[sportrider - features] - When Worlds Collide | 2014 Middleweight-Plus Sportbike Comp

[Ninjette Newsbot]

If similarities are the catalyst to a good comparison, then you’re probably wondering how a test between the MV Agusta F3 800, Ducati 899 Panigale, and Suzuki GSXR750 could come about. Between the three bikes there’s not one prevailing engine configuration, displacement, or chassis design. Price varies just as dramatically, and to be frank, the only real similarity is the bikes’ intended consumer base: street riders in search of a middle ground between 1,000cc power and 600cc handling. But between Ducati, MV Agusta, and Suzuki, which manufacturer has built the most well-balanced package?

To answer that question we gathered the troops and spent the past month racking up as many miles as possible. Seat time was split between two full days at Chuckwalla Valley Raceway and another couple of days in the canyons and city streets running through Southern California. Pirelli Diablo Supercorsa SC tires were levered onto each of the bikes during the track portion of the test, whereas OE rubber would be used for the around-town adventuring. Local fast guy and Chuckwalla Valley Motorcycle Association front-runner Michael Gilbert helped with track testing, and in less time than it’d take for the kid to get a street license, we, with the help of fellow guest tester Garrett Kai, managed to pick a winner.

Actually, we should rephrase that, as crowning a king of this class is easier said than done. Read on to find out why.

Ducati 899 Panigale





Ducati 899 Panigale

Key Updates
Ducati’s all-new 899 Panigale is more like an 1199 Panigale than an 848 EVO, the bike it replaces. Here’s why:

• Superquadro engine with 1199-culled crankcases
• Monocoque chassis with steel-trellis subframe
• Showa Big Piston Fork, a first for the Italian manufacturer

One of the dilemmas surrounding this test was bike selection, and in an attempt to settle that we excluded any bike currently homologated for AMA SportBike competition or featured in Sport Rider ’s latest middleweight sportbike shootout (“The Middle Ground,” August ’13), the closely displaced—and very capable—Kawasaki ZX-6R 636 and Triumph Daytona 675R included. Ducati’s 848 EVO was included in that comparison test, but that bike was subsequently replaced by the $14,998 899 Panigale, which as it were, is different enough from its predecessor to warrant a spot in this comparison.

Throw a leg over this new super-mid and you’ll immediately feel a difference between it and the 848; broadly mounted clip-ons add leverage, a narrow midsection allows you to clasp tightly onto the tank, and a 5mm-thicker seat offers more comfort than you’d expect from a Borgo Panigale-built saddle. That’s not to say the rider interface is perfect, and in addition to the insta-bake exhaust, we weren’t fans of the weight those wider clip-ons placed on our wrists. “It’s like being stuck in the worst position of a push-up,” Kento says with a laugh. The gap between the Ducati’s seat and handlebars is too long (22mm longer than the same gap on the Suzuki, to be specific) and stretches you out over the tank, plus the rearward-set footpegs are smooth as a baby’s bottom. The bike is even more difficult to get comfortable on at the track, and it wasn’t until we moved the clip-ons inward that we could really get relaxed.

The 442-pound Panigale doesn’t make up much ground when strapped to the scale and weighs a disheartening 14 pounds more than the lightest bike in this comparison, the GSX-R750. The engine produces 128.0 hp at 11,000 rpm and 63.8 footpounds of torque at 9,100 rpm, which by itself is quite impressive. However, in resorting to a more oversquare engine Ducati has robbed the 899 of some midrange power, and it’s not until around 7,000 rpm that this twin really starts to find its legs. “There’s not very much on top of that,” Kai adds, and we wouldn’t doubt if the Ducati’s single fuel injector per cylinder plays a role here.

The Ducati’s Brembo M4.32 brake calipers and a Brembo master feel spongy and don’t offer a great amount of feedback, which forced our testers to recalibrate their brains when hopping off the MV and onto the Ducati.





Brembo M4.32 brake calipers and a Brembo master cylinder don’t have as aggressive a bite as the Brembo/Nissin combo on the MV Agusta nor do they provide as much feedback as the Brembo/Nissin combo on the Suzuki. Moreover, the Showa BPF (Big Piston Fork) on our testbike never provided the controlled feel we were looking for under load and would tighten up a bunch as it hit a bump. “The Ducati just doesn’t feel as balanced as the MV or Suzuki,” Kento adds. “When you’re entering a corner it feels like there’s too much weight on the front, and then at the exit there’s too much weight on the rear.” Due to this being Ducati’s first partnership with Showa, we expect things to improve in the future.

There are plenty of areas in which the Ducati outshines the competition, and you need only flick the bike through a side-to-side transition to see its most obvious advantage. The electronic rider aids are far more refined than they are on the MV Agusta and went almost unnoticed while riding on the street or at the track due to seamless cuts. The Pirelli Diablo Rosso Corsa tires provide more grip than the Suzuki’s OEspec Bridgestone BT-016 tires on the street and enhance turn-in steering traits as well.

In many ways, Ducati has accomplished its goal; it’s built a bike that’s as beautiful as the 1199 Panigale but more approachable and less expensive. That said, the 899 Panigale’s shortcomings—a flat spot in the midrange, uncomfortable ergnomics, and under-developed suspension—are just too big to overlook.

Ducati 899 Panigale





Test Notes
+ Unparalleled styling
+ Seamless electronic rider aid intervention
- Spongy brakes with little feel
– Flat midrange
– Uncomfortable ergonomics
x We expected more, quite frankly.

Suggested Suspension Settings
FRONT: Spring preload—30 clicks from full soft; rebound damping—3 clicks out from full stiff; compression damping—2 turns out from full stiff; ride height—5mm showing above top triple clamp
REAR: Spring preload—15mm thread showing; rebound damping—4 clicks out from full stiff; compression damping—2.5 turns out from full stiff

MV Agusta F3 800





MV Agusta F3 800

Key Updates
MV Agusta’s F3 800 looks outwardly the same as the smallerdisplacement F3 675, but there are a few key differences on both the chassis and engine side of the design. They include:

• Lighter pistons with new crown shape
• Lower, 13,500-rpm rev limiter (versus 15,000-rpm)
• Brembo M4.34A monoblock brake calipers
• Stiffer damping rates in the fork and shock

MV Agusta’s F3 800 wasn’t as heavily updated as the 899 Panigale, but in tweaking the F3 package and lengthening the engine’s stroke MV Agusta has attempted to widen the bike’s performance envelope. Will a few extra horsepower and an updated Eldor ECU be enough to put the F3 800 on par with the already-established GSXR750 or, more importantly, be enough to offset the bike’s $15,798 price tag?

The numbers suggest that the F3 is in fact capable of stirring things up, and when strapped to our Dynojet dyno, the 800 produced 130.9 hp at 13,300 rpm and 58 foot-pounds of torque at 10,800 rpm. Moreover, the F3 has a smoother power and torque curve than either of the bikes in this comparison and weighs just 3 pounds more than the GSX-R750.

Accessing that power can be a problem, as the 2014 F3 800’s fueling is better but still abrupt until you toggle the Gas Sensitivity setting over to Rain. Small, accidental throttle inputs like those caused by rough pavement on the highway, are suppressed in this mode, though we’re still curious as to why a bike needs to be set to a Rain setting in order to work well. The traction control feels a step better than it did a year back but doesn’t provide that safety net when you most expect—or need—it. “On the MV, any TC setting felt a bit aggressive for track tires. The system was very choppy and in some cases felt like it was activated while I was straight up and down or going over bumps,” Gilbert recalls. Adding to the dilemma, there are no TC intervention lights, and the MV’s electronic rider aid interface is about as fun to play with as a Rubik’s Cube blindfolded.

The F3 800’s Brembo monoblock brakes and Nissin master cylinder provide the most stopping power, and although a little too aggressive for the street they can be modulated with relative ease.





The F3 800’s engine more than makes up for the Eldor ECU’s shortcomings and allows you to forget about the shift lever or digital—yet barely visible—tachometer. “There were times when I was coming out of the corner and really low in the revs. I thought I was screwed, but the bike just pulled no problem,” Kento remembers. A meaty midrange and top-end rush make the bike feel impressively quick on a canyon road but still practical around town, and the only real downside to the 800’s added power is the bike’s newfound tendency to shake its head. Unfortunately, there’s no steering damper.

The MV feels like it steers lighter than the Panigale at the entrance of a corner (how much of that is due to the bike’s counter-rotating crankshaft, we’re not sure), yet the 800 is just as stable as the Suzuki while on its side. The chassis provides a ton—if not too much—feedback, too. The F3’s Marzocchi fork and Sachs shock feel more balanced than the Showa and Sachs pieces on the Ducati and Suzuki, plus the 800’s brakes are incredibly strong but have good feel and can be modulated with relative ease. Overall suspension action is good, though Kento says he “didn’t like all of the high-speed compression damping on the MV,” and felt like the ride was a bit rough on chewed-up sections of road.

What really held the MV back were the smaller things: a stiff seat, tighter riding triangle, and useless mirrors. If you are willing to overlook these imperfections, can live with the traction control in level 1 or off, and have a deep enough wallet, then you’ll be undoubtedly happy with the F3 800. As Kento puts it, “This is one of the best motorcycles MV has ever built.”

MV Agusta F3 800





Test Notes
+ Linear handling
+ Most powerful brakes
– Poor-performing TC system
– Overly fi rm seat
x MV’s got a winner on its hands, and this comparison almost had a different winner, too.

Suggested Suspension Settings
FRONT: Spring preload—9 turns out from full stiff; rebound damping—1.75 turns out from full stiff; compression damping— 1.5 turns out from full stiff; ride height—15mm showing above top triple clamp
REAR: Spring preload—16mm thread showing; rebound damping—1.5 turns out from full stiff; compression damping—1 out from full stiff

Suzuki GSX-R750





Suzuki GSX-R750

Key Updates
Suzuki’s GSX-R750 was last updated in 2011 and shared many of its updates with the GSX-R600, though not all. Noteworthy revisions made to the 750 include:

• Showa Big Piston Fork and Brembo monoblock brakes
• 15mm-shorter wheelbase due to engine being tilted rearward 3 degrees around the countershaft sprocket
• A 3-pound-lighter frame and 2-pound-lighter swingarm

Suzuki’s 2014 GSX-R750 road into this year’s Middleweight Plus comparison test with the fewest electronic rider aids (one, if you count riding modes) and the most years between updates (three). More to its favor, the GSX-R750 is almost identical to the GSX-R600 that won last year’s middleweight comparison test, and at $12,299, it’s also the least expensive bike in this category.

The Suzuki’s 428-pound wet weight helps the bike claw even higher back up the ranking’s chart, and in producing 127.9 hp at 12,600 rpm and 55.7 foot-pounds of torque at 11,100 rpm, the Suzuki proved that, while down on power, it’s still no slouch.

Throw a leg over the bike and you’ll notice that the GSX-R750’s ergonomics are more streetoriented and comfortable; the bike is wider at the tank/seat junction, but the reach to the handlebars is perfectly sorted and the cushion is just that—cushiony (we’re looking at you, MV). The Suzuki was the only bike to not put our wrists in pain after an hour of riding, and on the 750 you can mount the stock footrests in one of three positions: up and forward, up and backward, or down and forward. For taller riders, this opens the rider triangle up and makes the reach from seat to footrests more formidable. The stock, up and forward, position makes things feel a bit cramped.

The Suzuki has the best connection between the rider’s right wrist, the throttle, and the rear wheel, which allows you to modulate the throttle through the middle of a corner and get more aggressive with the throttle on corner exits, ultimately making up for that marginal difference in outright power. “There’s an initial jerk on the Suzuki, but after that it fuels really well,” Kai notes. The GSX-R doesn’t jump off a corner as hard as the Ducati, and you end up revving the Suzuki more, “but it’s so smooth that you don’t even realize it,” Kento recalls. “On the MV you have to pay 5 percent more attention to your right wrist and the on/off throttle transition, but on the Suzuki you don’t even have to think about it and can just start driving through the middle of the corner,” Bradley adds.

Suzuki’s Brembo monoblock brake calipers offer a nice balance between power and feel but faded after a few aggressive laps on the track. Aftermarket lines should be an inexpensive fix.





More important, at least from a daily rider’s perspective, is that the Suzuki started on the first push to the starter button and never had any problems in colder conditions. On the other hand, our Ducati would inexplicably take a handful of attempts to fire, and the MV was “cold blooded in the morning,” Kai says.

The GSX-R750 doesn’t steer as quick as the Ducati or MV Agusta despite the weight advantage and actually required a bit more upper-body strength through Chuckwalla’s right-left chicane. Same goes for a transition on the street, as concluded by Garrett on a trip up one of the tighter canyon roads we’d ride: “The Suzuki is stable on its side, but a little lazy in the initial part of a turn and in side-to-side transitions.” It’s possible that the OE-spec Bridgestone tires don’t help here, as the profile on those tires is pretty flat. Side grip wasn’t anything to write home about, either.

The Suzuki’s more pliant chassis absorbs bumps well when cranked over in a corner, and the bike’s aforementioned stability helped it clock the quickest lap times at Chuckwalla. Showa suspension provides a nice balance between comfort and support, in addition to a pretty high level of feedback despite being a bit undersprung. Brakes are a nice balance between outright power and feedback, and if it weren’t for them fading after seven to 10 laps (a likely result of the bike’s rubber lines), would probably have ranked higher than the MV’s stoppers.

Suzuki GSX-R750





Test Notes
+ Good feedback at track and on street
+ Best rider interface
– Steers heavier than competition
– Brakes are good but fade
x Comfortable and quick. What else could you want?

Suggested Suspension Settings
FRONT: Spring preload—4 turns in from full soft; rebound damping—4 turns out from full stiff; compression damping—4 turns out from full stiff; ride height—0mm showing above top triple clamp
REAR: Spring preload—10mm thread showing; rebound damping—2 turns out from full stiff; high-speed compression damping—1 turn out from full stiff; low-speed compression damping—1.25 turns out from full stiff




But Is That Enough?

When you consider everything that the Suzuki GSX-R750 had stacked against it in this test—an older design, fewer electronic rider aids, and less power—it’d have been easy to rule that bike out of the comparison. And in a few distinct ways, the MV Agusta F3 800 and 899 Panigale are better motorcycles; the MV steers into a corner quicker and its engine is the best in the category, maybe the best in the entire sportbike market. The Ducati’s electronics are impressive when compared to the MV’s rather crude rider aids, and its styling is head and shoulders above the Suzuki’s design.

But with each of the Italian bikes’ positives comes a long list of negatives— poorly laid-out ergonomics, underdeveloped chassis, starting woes, and a higher price tag, to name a few. The Suzuki shares none of these downfalls. It’s comfortable, predictable, easy to ride, and still impressively quick around a racetrack. If you’re looking for a bike that will make you feel that little bit taller when you ride into your local coffee shop, go with the MV or Ducati. If you want a bike that you’ll enjoy, regardless of location, go with the Suzuki. It simply works, and it’s the most well-balanced package in the middleweight plus category.

Data Dump




AiM Solo Data Acquisition
For both days of testing at Chuckwalla Valley Raceway, Bradley used our AiM Solo lap timer that also records GPS data such as speed, segment times, and lateral and longitudinal acceleration. We ran the 17-turn, 2.68-mile track in the counterclockwise direction, the same as we used for our 2012 literbike comparison test (“Superbike Slugfest,” September ‘12). Although we used our Racepak G2X system for that test and segment times cannot be compared directly, lap times and speeds can be. Interestingly, Bradley was quicker on the MV Agusta and Suzuki in this test than he was on the fastest bike in the ’12 literbike test, the Kawasaki ZX-10R. Although the track has degraded in the past couple of years and is getting significantly bumpier, Bradley says “I’ve just gotten a little quicker there.” The chart shows speed versus distance over the course of each bike’s fastest lap; labeled across the top are our own corner numbers, which are also shown on the track diagram.

Lap Times
Ducati: 1:52.65
MV Agusta: 1:51.63
Suzuki: 1:51.27
The GSX-R750 posted the fastest lap time based almost entirely on its better performance braking and entering turns. Through almost every braking zone and corner entry over the lap, Bradley gains time on the Suzuki even though he didn’t rate its brakes as the best, rather crediting the chassis feedback, linear steering, and good ergonomics as making the difference here. “The Suzuki felt long and low but was probably the most linear of the bikes,” Bradley noted. “Its advantage is from just before bike goes to full lean to just before you pick the bike up, which is a good advantage to have at Chuckwalla.”




Turns 2–3
Ducati: 10.00 sec.
MV Agusta: 9.92 sec.
Suzuki: 9.70 sec.
This combination of two right-hand turns puts a premium on not only corner speed but also accelerating and braking on the edge of the tire between the two apexes. Here the GSX-R excels and gains more than two-tenths of a second on the Italian bikes, showing the highest lateral acceleration in turn 2 and trail braking deep into turn 3. “This is something I said with 600,” Bradley pointed out, “is that the 750 gives just the right amount of feedback, be it on the brakes or on the side of the tire.”

Turn 4
Ducati: 7.751 sec.
MV Agusta: 7.58 sec.
Suzuki: 7.59 sec.
“Getting into a corner on the Ducati is a bit of a challenge because of ergo nomics,” Bradley noted. And while this shortfall is evident in most corners on the speed graph, it’s especially noticeable in turn 4. In almost every braking zone, the Ducati gets to maximum deceleration quickest and shows the most consistent action as Bradley releases the brakes, but that can’t be translated into quicker segment times. Here alone, the 899 loses almost a quarter second to the F3 and GSX-R.

Maximum Speed On 5–6 Straight
Ducati: 128.4 mph
MV Agusta: 131.5 mph
Suzuki: 131.5 mph
On corner exits and straights, the MV and Ducati have the upper hand and pull a gap on the Suzuki. Even though the MV and Suzuki post exactly the same top speed on their fastest laps and the Ducati is significantly down on top speed on most straights, the F3 800 and 899 both claw back a bit of lost time any time the track straightens out.

Turn 8
Ducati: 9.68 sec.
MV Agusta: 9.62 sec.
Suzuki: 9.92 sec.
Here Bradley runs wide in the double-apex corner on the Suzuki, a small mistake that costs more than a quarter-second to the Ducati and MV. “If you do that there, you have to stay off the throttle longer so the nose is down and you can drag the thing to the bottom for the final apex,” he noted.

5–6 Straight and Turn 6
Ducati: 18.90 sec.
MV Agusta: 18.62 sec.
Suzuki: 18.40 sec.
Although the lightweight Ducati posted the quickest roll rates of the three bikes through the turn 6 chicane, in the first part Bradley is able to carry significantly more corner speed on the Suzuki than on the Ducati or MV, gaining almost a half second over the MV and even more over the Ducati. Even though the GSX-R loses some on the exit and succeeding straight, the net gain is a quarter-second over the MV and a half-second over the Ducati




Pirelli Diablo Supercorsa SC V2 Dot Race Tires

To keep everything consistent in the track portion of our comparison, Pirelli and its West Coast racing tire distributor CT Racing (ctracetires.com) headed by owner Corey Neuer and technician Chris McGuire graciously fitted Pirelli’s newest-generation DOT race tire onto all three of our contestants. Designed using Pirelli’s continuing development work as the spec tire in all classes of the World Superbike Championship, the Diablo Supercorsa SC V2 features changes to carcass construction, profile, compounds, and even tread pattern to optimize performance. We also used the new 180/60 rear tire, which was first developed for the World Supersport Championship three years ago, featuring a much taller and wider profile for even better grip at various lean angles.

Because of Chuckwalla’s high speeds and abrasive asphalt, we used the harder SC2 compound. Overall performance was excellent, with none of the tread squirm we’ve often noted in Pirellis, and both grip and durability were superb. For more info, log on to us.pirellimoto.com. —KK

The F3 800 and GSX-R750 have a much more natural riding position though the MV can start to feel cramped when compared to the GSX-R750, which benefits from adjustable footrests. Ducati bars are taller and too far away from the seat despite being moved in for 2014. Due to the more stretched-out position and slippery footrests, it ranked last in the ergonomics category.





Ratings

Bike Ducati 899 Panigale MV Agusta F3 800 Suzuki GSX-R750 Fun to Ride 7 8 9 Quality 8 9 9 Instruments & Controls 8 6 9 Ergonomics 7 8 9 Chassis & Handling 7.5 8 8.5 Suspension 7 8 8 Brakes 7.5 8.5 8 Transmission 9 8 8 Engine Power 7.5 10 8 Engine Power Delivery 7.5 7 9 Ratings Total 76 80.5 85 MV Agusta’s F3 800 engine has the smoothest power and torque curve, in addition to the highest horsepower figure. Notice how the Ducati doesn’t start making good power until around 7,000 rpm, and that the Suzuki is lackluster below 5,000 rpm. Would you expect any different a result from a twin, triple, and four comparison?








Opinions

Garrett Kai
Age: 43
Height: 5’4”
I had an idea that these middleweight machines would be different, but I had no idea just how different they’d actually be. The 899 Panigale is stunning and on a fast, smooth road is superb, but the longer reach to the bars and searing exhaust heat made it less than comfortable for me on the street. The MV Agusta F3 800 is a great motorcycle with a strong motor, impressive brakes, and precise handling, but it feels as if it’s performing at 99.5 percent of its potential all the time with no room for error. The GSX-R750 is the bike I would pick because it manages to do almost everything well, making it comfortable, smooth, and fast without becoming boring.

Bradley Adams
Age: 24
Height: 6’4”
I remember being told as a kid that, “It’s better to be good at a lot of things than to specialize in one.” And while that may or may not be 100 percent true, I think it’s fair to say that Suzuki has taken that approach with its GSX-R750. No, the GSX-R doesn’t have the strongest brakes, it’s not the lightest handling bike in this comparison, and it doesn’t have the most power. But just because it’s not leaps and bounds better than the Ducati and MV Agusta in these particular categories doesn’t mean it’s a poor performer; the 750 is the most refined bike in this bunch and by far the easiest to ride. Lap times show it’s no slouch, either

Michael Gilbert
Age: 17
Height: 5’6”
All of these middleweights have their strong suits, but the Suzuki GSX-R750 is the definite winner here. Whether you’re a novice street rider or a well-experienced track rider you will find yourself comfortable as soon as your leg is over the bike. The front suspension gives an incredible amount of front-end feel when the pace picks up, and even better, the Suzuki is the most stable of the bikes through the middle and exit of a corner. It just keeps giving you more and more confidence. Whether you are a street rider or expert club racer, you really won’t be disappointed in the GSX-R.

Kent Kunitsugu
Age: Pre-Cretaceous
Height: 5’8”
The GSX-R750 is undoubtedly short on flash and gimmicks, but it is long on performance. The one rider aid it does have (two different engine maps) is fairly outdated and inadequate, but that can be easily ignored in light of its much larger performance envelope than either the Ducati or MV. The 899 and F3 800 have more potential, but the space you have to play in is much smaller. And they need some work (including a good deal more cash) before you’ll be able to realize that speed. The Suzuki simply requires less effort to go quickly, and that’s a big plus in my book.




Specifications

Bike 2014 Suzuki GSX-R750 2014 MV Agusta F3 800 2014 Ducati 899 Panigale MSRP $12,299 $15,798 $14,995 ($15,295 as tested) Engine Type Liquid-cooled, DOHC inline transverse fourcylinder, 4 valves/cyl. Liquid-cooled, DOHC inline transverse three-cylinder, 4 valves/cyl. Liquid-cooled, DOHC V-twin, 4 valves/cyl. Displacement 749cc 798cc 898cc Bore x stroke 70.0 x 48.7mm 79.0 x 54.3mm 100.0 x 57.2mm Compression ratio 12.5:1 13.3:1 12.5:1 Induction SDTV EFI, 42mm throttle bodies, dual injectors/cyl. Mikuni EFI, 50mm throttle bodies, dual injectors/cyl. Mitsubishi EFI, elliptical throttle bodies with 62mm equivalent dia., single injector/cyl. Chassis Front suspension 41mm Showa inverted BPF fork, 4.7 in. travel 43mm Marzocchi inverted fork, 4.9 in. travel 43mm Showa inverted fork, 4.7 in. travel Rear suspension Showa shock absorber, 4.9 in. travel Sachs shock absorber, 4.8 in. travel Sachs shock absorber, 5.1 in. travel Front tire 120/70ZR-17 Bridgestone BT-016F G 120/70ZR-17 Pirelli Diablo Rosso Corsa 120/70ZR-17 | Pirelli Diablo Rosso Corsa Rear tire 180/55ZR-17 Bridgestone BT-016R G 180/55ZR-17 Pirelli Diablo Rosso Corsa 180/60ZR-17 Pirelli Diablo Rosso Corsa Rake/trail 23.5º/3.8 in. (97mm) 23.6º/3.9 in. (99mm) 24.0º/3.8 in. (96mm) Wheelbase 54.7 in. (1390mm) 54.3 in. (1380mm) 56.1 in. (1426mm) Seat height 31.9 in. (810mm) 31.7 in. (805mm) 32.5 in. (830mm) Fuel capacity 4.5 gal. (17.0L) 4.4 gal. (16.5L) 4.5 gal. (17.0L) Weight 428 lb. (195kg) wet; 401 lb. (182kg) dry 431 lb. (196kg) wet; 405 lb. (184kg) dry 442 lb. (201kg) wet; 415 lb. (189kg) dry Fuel consumption 38–42 mpg, 41 mpg avg 35–41 mpg, 39 mpg avg. 35–40 mpg, 37 mpg avg. Performance Quarter-mile 10.45 sec. @ 132.7 mph 10.62 sec. @ 134.5 mph 10.40 sec. @ 133.4 mph Roll-ons 60–80 mph/3.11 sec.; 80–100 mph/3.33 sec. 60-80 mph/2.63 sec.; 80-100 mph/2.59 sec. 60–80 mph/3.12 sec.; 80–100 mph/3.82 sec






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