Yamaha MT01

Yamaha India launched the MT01 motivated by the government’s announcement for permitting to import bikes with capacity bigger than 800 cc. Yamaha got the 1670 cc MT01 that has the potential of giving a torque that could go up to 150.3 Nm at 3750 rpm. Now where are you? Off? Settle down. Power or looks? You can’t say which is the attractive point of the new Yamaha MT-01. It contents the heart with its truly macho looks.
Indeed I find Yamaha MT01 as a bike that has a combination of style, power and comfort and it seemed to be as a bike worth waiting. You can go bonkers over the bike while riding on the highway with full release of the throttle. Let me be honest, it is the utmost reality for majority bike lovers. While bike lovers awaited for the bike with bated breath, competitors waited with skepticism to see how Yamaha MT-01 will look like and it is sure going to be love at first sight for anyone.

Looks: Yamaha MT01 is not a bike but an aggressively designed and styled rocket (c’mon to have a 1700cc engine packaged in a bike is not all that joke), but Yamaha could unleash a grunt close to 2k and it scares one and all with its looks and grunts equalling a beast on the road. The bike seems to be massive and heavy but CF die-cast technology offers less weight to the bike and makes it easy to manoeuvre the beast. Although looks wise its big enough to appeal, it’s indeed narrow enough to cut through the traffic without too much of a hassle.
What catches everyone’s immediate attention, is the two big exhausts that resemble like cannons or rocket launchers almost extending up to the end of the rear seat. The headlight is designed in the traditional way but it is a multi-reflector 51/55-watt headlight that is quite powerful. The dash panel is stylish with 3D effect analogue tachometer.
The bike features radial tyres that are tubeless and has 4 spoke lightweight mag wheels. The digital speedometer shows in well-lit panel. The bike has disc brakes and twin exhaust pipes are slung upward that makes them look like rocket launchers. The MT 01 also features 43 mm inverted forks, low-slung rear shock, radial-mounted callipers and shows off aluminium sport-derived chassis with a truss swing arm similar to the R1.
Control and Comfort: The MT01 runs on a V-twin 1670cc engine and is powered with air-cooling technology and the engine gives a torque that is no less than mind blowing. The engine generates a maximum power of 66.3 kW, 90 bhp @ 4,750 rpm. The bike has a tall-ratio gearbox to get the maximum output. It also features digital fuel injection system and sports a TCI ignition. The seats of MT01 are very comfortable that does not strain you on long drives and the bike has powerful rear and front suspension. In spite of an over powered V twin engine the Yamaha MT01 can boast of a smooth clutch and switching gears is easier. At normal speed level the bike tends to vibrate but will zoom quite smoothly once accelerated.
Yamaha MT01 feels like a sports bike with almost a blowing effect of the back-blast when given full throttle. The bike is all-engine vehicle and the testimony is the thunderous torque. The five-brake system is more than sufficient and overtaking is amazingly effortless. Performance wise, you get what you expect from a V twin 1670cc engine. Initial couple of kilometres will look challenging but then it takes you off to a road of pleasure if you get used to the astonishingly loud noise it makes.The MT 01 is priced at whopping 10.5 lakhs and is available in three colours: Lava Red, Competition White and Midnight Black. The overall performance of the Yamaha MT01 keeps up to the expectations of a powerful engine and will be one of the dream come true bikes of a bike enthusiast. The bike is very comfortable and is appealing in terms of aesthetics’ too. It might have been exuberantly priced but the owner won’t repent one bit. Even if the bike sports the conventional pipes the bike maintains to look the best. Yamaha MT01 for sure is a head turner so go lay your hands if you get an opportunity to test drive it, and if you are one rich jerk and can afford an MT01: Man! I envy you a lot.

Yamaha FZ6R

Wanna fit in at the burger barn but don’t have the bank account to support the high cost of a pure supersport? Are you interested in a comfortable ride on the street as well? You just might be interested in the retooled and freshly faired version of the existing FZ6 – the all-new Yamaha FZ6R.

While the nearly naked FZ6 sported an aluminum chassis and a high-strung engine from the previous generation R6, the fully faired FZ6R carries the styling of a supersport but in an affordable package. The FZ6R is fills a price point in the model line as well as aiming at women riders and entry-level sportbike lovers

Emerging as an all-new model for Yamaha, the FZ6R bursts onto the scene in four vivid colors and graphics packages. Here you see the yellow stunter edition. Rumor has it the yellow bikes have more horsepower.
Yamaha has just introduced comfort to the commuting sportbike crowd. We’ve seen a lot of price-driven bikes crop up lately - cheaper bikes for a softer market - and Yamaha steps up the plate with a great looking player.

While the sportier FZ6 is still available for the pure more experienced riders with a starting MSRP just $300 higher, the FZ6R dips below the $7000 mark and comes with a new steel chassis and a completely revised and retuned 600cc inline 4-cylinder DOHC powerplant that’s is sure to please many newcomers.

New riders can expect to find an all-new steel frame and swingarm with comfortable and adjustable rider positioning to provide a bike that you won’t soon outgrow. The 30.9-inch saddle seat height (FZ6 is 31.3) can be raised 20mm from the stock position, while the bars can also move 20mm forward by rotating the bar mount columns with the included tool kit. Compared to the FZ6 model, the handlebar is 12mm rearward and 12mm lower. The seat position is 4mm forward and 2mm lower than the FZ6.
The relaxed geometry, tighter rider triangle, tuned-for-low-to-mid powerband and R-bike styling make the FZ6R a notable addition to Yamaha’s sportbike line-up.

Yamaha breaks down its “sportbike” category into three sub-classes: Supersport, Sport and Sport-Touring. Their research says 60% of its first-time buyers choose a Supersport bike like the R6 and R1, both of which aren’t exactly newbie friendly. Just 32% of these consumers chose an FZ1 or FZ6 from the Sport category.
But the Sport class has seen mild surges in sales for the past three years, surely due to more economically minded buyers in the market. They want sporty bikes as well as great fuel mileage and comfort. They also want to blend in with their friends’ sportbikes but don’t wanna be uncomfortable doing it. This is where the relaxed riding position of the new FZ6R meets the aggressive style of the YZF-R line. The lower price point and lower saddle heights probably don’t hurt either. The option might appear redundant on the OEM’s part, but it’s providing the buyer a better fit of the rider physique and the pocketbook.

These ‘entry sport’ bikes as Yamaha calls them - sub 750cc sportbikes - are at a 5-year sales high with nearly 43,000 units selling in 2008. Yamaha only had an 8% take in that overall market number last year with just one model (the FZ6), and it hopes to make a bigger splash with the addition of the friendlier FZ6R in 2009. If you’re considering the R6 but don’t need the power or want the price, consider taking home the FZ6R.

Efficiency runs deeper than just through your wallet. When compared to FZ6, the 6R gets 8% better fuel economy thanks in part to its 4mm smaller throttle bodies and milder state of tune, plus the narrower 160mm rear tire compared to the 180 on the FZ6. A freshly engineered clutch (inner push type versus outer pull) and new crankcase castings are also part of the FZ6R. Despite being 8 lbs heavier (11 pounds in Cali), the FZ6R is said to get 43 mpg versus the 40 mpg of the FZ6.

The rigidly mounted engine (a stressed member) is hung from a diamond-steel frame and suspended by a non-adjustable 41mm conventional Soqi fork and an easily accessible 7-step preload-adjustable-only Soqi monoshock rear. To keep newbies comfortable and safe, the 6R’s rake is lazy 26.0 degrees, 1.0 shallower than the FZ6, while trail is slightly increased to 104mm. The tubular handlebar is set up to facilitate a tight turning radiu

Upon my initial seating, I noticed how easily I could flat-foot with the saddle in its low position. I kept it in its low position and didn’t experience any knee pain after 150 miles.

Comparing the FZ6R to the FZ6 (last ridden in 2006), one will notice the lack of punch at the whack of the throttle. The 6R has a milder state of tune, and this pays off with power being available at revs that are more easily accessible – no need to zing it to redline. The engine gains speed slowly but deliberately, accompanied by a slight buzz after 7000 rpm.

When it’s time to slow down, the front and rear Brembo master cylinders pipe that stopping power through a 5-way adjustable lever to a pair of dual-piston pin-slide Akebono calipers up front gripping two 298mm rotors. Providing adequate power for the bikes intended audience, they’re not up to the standards of power and feel as racier sportbikes. The rear single-piston pin slide Nissin caliper chomps on a 245mm rotor, the same as found on the FZ6 model.

The all-black FZ6R Raven model has an MSRP of just $6,990 while the Team Yamaha Blue/White, Cadmium Yellow and Pearl White paint and graphic schemes run slightly higher at $7,090. Each color has a different graphics package – two are traditional Yamaha and two are more in line with the flashy and cool R6 designs.

The FZ6R is a worthy option for someone who wants a practical and easy-to-ride bike yet wants some sporty styling and responses. It’s at your local dealer now.

Suzuki GSX-R1000

When you’re one of the most popular platforms for superbike road racing success, how do you out-do yourself? In the case of the ultra-victorious Suzuki GSX-R1000, nothing less than a ground-up overhaul was in order. The 2009 Gixxer liter machine underwent such comprehensive redesign (though it looks remarkably similar to ‘08) that Suzuki refers to the update as “a full model change.”

Whether or not this smacks of some rightly deserved aloofness will be up to you: Essentially, Suzuki perceived the task of crafting its new liter-class missile as a challenge in delivering a bike with the performance to exceed “… its biggest rival – the current GSX-R.”

The phrase “total balance” is bandied about routinely in press materials for the new bike. Integral to achieving this target of perfect symbiosis between powerplant and chassis, the 999cc mill is now all-new. Much of the engine’s re-make conforms to the mandate set forth by Suzuki that “close-to-ideal” chassis dimensions are the driving force behind the heavily re-vamped liter bike.
In addition to fostering chassis development goals, the more compact engine design was also influenced by “increased performance potentials as a base engine for racing competitions.” Gee, wonder if Suzuki wants to keep winning championships?

Here’s a brief look at the myriad changes in the engine:
• Bore and stroke increased to 74.5 mm x 57.3mm (73.4mm x 59.0mm in ‘08). The more over-square (shortened stroke) design equates to slower piston speeds at the unchanged 13,750-rpm rev limiter.
• Piston diameter increased by 1.1mm; longer (0.5mm) connecting rods receive shot-peen treatment for increased strength.
• Compression ration up to 12.8:1 versus 12.5:1 from 2008 model.
• New crankshaft-end lubrication system – first ever on a production 4-cylinder Suzuki – increases lubrication efficiency equating to reduced mechanical losses; the counter-balance shaft diameter reduced by 3mm also reduces mechanical losses.
• Intake port is larger “to realize cylinder-head construction suited to modification for higher revving.” Read: better suited for race tuning
• New camshafts; relocation of cam-angle sensor to middle of camshaft translates into shorter camshaft length equating to a lighter camshaft.
• Ti intake and exhaust valves are both 1mm larger than previous and employ dual springs, rather than a single spring; exh. valve angle is decreased by 0.5 degree to 12.5 degrees.
• New crankcase is now 2-piece instead of 3-piece, and has improved venting; transmission countershaft was repositioned from forward the driveshaft to directly overtop resulting in a reduction of over 2 inches between crank and drive shafts. New 2-piece case design and stacked tranny aid in creation of more compact engine; primary reduction ratio increased a smidge while final reduction ratio decrease a bit, all to better capitalize on improved drive out of corners.
• Slipper-clutch was refined and joined by new one-piece clutch/starter cover that saves a claimed 200 grams; equally as important was the switch from hydraulic to cable-actuated clutch for improved feel, according to Suzuki materials.
• Race-developed radiator is now narrower and lighter; new oil cooler also is narrower and provides better heat dissipation.
• On the fuel-induction front: airbox outlet funnel is now plastic rather than rubber for weight savings, and the air funnel length can be shortened by 10mm for racing applications. Throttle body length is 5mm shorter via a new attachment to the airbox; SRAD (Suzuki’s ram-air system) intake has been repositioned closer to the bike’s centerline for improved intake efficiency. Suzuki’s PAIR (Pulsed-Air) system (pumps clean air into exhaust ports, largely an emissions thing) is now more compact.
• All-new MotoGP-inspired exhaust system uses titanium cans and is claimed to shave 400 grams of unnecessary weight; the stainless-steel under-chamber contains the catalyzer.
• Finally, the new Thousand uses iridium-tip spark plugs (just like its little brother, Gladius), and the ECU was redesigned for weight savings.
A new chassis: the kingpin of GSX-R evolution

In the cutthroat realm of sportbikes, a supremely powerful engine is often the paramount motivator ensuring a good shot at winning championships, both at the track and in the showroom. But making effective use of the impressive horsepower available on current literbikes usually generates a whole new set of challenges.

To that end, Suzuki has crafted a new twin-spar aluminum frame. Of course weight reduction came about, but so did a wheelbase now 10mm shorter. For us in the U.S. that difference looks like this: 55.3 inches vs. 55.7 inches. However, swingarm length increased by 32mm via the reduction in engine length. The objective behind the new swingarm is twofold: retain stability via reduced rear suspension squat, and increase rear tire traction. Rake and trail have increased barely perceptible amounts.
Attention given the new engine and new frame might’ve gone unrivaled if it weren’t for the use of Showa Corporation’s big newsmaker, the Big Piston Fork, or more commonly, BPF. The BPF was developed from top-level road racing events over the past few years, and a race-application iteration was used to great success by Suzuki in recent Suzuka 8-Hour events. The BPF is relatively new to production motorcycles: its only other placement thus far is on the 2009 Kawasaki ZX-6R in 41mm flavor, while the Gixxer Thou’s BPF has larger 43mm stanchions.



Showa’s BPF (Big Piston Fork) is integral to the performance of the chassis-design-driven GSX-R1000.

By using a much larger main piston in place of the cartridge system with smaller piston traditionally used in most modern sportbike’s front suspension, a reduction of damping pressure via increased piston surface area/volume is possible. The result is less dive under braking, reduced high-speed compression harshness and overall better feel. Also, eliminating fork internals means weight loss; 720 grams less compared to the ’08 GSX-R1000 front end.

The shock remains mostly unchanged, but shock linkage was altered for greater progressiveness aiding improved traction and is lightened by way of extruded aluminum alloy rather than forged construction. The electronically controlled steering damper received revisions in the form of increased damping force at higher speeds, reduced damping at low speeds, and lost some weight with the now-hollow damper rod.

Spinning at both ends are new, lighter wheels carrying grippy and consistent-wearing Bridgestone BT-016 tires tailored specifically for the new liter-capacity Suzuki. Hauling in the flagship GSX-R from speed is the duty of all-new mono-block radial-mount Tokico calipers pinching new 310mm rotors; the new binder package saves hundreds of grams, naturally.

According to Suzuki staff, claimed wet weight for 2009 is 6 lbs less than last year. Published figures have the 2008 GSX-R1000 scaling in between 473-475 lbs wet.
Like any pretty girl who just shed pounds following a rigorous diet plan, the venerable Suzuki superbike needed a new look. From a distance the 2009 model looks very similar to last year, but closer inspection reveals a new headlamp design followed by a narrower tailsection with redesigned LED taillamps, and a trimmer fuel tank maintains ’08 fuel capacity of 4.6 gallons. Mirrors are updated for improved visibility a la reduced vibration and greater ease-of-adjustment.

Of these styling updates, an all-new instrument panel is likely the most appreciable change. The new clocks prominent alterations include a more visible A-B-C display from S-DMS (Suzuki-Drive Mode Selector) and a new programmable 4-bulb shift light system as opposed to the single shift light from last year. The new shift light system incorporates three yellow bulbs that light sequentially leading to a larger final white light. Adjustable rpm settings for the lights can be made in 250, 500 and 1,000 rpm increments.

While we’re near the subject of S-DMS, the selectable mapping system’s switch has been relocated, from the right clip-on switch gear to a new location on the left switch gear, for less-complicated operation while riding. What was formally the location of S-DMS toggles on the right is now occupied by a switch that toggles through the numerous functions of the new instrument panel. S-DMS access is now comprised of two trigger-style switches, one at the index finger and one at the thumb; both triggers scroll through A-B-C modes.

Wind protection is still good (or as good can be noted on a track), ergos are essentially unaltered and re-styled footpegs remain 3-way adjustable over a 14mm vertical and horizontal range.

Proof in the GSX-R pudding

Circulating “The Big Track” at Willow Springs International Raceway in Rosamond, CA, is where U.S. moto-journos would taste-test the new bike.

Apparent right out of the gate is how potent a mill it is that powers the ground-up revamp of the GSX-R. It seems to pull with unmitigated grunt right off idle, but my seat-o’-the-pants dyno detected a notable ramping up of power around the 7K mark. From that point, all the way to rev-limit, speed builds not only ferociously, but in an exceptionally linear manner. Fueling on this day was flawless with instant throttle response available anywhere.

The salient point in all this talk of the engine is that despite the incredible rate at which power, and subsequently speed, builds, managing it is easier than ever. The new Gixxer Thou’s tremendous torque and wicked acceleration is wonderfully tractable, likely due to chassis updates as well as numerous engine updates aimed at linear power.
As wowed as I was by the engine, the chassis’ user-friendly character also caught my attention early on. From turn-in to turn completion, the bike is compliant and ever-obedient, as it rolls easily from left to right. Alterations in trajectory, or say, increasing lean angle, are always predictable. And even if the bike does get out of shape, bringing it back in-line isn’t an exercise in blind faith. Tell the bike where you need it to be and it’ll be there, probably quicker than you anticipate. I couldn’t help but be left with the impression that the Suzuki’s handling is just as linear as is its power.

Once preload in the BPF fork was backed out a couple turns from initial settings for my 155 -lb frame, the front-end did an excellent job of telegraphing everything that was happening. Indeed, front-end dive under braking is minimal and good stability is a hallmark of the new Suzi. The new mono-block brake calipers provide heaps of easily modulated power, making for a perfect fit in the overall GSX-R1000 package.

Though we had plenty of lap time, the race track doesn’t always exhibit real-world conditions, so street environs may reveal issues not perceived at 140 mph. Nevertheless, 2009 GSX-R1000 gave me no significant fault-finding points of interest.
The best I can do is remark on the slightly sticky tranny that would, on occasion, resist high-speed/high-rpm clutchless upshifts. In reality, this minute trouble is probably more a function of a brand new, and thusly stiff, gearbox more than it is some inherent woe, as Suzuki transmissions are typically excellent. The only other niggle is that the point of engagement on the new cable-actuated clutch seems to happen rather early in lever release. No big deal.

We’ll get more seat time on this overhauled Suzuki in our annual literbike battle, but for now it seems the goal of making the 2009 GSX-R1000 a bike with “total balance” has largely been realized.

Bikes are making their way to dealers now. They’ll come in Black/Matte Black, Red/Black (the red is really more Maroon), and of course traditional GSX-R Blue/White, all at the MSRP of $12,899.

Harley-Davidson Sportster Iron 883

Harley-Davidson recently unveiled the Iron 883 as the latest addition to its phantom Dark Custom line. The Darks aren’t a separate model line, but more like a sinister club or collection of single models culled from Harley’s prolific arsenal of existing V-Twins: the Dynas, Sportsters and Softails.

The underpinning theme with a Dark is pared-down, no-nonsense styling, eschewing chrome and brightness in favor of muted, basic color schemes – namely black. And for a few of them there’s a decidedly deliberate chopped and bobbed influence.

As a theme, Dark Custom didn’t make an official appearance until the January 2008 introduction of a Softail Springer that received the chopped/bobbed/black-out treatment and the name Cross Bones. It was at this Hollywood premiere-style unveiling of the ‘Bones that Willie G. Davidson and son Bill told the moto-world about the birth of this new shadow series of motorcycles.
Long before its official coming out party, the development of the Dark line started taking shape when the Softail Night Train showed up, and then a VRSC model, the Night Rod Special, went bad-ass in black. Soon thereafter the 1200cc Sportster-based Nightster appeared in the first half of 2007. The Iron 883 marks the second Sportster model to join the Dark Customs and follows closely to the Nightster’s motif.

To help jump start the introduction of the Iron 883 into the Dark Custom line, Harley-Davidson showcased the bike as part of an art gallery opening this past Saturday at the Robert Berman Gallery in Santa Monica, CA. The media got an early look on Friday, February 6th.

The theme of the gallery opening was “The Art of Rebellion,” and included 10 contemporary fringe artists, each creating a custom-painted Harley gas tank in conjunction with the gallery theme. Among invited creative types was street artist Shepard Fairey, most notable for his “Andre the Giant Has a Posse” sticker that later evolved into the “OBEY Giant” collection. Fairey recently resurged in notoriety by creating the now-iconic Barack Obama HOPE posters used extensively in the former presidential candidate’s successful campaign for the Oval Office.

The gallery of tanks as well as a piece from the artists own collections will be on display and available for purchase. Proceeds from the sale will benefit Art Matters, a charity that supports and encourages the exploration of new ideas and art. One hundred copies of a signed, limited-edition Shepard Fairey poster were given away at the event.

Harley chose the gallery theme to mirror what it calls the “modern rebel culture” that was emerging around the time of the original introduction of the Sportster line in 1957. Indeed, H-D was clearly drawn to the original bobber style when it first penned the Iron 883. Though the bike is essentially a Sportster 883 Low, Harley was able to shorten overall length by three inches and shave 18 pounds off the Low’s claimed running order weight of 583 pounds.

The Iron forges its own style yet takes numerous cues from the Nightster with short fenders, fork gaiters, side-mounted license plate holder, staggered straight exhaust, and of course, black pieces galore. Following in the Nightster’s footsteps, the Iron furthers its minimalist appearance by incorporating the functions of top/turn/taillight in a pair of red LED lights on the rear fender. This is a very cool thing on a cruiser, Dark Custom or not.

A nice accent would’ve been black exhaust pipes instead of chrome; still, the matte black paint and oodles of other basic black finishes give potential owners a good canvas to continue their own dark customizing. If you’re a purist, you can keep the bike as is – simple – just as true bobbers were meant to be.

Like its larger-displaced brother the Nightster, the Iron makes rebellion and outlaw style accessible to a wider audience by way of its very low 26.3-inch solo seat height, and an equally low starting MSRP of $7,899. The Iron 883 is available in Black Denim and Brilliant Silver Denim colors.

For 2009 the Dark Custom line consists of the Iron 883, Nightster, Cross Bones, Street Bob, Fat Bob and Night Train.

Kawasaki ER-6n

While a 90-degree V-Twin like a Suzuki SV650 or Gladius has perfect primary balance that inhibits vibration, a parallel-Twin like the ER’s transmits some primary and secondary forces that make their way to a rider. Kawi’s Vibe Police stepped in this year with several updates to quell any bothersome trembling from its inline-Twin.

A balance shaft returns to duty in the ER/Ninja, and this year it’s augmented by the upper-rear engine mount being damped by rubber bushings. In addition, the tubular steel handlebar is rubber-mounted to inhibit vibration, and the bike’s footpegs are rubber covered. Even the bike’s handy grab rails are mounted in soothing rubber. Vibration from the previous Ninja 650R wasn’t excessive, but it’s now been reduced to inconsequential levels.


The peak output from the twin-cylinder motor – 62.9 hp at 8800 rpm – might seem a bit mild, but the impression from the saddle is of a much more capable powerplant than those numbers indicate. Torque production is a hugely important factor in how grunty a motor feels, so consider that the ER’s 43.1 ft-lbs at 7200 rpm is slightly more than a ZX-6R puts out at its peak way up at 12,000 rpm. That’s thrust you can use during every run up through the gears, and it also results in surprisingly strong roll-on performance at highway speeds. The word “underpowered” never made an entry in our notebooks.



The ER-6n has more than 35 ft-lbs of torque are available at just 3500 rpm. For perspective, a Yamaha R6 rider has to wait until nearly 10,000 rpm to achieve the same amount of twist.

Cruising at speeds up to 80 mph is surprisingly comfortable for a naked bike, as a rider isn’t pummeled by overwhelming windblast. Credit the large headlight housing and faired instruments for deflecting wind, as well as the wide radiator shrouds which provide a wind break for legs and incorporate unobtrusive clear-lens turnsignals. Although the seat is narrow, it’s padded well enough for comfy one-hour stints.

As with any bike built on a budget, there are compromises made, and you’ll notice this on the ER mostly in the suspension and brakes.

The 6n is equipped with a conventional 41mm fork and a single rear shock that is directly mounted to the swingarm instead of using some sort of linkage. To accommodate lighter riders and to provide a cushy ride, the ER uses soft springs and damping settings. Heavy riders will want to bump up the shock’s spring preload - the only available suspension adjustment. Although aggressive riders would appreciate a stiffer front end, the fork provides decent wheel control and a smooth ride. As for the rear suspension, it works fine over most bumps, but it doesn’t have the fine control of a linkage-equipped shock. This shortcoming is most evident over repetitive highway bumps where the rear end can react harshly.
The front brakes on the previous Ninja 650 drew criticism for their lack of feel, so Kawasaki made some revisions to the componentry of this updated package also seen on the ER-6n. A new front brake master cylinder was added, and it uses a new ball-joint and a different pivot location to actuate old-tech 2-piston calipers on dual 300mm discs. They provide a newbie-friendly soft initial bite and decent power once past the initial squeeze but still don’t transmit much feedback.

The Er-six-en impresses most when faced with a twisty, technical road – grins are sure to ensue. It proves to be very nimble despite the narrowish handlebar and conservative steering geometry (24.5-degree rake, 4.0 inches of trail). Aiding agility is a fairly short wheelbase of 55.3 inches made possible by an engine with triangular-stacked gear shafts to keep its length condensed while retaining a relatively long swingarm. Kawi claims a 442-lb weight with all fluids and a full tank (4.1 gallons) of fuel.
The ER eagerly devours a serpentine road with more speed than you might expect. The upright riding position gives a rider the feeling of dominance over the ER, allowing confidence to soar for riders of all experience levels. We challenge you not to smile! At the speeds possible on a super-curvy path like Malibu’s Latigo Canyon, the ER is able to keep pure sportbikes in sight, and I’ll bet that a newb would go quicker on the modest Kawi in this situation than he/she would on any literbike. A hint of abruptness during throttle reapplication is its only glitch.

Ground clearance at street speeds is quite generous, as a rider is able to feather the edges of the ER’s Dunlop Roadsmart tires that Pete recently reviewed. A sportbike-standard 120/70-17 leads the way, while a relatively narrow 160/60-17 puts the power to the ground. A short seat-to-peg distance is the byproduct of the beneficent ground clearance, constricting the legs of tall riders.
When it comes to details, the ER-6n is well equipped. Four tie-down points are thoughtfully provided under the tailsection, there is space available under the seat for a U-lock, and a bright LED taillight aids conspicuity. Passengers are welcomed by a decent perch with generous grab rails, while a pair of cable straps under the seat provides security for two helmets.

The ER’s instrumentation is a mixed bag. On the plus side, we appreciate having a clock, fuel gauge, and dual tripmeters on the multi-function LCD screen, and the white-faced analog speedometer at the top of the pod is easy enough to read. However, the bar-style digital tachometer is too small to be seen at a glance. A gear-position indicator would be a nice touch on a newbie-friendly bike like this.



In terms of style, the ER both impresses and depresses. Its Candy Plasma Blue color (with matching shock spring) really pops, and its new frame and swingarm have an improved level of finish that adds to the bike’s perceived quality. A nifty chin spoiler frames the dual header pipes snaking curvaceously in front of the engine. On the other hand, the ER’s distinctive proboscis looks a trifle odd, making us wonder why Kawi can’t seem to make cool noses for its bikes. That said, beauty is in the eye of the beholder.

After reading this far, our affection for the ER-6n should be obvious. Riding Kawi’s newest naked around made us think that no one really needs more motorcycle than this.

“Bikes like the ER-6n or Suzuki’s recently released Gladius make sense for a lot of riders,” commented Senior Editor Pete Brissette who rode the Gladius before the ER. “They have plenty of power, sporty handling and very livable ergos. How much more should we ask for?”

Yes, you should anticipate an upcoming duel between the ER and the Gladius. It’s worth noting that the Kawi’s $6,399 MSRP undercuts the Glad’s by $500. The fully faired Ninja 650R also competes for your dollars with a $6,799 retail price.

BMW S1000RR

BMW took the official wraps off its new literbike contender, the S1000RR, at the legendary Monza Racing Circuit last weekend in conjunction with an Italian round of the World Superbike Championship.

Although we already teased you with some details that have trickled out about the bike in our A Closer Look article, we now have been given full details about BMW’s new Superbike contender.

The pertinent numbers are a claimed 193 horsepower (at the crankshaft) and a 403.5-lb claimed dry weight. In a ready-to-ride form including fuel, BMW says to expect 450 lbs of weight. DTC Dynamic Traction Control is an appealing option, as is the Race ABS that adds just 5.3 lbs to the bike’s weight. Also innovative is the RR’s variable-length intake tracts that work in harmony with a 14,200-rpm redline, the highest among its rivals.
BMW didn’t try to break any new ground in choosing an inline-Four engine with an aluminum frame for the S1000RR. In its foray into the highly competitive literbike market, the German manufacturer followed the tried and tested model that has proven so successful for its Japanese competitors.

BMW did employ technology from its Formula 1 program into the S1000RR’s cylinder head. The S1000RR’s four extra-light titanium intake and exhaust valves per cylinder are operated by equally light single cam followers. According to BMW, the cam followers weigh 11 grams (0.388 ounces), almost 50% lighter than what BMW uses in its K-series motorcycles. BMW says the light and tiny cam followers gave their engineers more freedom in choosing ideal valve lift curves to optimize performance.



BMW stuck with what works in an inline-Four on an aluminum frame.


BMW employed valve technology developed by its F1 racing program.


A short sprocket driving the camshaft through an intermediate gear helps the S1000RR’s engine help provide what BMW promises to be “supreme revving qualities at highest speeds as well as exact maintenance of valve timing with very compact dimensions”.

The S1000RR also features a cylinder bore of 80mm, which is larger than the 74.5mm bore found on the Suzuki GSX-R1000, 76mm bore found on the Honda CBR1000RR and Kawasaki ZX-10R and the 78mm bore in Yamaha’s YZF-R1.

BMW says the S1000RR’s engine has a maximum output of 193 horses at 13,000 rpm and maximum torque of 82.5 lb-ft at 9,750 rpm. The engine is said to weigh 131.8 lbs.

The S1000RR’s exhaust works on the 4-in-2-in-1 principle: four individual manifolds of equal length join into two pipes beneath the engine block before again merging into a single large-volume pre-silencer. Fully controlled interference pipes housed in the two connection pipes. The two connection pipes each house fully controlled interference pipe butterflies which open or close to moderate exhaust flow. BMW says the system provides a “homogenous” power and torque curve.

BMW also tried to make the S1000RR as light as possible to maximize power to weight ratio. The S1000RR has a claimed dry weight of 403 lb (and 450 lb wet), for a power-to-weight ratio of 1.05 (hp per kilogram), but we’ll see how it measures up when we get our hands on it.

BMW will offer Antilock Brake System and Dynamic Traction Control options for the S1000RR. The “Race ABS” system was developed for both the road and the track, and its components are said to add just 5.3 lb to the bike’s overall weight. The DTC works in conjunction with ABS and offers four modes, Rain, for wet conditions, Sport, for regular road use, Race for track use, and Slick for racing with slicker tires. The Rain mode limits power to 77%, while Slick mode disables the ABS on the rear wheel and turns off the bike’s “Wheelie Protection”.



BMW offers ABS and Dynamic Traction Control options for the S1000RR.

BMW is also offering its HP Gearshift Assistant for clutchless up-shifting without interrupting torque or power as an option.

Ergonomically, BMW promises a slender, compact dimensions with the S1000RR. The tank section has the width of a 600cc supersport while the swingarm features an eccentric pivot to adjust the rear height of the S1000RR.

BMW made suspension adjustments simple by marking the settings on the upside-down fork and spring strut on a 1 to 10 scale. Instead of counting off clicks to adjust rebound, all you have to do is remember what number you want.

The S1000RR should be available some time in the fall, but we will provide a closer look at BMW’s new Superbike soon.

KTM 1198 RC8R

KTM’s RC8 spent so many years being a concept - a V4 and then a V2 - that no one knew whether this crazy orange design would ever see the light of day. I for one am glad to see it in its first evolved state after the 2008 world launch at Ascari. KTM must be a huge fan of Ducati as everything KTM has done with the RC8 from the L-twin (V75-V90) configuration, Ascari launch and then Portimao launch is all in the footsteps of the red giant from Bologna, Italy. But was it a wise move? Isn’t V4 the future now?

Those are questions yet to be answered, but one question I do know the answer to is whether the 1198 RC8R is a Ducati killer or not. It definitely isn’t yet, so today I’m comparing it to the liter fours and the latest and best 600cc in-line fours instead.

And it wouldn’t stand a chance there either I hear you whisper? Well, it’s not quite as clear cut as that. While cornering on the brand new Bridgestone BT-003RS tires the RC8R leans with great willingness and turning from an extreme left lean to an extreme right is the easiest thing in the world. Only the 2009 Kawasaki ZX-6R felt better in this area on Almeria.

The Brembo monoblocks worked very precisely on the RC8R with a fantastic initial bite. The 43mm WP USD fork felt fine, but not with the same feedback as the Ninja. The new fully adjustable WP mono shock must have helped a lot at the rear because the RC8R could be fired very hard out of the corners without much of a rear wheel slide. The RC8R was also of the best bikes along with the 600s for a circuit that can be ridden in second gear between the two straights. Plenty of low-end, traction-friendly V-twin torque.

KTM claims 170 horsepower at 10,250 rpm which should have been enough to stay a little closer to the mighty Kawasaki ZX-10R down the straight. But it’s left for dead after three gears when I suspect the efficient Kawasaki Ram-air system really starts counting in, adding another 12 horsepower for a claimed total of 200 horsepower. The Honda CBR1000RR and Suzuki GSX-R1000 beat the RC8 R too. Perhaps the Kawasaki claimed figures are closer to the reality than KTM’s but only a Dyno bench could prove it.

The RC8R has a 2mm larger bore than the RC8 that results in an 1195cc V75 engine. It was all good for a top speed of 150 mph on the main straight where I consistently saw more than 165 mph on the ZX-10R’s speedo.
The riding position still felt like a sports tourer but the rear can be raised 20mm. Looking at all the bikes in the paddock the KTM RC8R looks the raciest of them all, but once in the seat that changes. Those of you that know your KTM will know that the company for many years specialized in making the best and most racy Enduro bikes. Then KTM launches a superbike softer than Honda’s Fireblade. Go reckon.

The 2009 KTM 1198 RC8R is still a very fast motorcycle though, but in the most extremely competitive segment I’m rating it behind all the big four, Ducati 1198S and Aprilia RSV4. The KTM RC8R is only almost famous and is not involved in any racing activity.
The RC8R is a very good sports motorcycle, but against its competition it’s still not good enough. As a stand alone motorcycle I’d have no problems putting my cash down for one. I like both the performance and the Austrian mad-man design. You’ll not be disappointed stepping up from a 600cc sportsbike, but the RC8R is not a serious alternative to the literbikes just yet. Unfortunately for KTM I don’t think they’ll ever rise from Ducati’s shadow with the V75. Good luck anyway.