Yamaha YZF-R1 vs Suzuki GSX-R1000 vs Honda CBR1000RR vs Aprilia RSV4 RR | Cycle World
Jeff Allen

Aprilia RSV4 RR vs. Honda CBR1000RR vs. Suzuki GSX-R1000 vs. Yamaha YZF-R1 Comparison Review

The wait is over as the latest superbikes from Aprilia, Honda, and Suzuki go up against the YZF-R1

The older gentleman at the guard shack doesn’t appear to be in a hurry. The world waits. Or at least our world waits as he shuffles past the caravan of cars, stopping to make friendly but slow conversation with everyone in our group, all through a drawl that perfectly welcomes us to the farmland lining Willows, California.

There’s probably some policy that keeps him from opening the gate a moment before 7 a.m. Or until every last one of us puts pen to the liability waiver hanging from his tattered clipboard. You know, legal stuff. Stuff we should’ve considered last night when we told everyone to show up no less than 30 minutes before the track opened.

None of that matters right now. Guest tester Corey Alex­ander and I have got a bright-blue Yamaha YZF-R1 and an even brighter 2017 Suzuki GSX-R1000 strapped down in the back of Cycle World’s Nissan NV3500 van.

Honda’s new CBR1000RR and Aprilia’s latest RSV4 RR are sitting at the ready in vans two and three, and somewhere behind that is the overly anxious duo of Sean MacDonald and guest tester Aaron Colton.

We’re all here. All anxious. All ready to throw legs over this latest crop of superbikes and put the proverbial question of, “Who did it best?” to bed. Bob, or Billy, or Wayne, or whatever his name is—because honestly I’m too excited by what’s to come to remember—is the only thing that stands between us and the answers. I bite my tongue and know the wait is almost over.

Sean, the last guy to sign his name, packs his drone away, signs the waiver, and the gate opens. It’s 2017 literbike comparison time. At Thunderhill Raceway Park. Finally.

superbike bikes lined up at the track

The 2017 superbike shootout class.

Jeff Allen

The Test

Hosted at venues ranging from Utah Motorsports Campus (formerly Miller Motorsports Park) to Buttonwillow Raceway, our annual literbike comparison test is meant to pit the most recently updated superbikes against the previous year’s winner.

aprilia RSV4 static side view

The Aprilia RSV4 RR

Jeff Allen

In this case, that means we’ve brought along a standard YZF-R1, which toppled Kawasaki’s latest-generation ZX-10R last year, and the BMW S10000RR before that, when tested in M form.

Then there’s the standard-version GSX-R1000, CBR1000RR, and Aprilia RSV4 RR. The first two bikes are heavily updated, while the RSV4 RR gets a fine-tuned electronics package and updated brakes.

yamaha yzf r1 static side view

The Yamaha YZF-R1

Jeff Allen

All models tested here are equipped with ABS, when offered as an option, and pricing between the bikes is similar. The exception is the GSX-R1000 ABS, which comes in at $15,099. Compare that to the $16,699 Yamaha YZF-R1, $16,799 CBR1000RR ABS, and $16,999 Aprilia RSV4 RR.

We’re using Thunderhill Raceway Park’s Three-Mile Course, which can be combined with a newer Two-Mile Course to make for the longest permanent road course in the country. In 3-mile “short track” form, it features fast sweepers, rises, drops, hard braking, and some of the best trackside scenery this side of the Mississippi. Tire options were left open to the manufacturer, with Honda and Aprilia choosing Pirelli’s Diablo Supercorsa SC race rubber, and Suzuki and Yamaha Bridgestone’s Battlax R10 tires.

suzuki GSX-R1000 static 3/4 view

The Suzuki GSX-R1000

Jeff Allen

After the track test, we load up and point transport rigs south, toward LA, where after swapping to street rubber, we depart for a 350-mile street ride that pairs freeway and fast-paced back roads to tighter canyon roads that inch us closer to San Diego. Roadracer and guest tester Corey Alexander gets swapped for the boss himself, Mark Hoyer, while Aaron Colton sticks around to chime in on braking performance. That means stoppies. Lots of them.

Somewhere between the tire torching, we find a winner—a very fast, very potent, and very deserving winner that strikes a near perfect balance in both worlds.

honda CBR1000RR static side view

The Honda CBR1000RR

Jeff Allen

Track Time

Morning dew gives way to moderately warm asphalt by the time our continental breakfast settles, and by 9 a.m. it’s time to up the pace from “you just need to look good in photos” to “let’s actually see what these bikes can do.” Leather suits start to stretch out, reference markers creep closer to reality, and our brains come up to speed. On the Aprilia or Yamaha, this is a lot to process through the morning fog, but on the Honda and Suzuki, things happen in a mellow enough manner that the first session seems like a proper warm-up. It’s the first sign of how these bikes will set themselves apart.

1000cc superbike group track action

Testing is hard work.

Jeff Allen

I do myself a favor by starting on the Suzuki. Updated with new engine, chassis, and electronics, this latest GSX-R is dramatically different than its predecessor and at the same time not. Ergonomics are the same. Comfortable. General sound and character are identical. And while noticeably reworked, the chassis gives you very recognizable levels of feel and feedback.

By the second lap of the day, it’s knee down in turn two, a fast, sweeping left-hander that you can easily adjust your line through, assuming you have enough feel at the contact patch. On the Suzuki, you do. This is like hanging out with a friend you haven’t seen in years but still feeling like you never spent a day apart.

The best word to describe the Suzuki is user-friendly. The brakes don’t have a strong initial bite like on the R1, but there’s enough braking power to get all 155 hp (measured on the Cycle World dyno) slowed down in a controlled manner. Problem? The brakes can and will fade in a matter of five or six laps, with the pad material and rubber lines at the heart of this. Once that happens, the lever creeps closer to the bar, and you have to readjust your brake markers. Almost unanimously, this was the biggest complaint of any test rider.

Aprilia RSV4 RR on track action

Aprilia RSV4 RR

Jeff Allen

Although nipped and tucked so that it feels overall smaller and lighter, the 2017 GSX-R is not the lightest motorcycle of the group, an honor that goes to Honda’s CBR1000RR. Still, it is lighter than before, with easier tip-in mannerisms than the R1 and a noticeably more agile feel than the RSV4 at full lean. Pitch the bike into the corner and you’ll notice that front-end feel has improved over the previous-generation GSX-R thanks in part to new chassis dimensions, while off-corner acceleration is only stronger than the Honda; the Aprilia and Yamaha will leave the other two bikes feeling like playthings.

Peak power feels electronically limited, a point that’s driven home by the dyno graph, which shows the engine hitting an ECU-programmed wall at around 11,000 rpm. You’d have to have the most sensitive of extremities to feel the variable valve timing system come on, and with Suzuki saying the system kicks in at 10,000 rpm, that leaves you only about 1,000 rpm to make friends with it. The GSX-R’s power curve is among the smoothest of the group, and the engine feels very usable as a whole. Not the most potent or best sounding. But usable.

suzuki GSX-R1000 on track action

Suzuki GSX-R1000

Jeff Allen

Suzuki’s 10-level traction control system shines. So much so that in our timed laps, we opted to leave it on Level 3 and turn the same systems on the R1 and RSV4 off (technically, an electrical error forced us to keep the RSV4’s off, even if that was the plan all along). This system feels like it works harder to maintain drive, whereas the others have strong enough cuts that you can feel them slowing you down at corner exits. No, the GSX-R’s electronics package is not the most expansive, but part of the GSX-R’s beauty is in its simplicity. In how it gives you so much through such an approachable and affordable package. At $15,099, this base-model GSX-R is great, but we were often left wanting a quickshifter/auto-blip downshifter and more, meaning we’d probably upgrade to the $17,199 R model. At that point, you have a great weapon but still something less aggressive than the R1 or RSV4.

superbike group track action

Playing follow the leader (and the liter...bike).

Jeff Allen

Honda might not have been able to bring the price of its CBR down to Suzuki levels, but the general approach to the category feels the same, Big Red having stuck proudly to the “Total Control” mantra that’s been the fabric of every CBR it’s designed. To accept these bikes is to buy into the belief that an easy bike to ride is a fast bike.

To a racer, that’s sometimes a tough concept to wrap your head around. You want power, and you want agility, and you want it all wrapped up in a package that makes mincemeat of any racetrack. The Honda is not fully that bike, and Corey Alexander, a former MotoAmerica Superstock 1000 podium finisher, has problems coming to grips with it at first. The CBR is almost too friendly, with less bottom-end grunt than any other bike in the group and comparatively very little top-end power—our testbike producing just 149.6 hp at 10,540 rpm.

The CBR is light though, our ABS-equipped model weighing in at just 436 pounds when topped off with a full tank of premium. That’s nearly 10 pounds less than the Yamaha and 40 pounds less than the Aprilia. Yes, 40 pounds…

You can feel the difference in each of the side-to-side transitions at Thunderhill. The other bikes take serious work in the quick direction change between turns three and four, but the Honda flicks effortlessly onto its side. You could ride 10 extra laps and not feel nearly as exhausted as you would when you came in from your six-lap stint on anything else in this group. To a lot of people, that’s worth something more than an extra split second per lap.

1000cc superbike wheelie track action

Wheelie time!

Jeff Allen

Part of the Honda’s user-friendly nature stems from its lack of power, and we’ll admit to nearly every test rider saying they were hoping for more, espe­cially at corner exit. Here, the GSX-R has just a little bit more grunt, while the Aprilia and Yamaha open up a noticeable gap. The difference is so great that we’d actually grab one extra downshift at the entrance of turn nine, just to keep revs up and stand a fighting chance down the back straight. Other downsides? The on/off throttle transition is most aggressive on the Honda and takes time to get used to, even if the transition gets smoother at higher rpm.

suzuki GSX-R1000 track action

Bradley putting in time on the GSX1000R

Jeff Allen

Electronics are admirable in terms of the operating window. Traction control won’t cut power the second you look at the twistgrip (when set to Level 1), but the actual cut can be overly aggressive, with power being fed in so slowly that you feel like you’re in a staring contest with the tach. You’ll blink 10 times over again before the needle twitches. This is not the fast way around a racetrack.

The quickshifter, with auto-blip downshift, tells a somewhat different story and is arguably one of our favorite systems on a production bike. Upshifts and downshifts are seamless, each gear change requiring less attention than what’s needed on the RSV4’s smooth but slightly more rpm-sensitive system. All the same, adjustments to the engine brake control system provide a nice step in performance, these systems suggesting Honda has got the right people behind the computer program, just that those guys might need to rethink their approach to traction control intervention.

aprilia RSV4 rr track action

Aaron loved making the RSV4 sing.

Jeff Allen

The other difference between the Honda and Suzuki is in the chassis, the CBR feeling less planted than the GSX-R through the middle of the corner. On faster laps, a marginal disconnect between front and rear prevent you from rolling the throttle on that split second earlier and carrying more corner speed. Sure-footedness breeds confidence; confidence breeds speed. That small difference, combined with the CBR’s lack of power, typically led to lower trap speeds and slower lap times when compared to the rest of the group.

In many ways, Honda has built a sharper, more advanced CBR than ever. If you’d never felt all 175 hp of an Aprilia RSV4, heard the bark of an R1, or felt how stable the GSX-R was, you’d absolutely love the bike and how manageable it was over the course of a day at the track. The problem for the Honda is that the Aprilia and Yamaha do exist. They offer more performance for the same dollar, and, in a lot of cases, the Suzuki does too—for less.

Stepping off the CBR1000RR or GSX-R1000 and on to the RSV4 RR requires a mental recalibration of sorts. You’re entering what feels like a category within the literbike category, a space where that last 5 percent of comfort gives way to another 10 percent of performance. Here, it’s a mano-a-mano battle between the R1 and RSV4.

suzuki GSX-R1000 thunderhill raceway track action

Suzuki GSX-R1000

Jeff Allen

The Aprilia is the more emotionally stirring bike, its Italian lines and V-4 exhaust note putting hearts aflutter. With updated switches and a new TFT display, it shows small signs of maturing this year but still works on that same overarching theme of racetrack performance for the street. For someone like Aaron Colton, who had never ridden an RSV4 before, it’s exciting. You couldn’t wipe the smile from his face. And I couldn’t blame him.

It takes work to fully capitalize on the Aprilia’s performance. At 474 pounds, wet, it requires a noticeable amount more work to keep down at the heart of the corner and even more upper body strength in a side-to-side transition. The 10mm-larger front brake discs and Brembo M50 Monoblock calipers on this latest version are like throwing an anchor over your shoulder and are the overall best balance between stopping power and feel. Still, 40 pounds is 40 pounds, and you’re going to feel that on a tighter racetrack, over the course of a trackday or race weekend.

suzuki GSX-R1000 thunderhill raceway track action

Sean is hard to miss in those skittles leathers.

Jeff Allen

The Aprilia’s chassis is rock solid at corner entry, with great stability and enough feedback to trail brake into a corner with absolute confidence. Mechan­ical grip is impressive, and you never tire of opening the V-4 up. With 175.2 hp at 13,300 rpm, this is the cut-and-dry winner in terms of power.

Where the Aprilia struggles is in putting that power to the ground once grip starts to go away. The Aprilia Traction Control (ATC) system is updated and the bike uses a repositioned inertial measurement unit to more accurately detect the dynamic conditions of the bike, but cuts are inconsistent and tough to wrap your head around. Where a bike like the Yamaha or Suzuki shines is that its systems step in at the same time and in the same manner, lap after lap. Assuming you don’t do anything different, you know what to expect.

honda CBR1000RR thunderhill raceway track action

Charging down the cyclone.

Jeff Allen

This system is different. In some cases it will cut power in an overly aggressive fluttering manner, as if the bike is misfiring, and in others, one solid cut. You’ll swear you were doing the same thing on the next lap, and yet the system responds differently. Trust, gone.

The Yamaha does a better job of blending performance with user-friendliness. Its chassis feels stiffer than the Suzuki’s or Honda’s, but load it properly and it’ll take you around the racetrack faster. In my first session on the bike, after getting off the Suzuki, I tried wheelying over the rise out of turn one and into turn two, but the front end snapped from side to side the second I put it down, a reminder that this one’s just a little bit more on edge.

The brakes have that same trait. There’s power—lots of it—but the initial bite is extremely aggressive and requires attention. For a racer like Corey, it was the exact feel he wanted, while for a stunt rider like Aaron, who wants power to be fed in slowly, it was too much. In reality, it’s just a different feel than the rest. Each system has their own way of delivering braking power, and you’d probably get used to each system in a matter of a few trackdays.

The electronic rider-aid interventions are predictable and a nice safety net, though, admittedly, the introduction of newer systems has this one starting to feel more aggressive than it did in years past. As an example, the bike was cutting power out of turn six, a left-hander that leads you into a series of increasingly fast kinks, and it wasn’t until I turned wheelie control off that I could really get the drive I was looking for through here. Funny how frame of reference changes things.

aaron colton thunderhill raceway track action

Guest tester Aaron Colton

Jeff Allen

The Winner

It was obvious that Yamaha’s R1 was going to have its hands full this year. Suzuki and Honda didn’t take the update to their respective platforms lightly, and Aprilia’s RSV4 was always just a few tweaks away from closing the gap. Tweaks that Aprilia worked toward this year. The difference is that Suzuki and Honda have made great streetbikes, and the Aprilia is still a motorcycle that lacks a small amount of connection between you and bike, in that last tenth of a second.

superbike line up at thunderhill raceway

Who took the crown?

Jeff Allen

The R1 is starting to show its age. Its wheelie control system fought us on occasion, and the chassis showed levels of aggression we hadn’t realized until comparing it to something like the GSX-R. It is still a better motorcycle. Still one of those motorcycles that makes you feel like a better rider. Still one of those motorcycles that gives you the confidence to push harder, all through stellar feel and feedback and an engine that you will never tire of. This is a motorcycle that’s as emotionally stirring as the Aprilia but with more performance than the Suzuki or Honda. It’s simply the best bike in this space. The best base-model literbike money can buy.

The wait for a new title contender continues.

superbikes at thunderhill raceway track action

The action at Thunderhill Raceway Park under blue skies

Jeff Allen

Our Guest Testers Chime In

Corey Alexander

2013 AMA SuperSport East Champion/MotoAmerica Superstock 1000 Podium Finisher

corey alexander headshot

Corey Alexander

Courtesy of HVMC

As a racer, I’ve spent a fair bit of time wondering where the competition’s machinery differs from what I’m riding, where their bikes excel and lack. This here was my first opportunity to ride some of the bikes I’ve never ridden before but would race against—in one form or another—in MotoAmerica. Excited? Yeah, you could say that.

These are all showroom-stock models, but bikes have become so good that even in stock trim it’s amazing how far you can push your luck. The R1, for example, feels amazingly well rounded with aggressive brakes, a super-smooth power delivery, and well-functioning electronics. With just a few chassis adjustments, I felt extremely comfortable.

Corey Alexander track action at thunderhill raceway

Corey Alexander

Jeff Allen

The Aprilia drew me in with its thunderous roar, race-inspired feel, and endless gobs of power. Meanwhile, the CBR1000RR provided seamless electronic intervention (hold for an overzealous ABS that led to a few pucker moments when braking power was limited for milliseconds at a time).

I was unimpressed with its peak power, though it was a well-finished and effortless-to-ride package.

suzuki GSX-R1000 thunderhill raceway track action

Getting it leaned over.

Jeff Allen

The GSX-R1000, the bike I was most curious to ride, did everything well and felt much like its predecessor—almost in too many ways. The traction control worked well, but fading front brakes reminded me of my old GSX-R600, which had the same issue.

If I had to take any bike to my next trackday, it’d be the R1. If I happened to be ballin’ on a budget, which I usually am, I’d take the GSX-R and spend the money saved on some aftermarket goodies like a quickshifter, exhaust, and flash tune to get even more from the package. Then maybe a race?

honda CBR1000RR thunderhill raceway track action

Honda CBR1000RR

Jeff Allen


Aaron Colton

Pro Street-Freestyle Rider

aaron colton headshot

Aaron Colton

Jeff Allen

It’s no longer the era of the 2000s, where each manufacturer had a laundry list of improvements to make. All the manufacturers here have done their homework, and the final products are proof. There’s not one bad apple in the bunch. That said, just because you did your homework doesn’t mean you’re Lisa Simpson. Over the past 14 years, I’ve ridden and competed in just about every type of motorcycle discipline there is to ride and know that even the smallest of missed details can affect the entire ride.

aaron colton wheelie track action

Aaron Colton

Jeff Allen

When the R1 came out in 2015 it was without question the top of its class, and coming into this test I was doubting that it would be able to maintain that status. Although it did not have rocket-ship power like the Aprilia, there was never a point where I found myself asking for more. Power delivery was sewing-machine smooth and always right there, the electronics were iPhone simple, and it was as if your thoughts alone could turn the motorcycle. The only thing that one could balk at would be the comfort level on the street compared to the GSX-R1000 or the CBR1000RR. That said, the thought went away when the freeway was exited and the canyons were entered. The R1 wheelie blew me away once again.

If I were to buy something for the days when my freestyle bike was parked and twisties were on the agenda, the R1 would be it.

aaron colton riding the suzuki GSX-R1000

Aaron Colton

Jeff Allen

On The Dyno

2017 superbike dyno chart

Power Stations

Cycle World

POWER STATIONS: The Aprilia is the clear output king, and you feel every pony on road or track. The R1 splits the power difference between the fiery Italian—with noted dips in horsepower and torque between 5,500 and 8K rpm—and its Japanese counterparts. Honda and Suzuki limit peak output by closing ride-by-wire throttles on top.


Lap Analysis:

Thunderhill Raceway Park 3-Mile Loop

Thunderhill Raceway Park map illustration

VBox Sport GPS datalogger

Map by Jim Hatch

Our VBox Sport GPS datalogger allows an in-depth analysis of each bike’s quickest lap around the undulating 15-turn, 3-mile Thunderhill layout. The lap has been broken into four sectors, each of which highlights different aspects of a bike’s performance envelope. Sector one begins at start/finish on the pit straight and includes peak speed. Turns one and two are among the fastest of the lap with both rewarding a bike’s deep trail braking ability and midcorner grip under high chassis load. Our comparative point-to-point average speed through turn two showcases both factors. Sector two involves a series of tight, technical corners and rewards agility and tractability. Speed picks up again through sector three with the fast turn-eight dogleg placing particular emphasis on cornering stability at speed. Our final sector includes a look at apex speed through positive camber turn 10 and peak speed down the back chute. Turns 14 through 15 link together into a flat-camber double apex that emphasizes grip and exit drive onto the main straight. —Don Canet

Thunderhill Raceway Park 3-Mile Loop

Lap-Time Data Aprilia RSV4 RR Honda CBR1000RR Suzuki GSX-R1000 Yamaha YZF-R1
Lap Time 1.55.39 1.56.81 1.56.23 1.55.25
Split 1 23.38 23.50 23.57 23.05
Split 2 28.67 28.81 28.50 28.63
Split 3 24.77 24.71 24.28 24.25
Split 4 39.55 39.78 39.87 39.30
Peak Speed 1 156.8 151.2 151.7 156.2
Peak Speed 2 142.0 138.6 139.3 143.8
Turn 2 Average Speed 71.9 71.9 72.1 73.9
Turn 10 Apex Speed 62.6 60.5 62.1 64.4
bradley adams wheelie track action

Suzuki GSX-R1000

Jeff Allen

aaron colton wheelie track action

Wheelies at Thunderhill Raceway

Jeff Allen

beauty scene thunderhill raceway park

Thunderhill Raceway Park

Jeff Allen

thunderhill raceway park track action

Thunderhill Raceway Park

Jeff Allen

THE NUMBERS

Aprilia RSV4 RR Honda CBR1000RR Suzuki GSX-R1000 ABS Yamaha YZF-R1
Price: $16,999 $16,799 $15,099 $16,699
Warranty: 24 mo./unlimited mi. 12 mo./unlimited mi. 12 mo./unlimited mi. 12 mo./unlimited mi.
X15X
Engine: liquid-cooled, four-stroke V-4 liquid-cooled, four-stroke inline-four liquid-cooled, four-stroke inline-four liquid-cooled, four-stroke inline-four
Bore & stroke: 78.0 x 52.3mm 76.0 x 55.0mm 76.0 x 55.1mm 79.0 x 50.9mm
Displacement: 1000cc 998cc 1000cc 998cc
Compression ratio: 13.6:1 13.0:1 13.2:1 13.0:1
Valve train: DOHC, 4 valves per cyl., shim adjustment DOHC, 4 valves per cyl., shim adjustment DOHC, 4 valves per cyl., shim adjustment DOHC, 4 valves per cyl., shim adjustment
Valve adjust intervals: 12,427 mi. 16,000 mi. 14,500 mi. 24,000 mi.
Induction: (4) 48mm throttle bodies (4) 48mm throttle bodies (4) 46mm throttle bodies (4) 45mm throttle bodies
Electric power: 450w 420w 420w 368w
X16X
Weight Tank empty: 443 lb. 409 lb. 426 lb. 415 lb.
Weight Tank full: 474 lb. 436 lb. 452 lb. 443 lb.
Fuel capacity: 4.9 gal. 4.3 gal. 4.2 gal. 4.5 gal.
Wheelbase: 55.3 in. 55.0 in. 56.0 in. 55.2 in.
Rake/trail: 26.5°/4.1 in. 23.3°/3.8 in. 23.3°/3.7 in. 24.0°/4.0 in.
Seat height: 33.2 in. 33.3 in. 33.2 in. 33.2 in.
GVWR: 884 lb. 796 lb. 860 lb. 853 lb.
Load capacity (tank full): 410 lb. 360 lb. 408 lb. 410 lb.
X17X
FRONT SUSPENSION
Claimed wheel travel: 4.7 in. 4.3 in. 4.7 in. 4.7 in.
Adjustments: compression and rebound damping, spring preload compression and rebound damping, spring preload compression and rebound damping, spring preload compression and rebound damping, spring preload
REAR SUSPENSION
Claimed wheel travel: 5.1 in. 5.4 in. 5.3 in. 4.7 in.
Adjustments: compression and rebound damping, spring preload compression and rebound damping, spring preload compression and rebound damping, spring preload compression and rebound damping, spring preload
TIRES
Front: 120/70ZR-17 Pirelli Diablo Supercorsa SP 120/70ZR-17 Bridgestone Battlax S21F 120/70ZR-17 Bridgestone Battlax RS10F 120/70ZR-17 Bridgestone Battlax RS10F
Rear: 200/55ZR-17 Pirelli Diablo Supercorsa SP 90/50ZR-17 Bridgestone Battlax S21R 190/55ZR-17 Bridgestone Battlax RS10R 190/55ZR-17 Bridgestone Battlax RS10R
X18X
1/4 mile: 10.27 sec. @ 143.75 mph 10.38 sec. @ 141.58 mph 10.09 sec. @ 143.69 mph 10.28 sec. @ 143.86 mph
0–30 mph: 1.3 sec. 1.3 sec. 1.2 sec. 1.3 sec.
0–60 mph: 2.9 sec. 2.9 sec. 2.7 sec. 2.9 sec.
0–90 mph: 4.8 sec. 5.0 sec. 4.7 sec. 4.8 sec.
0–100 mph: 5.5 sec. 5.8 sec. 5.4 sec. 5.6 sec.
TOP GEAR TIME TO SPEED
40–60 mph: 3.3 sec. 3.4 sec. 3.1 sec. 3.1 sec.
60–80 mph: 3.1 sec. 2.7 sec. 2.5 sec. 3.1 sec.
X19X
High/low/average: 38/30 / 33 mpg 42/36 / 39 mpg 37/34 / 35 mpg 31/27 / 30 mpg
Avg. range inc. reserve: 161 mi. 168 mi. 14 mi. 135 mi.
X20X
From 30 mph: 31 ft. 33 ft. 33 ft. 31 ft.
From 60 mph: 123 ft. 129 ft. 127 ft. 124 ft.

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