The GSR R 600 is the only supersport bike which hasn’t gone through much change in the last year . . The bike from Hamamatsu still shows superb agility and great stability . Excellent dynamics and being build for track use , one of the key advantages are aerodynamics which are far superior to the other Japanese suersports . Though engine rpm increases very smoothly with the throttle open, and also the one with the least pulling power .

Save for this aspect , the GSX – R600 feels manageable and easy to ride within few minutes . The brakes are bit spongy , although the precision while braking into corner is one of the best in the category . With fantastic stability accelerating through an elevated corner is extremely easy . The time don’t represent the GSR-X demeanour and one really can’t judge by the chronometer since its also possesses a weak mid-range which held it back from clocking some decent lap times . The GSX-R600 is a very complete bike in every sense of the word being very easy to ride in any condition .

THE RSV 1000 R Factory is probably the nest bike space-wise especially if ridden with a big rider aboard. Thanks to its ample space, the tallest riders can man-oeuvre freely without problem. It also provides perfect aerodynamic protection. Earlier with the 750 the Italian bike used to feel a little underpowered but with the new liter class engine it finally has the power to match an excellent chassis making it one of the fastest bikes around the Ricardo Tormo circuit, so fast in fact that it is just tow tenths of a second off the pace of the Ducati. The maximum speed of 254kmph is in fact nearly the same as that of the CBR1000RR, an engine slightly more powerful in a superior category.
It’s also true that smaller riders have difficulty in adapting themselves to the Factory. More than its riding position, it is treated as a very physical bike, its dimensions, general rigidness and the weight require extra effort to move her from one point to another rapidly. And for good measure the Factory compensates with excellent dynamics and dire4ctional stability. The MV is a fine handler, one of the best and not just in its category, with an almost telepathic front end feel. A clear effect of the excellent components of the Factory, especially its beautiful upside down Ohlins at the front.

THE times clocked by the 999s in its classification in the hands of different riders is comparable to those in the superbikes category such is the excellence of a fantastic motor and cycle package. And this beautiful Ducati adapts itself perfectly to the characteristics of a circuit like this on in Valencia. Its entry into a corner is very swift, so much so that it compensates while moving on to the outside where it uses the least power. The excellent ergonomics of the body hugging fuel tank and with the rear end quite low, makes you almost feel like a part of the bike. Also it is one of the few bikes in this Master Bike in which is impossible to scrape the floor no matter how far you lean it over. The aerodynamic protection could be better, because you have to move a lot over the tank to stay covered. But then it aerodynamic efficiency wouldn’t be that good.
The twin-cylinder Testastretta is a marvelous piece of engineering, so much so that the engine does not feel like it’s running, with an abject lack of high rev vibes. It is also perfectly mated to the cycle parts, resulting in a bike that is easy to handle and quick to hustle. It is true that like Aprilia you need more effort to move the Ducati but it also compensates with a racing bike feel that is quite superior to that of the Japanese bikes.
It has very distinct character similar to the Aprilia though better than the MV Augustia.

KEEPING in mind the history of Suzuki, the GSX-R750’s results have been a little poor, but we must mention that many riders started off with her and did pretty well. But with two undisputed victories in the Master Bike 2000 and 2002, and numerous second positions, its presence always commands respect amongst its rivals. However on this occasion it didn’t perform as we had expected it to, and the Italian twin-cylinder bikes with their excellent tuning overshadowed the Japanese tetra-cylindrical bike. Visually it is the same as the first GSX-R. Conceived around 1985, it incorporates a few details which distinguish it from the standard version. Because ofr this Suzuki has christened it as the 20th anniversary bike. This 750cc bike is small and light, much like its supersport version makes it extremely easy to handle and use, so one can concentrate exclusively, on the speed factor, like in a 600, without worrying about laying on too much gas. Its behavior is practically similar to its smaller sibling with which it shares most of its components. Its excellent precision and directional stability when entering a corner make knee-downs very simple to execute with the bike maintaining its angle of lean without extra input from her rider.
It also offers good aerodynamic protection. The front fork however has a tendency to bounce under braking and feels a bit spongy.

ALL Italian bikes seem similar, as if they were all made with similar molds. In fact the MV looks like it is hand made4 with lot of care, much in the same vein such as the Aprilia or the Ducati. These were the words of Randy Mamola moments before immortalizing the MV photographically. Each and every section of the 2005 MV feels special. From design to the care taken in the detail and excellent components, everything feels special.
On the track, the MV Agusta left no doubt that it is more than just a pretty face. Many of the riders in fact, six of them, did their best times on her, more than with the ZX-10.
Her forward inclined riding position complements the rider. Add to that the hard seat and you are able to feel every nuance of the suspensions reacting to the track surface, making her one of the best track-day tools.
On the other hand the rigidness of chassis and front fork invite you to attack each corner, with each lap getting more intense and faster and the lap times go down.
She is also equipped with a very aggressive engine that invites you to extract the maximum out of it. You have to be careful while exiting corners to avoid unnecessary scares since it transmits power to the back wheel with such fluidity and speed that it becomes quite simple to powerslide her out of the corner.
At high revolutions it transmits some vibrations to the handlebars. However it is tolerable. Also its brakes are good, especially due to the anti-locking system, which retards speed without the bike feeling jittery. You can feel the engine raring to go, increasing stress on the front forks. But this is not a problem; you just have to get used to it.

THE R1 has acquitted herself in a very outstanding manner to reach second position in its category effortlessly. She has achieved this thanks to her superb abilities which haven’t changed much since the last model.
Among the four Japanese superbikes, she is the one that exudes the most distinct character in the propulsion and cycle part aspects. The R1 has a very purpose built engine, a whirlwind when it has surpassed the 900rpm mark. The R1 however lacks punch in the mid-range. This is instantly evident when you ride the R1 immediately after having ridden her rivals. You have to in fact keep her revved hard to extract the most from her short stroke motor, it’s powerband getting meaty only high up the rev range.
You also need to adapt certain riding techniques if you want to keep the engine running in the power band. But once it’s there inside the power band the R1 is an absolute delight. The R1 is also the only other bike in Master Bike to cross the 26kmph mark, the other being the ZX-10R which clocked 264kmph.
The gears are not very precise, like the R6 in the supersport category and she has an anti-lock system on the back wheel that is activated when you pull in the clutch when braking strongly.
Her riding position is exemplary with her low seat and elevated handlebars. It feels similar to the Ducati 999s and once you adapt yourself to it, it allows you splendid control.
Her stability is rock solid and leaves you speechless. The suspension bits work wonderfully well and endow the R1 with fantastic handling.