The Most Focused and Unbridled Superbikes

The superbikes of the mid-late 2000s existed during a celebrated time in the evolution of sporting motorcycles. 

There were a few favourable conditions that existed during this era of superbike. The S&P 500 along with the TSX were on the escalator ride up, people had disposable income, and superbikes were selling in meaningful numbers. At the same time, forward-looking manufacturers had the R&D budget to produce a completely new or heavily revised generation of their flagship sportbike every two years. 

Superbikes are production vehicles built to race series specifications, are later modified, and then raced in the International Motorcycling Federation Superbike World Championship. The Superbike World Championship was popular and riders bought the motorcycles that they saw winning on the race track.

The appeal of riding sporting motorcycles typically comes from the desire to experience a connection between the rider, machine and the road. The directness of this connection comes from fewer tiers of separation, not more. Before the mid-late 2000s, about the only rider safety aid was an Anti-lock Braking System (ABS), which was steadily gaining mainstream adoption starting in the early 2000s.

During the mid-late 2000s, superbikes were not yet laden with layers of electronic safety nets between rider and their machine. Active rider safety aids were fast approaching and arrived on superbikes in the form of traction control on the limited production 2008 Ducati 1098R and later on the regular production 2009 Ducati 1198 and 2009 BMW S1000RR.

The superbikes of the mid-late 2000s existed before the inclusion of highly integrated active rider safety aids such as: traction control, rider selectable reduced power modes, rider selectable engine braking intensity, 6-axis Inertial Measurement Unit (3-axis accelerometer and a 3-axis gyroscope), lean sensitive ABS, wheel selectable ABS, ABS intensity selection… The list continually gets longer.

Additionally, motorcycles were without the restrictive emissions standards of Euro III, which were released in 2006 and showed up in 2007 model year motorcycles. This required the use of weighty three-way catalytic converters. Not only did Euro III rob power but it also added weight. Weight was vanishing off superbikes, while additional power was appearing, up until Euro III.

However, there were two notable inclusions in this era of superbike that were beneficial to riders:

1. Mechanical carburettors were replaced by electronic fuel injection which allowed for more precise engine air/fuel metering and thus predictable power delivery, regardless of elevation changes during a ride. 
   
2. Motorcycles used cables attached to the throttle for an agreeably direct connection between your right wrist and the power at the rear wheel. The replacement of this mechanical throttle cable connection coincided with Euro III in 2006, when Yamaha introduced Ride By Wire (RBW) on the YZF-R6. RBW put a computer between your right wrist and the engine. You request some power through your wrist, and a computer calculates how much to open the throttle plates attached to the engine. RBW allows for attributes that many riders find beneficial: less peaky power delivery, reduced throttle sensitivity, improved fuel economy, and emissions compliance among others. RBW paved the way for future electronic inclusions such as: electronic cruise control, traction control, softer throttle response, reduced power riding modes...

A case could be made for the superbikes of the 90s existing during a similarly high point in motorcycling. The 90s bikes were ever so slightly less race focused, were often used for the urban grind, and some even had acceptable ergonomics. The 2000s is when superbikes became single minded and focused. The 90s bikes made substantially less power than the superbikes of the mid-late 2000s which made the power easier to control, even if they weighed more than their successors.

While carbureted bikes run smoothly and are considered more analog than electronically fuel injected motorcycles, there is a meaningful downside. Some 90s bikes are over a quarter centaury old, regular carburetor tuning requires a willing shop mechanic, and is starting to be known as a dark art. Carburetors are the most meaningful change between the historical Tune-Up and modern Scheduled Maintenance.  In a world where few people change the oil in their vehicle themselves, asking someone to learn how to rebuild and tune 1-4 carburetors is a big ask. Not all motorcycle mechanics will fully rebuild a superbike carburetor and tune it, and if they are willing, it’s a medium sized mechanical task.

The electronically unrestrained superbikes that were manufactured leading up to the implementation of Euro III and integrated active rider safety aids are currently being identified as the pinnacle of focused and unbridled superbikes. The unquestionable end of analog. They are certainly modern classics, and while being almost two decades old, when in the hands of an experienced rider, they will hang with completely modern bikes on the track.

While almost every superbike of this era is desirable, few stand out as being truly iconic. Let’s work our way through a narrow window from the mid 2000s up to the implementation of Euro III, identifying the most notable superbike each year had to offer.

Photo credit Kawasaki Motors Ltd.

In true Ninja form, the 2004 Kawasaki ZX-10R packs it’s punch where the engine speed is precariously close to hitting hitting the 13,700 RPM rev limiter. The top end rush from 9,000-13,000 RPM is where the magic happens, the only problem is that is you have to be at the top of every gear to access it. Not great for keeping your licence when that engine speed in first gear is likely to break every speed limit in the country. Frist gear tops out at about 104 mph or 164 kph. The power is raw, builds quick, and hits hard. Great for those who control traction well with their right wrist, and for the less experienced, they end up in the weeds. This isn’t a bike that flatters you, it amplifies your shortcomings as a rider, and requires your constant attention. At low speeds, the on/off throttle position is a bit like a light switch, not that this bike was made for low speeds.

The ZX-10R couples the shortest wheelbase in the liter bike class of 2004 with steep steering geometry that resulted in some riders noting concerning head shake when pushed harder than any responsible rider would on public roads. Many riders installed a steering damper and never looked back. Others told Kawasaki that the bike should have had one from the factory. 

The truth is that with its close ratio gearbox, stiff suspension, steep steering geometry, radial mount front brake calipers, short wheelbase and top end sizzle, the ZX-10R was actually built for the racetrack, and is a bit of a handful on public roads.

The type of bike that makes you feel alive, what could be finer? Before buying one, check specifically for seized brake calipers, warped rotors, or a seized suspension linkage.

Photo credit Suzuki Motor Corporation

You knew that the 2005 spot would be held by the GSX-R1000, you also knew it would have the blue and white paint scheme. The stunt bike of choice is also the most iconic, and for good reason. The reliable K5 “Gixxer” engine was of a long stroke design that provided strong low end torque with potent mid range unlike the others. The power was generated and delivered to the rear wheel in a smooth, predictable, and accessible way. Just the ticket for urban or track work. This long stroke engine is so iconic that Suzuki is still producing variations of it almost two decades later to equip new models. This Gixxer also came with sensible ergonomics, but only in comparison to the other motorcycles on this list. 

This evolution of the Gixxer was only produced for the 2005 and 2006 model years as the competition was progressing as fast as ever. The next update came to the 2007 GSX-R1000 when it was saddled with 13.3lbs of additional weight, mainly due to aesthetically pleasing dual undertail exhaust and the required plumbing to meet Euro 3 regulations. The 2007 iteration became more of a high rpm rocket than a torquey mid range bruiser. Maximum horsepower was increased by about 20hp, but now accessible 1000 RPM higher than in the 2005-2006 models, and peak torque was down by a negligible amount. 

Not all is perfect for would be K5 and K6 owners. A known issue is frame welds failing on the 2005 and 2006 model year GSX-R1000. Suzuki issued a recall on a VIN range of 2005 and 2006 bikes, with undamaged frames being fitted with a brace, and damaged frames being replaced with a new braced frame. Maybe frames cracked because these bikes were easy to wheelie or maybe it’s because some wheelies were landed a bit forcefully, both reasons are likely true!

Photo credit Kawasaki Motors Ltd.

Let’s go against the grain and instead of defaulting to the sublime 2006 Suzuki GSX-R1000 (that would be too easy, it was basically the same as the 2005 model), and instead make a unique case for the 2006 Kawasaki ZX-10R, while understanding that the 2006 Suzuki GSX-R1000 is preferred by many.

Kawasaki listened to their customers and made the changes that the owners of the 2004 ZX-10R and 2005 ZX-10R requested for the 2006 evolution. Most notably, to tame the front end, Kawasaki added the often requested steering damper, and strengthened the steering head while moving it forward. The engine mounts were located higher and farther forward, the swingarm pivot was raised, and the wheelbase remained at short at 54.7 inches.

Additionally, the short-stroke engine was tamed slightly with revised throttle bodies and an increased weight flywheel. All these changes resulted in a bike that was easier to ride and smoother than the 2004-2005 iteration. The bike was still an uncomfortable hellion, now with heavier dual undertail exhaust, a revised front facia, an updated dash with included lap timer for track days, and a more durable front brake system. Beware, it made more horsepower and torque than any of its inline 4 stablemates in 2006, and weighed more than the 2004 and 2005 ZX-10R, while being just as ergonomically demanding.

Photo credit Ducati Motor Holding S.p.A.

After the 1098’s predecessor, (the 999) was harshly singled out as being unaesthetic, the 1098 brought back the iconic Italian styling of previous Ducati superbike generations (the 916, 996 and 998) with graceful bodywork and the signature single sided swingarm. 

Like all dry clutch Ducati superbikes, the 1098 is like a shark, it needs to keep moving. At residential speeds heat radiates from the engine and the undertail exhaust, eventually the dry clutch overheats and becomes unruly, and you remember you are sitting on a running engine. Soon after entering heavy traffic or coming to a stop, the radiator fan kicks in to save the engine and the rider is sacrificed with heat from every direction. 

Traffic is the enemy, as are playground zones, neighbourhoods, urban streets, the work commute… At 160 kph or 100 mph the 1098 transforms from suffering to sensational. It was intentionally designed that way for track duty, Ducati also sells street bikes. 

The 1098 produced 90.4 lb-ft of torque, delivering the highest torque to weight ratio of any superbike in 2007. The front brakes provide precise feel at the lever as they were equipped with rigid Brembo Monobloc calipers (machined from a single piece of alloy), the first ever for a production motorcycle. The riding position is just as committed as you imagine, but the trellis frame delivers excellent feedback and provides self-assurance.

The Ducati 1098 was produced for model years 2007, 2008 and 2009. A 1098 S model (pictured above) included lightweight Marchesini wheels, upgraded Swedish Öhlins suspension anodized in gold, a carbon fibre front fender, and the Ducati Data Analyser as standard equipment to log data from your track sessions. A limited production 1098 R model added to the S model with many upgrades including a larger 1198.4cc engine, revised trellis frame, upgraded suspension, and Termignoni slip-on mufflers with a tuned ECU. Most notably, for the first time ever on a production motorcycle, the 1098R included race specification traction control. In 2009 the 1098 was succeeded by the 1198 and included traction control as standard across the model range.

The Ducati 1098 was produced to meet Euro III emission standards and was equipped with the required catalytic converter. So why then the inclusion on this list? The 1098 was (and still is) generally agreed upon as being the superbike to have in 2007 and was without the inclusion of active rider safety aids. Additionally, Ducati sportbikes are known to be delivered from the factory in a corked state, and any ducatista knows that the bike runs “the way it should have from the factory” with an airy intake, lighter *HINT* exhaust, and a tune. Between parts and labour in late 2022, the price of admission for the aforementioned improvements is a few thousand dollars if the previous owner hasn’t already taken that ride. 

The 1098 is a reliable bike when maintained correctly its entire life, mine was. In fact, Ducati made some optimizations to production right around 2007 that the 1098 was the recipient of. Ducati also noted longer service/maintenance intervals, but the 1098 requires considerably more wrenching than a 2022 Ducati or its Japanese rivals.

Lack of documented service is undesirable, as the bike may be due for a Desmodromic valvetrain service or cam belts. Desmo valve clearances require a check/adjust every 7,500mi/12,000km, and the timing belts require replacement every two years or 15,000mi/24,000km whichever comes first. 

On early models look out for rust on the lower shock mount from water pooling on the swingarm, and ensure the lower shock mount nut isn't seized but is lubricated. For this single sided swing arm bike, ensure the eccentric adjuster isn’t seized, and that the pinch bolts were not over torqued as this could damage the eccentric adjuster and/or crack the swingarm. Ignition relays are known to be problematic as is the fuel pump, and the fuel tank breather, all child’s play.

Be sure to install an open clutch cover, if you know, you know!

Honourable mention goes to the 2002-2003 Honda CRB 954rr. It was designed by the “Father of the Fibeblade” Tadao Baba, which allowed for enviable agility and lightness. I wouldn’t call it focused and unbridled. More useable, flexible, and exceptional!

Keen readers will notice that the Honda CBR series and the Yamaha R1 didn’t make an appearance on this list. The reason is obvious. They dominated the best bikes of the 90s and would easily take top spots for the 1993/1994 Honda CBR900rr and 1998-1999 Yamaha R1.

Who would even want to ride such a focused and unbridled superbike anyway?

The siren song of a current superbike redlines at about 14,500 RPM, while those of the mid-late 2000s redline in the 13,000 RPM range. 

The attraction is strong to the most agile and powerful of motorcycles, but it’s no place start a lifelong journey on two wheels. Over the past 7 years as a licenced motorcycle instructor, I’ve seen the exceedingly rare new rider show up for lessons, touting that their first bike, waiting at home, is a superbike. All too often that same rider later tells me that the bike is too powerful, scares them, has been sold, or similar. 

Riders who start on race bikes are disadvantaged from day one as they don’t need to learn how to exploit the engine’s powerband, shift below where a race bike on a racetrack would be (to understandably limit power generation), and generally ride around the capability of the motorcycle. I recall a fateful case years ago where a young man was on his first ride on a superbike that his parents had just bought for him, was speeding excessively, and lost control. Rider training and consultation on an appropriate motorcycle (some of the many services that Moto Forensic contracts worldwide) could well have prevented that end.

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