Between the 1098 and CBR are the GSX-R, ZX-6R and R1, with the GSX-R beating the other two by a half-tortilla margin. The Suzuki has a reasonably smooth engine (all three buzz in the midrange), a decent seat, good mirrors (clear at most rpm) and compliant legs, but its high pegs compromise rider comfort unless you're short of inseam. The Kawasaki packs a relatively smooth engine, decent mirrors and a hard if well-shaped seat, but its low-mounted bars weight wrists more than the others. The Yamaha's ergos aren't overly radical, but exhaust heat cooks your calves and thighs.
We exited at Frazier Park and headed west into the mountains to Cerro Noroeste Road (Northeast Hill in Spanish), a mind-blowing, 40-mile stretch of writhing ridge-top tarmac featuring little traffic, even fewer radar guns and some of the most alluring, high-speed corners in the country. It's the perfect sportbike venue, with 70 to 100-mph corners you can see all the way though coming at you in rapid-fire sequence. Suddenly the bikes began to feel right, their weight-forward ergos, strong brakes and firm legs allowing us to keep close tabs on what the tires told us as speeds and cornering angles got progressively more radical.
"A great sportbike road!" read my notes. "The R1 feels bigger than the others from the saddle; its wide tank strengthens that impression. It steers a bit truck-like and offers less feedback, especially over bumps, which is why it's the hardest to hustle through the twisties. It's fast, though, especially on top.
"The GSX-R feels thinner and lighter-and considerably more flickable and confidence-inspiring," my notes continued. "The GSX-R feels wired to your psyche. It always does exactly what you want, and on unknown roads that's confidence-inspiring."
"The GSX-R has amazing midrange," wrote O'Connor. "It does everything right. And it's got suspension that rivals the CBR's-it's compliant and highly controlled at the same time."
Here, the 1098 clawed back into the fight. "It's a machine for going fast," wrote Ford. "It's rumbly, snorty, mechanical and purposeful. A macho motor, but a very useable one; it's almost never scary."
"Great feel and feedback, with strong brakes," wrote Soldera of the Duc. "There's plenty of useable power everywhere. Best when ridden with a smooth throttle hand. It steers with a bit more effort than the others (like the R1), but once you get it set it's rock-solid and confidence-inspiring. The more I rode it, the better I liked it."
"I found it hard to make mid-corner corrections on the Duc," wrote O'Connor. "Probably the heaviest steering. I also thought it shifted clunky compared to the others, and it didn't seem to rev as quickly as the 999R I rode a while back." That's likely because of the 1098's longer stroke.
The latest sportbikes, superb back roads, perfect weather and a few days to enjoy it all. Mmm...
"I feel fast on the 1098," said Rocky Babcock, a film production expert, intermediate-level rider and owner of a tricked-out Ducati Monster. "I like open bikes for this type of wide-open work; 600s require too much physical and mental work-and too much shifting and revving."
Even so, the CBR garnered high marks on Cerro Noroeste. "The CBR feels just right suspension-wise," said Soldera. "It's got that perfect combination of compliance and wheel control; it sucks up bumps but never feels harsh."