2011 Suzuki GSX-R600 and GSX-R750

American Suzuki surprised the industry last year by deciding not to import 2010 streetbikes while it tried to clear inventory in a depressed market. But for 2011, it’s rebounding in a big way with the introduction of a comprehensively reworked GSX-R600 and its identical-twin brother, the GSX-R750.

The GSX-R series is integral to Suzuki, so the Gixxer 600 and 750 received a major investment in technology and updates.

“We built our brand from the GSX-Rs,” said Steve Bartolamedi, American Suzuki’s senior communications manager. More than 300,000 Gixxers have been sold over the years, and the GSX-R600 has long been America’s best-selling sportbike.

The 2011 GSX-R600 has been overhauled from top to bottom, losing around 20 lbs in the process.

An all-new frame underpins the GSX-R revisions, trimmed by nearly 3 lbs on its own. This, plus a plethora of other weight-saving items, has resulted in a Gixxer some 20 lbs lighter than previous. An anticipated 410-lb curb weight (full of 4.5 gallons of fuel) would tie the Gix Six with the class lightweight, Honda CBR600RR.

Yep, that’s Italian Brembo calipers on a Japanese bike. The Showa Big Piston Fork is also new for 2011.

New front-end components are more than 2 lbs lighter and promise improved performance. A 41mm Showa Big Piston Fork weighs less and offers better damping performance than a conventional fork, as we’ve learned from a similar fork on Kawasaki’s ZX-6R. And, in a surprise move, the Gixxer receives radially mounted Brembo monoblock brake calipers, the only Japanese bike we can think of with the respected Italian binders.

Smaller front and rear axles and wheel hubs are claimed to reduce weight by a significant 1.3 lbs, and the fully adjustable Showa shock now uses aluminum seats instead of steel for a 90-gram reduction in weight.

Although final specifications aren’t yet available, it appears as if the previous bike’s steering geometry numbers are retained. However, the new frame (with sections as thin as 3mm) tightens up the wheelbase by 15mm. A new swingarm is the same length as previous, but it’s now constructed from three melted/gravity-cast sections instead of five high-pressure plate castings.

Powertrain

The GSX-R’s 599cc mill is architecturally unchanged, retaining the same bore and stroke (67.0 x 42.5mm) as the existing bike and every other 600 supersport. But everything inside has been updated, and the motor has been rotated 3 degrees more upright. It’s also a massive 4.4 lbs lighter.

Shorter-skirt pistons have 14% less mass, and the connecting rods are 12% lighter. New cams with reduced overlap are purported to boost low- to mid-range power, and they continue to actuate 16 titanium valves. New vent holes between cylinders reduce mechanical pumping losses.

Suzuki Dual Throttle Valve (SDTV) technology carries over, now better directing fuel into the combustion chamber via a steeper angle of the throttle bodies to improve responsiveness. A smaller ECU shaves 330 grams of weight and allowed it to be relocated in front of the airbox. Suzuki Drive Mode Selector (S-DMS) now has just two settings instead of three, and the softer setting now defaults to full power when the throttle is pinned.

A considerable 3.75 lbs was pared from the exhaust system’s weight, thanks to thinner-wall header tubing and a smaller under-engine pre-chamber and titanium muffler. Fuel economy is said to be improved by 10%, somewhat offset by the new requirement for premium gas.

Seen here is the GSX-R750’s new titanium muffler, not quite as light as the exhaust system on the 600.

We’re told to expect 123 crankshaft horsepower delivered at 13,500 rpm, which should translate into about 108 horses at the rear wheel. This should put it at or near the top of the herd. Torque peaks at 11,500 rpm with 51.3 ft-lb measured at the crankshaft.

The transmission has its internal gearing juggled, now with a slightly taller first gear and closer spacing throughout its six speeds. Suzuki reps allege smoother shifting along with the gearbox being 185 grams lighter.

Ergonomics

The GSX-R600 retains the lowest-in-class seat height of 31.8 inches, and its narrower shape allows short legs a direct path to the ground. The clip-on handlebars are now spread out 1 degree extra for better leverage, and a lower tank top allows easier tucking in. Footpegs retain their class-exclusive three-position adjustability and are lighter by 53 grams.

A compact instrument panel is borrowed from the GSX-R1000, now including a lap timer and a four-step adjustable shift light. A large analog tach is augmented by an LCD panel with speed, gear position, clock and dual tripmeters.

The 2011 GSX-R600/750’s new instrument panel.

Style and Bodywork

Although there is nothing revolutionary about the Gixxer’s new styling, the bodywork has special appeal beyond its sporty appearance and shorter overhangs. Suzuki has somehow clipped off 7.5 lbs from the plastic, partially by reducing the piece count from 40 to 32. As previous, props go to Suzuki for having cleanly integrated turn signals. The fronts are in the mirrors; the rears are sculpted into the tailsection.

The Gixxers get a fresh face for 2011.

The vertically stacked headlight design ties in to the Gixxer Thou’s look and is a substantial 1.2 lbs lighter. It’s flanked by a quartet of angular intake slots that funnel cool, pressurized air into the airbox and is a nice departure from the now-ubiquitous centrally located ducts. The windscreen is lightly smoked instead of plain clear.

The 2011 GSX-R600 seems to have all the ingredients to vault it to the top end of the 600cc sportbike class, and we’re excited to sample it to find out how well its lighter weight and Brembo brakes work early in the New Year.

“It’s hard for me to explain the leap we made with this model,” said Derek Schoeberle, American Suzuki’s field service manager and one of the few people outside Japan to have ridden the new Gixxer.

This exciting new GSX-R is scheduled to arrive in dealers in February or March for a list price of $11,599. You’ll have your choice of the familiar Suzuki blue and white or a black-and-silver combo.

The GSX-R600 looks more finely finished than ever.

2011 Suzuki GSX-R750

The 749cc version of the Gixxer 600 makes an appreciated companion, sharing virtually all the updates its little brother inherited this year. It, too, has lost about 20 lbs, now with a stated curb weight of 416 lbs – that’s just 6 lbs more than the 600.

But the best news is that Suzuki has juggled the 750’s MSRP in relation to the 600. Instead of the $1300 difference in 2009, the added cost for the 750cc version is now just $400!

The 2011 GSX-R750 profile shows its blunter nose and redesigned exhaust. MSRP is $11,999, only 400 clams more than the 600 but with 20% extra power!

The GSX-R750’s engine is a bored and stroked (70.0 x 48.7mm) 600 motor, and it’s reputed to produce 148 crankshaft hp at 13,200 rpm, which should translate into 130-plus ponies at the rear wheel.

This amount of power in a 400-lb chassis will undoubtedly translate into serious fun on the racetrack, especially when considering the shorter and lighter chassis and Brembo equipment.

2011 Suzuki GSX1250FA

The other new bike we saw the Suzuki dealer meeting – with 600 dealers and 1400 attendees – is an update on the venerable Bandit 1250, now in a fully faired sporty-touring iteration.

The Bandit was last seen in Suzuki’s 2008 lineup, and this new version, called the GSX1250FA, takes it up a level. It’s a bike that was introduced in world markets in 2010, but it’s a new addition to American Suzuki’s lineup.

And it looks like a bike right for these times, as it offers real-world usability, long-distance comfort , a midrange-heavy big-bore motor and anti-lock-braking safety, all at a very reasonable list price of $11,599.

The 2011 GSX1250FA takes the Bandit to a sleeker, sport-touring angle with its full fairing and standard ABS brakes.

The FA uses a 1255cc four-cylinder for power, fuel-injected for quick response and counterbalanced for smoothness. The Bandit ST (my words)’s chassis is a basic steel-tube frame, with its rake and trail a moderately sporty 25.2 degrees and 104mm, respectively, scaling in at 567 lbs full of fuel.

Utility is promised by the standard-equipment centerstand and availability of hard luggage, including a tail trunk. The protective bodywork and windscreen will send air around its rider while draining its 5.0-gallon fuel capacity. The FA’s broad seat is comfortably low at 31.7 inches, and, if more legroom is needed, it can be raised nearly an inch by flipping its platform.

This is a lot of bike for less than 12K, even if the old Bandit retailed for less than $9000, as prices for Japanese motorcycles keep on climbing due to an unfavorable exchange rate. It’s easy to see how the GSX will appeal to aging sportbike pilots.

And with the introduction of the new Kawasaki Ninja 1000 that rings in at $12K, we’ll have to schedule a shootout when we first see the GSX1250FA in December.

source: http://www.motorcycle.com/manufacturer/suzuki/2011-suzuki-gsxr600-and-gsxr750-revealed-90013.html

Fury 2010

There’s irony in the fact that Honda, the “nicest people” company, is now building what in our modern vernacular is a chopper, a genre previously associated with ne’er-do-wells, tattoos and hard living.

Honda is known globally as an engineering powerhouse whose R&D efforts are second to none in the motorcycle world. But a chopper-style motorcycle, with its extended wheelbase and raked-out front end, forces dynamic compromises not present in other classes of bikes.

So the question is: In a market segment with a heavy accent on form over function, can the 2010 Fury find the right balance? After a day of riding this outside-the-Honda-box creation, we can reply in the affirmative.

The 2010 Fury strides into Honda dealerships this April priced at $12,999.

Millions of TV viewers have been exposed to the world of custom bikes via shows such as American Chopper and Biker Build Off, firing the imagination of those who reside in Middle America and speaking to an audience beyond the outlaw biker crowd typically associated with so-called choppers. The Fury presents an opportunity for Joe Six-Pack to enter this rebel genre backed by a highly reputable company.

If you’ve read our report from the Fury’s sneak preview, you already know the stretched, flowing design is an eyeball popper and quite a departure from the normally conservative Honda. This sleek beauty gives appreciative eyes dozens of areas to ogle.

Style Points

Honda understands vehicle dynamics like no other, and hard numbers reveal objective data. But for cruisers/choppers, style is king, and this is judged purely by subjective criteria. “It had to be number one,” says Honda designer Bruno Conte about the importance of styling in this market. The following are some highlights of where we think Honda best hit the mark. The Honda camp is suitably chuffed about the positive reaction to the new Fury, but none more so than lead designer Bruno Conte seated behind the bars of his baby. What Honda did right on the Fury • Frame: The requisite chopper stance is provided by the tall steering head. Frame tubes, nicely color-matched, are on full display, especially at the triangulated steering head. “The negative space is very important,” says Conte. • Fuel tank: Tanks are a focal point of any motorcycle, and here Honda has hit it out of the park. Its sculpted design sitting high atop the frame’s backbone tube looks sensational, made extra distinctive by its character lines that gently arch as they run down the flanks. It ranks as among the prettiest fuel cells ever fitted to a production bike. • Wheels: The multi-faceted nine-spoke front wheel looks sensational, especially the right side where it’s not obstructed by a brake rotor. • Fender: A close-fitting fender that wraps tightly around the radius of a front tire is fairly uncommon in the realm of production bikes. The Fury’s is lovely. • Headlight: Chrome, of course, and jutting proudly into the wind with a gentle arch and a subtle eyebrow. • Engine: Creating a liquid-cooled motor and having its attendant plumbing look clean is incredibly difficult. Honda packaged the unobtrusive radiator neatly between the frame’s dual downtubes, and the radiator hose leading to the forward cylinder is cleverly concealed beneath the valve cover in a patented arrangement. The slinky Fury as seen through the magic lens of shooter Kevin Wing becomes art.

You already know if the Fury’s design appeals to your taste buds, but we’re now able to share with you how the bike works as a vehicle in motion. We spent a day cruising around the Pacific Coast in northern San Diego County, putting the Fury to the test in a variety of cruiser-type environments.

Straddling the Fury for the first time, a rider is greeted by surprisingly hospitable ergonomics. My 5-foot-8 bod appreciated the modest reach to the handlebars and the secure footing provided by the low 26.7-inch seat height. Amazingly, the ergos were also well-received by the 6-foot-5 Barry Winfield, another journo on our ride. He praised the Fury for having “one of the better cruiser riding positions” and liked its well-padded seat.

Ergonomics fit a variety of riders, providing a nice perch to do some profiling.

A rider sits low behind the gorgeous fuel tank, which helps redirect the wind at highway speeds. Note the color-matched aluminum swingarm that is part of the shaft-drive system.

Fuel-injection ensures immediate ignition, and the rumbling lope of the 52-degree V-Twin pleasantly shakes a rider; dual counterbalancers keep vibes from becoming objectionable. The 2-into-1-into-2 exhaust produces an appropriately butch note, louder and meatier than the three carbureted bikes in the VTX1300 series which use a similar motor.

One of the Fury’s big tests comes early – maneuvering such an elongated bike around the confines of a small parking lot can cause some anxious moments on some choppers, as they are often afflicted with unexpected responses at low speeds. But Big Red’s chopper is remarkably balanced and agile for a bike with the longest wheelbase (71.2 inches) of any Honda ever created. A moderately fat 200mm rear tire doesn’t make the bike reluctant to turn like a silly-fat tire does, and the bike exhibits nearly zero front-end flop that is present at low speeds on many other raked-out cruisers. Even feet-up, full-lock U-turns on a two-lane road don’t present much of a challenge.

Indeed, the Fury generally functions as a proper motorcycle. Clutch and shift efforts are quite light and smoothly operating, and the injected the 1312cc mill has immaculate throttle pickup. Being shaft-driven, a rider feels some jacking of the rear end under acceleration, but it’s only really noticeable when you’re riding like a jackass. I occasionally forgot to remember I was on a cruiser, thus I have this info.

Suspension is a good compromise of comfort and control, considering the dynamic compromises forced by the slammed look and low seat height. The hidden rear shock benefits from an easy-to-adjust hydraulic preload knob and rebound-damping screw concealed beneath the bike’s right-hand sidecover. Though the initial setting was fine for the 200-pounders in our group, it proved too stiff for my 145-lb weight. It took only about 20 seconds to back off two positions of preload, and the smooth ride I’d hoped for magically appeared.

In recent times, we’ve seen motorcycle engines pushing the 2-liter mark and beyond, and so the size queens out there might be underwhelmed by the Fury’s 80 cubic inches. And yet its moderate amount of power isn’t disappointing in this application – there was an era not long ago in which 1300cc was about as big as it got, and there’s plenty enough power on tap here to easily scoot away from cager traffic.

A new fuel-injection system resides between the faux-air-cooled cylinders. Popping off the chromed plastic panel behind the rear cylinder unveils the shock’s adjustment knobs.

During the Fury’s gestation period, Honda had considered using the VTX1800 engine, but it presented many styling and packaging problems. Airbox and exhaust volumes need to be larger, as does the radiator. “The 1300 fits the personality of the bike,” Conte says, noting its single-pin crankshaft that provides a loping vibration which adds to the rumbly character. The VTX-18’s motor would’ve also added considerable weight to the project, currently a reasonable 663 lbs full of fluids and fuel.

Packaging is still a bit of a compromise with the 1300cc powerplant. The space for a rider’s right knee has to be negotiated with the large airbox and the rear cylinder’s offset position and its exhaust header. In stop-and-go traffic, the radiator’s fan will click on quietly buts sends only minimal heat toward the rider. The Fury’s horn is hidden neatly behind the shifter and footpeg.

Scraping pegs isn’t too difficult on the surprisingly sure-footed Fury.

A cruise up the freeway to our lunch stop gave us time to admire the Fury’s clean looking cockpit with an attractive but minimal gauge pack; the view is spoiled only by the mess created from the exposed throttle cables, brake lines and electrical wiring. Despite short stalks, the mirrors are quite useful and free from blurring. The fists-punching-the-wind handlebar position feels both aggressive and comfy, and the bike is happy enough bombing down I-5 at 80 mph.

A pair of disc brakes proved to be adequate for the Fury’s intended use. The front rotor, despite looking diminutive inside the large 21-inch front wheel, is a considerable 336mm in diameter. However, the lever needs a good squeeze in order for the twin-piston caliper to bite strongly. Adding input from the rear brake on a long-wheelbase bike like this significantly reduces stopping distances, and the Fury’s 296mm rear disc proves to be powerful while nicely resistant to locking.

Honda’s market research says customers want anti-lock brakes, so beginning this fall an ABS Fury will be available at a $1,000 premium. The system also includes Honda’s Combined Braking System of linked brakes, but the crossover happens solely through the rear-brake pedal; the hand lever applies only the front brake. If you like the ABS option, hopefully you also like the black Fury, as that’s the only color on ABS-equipped bikes.

Non-ABS Furys will be available this April in five colors, and we’re impressed by an MSRP that seems reasonable considering the bike’s dramatic styling: $12,999.

Here’s my favorite Fury color scheme, a Matte Silver Metallic. The unique and somewhat limited-production color includes red pinstriping around the wheels to help justify an additional $500 to the bike’s MSRP.

Unfortunately, this rational price tag comes at the cost of some componentry that is below the standard of high-end choppers that Honda draws comparisons to. Many of the bikes bearing Soichiro-san’s name have switchgear a step above its Japanese competitors, but not so here. The turnsignal switch borrowed from the VTX1300 series feels cheap in relation to the apparent high quality of the rest of the bike; the VTX1800s have a higher-end component that would’ve been a better choice. Also, the polished switchgear housings look dull next to the brightly shining chrome handlebar.

Honda’s typically high level of finish isn’t evident in these welds. (I take credit for this photo not because I’m proud of it but because I don’t want ace lensman Kevin Wing to be blamed for it.)

But the most glaring deficiency in the Fury’s finish quality are the sloppy welds visible on the exposed frame tubes around the steering head. Even the hammer-handed Teutels of American Chopper fame would’ve done a nicer job.

Where the Fury matches up with the typical custom-builder crowd is its regard for a passenger’s comfort. The Fury’s pillion saddle is either a disaster or devilishly clever; its rearward slope offers little resistance to sliding off under acceleration, forcing a passenger to hold on tightly to the rider. An optional backrest, part of several Fury accessories available at the time of launch, will be a prudent investment.

Some may baulk at Honda’s description of the Fury as “radical.” Sure it’s not mind-blowing in the way a $60K custom can be, but it’s worth noting that not even Harley-Davidson has produced a bike with a rake angle so stretched or a wheelbase as long. So let’s admit that, for the normally staid Honda, the Fury is radical.

And to get a radical chopper with Honda levels of quality for just $13K seems like quite a bargain. See you at Sturgis!

SOURCE: http://www.motorcycle.com/manufacturer/honda/2010-honda-fury-review-88030.html

Kawasaki Z1000

For 2011, an all-new model slots itself into the ultra-capable yet remarkably comfortable category – Kawasaki’s new Ninja® 1000. Like the original from 1986, the new Ninja 1000 offers an alluring blend of capability and technology, from the very latest racetrack components, to astounding engine and chassis performance, to cutting-edge styling that’ll stop you in your tracks.

It all starts with a core motorcycle that’s so good it’s been wowing press and customers all year long: Kawasaki’s amazing Z1000. The amazing 1,043 cc, DOHC, liquid-cooled, 16-valve inline-four provides instantaneous power, while a slick-shifting six-speed gearbox and no-fuss electronic fuel injection make quick work of the morning commute or the weekend scramble.

The wheels, brakes and suspension are thoroughly advanced. Up front is a stout 41mm inverted fork that’s fully adjustable for spring preload, rebound and compression damping. In back is a horizontal back-link shock system for optimal mass centralization and excellent heat resistance. The shock is adjustable for both spring preload and rebound damping, and tuned for effective performance. Stopping the Ninja 1000 are a pair of petal-type discs clamped by radially mounted calipers. Combined with the radial-pump front brake master cylinder, the binders offer plenty of power and feel.

Despite its radical stance, the new Ninja 1000 retains comfortable ergonomics. Handlebars are mounted higher than on a supersport machine and the pegs a touch lower, all of which makes the Ninja 1000 a capable medium-haul tourer, and certainly a sportbike you could spend the day aboard without undue strain. Add in the three-position adjustable windscreen and you have a recipe for one comfortable motorcycle. Lastly, because you won’t want to stop riding the Ninja 1000, we’ve given it a large, five-gallon fuel tank for substantial range. This really is a premier do-it-all motorcycle.

Features

• 1,043cc inline-four with DFI® offers serious torque
• Lightweight aluminum frame is narrow and tuned to transmit optimal feedback to the rider
• Fully adjustable inverted front fork has settings designed for sporty performance and ride quality
• Placement of horizontal back-link rear suspension contributes to mass centralization
• Radial-mounted front brake calipers combine with the radial-pump front brake master cylinder to offer superb control and feel
• Sleek, supersport styling gives the Ninja® 1000 a distinctive look
• Relaxed, upright riding position contributes to all-day comfort
• Larger fuel capacity offers substantial range
• Windscreen is adjustable to three positions, allowing for optimum wind and weather protection

PRICE: nearly $11,000

SOURCE: http://kawasaki.com

Kawasaki ninja ZX10r

Overview

Kawasaki’s new-from-the-ground-up 2011 Ninja® ZX™-10R is the meanest and most talented Ninja yet, offering the most advanced traction-control system in all of production motorcycling. The MotoGP-derived S-KTRC, or Sport-Kawasaki Traction Control system works by processing every data point 200 times per second and then maximizes performance by subtly reducing power just before the amount of slippage exceeds the optimal traction zone, thus maximizing forward motion. Because of the electronic throttle actuation, an advanced Power Mode system allows riders to choose the amount of power – and the character of delivery – available from the engine.

At the heart of the 10R is an all-new 998cc, 16-valve, DOHC, liquid-cooled inline-four, easily the most advanced engine from Kawasaki. Emphasis was placed on linear power delivery, to accomplish that; peak torque was moved to a higher rpm range, which allows racers and track-day riders to open the throttle earlier and with more confidence.

Of course, the second half of the handling equation lies in an all-new aluminum twin-spar frame of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and lighter weight.

A first for the 10R, a 43mm open-class version of the Big Piston Fork (BPF) found on last year’s Ninja ZX-6R makes its way here. Out back is a horizontal back-link suspension design that positions the shock and linkage above the swingarm. Full adjustability, including low- and high-speed compression damping, is still available.

Information gets back to the rider through LED instrumentation that’s totally new as well. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.

Surprisingly, this sportbike is one you can actually take on a long ride in relative comfort. And because it’s 22 pounds lighter than last year’s bike, the new ZX-10R will be quicker and more nimble in any environment you choose to ride it in.

SOURCE: http://www.kawasaki.com

Overview

For more than 40 years, Kawasaki has shocked and awed the motorcycle world with its big-bore streetbikes. This year is no different, as Kawasaki’s awe-inspiring Ninja® ZX™-14 flagship continues the tradition begun by its legendary forefathers.

The ZX-14’s 1,352cc DOHC inline-four is a 16-valve, liquid-cooled engine that’s awesomely powerful and supremely smooth, thanks in part to dual gear-driven engine counterbalancers. Its six-speed transmission shifts smoothly thanks to its hydraulic clutch and puts the power to the ground nicely, building power seamlessly from idle all the way to redline.

The ZX-14’s chassis is every bit the equal of its amazing engine. Using an advanced version of Kawasaki’s unique aluminum monocoque design, the frame is lightweight and very strong. Suspension at both ends – a fully adjustable 43mm inverted fork up front and a similarly adjustable shock in back with ride-height adjustability – offers a compliant, comfortable ride.

Of course, stopping all that power is important too. The ZX-14 handles this by way of radial mounted front brake calipers biting on petal-type discs. Combine that with the radial pump master cylinder and you have strong braking power with excellent control.

The narrow engine, monocoque frame and fuel tank provide a slim rider interface and a relaxed sport riding position. Its easy-to-reach bar position, low-set footpegs and a low and narrow seat allows even shorter riders to plant both feet on the ground when stopped.

Uninterrupted fairing lines give the ZX-14 a smooth, flowing aesthetic image, all of which is made possible by the narrow frame/engine design that’s completely hidden by the cowling. Quadruple projector beam headlights adorn the ZX-14’s fairing immediately beneath its menacing ram air intake duct. Turn signals are cleanly integrated into the fairing and standard rear seat cowl, with a unique “V” design LED tail lamp capping off a sleek, aerodynamic package that reinforces Kawasaki’s aircraft heritage.

source: http://kawasaki.com - technical video ZX14 on youtube

FIM e-Power race

Third place for the 8-bike field was taken without contest by Thijs De Ridder of Belgium, while a battle for fourth through sixth places ensued among Thomas Betti (Italy), Matthias Himmelmann (Germany), and Luciano Betti (Italy). Seventh and eighth were taken by American Mike Hannas, and Christian Amendt of Germany.

A total of 12 teams had come hoping to compete, but some failed under FIM guidelines to qualify on Saturday, and a couple could not start due to equipment failure. The Proto Moto team (U.S.) had qualified, but its motor broke. And the much-anticipated Empulse RR, from U.S.-based Brammo, never made it onto the track, having suffered an undisclosed component failure in prior testing.

As implied in the opening paragraph, electric motorcycle racing is still experimental. It was only a year and one month ago when the first Isle of Man TTXGP ran, and Sunday’s race of single-speed e-bikes was the inaugural FIM-sanctioned event at Laguna Seca.

The sport is still finding its legs; proving what works and what doesn’t, while fans decide whether they’re interested, or not.

Accordingly, the crowd of 51,000 – most of whom had come to watch MotoGP and AMA Pro races – witnessed an exceptionally broad variety of competitiveness in this, the only electric motorcycle race of the weekend.

Top speeds recorded for Sunday’s e-bike race ranged from 116.6 mph down to 75.7 mph, and best lap times on the 11-turn, 2.238-mile circuit varied from 1:44:496 to 2:04.837.

This performance was quite the contrast to MotoGP bikes streaking past at over 155 mph, and lapping from high 1:20s-1:24s. It was slower also than the AMA pro bikes, but not so far off the pace set by backmarkers in the AMA Pro Daytona SportBike, which loped along in the mid-to upper 1:30s to low 1:40s.

The e-bike disparity would have been even greater if qualification was not required by the FIM, as is the case in the free-for-all TTXGP series.

While in a sense it’s true also for petrol-powered teams, the e-bike race was particularly a match between enterprises attempting to harness emerging technology, and doing so with widely varying budgets, levels of engineering proficiency and expertise.

At this week’s shake-out session, the favorites for first place among the international field were two American teams – two others, that is, than the still-enigmatic Brammo team.

Trap speeds recorded by the MotoCzysz and Lighting machines were competitive with each other, and they blazed 20-25 mph faster and lapped several seconds quicker than the Belgian who took the third step on the podium.

Nor had the Americans’ winning odds been lost on the announcers, who all weekend had been talking most favorably about the polished-looking MotoCzysz machine which was fresh from victory at this year’s Isle of Man TT-Zero event. An announcer and photographer were even dispatched on Saturday to the grand MotoCzysz motor coach, to interview Czysz live over the PA system about the gleaming, futuristic e-bike parked alongside.

The resplendent white saddle of the seemingly advanced e-bike even matched the white leather captain’s chairs inside the RV, and together with uniformed workers and a red-rubber floor on which to work under a black canopy, the entire ensemble was quite dashing.

In contrast, Richard Hatfield’s unpresumptuous Lightning team worked unceremoniously out of the back of a van on what looked to be a much less refined machine.

This “yellow banana,” as the announcer began calling it on Saturday, has nevertheless been consistently asserting itself with a second place and a pair of first place finishes in the TTXGP series.

Until Laguna Seca, Barnes had never faced Czysz, but whether or not the Lightning team spent as much money to create a glossy impression, Barnes didn’t do very badly at all.

In fact, while Czysz is believed to have had more reserve battery capacity – thus potentially more performance left unseen – and his machine is infinitely more wow-inducing to behold, this race arguably belonged to Barnes.

This was true despite the fact that both had to contend with problems unique to e-bikes – one at the beginning of the race, the other at the end.

In the case of Czysz, although he’d qualified closely behind Barnes, a malfunction off the line Sunday immediately cost him five seconds. In Barnes’ case, control algorithms designed to protect his 11.0 kWh battery from deep discharge cost him even more.

While there’s been some ambiguity surrounding Czysz’ slow start, a tale of the tape helps shed some light on which machine was the top performer.

It is true that the MotoCzysz malfunction essentially control-alt-deleted 5 seconds from his game plan. But by lap 2, he was ahead of De Ridder, and with a clear path in front of him. Even so, Czysz did nothing to prevent the veteran AMA pro from running away from him the old fashioned way – by being faster.

With a 5.068-second lead gifted to him on lap one, Barnes earned 1.5 seconds more on lap two, 0.7 on lap three, and 2.5 seconds on lap four.

Going into lap five, Barnes was ahead by nearly 10 seconds, and with four laps to go, he kept cruising but with less urgency, needing only to maintain his pace.

He and Czysz remained within a second per lap through laps five, six and seven, but somewhere along the line his bike’s computer started to reduce the power to its otherwise class-leading General Motors EV-1 motor.

By the end of the last lap, the Lightning was limping so slowly, Czysz easily closed a several-second gap in the final few hundred yards, beating Barnes by 1.238 seconds. Barnes ran out of juice entirely on the cool-down lap.

According to Jeff Major, the electrical engineer working on the Lightning race bike, the team was given only 30 minutes notice of two sighting/warm-up laps that had to be run in addition to the 9-lap race itself.

He said they’d budgeted just enough power for nine, and had not accounted for the extra demand. What they could have done about it even if they’d been told sooner, he said, is unknown.

Power-to-weight ratio

Czysz would not comment on how much his bike weighs, how much battery power he has, or what kind of motor he runs.

We do know it weighs more than 515 lbs and uses some form of lithium-ion batteries driving some form of liquid-cooled AC motor. Knowledgeable competitors speculate he has at least 12 kWh, if not more.

Czysz, with a lean, athletic build is about 6-feet tall, and maybe 20-40 lbs heavier than the several-inch-shorter, lightly-built Barnes.

Barnes, however, must contend with a bike that weighs in excess of 600 lbs, which more than makes up the difference in rider/bike weight packages. Further, his bike lacked cornering clearance at the beginning of the season, so the Lightning team worked with Race Tech suspension services to raise the bike as high as possible.

Barnes said he has to be creative in line selection, such as a rider would on a 125cc 2-stroke – albeit without the extreme lean angles – and would not want more weight added to the “heavy” machine, such as more batteries would give.

More remains to be seen from both of these bikes. For his part, Czysz said at the end of the race he had “quite a bit” more battery power left that could have been used in his energy budget to net more speed.

“But we’re scared to move up too fast untested. You know on race day you don’t take big bites,” Czysz said, “So we looked at what they had, and we looked at what we’re doing, and we made a calculated decision. And, you know, obviously we cut it very close.”

These statements practically confirm Barnes’ post-race feeling that Czysz was playing a cool hand that nearly bit him, but was ultimately counting on Barnes running out of power.

“He had his own strategy. My strategy was to take off and try to build a lead,” Barnes said. “His strategy was most likely to conserve and get me at the end.”

But, we replied, he couldn’t have caught you if you didn’t run out of juice.

“He kinda knew I was going to run out of juice,” Barnes stated.

How did he know that?

“I don’t know,” Barnes replied.

You think he knew that?

“I think he knew that,” Barnes said.

That’s speculation. But that’s your gut, we said rhetorically.

“That’s my gut,” Barnes confirmed.

Wild card

As mentioned, the other U.S. team expected to do something significant at Laguna – Brammo – did not get to run due to a proprietary part failure while testing at Thunderhill Raceway Park. But don’t dismiss the Empulse RR just yet, say Brammo’s people. Brammo’s lead designer, Brian Wissman says his 472-lb machine has a water-cooled brushless AC motor, and 12.5 kWh in power from batteries which Brammo says are possibly the best available. According to Brammo’s Lead Engineer, Aaron Bland, the motor has been dyno’d at over 80 hp (over 60 kW) at the rear wheel. It was geared to hit the 120-mph range the MotoCzysz and Lightning bikes were doing, and Bland said the bike has cornering clearance equal to a CBR1000RR. But bench racing will only get you so far, he added. “This would have been a good track for us,” Bland said, while conceding, “It’s too close to call just by observation of the specs.” Even so, we would have liked to have seen that bike piloted by 150-or-so pound, former AMA national champion Aaron Gobert. Our bet is that Brammo would have taken second place, if not first. Bland said they have plans to cut another 10-20 lbs, and we’ll be looking forward to more news on this machine. According to Adrian Stewart, Brammo’s director of sales and marketing, the bike is tentatively scheduled to show how competitive it can be in the FIM e-Power series Aug. 11, at Magny-Cours in France, or Aug 26, at Imola in Italy, or possibly in both races. “Gobert may well be our rider,” Stewart said, “Nothing confirmed at this time.” SOURCE: http://www.motorcycle.com

2010 Ducati Multistrada 1200 vs. BMW R1200GS

As some evidence of this, for the first half of 2010, BMW reports the GS outsold all other motorcycles worldwide in the 500cc or larger category. Furthermore, for the same period, the mighty GS led the charge in a 23.2% gain in bike sales volume for BMW.

Within BMW the GS also dominates. According to Pieter de Waal, vice president of BMW Motorrad USA, the GS accounts for upwards of 30% of total BMW bike sales around the Big Blue Marble.

The king is still on his global throne.

But in recent years other brands have made attempts to loosen the GS’ stranglehold over the on/off-road sector of motorcycling – KTM’s dirt bike-inspired 990 Adventure leaps to mind. However, not until this year has any brand attempted to match the German giant’s ever-growing array of electronic rider aids available on the GS.

The new Multistrada 1200, now powered by a retuned version of the liquid-cooled 1199cc L-Twin sourced from Ducati’s 1198 superbike, has not only gained heaps more power over the previous 1078cc air-cooled Multi, it brings a multitude of e-gizmos.

Although Ducati doesn’t tout the new ‘Strada as a conqueror of unforgiving backcountry, its MSRP(s), engine performance and rider-manageable electronics package are thinly veiled advances against the GS’s profound share of the A-T market.

A duel between the updated-for-2010 GS and new Multistrada seemed inevitable, so, that’s just what we did.

A battle of upscale gadgetry

We procured a GS ($14,950 base) with the optional Premium Package.

This top-shelf trim level includes extras such as heated grips, saddlebag mounts and BMW’s Integral ABS – which make up the Standard Package $16,400 – as well as Enduro ESA push-button suspension, on-board computer and hand guards. The Premium trim level pushes the GS’s price to $17,695.

BMW’s Enduro ESA adds six rider-selectable damping settings (tailored for off-road use) to the existing nine on-road damping settings from ESA found on BMW’s road-going bikes. Suspension preload settings (rider, rider/gear, rider/passenger for street, Minimum/Maximum Reserves for off-road) combine with damping settings to create a grand total of 15 possible suspension settings.

It bears noting that only the damping selections are switchable on the fly. Additionally, in order to toggle between on-road and off-road damping choices, as well as for preload choices, the GS must be at a complete stop with the engine running.

BMW’s ABS also requires the bike be at standstill before the rider disables or enables the system.

BMW has its own traction control system called ASC (also disabled by the push of a button), but none of the test units available to the press at the time we requested a GS had the system installed.

Our GS also came equipped with optional spoke wheels ($950) and centerstand ($240). To highlight the GS’s touring capabilities we opted for a set of BMW-branded Vario sidecases ringing in at $466.95 per side.

All totaled, with BMW’s $495 destination charge factored in, the GS retails for $20,313.90.

That’s a steep entry fee by most standards, but when compared to the Multistrada S models, the Beemer comes in as the less expensive bike. Wow. How often does that happen?

Although ABS is a $1500 option on the$14,495 base Multistrada, Ducati’s traction control system with eight levels of intervention, as well as four fuel mapping selections (Sport, Touring, Urban, Enduro), are part and parcel on the entry level Multi.

Sport mode unleashes the full potency of the 1199cc Twin, which churned out 128.7 peak hp at 9250 rpm and 78.6 ft-lbs at 7500 rpm when we ran it on dyno at Gene Thomason Racing (310-704-4544) in Torrance, Calif. Touring mode allows the same peak power, but with a softer delivery. Urban and Enduro modes clip power significantly by limiting throttle openings to 60%.

No big shocker here, but the BMW’s peak ponies fall a fair bit short of the Duc’s.

Still, the GS’s 88.2 hp at 7500rpm provides plenty of poke to get the big traillie down the road briskly. And it’ll cruise the interstate all day long at an indicated 90 mph. The GS’s 68.6 ft-lbs at 6750 rpm torque reading isn’t exactly on par with Multi, but the Beemer produces the lion’s share of its torque early in the rpm range (48.0 ft-lbs by 2000 rpm). And it’s able to keep within a couple ft-lbs of the Duc’s torque output until 5K-ish rpm where the Ducati starts to edge away.

SOURCE: http://www.motorcycle.com

The 2010 MotoGP German Grand Prix, hosted by the venerable Sachsenring, was toddling along about as expected until Lap 9. While Jorge Lorenzo, Dani Pedrosa and Casey Stoner were battling for the lead, back at Turn 4 LCR Honda’s hard luck Randy de Puniet crashed in front of Pramac Racing’s Aleix Espargaro and Rizla Suzuki’s Alvaro Bautista.

In the ensuing confusion, it appeared that Bautista hit de Puniet’s machine, which burst into flames, while Espargaro hit de Puniet’s leg, breaking two bones, sending the Frenchman to the hospital and bringing out the red flag. Once the cement dust settled, a determined Pedrosa passed Lorenzo on Lap 10 of the second race and won going away. And although it’s not raining on Lorenzo’s victory parade, a few storm clouds are now visible on the distant horizon.

These storm clouds currently take on three separate forms. The first is Dani Pedrosa, who showed me a lot today and who clearly hasn’t quit on his 2010 championship quest. The second is the inimitable Valentino Rossi, who came back several weeks before he should have and just missed out on a podium by a few tenths to a gritty Casey Stoner. Lorenzo is simply not as dominant when Rossi’s on the track as he is when The Doctor is outta town. The third, and potentially most intriguing, is Lorenzo’s sudden concern over the six engine rule. He blew his second engine of the season on Saturday, and, as my friend David Emmett points out on his webside, may find himself in a trick bag at season’s end.

The distinction between the riders and the rock stars of MotoGP was never clearer than it was today. Jorge Lorenzo had a bad day, for him, finished second and earned another 20 championship points. Randy de Puniet had a bad day, ended up in the hospital and faces several months of painful rehabilitation. Lorenzo stretched his lead over everyone but Pedrosa, while de Puniet lost two slots in the world championship standings and saw his chance to be 2010’s top privateer go up in smoke. In MotoGP, as in the U.S. Declaration of Independence, all men are created equal; some are just more equal than others. [Saving grace for de Puniet – he won’t have to listen to me yammer on for the next two months about how he qualifies better than he races.]

Some Days Chicken …

Several riders had productive days today and benefitted from the re-start. Rossi, whom one had expected might fade due to fatigue in a full 30-lap race, was able to rest and gather himself for what became an epic duel with Stoner in the shortened 21 lap finale. Their battle reminded me of a similar one-on-one contest at Laguna Seca in 2008, except that Rossi won that one, while Stoner won today.

Pedrosa, it could be argued, received a jolt of confidence in the warm-up race that carried over, and ultimately carried him, in the main event. The main beneficiary, however, from the re-start had to be Nicky Hayden. The DUCATI Marlboro rider who couldn’t get out of his own way on Saturday and qualified 15th, was flying in sixth place when the red flag came out. Although he ultimately finished seventh, he must feel fortunate to have ended up the top ten after Saturday’s qualifying debacle. Finally, San Carlo HONDA’s Marco Simoncelli continued his season-long improvement with a sixth place finish, his best result so far this season.

… and Some Days Feathers

Colin Edwards, this year’s version of last year’s horrendous Nicky Hayden, continued his steady march to oblivion with an unforced crash on Lap 7 of the first race. Monster Yamahe Tech 3 may in the market for two new riders next season, if Ben Spies graduates to the factory team, as expected, and Edwards goes the way of all things.

Pramac Ducati’s Aleix Espargaro, a victim of plain bad luck today, appeared to have injured his left wrist in the crash and may have issues next week in Monterey. Repsol Honda’s Andrea Dovizioso made it three rounds in a row without a podium appearance. He started out like a house on fire in the first race but appeared to have grip issues throughout the second, ending up 12 seconds behind Rossi and just ahead of rookie Simoncelli.

Hector Barbera, looking determined to prove that his second row qualifying run the yellow Aspar Ducati on Saturday was, in fact, a fluke, ended up ninth, and could have easily been 11th in a full grid.

The 2010 World Championship After Eight Rounds

Jorge Lorenzo continues to enjoy a 47-point margin over Dani Pedrosa, while Pedrosa, in turn, leads teammate Dovizioso by 36 points; these three riders are the only ones with more than 100 points.

Casey Stoner now sits in fourth place with 83 points, five ahead of Nicky Hayden, who leads the resurgent Rossi by a mere four.

Randy de Puniet, currently seventh with 69 points, will be riding the down elevator for the next few months while his leg heals. In the meantime, Roger Lee Hayden has been annouced as de Puniet’s replacement for the Laguna Seca round. Nicky’s little brother normally races World Superbike on a KAWASAKI, but Honda already had him on speed dial giving him a Moto2 wildcard spot for Indy.

Ben Spies, who was practically invisible today on yet another unfamiliar track, has earned 67 points this year. Marco Simoncelli and San Carlo Honda Gresini teammate Marco Melandri round out the top ten with 49 and 45 points, respectively. Last and least, my boy Alex de Angelis, he of the rainbow helmet, owns the distinction of being the only rider on the planet to have scored points in both Moto2 (11) and MotoGP (4) this season. He therefore gets my vote for the “Taller Than Mickey Rooney” Award.

Meanwhile, Over at Moto2

Toni Elias, de Angelis’ teammate last season at San Carlo Gresini Honda, won his third race of the season at the Sachsenring on Sunday, finally overtaking then-leader Andrea Iannone with six laps to go after a slow start. In so doing, he opened up a 42 points advantage for the season over second place Thomas Luthi, who recorded a DNF today after an early crash. Iannone’s second-place finish today put him into third place for the season.

Spain made it a hat trick on Sunday as Marc Marquez coasted to an easy win in the 125cc race early in the day.

California or Bust

MotoGP’s premier class heads to the United States for next week’s Round 9, while Moto2 and the 125 class get an early start on their summer vacations. All three grids will be back in action again in mid-August at Brno.

SOURCE: http://www.motorcycle.com

The 2011 Kawasaki ninja ZX10R

If you’ve been paying attention lately, you’ll have seen evidence of a new teaser marketing campaign in advance of Kawasaki’s upcoming 2011 ZX-10R literbike. A trickling of info, photos and an all-too-brief video have been served up at Kawasaki-Challenge.com since the site launched on June 21.

The site’s latest dollop of 10R news came last week when a race version of the 2011 ZX-10R took part in track testing at the Suzuka Circuit in Japan on July 7 and 8. The non-stock Ninja was ridden on the first day by test rider Hidemichi Takahashi, followed up on day two by Kawasaki’s former World Superbike star rider, Akira Yanagawa.

Precious little details about the bike have been officially released, but based on information we’ve recently gleaned, we’re able to shed some light on what we will see from Kawasaki this fall when the production bike is officially unveiled.

This is a race-prepped 2011 ZX-10R, but the general shape and silhouette is what we’ll see from Team Green’s literbike this fall.

First off, let’s dispel two wild rumors. The new 10R has neither a big-bang firing order nor a horizontal placement of its cylinders, despite fanciful speculation in lesser publications. Rumors of variable valve timing are also likely unfounded. Instead, we find an evolutionary literbike design of a traditional inline-Four engine wrapped in a perimeter-beam aluminum frame.

And yet, despite the apparent lack of visible innovation, we’re told to expect a seriously competitive liter-sized sportbike. It’s a total ground-up redesign. Rumors suggest a production version of the new 10R can lap Kawi’s Autopolis test track seconds quicker than the 2010 model.

This design concept sketch shows the general styling theme of the 2011 ZX-10R, but the race version (based upon the production bike) seen at Suzuka deviates significantly from the sketch, especially the shape and design of the side fairing panels.

Perhaps the headlining news is that Kawi’s lawyers have allowed engineers to develop what might turn out to be a class-leading electronic rider-aid package, including multi-adjustable traction control. We’re told to expect a TC system that is better than the BMW package on the S1000RR, able to be toggled through more customizable settings. A performance-based anti-lock braking system will be optional, but a BMW-like quick-shifter won’t be part of the package. The new Ninja will have comprehensive instrumentation, including the ability to switch between street and track displays.

Speaking of the S1000RR, that’s the stunning new target Kawasaki has to aim for in this revitalized market segment. The current ZX-10R is the lowest-revving literbike (aside from the Aprilia RSV4), so we’re expecting a modest increase in max revs from 13,000 to maybe 13,500 rpm. That’s still short of the S1000’s lofty 14K rev limit, suggesting the Ninja engine’s bore is less than the massive 81mm slugs in the BMW.

From what we’ve been able to gather, the newest Ninja is expected to produce peak horsepower numbers near or in excess of 170 ponies at the rear tire. The S1000 pumps out a minimum of 170 hp.

Oncoming air will be crammed into a pressurized airbox via this massive nose intake.

In terms of styling, it seems like the 2011 ZX-10 has the design bones that should produce the most attractive 10R yet. The shape of its bodywork is chiseled yet sleek, wrapping tightly around the mechanical bits. Large side cut-outs in the fairing add to the perception of lightness and expose the engine. A diminutive tailsection helps aid the impression of lightness.

Speaking of weight, it will be interesting to see how many ounces can be whittled away. The current 10R weighs in at 458 pounds with its tank filled, and that’s 5 more than the S1000RR and a whopping 21 pounds heavier than Honda’s CBR1000RR. The 2011 ZX will surely be lighter than the BMW, and it might even approach the CBR’s astonishingly low (437-lb) weight. Keep in mind that 20-some pounds were shed from the ZX-6R in its last redesign.

The 10R’s nose is particularly interesting. A huge centrally located ram-air duct is impossible to ignore, and it funnels cool air into a pressurized airbox via channels in the aluminum frame’s steering head. Expect some form of cat-eye headlights on either side of that gaping maw. Its sloped nose implies slippery aerodynamics, underlined by its beak that extends many inches past the front axle. A faired front fender includes leading-edge extensions for smoother flow through 180-plus mph winds.

The aluminum-beam perimeter frame appears to have abandoned Kawasaki’s over-the-engine design, looking quite conventional. This change seems to have had the side benefit of a lower fuel tank, perhaps augmented by a sub-tank partially located under the seat.

A race-spec version of the 2011 ZX-10R was tested last week at Suzuka.

As has become typical for modern sportbikes, the ZX-10’s exhaust system will be another variation of an under-engine collector box and a stylized side-mount shorty muffler.

Also of note is the Ninja’s braced aluminum swingarm. It looks like Kawi has tightened up the dimensions of the main frame to allow for a longer swingarm inside of a similar wheelbase, which is known to aid traction. The suspension is also all new, with the front end using a Showa Big Piston fork like that first seen on the 2009 ZX-6R.

The left-side profile shows a longer swingarm that has a beefy-looking brace. Note how the nose fairing stretches forward to punch a cleaner hole in the wind.

Unlike the race-prepped ZX-10R seen testing at Suzuka, Brembo brakes are doubtful to make it to the production version of the new ZX. The streetbike will be blessed with adjustable footpegs to better accommodate riders of different sizes.

Although many details remain unknown or in sketch form, a new sportbike like the 10R must already be in its near-final status, with final development currently ironing out any last-minute wrinkles. Complete information will be available when Kawasaki makes its official announcement in early October.

SOURSE: http://www.motorcycle.com