The previously mentioned engine of the Kawasaki ZX-10R is the key to the identity of this motorcycle. It’s still the horsepower king and was praised by all on the track. Most noticeable, though, isn’t the outright power, but how the Kawasaki puts the power to the ground. Where the Suzuki feels smooth and seamless, the Kawasaki and Ducati are more volatile, really grabbing your attention, while still delivering a never-ending supply of acceleration through the first four gears. It isn’t until well into fifth that the constant pull on your arms lets up, though only slightly still. It really does feel limitless.

“The Kawi motor is one of the most fun to ride, it has a very grunty low-end, mid-range and somewhat explosive top-end,” says Sorensen. “This is one of those bikes as you get into the upper gears your mind gets busy with the way the scenery is blurred. I would imagine after some seat time you would get used to the way the Kawi puts down the power but upon the first ride it is a little overwhelming even for skilled rider.”

“Man-oh-man the Ninja rips,” exclaims Kenny. “It hauls ass, it’s the rompin’-stompin’ motor that we all love about open-class bikes. More than a few times I found myself going ‘Holy crap!’ because I didn’t realize I was still going so hot that far into the braking zone.”
But it’s still not the most agile of the group, which is highlighted in the data with the second- slowest fickability scoring in the group, some likely due to its slightly heavy 459-lb wet weight. Still, compared to the previous version, no doubt the changes paid off. In our group it received somewhat mixed reviews, though much more positive than negative.

“For me the Kawasaki chassis was one of the best, it was very easy to go fast on,” comments Waheed. “It may not turn as quickly as the Honda or be as stable as the Ducati but as an overall package, for me at least, it worked the best. I was fastest on the Kawasaki and I really like everything about the ZX chassis.” “The Kawi turn-in was a little slower in comparison to some of the other bikes, which I don’t think is a bad thing,” Sorensen adds. “In left-to-right transitions it took a bit more effort compared to the other bikes. With the current set-up this bike moved around a little bit more as you would flick it to change direction, but I recorded my fastest lap of the day on the Kawi.”

As for stability, once on its side, the Kawasaki found itself right in the middle of the pack. No question the Ducati and Suzuki were more planted than the ZX when cranked over with your knee on the deck, yet it was right on-par with the Yamaha and Honda, allowing the rider to push when desired.

“I am really comfortable on the ZX and for some reason it feels just good enough to make me want to push it harder,” Hutchison remarks. “The Kawasaki holds its own in the turns for sure. Is it the most stable of the group? It’s not unstable as much as it’s just not the most stable of the group.”

Where Kawasaki would really get unsettled was when picking the bike up and accelerating out of the corner. It easily gets light and flighty though the bars when hammering the throttle hard. One would think the fancy Ohlins damper would solve this, but on the Kawasaki it’s not much more than an ornament. Adjusting it does little to nothing and the stiffest setting is still far too light.“I think the Ohlins damper on the Kawasaki is only there for decoration, at least the adjustment part,” Waheed commented. “The bike gets a bit shaky on the gas and adjusting that does literally nothing. It feels the same full-soft as it does full-hard. Kind of pointless they even made it adjustable at all.” While not numb by any stretch of the word, the fork and shock didn’t give the same direct connection with the pavement as some of the others – specifically the Suzuki and Ducati. It was enough to be able to push hard, to an extent, but it didn’t translate back to the rider that same feeling of being glued to the ground that some others did. This is another area where the Kawasaki received mix opinions with the others and lost some subjective points.

“The mid-corner stability on the Kawi is decent,” Sorensen remarks. “I would have liked to get more information (feedback) from the front end, the front tire, to be more comfortable pushing harder on the entrance to the corners. I think with that I could have gone even faster on the Kawasaki than I did.” On the other hand, when it came time to get things hauled back down from speed, the Kawasaki’s brakes were one of the best in the group. Plenty of initial bite via progressive lever action produces gobs of feel and feedback. Definitely a shining point for the Kawasaki. Where we used to always criticize all of the rubber-lined Japanese bikes for lacking in braking power, they have now figured out a way to keep the rubber lines and match the power and feedback of steel-braided equipped bikes like the Ducati. It’s very impressive. “I really enjoyed riding the Kawasaki; it’s like taming a huge beast, but in a good way,” Sorensen said of the ZX-10R as a whole. “It definitely takes more concentration to ride this bike hard, but once you start to get a feel for the Kawi’s personality you can go fast on it with confidence.”

That’s about the perfect way to describe the Kawasaki: A bike that is capable of going very fast but requires a lot of concentration to do so. It’s lifting the front tire on the gas, the back is coming around going into the corner; there’s never a dull moment of the latest ZX-10R, which by a hair still retains its title as the Horsepower King. This is also exactly why this bike falls just short of the top two spots. The potential is there, but it just takes a bit more effort to extract that performance where as the top two do it with ease. But if it’s an invigorating track experience you are after and green is your color, look no further…

Michelin introduces its latest generation of DOT racing and slick tires developed from MotoGP.

By Mark Miller

Even though the company has been forced out of the MotoGP and World Superbike championships, as well as the British Superbike and AMA Superbike national championships, Michelin hasn't exactly been sitting around sulking. The French company has been hard at work developing its latest generation of supersport tires, which they decided to introduce at the beautiful new Algarve circuit in Poritmao, Portugal.

Michelin's massive R&D department (which is backed by a budget of nearly $800 million a year) has spent three years developing its replacement for the Pilot Power series of tires, now designated the Michelin Power One. This new family of tires not only includes racing DOT-legal 17-inch rubber, but also full 16.5-inch racing slicks and rain tires.Michelin's new Power One 2CT (Two Compound Technology) 17-inch tire offers several advantages over its predecessor: A pointier profile encourages deeper trail-braking, easier changes of direction, and an increase in side grip with a contact patch that's up to 15 percent larger than any previous model. There is also a new “Road/Track” version that is intended for the rider who also frequently attends track days. All versions still utilize the multi-compound system that features a softer rubber on the sides for more grip with a harder rubber in the middle.

A redesigned tread pattern covers a mere five percent of the tire with actual tread—the minimum legal limit allowed by law. It's pretty obvious from their appearance these tires are intended by Michelin to be used exclusively for track days, dry canyon carving, and racing—not for the daily street commuter who might get caught out in the rain. Their all-new 100 percent synthetic compounds offer quicker warm-up than any other tire Michelin has produced, however.

So how do they perform? Michelin had a whole fleet of sportbikes shod with the new rubber, including Yamaha's new R1. This gave us an opportunity to really put the tire through its paces.Next up came the more aggressive compounds/construction specifically designed for the abuse of a racetrack, though identical in appearance. Same bikes, different tires.

Unfortunately, with an entire fleet of motorcycles to keep track of, it was difficult to keep all of the suspension adjustments the same, and the R1 I initially rode was much too soft, allowing a lot of wallowing and pitching that made me think I might toss it down the road. But when I traded that bike for the previous R1 I had ridden that worked well on the Road/Track version, this time everything responded beautifully. The “Version A” and “Version B” race tires (there is also a “Version C” available) were just terrific, and a huge improvement above all other tires on the day; superb grip and agile, sure-footed handling was available in spades.

Later, a technician confessed that Michelin has another Power One front tire that most of his racers preferred called “Version V”. Its even-pointier profile than the Version A and B tires offers even higher side grip, but its handling can be overly nervous for less experienced riders. Unfortunately, these were not available for testing that day, much to my chagrin.On the development-through-racing side of things, Michelin has now actually started its own "Power Research" World Endurance Team, a first it says for a tire manufacturer. The company is also participating in the Spanish and Italian National Series, as well as American Pro-Am series CCS and WERA.

Michelin has created an interactive website for the Power One (www.michelinpowerone.com) that gives the user specific tire recommendations (and even air pressure suggestions) based on a large number of parameters, including what bike, what type of riding (including the length of race, if required), weather conditions, and even the specific type of racing circuit.

Sportbike tire sales worldwide have gone up 90 percent over the past 10 years, most of which Michelin attributes to an increase in available track days. And while many consider it disappointing that Michelin has been excluded from world championship racing, the French tire company has instead decided to regroup and refocus its full resources to capitalize on what, in the end, is the most important thing to all of us: having access to the best possible sportbike tires, period. It seems Michelin is keen on providing just that. – Mark Miller.

source:http://www.sportrider.com/

No, your eyes aren't fooling you, that really is a Harley-Davidson in the pages of Sport Rider. What is it and what's it doing here you ask? Well, it's the XR-1200 and the reason why it's here is all your fault really. You see, originally H-D designed and built this bike solely for the European market, as the naked sport(y) bike segment is much more popular across the pond than it is over here. When it was released however, dealers from all over this country clamored for it and made their desires known to the company. Not only that, but individuals just like you complained to the folks on Juneau Avenue about how much you really want this bike. Some said how they'd buy it on the cool factor while others said they didn't want a sportbike but weren't ready for a cruiser either. Still, others loved it because of its historical roots. Whatever the reason, H-D felt compelled to listen to its fan base and release the XR-1200 around the world.
Oh and there's still another reason why you're reading about this bike in a magazine you thought would never feature a Harley: dirt track racing is cool. In fact, as much as we love road racing, some of the best racing we've ever seen occurred on dirt ovals.
First, let's make one thing clear: this is not a sportbike. It was never meant to be a sportbike. H-D's primary focus was to turn to its XR-750 dirt tracker--a machine that has more dirt track championships than anything else--for inspiration for a road-going model. The emphasis is on fun, sporty type riding with unmistakable Harley style. In a sense the company is banking on its own legacy to create a motorcycle that doesn't fall into any pre-existing categories.But creating a motorcycle meant for the road based off of one that lives on the dirt presented its own set of challenges. Fortunately, the existing Sportster platform provided a good starting point from which to start from. Gas tank and tail sections received a dirt track makeover and the gaudy chrome was instead replaced with menacing black and satin chrome. The 1200cc Evolution engine was massaged slightly and received a bump in compression from 9.7 to 10.0:1. Camshafts directly from the Buell XB12R Firebolt also made their way to the XR, providing more lift and longer duration than the standard Sportster cam. To maintain that classic XR look, the traditional side-draft air-cleaner setup of Sportsters past had to be reconfigured. The solution was a down-draft setup utilizing a 50mm throttle body, with the sleek airbox situated just under the fuel tank for a clean look. Harley doesn't release horsepower figures, but it will say that the bike puts out 74 ft-lbs of torque--five ft-lbs less than the standard Sportster--though Harley reps say peak horsepower is substantially higher than its more docile cousin.
For the first time ever on a production Harley, inverted forks sit up front. This time they're of the 43mm cartridge variety provided by Showa. Adjustability is nil however, but suspension travel is nearly five inches. Interestingly, the XR uses a split-rake fork offset: rake is 29.3 degrees while fork angle lies at 27.8 degrees. Twin shocks adjustable for preload lie out back with 3.5 inches of available travel. In the braking department, dual Nissin four-piston calipers bite on 292mm disks in front while a single, 260 mm disk is mated to a two-piston caliper. H-D worked in conjunction with Dunlop to develop a specific variant of the popular Qualifier model just for the XR-1200 in a 120/70ZR18 (yes, 18) front and 180/55ZR17 rear. From there a hollow, cast aluminum swingarm and cast aluminum alloy wheels reduce unsprung weight.
As mentioned earlier, the XR-1200 doesn't exactly fall into any pre-existing category of motorcycle. It is billed as a sharp handling machine (for a Harley anyway) that you can, in fact, drag a knee with. We were skeptical too until we saw the press materials that included pictures of test riders in full leathers with their knees on the deck. Granted, it was at their test facilities, but it was good enough for us. To get our own feel for the bike, journalists were invited to San Diego, California to put it through its paces. Immediately, you're greeted with a high handlebar and rearset foot controls. It's not enough to really shift rider weight forward, instead it gives a more neutral seating position compared to what you'd expect from a Harley. Gearing is widely spaced throughout the five cogs which requires adapting to holding a gear longer and taking advantage of the torque.Perhaps where the XR-1200 really comes into its own is in the twisty stuff--territory where you wouldn't dare bring an Electra Glide. It's here where the wide gearing let's you focus more on the turn than what the engine is doing. Steering is predictably slow and heavy, favoring a smooth, natural line over a late apex and quick turn-in. The XR will then follow a line nicely and tracks as it should. Learn to adapt to it and the bike will reward you; force it and it will bite you. On that note, there are times when it's obvious the bike was designed for smooth European roads; rear suspension runs out of travel quickly over less than ideal surfaces and that forces the front to understeer when being overridden. That European flavor isn't always a bad thing however; it'd be easy to think the brakes were designed to slow the bike from autobahn speeds as the dual discs and Nissin calipers are clearly the strongest pairing we've seen on a Harley. They're quick and responsive and give good feel at the lever.
First impressions on Harley's latest creation are positive. It's an enjoyable ride for someone who isn't looking to get every last ounce of performance out of their sportbike and instead wants to experience the open road. The question now is how many of those are there? Vivid Black versions of the bike will sell for $10,799, while the Mirage Orange Pearl goes for $11,179. The company is already taking cash deposits for the first 750 XR-1200s and those who are lucky enough to get their hands on one will also receive a commemorative number one number plate. It's nice to see that a big company like this one listens to their customer's demands, but now that they've done so it's up to you, the buying public, to put your money where your mouth is.

Technology is a many splendored thing. Just look at the ways in which technology has shaped our lives: written letters have given way to emails, cell phones have (almost) made landlines a thing of the past, and who needs a map when you've got a GPS? In many ways, technology has made once arduous tasks more convenient.
Yet the internal combustion engine and the method by which it delivers its power to the road has remained largely the same for the past century. A power transfer device of some sort distributes the power from the crankshaft to a set of constant mesh gears which then distributes that forward motion to the driven wheel or wheels (over simplified of course). It's been the same for ages. And as the saying goes; if it ain't broke, don't fix it. Right?
Wrong. At least according to Aprilia. There are some drawbacks to the conventional method of forward motion transfer, and borrowing a rather new technology from the four-wheeled spectrum, Aprilia has equipped its new Mana 850 with a CVT, or Continuously Variable Transmission. We'll get more in-depth with the CVT later, but let's switch gears (pun intended) and talk about the rest that the Mana has to offer.Sum Of Its PartsThe Mana isn't exactly a sportbike, but it is an awfully nice tool to tackle the everyday needs of a rider. To start, the Mana's steel trellis frame cradles the 850cc 90-degree V-twin. Like its Shiver stablemate, this engine is also manufactured entirely in-house. On the dyno, the Mana put out a disappointing 55 horsepower and 40 lb-ft. of torque. That torque curve, however, is flat as a board throughout the entire rev range, providing decent acceleration no matter what rpm you're in. Of course, you'll never know how fast the engine is spinning because there is no tachometer on the sparse gauge cluster. The speedometer dominates the gauges, while an LCD screen displays drive mode selection and gear position, assuming you're shifting gears manually. In their infinite wisdom, the folks at Aprilia must have figured that since it can shift itself there's no need for you to know the engine speed. Word to Aprilia: we want the tach back.
Suspension duties are provided by a non-adjustable 43mm inverted fork with 120mm of travel, while an offset shock is mounted directly to the swingarm without the use of linkages. Adjustability is limited to preload and rebound damping. Stopping power in the front is by way of four-piston, radially mounted calipers hugging 320mm disks. Oddly, stopping power by these binders is sub-par from what we've come to expect from Aprilia. The bike will respond to an input at the lever, but that eye-popping bite isn't there. Not to say that the brakes are weak, but the Mana takes a little more effort than we're used to giving for an Aprilia.
The Mana features a wide, flat handlebar that gives it great leverage in the tight stuff and low set footpegs which provide a neutral riding position. Despite the low pegs, the sidestand makes contact with the pavement before your feet. Oddities include a gas tank whose filler tube is located under the passenger seat. Aprilia engineers then placed the tank closer and lower to the C of G for improved handling. We noticed a difference in the responsiveness of the chassis with a full tank and one bordering on empty. The full tank clearly required more effort to turn and wasn't as agile. So what's the deal with the "conventional" gas tank? Well that's now a storage unit. One equipped with a soft, non-scratch lining. There's a small compartment for the toolkit and a cell phone and even a 12 volt A/C outlet to power a phone charger. A full face helmet is claimed to be able to fit, but none of ours did. Nonetheless, this is one of the conveniences of the Mana: a built-in tankbag at no extra charge.What's This CVT Thingamajig?Right, the CVT. Like we mentioned earlier, the basic premise behind traditional gearboxes is that power is spread through constant mesh gears with a fixed amount of teeth. The "problem" with this setup is two-fold: first, there are times when the vehicle is hunting between gears (say on an incline) and the ratios between two gears will either cause the engine to spin incredibly high, or so low that it can't put down enough torque to maintain speed. The second issue is the sudden (and albeit very minute) loss of momentum as the gears are changed from one to another.
A continuously variable transmission eliminates those issues by always operating at optimum rpm for a given speed. Simply put, a CVT has three main components: a V-shaped, high strength metal or rubber belt, a cone-shaped driving pulley of varying diameter that's connected to the engine's crankshaft (like a countershaft sprocket), and a cone-shaped driven pulley, also of a varying diameter, that drives the rear wheel (like a final drive sprocket). At slow speeds the driving pulley is large, while the driven pulley is small, to enable the vehicle to accelerate quickly. As speed increases, the two pulley's diameters will start to inverse, effectively creating an infinite amount of gear "ratios." That isn't to say that you'll continue to accelerate forever, as aerodynamics, as well as the physical size of the pulleys, will ultimately determine top speed.
There are other factors at play here, such as electronic aids that play a part in the system. As for the Mana, its seven gears are set at pre-determined ratios which are ultimately decided upon automatically (when in Autodrive) or electronically when in sequential shift mode.
So What's It Like To Ride?The first adjustment you need to make when riding the Mana is accepting that the clutch lever is gone. You'll instinctually reach for it, but forget it. It's not there. From there the ride experience is much like a scooter--just twist the throttle and you're on your way. A common problem with bikes that do away with clutch levers is slow speed maneuverability, as clutch slippage helps in these situations. Thankfully, the Mana doesn't have that problem. Despite the fact that the CVT disengages at speeds below 20 mph, it immediately transfers power again at the slightest crack of the throttle, giving the same effect as a slipped clutch.
When in Autodrive mode it's near impossible to tell when the CVT is switching gears, it's that seamless. Shifting manually with the hand controls takes some getting used to as well. Thumb for upshifts, pointer for downshifts. Rowing through the gears pressing the button (or using your foot with the traditional foot lever) never offers that sensation that you're really manipulating the motorcycle. Upshifts are still seamless and the engine is automatically rev-matched when downshifting. The feeling is much more akin to riding a large computer. A 516-pound computer, to be exact. In Autodrive, the rider is still able to downshift as long as there is no throttle application. The system will then take over again once it detects the right grip being twisted. The ability to switch between the three power modes: Sport, Touring and Rain is also available while in Autodrive, and while some testers preferred the responsiveness of the Sport mode, others found its high-revving nature a bit annoying and instead preferred the subdued (and quieter) behavior of Touring mode. As on all other bikes we've ridden with power modes, we're still trying to figure out who would really use rain mode. Especially on a bike with only 55 horsepower to begin with.
Convenience. Italian StyleThat being said, the Mana is not the motorcycle for the purist. It is, however, the one for the utilitarian. An added side benefit of the CVT is the distance one's able to travel on a single tank of gas. We averaged slightly more than 39 mpg with the riding consisting of everything from long highway stints to runs up the local twisties. Our best mpg figure for a single trip was an impressive 42 mpg, but the riding was long and boring throughout. When you take into consideration that these numbers all came with the Autodrive map set to full sport mode, where power takes precedence over economy, the numbers become that much more staggering. Beyond that, the seating position is comfortable for long distances (even without a windscreen), the bike handles better than expected given it's budget suspension and there's plenty of room for storage.
But then there's the price. For $9899, the Mana 850 suddenly loses its appeal to the utilitarian. It's got some great features and some innovative technology, but for this price we expect more. A detent in the turn indicator switchgear would be a nice start. Little things you might say but hey-we're purists.

After winning numerous magazine middleweight shootouts and European national Supersport racing titles since its debut in 2005, one might consider the objective of Triumph's R&D team in making the Daytona 675 better still for 2009 a challenging task. The most evident change is the subtle restyling job carried out by Chris Hennegan, the Triumph factory technician-turned-stylist who designed the original bike. He's replaced the slightly pinched appearance of the previous model's face with a more aggressive and modern appearance to the broader-looking fairing nose, incorporating a revised headlamp and cockpit. But beneath that is an equally uprated performance package, demonstrated by lapping at the tight and twisting Cartagena circuit and on the hillside highways of the rugged Cabo Cope region of Spain. Available in a fetching shade of Tornado Red alongside the Jet Black livery that's topped the sales charts ever since the Daytona was introduced, the '09 Daytona 675 retails for about three percent more than the older model at $9799.
The new model feels identical to the old one when you throw a leg over it; the Triumph sits quite tall thanks to the unchanged 32.5-inch seat height, but the midsection is very slim, similar to how you'd expect a V-twin to be, and the rider is packaged in the Triumph nicely. These are ergos that will suit many different statures, except for the very shortest. There's lots of room for a six-footer like me, so I didn't feel cramped aboard it, in spite of the footrests being set fairly high. The handlebars are angled downward and pulled back a bit, so despite its racy riding position the Triumph doesn't prove to be as tiring on your arms and wrists as you might expect. The small instrument panel is unchanged, with seven adjustable shifter lights on the right of the analog tach with a digital LCD panel displaying a multitude of functions including speedometer, mileage/dual tripmeter, 99-lap timer, maximum speed, engine temp, fuel consumption, average speed, etc.
Steering geometry has been relaxed slightly with a rake of 23.9 degrees and 89.1mm of trail, while the 41mm inverted Kayaba fork delivers the same confident handling as before on both road and track. But thanks to the '09 Daytona's separate high and low speed compression damping adjustment now available on the fork as well as the Kayaba rear shock, overall compliance at both ends is improved still further. The advantage of having separate adjustment is not just that you can dial in a more precise setup on the racetrack, but also that you don't need to compromise settings in pursuit of optimum damping in both types of situation, and ride quality is much improved on the street, too.That extra adjustability of the Kayaba front end is necessary to counter the effectiveness of the new four-piston Nissin monobloc radial-mount brake calipers. Producing a claimed 15 percent more power and five percent more initial response than their predecessors, these new calipers bite on new floating 308mm Sunstar discs featuring reduced unswept area for improved heat distribution and dissipation. The Nissin brakes are stellar in performance, with superb feel and progressiveness with just a single finger on the adjustable lever; squeeze harder, and they deliver outstanding stopping power very controllably from high speed. The Japanese brakes are fully equal to the Brembo benchmark in performance, and maybe just shade the Italian stoppers in terms of sensitivity and controllability. And in spite of the fact there's still no slipper clutch fitted, the Triumph remains stable under aggressive braking with no rear wheel chatter or instability on the overrun due to the greater flywheel effect of its three-cylinder engine.
There's less to stop with the new Daytona, thanks to a more than six-pound reduction in dry weight (now claimed at 357 pounds). Most of this has come at the rear of the bike, with more than two pounds of unsprung weight shed via the adoption of a new-spec rear wheel and sprocket assembly, and another 2.2 pounds shed from the new triple-exit silencer, which also has improved gas flow for increased performance. The thinner-wall (down from 1.2mm to 0.8mm) stainless steel exhaust headers also save more than a pound, plus another 0.6 pounds comes from the new magnesium cam cover. This diet has two additional benefits besides the increased performance derived from an improved power-to-weight ratio. Because much of weight has come off the rear of the bike, it effectively centralizes more of the mass while also increasing forward weight distribution for better front-end grip out of turns.
This was noticeable at several points on the Cartagena circuit, where the Triumph effortlessly flicked from side to side through the track's many combinations of turns. The Daytona steers with pinpoint accuracy that allows you to hit the same small patch in the tarmac lap after lap, and turns easily even while holding a tight line. It also stays glued to the tarmac in faster turns, thanks not only to the increased forward weight bias and improved suspension compliance, but also to the outstanding grip of the Pirelli Diablo Supercorsa SP tires fitted as stock.
The Pirellis are also a factor in the Triumph's easy steering and agility because of their sharper profiles that promote quicker steering without impacting stability or showing any trace of nervousness on turn-in. They also heat up very fast; on a 55-degree F day, I had a new set of Pirellis that had never seen tire-warmers up to temperature within just a lap of the 2.1-mile circuit. Just what you need if you live in colder climes, where getting the rubber warmed up fast is a key issue.
The Daytona 675 just seems to shrug off all bumps and ripples while cranked over at any speed, and while exploiting the torquey three-cylinder will often lift the front wheel exiting a turn, it never gets out of hand. Presumably the non-adjustable steering damper fitted as standard plays a role in preventing even a quick flick of the bars in this situation, but it would be interesting to try the Triumph fitted with an adjustable one so you could experiment with settings. As it is, this is a very confidence-inspiring bike to ride, the type that makes you feel master of the universe at track days, in contrast to most literbikes that make you feel as if the bike is the master.Although I was a bit disappointed to see the new Daytona's three-cylinder engine painted black (presumably for commonality with its Street Triple sister, which reduces the visual impact of such a handsome, clean-looking motor), as well as the disappearance of the British Union Jack emblem that used to adorn all Triumph models, there's no complaint about the enhanced performance. Power is increased by a claimed three horsepower, now set at 126 horsepower at 12,600 rpm, with torque up slightly too, by 0.74 ft/lb to 53 ft/lb at 11,750 rpm. "We went for more power at high rpm, but almost by accident ended up with a fatter midrange as well," says Simon Warburton, Triumph's Product Manager and leader of the R&D team that developed the bike.
This was done partly by raising the rev-limiter 400 rpm to 13,900 rpm (equal to 14,500 rpm on the optimistic analog tach). New stronger carburized steel rods (titanium was considered, but rejected as unnecessary) assisted in this, carrying the same forged three-ring pistons running in Nikasil chrome bores, with their upper rings treated with DLC anti-friction coating aimed at minimizing flutter at high rpm. These deliver the same 12.65:1 compression ratio as before, although the cylinder head has been extensively reworked, with revised porting culminating in oval-exit exhaust ports. New valves and buckets--30.5mm inlets and 25.5mm exhausts, all still made from nimonic nickel-based alloy--feature narrower seats to reduce shrouding, and are still set at a shallow 23-degree included valve angle aimed at creating a very flat CNC-machined combustion chamber. There's a new exhaust cam with increased duration, and a hydraulic tensioner for the offset chain cam-drive. On the intake side, each 44mm throttle body features shorter intake trumpets intended to improve top-end power.The Daytona 675's close-ratio six-speed gearbox now comes with a taller first gear, same as previously found in the factory race kit; but to be honest, except in city traffic, you never really need to use it even with standard gearing, because of the engine's meaty torque curve. Perhaps more importantly, the stock motor now comes with an extra half-quart of oil via a deeper sump. British Supersport champion Glen Richards' tuner John Trigger added a spacer to achieve the same result on the title-winning 675 Daytona in '08, a key factor in Richards going the whole season with a spotless reliability record while the factory-supported Italian-based SC Triumph team in World Supersport were suffering from terminal bottom-end troubles.
For '09, Triumph is offering an array of new track-focused accessories, such as a programmable race ECU and related software including TRACS (Triumph RAce Calibration Software), a computer program developed in-house that allows customers and race teams to fine-tune the ECU via a laptop. This features a selection of different engine maps and a pit-lane speed limiter, all aimed at the needs of race circuit riding from track days to World Supersport competition. Other race hardware includes a complete Arrow titanium exhaust system, while the stock ECU comes pre-wired to accept a new plug-and-play electronic quickshifter, which Triumph claims can be fitted in a matter of minutes.
source:http://www.sportrider.com

There is a general consensus among riders whose years in the saddle rival the number of states in the union. Starting small and working up is the tried and true method for learning the ropes on two wheels. Just as in sports, learning the fundamentals builds the foundation on which all other skills are formed. Motorcycling is no different.
But when you look at what's currently available for the beginning rider the options don't look so appealing. Small displacement motorcycles (except for the Kawasaki Ninja 250) look dated, bland and—dare I say—pathetic. So what, then, makes for the perfect bike for a beginner? From a technical standpoint, the machine needs to have a low seat height, manageable power and be lightweight and maneuverable. Any manufacturer can build a bike that satisfies those demands, but there's so much more to this decision than a spec sheet. And this was the challenge Yamaha faced with the FZ6R.Better Late Than NeverIn doing its market research, Yamaha learned that it's losing a large percentage of new riders because there wasn't anything in its lineup that appealed to them other than the supersports like the R6 and R1. Both of which are anything but beginner friendly. Not only in performance, but also in price. And no, I didn't forget about the original FZ6 but let's face it, that bike won't be winning beauty pageants any time soon. And when it comes to new bike purchases, especially for beginners, style counts.Upon further investigation, it was discovered that potential new or first-time buyers weren't interested in naked motorcycles. With that in mind, what came next was relatively simple: Create a fully faired version of the FZ6 that the masses could afford. And here it is. Actually that's a bit misleading; the FZ6R doesn't share many common parts with its partially naked sibling other than the engine—and even that's slightly tweaked. In the interest of value, the FZ6R's frame and swingarm is comprised entirely of steel with the engine solidly-mounted as a stressed member. Suspension and brake components are also rather standard fare; a conventional, non-adjustable 41mm Soqi fork lies out front while a preload adjustable Soqi shock rests out back. Dual twin-piston, pin-slide calipers bite on 298mm disks up front and a single-piston caliper is mated to a single 245mm disk in the rear. Definitely not supersport technology, but that's not the point.
The point is to create a motorcycle that's easy to ride above all else. One major turnoff for new rider confidence is not being able to touch the ground. This is addressed by way of an adjustable seat height and handlebar controls—a first in its class. At its lowest setting the seat is a mere 30.9 inches above the ground, allowing even the shortest of riders to plant a foot firmly on the ground at a stop. For the taller folks the seat can also be raised 20mm simply by readjusting the stops underneath the seat. The handlebars, too, can be moved 20mm forward of the stock location (which is already 12mm lower and rearward than the standard FZ6) to accommodate a wide variety of body types. It's a simple process, and all tools necessary to make the changes are included in the toolkit.And that leads us to the heart of any motorcycle: the engine. For years now, the current crop of twin cylinder, low-horsepower engines has really been the only option available for new riders, and with most of today's supersports all being powered by inline four-cylinder engines, it's easy to associate engine configurations with presumed skillsets. The FZ6R debunks that myth. Yes, it's powered by what is essentially the same inline four that took the previous generation YZF-R6 (or what is currently the YZF-R6S) to multiple 600 Supersport championships, but Yamaha took great lengths to retune it. Throttle body size has been reduced to 32mm (from 36) compared to the FZ6. A new cylinder head with a narrowed intake port increases intake air flow speed, and revised valve timing coupled with reduced valve lift all make for a user-friendly engine with emphasis placed on low-end torque and drivability instead of peak horsepower lunacy.Yeah, But Does It Work?Though horsepower and torque figures weren't available to us, the butt dyno indeed confirmed that the FZ6R is in fact a gentle bike as we rode it through central California's scenic roads. Fuel injection was virtually seamless throughout the route, which included some slow-speed switchbacks—where part throttle applications are important. Keeping the engine in its sweet spot between 3,000 and 7,000 revolutions means quick, responsive propulsion, but much beyond that and it starts to lose steam. Rowing through the gears is also a snap as each component of the gearbox simply works without much fuss. From the clutch lever, which takes practically zero effort to pull, to the seamless operation of the shift lever from cog to cog, the FZ6R is just an easy bike to ride.In fact, everything about the 6R is just easy. The moment you hop on board, the low seat height and compact rider triangle between the bars, seat and pegs instills confidence and makes for a bike that a new rider will think is anything but threatening. True, many of the other beginner bikes offer that too, but the difference here is that there's still enough performance to keep the bike interesting as a new rider's skillsets improve. When the road stops going straight, the leverage that the handlebars provide really help when turning the bike, especially since turn-in is a tad on the slow side, but that's only when the pace starts to get hot. Surprisingly, despite the budget suspension the 6R doesn't experience much of the "pogo" effect when cornering that is often a major concern with bottom-shelf components, though overall damping of the suspension leans on the soft side. The pin-slide calipers also don't provide earth-shattering stopping power, but they get the job done and feel at the lever is adequate. Then again, for right around seven grand there really isn't much to complain about.That's right, seven large is all the FZ6R will set you back and it's available in four colors: Team Yamaha Blue/White, Cadmium Yellow, Raven, and a Pearl White which is aimed directly at you female riders—a segment that's rapidly getting off the passenger seat and jumping at the controls. And while buying a brand new machine is generally not a good idea for a first bike, if you absolutely must then it's hard to overlook the Yamaha. It does everything an entry-level motorcycle should; it's unintimidating, has low-end power that's easily manageable and also has enough in reserve to keep the ride interesting as the miles—and experience—rack up. It's impressive, no doubt, but we'll have to wait and see how it stacks up against Kawasaki's Ninja 650R and Suzuki's new Gladius before we can really call it a winner.
source:http://www.sportrider.com

Long a purveyor of motorcycles aimed towards a more sophisticated and less frenetic clientele, BMW has undergone a paradigm shift in thinking during the past decade. The company came to the realization that its formerly well-cultivated market share would eventually disappear unless it was replenished—and the only way to do that would be to produce motorcycles that would appeal to the younger generation. How? One sure-fire way is to build high performance motorcycles that can compete head-to-head with the established class leaders, something the company somewhat shied away from in its past. It's been an amazing reawakening for the brand that has a rich racing heritage from the early Grand Prix years, and one that has currently culminated in its return to racing in the World Superbike Championship. BMW is no longer looked at as a maker of sedate motorcycles.
Beefing Up The Top BeemerWhen the K1200S made its debut in '04, it signaled the arrival of BMW to the serious sportbike category. There were no excuses made for this bike; with an all-new 1157cc liquid-cooled, inline four-cylinder engine cranking out a claimed 167 horsepower, the K1200S was no quirky engineering exercise like the company's past four-cylinders. It was aimed squarely at the leaders in the big-bore hypersports category: Suzuki's GSX1300R Hayabusa and Kawasaki's ZX-12R.
Unfortunately, the BMW came up a bit short of its goal. Some initial production problems caused a delay in its release, and then when it was introduced to the international press, there were numerous complaints regarding inconsistent throttle response, balky shifting, and driveline issues. Some post-release fixes helped solve most of those problems, but in the end it still wasn't enough. The BMW was less powerful, not quite as fast, and not as refined as its competition. Nonetheless, the K1200S was close enough for a first attempt that it served notice BMW was not in the class just to make up the numbers.Since that time, however, both the Suzuki and Kawasaki have undergone some major revisions. Actually, the Kawasaki ZX-12R was replaced with an all-new model: the ZX-14 (introduced in '05), powered by a huge 1352cc four-cylinder (the 12R engine was "only" 1198cc) cranking out a true 175 rear wheel horsepower housed in a new twin-spar chassis. Meanwhile, the Hayabusa underwent a thorough revamp last year, including an engine displacement boost from 1299cc to 1340cc, allowing it match the Kawasaki in peak power and retain its torque advantage.
With Kawasaki and Suzuki upping the ante in the big-bore hypersports class, it was left to BMW whether to match the competition's bets, or to fall back on its old ways of creating its own market niche. The management decided the latter wasn't acceptable, and tasked BMW engineers with boosting the K-bike's performance.The engine received a 136cc displacement increase (for a total displacement of 1293cc), care of 1mm larger bore (now 80mm) and a whopping 5.3mm-longer stroke (now measuring 64.3mm). Despite the larger bore, each piston is 12 grams lighter due to its slipper skirt design plus thinner compression and oil control rings. The cylinder head intake ports now feature internal edges to help promote swirl in the combustion chamber, and revised exhaust cam timing to work with the displacement increase. The airbox, filter, and intake ducts have been redesigned with the larger engine in mind as well, with revised engine mapping aimed at improving partial throttle performance. Dual throttle cables (one for open, one for close) and a new all-metal idle control valve complete the engine changes.The previous ballistic-missile-size exhaust muffler is gone, replaced with a shorter unit that features an integrated catalyzer to help meet the strict emissions standards of both Europe and the USA. Also new is an integral exhaust valve to control back pressure throughout the rpm range for better power and torque in the lower portion of the powerband. All told, the changes result in a claimed peak power figure of 175 horsepower at 9250 rpm, but the bigger news is a major increase in torque to 103 ft/lb, with a claimed seven-ft/lb increase from 2000 to 8000 rpm.
The hydraulically-actuated clutch now features a larger slave cylinder for easier lever effort, with new friction plates, springs, and stronger spring plate to handle the increased torque. Gearbox action was also attended to, with a revised pivot point for the shifter, shifter rod now running in ball bearings, and new 3-contact-point shift forks (versus the older two-point) for easier shifting, and undercut gear engagement dogs with greater engagement surface for more positive gearchanges. The driveshaft now features a two-stage damper system; the first stage handles small torque changes with a spring-loaded friction disc, while bigger load variations are handled by polyurethane bushings encased in the rubber damper portion of the driveshaft system.In an effort to improve front-end feedback from the Duolever front suspension, the geometry of the A-arms and "wheel carrier" (basically what comprises the fork in a conventional telescopic fork) has been changed. The lower control arm is now made of aluminum, saving 2.2 pounds of unsprung weight, and the spring/damping rates are now firmer overall. A second-generation version of BMW's Electronic Suspension Adjustment (ESA II) that now alters spring rate as well as preload and damping is available as a $900 option (more on that later).
The BMW ABS system is now standard with the K1300S, and it can be shut off if desired. It has also thankfully jettisoned the servo-assist system used with the K1200S that made modulation and feedback poor at slower speeds. A no-cost option is a 1.1-inch-lower seat that drops the seat height to 31.1 inches, allowing more riders to fit the K1300S (this is an option that will be available through much of the BMW range for '09).BMW has also debuted an ASC (Anti-Spin Control) traction control system on the K1300S as a $400 option. Because the BMW already has wheel speed sensors as part of the ABS, it was a relatively simple matter to fit up a traction control system. There are the usual host of other options available, from heated grips to a GSA (Gear Shift Assist) powershifter. BMW will also be offering two additional "special package" models with various options included. Besides the $15,250 base model, there is the "Standard Package" with heated grips that runs an additional $250, and the $17,500 "Premium Package" that includes the GSA, ESA II, heated grips, tire pressure monitoring system, and ASC.
One last change to the K1300S that will also soon be standard issue with all BMWs: after decades of saying "we'll do it our way," BMW will now be joining the rest of the world (other than the lone exception of Harley-Davidson) in adopting the single-button turn signal actuator. Hallelujah!Unleash The Hounds!BMW let the American moto-press sample the new K1300S in the mountains above Santa Barbara, California, an environment rich with twisty roads upon which to test out the upgrades instilled into the latest Beemer. The unit we rode was a Premium Package model, so we were able to test the complete BMW acronym soup of ESA II, ASC and GSA.Immediately noticeable is the increased grunt of the new engine. You can literally let the BMW chug down to 1500 rpm in top gear, twist the throttle to the stop, and get nothing but smooth acceleration (the twin counterbalancers quell vibes well) that rapidly builds in ferocity. There's excellent power on tap as low as 4000 rpm, enabling you to run a gear higher in many situations that would tax the previous powerplant. Highway overtaking is now accomplished with ease and quickness.However, it's the boost in midrange and top-end that will really get your attention. While the K1200S couldn't exactly be labeled a weakling, even when compared against the old Hayabusa or ZX-12R, it just didn't have the same hair-on-fire, peel-your-face-back acceleration at higher speeds (and when compared against the latest Hayabusa or ZX-14 it paled even more). Now when you grab a handful of throttle, the acceleration has that same unrelenting locomotive-on-nitrous feel that continues well into triple digit territory. And yet the powerband is much more linear as well; there's none of the power spikes at 6500 and 8000 rpm that the old engine had.
Throttle response—especially off trailing throttle entering a corner—is silky smooth, with none of the jerkiness that plagued its predecessor, allowing earlier and stronger drives off corners. There was one small hiccup, however: on trailing throttle between 5000-5500 rpm, there was a distinct flat-spot/hesitation when you got back on the gas. It was much worse in the higher gears, mostly because it was easier for the engine to pull out of it in the lower cogs. It definitely felt like a lean fueling issue, and while not alarming, it became bothersome when running through a series of medium speed corners where you often end up accelerating from that rpm.The traction control is non-adjustable, and as such, its interrupt strength and threshold are both fairly conservative. While not overly obtrusive (unless you try to pull a wheelie, which it swiftly kills off in midstride, resulting in the front end slamming back to earth), you can definitely feel its electronic hand slowing you down when you start trying to push the limits of the OE fitment ContiSport Attack rubber. Like the ABS, it can be turned off if so desired.
The second-generation ESA II differs from the previous version by its ability to not only adjust spring preload and damping on the fly, but also spring rate if required. By using a movable internal sleeve that adjusts how much support is given to an elastogran (a thermoplastic polyurethane elastomer) sleeve at the end of the spring, the system in a roundabout way adjusts the spring length, thereby changing spring rate. We actually grew to like the first ESA system on the K1200S, and the same is true of the ESA II on the K1300S; it's undeniably convenient to be able to switch the suspension from twisty road firm to highway plush at the push of a button. We ran the setting on standard with a single rider when corner carving, as the sport settings were too firm in our opinion.
A powershifter is a nice idea on a bike that requires a lot of shifting like a high-strung 600, but on a torquey, wide-powerband beast like the K1300S, the GSA is kind of overkill. We also found the unit's delay time to be too long, with the shifts often taking longer than a crisp non-clutch upshift would.
source:http://www.sportrider.com

There’s no question the face of American road racing changed dramatically when the Daytona Motorsports Group took over leadership of the AMA. In the beginning there was a whirlwind of ideas for classes and directions for the “new” AMA to take. In the end, after endless battles with manufacturers, four classes—American Superbike, Daytona Sportbike, Supersport, and MotoGT—have become the playing fields for this country’s fastest racers.Perhaps the most controversial class, Daytona Sportbike has the entire paddock on the fence in regards to parity between machines. And that’s strictly due to one bike: Buell’s 1125R. Many argued that the advantage of having nearly double the displacement as the Japanese 600s was unfair. The fact that the Richie Morris Racing 1125R ridden by Danny Eslick won both rounds at Auto Club Speedway in dominating fashion and a third race at Road Atlanta further supports that argument.
With so much interest surrounding the 1125R, Buell gave select journalists the opportunity to sample the bike for ourselves during the company’s homecoming in early June at Road America, just days before the AMA circus took over (as an aside, SR also participated in the MotoGT race during AMA weekend, with yours truly and teammate Kevin Duke of www.Motorcycle.com at the controls. Read all about the experience in the September issue of Sport Rider).Sum Of Its Parts As convincing as some of Eslick’s victories were, you’d think that the 1125R he pilots has extensive work done to it. The sad truth is that engine modifications consist of only a race-kit exhaust system, ECU, and a Suter slipper clutch. Engine internals are left exactly the way they came from the factory. Really. To get the machine to be competitive attention was paid to making the bike handle and stop as best it could. An Ohlins TTX shock sits out back (though Showa, who supplies standard suspension units for the 1125R, also provides a high-performance shock with improved internals for more precise oil metering). That’s mated to the race-kit swingarm necessary for the chain drive conversion. For the front, an Ohlins 25mm cartridge kit replaces the stock Showa components, again for finer adjustment. Stopping duties are handled by a finned ZTL perimeter-mounted brake rotor for better cooling. It’s mated to the standard eight-piston caliper fitted with race-spec brake pads. Steel-braided lines are fed fluid through a Nissin 19x17 master cylinder.From there focus turns to putting the bike on a diet and getting as close to the minimum weight for twin cylinder machines of 380lbs as possible. That’s almost 100lbs (96 to be exact) that needs to be trimmed compared to the road-going version we tested. The obvious measures of removing any and all emission control devices were performed, as well as trimming or lightening pieces that couldn’t be removed. For example, the racing bodywork is molded completely from fiberglass, and both the front and rear subframes are trimmed of extra bracing normally meant to support lights and mirrors (front subframe) or a pillion (rear subframe). Of course the biggest gains come from reducing unsprung weight, especially rotating mass, and that means substituting the standard wheels with that of the magnesium variety which shave three pounds from each end. We couldn’t get exact weight numbers from Buell, but it would be safe to assume that it comes awfully close to the 380lb limit. Other minor changes include Vortex clip-ons with seven degrees of adjustment and an offset steering cup that pushes the rake out one degree further. After reading that list of modifications you might be thinking to yourself that there’s no way you could duplicate Eslick’s 1125R with what’s in your garage. But you’d be wrong—every part you see here is available to anyone, assuming you have a racing license. Hang On For The Ride As I threw a leg over the racebike, my feet naturally gravitated to the position the stock footpegs usually rest…only to find nothing. The aftermarket rearsets, which allow for reverse shifting, place the feet about an inch higher and two inches further back, placing more weight over the front end. Otherwise, ergonomics between the stock model and this were largely identical. Thumb the starter and the engine wakes up with a loud bark through the race-kit exhaust. “Pass start/finish three times and then bring it in,” were my orders from Dave McGrath, Leader of Research and Development for the Buell race shop.With the controls and levers to my liking, I clicked up once to put it in first and wasted no time getting up to speed down the hot pit. Surprisingly, power delivery was smooth and linear—a departure from the slow-speed fueling hiccups we’ve experienced on standard models, especially on corner exit. Rowing through the gears is also aided by the electronic quickshifter, making full-throttle upshifts a simple tap of the lever. I hadn’t even reached the first turn and it was clear that this bike would be worlds apart from what it started life as. It’s worth noting that because Pirelli is the official tire partner for Buell, providing OEM rubber for all its models, the bike we piloted was fitted with the company’s Diablo Supercorsa racing tire—a pretty significant deviation since the Dunlop Sportmax GP-A is the spec tire for the Daytona Sportbike class.After getting acclimated with the bike during the first out lap, the remaining three laps were dedicated to seeing just what the bike could do. Approaching the uphill rise for the front straight, the 1125R had just tapped into fifth gear with the throttle pinned back. As I crested the peak of the hill committed in a full tuck, suddenly the front wheel left the ground and I was staring at the sky through the clear windscreen in a fifth gear power wheelie. Tap it into sixth with the throttle still at the stop and the front gently finds its way back to the ground. Speaking of the tuck, Buell’s always gotten flack for the bulbous front end of the 1125R, but when mated to the double bubble windscreen on the racebike a full tuck puts the rider in a cocoon of still air—literally directing air over the helmet and down the contours of the spine.Machines like these demand to be ridden hard to get the most out of them and as I got more comfortable with it I learned to push my braking markers further and further—the Nissin master cylinder provides a great amount of feedback, making it incredibly easy to trailbrake deep into a corner with precise modulation of the lever. We’ve noticed in the past on the standard 1125R and XB series that trailbraking while turning was especially difficult as the bike's steep rake and tire profile would cause the upright tendencies, more so than other bikes we’ve ridden. Here, the lighter magnesium wheels make a drastic difference in turn-in while the extra degree of rake helped reduce the tendency to right itself. While on its side the Ohlins components provided a firm but compliant ride that held a line and transmits feedback to the bars. It finishes turns nicely as well, fighting squatting tendencies under power and keeping the front tracking where you want to go.
Rounding the final bend of Road America for the last of my four laps I contemplated staying out for a fifth lap—it was that much fun to ride. But not wanting to feel the backlash from McGrath and the others in attendance I brought her in. There’s no doubt about it; this is one quick motorcycle. My butt dyno clearly indicates that its torque advantage over the 600s allows it to launch out of corners, though top speed feels surprisingly on par with its four-cylinder competition. Both of these points were clearly demonstrated during the Daytona Sportbike round at Road America. With three long straights the Buell looked to have a distinct advantage on paper, but both races were won by 600cc machines. However, each Buell would jump past the competition exiting each turn, especially coming out of the chicane, only to lose ground at the end of the straight.
You Make The Call The jury is still out on the validity of the 1125R, but it’s too late to erase Eslick’s and Buell’s name from the history books. In the uphill battle the company’s faced to gain credibility it seems the odds will always be stacked against them.
So what do you think? Does the Buell 1125R in Daytona Sportbike trim have an unfair advantage or are the teams running the bike geniuses for exploiting the rules in their favor? Sound off below.

When we last left the GSX-R1000, it was in dire need of an update. It had gradually picked up pounds over the years to the point that it was now the heaviest of the literbikes by a good margin, and its formerly class-leading engine had become an also-ran in the chase for class supremacy. Even its superb steering and handling characteristics had long since been surpassed by the competition. No doubt about it, the Suzuki is a prime example of what can happen when you've lain dormant since '07.Wait a second…that's only two years, right? And we're talking about the GSX-R as if it's some dinosaur whose time has long since past?
Yep. Two years—heck, even one year—is all it takes to go from the latest and greatest to the back of the pack in a class as competitive as the literbike category. The pace of development has ramped up to unbelievable levels, and sitting still for just a moment often means getting left behind by an ever-improving pack.
Definitely Not The Same Ol' GixxerWe initially previewed some of the basic changes to the new GSX-R1000 in our January issue ("New GSX-R1000 for '09"), but the important details finally came to light at the U.S. press introduction held at the high-speed confines of Willow Springs International Raceway in Rosamond, California. Unlike the previous bi-annual changes that were evolutionary in scope, the K9 model is truly an all-new machine from the ground up, with very few components interchangeable with the old model.Although the previous generation K8 engine was a superb powerplant (as evidenced by its continuing dominance of AMA Superbike), Suzuki saw the writing on the wall and knew the next version would not only have to be lighter and more compact, but also need to rev higher in order to produce more power. This resulted in a new more oversquare bore/stroke layout, with a 1.1mm-larger bore (now 74.5mm) paired with a correspondingly 1.7mm-shorter stroke (now 57.3mm); nonetheless, the GSX-R still has the longest stroke in the literbike class. By combining the new forged aluminum pistons with new 0.5mm longer connecting rods for more leverage over the course of a crankshaft power stroke, Suzuki engineers aimed at retaining the previous generation engine's strong midrange power while also permitting higher top-end power potential.
The larger bore permitted 1mm larger titanium valves on both intake and exhaust (now measuring 31mm intake and 25mm exhaust) along with dual valve springs replacing the previous single units for better control at high rpm. An incremental boost in compression ratio from 12.5:1 to 12.8:1 was made possible by a slightly shallower included valve angle (the exhaust valve angle changed from 13 degrees to 12.5 degrees, for an included valve angle of 24.5 degrees) to prevent "shrouding" against the cylinder walls at lower valve lifts. Intake ports have been reshaped to work with the larger valves and higher rpm potential, as have the camshafts, with the intake cam made shorter for less weight by relocating the cam angle sensor.The crankshaft features redesigned oil passages, with the rod journals fed separately through the crankshaft end instead of through the main bearings. This would presumably allow lower oil pressure (and less power loss driving the oil pump) because the pump won't have to overcome as much pressure bleed and centrifugal force to feed the rod bearings at high rpm. Also reducing frictional losses is a counterbalancer with a smaller 20mm shaft bearing diameter. As is becoming increasingly common with inline four-cylinder engines, the mainshaft positioning has been stacked closer together (the crankshaft and mainshaft are now 59.7mm closer), which not only shortens the engine but also allows a two-piece (instead of three-piece as before) crankcase assembly for less weight and greater strength.Other small yet vital changes include the clutch switching from hydraulic back to cable operation for improved feel, as well as an increase in plate diameter (offset by one less plate), different friction material, and revisions to the back-torque limiter. The race-inspired trapezoidal radiator is 16.3mm thinner for less weight, and the new oil cooler now replicates the factory racing components, with a trapezoidal housing and different fin design that boasts a narrower profile along with much better heat dissipation. The twin muffler under-engine exhaust is retained, but the mufflers themselves are now made entirely of titanium, and the exhaust system as a whole dropping approximately 400 grams from last year; also returning is the SET exhaust valve, with the stainless steel under-engine chamber carrying the catalyzer to reduce emissions.The all-new twin-spar aluminum frame is comprised of five precision cast sections for improved rigidity balance, as well as relocating the welding points to keep them out of sight for better appearance. As expected, the more compact engine allows the main frame section to be shorter and the swingarm made longer to increase traction and rear suspension performance. Wheelbase has been shortened by 10mm to 1405mm (55.3 inches), while the swingarm has been lengthened by 32mm yet weighs in 500 grams lighter; a more progressive rear suspension linkage helps counter the squatting tendencies under power of the longer swingarm.
Crucial unsprung weight has also been lost from the cast aluminum alloy wheels, with 180 grams dropped from the front wheel and 230 grams less in the rear. OEM-spec Bridgestone BT-016 rubber now graces the big GSX-R's hoops, offering superb traction and handling. New monoblock four-piston Tokico front brake calipers highlight the changes to the front brake system, with the 23-percent-stiffer cast aluminum units sporting a 10 percent greater master cylinder ratio for more responsive and progressive braking. The complete front brake system has dropped a total of 560 grams, with 30 grams each coming from the new design 310mm discs with aluminum floating pins. Even the rear brake system drops some 290 grams by using a more compact caliper with a piston diameter nearly 8mm smaller than before yet maintaining the same braking power.On the suspension front, the big Suzuki gets the same Showa 43mm BPF (Big Piston Fork) as the '09 Kawasaki ZX-6R, albeit with a 39.6mm internal piston versus the Kawasaki's 37mm unit. As with the ZX-6R, the simpler construction of the BPF drops 720 grams compared with the conventional cartridge fork, and the rear suspension also underwent a weight loss program, with a smaller piston and thinner shaft contributing to a 300-gram weight loss for the rear shock, and the linkage is now made from extruded rather than forged aluminum.
Got Speed?Suzuki introduced the new big GSX-R at the high-speed confines of Willow Springs International Raceway's nine-turn road course, which would quickly reveal whether the new model was lacking in top-end speed, as well as high-speed stability through the daunting 130-mph bumps of Turn Eight.
The new GSX-R may not look that much different from the saddle, but its narrower midsection and smaller overall feel are immediately noticeable. Seat height is the same at 31.9 inches, but feels lower due to the narrower seat that allows your legs more room to reach the ground. Clutch action is vastly improved with the cable-actuated version, offering much better feel and feedback.

It's all Trevitt's fault. You see, it was his idea to take a track-focused literbike (in this case, a '07 Yamaha YZF-R1) and soften it up a bit for the ultimate street ride ("Strip Search," Sept. '08). After clamoring about how the FZ1 (and most other naked bikes for that matter) would be far better off if the engines weren't neutered versions of their racing brethren, Trevitt took it upon himself to build his iteration of a true naked bike. He stripped an R1 to the bones, yanked off the clip-ons, slapped on some handlebars, lowered the rearsets and placed them forward slightly. This gave the ideal riding position for attacking the streets. But it didn't stop there; steel-braided brake lines were added to help tame the hooliganism that would ensue following the Micron slip-on exhaust and the one-tooth-smaller countershaft sprocket install. When all was said and done, Andrew's Franken-bike creation was an absolute riot that we were hoping would start a trend among the OEM's
And So It Was Born.
Apparently Ducati heard our pleas and responded accordingly with the Streetfighter. Okay, so maybe the folks at Borgo Panigale were hard at work designing the bike long before our project even started, but the end result is exactly what we've been asking for all this time—a naked bike sharing the same engine as its superbike cousin without any of the "re-tuned for torque" nonsense littering the press materials. No, what we have here is an all-new bike for Ducati that takes cues from—but isn't a stripped-down version of—the 1098/1198 family.Visually, the Streetfighter appears to be a bare-bones 1098, but in reality it's an all-new motorcycle for the company. For a naked bike the Streetfighter posed a design challenge, as it was supposed to loosely mimic the lines of its fully-faired cousin. With the uncluttered and shortened front section, the rest of the bike had to be similarly altered to maintain proportions and still keep the look. To do this, the fuel tank was shortened 2.5cm and the tail section received a similar nip/tuck. And despite the similarities, the Streetfighter frame is not identical to that of the 1198—though it is derived from it. Looking at a side view, it clearly looks longer than its superbike derivative. And it is; swingarm length is 35mm longer than the 1098, while the swingarm pivot is also relocated. The front is slightly less twitchy at 25.6 degrees of rake (compared to 24.5 degrees on the 1098). This, no doubt, can only help in the taming of wheelies, because the bike is ready and willing to do a number of them. In spades.

It would have been easy for Ducati to keep pumping out 1098 engines to put in the Streetfighter, even after the switch to the 1198, but between the introduction of the 1098 to today, the factory has made some big strides in production and metallurgy and it was only fair for the new model to be included in these advances. Power comes from a 1099cc mill, though crankcases are shared with the 1198 using the 1098 crank, rods, pistons and cylinder heads. The new engine also benefits from the vacuural casting process also seen on the 1198 and 1098R. We've covered the process in detail before, but to sum; each casting of the crankcase is done in a vacuum to reduce cavitation and weight. It also ensures each piece meets exacting tolerances.

To achieve the clean, naked look at the front of the bike, some subtle re-plumbing of the ram-air inlets had to be done. The new tubes are now shorter than on the 1098, and if you believe the Ducati propaganda machine, also results in the five-horsepower disadvantage, as well as a five ft-lb torque deficit from the superbike. But that's about all that the Streetfighter lacks compared to its sportier sibling—the same updated version of Ducati Traction Control, (DTC) available on the 1198 makes its way onto the Streetfighter, as does the Ducati Data Analysis, the on-board computer that records throttle opening, vehicle speed, engine speed, engine temperature, mileage, laps and lap times. It can also record gear selection and monitors the DTC, giving a graphic display of when intervention took place. Oh, right, one little caveat: the DTC and DDA are optional on the base model—standard, of course, on the upgraded S model. By now you should know what to expect with S model upgrades, and the Streetfighter is no different: an Öhlins 43mm inverted fork and shock, both fully adjustable, replace the Showa variants on the base model. Interestingly, the same shock linkage from the 1198 makes its way here. But because the swingarm is slightly longer, shock progression is slightly softer. Both the base and S models are adjustable for ride height separate from rear preload. Other than that, the only way to tell the base and S models apart is by the bronze frame and wheels on the S (black/grey on the base), and exclusive paint jobs. Base model comes in Pearl White, S model in Midnight Black. Both models are also available in Ducati red, of course.Street Brawler Turned Track Bruiser
On paper the Streetfighter appears to be just the kind of naked bike this market needs; the riding position is more relaxed, power output is only slightly down and the bike just has this aggressive look that can scare little kids. It screams bravado and much like our project R1, has the recipe to put a smile on the face of anyone who throws a leg over it. So it was only natural then for the introduction of the new Streetfighter to be held at the Ascari Race Resort in southern Spain.

Wait, what? A racetrack intro for a bike that distinctly belongs on the street?

Yep. No matter; the Ascari course is one of the premier facilities in the world and surely we could replicate most any scenario on the street at the track, right?

Well, not quite. The track setting, while always enjoyable, simply doesn't suit the Streetfighter. For starters, the high bars and low pegs that make the seating position great on the road is a bit awkward on the track. While the leverage the bars provide proved helpful at times during aggressive cornering, more often than not their high placement made it difficult to find a comfortable position for track riding. More alarming still is that the high bars would occasionally cause inadvertent throttle inputs.

That said, in most regards the Streetfighter is a much more comfortable bike to ride than its predecessor, the Monster S4Rs—mainly in that the rider isn't splayed out over the gas tank and has a much more commanding view of the road. But like the S4Rs, finding a comfortable seating position is still a challenge. On the former, the right passenger footpeg bracket would jut out enough to place the right foot at an awkward position when banking for extreme left turns. That same trait remains with the Streetfighter, only now it's the exhaust shielding. After initiating turn-in, the exhaust shield would push the foot to the edge of the peg and at times it would slip off the peg completely. Of course, that could just be a byproduct of the disproportionately large feet of yours truly as other journalists with smaller boots didn't seem to experience this issue. Thankfully, we're fairly confident these aren't issues most street riders—the target audience—would face during normal riding.
source:http://www.sportrider.com

Despite the current economic implosion, these are very good times to be sportbike riders. In the space of three months, we've been presented with two radically different alternatives to the sportbike status quo. First came the MotoGP-inspired crossplane-crank Yamaha R1. Now, hot in its tire tracks, comes the totally unique Aprilia RSV4, as fine a piece of clean sheet engineering as we've seen yet in the literbike class, with its ultra-compact 65-degree V4 powerplant. The fact that these two bikes proved so effective straight out of the box at the highest level, flanking the reigning world champion Ducati desmo V-twin—a third different option in superbike engineering—on the Qatar rostrum in the second race of the '09 World Superbike season, shows that each company did its sums right.
The chance to join journalists from all over the world at the Misano GP circuit in Italy to ride the production Aprilia RSV4 at the world press launch was initially subdued by the fact that it rained all day. Even in the dry, this is one of the MotoGP calendar's least-grippy tracks, and it becomes a skating rink in the wet. But close study of the weather forecast revealed that—just maybe—it'd be dry and bright the next day, and it was. Convincing Aprilia to let me have another go, this time in Italian spring sunshine, was the work of a moment. But at least this way I got to ride the Aprilia the way it was meant to be ridden, on a dry track.Having been conceived all along as an ultra-compact package ("The main objective was to make the bike as small and narrow as possible— we figured, ‘let's make a 250GP bike with a Superbike engine,'" said RSV4 designer Miguel Galluzzi) the Öhlins-equipped Aprilia RSV4 Factory waiting for me in pit lane looked dinky and small, as well as very beautiful. Just as beautiful was the ultra-distinctive growl when you thumb the start button on the RSV4. This is one of the most distinctive-sounding streetbikes ever made, sounding like a high-pitched twin at low rpm, but a deep-voiced four up high. "We did quite a lot of work on the sound," admits Galluzzi with a smile. "We made 150 different variations on the exhaust before we settled for this one. It had to have a different character in terms of the exhaust note, but of course there's also a lot of power there, so we had to balance those two issues with the question of Euro 3 compliance."
The Aprilia chassis offers acres of ground clearance thanks to the slim motor, and an ease of steering that is truly addictive; even Honda's nimble, sweet-steering CBR1000RR doesn't have the lithe feel of the V4 Aprilia, and that's some compliment. The RSV4's pressed sheet and cast aluminum chassis weighs just 22.2 pounds, and its ultra-lightweight forged aluminum wheels surely play a part thanks to their reduced gyroscopic weight. Only the KTM RC8R matches the Aprilia in terms of the ease with which it flicks from side to side through a series of slow switchback turns without feeling nervous, or sacrificing stability through the ultra-fast fifth-gear sweeper on Misano's main straight. And the Austrian V-twin hasn't got the power-packed Aprilia's engine and top-end speed.The multi-adjustability of the chassis will help you dial in an ideal setting for any condition, even if you don't go as far as adjusting the engine's position in the frame. Just as on Aprilia's limited-edition '99 RSV1000 SP homologation superbike, and various editions of its 250/500GP two-stroke racers, the position of the RSV4 engine can be moved up/down/forward/back within the chassis, although Aprilia team manager Gigi Dall'Igna says the factory race team has only experimented once with this…then ended up moving it back to the default location! In addition to this, the steering head angle, the swingarm pivot height, and the rear ride height can all be altered, too. Softening the Öhlins suspension settings helped with grip in the rain, while in the dry the wheelbase was shortened via the huge 40mm range of adjustment for the rear axle location to help the bike turn better in the tight first section of the circuit without compromising stability in the faster bends.But the most impressive aspect of the RSV4 is the performance of that wonderful engine offering the best of both worlds between a four and a twin. To design the new motor, Aprilia hired one of Italy's greatest living engine progettisti, Ing. Claudio Lombardi, 67, creator of the fabulous Lancia Delta Integrale racecar that won four World Rally titles between 1987 and 1992, before he moved to Ferrari. After a stint as its Formula 1 race team manager, he then served as Technical Director until ‘94, where he moved to Ferrari's GT and sports car engine department, becoming responsible for creating the V8 engines powering many Ferrari automobiles today. The RSV4 is his first motorcycle engine design, created entirely in Aprilia's Noale base where he works full time.The result of Lombardi's efforts is a unique 65-degree V4 engine, with horizontally-split crankcases and the Nikasil cylinders cast integrally with the upper crankcase half for greater stiffness. "When we started work on the project in September 2005, the intention was to design a 60-degree V4," says Lombardi. "But it soon became clear that the intake tract was flawed. By opening the cylinder angle out slightly to 65 degrees, we had the straighter run that was needed to obtain our design target of 180 horsepower in street form." A single gear-driven counterbalancer in front of the cylinders consumes an estimated three horsepower in canceling out the vibration caused by the narrow cylinder angle. "It's slightly better balanced now than a 90-degree V4 engine," declares Lombardi with satisfaction, although he admits, "I don't pretend it's ideal, but it isn't an unduly tall engine package, either," referring to the fact that the bank of four 48mm Dell'Orto throttle bodies can't be sunk any lower between the cylinders owing to the narrow angle. "It's perfectly satisfactory in terms of height, and allows us to produce the narrow, compact motorcycle we were seeking."Despite the 999.6cc engine's seemingly radical oversquare 78 x 52.3mm bore/stroke dimensions, Lombardi says he'd have preferred an even shorter stroke, but was forced to settle on this configuration by the World Superbike rules then in effect. "At the time we were designing the engine, the FIM had imposed a 1.5:1 bore-to-stroke limitation on four-cylinder machines, to protect the 1000cc twins," he says. "By the time this restriction was removed from the SBK rulebook for ‘08, to allow 1200cc twins, it was too late for us to change. I would have preferred to have a shorter stroke, for more power at higher revs, while still retaining valve springs. I had experience at Ferrari with high-revving non-pneumatic valve engines, and it would have been good to adapt this technology to the RSV4."The RSV4's forged pistons deliver a high 13:1 compression ratio, with twin oil pumps ensuring adequate lubricant pressure at all rpm. To make the chassis as narrow as possible, Lombardi has adopted a modular cam-drive arrangement, with a chain driving the intake camshaft for each cylinder block, which in turn drives the exhaust camshaft through an idler gear, permitting a narrow 250mm cylinder head width across the top—less than the RSV1000 V-twin, according to Aprilia. The pairs of 32mm titanium inlet and 28mm nimonic steel exhaust valves for each cylinder sit at a very flat 22-degree included angle, and here once again Lombardi's F1 experience came to the fore. "At Ferrari, we experimented with an included angle of everywhere from 16 to 28 degrees," he says. "We found this was the best angle. I used titanium intake valves because you aren't allowed to change the valve material for superbike racing, and for 15,000-rpm engine speeds, you need titanium. Retaining steel exhaust valves was for economic reasons." Two springs are fitted per valve, and it's worth noting that the RSV4's water radiator is very small, indicating that Lombardi has achieved a high degree of thermodynamic efficiency for such a compact engine design. "I'm quite proud of that," he admits. "It was also an important issue in keeping the bike as narrow as possible. For a 180-horsepower engine, it runs very cool." He also reveals that Aprilia is already working on a bored-out 1200cc version of the engine. "Another advantage of the V4 layout is that you can easily change to a bigger bore," said Lombardi.
The Aprilia engine lulls you into thinking it's not revving very hard, until you look at the analog tach and discover that it is revving higher than you thought, thanks to that gruff exhaust note. It'll pull cleanly from as low as 3000 rpm on part throttle, helped no doubt by the Magneti Marelli engine management system that controls the throttle valves, the variable-length intake trumpets, and an exhaust powervalve. Similar to the Yamaha system, the Aprilia intakes use a 265mm-long intake trumpet for low rpm, with a servo motor separating the upper 35mm half at 10,000 rpm for better top-end performance.
source:http://www.sportrider.com

Don't look now but BMW is on the charge. Long known for building awkward boxer twins or comfortable inline fours that appeal to the more-ahem-older crowd, if you've purchased a BMW lately chances were likely an AARP membership was also on its way to your mailbox. Nobody wants to be known as that guy and now Bavarian Motor Works is doing something about it. For those who were paying attention, the HP2 line of performance-oriented boxer twins was the proverbial knock on the door to the younger demographic, but this year that door is being busted wide open with the introduction of the company's first superbike, the S 1000 RR, and the revamping of its flagship-the K1200S-into the more powerful K1300S. Both models aimed directly at its Japanese competition. So with the obvious challenge in plain sight, we decided to pit the German challenger against the Japanese king of the mountain-the Suzuki Hayabusa. At this point you've probably noticed a distinct member of the party is missing: Kawasaki's ZX-14. That's no mistake. Past showdowns between the 'Busa and 14 have resulted in the Suzuki edging the Kawasaki in our overall scores mainly because of its handling advantage. Power plants were mainly on par, with the Kawasaki getting a better jump off the line, but the Suzuki has the edge in peak horsepower. The Suzuki won, but by no means was it a blowout. So with one contender out of the way it was time for someone else to try and knock the Suzuki.Means To An EndBoth of these machines do one thing really well: go fast, really fast, especially in a straight line. But the methodologies by which each machine gets there are vastly different. We've covered both bikes in detail before, the Hayabusa last year in the April issue ("Big Numbers", April '08) and the K1300S in Kento's first ride piece in the June '09 issue ("Bavarian Brawn"). Both bikes were the benefactors of displacement increases during their major redesigns (the Suzuki's in 2007); the Suzuki up to 1340cc (from 1298cc) and the BMW 1293cc (from 1157cc). Beyond that, combustion chambers for both bikes have been revised to promote more swirl. For the Hayabusa, piston shape was slightly altered, resulting in a 12.5:1 compression ratio, rings received ion plating treatment to reduce friction, and titanium is the metal of choice for the intake and exhaust valves. Of course, this is old news by now as the bike has been out for three years.
On the BMW side of things, a 1mm larger bore and 5.3mm longer stroke (80 x 64.3mm, respectively) account for the displacement increase, with a number of changes to promote breathing for this larger engine. Though let's face it; the electronic gadgetry seen on most BMW models, both on two wheels or four, is what draws most people (well, those who are fans, anyway) to BMWs and the company takes pride in this. Even takes advantage of it, really. So what does the K13S have to offer? Well in the case of our test bike-everything: ABS, ASC (Anti-Spin Control), GSA (Gear Shift Assist), and ESA II, or Electronic Suspension Adjustment. At the push of a button, suspension settings (as well as spring rates) can be changed from three different options, Comfort, Normal, or Sport. To put these settings into perspective we'll equate each setting to its equivalent in the four-wheeled world, with the Comfort setting akin to your grandfather's Buick-plush, soft and, well, comfortable. Normal is more like mom's 5-series BMW-a little firmer, but it still rolls around corners. Sport meanwhile is your fancy M3 (to keep it in the family). The suspension's firm and you feel every jolt in the road. But that doesn't matter, because instead of wallowing through turns like in grandpa's Buick, now we're carving corners and shredding apexes. All with the push of a button.
Size Doesn't MatterSince the ZX-14 failed to topple the 'Busa in a straight-up dogfight, BMW's only chance was to approach the attack from a completely different angle. From simply sitting on the bike it's clear BMW have done just that. Seating position has the bars higher up and the footpegs slightly forward, creating a rider triangle that's noticeably more comfortable than the Suzuki. The LCD gauge cluster of the K13 is easier to read and navigate than others we've tried, though most testers found the analog speedometer difficult to read on both bikes.