Motorcycles

Aprilia Mana

2009-06-09T12:34:00.002+01:00

There’s a good chance a few folks out there have heard little or next to nothing about the Aprilia Mana 850, introduced in July 2008. The Mana is something of a revolutionary motorcycle, and like all revolutions, there is, or will be, those for and those against the cause.

The old guard in motorcycling, upon hearing of this new machine for a new age, may scoff and sneer, saying, “It’s not really a motorcycle!” And a fresh generation of riders embracing two wheels for the first time will retort with, “It is so a motorcycle, old man!” Indeed, those shouting “old man” might just be old men themselves, as many re-entry riders comprise a portion of today’s motorcycling masses.

What is it about this new Aprilia that might create such a dust-up? The Mana 850 is a fully automatic transmission motorcycle.

“What’s so revolutionary? You’ve forgotten about the Hondamatics from the ‘70s!” you might correctly scold.

Indeed, the Mana 850 isn’t the first bike to employ a continuously variable transmission (CVT), but it is the first bike to add the feature of an electronically controlled semi-manual 7-speed sequential transmission, and a choice of three engine mappings, all made accessible at the push of a few buttons. But what might really generate the brouhaha is the fact that the 839cc liquid-cooled, fuel-injected, eight valve, single overhead cam, twin sparkplug per-cylinder, 90-degree V-Twin powering the Mana is sourced virtually unchanged from a scooter.

Aprilia, for those that may not know, is a property of Piaggio, the scooter and small-displacement motorcycle manufacturing giant based in Italy. Of the seven or so two-wheel brands under the Piaggio Group umbrella, Gilera is one of five brands that carry scooters, and it’s the Gilera GP800 from which the Mana gets its powerplant.

The engine specification sheets of the GP800 (also an 839cc) and Mana 850 are nigh copies of one another. About the only notable difference is that in scooter trim the mill makes a claimed 65.5 hp at 7,250 rpm and in the Mana claimed horsepower is 76.1 at 8,000 rpm. According to those same tech specs, the Gilera scooter actually makes about 2 ft-lbs more than the Mana (56 ft-lbs at 5750 rpm vs. 54 ft-lbs at 5000 rpm).

Where the Aprilia leaves scooterdom behind is in just about every aspect other than the powertrain. The Twin hangs from a steel-tube trellis frame coupled to a traditional but stylish swingarm. Front suspension is a non-adjustable 43mm male-slider fork. The Sach’s linkage-less shock provides easy spring preload changes courtesy of its location – just below the seat and in-line with the frame’s main tube – and a ramp-style adjuster; shock rebound damping is also available.

The auto bike rolls along on traditional sportbike size rubber of 120/70 x 17 up front and 180/55 x 17 in the back. Wheelbase length of 57.5 inches adds some stability in handling while the reasonably sporty 24.0-degree rake and 4.05 inches of trail keeps steering response light and quick. By comparison, the Mana has rake and trail dimensions nearly identical to those on Kawasaki’s ultra-sporty ZX-6R, winner of our 2009 Supersport Shootout. Like many motorcycles the Mana uses a chain final drive; claimed dry weight is 440 lbs.

Though I’ve never ridden the Gilera GP800 (and likely never will since the brand isn’t sold in the U.S.), I had my doubts that a “motorcycle” powered by a scooter engine could tickle my fancy. Oh, how the mighty have fallen…
Swinging a leg over plants your bottom in a wide, comfortable saddle sitting a humane 31.4 inches off the ground; distance to the thick rubber covered footpegs is roomy. Aprilia managed to carve the seat from the perfect foam density: neither too soft nor too firm. Furthermore, the step created as result of the separation between rider and passenger portion makes a nice support for the rider to slide back into. Reach to the one-piece handlebar is easy, complementing the open, neutral rider triangle.

Start-up procedure on the tech-laden Mana is normal save for the fact you don’t need to pull in the clutch lever as part of a safety routine to prevent accidental movement if the bike is in gear, ‘cause there ain’t no clutch lever. Recall that with CVT transmissions there aren’t any gears in the traditional sense; ergo a clutch lever isn’t necessary. However, applying the front brake is required as part of a safe start-up routine. If the bike is parked on an incline of any degree you might’ve set the manual parking brake (one more time, no gears!) located just in front of your left knee, so don’t forget to release it.
Your next task is to choose from one of the three engine mappings, Rain, Touring or Sport; mappings are selectable on-the-fly. Mapping selection happens via the round Gear Mode button located just above the Start button with integrated engine Stop switch. Your engine map selection will display across the easily read LCD.

Holding the Gear button for a couple of seconds, then releasing, scrolls through the map settings; holding it a little longer will bring the transmission into Sport Gear. This setting allows you to “shift gears” like a traditional bike transmission.

Let’s suppose you’ve opted for Sport Gear over full-auto Drive mode. You can shift with either the traditional foot-operated shift lever – with handy adjustable eccentric toe peg – or by the Plus and Minus finger paddles – very similar to shift levers on contemporary mountain bicycles – located on the left switchgear. Thumbing the Plus button up-shifts, tapping the Minus button with your index finger will down-shift. There are seven “gears;” a gear indicator is on the LCD.

One quick caution: don’t get confused by the large Mode toggle switch on the left switch gear housing. This switch has nothing to do with engine mappings or transmission modes, as it’s used to control the various functions of the robust LCD.

Whichever shifting method you choose, toe shifter or finger paddles, I suggest sticking with one. I found going back and forth between them a little too much busy work to concentrate on, especially when dicing up curvy bits of road.

Earlier, I referred to the transmission as a semi-manual sequential system. Wringing the life out of the throttle will cause a series of shift lights to progressively illuminate on the dash, at which point you’ll hit the rev limiter if you don’t up-shift. In this way, the system mimics a standard manual tranny. However, if the system is in any gear above first while at a stop it’ll automatically downshift to first gear.
If you’ve ever used car transmissions similar to BMW’s Steptronic or Porsche’s Triptronic, you’ll recognize this ultimate override by the ECU as way to compensate for faulty human memory. Sequential means that gear selection can only happen in order, lowest to highest, and vice versa. In other words, you can’t skip from, say, second to fourth in one move as you might on a reg’lr bike.

Aprilia did a pretty good job of emulating the shifting experience: shift pattern is one down, six up and the ratios change with a bit of a thunk. Sport Gear mode also does a better job of providing some sense of engine braking, something which isn’t as noticeable in automatic Drive mode. The limited engine braking may take some getting used to if you’re coming off a manual transmission motorcycle.

After numerous attempts, I couldn’t perceive any worthwhile advantage in using Sport Gear over the Sport mapping in automatic Drive mode. If there are any real benefits to Sport Gear, they’re far too subtle to notice, which leads me to conclude the option of shifting this automatic is really just there to make a lot of us feel more comfortable. Something of an electronic security blanket.
Scootercycle! A new breed?

If you’ve chosen automatic Drive mode, you can forget about all that stuff above, and just twist ‘n’ go. This is when the Mana becomes what I’ve dubbed a scootercycle. Once you get used to that naked feeling at your clutch lever-less left hand and get over no longer needing to blip the throttle for smooth shifts, the next point of adjustment will be acclimating to what could be some of the most linear power delivery you’ve ever experienced on a bike.

From a dead stop the CVT needs a second or two to spool up and synch with engine speed, but once underway, throttle response from the single 38mm throttle body with Weber-Marelli EFI is akin to an electric motor. No steps in torque development or abrupt peaks in power, just an ultra-flat power delivery.
If you’re a scooter rider graduating to the motorbike-like Mana, you’ll be in your element; few, if any, of the sensations described above should feel foreign.

Riding in various environments (cityscapes, canyon roads, freeway, etc), I discovered Touring mode to be the best compromise of sufficient power and limited engine vibes. Rain mode proved to be a skosh too muted in power delivery for my preference, and Sport, although allowing full power, generated too much engine buzz. Regardless of the mapping selection, the Mana easily attains cruising speeds of 80 mph, 90 mph or more.
In most instances the basic suspension performs well, but the shock and fork’s springs were too softly sprung, leading to noticeable chassis pitch and general wallowieness during rapid-fire transitions between corners. There’s a shock adjustment guide in the form of a display on the shock body to help determine which settings are best based upon: single rider, rider and passenger or rider and passenger with luggage.

Our test unit arrived with the shock set-up for a solo rider: the bottom detent on the ramp adjuster for least amount of preload.

After the first ride I adjusted for three additional detents toward max preload, as recommended for two riders. Stability during canyon carving improved but I felt more preload was necessary. Ultimately, preload position 6 out of a possible 7 (hardest) is where I landed (a significant amount of preload considering I weigh just 155 lbs).
Chassis response had improved markedly, but harshness over bumps had increased as well, and the sidestand’s propensity to drag during aggressive cornering hadn’t altogether disappeared despite raising ride height as a result of the aforementioned increase to preload. Such are some of the potential drawbacks when using budget-minded suspension.

What the Mana 850 may lack in suspension performance, it more than makes up for in braking brilliance from the potent pair of Aprilia-branded radial-mount 4-piston calipers. The binders have heaps of power to crush the 320mm rotors, and their performance would be flawless if it weren’t for what I perceived as a minor amount of numbness exacerbated by the long-ish reach to the lever. Despite being 4-way adjustable, distances between positions on the lever are still too far apart. Even our photog Fonzie, with his size Large glove, noted the relatively long reach. This may seem nit-picky, but considering many women or short-stature riders may be attracted to the Mana for its overall ease-of-use, we figured we’d point out this minor issue.

Finally, in one more effort to rail against conventional motorcycle design, the Mana has another secret to reveal. What looks like the fuel tank is actually a storage compartment, replete with light and 12-volt power socket, that’s capable of holding one full-face helmet. The storage lid can be opened electronically – interestingly, irrespective of engine or road speed – by way of a switch on the front left switch gear, or manually by a latch hidden under the passenger seat, located next to… the gas cap!

Locating most of the fuel under the rider, according to Aprilia materials, improves handling by helping keep a low CofG. We can see by the recent unveiling of details of Aprilia’s all-new RSV4 Factory superbike that the company is committed to this philosophy, as the superbike employs a similar location for much of its fuel.

Speaking of fuel, observed economy saw an average 40 mpg, much better than the 33.1 mpg average the LCD indicated as part of its deep repertoire of data on display. Cruising range from the 4.2 gal tank on most of my trips was at least 130 miles, with low fuel warning indicating around the 132-mile mark.

The Future of Motorcycles?

For the lion’s share of my more than 15 years of riding, I did virtually all maintenance, and the occasional ground-up overhaul, to all of my bikes. Through smashed knuckles, greasy fingers and entire weekends lost to the most “basic” repairs I came to genuinely enjoy the mechanical-ness inherent in motorcycles. Part of that enjoyment for me is found in finessing throttle, clutch, brake and transmission into a harmonious mechanical symphony that keeps the bike moving in precisely the direction I point it and in the manner I choose.

Some of that experience is lost in the Mana 850. Nevertheless, that doesn’t mean this seamless amalgam of motorcycle and scooter is somehow unworthy of consideration as a viable and legitimate two-wheeler. Apart from a slightly unusual shape on the left side of the engine, most riders probably couldn’t tell from a distance the Mana was anything but a traditional motorcycle.

It’s not unreasonable to think that a lot of riders would be put off by the CVT, or the distinctly scooter-like drone of the exhaust note. On the other hand, there’ll likely be a segment of motorcyclists that find this machine highly attractive.

Mana more enticing to ride, especially in stop-and-go congestion-burdened Los Angeles. On a few occasions the fact that I didn’t have to continually manipulate the clutch lever as punishment for being trapped behind slow-moving cagers during a technical downhill decent actually made the ride more enjoyable.

The Mana 850 will probably make sense to a lot of folks. And when we consider the amount of technology on tap, its great brakes, comfortable riding position, excellent fit and finish and the $9,899 MSRP, its value really starts to come into view. All the more so in light of the $5,700 savings over Honda’s similarly functioning DN-01 scootercycle.

Kawasaki Vulcan 1700 Voyager

2009-06-05T07:12:00.003+01:00

You're not the only one ready for a bit of horizon chasing, as Kawasaki has its new Voyager ready for your long-haul adventures. Team K describes its new luxury-touring steed as “nostalgic, muscular and modern.” The nostalgic aspect refers to styling elements from 1960s-era vehicles, such as the driving lights (Chevy pickup) and retro-tinged gauges.

The Voyager is based upon the Vulcan 1700 cruiser we recently reviewed. New from the wheels up, we were favorably impressed with the powerful and relatively nimble platform. I refer to this test because it contains a whack of info that applies to the Voyager I won't bother rehashing here, so make sure you give it a read to get the whole picture.

The Vulcan's punchy 103.7 cubic-inch, 50-degree V-Twin gets a mild retuning for use in the Voyager. Revised ECU mapping and the use of dual exhausts (one muffler per side to minimize saddlebag intrusion) results in an identical torque peak of 108 ft-lbs but arrives 500 rpm later than the Classic’s 2250 rpm. Max horsepower also arrives 500 revs later than the Classic, at 5000 rpm. The rev limiter kicks in at 6000 revs.

Response from the slightly livelier motor is very fluid, aided as it is by an electronic throttle valve in the fuel-injection system that examines throttle position, load, temperature and air pressure inputs to provide optimum delivery. It has enough low-rpm twist to take off from a stop in second gear. Twin counterbalancers and overdriven fifth and sixth gears keeps vibes from the single-pin crankshaft to a relaxed level.

The Voyager differs most significantly from the Vulcan by its bounty of touring accoutrements. Chief among them is the large frame-mounted fairing that not only provides major-league wind protection but also a receptacle for a cornucopia of infotainment features. Center stage is an LCD panel that hosts readouts for average fuel economy, range to empty, a gear-position indicator, a clock and twin tripmeters that can be toggled through via a switch on the left handlebar. A fuel gauge and speedometer reside to the left, and a tachometer and engine temperature gauge are on the right.

Below the main gauges is the audio panel for AM, FM and weather bands, plus the ability to handle optional XM radio, CB and iPod inputs. Switches on the left handlebar control the system. An iPod jack in the left-side lockable glove box is optional. Sound quality through the two speakers is decent if not excellent.
Another touring feature of the Voyager is electronic cruise control that functions in gears 3 to 6 between 30 and 85 mph. Speeds can be bumped up or down incrementally (1 mph, claimed) with the handlebar-mount controls, and cruise can be canceled with brake and clutch input, or by closing the throttle manually. Self-canceling turnsignals are standard on all V17 models. The Voyager is also equipped with a 12-volt accessory socket.

More than 33 gallons of lockable storage are at your disposal.

When it's time to hit the road for a week or a month, you'll need places to stow clothes, cameras, refreshments and perhaps a copy of “Zen and the Art of Motorcycle Maintenance.” To that end, the Voyager has a pair of lockable saddlebags that hold 38 liters each and are sealed from the elements. The top-opening design uses a simple squeeze handle for effortless opening and closing, and they can be left unlocked for quick retrieval of stored items. Dual latches are used for extra security.

Even more commodious is a 50-liter top box that is big enough to hold two full-face helmets. Like the saddlebags, its locks are keyed to the ignition. Dual lockable glove boxes offer cockpit-accessible storage space.
With all these amenities and a big-cube motor, it shouldn't be a surprise to see it all add up to a considerable 886-lb ready-to-ride curb weight, which is less than some other large touring bikes. What is a surprise is how non-cumbersome the big rig is. Even low-speed maneuvers where some other luxo-barges struggle aren't problematic for the Voyager, thanks in part to a reasonable wheelbase of 65.6 inches and modestly sized 130/90 and 170/70 tires on 16-inch aluminum wheels.
The Voyager's ergonomic package is excellent and suits riders of various sizes. Compared to the Vulcan 1700, the bars have less pullback and the floorboards are further back by more than an inch, the latter allowing a rider to lift some weight off over bumps or while stretching. A 28.7-inch seat height is low enough to provide stable footing yet tall enough not to cramp legs over long distances. The seat itself is very supportive, even plusher and wider for both pilot and pillion than the V17 Classic/LT.The Voyager's suspension is similar to the cruiser V17s but has a beefier 45mm fork rather than 43mm stanchions. It uses the same air-adjustable shocks with 4-position rebound damping but with heavier spring and damping rates to accommodate the Voyager's more substantial weight. With the air-adjustable shocks set to 10 psi (from a maximum of 43 psi) and rebound damping on #3 of four levels, the rear suspension was about spot-on for my light weight and aggressive riding style, providing good control and acceptable ground clearance.
Kawi's cruiser-touring rig performs quite well in in the corners, aided by a chassis purported to be 40% stiffer than than old Vulcan 1600's. Steering precision is better than expected, and the Voyager can be hustled around smartly up to the limits imposed upon by the lean angles available by its floorboards. Smooth throttle transitions and zero drivetrain lash via a carbon-reinforced belt drive shuttle power to the wheel decisively.

But it's cruising down the open highways where the Voyager is most in its element. A pleasantly neutral riding position and comfy seat lets the scenery pass by effortlessly. The big, retro-inspired fairing provides encompassing shelter from the elements, aided by lower panels that keep wind from a rider's legs. Depending on the amount of ambient heat, foot-level vents in the fairing lowers can be set to one of three open positions or shut off completely. A sub-six-foot rider is forced to look through the non-adjustable windscreen that provides good coverage without much buffeting.

Triple-disc brakes offer good power and feel, and they can be upgraded with an antilock brake system. The $1100 option includes 4-piston calipers up front rather than the 2-piston clampers on the other V17s, and it includes a form of linked braking called K-ACT. It works like a typical brake system, but pressure sensors at each master cylinder detect the level of braking based on the bike's speed. A motor-driven actuator then alters the amount of pressure in the system and increases the amount of squeeze to the front right caliper and/or rear caliper as necessary. K-ACT sounds more complicated than it feels, as the system operates seamlessly. We're happy to report that K-ACT doesn't engage at speeds below 12 mph, and the ABS function is disengaged below 4 mph.
Stylistically, the Voyager excels with several design elements such as the machined and contoured cylinder fins for air cooling and the liquid-cooled upper cylinders. We also liked the nice back end with horizontal LED lamp integrated into the top box, and the attractive dual 35-watt driving lights can be adjusted vertically and have a dedicated on/off switch. Front and rear guards help protect bodywork in the event of a tip-over. Chrome instrument bezels are another charming touch, even if they reflect in the windshield when backlit by the sun.

Overall, the Voyager is a well-polished machine with very little to gripe about. A slightly longer sidestand would lessen the amount of heave it takes to pull the bike upright, and it was a bit surprising to note the lack of an ambient temperature gauge on the otherwise complete instrumentation. There is also no reverse gear available, so you'll want to avoid pulling in to a downhill parking space nose-first. Like all V17s, the Voyager has a nicely sculpted fuel tank, but its 5.3-gallon capacity is a bit smaller than some of its competitors. Finally, heated grips and seats aren't part of the package.

And speaking of competition, there aren't a whole lot of them – Kawasaki touts the top-of-the-line V17 as the market’s only metric V-Twin luxury-touring machine. However, there are four or five similarly themed bikes to cross-shop: Harley's Electra Glide Classic ($18,999) and Road Glide ($18,599); the Victory Vision Tour ($19,999); Honda Gold Wing ($22,099); and the Yamaha/Star Royal Star ($18,690).

The Voyager makes a very strong case for itself by having an MSRP that drastically undercuts its rivals. Prices start at $16.799, bolstered by a 3-year warranty, and the ABS version rings in at $17,899.

With its overall competence and class-leading price, Kawasaki's new Voyager is the best value in the luxury-touring segment.

Yamaha MT01

2009-05-27T22:38:00.003+01:00

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

2009-05-19T02:09:00.001+01:00

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

2009-05-19T02:07:00.000+01:00

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

2009-05-19T02:03:00.000+01:00

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

2009-05-19T02:00:00.004+01:00

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

2009-05-19T01:57:00.001+01:00

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

2009-05-19T01:39:00.004+01:00

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.