BMW claim 95 horsepower @ 7,250rpm from the 1,130cc four-valve boxer twin with 100Nm of torque arriving at 5,500rpm. They also claim that more than 90Nm of torque is available from 3,000rpm all the way through to 6,500rpm. The transmission offers six ratios, the tallest of which is very much an overdrive gear for high speed touring.

...we'd like to remind you that the least powerful in this musclebound quartet produces 148 horsepower at the rear wheel. This kind of power undoubtedly makes them fun to ride, but it's serious fun. As in: "Don't lose focus with me, twerp, or you'll be showing your insurance card to hospital staff before you can even remember what my redline is!"

How serious? Consider the new AMA Superstock class for these Literbikes. At Daytona earlier this month, Ben Spies rode his lightly modded GSX-R1000 to a qualifying time quicker than the 2003 Superbike pole, set by Ben Bostrom on a full-works Honda RC51!

So we've gathered up the biggest sport-tourers offered by the Japanese manufacturers for a Pacific Rim sport-touring face-off. We've previously enjoyed seat time on the cushy Honda ST1300 and we've given you two chances to read about Yamaha's 2003 FJR1300, and a quick ride with Jeff Buchanan on the 2004 ABS-equipped model. Check out these previous tests for some background of this pair to get you up to speed.

The Suzuki is the non-conformist in the trio, with a throbbing 90-degree DOHC V-twin sporting 645cc—two cylinders less and about 45 cubes more than the high-revving Honda and Yamaha DOHC in-line fours, which are descended from the CBR-F3 and R6 sportbikes. The SV650 is also the only 2003 model in our test.

The power delivery was very linear, and due to its oversquare bore, very revvy. The compression ration is higher, from 11.8:1 to 12.4:1 and both exhaust and intakes are larger with tighter valve angles. Those valves are also shorter and lighter as are the piston’s and the consequent redline is 2,000rpm more than last years model, now set at 13750.

Running lean or not, the V-four responds to throttle movement with absolute grace; the injection rarely does anything more or less than you expect. Such refinement is a VFR hallmark, as is its wide-ranging capabilities, many of which stem from what could be the perfect ergonomic compromise. It's just sporty enough to be fun, but truly all-day comfortable. The seat is as wonderful as ever, the vibration levels are subdued, and the new fairing provides superb protection with minimal turbulence. Most of us feel Honda's restyle on the [motorcycle] is a smashing success.

Our trio is in varying states of model life with the Honda RC51 likely making its final appearance on the showroom floor in 2004. The Aprilia Mille that arrived in the Superbike world in 1999 has been thoroughly reworked for 2004, and our final participant, the 999, is in its second year of production and is poised to carve out a niche in the heart of Ducatisti.

Hyosung, the giant Korean industrial combine, is finally offering a 650cc V-Twin sportbike to the US market. It's $950 less than the comparable Japanese model, the Suzuki SV650S, but how does it work? Are Korean motorcycles ready for prime time?

We here at MO spent a lot of time discussing the Hyosung. Maven Ashley had read it was just a rebadged SV650, as Hyosung is rumored to manufacture engines and other components for Suzuki.