ArcaMax

What has a power to weight ratio better than a Ferrari Enzo, runs a 10 second quarter mile - but gets 40 mpg and costs less than a new econo-box? Sport bikes! Here are some of the best and brightest of 2008 - new models guaranteed to get your motor running.

Aprilia Shiver SL 750 (MSRP $8,999)

Why cover up beautiful engineering? That's the philosophy behind naked bikes like the new Shiver SL 750 - arguably one of the hottest things on two wheels, both looks-wise and performance-wise.

The Shiver's an all-new machine for Aprilia - from its 90-degree, liquid-cooled V-twin to its trellis-style modular steel/aluminum frame - gorgeously anodized in magnesium/copper - and not hidden from view behind sheets of extruded plastic bodywork. The upper section is tubular aluminum; the lower sections cast steel and webbed for light weight/high strength. The end result is the kind of industrial art you can just stare at for hours. You might need to take this one home wrapped in a brown paper bag!

The 90-degree twin,meanwhile, is a ground-up (and in-house) new design. It features mixed chain/gear drive for the dual overhead cams - similar to the set-up used in the RSV1000 R. This layout permits very compact engine packaging, as well as a longer service life for the cam chain, since it's shorter than would otherwise be the case - and so not subjected to as much stress. The big Italian twin is fed via twin throttle bodies and a state of the art "ride by wire" throttle control system - making it the first bike in its class to offer this technology. Aprilia says its system delivers sharper and more progressive throttle response from idle through full scream. It is capable, for example, of adjusting itself to the speed at which you rotate the throttle as well as how much you rotate the throttle.

The short stroke V-twin produces 95 horsepower at 9,000 RPM - making it one of the highest-powered twins of its type on the market. A full stainless exhaust routes the spent gasses under the seat and out behind you - leaving the left and right sides of the bike symmetrical and free of "can clutter" - while also giving the rider a bit more potential lean angle without worry about scraping the pipes. The exhaust is finished up with twin triangular tips - so the riders behind you get as sweet a view as those you just passed by. Aprilia didn't cheap out on the suspension or brakes, either.

This naked 750 comes equipped with 43 mm upside down forks with forged lowers, forged aluminum steering yoke and a clever side-mounted/cantilever-style mono-shock system that allows a short-wheelbase design for sharp reflexes. It offers full adjustment capability for spring preload and rebound damping. Front brakes are high-capacity radial-mounts - with race-style braided steel hoses fore and aft. Thebike weighs in at 416.6 pounds and has a four gallon tank.

Handlebars are standard type - not clip-ons - so the bike has more street friendly ergos than the typical full-on super sport. But not every day is track day - and few bike powerplants sound as sweet as an Italian twin. Even fewer look as sharp as the Shiver. With this bike, you get the goods - and the looks.

And with a price just under $9k the thing is affordable, too. You could buy a more mainstream bike for about the same money. But why would you go an do something like that?

Suzuki B King (MSRP $12,899)

Everyone who loves speed loves the 'Busa - Suzuki's 1340 cc monster motored 190 mph sport bike. But not everyone loves the Hayabusa's hunched-over ergos. Or, frankly, the 'Busa's bodywork - which is all about function (high-speed aerodynamics) and not much concerned with form. The bike's a killer - but not much of a looker.

The just-launched B King fixes both problems - ergos and looks - while keeping just about everything else that makes the 'Busa such a bad-ass. It is basically a "naked" version of the Hayabusa with a more upright (and comfortable) seating posture. It also loses the 'Busa's clip-ons and the body cladding, but keeps the Heart of Darkness 1340 cc DOHC four - not detuned by as much as a single hoofprint from the 'Busa's sphincter-clinching 170 something rear wheel horsepower (the claimed crank output of the 'Busa's engine is 194 hp). Only now, you can see the thing in all its 12.5:1 compression dual overhead cam and fuel-injected glory - including the beautiful stainless steel header/exhaust that's completely hidden behind all that plastic on its fully-clothed cousin.

Also fully viewable is a hunky-looking three-piece cast aluminum swingarm unique to the B King - mounting point for the mono-shock rear suspension that's three-way adjustable (spring preload, compression and rebound damping). The front end (inverted KYB forks) is also fully adjustable - with B King-specific high capacity radial-mounted calipers riding 310 mm rotors (260 mm disc out back) to haul 'er down from the 150-plus mph speeds this rocketship is capable of. The bike's frame is a cast aluminum, twin-spar design - also unique to the B King.

Special features include a rider adjustable "Suzuki Drive Mode Selector" (S-DMS) that's similar to the set up used on the 'Busa. It lets the rider dial up all the engine's available fury (for the experienced and the brave) or a milder setting that keeps a few horses coralled until you've worked up the nerve to saddle them up. The six-speed gearbox has a torque-limiting clutch to help keep the back tire from skittering around too much on downshifts as it tries to cope with the massive output this bike is capable of delivering.

Though the B King's top-end speed is not as high as the 'Busa's due to its less than svelte aerodynamics, sheer muscle punches a hole through the air like an F8 Crusader on afterburners and let's the B King achieve speeds as fast or faster than many fully-faired liter class sport bikes. And few bikes of any type - cladding or no cladding - can touch its 9 second quarter mile capability. Yet it is comfortable enough to ride for hours on end - even for six-footers - something that can't be said about the 'Busa.

The $12,899 B King comes in just two appropriately serious color palettes - gray/silver and all black. Remember that '80s Patrick Swayze movie, "Next of Kin" about Hillbilly Revenge? The old mobster tells Swayze's character "it's too bad" about the death of his kid brother (whom he had killed). Swayze responds with deadly quiet: "No sir, you ain't seen see bad yet. But it's coming." That's the B King. Consider yourselves warned!

KTM Super Duke 990 R (MSRP $15,598)

The standard Super Duke 990 made one helluva splash when it appeared about a year ago - some calling it Germany's version of the Ducati Monster, taken up another notch. Or even three. With the introduction of the race-ready R version, KTM kicks it up several notches more.

The additional $1,200 you'll spend ($15,598 vs. the standard 990's base price of $14,398) buys you an extra eight horsepower (128 vs. 120) from a tweaked version of the 75 degree water-cooled V-twin engine, as well as key chassis, suspension and brake upgrades - including new geometry for the frame for a lower (93.9 mm) trail, more aggressive 67.3 degree steering head angle, CNC-milled triple clamps, factory steering damper and high-capacity radial mounted Brembo brakes with aircraft-type braided metal hoses.

The changes to the frame geometry were done specifically to tighten up the bike's high-speed stability and handling. There's more travel built into the suspension, too - and a new-design shock/front struts have been set up to allow for virtually unlimited adjustability.

The R's a true gunfighter, so there's no extra set of pegs (or seating) for a passenger. Just a solo saddle that drops the rider closer down to the bike's center of mass. Getting rid of the passenger seat and pegs also helps cut down the bike's weight - which comes in at just over 405 pounds.

For greater range, R models also get a slightly larger fuel tank than the standard 990 - as well as a revised instrument cluster and windscreen and clear lense tail lamps. But the bike's most obvious difference is its contrast-color orange powder-coated trellis-style frame (it's black on the standard Duke) and the extensive use of lighweight carbon fiber bits and pieces. Some of these could be added to the regular 990 "over the counter" - but it'd be much harder to duplicate the R-specific orange frame - or the R's "lightning bolt" insignia on the cowl and side panels.

Or - most important of all - the R's superior performance and handling. Like the Suzuki B-King, the Duke 990 R has standard-style handlbars (not clip-ons) so even though its riding position is still fairly aggressive, the bike's ergos are very everyday livable - even for taller/bigger riders.

Though not as overpoweringly brutal as the B King, the Duke 990 R is considerably lighter, more agile - and thus, better suited to track days. In addition to having a head turning quotient that's second to none.

Honda CBR 1000RR (MSRP $11,599)

Liter-class superbikes have literally become race bikes with plates on them - and the latest generation CBR 1000RR is no exception. Though street legal, it is clearly designed for the track - a focused machine with few, if any, compromises to water the experience down.

To go faster, you need to be more powerful - or lighter. The '08 CBR is both. About 5.5 pounds were dropped from the frame (made of four die-cast main sections, each of them hogged out to keep the pounds down) while the revised DOHC four is also about 5 pounds lighter than before - as well as more compact, due to a new design cylinder head/valvetrain layout.

Another two-plus pounds were shed by going with new-design rims and a revised front brake system - which now uses four less attachment points than before. Honda engineers say this change also improves steering response, in addition to reducing the bike's unsprung mass.

The steering damper is also a new design (it's hidden beneath the fuel tank now) that's more compact and weighs a few ounces less than previously. Equally important, the damper increases triple clamp offset by some 2.5 mm - which gives reduced trail and thus quicker steering response.

Even the battery has been downsized - a change made possible by the addition of a new-design high-torque starter that doesn't require as much juice as before to kick the big four to life. All told, the new CBR is about 17 pounds lighter than the previous generation CBR l - a huge difference on the street or track.

The '08 CBR's inline four has a service ceiling of 13,000-plus RPM, courtesy of a 1.4 mm shorter stroke. The block doesn't use sleeves - so overall width can be the same, even with increases in displacement. Honda engineers also reconfigured the design/positioning of the cylinder head and cams/valvetrain to lower the center of mass, another MotoGP-inspired tweak to extract every last bit of potential speed and handling from this thing.

Interesting stylistic (and functional) features include a new 4-2-1 exhaust with both electronic and pressure controlled valves to modulate backpressure as you go. The can is a triple chamber design that arches up like an artillery piece just ahead of the rear caliper; it is aerodynamically tucked flat against the right side of the bike - allowing impressive lean angles as well as a low drag coefficient at the 170-plus speeds this bike is capable of delivering. After coming up short - on the street and the track - against Gixxers and ZX-10s - the new CBR is back in fighting trim. MSRP is $11,599 Other colors will be offered - but Honda Red is what you'll want!

Ducati 848 (MSRP $12,995)

Last year, Ducati received much praise for its 1098 super bike. The only problem with the fearsome liter-class Duc was its equally fearsome price and - for younger riders, its often-daunting cost to insure. A brand-new 1098 S stickers out just five bucks shy of twenty grand ($19,995) and that's before the insurance company takes its bite. Nice bike.... but big coin. (Even the standard 1098 is no cheap date at $15,995.)

The $12,995 848 - all new for 2008 - is an attempt by Ducati to bring Italian exotic liter bike performance to buyers whose finances aren't quite as exotic. It delivers probably 85 percent of the 1098 Experience at a much lower price point. And because it's a middleweight, the insurance bill should be more manageable, too.

Like the 1098, the heart of the 848 is a fuel-injected DOHC V-twin working through a close-ratio six-speed gearbox. Though smaller in cc's, its claimed output of 134 hp puts it among the most powerful sport bike V-twins available (and only a few ponies shy of the old 998, in fact). Pack that kind of punch into a bike that weighs just 370 pounds (almost 45 pounds lighter than the previous Ducati 749) and there should be no complaints about performance.

The 1098's little brother also gets the same Digitek LCD dash with "at a glance" shift lights, the same sharp and angular bodywork, same "floating" single-side swing arm and dual underseat exhaust system, too. One of the few functional differences (other than the engine size) is the 848's two-piece, radial-mount Brembo brakes (vs. the Monobloc calipers used on the 1098). These are still some serious brakes, however - and the system features aircraft-style braided lines and a Brembo master cylinder.

Standard tires are super aggressive Pirellli Diablo Supercorsas. The full adjustable Showa forks are track ready, too. The only missing piece is a slipper clutch - but that's available optionally through Ducati Performance.

Most who have ridden the 848 don't miss the extra CC's - or consider the bike a "step down" from the 1098 in any way other than absolute top speed and acceleration. The 1098's a couple of tenths quicker off the line - and a few mph faster, all out. But in a corner - or just looks-wise - it's hard to know which bike is which. Or which is better. Except by checking the price tag.

Triumph Street Triple (MSRP $7499)

The Triumph Daytona 675 is a phenomenal track day bike; but its very aggressive ergos make it less forgiving on the street - especially for taller riders. Six feet three and clip-ons just don't go together very well. At least, not for more than about 20 minutes at a time! This leaves guys over a certain height faced with being really uncomfortable - or buying something really compromised.

The Street Triple 675 addresses this dilemma by losing the clip-ons and hunched over riding position - but keeping almost all the functional parts that make the Daytona 675 one of the most dominant middleweights on the racing circuit.

Same basic fuel-injected DOHC in-line triple (just tuned for more low and mid-range power) ready to wheelie at your command; almost identical frame/chassis - and suspension and brakes, too. A five-speed gearbox replaces the Daytona's six-speed, but it works well with the fatter torque spread down low (and mid-range) that the Street Triple's version of the 675 cc in-line three provides.

The only other thing that's missing (besides the clip-ons) is the Daytona's full-coverage racer-replica bodywork. But that's no downside - unless you consider being able to see the glory of the Triple's mechanics a negative.

Also, the big chrome headlight and rumbly note coming from the Street Triple's underseat cans (which are slightly different from the low-profile ones used on the Daytona) add to its Street Brawler personality. In lime green, there's nothing like it - coming or going.

The other nice thing about the Street Triple 675 is its very manageable $7,999 MSRP - which is also $1,000 less than the $8,999 MSRP of the Daytona 675.

Yamaha YZF R1 ($11,699)

Open-class sport bikes have been developed and refined to such a high state of tune that it's hard to imagine wringing significant improvements in performance out of the existing designs. And yet, the engineers continue to do just that, the latest generation R1 being "Exhibit A."

It has been uprated with state of the art electronics like "fly-by-wire" throttle that sharpens already knife-edged responses to your right hand beyond what is possible with mere cables. Computer controlled variable length intake funnels (able to adjust their length from 65 to 140 mm) allow further fine-tuning of power delivery across the RPM range. Yamaha claims the electronics allow the engine to produce all-out race bike peak power - without the flat spots and abrupt peaks and surges that are often typical of such high-strung engines.

The 998 cc DOHC four also gets a new-design "lay down" cylinder head that's lighter and more compact than before, along with a higher 12.7:1 compression ratio - resulting in a claimed 180 hp at the crank. All the go-mojo feeds through a close-ratio six-speed box fitted with a ramp-type slipper clutch - just like the MotoGP bikes you see on ESPN. Cooling capacity, meanwhile, has been increased by 13 percent to make sure the muscular engine doesn't suffer a meltdown at speed.

Other upgrades for '08 include a Brembo radial-pump master cylinder and six-piston radial-mount front calipers squeezing humungous 310 mm discs. There's also a new design (and super-lightweight) titanium-stainless-steel header/exhaust system with low profile underseat cans. The suspension has been tweaked, too - and features fully adjustable KYB front forks and a new-design rear monoshock with twist-style adjuster for setting preload. The LCD gauge package includes lap timer, rider-adjustable shift lights and dual trip meters.

The whole works is designed to outflank (and outrun) rivals like the Kawasaki ZX-10R and the just-launched '08 Honda CBR1000RR. But the main challenger remains the class-leading Suzuki GSX R-1000 - which has dominated the super sport class for years.

Still, if anyone's got the guns to unseat the Gixxer, the new R1 might just be the one.

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www.ericpetersautos.com or EPeters952@aol.com for comments.