki and Yamaha are so close it’s understandable if one decides to round up. In the case of the Kawasaki, it’s plausible to think Team Green was being a bit conservative, considering the H2R, whose engine is largely similar to the H2, is claimed to put out 300 hp. Of note is the fact Aprilia uses a relatively high 13.6:1 compression ratio to help meet the 200 hp target, while the Kawasaki H2 uses just 8.5:1 to cope with the added boost from the supercharger. More importantly, the H2 should trounce the other four-cylinders in the torque department, bested only by the larger Ducati Twin, at least according to the factory claims.

Of course, the real talking point here is the proliferation of electronics. Each bike comes equipped with power modes and traction control as standard equipment. ABS also comes standard on all the bikes, but Ducati and Yamaha both get bonus points for equipping the new 1299 Panigale and the (linked, IMU controlled) R1/R1M with forms of Cornering ABS, which can reduce the risk of falling should you need to grab a handful while leaned over.


Normally if you were to grab a handful of front brake, you’d crash. With Ducati’s Cornering ABS, the odds of that happening are significantly reduced.

This is made possible via an Inertial Measurement Unit, or IMU, which is equipped on both the Ducati and Yamaha. With the ability to measure parameters like pitch, roll, yaw, and a G-sensor to track acceleration fore-aft, up-down and left-right, Ducati uses the IMU to interface with the ABS, wheelie control and Ohlins electronic suspension on the 1299 Panigale S. Yamaha doesn’t outright claim the R1 and R1M has the Cornering ABS function, however, it does claim the pressure provided to the ABS and UBS (Unified Braking System) is determined from readings given from the IMU.


Along with the Ducatis, BMW’s S1000RR sees clutchless downshifting as one of its many features.

Another cool feature is the ability to downshift without the clutch, which is standard on the Ducati and optional on the S1000RR. Being able to keep your hands firmly on the bars for both upshifting and downshifting means a rider will be able to focus more on the road or track ahead, and less on rev matching and being smooth with the clutch.

MotoGP For The Masses

Perhaps the biggest winner in the technology battle for 2015 is Yamaha. While Kawasaki relentlessly teased the world with countless H2 and H2R videos, the Yamaha R1 and R1M brings to the table a stunning package of MotoGP-derived tech. It takes traction control a step further with banking-sensitive TC, and raises the bar yet again with its slide control function. The R1M utilizes the IMU to allow the electronic Ohlins suspension to automatically adjust rebound and compression damping, in real time, to the street or track conditions.


Loaded with an abundance of cutting-edge technology unlike anything we’ve seen before, the R1 and R1M (seen here) might as well have Valentino Rossi’s number 46 slapped across the nose.

All but the H2 have some sort of data logging capability, but the R1M really impresses with its exclusive Communication Control Unit. Using the CCU and GPS antenna, running data can be recorded via a data logger, with track mapping and lap times managed by GPS. That information can then be transferred to an Android or iOS app, and after analyzing the data, setting changes can be made and uploaded to the R1M via WiFi. It’s an amazing bit of technology unheard of before.

The technology at play here is complex, so we’ll have to wait for further info from OEMs to properly dissect it. The intent here is to break down each bike’s specs, to serve as a central resource to sate your curiosity. It will still be a few months before we get to ride most of these models, and when we do, we’ll provide a more in-depth look at their respective systems.

Aprilia RSV4 RR/RF BMW S1000RR Ducati 1299 Panigale/ Panigale S Kawasaki Ninja H2 Yamaha R1/R1M
MSRP TBA TBA TBA $25,000.00 $16,490/$21,990
Engine Capacity 999.6cc 999cc 1285cc 998cc 998cc
Engine Type Liquid-cooled, DOHC, four-stroke, 65-degree V4, 4 valves per cylinder Liquid-cooled, DOHC, four-stroke, inline-Four, 4 valves per cylinder Liquid-cooled, DOHC, L-Twin, four-stroke, Desmodromic valve actuation Liquid-cooled, DOHC, four-stroke, supercharged inline-Four, 4 valves per cylinder, Liquid-cooled, DOHC, four-stroke, inline-Four, 4 valves per cylinder
Bore x Stroke 78.0mm x 52.3mm 80.0mm x 49.7mm 116mm x 60.8mm 76.0mm x 55.0mm 79.0mm x 50.9mm
Compression Ratio 13.6:1 13.0:1 12.5:1 8.5:1 13.0:1
Horsepower (claimed at crankshaft) 201.0 hp @ 13,000 rpm 199.0 hp @ 13,500 rpm 205.0 hp @ 10,500 rpm 197.3 hp @ 11,000 rpm 197.1 @ TBA
Torque (claimed at crankshaft) 84.8 lb-ft. @ 10,500 rpm 83.0 lb-ft. @ 10,500 rpm 106.7 lb-ft. @ 8,750 rpm 103.5 lb-ft. @ 10,000 rpm TBA
Front Suspension Sachs 43mm inverted fork, fully adjustable/Ohlins fork with TiN treatment, fully adjustable 46mm inverted fork, adjustable for rebound and compression damping Marzocchi 50mm inverted fork, fully adjustable/Ohlins NIX30 43mm inverted fork w/TiN treatment. Electronic compression and rebound adjustment w/semi-active mode 43mm inverted KYB Air-Oil-Separate fork, fully adjustable. 43mm inverted KYB fork, fully adjustable/Ohlins 43mm inverted fork w/electronic suspension, fully adjustable
Rear Suspension Sachs monoshock with piggyback reservoir, fully adjustable/Ohlins monoshock with piggyback reservoir, fully adjustable Monoshock, adjustable for rebound and compression damping Sachs shock, fully adjustable/Ohlins TTX36 shock. Electronic compression and rebound adjustment w/semi-active mode KYB shock, piggyback reservoir, high/low speed compression, rebound and preload adjustability KYB monoshock w/piggyback reservoir, 4-way adjustable/Ohlins single shock w/electronic suspension and piggyback reservoir, 4-way adjustable
Front Brakes Dual 320mm discs. Twin Brembo M430 monoblock radial 4-piston calipers. ABS with switchable Rear Lift-up Mitigation Dual 320mm discs. Twin radial-mount 4-piston calipers. Switchable ABS Dual 330mm discs. Twin Brembo M50 monoblock, radial-mount calipers. Cornering ABS standard Dual 330mm discs. Twin Brembo radial-mount, monoblock 4-piston calipers (M50?), ABS Dual 320mm discs. Twin 4-piston, radially mounted calipers, Unified Braking System, ABS
Rear Brakes 220mm disc. Brembo twin-piston caliper 220mm disc. Single-piston caliper 245mm disc. Twin-piston caliper w/Cornering ABS standard 250mm disc. Twin-piston caliper, ABS 220mm disc. UBS, ABS
Front Tire 120/70-17 120/70-17 120/70-17 120/70-17 120/70-17
Rear Tire 200/55-17 190/55-17 200/55-17 200/55-17 190/55-17 / 200/55-17
Seat Height 33.0 in. (2014) 32.1 in. 32.7 in. 32.5 in. 33.7 in./33.9 in.
Wheelbase 56.4 in. 56.1 in. 56.6 in. 57.3 in. 55.3 in.
Rake/Trail 24.5 deg/4.1 in 23.5 deg/3.9 in. 24.0 deg/3.8 in. 24.5 deg/4.1 in. 24.0 deg/4.0 in.
Curb Weight (claimed) 397 lbs. (dry weight) 449 lbs. 420 lbs. 524.5 lbs. 439 lbs./443 lbs.
Cornering ABS X/X
Magnesium wheels X/X
Forged aluminum wheels No/Yes (optional) X/X
Titanium connecting rods X/X
Titanium valves X/X X X/X (intake only) X/X (intake only)
Supercharger X
Aluminum fuel tank X/X
Smartphone app X/X Optional/Standard
Electronic suspension (optional w/Dynamic Package) No/Yes No/Yes
Quickshifter X/X (optional w/Dynamic Package) X/X X X/X
Clutchless downshift ability (optional w/Dynamic Package) X/X
Power modes X/X X X/X X X/X
Traction control X/X X X/X X X/X
Slide control X/X
Launch control X/X (optional w/Dynamic Package) X X/X
Wheelie control X/X X X/X  (via TC) X/X
Engine brake control X/X X
Inertial Measurement Unit X/X X/X
GPS telemetry Via smartphone app Optional Optional/Optional Optional/Standard

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  • Jeremy

    R1M curb weight should be 6lbs less than the regular R1… opposite in the above chart.
    Is the R1M horsepower locked in as the same as the regular R1? No additional engine enhancements over the regular? The R1M is just suspension/traction control/carbon fiber differences then?

    • TroySiahaan

      Yamaha’s website, as well as the press kit given to us directly from Yamaha, list the weight for the R1 and R1M exactly as shown above. Meaning the R1M is heavier than the standard R1.

      And yes, the engine is the same between the two models. The R1M gets carbon fiber, polished swingarm, limited edition badge and coloring, electronic suspension and the CCU, Y-TRAC/YRC app that allows you to basically fine tune your R1M through your Android or iOS device.

      • DickRuble

        Don’t you love it when the app weighs 6lbs? So much for carbon fiber being light.. Not Yamaha carbon fiber.

        • Vaughan Elphick

          It is the electronic suspension that weighs the extra.

    • Jai S.

      I remember speaking with someone at Irv Seaver BMW talking about maintenance on one of the GS’s. When I explained I would like to do most of the maintenance myself he said I would still need to come in so that a tech could reset the maintenance warning, and that it would only be a modest fee.

      That lockout killed it for. In practice, it’s not that big of a deal, but in principal it’s huge. I like to fully own my motorcycles.

      • Ulysses Araujo

        Today many bikes come with CAN (CAN-bus, canbus etc.) wiring. It’s used in cars too so there are lots of apps and adapters to hack into it and check for error codes, delete them etc.. Not sure it’s possible with most motorcycles, but it is with beemers (look at beemershop.com).

    • 1/2Nelson

      Was thinking about getting the s1000r or r1200r this summer. Do you know if these also have to have thier oil change light shut off at dealer? Anyone know the answer to this?

  • Old MOron

    Does the H2 really weigh about 80 lbs more than its rivals? When they partnered with KHI, they should’ve eased up on the H. Sheesh.

    • DickRuble

      After all the endless stupid videos and ballyhoo, Kawasaki presented a dud. Less power in a heavier package at a premium price, with fewer features… That’s why they’re called Heavy Industries..

      • Stuki

        Dud my rear. It’s not designed to be a WSB racer, hence probably less good at WSB racing than bikes that are.

        But as a stupid fast streetbike? Based on what I’ve seen so far, it would be my pick of this litter for a cannonball run.

      • Justin

        A dud he says!

        the first factory supercharged bike of any consequence in a generation, easily tunable to far surpass in power any other bike in production, and its a ‘dud’?

        oh and just an fyi kawasaki makes everything from parts for the international space station to jets to submarines you twit, not bleeding oil tankers.

        • DickRuble

          “easily tunable?” You’ve tuned one? Let us know how you did it.

          • Ser Samsquamsh

            I wouldn’t go so far as “Dud” as the H2 has exclusivity and wild design. When you show up at Tim Horton’s on your supercharged, mirror black stealth bike covered that’s covered in blades you will certainly be noticed. Other than exceptional pose value, the numbers certainly don’t seem to support the extravagant marketing push and price tag.

            Maybe it’s less excruciating to sit on that a Ducati?

          • DickRuble

            If attention grabbing is your thing, any batmobile will do. You’ll get the desired effect if you show up at Tim Horton’s riding a backhoe painted pink.

          • Ser Samsquamsh

            Blinged out Backhoe is a super idea but wouldn’t fit in my garage.

          • http://generationfrustration.com/ Jay Bailey – AKA Frustrated

            You can boost any bike you want. Hell, I had a late 90’s GSXR 1100 back in the day running low boost and cranking out seriously scary hp.
            There are busa’s out there making 500+ hp for a fraction of the price of this bike.
            I would personally like to see less weight (400 – 410 wet), 160-180 rwhp bikes for an affordable price with some personality.
            Every gen bikes seems to be getting heavier, more expensive, and less user friendly. Most of us like to change our own oil and work on our own bikes.
            Dick’s right. Cool bikes, but the hype seems to always be more impressive then the actual bike.

          • Vaughan Elphick

            Couldn’t agree more with everything you just said. More tech goes into it the more the price gets jacked up, the less people can afford it. I’m still riding my 2007 Honda Repsol Fireblade because well, it was the last Honda I liked the look of (originally owned the 2005 when it first came out but a taxi soon ended that), not really a fan of paying for all this extra stuff, it should be at least optional so the ones who do not want it, is not forced upon us and we can save our hard earned money. Horsepower, awesome, fuel savings, sure (but bit less important) handling YES of course, looks, always, but the rest is meh.

          • http://generationfrustration.com/ Jay Bailey – AKA Frustrated

            RIP 05 RR. I’ve been there and it’s heartbreaking. This said, I’m with you. I went from a boosted monster with 250ish rwhp to a few different liter bikes. I finally ended up on a k6 gixxer thou.
            Box stock the bike was awesome, but I’m a modding kind of guy. This said, I swapped out the brakes, added a Akra exhaust, filter, 520 swap, cams, some light weight disks, chain and sprockets, threw a PCIII in there and dyno tuned it.
            Trust me, this bike is more than enough for any mere mortals and while it is super powerful it is still usable (for the most part). Keep in mind I bought this bike off some older guy who put a few hundred miles on the clock but sold it because it scared him. I picked it up in 07 for 6000 cash. I then threw a couple grand in it over the next few years and now have a bike that I own outright that can more than hold it’s own against any bike out there (including 2005 crop). And I did it for about half of what some of these bikes are now going for. Additionally, my TC is my right hand.
            This will be my last sportbike as my back is beginning to show war wounds, but I wouldn’t sell it for the world. And in a time of financial downfall you would have to be a complete idiot (or quite affluent) young person to throw 20 grand at a sportbike when you could build a one off which would be faster for half the price.
            Just my two cents.

  • Ltheman

    Where is the 2015 MV Agusta F4RR?

  • WTF

    Hey guys, ducati is not liter bike, is it?

    • Kevin Duke

      Not technically, no, but it’s derived from the same platform as the one raced against 1000cc Fours. Should we have left it out…?

      • Steve Cole

        No, it’s in the power class. That torque, tho…

        • DickRuble

          A Caterpillar quarry truck has about the same power..

      • DickRuble

        The answer would be yes:
        A. it has a 29% bigger engine. It’s a Kawasaki 10R + a Ninja 300.
        B. It’s likely to cost significantly more (50%?) than the others.
        Different class, size wise and price wise, it doesn’t really belong.

        • TechGuy5489

          The Duc is 19k. The S version is 25k. If you’re a serious track rider or racer you’re more than likely going with the base version and upgrading the forks on your own.

          Cost significantly more? It’s the most feature rich base bike in the group according to this table.

      • WTF

        Perhaps leave it out if it is liter bike comparison…

        I do see your POV, that these are the flagship speed demons. But I feel the Duke is playing a slightly different game, though with good results! Drooling over all of them!

      • sedir

        yes you should.

        • Kevin Duke

          Okay, then feel free to ignore the Duc’s column! :)

    • cathries

    Regardless of the specs ,its really hard to warm up to the H2 looks.

    • Stuki

      It’s funny, but what struck me as a bit surprising, is that for 2015, it is the 2 Big4 Japanese bikes that look exciting.

      The BMW and Aprilia look functional but booring as heck. And the Duc just looks like a contorted pile next to the R1, which is rolling functional race sculpture. While the H2, in real life, looks like a million dollar Bugatti Veyron, in the midst of a group of stripped down track toys.

      It’s a complete reversal from only a decade ago, when the Big4 bikes all looked the same, while the Euros, Particularly Ducati, were holding up the design end of the business.

      • Steve Cole

        The Aprilia looks boring?! The H2 looks awesome? Wow. Talk about subjective looks.

        • christian

          looks has always been subjective

        • Justin

          having seen the H2 in person it’s definitely much better looking in the flesh, the aprilia is also to die for.

          Don’t knock it till you rock it

        • Stuki

          Doesn’t the Aprilia just look like any old modern racebike? It has bling parts, but to my eyes, the bike frame and shape itself might as well say “Yamaha Deltabox Anno 1990” on it…… With a similar era Yoshi Carbon slipon added to it…..

          The R1 looks half as long as the Aprilia in real life. Talk about compact little rocket. The “upright” styling gives it proportions more like a 600 than a liter. Like it could (almost) make sense on a cart track.

          And the H2 in real life looks insanely “special.” It looks like it costs twice what the others do. It does look too big and heavy (and with those intricate, thinnish trellis tubes, too flexy) to be much of a superbike racer, but man does it look like it’s approaching the sound barrier even when standing still. In all honestly, with the green frame and foot deep, almost translucent paint, it looks somewhat like what I would imagine a bike made out of a top secret, radioactive military metal would look like……

          • Steve Cole

            Not to me, it doesn’t. I haven’t seen either of the others in person so until I do, I reserve judgement. But saying the RSV4 looks like any other bike is just… no. It really doesn’t. I have seen just a hint of what the H2 looks like in the video they posted of it on the road… the way the light plays off the surfaces is indeed special, but often a bike looks different in person than it does in images.

  • Steve Cole

    Apparently MO has forgotten that when Aprilia brought the RSV4 to WSBK, they had a manufacturer’s protest because they figured that the bike was a MotoGP bike. Then Aprilia sold it on the dealer’s floor with identical frame and engine layout, and the protest got chalked up as “bunch of whiners.” R1 is getting headlines for that now, but Aprilia’s bike is no less advanced, it just showed up 5 years earlier (and has a real V4).

    • Kevin Duke

      The e-suspension note applies to racers, but I’ll bet 98% of these bikes are never raced. I’m sure we’ll love the new RSV4 even if it doesn’t have it!

      • Steve Cole

        You’re probably right with the S1000RR but not the RSV4 or the Ducati, I see a pile of them at the track and virtually none on the street. Oddly, the S1000RRs are being replaced by ZX10Rs on the track, it seems. Here in Canada, at least. My Factory gets on track for about two days a year (so far) but that’s primarily because I have two race bikes … if I didn’t have $25K into the RSV4, I’d set it up for track. Then again, this new one sounds like it’s even more track-focused and that 16hp is surely focused at high revs, which the “old” bike was clearly out of breath at, meaning that sprocket changes will also be to better effect. Head porting and cam timing should get me that on my existing bike, if I want it. BTW, wasn’t it about 5-6 years ago that magazines were running articles about how the last days of 180hp+ bikes were upon us? Thanks to BMW for ushering in the age of stupidbikes, if nothing else we all owe them a debt for that.

        • Aimless

          Why do you think the S1000RRs are being replaced and not raced? They seem perfect for the track.

          • Steve Cole

            Cost. Also, reliability. I’ve seen two eat a gearbox and several engine failures. I’ll never forget the sound of a rod beating its way out of the engine block while the owner tried to get his bike into his toy hauler. It haunts my dreams. lol

          • http://generationfrustration.com/ Jay Bailey – AKA Frustrated

            RIP 08.

          • Vaughan Elphick

            That was with the 2013 S1000R the rod issue, not the 2014 or 2015.

    • Jay

      why swap out e-susp for racing?
      I was willing to pay extra for the e-susp (s1000rr) but that 1299 looks very enticing and probably for the same price but lacks the e-susp (‘s’ is too expensive for me)

      • Steve Cole

        It’s not predictable and often does the opposite of what the rider wants. On the road it can be nice (apparently) but most reviews of the electronic suspensions for supersport bikes are “meh.”

  • JD

    Apparently a lot of people commenting about these bikes don’t know how
    to have fun. I think it would be awesome to ride ANY of these bikes
    regardless of brand. A track day with ANY of these bikes would be a blast. Purchasing ANY of these bikes would be satisfying.

    • Ser Samsquamsh

      For the first time in ages you can tell these bikes apart. They have some genuine personalities and interesting visual designs.

  • TechGuy5489

    So the Ducati has the most power, the most torque, weighs the least, has better brakes, already has a well established aftermarket, and only lacks launch control and slide control compared to the competition…

    I’m sure people will call it overpriced though. 18k is clearly too much for all of that.

    • MrPanda415

      $22k otd for the Base and probably $29k-ish otd for the S

    • Stuki

      As well as the weirdest powerband. Particularly at anything less than wide open throttle. Ducati guys are fast on them, so it’s not like they’re bad, but the average track junkie don’t start out on a $20-30K Italian twin, and coming off the stereotypical Gixxer 600, or even SV 650, the Panigale motor (and chassis) “takes some getting used to.” Then there’s the cost of that established aftermarket…….

    • Vaughan Elphick

      They said that last time also and it was just a bunch of BS. It was all power on paper, you put it on the dyno and it was all round BS. The only thing it had was looks, got beaten on the road, on the track and on the dyno and was the most expensive of them all. A LOT of Ducati owners were PISSED and rightfully so, my brother was one of them and sold his bike and will not be looking back (and he was a lifelong ducati fan and owner)

  • Jason Banks

    My brother and I each purchased an 1199R. Wish it was listed here. Great bikes to go hit the mountains with by ourselves for a couple hours in sport mode and then switch to track mode and do a couple track days each month. Of course for two up another bike is necessary. The Multistrada really has my attention, can’t wait to see it in person. All these bikes are awesome though, I’d buy them all if I could.

  • DickRuble

    I was hoping Kawasaki show a 750cc supercharged that has 100hp 100 ft*lb in less than 450lbs wet, with an upright riding position and wind protection. I would’ve bought one. Their H2 is just pointless (see arguments in a reply to a posting).

  • Funguy

    I think these bikes would be more interesting if they didn’t have ABS or any of that other weenie stuff. They have amusement parks for people who like physical thrills without having to exercise skill.

    • fastfreddie

      In real world,you apreciate ABS.Track on the other hand,I’m with you.

    • Stuki

      Turn ABS off once tires are warm. My biggest gripe with all the other electronics, is they largely require RideByWire. Which, in every implementation I’ve sampled so far, feels really anesthetic and remote compared to direct setups. Even if you turn off all the aids, you still won’t get your throttle cable back :(

      But full literbike stonk on a track, is one of those times when “feel” subtleties kind of take backseat to sheer control and ability anyway, since you can always compensate for “boredom” by going faster……..

  • cathries
  • fastfreddie

    Have honda discontinued the blade?Seems like every article here,honda is ignored lately…

    • Steve Cole

      No, but it’s the same old bike now since 2008 with minor changes, and doesn’t compete well at all with the more recent bikes, at least on a race track. Or for sheer pleasure.

      • Hiya

        I bet Jodi Christie would beg to differ, the RSV4 was usually eaten alive but maybe it was rider

        • Steve Cole

          It was the work done to the engine. If you’re talking about CSBK, that was a stock, privately owned RSV4 versus a CBR 1000RR that was not only modified considerably, but torn down and freshened on a per-event basis. It helps to understand the back story and also the resources of the people involved.

      • fastfreddie

        Really?!The SP looked to me as one seriously cool track/street bike.Wonder if hype is getting to MO…

        • Kevin Duke

          I’m confident in saying the SP is a terrific machine, but American Honda never put one in its press fleet. As for Honda being ignored on MO, I don’t think there’s a single model we haven’t tested, aside from the SP.

  • J. Nolan Miller

    I can’t believe the EBR 1190RX isn’t listed here, we are in america right?? It has 185bhp with 102 ft-lbs of torque and is an absolute beast on the track and street. I know at this point its not as new as these other amazing machines but should never be forgotten. I for one can’t wait for the next version, if the past is anything to be judge by the next EBR will only be more of a true blue monster on 2 wheels.

    • Kevin Duke

      Yep, the RX should’ve been in this list. We got distracted by all that was new at EICMA that it slipped our minds.

      • mog

        I will grudgingly try not to rub salt into the still festering wounds but….
        you now have another chance (I hope for more than a year or so this time) to vindicate your journalistic credibility by including a new 2016 EBR 1190RX in the mix. The EBR 1190RX may not come in first or even near first but should be a positively nifty ride for those that have the talent…. that means, I hope YOU get to ride the USA beast.

        Oh, Splitlath Racing at the IOM TT and remember this…. ‘Splitlath is racing EBR 1190RX in the Chinese Pan Delta Superbike series (the race track stands are packed to standing room). The EBR’s are winning virtually everything against the big major factory efforts from big players. EBR is gaining huge respect there.’ That is a paraphrase from Splitlath Racing. Right now the Chinese got the money.

        You may want to cover those races too. The new Chinese market is not only well funded (with a lot of our money at that) but highly and technically savvy.

    • 1/2Nelson

      First thing I noticed when I looked at this article? Where the hell is the ebr?

    • TechGuy5489

      What’s that Nostradamus?

      Admittedly it probably should have been in the list… then removed from the list when EBR closed again.

  • Mark

    to quote ricky gadson, “i think the hp number for the street h2 is definitely a politically correct number. i know what 200 horsepower is and that isn’t it. it’s a whole lot more.” he got .15 seconds quicker on the street H2 than his own personal lowered zx14 and he couldn’t get fully on the throttle until the end of the race, and that’s in the 1/8 mile! he also said the h2r was also more powerful but that it wasn’t as much as the numbers would have ya think. i would strongly bet curb weight being what it is it’ll still handily fry the other liter bikes in any straight line. i also bet for most people taking the bikes to a track day the h2’s weight won’t be the limiting factor, in fact i’m sure of it, the limiting factor will be the rider.

  • http://generationfrustration.com/ Jay Bailey – AKA Frustrated

    I don’t understand the horsepower wars and haven’t in some time. Liter bikes attained an almost uncontrollable power to weight ratio 10 years ago. Short of professional racing, none of these bikes needed more hp.
    The electronic nannies and suspension upgrades is what makes the newest generation of liter bikes exciting, in my opinion.
    This being said, the price tags are simply to high at this point for a box stock bike. You could buy a 5-8 year old bike and have 10 grand left to play with and mod the hell out of for the price of these factory efforts.
    If you’re buying for a track weapon, 16-20 grand is a pretty big nut to crack for a bike that it most likely going to end up skipping across the track at some point.
    Don’t get me wrong, I respect all these new bikes, but the price tags are getting a bit steep.