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