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Friday, August 31, 2007
Watsonian-Squire – history in the making
I've just published on www.inter-bike.co.uk a fascinating article on the history of Watsonian-Squire. Fo those of who don't know, they are Britain’s longest surviving motorcycle sidecar manufacturer and also who retail the Royal Enfield range of classic motorcycles in the UK. The article charts the history of this, one of the last great survivors of the British motorcycle industry from 1912 to the current day.
Ride safe!
Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com
Swicki: http://motorcycling-swicki.eurekster.com/
Thursday, August 30, 2007
2007 Buell Ulysses XB12X Road test
If you like you bikes on the edge in the raw, then I've just put my road test of Buell's intoxicating Buell Ulyssess XB12X up on www.inter-bike.co.uk
Read why I think the XB12X is worth the morning after hangover!
Ride safe!
Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com
Swicki: http://motorcycling-swicki.eurekster.com/
Monday, August 27, 2007
2008 Suzuki Hayabusa
The new 2008 Hayabusa is so impressive - compared to the original, it's hotter than ever. For enthusiasts, that comparison will make your heart pound. The new Hayabusa's engine is thoroughly updated for more power and an improved power-to-weight ratio, which you'll experience as an even greater rush of acceleration. Its refined chassis and suspension help provide crisper handling. And its striking new fairing offers sleeker aerodynamics. The original Hayabusa was the best. With the 2008 Hayabusa, you're looking at better than the best.
New
Redesigned instrument cluster now features four analog meters for speedometer, tachometer, fuel gauge and water temperature with a new S-DMS mode indicator, gear position indicator and adjustable engine rpm indicator.
New Engine
New 1340cc, DOHC liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers provides 11% higher performance and smoother operation
New Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
New S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences
New lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency
New lightweight aluminum alloy pistons feature a revised shape and a higher compression ratio of 12.5:1 for maximum performance in all conditions.
SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation and new hydraulic cam chain tensioner for reduced mechanical noise
New ventilation holes at the cylinder skirt for reduced pumping losses and increased performance
High efficiency curved radiator now features dual electric fans controlled by the ECM for increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation.
New large volume 4-2-1-2 exhaust system with a large capacity catalyzer, dual triangular canisters and closed loop system that meets Euro 3 and Tier 2 regulations
New Shot-peened chrome-moly steel connecting rods for maximum durability
Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption
Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts
New Chassis
All new aggressive aerodynamic fairing design with low drag coefficient retains it's signature Hayabusa look and features an updated, muscular look to work with the new more powerful engine and updated chassis
New fully adjustable inverted front fork featuring DLC coated inner tubes for minimal friction resistance and outstanding suspension performance over a variety of riding conditions.
Fully adjustable rear shock absorber with a 43mm piston and 14mm rod diameter
Lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength
New bridged aluminum alloy swingarm features a new cross-sectional shape for increased rigidity and to cope with improved rear tire grip and increased engine output
New radial-mount front brake calipers for maximum braking performance and allows for smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling
Lightweight single piston rear brake caliper working in conjunction with a new larger 260mm rear brake disc
Newly designed wheels mounted with high performance Bridgestone BT-015 tires for unmatched handling and control
Passenger seat and rear subframe are lowered for improved passenger comfort
Fuel tank height is lowered to allow riders helmet to tuck in and windscreen height is increased for improved wind protection and optimum aerodynamic efficiency with the rider in place.
Newly designed vertically stacked twin headlights provide increased light intensity, improved light distribution and match the elegant flow of the new Hayabusa styling.
LED taillight utilizes a double lens structure with a clear inner lens and a red outer lens for maximum visibility and a high quality finish
Specs
Engine: 1340cc, 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve, TSCC
Bore Stroke: 81.0 x 65.0mm
Compression Ratio: 12.5:1
Fuel System: Fuel Injection
Lubrication: Wet sump
Ignition: Digital/Transistorized
Transmission: 6-speed, constant mesh
Final Drive: #530 chain
Overall Length: 2195mm (86.6 in.)
Overall Width: 740mm (29.1 in.)
Overall Height: 1170mm (46.1 in.)
Seat Height: 805mm (31.7 in.)
Ground Clearance: 120mm (4.7 in.)
Wheelbase: 1485mm (58.5 in.)
Dry Weight: 220 kg (485 lbs)
Suspension Front: Inverted telescopic, coil spring, fully adjustable spring preload, adjustable rebound damping and adjustable compression damping
Suspension Rear: Link-type, gas/oil damped, fully adjustable spring preload, adjustable compression & rebound damping
Brakes Front: Dual hydraulic disc
Brakes Rear: Single hydraulic disc
Tires Front: 120/70-ZR-17
Tires Rear: 190/50-ZR-17
Fuel Tank Capacity: 21 liter (5.5 gal.) 20.0 liter (5.3 gal.) CA. model
Color: Orange/Black, Black/Gray, Blue/Black
2008 Honda Shadow Spirit C2
With its low-slung saddle, forward foot controls and street-rod-style handlebars, the 2008 Honda Shadow Spirit C2 gives motorcycling newcomers a chopper feel without the chopper price. Or the chopper discomforts.
The wide, gunfighter-style seat is positioned deep in the frame and 25.7 inches off the deck, so even the shortest rider can feel tall in the saddle. It's soft as well.
As my initial ride of about 90 miles was winding down, I didn't have to get up off the seat at a stoplight to restore feeling in my hips or tuchis. Give credit to the five-position adjustable shocks, too.
The forward pedals let the rider stretch the legs and lean back a little. But I found the peg-shifter relationship somewhat tight, which caused a distressing moment when my boot got stuck while downshifting on approach to a stoplight. I momentarily lost my balance, nearly dropping the bike. Blame operator error.
The narrow front tire at the end of the long, raked forks has a bigger diameter than the rear, reminiscent of the Harley Dyna Wide Glide. The long wheelbase and light weight give it responsive road manners, requiring little input from the rider to keep it in line. Twin calipers on the front disc brake and the rear drum were plenty strong to bring me to a stop.
The 749cc V-twin engine is plenty willing. Even in the top fifth gear, there was ample power funneled through the new constant velocity carburetor to keep the shaft drive humming on I-15's long uphill grade north of San Diego. There was plenty of pull off the line from a stop, and shifts were smooth. The Spirit makes its case for commuters: On my first tank of 87-octane, I averaged 42 miles per gallon.
Controls are basic, which is to be expected on an entry-level machine that is tagged at less than $7,000. The tank-mounted speedometer is a little low; I had to bow my head slightly to take a peek, and that could be enough time for some road gremlin to sneak up and disrupt the ride. I also missed not having a tachometer. The digital odometer includes two trip meters.
This Honda takes on qualities often seen in customized rides, such as the tank's flame paint scheme, the taillight integrated with the fender, chrome handlebars, air cleaner and side covers. The staggered pipes complete the chopper look and produce a subtle, throaty roar that won't threaten a decibel meter.
The Ultra Blue Metallic test bike did not carry any accessories, but there are plenty available from Honda, including a windscreen, three styles of leather saddlebags and other pouches, backrests, guards and a digital audio system, among other items. Expect an abundance of goodies from the aftermarket companies, too.
After all, that's what the chopper spirit is all about - making your ride your own.
Joe Taylor is a Union-Tribune copy editor for the Wheels section and a motorcycle enthusiast.
SPECIFICATION
2008 Honda Shadow Spirit C2
Engine: 745cc, SOHC liquid-cooled V-twin with three valves per cylinder
Transmission: wide-ratio five-speed
Fuel tank: 3.7 gallons, including 0.9-gallon reserve
Seat height: 25.7 inches
Base price: $6,799; with tank flames, $7,099 (US expected market price)
Thursday, August 23, 2007
Amazing pictures of Troy Corser crash at Redgate
Well the new motorcycling content just keeps on coming on www.inter-bike.co.uk. Have just put a fantastic world superbike picture gallery of ten pictures kindly donated by amateur photographer Nick Cook, showing in stop frame detail Troy Corser's crash at Redgate at the start of his superpole lap in the 2007 World Superbike Championship (WSB) at Donington Park. An amazing set of pictures. The gallery is also backed by another great track entitled appropriately "Standstill" from British Rock band - Electric River.
Hope you enjoy the pics and the music.
Ride safe!
Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com
Swicki: http://motorcycling-swicki.eurekster.com/
Wednesday, August 22, 2007
Honda CBR 1000 RR7: 2007
Unique features
- Liquid-cooled 998cc inline four-cylinder engine.
- Aluminum frame patterned after the RC211V(R) MotoGP machine.
- Honda Electronic Steering Damper (HESD) for optimum steering effort and stability.
- Cassette-type close-ratio six-speed transmission.
- Centrally located fuel tank increases mass centralization and allows more compact frame design.
- Radial-mounted front brakes.
- Center-up exhaust system.
- Unit Pro-Link(TM) rear suspension and swingarm design inspired by RC211V.
- Line-beam headlight features three-piece reflector design.
- Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder.
- Aggressive styling based on the championship-winning RC211V MotoGP machine.
Engine/Drivetrain
- Liquid-cooled DOHC 16-valve 998cc four-stroke inline four-cylinder engine features bore-and-stroke dimensions of 75mm x 56.5mm.
- Sixteen-valve cylinder head features 29mm intake and 24mm exhaust valves with a 12.2:1 compression ratio for efficient combustion and high horsepower.
- Intake valve features double-spring design for optimum performance at high rpm.
- Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals.
- Lightweight nutless connecting rods.
- Iridium-tip spark plugs improve fuel combustion and performance.
- DSFI system features two injectors per cylinder--one upper and one lower--controlled by an electronic control unit (ECU) that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower. At lower rpm only the lower injector is working. At higher rpm, both injectors are activated. The system uses 44mm throttle bodies.
- Denso injectors with lightweight valving for faster reaction time and 12 holes per injector improve atomization of fuel mixture for optimum combustion efficiency and power.
- Auto-enriching system is integrated into programmed fuel injection (PGM-FI) module, eliminating the need for a manual choke.
- Forged aluminum pistons with moly surface treatment for reduced friction.
- Aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.
- ECU provides two digital 3-D fuel-injection maps for each cylinder and two digital 3-D ignition maps for cylinder pairs, creating ideal fuel mixture and spark advance settings for superb rideability.
- Ram-air system allows high volume of cool air to the 8.35-liter airbox for linear power delivery and incredible engine performance.
- Stainless steel four-into-two-into-one center-up exhaust with twin outlets and titanium core increases lean angle and reduces wind drag.
- Liquid-cooled aluminum oil cooler is lightweight and efficient.
- Magnesium ACG cover for lighter weight.
- Maintenance-free automatic cam-chain tensioner.
- Starter gears located on the right side to produce narrow engine and increased lean angle.
- Eight-plate clutch is compact and tough, featuring durable friction plate material.
- Cassette-type, close-ratio six-speed transmission is easily accessible for rapid gear ratio changes and maintenance at the race track.
- Durable #530 O-ring-sealed drive chain.
Chassis/Suspension
- Lightweight, twin-spar aluminum frame utilizes RC211V technology.
- Aluminum-hybrid rear swingarm is longest in class for superior traction under hard acceleration.
- New aluminum subframe is lightweight and easily removed for ease of maintenance.
- HESD is a rotary-type steering damper that electronically modulates steering damping based on road speed and acceleration. An ECU senses road speed and acceleration and then sends a signal to a solenoid. The solenoid controls an oil-pressure relief valve within the damper unit. At slower speeds the relief valve is open, allowing for a free flow of oil through the damper unit, resulting in reduced damping force and lighter steering effort. At higher speeds the flow of oil is restricted, resulting in increased damping force and additional stability. HESD is the first steering-damping system that makes it possible to increase high-speed performance while maintaining low-speed handling.
- 43mm inverted aluminum-slider Honda Multi-Action System (HMAS) cartridge front fork features spring preload and rebound and compression damping adjustability, and offers precise action and unparalleled rigidity.
- Unit Pro-Link rear suspension system is patterned after the RC211V MotoGP machine. In this system, the upper shock mount is contained within the swingarm rather than the frame. With no top frame mount for the shock, this unique system reduces negative suspension energy from being transmitted into the frame, allowing optimum frame rigidity and improved rideability out of corners. The HMAS shock offers rebound and compression damping and spring preload adjustability.
- Front-brake system features radial-mounted four-piston calipers and 320mm floating discs, and a 220mm rear disc with a single-piston caliper for exceptional stopping power.
- Super-light, aluminum-alloy hollow-spoke wheels feature race-spec 3.5 x 17-inch front and 6.0 x 17-inch rear dimensions.
- Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design. This design positions the rider farther forward for optimum handling.
Additional Features
- High-capacity 350-watt AC generator.
- High-tech instrument display features tachometer, LCD readouts for speedometer, coolant temperature, odometer, two tripmeters and a clock. A low-fuel LED light and shift-indicator light is located in the tachometer.
- Line-beam headlight features three-piece reflector design utilizing two H7 bulbs for optimum light distribution and unique compact design.
- LED taillights for improved appearance.
- Plastic tank shell cover protects tank and airbox.
- One-piece fan assembly increases cooling efficiency.
- Convenient ignition switch/fork lock for added security.
- Folding aerodynamic mirrors.
- Handlebar switches and controls use internationally approved ISO graphic symbols.
- Convenient push-to-cancel turn-signal switch.
- Maintenance-free battery.
- Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.
Honda CBR 600 RR : 2007
Features & Benefits
New for 2007
- Class-leading power-to-weight ratio for outstanding acceleration and handling.
- Smaller, lighter, more compact inline four-cylinder engine.
- Improved midrange performance and enhanced peak power.
- Significant weight reduction in engine and chassis.
- Repositioned transmission shafts within crankcase allow for shorter engine.
- New lightweight, forged-aluminum pistons incorporate special shot peening for added toughness.
- Lightweight magnesium head cover.
- New, single exhaust valve-springs.
- Smaller, lighter neodium magnet ACG.
- New transmission gear ratios.
- Smaller, lighter clutch.
- New front-brake vertical-piston master-cylinder system.
- Lighter weight stainless steel four-into-one exhaust features new inline-exhaust valve to control exhaust pressure for maximum performance.
- New intake-air control valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake when the throttle is opened and closed.
- New non-resonance knock sensor maintains optimum spark advance while constantly monitoring combustion performance during mid- to high-speed operation.
- New nose-mounted ram-air induction directs fresh, cool air to a higher-volume airbox.
- New smaller and lighter Honda Electronic Steering Damper (HESD).
- Newly designed Fine Die-Cast (FDC) frame uses four large castings for lighter weight.
- Improved mass centralization.
- Redesigned radiator with compact dimensions improves cooling capacity.
- All-new bodywork enhances handling and performance.
- Handlebars raised 10mm for improved rider comfort.
- Center of gravity revised for more neutral response and easier side-to-side flickability.
- New, compact instrument design.
- Exciting new colors--Pearl White/Silver and Ultra Blue Metallic/Silver--join Red/Black and Black as color options.
Unique features
- Unit Pro-Link™ rear suspension and swingarm design inspired by RC211V®.
- Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder.
- High-revving engine redlines at 15,000 rpm.
- MotoGP-style RC211V center-up exhaust system.
- Radial-mount front brake calipers combined with radial actuated master cylinder.
- 41mm Honda Multi-Action System (HMAS) inverted front fork.
- Centrally located fuel tank increases mass centralization and allows more compact frame design.
- Line beam headlights feature three-piece reflector design.
Engine/Drivetrain
- Liquid-cooled DOHC 16-valve 599cc four-stroke inline four-cylinder engine features oversquare bore and stroke of 67mm x 42.5mm.
- Intake port surface treatment revised for improved efficiency.
- Oil jet relocated beneath piston for additional friction reduction and cooling.
- Iridium-tip spark plugs improve fuel combustion and performance.
- DSFI system features 40mm throttle bodies and two injectors per cylinder--one upper and one lower--controlled by an electronic control system (ECU) that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower.
- Denso 12 hole injectors deliver finely atomized fuel mixture for optimum combustion efficiency and power.
- Auto enrichment system is integrated into programmed fuel injection (PGM-FI) module, eliminating the need for a manual choke.
- Two-stage ram-air system provides high volume of cool air to the airbox for linear power delivery and incredible engine performance.
- Cylinder head features angled valve insets to improve airflow.
- Cylinder head features two springs per intake valve and one spring per exhaust valve for optimum high-rpm valve operation and durability.
- Direct shim-under-bucket valve actuation ensures high-rpm performance and durability with 16,000-mile maintenance intervals.
- Lighter pistons and lighter, nutless connecting rods contribute to quicker acceleration.
- Double-pivot tensioner for cam-chain durability.
- Right-side starter gears allow increased lean angle.
- Smooth-shifting close-ratio six-speed transmission with new gear ratios is closely matched to the engine's powerband.
Chassis/Suspension
n -41mm inverted HMAS cartridge front fork features spring preload, rebound and compression damping adjustability for precise action.
n -Unit Pro-Link rear suspension system is patterned after RC211V GP racer. In this two-piece shock system, the upper shock mount is contained within the swingarm rather than the frame. With no top frame mount for the shock, this unique system reduces negative suspension energy from being transmitted into the frame, allowing optimum frame rigidity and improved rideability out of corners.
- Braking system features twin four-piston radial-mounted front calipers, dual 310mm front discs and a single 220mm rear disc for optimum stopping power.
- New vertical-piston master-cylinder system produces superior leverage ratio at the front brake lever for higher braking efficiency with excellent feel and controllability. This layout permits the use of a longer brake lever, which means more braking force with less effort from the rider.
- Lighter aluminum steering stem.
Additional Features
- Industry-leading ergonomic design features maximum rider comfort for minimum fatigue in all riding conditions.
- Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design.
- Plastic tank shell cover protects tank and airbox.
- Line-beam headlights feature three-piece reflector design utilizing two H7 bulbs for optimum light distribution and a unique compact design.
- New instrumentation is very compact and features LCD panel with tachometer, odometer, twin tripmeters speedometer, fuel gauge and clock.
- Attractive, hollow-spoke aluminum-alloy wheels feature race-spec 3.5 x 17.0-inch front and 5.5 x 17.0-inch rear dimensions.
- One-piece fan assembly for maximum cooling efficiency.
- Maintenance-free battery.
- Optional seat cowl.
- Compact rear cowl storage compartment for U-type locking devices (lock not included) under the passenger seat.
- Pivoting, aerodynamic mirrors.
- Integrated ignition-switch/fork lock for added security.
- Convenient push-to-cancel turn-signal switch.
- Transferable one-year, unlimited mileage limited warranty; extended coverage available with a Honda Protection Plan.
- Purchase of a new, previously unregistered Honda unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America® (HRCA®). Benefits include roadside assistance, online access to the Honda Common Service Manual, six issues of the bimonthly Honda Red Rider™ magazine, travel discounts, trip routing and MSF reimbursement, plus access to the HRCA Web site (www.hrca.honda.com).
Specifications
Model: CBR600RR
Engine Type: 599cc liquid-cooled inline four-cylinder
Bore and Stroke: 67mm x 42.5mm
Compression Ratio: 12.2:1
Valve Train: DOHC; four valves per cylinder
Carburetion: Stage Fuel Injection (DSFI)
Ignition: Computer-controlled digital transistorized with three-dimensional mapping
Transmission: Close-ratio six-speed
Final Drive: #525 O-ring-sealed chain
Suspension
Front: 41mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel
Rear: Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.1 inches travel
Brakes
Front: Dual radial-mounted four-piston calipers with 310mm discs
Rear: Single 220mm disc
Tires
Front: 120/70ZR-17 radial
Rear: 180/55ZR-17 radial
Wheelbase: TBD
Rake (Caster Angle): 23.7°
Trail: 96.3mm (3.8 inches)
Seat Height: 32.3 inches
Dry Weight: TBD
Fuel Capacity: 4.8 gallons, including 0.9-gallon reserve
Colors: Pearl White/Silver, Ultra Blue Metallic/Silver, Red/Black, Black
Meets current EPA standards.
California version meets current CARB standards and may differ slightly due to emissions equipment.
Britain Oldest Bikers!
Motorcycle insurance specialists Bennetts Insurance, reputedly the UK's number one for motorbike insurance have today published an article on Britain's oldest bikers (O.A.B). Its an article that gives us all hope that when we reach these bikers ripe ages we'll still be riding our motorcycles and enjoying them just as much.
They all show what fun motorcycling can be what ever your age!
The full article with pic's is published on www.inter-bike.co.uk at http://www.inter-bike.co.uk/tblnewspop.asp?news=1965
Picture: 79-year-old biker Gordon Snead from Ardrossan
Ride safe!
Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com
Swicki: http://motorcycling-swicki.eurekster.com/
Bulldog Bash 2007
I've just posted on www.inter-bike.co.uk, Ian Kerr's review of this years Bulldog Bash, on of Europe's biggest biker parties. Complete with comprehensive picture slideshow Ian's article will give you the flavour of this years event if you missed, or relive it if you went!
Ride safe!
Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com
Swicki: http://motorcycling-swicki.eurekster.com/
Friday, August 17, 2007
Great new MotoGP Pictures
Amateur photographer John Day has donated 22 great motogp pictures he took a the British round of the MotoGP Championship at Donington Park in June this year.
In addition as with all the motorcycle picture galleries on www.inter-bike.co.uk, the pictures are backed with a great rock track, appropriately entitled "Combat" from British rock band "Electric River".
You can view them on www.inter-bike.co.uk at http://www.inter-bike.co.uk/gallery.asp?gname=PG41
Enjoy!
Ride safe!
Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com
Swicki: http://motorcycling-swicki.eurekster.com/
Tuesday, August 14, 2007
American Chopper
American Chopper is one of Discovery Channel’s most popular reality TV shows which focuses on a father & son business that builds custom motorcycles. Of course, since its television there are obviously “Hollywood” elements to the show, such as over-dramatized diatribes between characters, artificial dialogue about project status, and extra curricular activities optimized for on-camera antics. But my facination with the show is from the business perspective.
American Chopper is an amazing case study into how a business is operated, and the character, personality, and management traits of the people that make it all happen. Here are just a few of the things I think about when watching the show:
* Project Management - Quality, Time, or Cost - pick two.
* Operations - managing and controlling normal day-to-day duties with the demands of custom projects
* Scope Creep - producing results and getting it done instead of over-promising and being late
* Teamwork - being able to trust and rely on those you work with through thick and thin
* Skills - ability, know-how and in-depth experience to get the job done
* Passion - making a career out of doing what you love
* Drive - having what it takes as an entrepreneur to build a business
* Sacrifice - long hours, strained relationships, and giving it all you’ve got
* Just a good, honest day’s work - no cryptic management speak or corner office kingdom building
* The dream of a father grooming his son to take over the family business
* The stuggles of a son trying to follow in the footsteps of his very successful father
As it turns out, I couldn’t help but buy the entire series on DVD. It’s a fun way to take a break from running my own businesses and makes me think about how I would handle the various situations. I’ve always thought that having a television show that focused on how people actually start or operate businesses would be interesting. Ah, but who are we kidding. It’s not all just about business - these guys really do build some sweet rides!
Yamaha YZF R1
Key Features:
* All-new, light, powerful and packed with trickle-down MotoGP trickery, the YZF-R1 is the most advanced Open-class production motorcycle ever built.
* All-new inline four-cylinder engine is the most powerful, tractable R1 powerplant ever, thanks partially to the world’s first electronic variable-length intake funnel system.
* The YZF-R1 uses the YCC-T fly-by-wire throttle system for flawless response under all conditions.
* Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed.
* All-new aluminum Deltabox frame and swingarm take Open-class handling to the next performance level.
* New, six-piston radial-mount front brake calipers and 310mm discs generate the kind of braking power a bike like the new R1 requires.
Engine:
* Short-stroke 998cc DOHC, 16-valve, liquid-cooled inline four- cylinder engine produces more tractable power than ever.
* Yamaha Chip Control Throttle controls a 32-bit ECU fuel injection system for super-responsive, smooth, instantaneous power delivery.
* Yamaha Chip Control Intake electronically adjusts intake funnel length between either 65 or 140mm for an amazingly broad, smooth powerband.
* Two-piece ergonomically designed fuel tank carries fuel in the rear section, for good centralization of mass, while the front half contains a Ram-Air-fed airbox for increased power.
* Lay-down design cylinder head optimizes weight distribution, straightens intake tracts for improved cylinder filling, and allows frame to pass over instead of around the engine for great strength and a narrow chassis.
* Closed-deck cylinder block increases strength and allows a narrow engine in spite of big, 77mm bores.
* Narrow-angle four-valve combustion chambers produce a highly efficient 12.7:1 compression ratio; 31mm titanium intake valves and 25mm exhausts controlled by new, high-lift cams flow plenty of air.
* Light and strong nutless connecting rods with fractured big ends produce a quick-revving engine with excellent high-rpm durability.
* High silicon-content ceramic-composite cylinder sleeves ensure great heat dissipation for consistent power delivery and reduced friction.
* Close-ratio six-speed gearbox with triangulated shaft layout for great strength, compactness, and quicker acceleration.
* Ramp-type slipper clutch makes braking from speed into tight corners while downshifting smoother and therefore faster.
* Redesigned titanium underseat exhaust system (with stainless steel midpipe and catalyst) provides excellent cornering clearance and a broad, seamless powerband.
* 13-percent greater radiator capacity and an aluminum liquid-cooled oil cooler maintain stable operating temperature.
* Direct ignition coils, dual-electrode spark plugs and high-output magneto deliver extremely accurate, reliable firing.
* AC generator behind cylinder block produces a narrow engine with excellent cornering clearance.
Chassis/Suspension:
* An all-new Deltabox frame tuned for optimal flex carries the lay-down four-cylinder stressed-member style, for great handling and efficient aerodynamic penetration.
* A new truss-type swingarm is extremely strong and tuned for optimal traction and feedback.
* Dual 310mm front disc brakes; new, six-piston radial-mount calipers and Brembo radial-pump front master cylinder with adjustable lever deliver amazing braking power and feel.
* Fully adjustable KYB inverted telescopic front fork with 43mm tubes has been revalved to complement other chassis changes.
* Piggyback rear shock now offers both high- and low-speed compression adjustability, rebound damping and a new, twist-style spring preload adjuster.
* Light, five-spoke wheels enhance acceleration, deceleration, handling and suspension action.
Additional Features:
* Redesigned headlights provide great illumination and distinctive style, while the LED taillight is light, bright and highly efficient.
* Adjustable LCD illumination and multi-function digital gauges: adjustable shift light, odometer, dual tripmeters, water temperature, air temperature, full-time clock, lap timer and large 15,000 rpm analog tachometer.
* New-design fairing with bigger Ram-Air intakes and screwless windscreen provides maximum aerodynamic efficiency and engine performance.
* Sticky 120/70-ZR17 and 190/50-ZR17 radial tires for incredible grip and precise handling.
* Forged footpegs are extra durable and light.
* Extensive use of hollow bolts and lightweight fasteners helps trim overall weight.
* 8.6 AH battery is compact and light.
* Durable #530 O-ring–sealed drive chain.
* Standard toolkit located in convenient storage compartment under passenger seat.
Monday, August 13, 2007
2008 Kawasaki KLX450R
With this week's introduction of the new KLX450R off-road bike, kawasaki motorcycle officially closes the door on the 450cc, off-road ready, high-performance four stroke class. And we couldn't be happier. We love new motorcycles as much as you, but to finally have all the major manufactures competing for this class really put us in a happy place. Here's Dirt Rider's official first impression of kawasaki motorcycle's newest trail weapon.
The KLX450R introduction was held just southeast of Wickenburg Arizona and, going with the desert-themed press event, featured a camping atmosphere complete with the bright stars you'd expect while away from the city life. Like, for instance, the highest concentration of AMA championships, ISDE medals and Baja victories since our annual Dirt Rider 24 hour. kawasaki motorcycle-backed riders Destry Abbot, Nathan Woods, Ricky Dietrich, Jeff Fredette and Larry Roeseler were all on hand to help introduce us to the new bike and to ensure our riding egos stayed in check.
Even with the celebrities on hand, it was hard to keep my mind and eyes off the new green bike. So, I learned as much as I could while throwing my gear on and this is what I came away with. The KLX450R is really close to its KXF450(R?) brother. And it's really different. The biggest visual differences between the new off-road bike and the current motocrosser are a bigger tank (2.1 gallons), a headlight, a taillight, different side panels, a quick-access air box door, a very quiet muffler (yes!), a long, drop-style header pipe, a new ignition-side cover and clutch cable routing and a big beautiful electric motor attached to a magical little button which makes the bike go "vroom" without a single kick. Oh, and it has an 18" wheel and a side stand. That's about it. And it has a simple computer too. That, I swear, is everything.
But, on the inside is the difference that really counts to the minds of American off-roaders. Is this just a KXF with off-road attachments? Or, did Kawi build a real off-road bike with a capable motor, tranny and everything in between? Well, they sure didn't leave it in moto trim, that's for sure. For starters, the bike's cylinder head has a revised cam for better bottom end power and torque and 1mm smaller exhaust valves (from 41 to 40mm). Also, the exhaust valves are steel now instead of Titanium to increase durability. The intake still features the Titanium units. In between the head and the transmission, everything is the same as the moto version but the gear ratios on the KLX are drastically different as is the clutch actuation and ignition. First gear on the KLX is a bit lower, then second, third, fourth and fifth get taller and taller all the way through. The ignition sports a beefier setup for running the electronics with double the amount of flywheel mass on the crank. The bike also has softer springs and different suspension settings. Hello off-road!
So, I cranked the beast up and hit the loop. kawasaki motorcycle and its fleet of all-star off roaders set up a couple trail sections for us. One was a quickie and one was about right for us: 24 miles of single track! I hit the long loop right away and while shooting photos I got used to the new type of green 450 power.
The first thing you'll notice is the noise. It's pretty loud but for a chain rolling around it's not too bad. Also, I heard the side stand bounce around after some jump landings but that's about it. I didn't really hear the exhaust note, because it's almost non existent and that's the best thing I've heard all year. Don't let the quiet nature fool you though, the bike still makes gobs of power and it has a direct link to its motocross pal. This, it will remind you if you crack the throttle open.
Riding the bike was a real treat. I didn't know what to expect but I have to say I'm more than surprised.
The transmission is geared to the moon and top speed has to be over 100 mph. I couldn't find a road long enough to hit the rev limiter in fifth. I thought this was going to be a problem in the tight stuff, but, since it makes a million horsepower the bike will hardly stall, even if you try. I cruised in third gear, silently, and could pull out of some deep, soft corners with a little clutch. This is going to be a fun bike to learn about in the next few days.
The suspension wasn't bad either. It has a lighter spring rate with a bit less compression and a bit more rebound dampening than the KXF and it works well at everything up to race pace. If you were going to push it, you'd want to stiffen her up.
My quick trip around the desert (and it's billions of fear-inducing cacti) with the new kawasaki motorcycle KLX450R couldn't have been better. Especially since I got to do it with some of the world's off-road heroes. I even went on a night ride with Nathan Woods and his freshly healed hand. Well, not exactly "with" him. He was a bit in front of me...like a mile or two.
This bike is being thrown into our intense testing fleet right now as Karel Kramer is taking it on a couple hundred miles in Nevada right now!
Stay tuned to the pages of Dirt Rider for one of the coolest first tests we've ever done.
kawasaki ZX10R
Primed to once again set the performance naked bike class ablaze, the Kawasaki Z1000 2007 receives seriously bulked up performance and styling . The aggressive aesthetics of this machine directly mirrors its ferocious performance. With the engine and chassis characteristics of the Kawasaki Z1000 refocused for serious street riding, the new model more than takes up where its predecessor left off – it redefines what pure naked performance really is all about.
Power
The engine of the Kawasaki Z1000 has been tuned to satisfy the most demanding big-bore power riders, with torque boosted, particularly in the low- to mid rev-range to provide loads of muscle when and where it’s most needed. Even from cruising speeds a twist of the throttle really delivers the goods, and the engine will keep on pulling hard right through the rev range.
Control
For 2007 the new Kawasaki Z1000 received a new engine sub-frame and re-engineered chassis rigidity which provides truly outstanding feedback, enabling the street rider to instantly read and respond to the bike’s behaviour in all speed ranges. Further enhancing rider-machine synergy are improved mass centralisation and revised ergonomics, with handlebars positioned closer to the rider and a slimmer seat resulting in a compact riding position which allows the rider to take full advantage of the Kawasaki Z1000 ’s greater stability and sharp, nimble handling qualities.
Style
With pure aggression emanating from the very core of the Kawasaki Z1000, it is not at all surprising that its performance levels are in turn reflected in this bike’s fierce styling and sheer physical presence. The crouching, muscular appearance of the new Z1000 is direct testimony to the bike’s potency. It’s stance is as that of the body of a conditioned athlete poised to explode from the blocks.
KEY FEATURES
ENGINE TUNED FOR LOW-MID RANGE PERFORMANCE
The ethos of performance naked motorcycles extends from winding roads to the highway to the city. Powerful launches from lights and out of corners, effortlessly passing cars on the road – all are enhanced by a strong low to mid rev range power. To offer hard-core riders the most gratifying riding experience possible, the Kawasaki Z1000’s low-mid range performance gets a serious boost care of numerous engine changes and a revised layout for its iconic quad-style exhaust. The change is accentuated by a new transmission with lower gearing, contributing to the intensified ride sensation. Ultra-fine injectors and oval subthrottles offer crisper throttle response. Thanks to revised engine mounts and changes that reduce friction loss, the new Kawasaki Z1000’s aggressive “power feeling” is transmitted more directly to the rider.
Features for enhanced low-mid range performance
* New quad-style muffler continues the image of the previous Z1000. Revised muffler arrangement (change from 4-2 -4 to 4-2-1-2) contributes to a large mid-range performance gain. Twin-outlet silencer end-caps help maintain the quad-style image.
* An exhaust device added to the right-side muffler (just upstream of the silencer) helps “tune” back-pressure waves for enhanced response in the low-mid range.
* New cam profiles optimise low-mid range performance.
* Smaller intake and exhaust valves (0.5 mm smaller diameter than 06MY) also contribute to the increased low-mid range performance
* Meatier crank webs increase flywheel mass (about 7% increase from 06MY) for more satisfying mid-range power feeling.
* A revised transmission with lower gearing complements the increased low-mid range torque. The result is great torquey acceleration at all engine speeds – especially noticeable when accelerating from stops in town, and when overtaking.
Changes for increased overall performance and riding sensation
* New fuel injection system is managed by a high-precision ECU.
* Ultra-fine injectors and smaller-bore throttle bodies (down to 36 mm from 38 mm) with oval sub-throttles offer ultra-smooth response across the rev-range.
* Iridium plugs deliver a hotter spark for high combustion efficiency.
* Relocating the engine mounts behind the cylinder greatly reduces engine vibration transmitted to the rider. The new engine mount positions are closer to the engine’s centre of gravity.
* Transmission set lever with ball bearings and a revised selector drum result in superb gearshift feel and smoother gear changes.
* Clutch springs with a lower spring rate result in a lighter clutch feel.
* New cylinder casing with reduced compression loss and a revised oil pump gear ratio contribute to reduced mechanical losses.
* New lightweight radiator offers improved cooling.
REFINED CHASSIS WITH ENHANCED FEEDBACK
Like the engine changes, the new Z1000’s frame modifications were designed to offer more exhilaration in real-world riding situations. By reducing the frame’s overall stiffness, the new chassis offers riders much greater feedback.
Furthermore, the steering head was moved 10 mm forward. The slightly longer wheelbase and more rearward weight balance result in a highly manoeuvrable package – quick steering with a good feeling of stability.
Revised suspension settings contribute to the bike’s nimble handling, and offer confident corning as well as excellent ride quality. Increased feedback, more dynamic handling, and a reassuring feeling of stability – like the engine, the chassis revisions prioritise real-world riding.
Frame
* Newly designed pressed aluminium swingarm, revised swingarm bracket and new engine mounts allow the frame rigidity to be reduced (which also contributes to the reduced engine vibration). Using the semi-rigid mount engine as a stressed member, chassis rigidity balance enables high level riding.
* The overall reduction in chassis rigidity results in a chassis that offers copious amounts of feedback allowing the rider to understand what the bike is doing.
Suspension
* 41 mm inverted front fork delivers brilliant steering performance. Smooth action in the top half of the stroke is complemented by firmer damping in the bottom half. This gives the feeling of a long-stroke suspension initially, followed by a solid planted feel in corners – a combination which makes the bike both easier to ride as well as allowing a sportier riding style.
* At the rear, the Bottom-link Uni-Trak rear suspension features a nitrogen gascharged shock with piggy back reservoir. The rear suspension settings complement those of the front fork. Suspension action is excellent, offering exceptional road holding.
Brakes
* Completely revised brake package includes components that would not be out of place on Kawasaki’s Ninja supersport machines.
* Radial-mount brake calipers and a radial front brake master cylinder (both firsts for this category) offer more precise brake control and superb feel at the lever.
* Triple petal disc brakes contribute to reduced unsprung weight.
* A larger rear disc (increased from 220 mm to 250 mm) offers improved rear brake control. (Front discs are 300 mm as before.)
* For those that desire added braking reassurance (e.g. in wet conditions), ABS models are also available in in the UK in limited numbers..
The result
Massive performance enhancements at their most relevant. All of the modifications applied to produce this very capable machine have been aimed at more comfort, more feedback, more punch, a sportier ride, less vibration............................................................. Awesome.
2008 Triumph Street Triple
Photography: Martin Leyfield & Tor Sagen
Time stands still, I can feel the three small cylinders working together to create some sort of a crescendo way too early! How can 675cc feel like so much more?
One of the smartest things the modern Triumph factory did was to strip a Daytona sportsbike to create the Speed Triple. If there is one Triumph that has managed to capture imaginations during the last 10 years it is the Speed Triple. So in the styling department, Triumph has had good reason to make the new Street Triple look similar to the great Speed Triple 1050.
All the difference you'll notice from a distance is the Daytona 675 swinging arm and the lower spec front brakes. The double round headlights are there, the double high stubby exhaust is there and the minimalist look is complete.
The basis for a great naked was always there in the Daytona 675. The engine produced more torque than the bland and characterless in-line fours at the same time as it went just as fast around a racetrack.
The Street Triple feels very light when I first sit on it and push it forwards and backwards with the engine humming on idle. The seat (800mm) and feel is of a taller bike than the 2007 Honda Hornet 600, but the Street Triple feels just as light and nimble.
The acceleration is instant and there's no boring wait for 10K readings on the tachometer. There seems to be drive all over the power band, but from 6,000rpm the fun really begins and the front lifts at 8K both in first and second. Not big wheelies, just a small and very satisfying power wheelie. If you want to play with the big boys the Street Triple can wheelie all day long easily by doing on-offs or using the clutch in second. It's just a natural thing for such a motorcycle. I would have been disappointed if it didn't.
The two things that impress me straight away are the 675cc triple engine and the handling. First I notice that there's no nervousness or tendency to headshake like I have experienced on the Speed Triple. The front end on the Street Triple is rock-solid . . . probably due to the Daytona 675 chassis and swinging arm. The best parts from the Daytona 675 have been donated directly to the Street Triple. This makes the Street Triple a seriously competent sportsbike for the roads and the occasional track-day.
The Kayaba upside-down fork and rear shock keep the Dunlop Qualifier tyres in contact with the changing tarmac. More than mere competence, however, the Street Triple easily inspires the wild in me and I enjoy riding it much more than any new 180bhp litre sportsbike.
The engine is a gem of 106bhp triple power with a claimed 69Nm. Revving it out in first, second and third (continue to sixth if you have the space…) feels great, and above 8,000rpm it offers proper sport bike acceleration. The Street Triple has got the best of both worlds. Hail Triumph for having managed to keep the engine as exciting as this! The 675 is really addictive.
The claimed dry-weight is 167kg (367 lbs.) which is very light. This contributes to the great handling and ease of manoeuvring. The steering angle is not the best for slow car-park manoeuvres in town, but that's about the only thing that I could put my finger on. The two-pot Nissin front brakes are more than up for the job and I actually like them better than the Speed Triple radial items.
Triumph has simply followed the successful recipe from the latest Speed Triple, Daytona 675 and Tiger 1050 and created another "must have" product. The Street Triple hits me in the gut in the same places as a much bigger capacity motorcycle.
Conclusion:
Having ridden and tested the 07 Honda CB600F Hornet, 07 Aprilia SL750 Shiver, Suzuki GSR600, Ducati Monsters, and BMW F800's, I know pretty much what I am looking for in a motorcycle such as the Street Triple. My verdict is that Triumph has built exactly the bike that I want!
+
Great 675cc triple engine-both on low and high revs.
Handles like the Daytona 675
It's worth every penny of that at £5.500 (British Pounds)
Slow speed manoeuvrability hindered a bit by the sportsbike-like steering lock
Makes the Speed Triple less attractive…
Sunday, August 12, 2007
Kawasaki Concours 14 : 2008
2008 Kawasaki Concours 14 Specifications:
Engine Type: Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four with VVT
Displacement: 1,352 cc
Bore & Stroke: 84.0 x 61.0mm
Maximum Torque: TBD
Compression Ratio: TBD
Fuel Injection: DFI
Ignition: TCBI with Digital Advance
Transmission: 6-Speed
Final Drive: Tetra-Lever shaft drive
Rake/Trail: TBD
Front Tire Size: TBD
Rear Tire Size: TBD
Wheelbase: TBD
Front Suspension: Inverted, telescopic fork / TBD
Rear Suspension: Tetra-Lever / TBD
Front Brake Type: Dual floating petal discs with four-piston calipers
Rear Brake Type: Single petal disc
Fuel Tank Capacity: TBD
Seat Height: TBD
Dry Weight: TBD
Color: Concours 14 ABS: Neutron Silver/Metallic Diablo Black; Concours 14: Neutron
Warranty: 36 months
Good Times Protection Plan: 12, 24, or 36 months
* Price and specifications subject to change
2008 Kawasaki Concours 14 - First Ride
8/3/2007
By Tom Lavine and Bart Madson
Few 2008 models piqued as much interest in the riding public as when photos of the redesigned Concours 14 first appeared last summer. Bathing in the adulation and success of its all-new 2007 Ninja ZX-14, Kawasaki took the new Ninja's 1352cc motor and made it the base for a much-needed facelift to the Concours. Like everyone else, once we saw the photos of the new design we were excited and intrigued. The long-suffering Connie was in desperate need of an overhaul and Kawasaki has aimed big, declaring the Concours 14 represents "an entirely new genre of high-performance motorcycle: the Transcontinental Supersport Tourer."
Well, now that we know what the Kawasaki PR claims, does the new Concours measure up to the hype?
To answer this question, we tapped out our sport-touring expert and regular photographic contributor, Tom Lavine. An accomplished rider and photographer, Tom has tallied countless miles in pursuit of motorcycling nirvana. Having participated in last year's ZX-14 vs. Hayabusa comparo as well as our Super Sport-Touring Faceoff, which featured the BMW K1200GT and FJR1300, testing the new Concours 14 was right up his alley. In fact, as an active retiree with desire for the open road Mr. Lavine is the poster child for the sport-touring market. We knew we had the right man for the job.
Assignment and travel itinerary in hand, our tester packed his camera and helmet and headed south to Santa Rosa, California for the Concours 14 press introduction. In two days he logged 500 miles aboard the C14 through Sonoma County's twisting backroads.
The obvious starting point on the Concours 14 is its 1352cc beast of an engine. Sourced from the mighty ZX-14, the Inline-Four is what makes the new C14 a real kick in the pants. Designed as the most powerful production sport-tourer in the market, Kawasaki pulled out all the stops when it sourced its largest sportbike powerplant for the new Connie.
The motor in the Concours isn't a complete clone of the Ninja's, however, incorporating first-in-its-class variable valve timing to increase engine efficiency by altering camshaft profiles in different rpm ranges. The liquid-cooled DOHC design has also been retuned for its new sport-touring application. Remember, this is an engine that produced a mind-blowing 169.1 rear-wheel horsepower when we dynoed the ZX-14 for a comparo in 2006. Judging by Kawasaki's only claimed spec sheet power numbers, lb-ft of torque, the C14 shows a 10% decrease from the ZX's 113.5 to 102.5. If we apply the same formula to our rear-wheel horsepower figures for the '06 comparo, even accounting for the C14's shaftdrive, the new Connie will be cranking out somewhere in the neighborhood of 140-plus ponies. Still far above the respective 124.2 and 123.8 rear-wheel horsepower numbers we gathered from the BMW K1200GT and Yamaha FJR1300 during last year's ST comparo.
Although massive hp numbers grab headlines, Lavine's road test experience left him pleased as punch not just by the quantity, but the quality of the muscle emanating from the C14's powerplant.
"This engine has loads of torque, especially in the low and mid range," explains Tom. "Most of the time I rode with the RPM's in the three- to five-thousand range, but if you think the bike is fast then, hang on to your hat when you hit the eight-thousand mark. This is simply one hot ride."
With the rip-snorting ZX-14 drag-racing motor as its base, we expected nothing less than jaw-dropping acceleration from the new Connie. A fact confirmed by Tom, who is a retired motorcycle cop.
"This bike was designed to offer sportbike performance. Kawasaki calls it the 'ultimate sport-touring performance.' In terms of acceleration, I would agree! Once I grabbed a handful of throttle, it just came unglued. I can't imagine any sport-tourers being faster than this thing!"
The good news gets even better, however, as the digital fuel injection ensures the rapid acceleration is controlled with a throttle response described by our tester as "smooth and predictable." The ECU-controlled fuel injection system also ensures the Connie complies with stricter emissions requirements and maximum fuel economy.
While motoring up to speeds that would have caused his former self to whip out the siren and ticket book, not to mention potential felonious mph figures that would necessitate breaking out the cuffs, our former peace officer was impressed by the wailing Inline-Four's user-friendliness.
"This bike not only hauls," explains Tom, "but vibration is very minimal and once it is underway the bike is smooth as glass."
Gear-driven, dual secondary engine balancers can take credit for the smoothness our tester experienced. While, the new Connie's digital ignition and ECU idle speed control system ensure the C14 motor is ready to deliver at the push of a button.
Speaking of thumbing the starter, an interesting feature on the C14 is the new KI-PASS (Kawasaki's Intelligent Proximity Activation Start System) anti-theft device. The system utilizes a standard ignition key and a small transponder fob. Once the ignition key is inserted, the accompanying fob must be within five feet of the bike in order to start the ignition. If a rider walks out of the magic five-foot barrier, the fob and its corresponding unique signature goes out of range causing the Concours 14 to go into lockdown mode.
At first our rider thought the new design was just a marketing gimmick (you're so cynical Tom!), then upon his return he got all geared up and ready to go on his personal bike, a BMW R1200GS, and realized the key was stashed deep in his pocket. Taking off his glove and digging through his riding pant, Tom's perspective on the new system 180-d as he thought, "now if only I'd had that KI-PASS fob." What it all boils down to is the new Kawasaki system means a rider can leave the conventional key in the ignition and almost forget about it. Of course, if you lose your fob, then you've got a problem.
Okay, so we've used the word smooth a handful of times describing the C14 already, but the Kawasaki engineers must have been indoctrinated at a smoothness re-education camp, because the sensation extends to the six-speed gearbox as well.
"This is one of the nicest motorcycle transmissions I've ever used," said Lavine, which is quite a compliment, as he has been in the saddle for 26 years. "Engaging first gear is quiet, as well as when shifting. There is simply no noise or clunking, operation is smooth."
The Connie's hydraulic clutch utilizes a radial-pump master cylinder and provides superb feel at the lever and during engagement. The C14's clutch is a forgiving back-torque-limiting design, aka a slipper clutch, which eliminates lunging on downshifts. It is a feature Lavine relished, leading him to wonder why the rider-friendly design isn't on more models.
The velvety clutch is teamed well in transmitting the C14's ample power to the rear wheel with the Tetra-Lever Shaft Drive. The final drive unit is a quiet four-link design, which the manufacturer claims "significantly reduces driveline lash." Lavine agrees of the 14's shaftdrive, "There's no lash at all and no raising or lowering on the back end. It feels almost like a belt drive, very uneventful… It just works."
A right-side 4-2-1 exhaust system takes the place of its Ninja cousin's dual cans, and also allows a better view of the new Tetra-Lever design on the left. The exhaust note is somewhat muted though, with the canister size a bit larger than we care for, but, hey, you can't always get what you want.
With its 59.8-inch wheelbase, the C14 doesn't suffer from instability but it isn't the most nimble of handlers either. This doesn't come as a complete shock to us, as we had a similar gripe about the ZX-14 during its comparo versus the Hayabusa last year, when we noted the 14 required more effort to turn in. The Connie sports a 2.3-inch longer wheelbase and lazier 26.1-degree rake compared to the Ninja (23-degree rake), so handling is compromised even more for stability.
"The C14 is a very stable bike and confidence inspiring, but transitioning in the turns sure isn't like riding a 600," explained our 62-year-old tester. "Although it was designed as a long-distance, sporty tourer, not a canyon carver, I thought this bike was very heavy in general and a little top-heavy to boot. This is particularly noticeable at slow parking lot speeds. Make no mistake about it, this is a big motorcycle, which weighs in at over 600 pounds dry."
Like any dry weight claim from the manufacturer, we take the 615-lb (606-lb non-ABS) assertion for what it is until we roll the bike onto our own scales to get tank-full and tank-empty measurements. Then we'll be able to make more definitive judgments about the C14's portliness, especially compared to the lighter claimed weights of two of its main competitors - the BMW K1200GT (549 lbs) and Yamaha FJR1300 (582 lbs). We'll have to wait for that comparison test to pass more authoritative opinions on the C14's handling too, to see how it stands out in relation to its class rivals. (Keep your fingers crossed for another Super Sport-Touring Comparo later this year.)
An inverted 43mm telescopic fork and the rear Tetra-Lever unit provide suspension on the C14. The stock settings on the front fork are a little stiff though. As with any bike, a sportbike in particular, dialing in the proper suspension settings make a world of difference. Even without finding the optimal settings during his test ride, Lavine felt sturdy feedback up front and the two units sucked up the bumps on the road without any trouble. The units also contribute to the C14's base of touring stability.
"The brakes on the C14 are outstanding, powerful and predictable," said Tom of the C14s robust binders, which have to be strong to match the bike's brawny motor and sizable weight. Featuring a top-of-the-line setup, the Concours has a pair of 310mm petal discs up front and a single 270mm petal disc out back. The front's radial-mounted four-piston caliper configuration features a separate pad for each piston to improve feel and performance, as does the radial-pump front brake master cylinder. The end result is a fantastic braking package.
Also contributing to the superb braking performance was the $900-optional ABS system fitted on our test bike. Unlike BMW's ABS system, the Concours package is not linked. As an R1200GS owner, our rider knows a thing or two about ABS and came away impressed that the independent wheel system on the Connie does its thing without any pulsating sensation. Those ABS moments just feel like hard braking on the C14, with the system delivering its safety benefits along with the sensation of stability.
On a true touring machine the engine performance is critical but only part of the overall equation. Rider comfort and ergonomics are vital to ensure owners can stick it out for the long haul. We found the new Concours to be comfortable but the always critical Lavine noted that a true long-distance evaluation wasn't possible due to the short routes employed at the press introduction. Five hundred miles, although quite a sum, wasn't enough for our tester, who's tallied many thousands of miles on his sport-touring adventures. Still, he felt the Concours was an overall comfortable platform, appreciating its touring-oriented accoutrements, like an on-the-fly adjustable windshield and comfortable riding position.
"I think I could ride this bike for a long time. The seat is comfortable, my legs were not cramped and the bars, although a little forward, were fine," said our 6'3" test rider, adding, "The moveable windshield is nice and can be lowered for sport riding but raised when riding the interstates"
Other touring accessories include removable heat deflectors on each side of the fairing near the rider's knees, which Tom appreciated during the cooler mornings but found uncomfortable in the afternoon. The Connie's mirrors were a let down for Lavine, who noted that the view through them was good if you wanted to see the top of the saddlebags. Heated grips were not included on the intro test bikes, although aftermarket units could be plugged into the C14's accessory power outlet located next to the cockpit display.
Other bells and whistles on the C14 include the aforementioned KIPASS system, as well as the helpful control panel, which features an analog speedo and tach hemming in an LCD display screen. Info on the screen includes the standard odometer and dual trip meters, as well as extra information like average gas consumption. Similar to a lot of LCD display info systems, most of it is interesting but non-critical stuff to gawk at, but we do appreciate that the new Connie includes one of our favorite sensors in the form of a gear position indicator. The Concours also includes the very Beemer-like feature of tire pressure monitors.
Of course as long-distance tourer, the Concours 14 also includes baggage, with the stylish hard sidebags included as standard equipment. The hard bags are roomy enough to store a full-face helmet and simple to open and remove. On top of their practical function, the hard bags also tie into the flowing lines of the Concours. And the lines of the new Connie look great, even taking that whole eye-of-the-beholder stuff into mind.
"The lines throughout the bike flow nicely and the bags can be removed for a sportier look, although they are so nicely styled I think the bike looks better with them on," commented Lavine.
Okay, so it looks good and has a dreamy engine, but the new Concours also sports a competitive $13,799 MSRP ($12,899 for non-ABS version), which puts it in a straight-up head-to-head showdown with the ABS-standard $13,799 FJR1300. If you're willing to ditch the ABS, the new Connie is almost a budget super sport-tourer at just under 13 grand. No doubt there will be many loyal Connie owners lined up outside dealerships to sample the new C14 regardless of its sticker price.
Any time there is an all-new model it is easy to get caught up in the hype, readers and journalists alike. We'll reserve our final analysis on the new Concours until we line it up next to the main contenders we've already mentioned, the formidable K12 and FJR, for a knock-down drag-out comparo. That 1352cc motor will attract many a rider like moths to the horsepower flame, but the real question regarding the Concours 14, and one we can't wait to answer, is where the new design stands amongst its Sport-Touring peers later this year. Stay tuned.
2008 Kawasaki Versys
2008 Kawasaki Versys(TM) Specifications:
Engine Type: Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin
Displacement: 649 cc
Bore & Stroke: 83.0 x 60.0 mm
Maximum Torque: 44.9 lb/ft @6,800 rpm
Compression Ratio: 10.6:1
Fuel Injection: Digital fuel injection with two 38mm Keihin throttle bodies
Ignition: Digital CDI
Transmission: 6-Speed
Final Drive: O-Ring Chain
Rake/Trail: 25°/4.3 in.
Front Suspension/Wheel Travel: 41mm hydraulic telescopic fork with adjustable rebound and preload / 5.9 in.
Rear Suspension/Wheel Travel: Single offset laydown shock with adjustable rebound and spring preload / 5.7 in.
Front Tire Size: 120/70-17
Rear Tire Size: 160/60-17
Wheelbase: 55.7 in.
Front Brake Type: Dual 300mm petal discs with two-piston caliper
Rear Brake Type: Single 220mm petal disc with single-piston caliper
Fuel Tank Capacity: 5 gal.
Seat Height: 33.1
Dry Weight: 399 lb.
Color: Passion Red
Warranty: 12 months
Good Times Protection Plan: 24, 36 or 48 months
* Price and specifications subject to change
Kawasaki MotorGP
(Kawasaki Racing Release) Shinya Nakano and Randy de Puniet were back in green at Phillip Island today, as the Kawasaki Racing Team unveiled the new 2006 Ninja ZX-RR livery during the opening day of a three-day test at the Australian circuit.
Having suffered tire problems during the race at Phillip Island three months ago, Shinya Nakano opted to run a new rear tire from Bridgestone - with positive results - while he worked on refining the set-up of his all-new Ninja ZX-RR to suit the characteristics of the fast and flowing Australian circuit.
The 27-year-old Japanese rider experienced chatter from the rear end of his Ninja ZX-RR during today's test, but is confident that this is a problem that can be eliminated by his crew overnight.
Nakano's fastest lap during the opening day of testing was an improvement on his best race lap at the Phillip Island circuit, and the Kawasaki rider is confident that there are more improvements to come over the next two days.
For Nakano's Kawasaki teammate, Randy de Puniet, today was his first experience of the Phillip Island circuit aboard the Ninja ZX-RR.
The 24-year-old Frenchman adapted quickly to the demands of wrestling a MotoGP bike around the twists and turns of the 4.448km Phillip Island track, but his attempts at a fast lap were hampered by the same chatter problems affecting his teammate.
A switch to his second bike for the afternoon session eliminated the chatter problem, and allowed de Puniet to close to within 0.6s of his more experienced Kawasaki teammate during his final ten laps.
Both Kawasaki riders will focus on important tire testing with Bridgestone over the course of the next two days.
Shinya Nakano: #56 - 1'31.8 (75 Laps)
"We tried different suspension and engine management settings on the bike, and we finished today with a good base setting on the bike. There is still a small problem with chattering from the rear, but we think this is caused by a combination of suspension settings and the rear tire, and we have some ideas on how to fix this for tomorrow. We had some problems with the right hand side of the tire during the race here last year, so today I tested a new rear tire from Bridgestone that was much improved. We had to push hard today to do as many laps as possible, because there is some concern about the weather; it changes so quickly here. Hopefully it will stay dry for the tire tests with Bridgestone over the next two days."
Randy de Puniet: #17 - 1'32.4 (101 Laps)
"This is a new circuit for me on the MotoGP bike, so today has been a steep learning curve again. I had some chatter problems for most of the day, which we're still working to sort out, but I switched to my second bike in the afternoon, and this felt a lot better. It was on this bike that I set my fastest lap of the day. I think we will continue with this bike tomorrow for the tire tests with Bridgestone. This is a very different circuit to Sepang, and I'm still adapting my style to suit aboard the Ninja ZX-RR, but I'm confident that my lap times will continue to improve over the remaining two days of testing."
Naoya Kaneko: Technical Manager
"Today has been mainly about finding a set-up on the 2006 Ninja ZX-RR machines to suit the characteristics of the Phillip Island circuit. Both riders suffered from a small amount of chatter, but this we can resolve with some changes to the suspension settings. Both riders have also tested revised engine management settings, again to try and find the best balance for the bike around Phillip Island, which is a circuit very different in character to Sepang. At the race here last year we had some tire issues, so the main focus of the test over the next two days will be to evaluate the many new tires that Bridgestone have brought to this test."