Best Motorcycle of 2010

Motorcycle of the Year

BMW S1000RR

After years of incremental increases in performance among sportbikes, along comes a fresh player to shake things up in the literbike world in a way we haven’t seen for more than a decade when the first-gen R1 debuted. BMW stepped into the fray against long-established Japanese players which have been building big transverse inline-Fours for decades. But the German brand came out swinging with a stupendous 175-plus horsepower at its rear wheel, blowing its Asian veterans out of the water by resetting a very high bar. The potential of BMW’s RR is best displayed in the World Superstock championship (closer to stock than World Superbike) where it has gone undefeated and has already wrapped up the class title.

This leap in power is momentous on its own, but at least as impressive is the S1000RR’s retail price of $13,800, marginally costlier than the Japanese competitors, and much cheaper than anything from Europe. And if you ante up an extra $1,480, the Beemer gets endowed with a sophisticated electronics package that includes traction control, ABS and selectable-on-the-fly engine mapping modes. Its surplus of power and state-of-the-art electronics combine with a sure-footed chassis and enviable brakes to create a mind-bending sporting package that stands out as the most impressive motorcycle of 2010.

Honorable Mention – Ducati Multistrada S

Even just a few years ago, who could’ve imagined a world in which BMW introduces a full-on sportbike that leads the literbike class, while at the same time Ducati debuts an adventure-touring-styled all-‘rounder like the Multistrada. Ducati has long been the purebred source for hardcore sporting cycles, almost always at the expense of comfort and versatility. But the Multi’s flexibility and usefulness gives it broadband appeal unavailable from any of Bologna’s other bullets.

The Multi can’t rival BMW’s iconic GS in any off-road environment, but it excels on any other road condition. It performs with élan whether dodging commuter traffic or back-road scratching or sport touring over a long weekend.  And its retuned V-Twin is easier to manage at lower revs despite a considerable 135-horse top-end wallop. At $14,995, the base Multistrada includes multi-mode engine mapping and adjustable traction control. An upgrade to the S model gets standard anti-lock Brembo brakes and Öhlins’ first electronically adjustable suspension, which allows setup changes at the touch of a button. The MTS ain’t cheap ($19,995 for the S Touring that includes hard-shell bags, heated grips and a centerstand), but it has the best combination of sport, touring and commuting that we’ve ever experienced, potentially paring down a three-bike garage to just two wheels.


Best Sport-bike

BMW S1000RR

BMW Motorrad’s S1000RR crushed this year’s Literbike Shootout by setting precedent upon precedent. As the engineering-driven company’s first stab at the heart of highly evolved Japanese superbikes, it delivers nearly 23 more rear wheel horsepower than the next most powerful competitor, along with fantastic suspension, chassis, and brakes.

This base combo by itself is class leading, but BMW also brewed in an unheard-of alphabet soup of electronic aids to make good riders faster, and faster riders into heroes. Like ‘em in principle or not, optionally available Dynamic Traction Control, Race ABS, and Gearshift Assistant further increase the competence of a machine that – despite packing in more hardware – weighs less than three of its Japanese rivals. And let’s not forget how competitively BMW priced its superior superbike – even the fully-optioned $16,480 version – for much less than Ducati kindly requests for an 1198, or KTM asks for an RC8. In fact, the $13,800 base S1000RR is within 6% or less of its 2010 Japanese rivals. Talk about knocking the ball out of the park on your first swing. Most impressive, BMW.


Honorable Mention – Aprilia RSV4

Objectively, Aprilia’s thrilling new literbike shouldn’t be in this position. It Is outpowered by most of its four-cylinder competition, it’s kind of heavy, and it’s definitely expensive. That said, it also gets enthusiasts’ blood pumping harder than any literbike available for mass consumption. Its V-Four engine sounds like an opera of machine guns, rising and falling like a splendid Italian aria that makes the hair on your neck stand at attention. The compactness of its melodious engine also allows the chassis to be scaled down into something approaching a 600cc sportbike, jump-starting comparisons to a street-legal MotoGP bike. And its finish quality is as good as it gets in production-line sportbikes.
The RSV4 experience starts at $15,999 for the base R version, which is plenty enough to inspire stupid levels of creative financing. But as long as we’re dreaming, we’ll take the delectably exotic Factory version ($21K) with its Öhlins suspension, lighter forged-aluminum wheels and variable-length intake snorkels, which steers and handles with greater fervor. While it’s not ultimately the best or most cost-effective literbike, it arouses our lust like nothing else available in 2010.

Best Standard

Kawasaki Z1000

In our Oddball Sport-Touring Shootout the Z surprised even us as to how well it performs when placed into a role where it isn’t expected to excel.

Its nod to the streetfighter style means an open, upright riding position with little to shield the rider from the elements. Yet rarely does a rider feel cheated by a lack of a substantial windshield. An easy reach to the one-piece handlebar, roomy cockpit, humane seat height and a 481-lb wet weight combine to make the Z a friendly, manageable motorcycle. Smooth, linear power from its liter-class inline-Four paired with excellent throttle response enhances the Z1000’s user-friendly nature. But with over 123 hp at the wheel, an agile yet stable chassis and good brakes, the Z is a wolf in sheep’s clothing.
The naked Kawi’s numerous admirable qualities mean to us that this bike is capable of filling many roles, making a case for itself as a new UJM. From commuter to canyon-carving sportbike slayer, from a lightweight tourer to everyday transportation, the Z’s got it covered. It even makes more horsepower and torque than MV Agusta’s $4,500 costlier Brutale 990R. The Z1000 does all this for the modest sum of $10,499.

Honorable Mention – Triumph Street Triple R

For our motorcycle-oriented sensibilities, we can sum up many things to rave about Triumph’s Street Triple R, and precious few undesirable things to criticize. That’s why we chose it as Motorcycle of the Year in 2009. A grunty powerband joined by an unrivaled exhaust note from the bike’s 675cc inline-Triple offers excellent everyday usability mixed with a healthy measure of fun. Its Daytona 675-sourced mill has plenty of power in reserve, making it an ideal trackday candidate. The ST-R is a hooligan’s turnkey dream machine: Hoisting the front-end for blocks-long wheelies or doing Dave Sonsky-approved stoppies is child’s play for the Street Triple R.

BMW’s stellar S1000RR killed all hopes for any other bike to make Motorcycle of the Year in 2010, and the Z1000’s roomier ergos make it better suited as an all around platform when compared to the Triple R’s more compact dimensions. Otherwise, we loves us some Triumph Street Triple R!

Best Cruiser

Victory Cross Country

When Victory unveiled the Cross Country late last year, it was apparent from the its bold styling that Victory intends to keep breaking new ground as a forward-thinking American cruiser manufacturer. However, the Cross Country is more than just cruiser avant-gardism.

A beefy cast-aluminum frame provides sure-footed handling in most situations, and the revvy-for-a-cruiser 50-degree 106-c.i. V-Twin supplies plenty of power and twisting force – like 102 ft-lbs and 85 hp worth. Impressive stopping force from dual four-piston calipers, and responsive steering round out the Cross’ excellent performance package. Roomy saddlebags (largest in class) cue off the fork-mounted fairing’s style. Big floorboards, a sculpted, low-to-the-ground saddle and easy reach to the handlebar are just a few elements of the CC’s comfortable rider environment.
The Cross Country is a big step in the direction of a cruiser that does it all while breaking out of the traditional cruiser mold. Victory has somehow managed to endow the Cross with all those admirable traits while keeping its $17,999 MSRP well below that of its very stiff competition.


Best Touring


BMW R1200RT


Since much remained the same in the touring segment between last year and this year, our Best Touring selections from 2009 still make sense for this year.

The BMW R1200RT’s trim dimensions (compared to most touring barges) means it’s well suited as a daily commuter, yet it’s comfortable enough and offers enough luxury to keep most tourists blissful on cross-country trips. The RT is updated for 2010 with a re-designed cockpit that includes analog road and engine speed dials, and a central screen with coolant temperature, fuel level, and gear indicator. The R1200RT also gets a new audio system featuring an optional “multi-controller” interface installed to the inside of the left handlebar grip. But perhaps most impressive are new cylinder heads derived from BMW’s racy HP2 Sport.

Honorable Mention – Honda Gold Wing

If ever there were an icon of motorcycle touring, the Honda Gold Wing is it. It’s a motorcycle that car people would like.
Modest but attractive styling is complemented by high-end office chair-like comfort (for the passenger, too!). It has a big windshield and plenty of storage capacity in its saddlebags and trunk. In the right hands, the Wing’s flat-Six powerplant and aluminum-framed chassis possess enough performance to embarrass novice sportbike pilots. And when you pass Racerboy you can jam your favorite tunes from the GW’s sound system.




Best Sport-Tourer


Ducati Multistrada


We knew Ducati had something special on its hands after we rode it at its press introduction, displaying a level of versatility not seen on any previous Duc. This automatically opened up ownership to a more diverse audience, greatly expanding Ducati’s reach. Exotic Italian styling gives it a distinctive look that stands apart from me-too conformity. Bravo, we said.

And then we started riding the MTS in the company of other very capable motorcycles, first in a faceoff with BMW’s venerable R1200GS, then later in an Oddball Sport-Touring Shootout against Honda’s new VFR1200F and a Kawi Z1000. What we found was a superbly confident sport-tourer by any standard, feeling much more agile than anything else in the increasingly bloated S-T class. With comfortable upright ergos, effortless acceleration and sporting thrills, it has all the basic S-T needs covered. Add in convenient keyless ignition, comprehensive instrumentation with a trip computer, factory hard luggage and longer (15,000-mile) service intervals, and the do-it-all Duc turns out to be a favored touring platform for the sporty minded riders among us.