Super bikes are large displacement super sport bikes. They have characteristics similar to the smaller super sport bikes which are mainly focused on race track performance, but are powered by larger engines that are usually sized around 800 cc (48.8 cu in) to 1,200 cc (73.2 cu in). A typical super bike will carry a wet weight between 400 lb (181 kg) to 480 lb (218 kg) and can produce 180 bhp (134 kW). Super bikes with a displacement very close to 1,000 cc (61.0 cu in) are sometimes referred to as litre bikes. Motorcycles in this class are usually eligible to participate in Superbike racing.
Examples include the Ducati 1198, Honda CBR1000RR, and Yamaha YZF-R1.

Super sport bikes (also known as middleweight sport bikes) are designed for optimal performance on a race track. They are generally built around a high revving, small displacement powerplant that is usually sized around 600 cc (36.6 cu in) to 800 cc (48.8 cu in). Most super sport bikes will carry a wet weight between 375 lb (170 kg) to 450 lb (204 kg) and produce around 110 bhp (82 kW). Because of how strongly focused super sport bikes are on race track performance, riders below 5 ft 3 in (1.6 m) in height will generally not be able to flatfoot (the placement of both feet completely flat on the ground while sitting on a motorcycle) these types of sport bikes. Taller and heavier riders may find the rider ergonomics in the default position to be cramped and uncomfortable.
Examples include the Honda CBR600RR, Suzuki GSX-R600 and Triumph Daytona 675.
source:http://en.wikipedia.org/

Sport touring bikes are designed for riding longer distances, and are typically more comfortable than the average sport bike. Sport touring bikes are typically heavier, less powerful, and less performance-oriented than super sport bikes, but have more storage space, more comfortable rider ergonomics, and better practicality. Depending on the emphasis on these touring capabilities, sport touring bikes can range from super sport bikes with more comfortable rider ergonomics to full-featured touring motorcycles with sport bike-like capabilities and features.
Examples include the Honda VFR800, BMW R1200RT, and Yamaha FJR1300.

Hyper sport bikes, also known as hyperbikes, are very large-displacement sport bikes with a strong emphasis on top speed and acceleration. They are typically powered by motors displacing 1,100 cc (67.1 cu in) to 1,400 cc (85.4 cu in). Hyper sport bikes are bigger and heavier than super bikes, with wet weights generally of around 500 lb (227 kg). The increased weight compromises racetrack capabilities in favor of stability at speeds that can exceed 180 mph (290 km/h). This compromise also allows manufacturers to design much more comfortable rider ergonomics.
Examples include the Honda CBR1100XX, Kawasaki Ninja ZX-14, and Suzuki Hayabusa.

Yamaha YZF-R1, incepted in 1998, is a sports bike produced by Yamaha Motor Company. The bike successfully puts together the awesome power of the true liter class (1,000cc) with the lightweight and responsiveness of a 600-class chassis. The bike enthralls the young guys, who go for style and speed. When Government of India to relax the norms for importing the bikes in 800cc + segment. The bike is available in India at approximate Rs 11 lakhs.EngineThe bike is equipped with a short-stroke 998cc DOHC, 20-valve, liquid-cooled inline four-cylinder engine that delivers a peak power of 175 bhp.DesignRedesigned headlights with LED taillight impart YZF R1 a distinctive look. Cool headlights give great illumination and ease drive in nights. Multi Function digital console looks cool. YZF-R1 has a strong body line that springs up in a single line from the rear axle to the pivot and then to the head pipe. This is an expression of the straight shape of the Deltabox frame. Viewed from the side, the shape created by the side panel and the upper surface of the tank makes an impression of the center of gravity shifting to the front tire. This represents how the front tire grips the road in its sporty running performance.
source:http://www.iloveindia.com

After winning numerous magazine middleweight shootouts and European national Supersport racing titles since its debut in 2005, one might consider the objective of Triumph's R&D team in making the Daytona 675 better still for 2009 a challenging task. The most evident change is the subtle restyling job carried out by Chris Hennegan, the Triumph factory technician-turned-stylist who designed the original bike. He's replaced the slightly pinched appearance of the previous model's face with a more aggressive and modern appearance to the broader-looking fairing nose, incorporating a revised headlamp and cockpit. But beneath that is an equally uprated performance package, demonstrated by lapping at the tight and twisting Cartagena circuit and on the hillside highways of the rugged Cabo Cope region of Spain. Available in a fetching shade of Tornado Red alongside the Jet Black livery that's topped the sales charts ever since the Daytona was introduced, the '09 Daytona 675 retails for about three percent more than the older model at $9799.
The new model feels identical to the old one when you throw a leg over it; the Triumph sits quite tall thanks to the unchanged 32.5-inch seat height, but the midsection is very slim, similar to how you'd expect a V-twin to be, and the rider is packaged in the Triumph nicely. These are ergos that will suit many different statures, except for the very shortest. There's lots of room for a six-footer like me, so I didn't feel cramped aboard it, in spite of the footrests being set fairly high. The handlebars are angled downward and pulled back a bit, so despite its racy riding position the Triumph doesn't prove to be as tiring on your arms and wrists as you might expect. The small instrument panel is unchanged, with seven adjustable shifter lights on the right of the analog tach with a digital LCD panel displaying a multitude of functions including speedometer, mileage/dual tripmeter, 99-lap timer, maximum speed, engine temp, fuel consumption, average speed, etc.

The first surprise came when we rolled up our '09 Yamaha R1 test bike onto our digital scales fully fueled and ready to ride. As the numbers settled down on the Intercomp digital readout, we did a double-take at what the LCD display was showing: 477 pounds. Um, wait a minute…477 pounds? That's eight pounds heavier than the previous porker of the class, the '08 Suzuki GSX-R1000, and a stunning 13 pounds heavier than the previous generation R1. How could that be?
The next shocker came when we strapped the '09 R1 down onto our Superflow Dyno and the computer screen showed a peak horsepower figure of 146.3 at 11,500 rpm. Hold on a second, only 146 horsepower? That's more than 14 horsepower down on the '08 Kawasaki ZX-10R, and six horsepower less than the previous R1. While we'd felt that the '09 R1 seemed down on top-end compared to the previous model, we didn't think it was down that much.
So simply judging by the numbers, the new R1 must be an absolute pig of a literbike that can barely get out of its own way, right?
Wrong. After being so impressed on the racetrack during our brief exposure to the new R1 at the world press launch in Australia ("Game Changer," May '09), it was difficult not to think that its innovative design would transform the Yamaha's street manners as well. And several weeks spent living with the new Yamaha on a daily basis showed jumping to conclusions based on just a spec sheet can be a mistake of tremendous proportions.