Here's the Difference Between Superbike- and Superstock 1000-Spec Bikes in MotoAmerica

Two classes practice and race together in the premier echelon of MotoAmerica events. Superbike is the elite class, where the factory Yamaha and Suzuki teams showcase their brands on highly modified machines. White number plates with black numerals separate these monsters from the more pedestrian but almost-as-quick Superstock bikes, which bear red backgrounds with white digits. Both classes are still very competitive, and Superstock riders often occupy podium spots in the Superbike class.

Rumors suggest that the two classes will run separately in 2017 if the Superbike class gains a bit more popularity amongst teams. The Superstock class, meanwhile, is already well subscribed, and might just be the best bit of racing on the weekend.

Qualifying is always a close-fought affair with the ten spots for Superpole 2 up in the air until the final seconds of the last timed practice. The races themselves are usually a dogfight up front. Former MotoGP riders and previous AMA Superbike and Supersport champions make up the roster—winning the Superbike race overall is glorious, but winning the Superstock race-within-a-race is a damn challenging proposition.

What’s the difference? Both versions are based upon a production motorcycle you can buy at your local dealer. Superbikes are allowed more modifications in engine and chassis areas, as well as more sophisticated electronics packages. In the engine department, Superbikes have modified cylinder heads, freedom to use any camshaft they like, modified connecting rods, and teams can undercut their gearbox cogs and use an aftermarket slipper clutch made by suppliers like STM or Suter.

Superstock engines are nearly stock. You can use thinner gaskets to boost the compression ratio slightly, and you can retime your camshafts to jostle the powerband around a bit for better midrange and acceleration. Other than that, the configuration is as provided by the manufacturer. Engines are often sealed for later inspection or disassembled in technical control for confirmation of compliance. The effect is a leveling of the playing field for all the competitors.

Superbikes are allowed to make significant modifications in regards to the chassis as well. Teams can use gussets to stiffen the frames and different swingarms if they like, and they all use adjustable aftermarket triple clamps and offset steering head inserts to optimize front end response. Additionally, they can change the shock linkage and swingarm pivot position. Aftermarket aluminum wheels are fitted, along with pricey, top-of-the-line Brembo brake systems. Forks are standard production units with cartridge kits and shocks from Ohlins, KTech, and Showa are used.

The Superstock teams can use the same Brembo brake systems, which is a logical safety consideration with the similarity in speeds to the Superbikes. Shocks and forks can also be similarly modified, but that’s where the similarities end. Stock triple clamps, links, and wheels limit the changes crew chiefs can make and force much creative chassis wrangling to get these 185-hp beasts to behave in the corners. Both classes use the same tires, although the Superbike guys get a couple more allotted to them for the weekend. This occasionally causes some consternation for the ‘Stock teams when tire wear is an issue.

Electronics create another gap in the performance. Superbikes are allowed up to 8000 Euros (just under $9,000 U.S. dollars) to outfit their bikes with ECUs, sensors, and wiring harnesses. This is usually a Magneti Marelli system with integrated traction, launch, and wheelie (or “lift”) control along with deceleration maps and many other strategies paired with data logging sensors that provide hours of entertainment for the data guys that decipher squiggly lines to find those precious tenths.

The spending limit in Superstock is 3750 Euros (around $4,200 U.S. dollars). This allows for traction control, launch control, and other modules, and some of the bikes already come equipped with ECUs that provide these anyway. There is a pretty steep difference between what the smaller budget gets you and what the Superbike teams can use, but it’s how you use it that usually makes the difference. All the sensors and gizmos in the world do you no good if they aren’t properly set up and, more importantly, cleverly interpreted. This is where the budget of a bigger team can gain an advantage with more specialized personnel that’s better able to decipher the matrix.

Changes are proposed for 2017 to allow the rules package to align itself with FIM World Superbike regulations. Fancy $15K forks and handmade swingarms will be legal in Superbike. These aren’t groundbreaking changes, but subtle ones that will allow options and more creativity. This season, Superbike teams can have two bikes ready to go at any time, warmed up and ready on pit lane. Next year it will be like Superstock, with only one bike presented to tech. Again, this is not a radical rewrite.

Our Man in a Van with a Plan-backed Suzuki GSX-R1000 is at a bit of a disadvantage over our rivals at Yamaha, Kawasaki, and Aprilia because those bikes have fly-by-wire throttles, which is to say electronic control over the throttle bodies from the ECU. The twist grip sends a signal to a solenoid, which in turns sends a signal to the ECU. The ECU makes decision based upon strategies written into the software, and then operates the throttle based upon those strategies. This is how things like traction control and launch control work for the guy twisting the grip.

Our bike has a regular cable, no ECU intervention, and implementing those control strategies is not possible without aftermarket modules, which we do not have. All the TC is in Hayden’s right hand. And while that makes it more difficult to compete against the more sophisticated bikes, Hayden is up for the task at hand.

There is a new GSX-R1000 slated to break cover for 2017, and it includes fly-by-wire, among other improvements. We can’t wait to see it.