Finding a winning combination in today's ultra-competitive market is no easy task, so it's only natural for a manufacturer to sit back and wait for the others to catch up once they've managed to climb to the top. Last year's Sport Rider Bike of the Year for instance, the stunning Suzuki GSX-R750, is no exception. After dropping on the sportbike world like a bombshell, and decimating the 750cc sportbike field in a manner similar to its original 1986 ancestor, Suzuki did the smart thing in 1997, and kept the GSX-R largely status quo. Why mess with a proven formula?

Intensely fierce competition means that you could be quickly surpassed if you hang onto a proven design too long, however. The Suzuki 750's brand-new GSX-R600 sibling stormed into the middleweight class and edged out its rivals in our 600 shootout back in April, while Yamaha's newly-revamped YZF1OOOR put the other open-classers on the trailer in our big-bike comparison last issue. Sometimes it pays not to stand still.

Of course, one class that's changed drastically is the sporting-twins category. The new year has seen the arrival of serious all-new V-twins from both Honda and Suzuki. Both machines carry the considerable R~D might of Japan Inc., against the Ducati 916's relatively unchanged design since its 1995 inception. But after the dust had settled from the "Sport Twins Shootout" in June, our testers' opinions were evenly spread across the board, with no real outright winner. Numerically, however, the Honda VTR1OOOF eked out a half- point advantage over the others in the final tally, so it made the cut.

To omit the Ducati 916 from an ultimate sportbike contest though, would be a cardinal sin. Although never as well-rounded as the competition and costing thousands of dollars more, the 916's undeniable performance prowess has made it the one by which all others are judged when the time comes to turn and burn. So the signature blood-red purosanque made the cut as well.

The stage was set: Five undeniably superior sporting weapons of 1997 were ready to do battle for Bike of the Year honors. Motorcycles that managed to claw their way to the top of their respective classes in a year that's seen a veritable bumper crop of impressive corner- carving hardware. We put them through the wringer at the track, on the street, and in the canyons, in order to find the bike whose overall performance best epitomizes the definition of Bike of the Year. The one that stands out from the others when all is said and done.

Let the games begin....

After assembling our usual cast of misfits for riding chores, and taking care of the obligatory still photos and suspension dial-in, we slipped sticky Pirelli Dragon radials (see "Late Braking") on each of the contestants to even the playing field as much as possible. All-out pavement scratching was at the usual ultra-high speed confines of the 2,5-mile big track at Willow Springs, and the much tighter 1.5-mile Streets of Willow course, in order to better identify each of the contestants strengths and weaknesses.

Middleweights in Bike of the Year usually suffer due to their displacement disadvantage and resulting power deficit compared to the others. And the Suzuki GSX-R600 does suffer, to a certain extent. Its lack of midrange means that the engine must be kept wailing near redline to get maximum acceleration, accompanied by serious tap-dancing on the shift lever. Running side-by-side off a slow corner with the others makes the Suzook seem positively anemic. But this is not to imply that the little Gixxer doesn't get with the program; you just need to look at the lap times to see that the GSX-R600 more than held its own. The short, tight, sharp-steering chassis enables you to keep your corner speed up with little effort, and some testers preferred its handling over its 750 brother. Plus, its lack 6f mass (at 440 pounds wet, the lightest of the bunch) and excellent brakes combine to produce deep corner entries.

Yamaha's YZF1OOOR possesses an ideal combination of monster open- class power and dead-neutral, rock- solid handling, setting the new standard for big-bore hardware. The best brakes in the business are merely the icing on the cake. In the right hands, the YZF can shred tarmac with the best of 'em, with the Yamaha easily generating the highest straightaway speeds. But when the pace really heats up in highly capable company like these bikes, you start to feel yourself working against its excess heft. Trying to wrestle around 500-plus pounds of hurtling heavy metal-especially through Willow's tighter Streets course-can be tiring work.

Despite its unorthodox 'tuned chassis flex" philosophy (and its street-targeted suspension rates), the Honda VTR acquits itself quite well on the racetrack. The bike had no adverse reactions to the Pirelli Dragons we mounted, offering up confidence-inspiring handling and feedback well into a serious pace. Instant-on acceleration is available any where in its broad powerband, although power tails off a bit at higher revs. And when things really get hot and heavy, the suspension and chassis tend to get a bit wound-up, resulting in some chattering and weaving that sapped the previously-inspired confidence.

Which leaves us with the Suzuki GSX R750 and Ducati 916 battling for top honors at the track. The Suzook's razor-sharp handling, super-strong motor, and light weight obviously pay big dividends in the all-out environment of the race track. The Ducati, while a bit heavier and slower-revving than the GSX-R, counters with a supremely stable chassis and unparalleled front-end feedback that fosters blazing corner speeds. Brakes on both bikes are excellent, with a slight edge going to the Suzuki for power, but the units on the 916 offer slightly better feel. The verdict? The GSX-R just edged out the Ducati on the big track, with its horsepower advantage negating the 916's superior handling and cornering speed. But the Gixxer's top-heavy powerband worked against it on the tighter Streets course, where the Duck's quick acceleration off the slower corners and higher corner speeds put it firmly out front. All in all, it was close, but all fingers pointed to the Ducati at the end of the day.

Let's face it, unless you live at the bottom of a righteous canyon road and have a garage full of bikes, eventually you're gonna have to live with these bikes on a daily basis. And as usual, it's no secret that life with the Ducati is one high- maintenance relationship. You want the goods, honey, you gotta pay: stiff suspension rates, riding position courtesy of the Marquis de Sade, and' clutch pull so stiff that your forearms threaten to seize after a mile in city traffic.

Both GSX-Rs are an acceptable ride in the concrete jungle, although taller riders will find accommodations somewhat cramped. Their lack of midrange punch is an annoyance to many, although they'll accelerate away from a stoplight briskly without much fanfare. The short wheel bases translate into a very agile platform with which to scythe traffic as well.

If midrange punch is your game, though, the YZF is the real deal. It's got great, heaping mounds of it that will send any four-wheeled neanderthal rocketing backward in your mirrors as if shot from a gun. The riding position is comfortable enough for moderately long hauls, although the reach to the bars is a bit long, and some vibration filters through at 4500 rpm cruising speeds. Nonetheless, the Yamaha ranks as one of the better streetable sportbikes of the '90s.

The street-smart award goes to the Honda VTR which has a fairly roomy and upright, yet sporty, riding position (reminiscent of the CBRFS and VER), supremely torquey powerplant, supple, well-damped suspension, and a relatively plush seat. Our only real gripes center around the dismal gas mileage (the tank will be bone-dry after around 135 miles) and the somewhat clunky transmission.

SWERVlNG THE CAUSE OF JUSTlCE
OK, OK, we can hear you now: "Who gives a flying f;~~k about how the bikes are in the city? We wanna know who's gonna kick ass in the canyons." Well, sit down, shut up, grab a cold one, and pay attention; it ain't as cut and dry as you think.

Many complain that the GSX-R600's lack of midrange is a significant hindrance when it comes to making time in the twisty sections. And for the most part, they're right. But if you're skilled enough to take advantage of the little Gixxer's incredibly sharp-handling chassis and brakes to keep corner speed up, the smaller Suzuki can more than hold its own against the others. It is a lot of work, however, and you better hope there aren't any really long straights along the way.

When the roads are really tight and twisty, it's hard to beat the Honda VTR's combination of neutral agility and responsive-anywhere-in-the- powerband motor. No need to concentrate on gear selection; just flick, stick. and wick-no fuss, no muss. Little effort is needed for turn-in, and thc chassis provides reassuring traction feedback at the vast majority of street- sane speeds. But as the roads start to open up and serious speed gets generated, the chassis begins to show its limitations. Any bumps encountered during extremely hard-cornering situations cause the suspension to become rather harsh, and a certain amount of chassis "windup" can be felt during very aggressive steering inputs at speed.

The Yamaha YZF possesses just what the GSX-R600 needs: tons of midrange power that results in space shuttle launches off the corners and down the straights. "Bedrock-stable" comes to

mind as you shred the gnarliest, fastest bends, with the chassis showing nary a hint of upset at virtually anything you throw at it. Strong, predictable brakes and some of the best front-end feed back in the open class keeps you well informed on traction conditions at the steering end. Unfortunately, the Yamaha also has a lot of something the GSX-R600 doesn't have; namely, weight. Even the best brakes and chassis in the class can't mask the fact that you're tossing around some serious poundage when the pace gets all blurry.

So once again, the GSX-R750 and Ducati 916 ended up scratching it out up front. On tighter roads, the Suzuki's shorter and tighter chassis dimensions gave it the edge, as long as the rider kept the engine on the boil. Otherwise,

the Duck's charging midrange torque would leave the Suzook in a downshifting panic. The GSX-R's suspension deals with irregular pavement just a bit better, but the Duck's unflappable chassis retains its composure to a much greater degree. Many preferred the Suzuki's razor-sharp steering manners to the 916's rather positive turn-in effort. In the faster stuff though, things started to lean toward the GSX-R's superior power-to-weight ratio. Although the Ducati is capable of fear less cornering speed, it's not always possible to use that advantage on the street. And when the velocity approaches (and dips into) triple digits, the Suzuki's horsepower starts to let it march away.

OK, ALL TOGETHER NOW...
The final verdict was a seriously tough call, and there was some heated arguing and fisticuffs among the testers regarding the ratings chart. After the dust had cleared, and the knives and Uzis were put away, things finally settled down enough for the points to be tabulated. And when the numbers were added up...

Even though its chassis and suspension set new standards for the 600 class, the GSX-R600's lack of midrange power puts it a step behind this highly capable group. The Yamaha YZF1OOOR has the most midrange-strong motor of all- time and a chassis to match, but unfortunately there's no getting around its overall heft compared with the others. And although Honda's VTR1OOOF has firmly established itself as one of the best all-around streetable sportbikes available, its middle-of-the-road suspension rates and unorthodox chassis setup start to get flustered when the pace really heats up.

Ducati's inimitable 916 set the pace for ultimate performance when it made its debut in '95, and despite being upstaged by the GSX-R750.last year, still stands alone in certain areas. Quite a few riders have been willing to overlook its various idiosyncrasies, like frequent

(and expensive) valve adjustments, deadly serious riding position, and hefty price tag in order to sample that performance. Quite a testament to a design that's remained relatively unchanged since its inception.

But the Suzuki GSX-R750 retains its crown by virtue of its ability to meet or surpass the Ducati in several crucial performance categories, all while maintaining an all-around civility that meets the criteria for a practical, real-world sport- bike. Of course, it's not perfect, but nothing ever is, and it's close enough to keep the title of Sport Rider Bike of the Year, even though it's basically unchanged from last year.

Hell, if it ain't broke....

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