This year, Yamaha’s YZF R6 got a few tweaks in an effort to add mid-range power boost, they incorporated over 50 changes aimed at increasing engine power and durability, as well as reducing an engine’s arch nemesis – friction. while still retaining its class-leading high-RPM punch, including a higher compression ratio, Yamaha’s Chip Controlled Intake (YCC-I) and Yamaha’s Chip Controlled Throttle (YCC-T). These changes helped the R6 to break the 170 mile-per-hour barrier. This is the first for a 600cc machine.

What was unaffordable, cutting edge technology just a few years ago now sits resplendent on a bike you can pick up from a dealers and ride away for less than ten grand. Honda have continued their process of slow refinement and development with the CBR 600 and this year’s model is almost identical to last years, slightly heavier, up a few pounds from 2007 (depending on which Honda site you get info from) and the rake has been changed slightly from 23.7 degrees to 23.55 – hardly enough to be noticeable. Honda are selling their 2007 model alongside the 2008 and with so few small changes apart from the color scheme, they have sensibly priced the 2008 a mere $100 more than the ’07. Apparently Honda’s current policy is to only make significant model changes every second year and 2007 saw a major revamp. It does look good in black though.

The Honda CBR 600 has had consistently good reviews since they introduced the model and with good reason. There are a selection of reviews from the 2007 launch at the bottom of the page – still applicable as the CBR 600RR has not had any significant changes this year. CBR600’s have been winning accolades and awards all round the world since 1987.

The CBR600 was the club racer’s choice the moment it was released. Cheap, fast straight out of the box, and reliable. Easy to set up doesn’t even come close. Literally open the crate, put it together and you have a competitive machine. On top of that, they hardly ever blow up. In 2007, Ian Hutchinson broke the Isle of Man TT race record in the Supersport/Junior class with a race winning 123.225 mph average speed on the HM Plant Honda CBR 600 – On what is basically the same bike you or I can buy.

If you want a fast, reliable mid-sized sports bike, the Honda CBR 600RR is hard to beat.

The Yamaha R6 has always been a machine of few compromises, and that’s why we’ve always loved it. It also explains why R6 sales now account for 51-percent of Yamaha’s sportbike pie. But as Honda’s CBR600RR showed in this year’s Supersport Shootout V, a bike with compromises sometimes can edge its narrowly focused competitor.

Not happy with being relegated out of the top spot, the R-six is back for ‘08 with some substantial changes that aim to bring the bike back to the front.

Visually it’s difficult to distinguish the new R6 from the old. Yamaha recognizes that since its major overhaul in ‘06, the R6 has become a rolling icon – best viewed at any angle. So instead of messing up a good thing, the Tuning Fork designers chose to make some very subtle tweaks that further enhance the machine’s clean, yet edgy, look. And unless you have the two bikes side by side, it can be difficult to spot the changes.

Up front, the upper cowling had been reshaped and the rearview mirror mounting points have been relocated from the fairing itself to the fairing support stay. The side fairings have been slightly modified and have an upper edge that reaches farther forward, which smoothes out the aerodynamic package. The already miniscule tailpiece has been tapered, which completes the stealthy radar wave deflecting image.

Despite its nearly identical appearance, underneath that slick new bodywork lies an entirely new chassis. Everything from the fork, lower triple clamp, frame, shock, swingarm and even the subframe has been reworked in order to extract maximum handling performance out of the slightly-heavier 366-lb machine (claimed dry weight).

We’ve always been impressed by how nimble and precise the R6 chassis has been, but up until now that sharpness has come at a price – overall stability. This was especially noticeable when speeds extended into triple digits.

Yamaha acknowledged the problem and the new black deltabox aluminum frame has been tuned for more rigidity in some areas, less in others. Despite the tweaks, the frame retains the same asphalt carving 24-degrees of rake, 97mm of trail and 54.3-inch wheelbase. Steering head and motor mount areas have been reinforced helping to make them more rigid. The main frame cross member has been removed and frame wall thickness has been slimmed by 0.5mm which helps to optimize frame rigidity.

The rear subframe is now made of magnesium (a first for a Yamaha production motorcycle) and weighs over a pound less then the cast aluminum design it replaces. A pound may not seem like much, but every little bit helps in the never-ending quest for optimum mass centralization.

One specific technological innovation that trickles down from the R1 is Yamaha’s Chip Controlled Intake (YCC-I). The system varies intake funnel length from tall (66mm) and short (26mm) position when throttle angle input is greater than 60 degrees and engine rpms are greater than 13,700. This means engineers no longer have to make a compromise between top-end and mid-range intake tuning, giving R6 riders the best of both worlds.

So, if you don’t like this year’s ZX-10, talk to Yanagawa, although from where I’m sitting, there’s not much wrong with it. Yanagawa himself gave it glowing reviews after his first test ride.

made for wheelies .

Kawasaki Ninja ZX-10R Site

So what’s new for 2008? Pretty much everything actually. A new engine for starters, which includes secondary fuel injectors, oval throttle bodies and reshaped intake ports. A new exhaust system and ram air ducts to increase intake flow. A slipper clutch and improved gear ratios allow more aggressive down shifting and better power delivery.

And to go with the new engine is an all-new frame setup including a new two piece sub frame, a new swing arm (pressed instead of cast) longer steering tube, and increased strength to the main frame by using increased wall thicknesses, and changes to the frame stampings.

New forks, new rear shock, bigger, thinner brake discs and new wheels that are squeeze cast, whatever that is. And to top it all, a complete new styling package

All this means – lighter, more aerodynamic, more powerful, better handling. In short, faster. The 2008 Ninja ZX-10R might bear the same name as it’s predecessor, but that’s it. All-new, all-fun. I can’t wait to get my hands on one.

So what do the reviewers think? Awesome just about sums it up. There is a review by motorcycle.com in the links box, but they loved it – “smaller, skinnier and sharper,” is how they describe it.

Kawasaki’s plans for World Superbike domination rest on this bike, and how well it performs will soon be seen. With the WSBK rule changes for 2008, it will be interesting to see if a four cylinder can stay the course against a larger capacity V-Twin. Either way, it’ll be fun to watch. This is Kawasaki’s official WSBK entry for last year, the Neos Banca Ninja ZX-10R – 10 kilos lighter than the stock bike, tell me you don’t want one and I’ll call you a liar. I wonder how much they want for last years bikes?

Based on the street-legal 1098S, the R has been overbored to 1198cc, increasing from 104mm to 106mm with a stroke value of 67.9mm. That’s a staggering 1.56 ratio. From a twin, in fact, this is the most powerful twin cylinder in history.

Ducati Links: Ducati Corse Ducati Home

The road legal 1098S is only slightly less impressive. The 1098 introduced a number of ‘firsts’ for Ducati and production sport bike design. The 1098 was the first production motorcycle fitted with Brembo Monobloc brakes, the first to have a data acquisition system integrated as standard equipment and the first to use an ingenious construction method for its weight-saving single-sided swingarm. Fully adjustable Ohlins FG511 forks with low friction Titanium Nitride treated sliders. The list is endless.

The 1098S is a race bike, make no mistake – it might be fitted with street legal lights, exhaust and a license plate but it’s a race bike. The riding position forces the rider to mould to the tank and seat, crouching behind the fairing. The chassis responds almost as though you were transmitting the commands telepathically and gives all the feedback you could ever require.

How could you not want one of these? If you don’t want one, there is something wrong with you – see a doctor immediately. The 1098S is almost worth getting divorced over. There are plenty more where that one came from, but a Ducati 1098 is for life. The only really difficult decision is whether to buy a black one, or a red one.