CBR did it again, put that EuroTrash where it needs to be. lol.........

RSV4 R vs S1000RR vs CBR1000RR vs ZX-10R

http://www.motorcycle.com/shoot-outs...10r-89393.html

At the end of 2009 we started the ball rolling early for our 2010 literbike showdown, pitting a trio of Euro superbikes – all of which are powered by some variant of the Vee engine configuration – against one another. The Aprilia RSV4 Factory came out as our fave over the Italian Stallion Ducati 1198S and KTM’s formidable and refreshingly different RC8R.
At the end of the Euro literbike mêlée we stated our intent to take the V-4 Aprilia, winner of Phase 1 of the Literbike Shootout, and pair it up to the champ of the inline-Four combatants (Phase 2) for what would have ultimately been a three-part, best of the best-type series.

However, the anticipation was killing us, and when we were able to pop loose an RSV4 sooner than expected, we tossed our projected plan out the window.
So we threw our Vee-engine winner, the exotic RSV4 Aprilia, into the inline-Four battle. The Suzuki GSX-R1000 and Yamaha R1 remain unchanged for 2010, and since they didn’t win last year, there was no reason to expect a different result this time around.
Honda’s CBR1000RR took our literbike crown two years running and received some subtle tweaks for 2010 you should read about here, so it got an automatic invite.
Kawasaki’s ZX-10R also did well in our previous shootout, plus it received several updates for 2010 including new bodywork and a slicker-shifting transmission. Get the lowdown by reading this review.
Meanwhile, the biggest news in inline-Four sportbikes is undoubtedly BMW’s new S1000RR. After sampling the uber-powerful S1000 on its own at its press launch in Portugal, we were anxious to ride it in the company of its peers to find out how the German machine stacks up.

Despite a 25 hp deficit to the BMW, the virtually unchanged for three years CBR refuses to yield any ground to the new Beemer. It has a clear advantage in power against its rivals nearly everywhere below 11,000 revs. It is a matter of fact that the Honda made the most torque over the broadest range and, more importantly, made the best use of that grunt. Aside from a strange dip (a notable drawback on the street) starting around 3300 rpm that clears up ‘round 4500 rpm, the CBR has it all over the other three from that point by several ft-lbs.

The Honda’s strong, usable midrange and good throttle/fueling response are just a couple of the things that led us to dub the CBR1000RR with the unofficial title of Favorite Street Bike in this contest.

As much as we enjoyed getting reacquainted with the CBR on the track, we were reminded even more how much we liked it when ridden on public roads. With less demands on the steering damper when ridden at street pace, the Honda’s user-friendly chassis is all the more impressive for its light steering response and linear transition from upright to full lean. For a literbike with this much power, the CBR proves exceptionally easy to ride in all environments.