TOKYO (AFP) - - Riding motorcycles helps keep drivers young by invigorating their brains, the scientist behind popular "Brain Training" computer software said Wednesday, citing a new scientific study.
"The driver's brain gets activated by riding motorbikes" in part because it requires heightened alertness, Ryuta Kawashima said after his research team and Yamaha Motor conducted a string of experiments involving middle-aged men. "In a convenient and easy environment, the human mind and body get used to setting the hurdle low," he warned. "Our final conclusion is that riding motorcycles can lead to smart ageing."
Kawashima is the designer of "Brain Training" software, which incorporates quizzes and other games and is available on the Nintendo DS game console under the name "Brain Age" in North America.
A self-professed motorcycle fan, 49-year-old Kawashima cited a new study conducted jointly by Yamaha and Tohoku University, for which he works.
One experiment involved 22 men, all in their 40s and 50s, who held motorcycle licences but had not taken a ride for at least a decade.They were randomly split into two groups -- one asked to resume riding motorcycles in everyday life for two months, and another that kept using bicycles or cars.
"The group that rode motorbikes posted higher marks in cognitive function tests," Kawashima said. In one test, which required the men to remember a set of numbers in reverse order, the riders' scores jumped by more than 50 percent in two months, while the non-riders' marks deteriorated slightly, he said. The riders also said they made fewer mistakes at work and felt happier.
"Mental care is a very big issue in modern society," said Kawashima. "I think we made an interesting stir here as data showed you can improve your mental condition simply by using motorbikes to commute."
credit to: www.yahoo.com
Wednesday, March 4, 2009
Search: Motorcycles help keep you young: software expert
Saturday, February 28, 2009
2009 600cc Supersport Track Shootout
The 600cc supersport class is one of the most fiercely contested, with bikes such as the Honda CBR600RR and Triumph Daytona 675.
The supersport shootout at Calafat had one aim - to find out which bike was best on track. Watch the video below to see all the action from the test.
credit to: www.motorcyclenews.com
2009 Yamaha R1 VS 2009 Honda CBR1000RR
MCN road tester Michael Neeves puts the all-new Yamaha R1 through its paces against the latest Honda Fireblade in the south of France.
credit to: www.motorcyclenews.com
Saturday, February 21, 2009
2009 Yamaha FZ6R First Ride
It’s hard not to get discouraged these days. Times are tough – turn on any news channel and it’s all we hear. The credit bubble has completely burst and we are paying the price with an economy that hasn’t looked this bad since knickers and wingtips were in style. Credit-dependent industries, like the motorcycle market, have taken a big hit (unless it’s scooters and dual-purpose bikes, that is). Now more than ever consumers are putting their pocketbook over outright performance when it comes to buying a new machine.
"09 Yamaha FZ6R: Sporting performance from an economical package?"
But why can’t we have both? This is exactly what Yamaha aims to achieve with their newFZ6R. Let’s call it PPP (Penny Pinching Performance). Thus, we thoroughly hammered on the new machine to bring you the real scoop.
Do you actually get more bang from the buck, or does the adage ‘you get what you pay for’ hold true here? Let's find out...
Internals Exposed
In an effort to over-achieve and prove one can in fact get more than they pay for, Yamaha started at the heart of the FZ looking for improved real-world rideability. Engine lineage trickles down from the R6 of yesteryear, but aimed at improved low-end and mid-range to “meet the demands of today’s sport riders.”
A larger volume airbox feeds clean air into fuel from four 32mm Mikuni throttle bodies. An improved intake tract has been designed to optimize flow and improve air/fuel mixture, while a 32-bit ECU controls the four-hole, two-direction, high-dynamic-range type fuel injectors. Revised cam timing reduces lift and duration, which causes a loss of top-end power but thickens up the mid-range.
"2009 Yamaha FZ6R."
Ceramic composite liners sit in each cylinder for improved wear resistance and reduced friction, while new forged aluminum lightweight pistons reduce weight and add strength, allowing the engine to rev to a screaming 10,000 rpm. Bore and stroke resides at 65.5 x 44.5mm, while the transmission is a six-speed close-ratio unit with a new clutch pull system similar to that of the R6, using a pushrod as opposed to the old ball-joint.
Spent gasses are exited via a new 4-2-1 exhaust system which features a 3-way catalytic converter to meet the ever-inflating government emissions standards (thank you Uncle Sam). The new system exits under the rider’s right foot, MotoGP-style, via a large square housing. This is designed to keep mass as close to the CG (Center of Gravity) as possible, and also fits the “aimed to improve low- to mid-range power” theme Yamaha has emphasized with this new bike.
"All-new styling features angular lines, with the rear end matching the sharp lines of the front."
Chassis-wise the 6R sees a redesigned steel tubular frame which uses the engine as a stressed member, as well as a simple, square steel swingarm. Rake now sits at 26 degrees with a trail of 103.5mm. Suspension is handled via a SOQI 41mm fork up front and SOQI shock out back. No surprise there, as SOQI is Yamaha’s in-house suspension company. The fork is not adjustable, while the shock has a seven-step ramp-style preload adjuster.
On the other hand, far more adjustable are the handlebar and seat height. Up front the bar can be set in two positions 20mm apart from each other, while the seat is also a two-position system with options 20mm higher and lower. Wheels are 17-inch by 3.5 inches wide in the front and 4.5 inches wide out back, coming shod with either Bridgestone or Dunlop rubber.
Standard Brembo master cylinders grace both ends of the machine, the front feeding two 298mm disks that are pinched by dual-piston Akebono calipers with a single-piston Nissin grabbing a 245mm disk in the rear. Rounding out the changes is an FZ1-inspired gauge cluster with a digital speedo and analog tach, as well as all the other essential info needed to keep any level rider informed.
The best part? All this comes in at a starting price under 7K ($6,990 for the Raven Black; the Yellow, White and Racing Blue options are $7,090). That’s a lot of bang for not a lot of buck and bikes are currently being shipped to dealers as you read this.
So what is it like to ride?
The Goods
Throw a leg over the low 30.9-inch seat height, twist the key, thumb the starter and the little guy comes to life with a docile and subdued whine. Government regulations haven’t done anything to help motorcycle sound, thus it isn’t until it’s dropped in gear and rolling away that the soundtrack livens up.
"Beautiful Northern California played host for the first ride and provided amazing roads."
For our first taste of the new econo-friendly ride, Yamaha invited us up to utterly beautiful Santa Rosa, California, in the heart of wine country, to drink in some of the finest roads North America has to offer. Sunny skies graced us for the day of testing, though temperatures in the low 50s and high 40s made for some frozen extremities
Despite the chilled internals, the new machined proved a formidable opponent for any twisty road one could put in its path, quickly taking our mind off the weather as the speed increased. A lack of suspension adjustment and low footpegs limited the pace some, but for those new to the sport finding those relatively high limits will take time. On the other hand, Yamaha hit the nail on the head with the adjustability of the seat and handlebars, something that will benefit beginners far more than adjustable suspension.
Even at a short 5'6", I found the low seat position to be cramped, with the 20mm higher option feeling far better. This low height will bode well for new and shorter riders, as getting both feet on the ground will aid confidence substantially. Adding a few steps of preload out back helped reduced pumping on corner exit and stabilized the machine. We ended two off from full-hard and could have even gone one step stiffer to help further. All of the above mentioned adjustments (seat, suspension, bars) can be done quite easily with tools provided in the under-seat tool kit.
"You can't tell, but it was about 30 degrees when this photo was taken. Good thing performance from the little Yamaha helped heat things up."
Feeling slightly slower than the standard FZ6, the tweaked older generation R6 powerplant left something to be desired. While the added mid-range will help newer riders and the impeccable fuel injection makes for worry-free application of the throttle at any rpm, the feel is very electric and lacks character. Not much goes on sub-5,000 rpm, at which time it climes smooth and seamlessly to the 10,000 rpm redline; the problem being it’s a bit too smooth.
On the plus side, it does have enough mid-range snap to keep those wheeliers happy, as a quick twist of the right wrist in first gear lofts the front end to the sky without problem. The high bars and ample feel of the rear brake allow for easy continuation of said wheelies (though, um, we only recommend these actions on a closed course, of course…).
Clutch action is improved. Pull is effortless and feel from the lever is up to par with its more expensive siblings. Reminding me much of the ’01 R6 I raced a few times ‘back in the day’, the transmission has that same smooth and buttery feel when shifting. Tossing the foot lever from gear to gear is nearly effortless, making for extremely easy and pain-free shifts in both directions. A trade off of this silky action is a bit of feel, as the machine never makes a solid clunk or notch to let you know you are fully into the next gear, though 99% of the time you are without problem. I did hit a couple false neutrals during the day possibly due to this, both times between fourth and fifth gear.
Brakes are more than up to sniff for the lightweight machine and one of its shining points, as are the ergonomics. A rated 43mpg will also no doubt be a solid selling point in these tough economical times.
But the key selling point – the one which Yamaha's extensive research says young American consumers put above all the rest – an aesthetically pleasing, racing-inspired full fairing. Generation ‘Y’ has spoken and Yamaha have once again answered the call with the 09 FZ6R, providing a formidable option at a very reasonable price.
- - -
Engine: 600cc liquid-cooled 4-stroke, DOHC
Bore x Stroke: 65.5 x 44.5mm
Compression Ratio: 12.2:1
Fuel Delivery: Fuel-Injection
Clutch: Wet multi-plate, cable actuation
Transmission: 6-speed
Front Suspension: SOQI 41mm non-adjustable fork; 5.1-in. travel
Rear Suspension: SOQI single shock, seven-step adjustable spring preload; 5.1-in. travel
Front Brakes: 298mm discs with twin-piston calipers
Rear Brake: 245mm disc, single-piston caliper
Tires: Dunlop or Bridgestone 120/70-17; 160/60-17
Wet Weight: 467 lbs.
Wheelbase: 56.7 in.
Length: 83.5 in.
Width: 30.3 in.
Rake / Trail: 26.0 deg. / 4.1 in.
Seat Height: 30.9 in. (low)/31.7 in. (high)
Fuel Capacity: 4.6 gal.
credit to: www.motorcycleusa.com
"09 Yamaha FZ6R: Sporting performance from an economical package?"
But why can’t we have both? This is exactly what Yamaha aims to achieve with their newFZ6R. Let’s call it PPP (Penny Pinching Performance). Thus, we thoroughly hammered on the new machine to bring you the real scoop.
Do you actually get more bang from the buck, or does the adage ‘you get what you pay for’ hold true here? Let's find out...
Internals Exposed
In an effort to over-achieve and prove one can in fact get more than they pay for, Yamaha started at the heart of the FZ looking for improved real-world rideability. Engine lineage trickles down from the R6 of yesteryear, but aimed at improved low-end and mid-range to “meet the demands of today’s sport riders.”
A larger volume airbox feeds clean air into fuel from four 32mm Mikuni throttle bodies. An improved intake tract has been designed to optimize flow and improve air/fuel mixture, while a 32-bit ECU controls the four-hole, two-direction, high-dynamic-range type fuel injectors. Revised cam timing reduces lift and duration, which causes a loss of top-end power but thickens up the mid-range.
"2009 Yamaha FZ6R."
Ceramic composite liners sit in each cylinder for improved wear resistance and reduced friction, while new forged aluminum lightweight pistons reduce weight and add strength, allowing the engine to rev to a screaming 10,000 rpm. Bore and stroke resides at 65.5 x 44.5mm, while the transmission is a six-speed close-ratio unit with a new clutch pull system similar to that of the R6, using a pushrod as opposed to the old ball-joint.
Spent gasses are exited via a new 4-2-1 exhaust system which features a 3-way catalytic converter to meet the ever-inflating government emissions standards (thank you Uncle Sam). The new system exits under the rider’s right foot, MotoGP-style, via a large square housing. This is designed to keep mass as close to the CG (Center of Gravity) as possible, and also fits the “aimed to improve low- to mid-range power” theme Yamaha has emphasized with this new bike.
"All-new styling features angular lines, with the rear end matching the sharp lines of the front."
Chassis-wise the 6R sees a redesigned steel tubular frame which uses the engine as a stressed member, as well as a simple, square steel swingarm. Rake now sits at 26 degrees with a trail of 103.5mm. Suspension is handled via a SOQI 41mm fork up front and SOQI shock out back. No surprise there, as SOQI is Yamaha’s in-house suspension company. The fork is not adjustable, while the shock has a seven-step ramp-style preload adjuster.
On the other hand, far more adjustable are the handlebar and seat height. Up front the bar can be set in two positions 20mm apart from each other, while the seat is also a two-position system with options 20mm higher and lower. Wheels are 17-inch by 3.5 inches wide in the front and 4.5 inches wide out back, coming shod with either Bridgestone or Dunlop rubber.
Standard Brembo master cylinders grace both ends of the machine, the front feeding two 298mm disks that are pinched by dual-piston Akebono calipers with a single-piston Nissin grabbing a 245mm disk in the rear. Rounding out the changes is an FZ1-inspired gauge cluster with a digital speedo and analog tach, as well as all the other essential info needed to keep any level rider informed.
The best part? All this comes in at a starting price under 7K ($6,990 for the Raven Black; the Yellow, White and Racing Blue options are $7,090). That’s a lot of bang for not a lot of buck and bikes are currently being shipped to dealers as you read this.
So what is it like to ride?
The Goods
Throw a leg over the low 30.9-inch seat height, twist the key, thumb the starter and the little guy comes to life with a docile and subdued whine. Government regulations haven’t done anything to help motorcycle sound, thus it isn’t until it’s dropped in gear and rolling away that the soundtrack livens up.
"Beautiful Northern California played host for the first ride and provided amazing roads."
For our first taste of the new econo-friendly ride, Yamaha invited us up to utterly beautiful Santa Rosa, California, in the heart of wine country, to drink in some of the finest roads North America has to offer. Sunny skies graced us for the day of testing, though temperatures in the low 50s and high 40s made for some frozen extremities
Despite the chilled internals, the new machined proved a formidable opponent for any twisty road one could put in its path, quickly taking our mind off the weather as the speed increased. A lack of suspension adjustment and low footpegs limited the pace some, but for those new to the sport finding those relatively high limits will take time. On the other hand, Yamaha hit the nail on the head with the adjustability of the seat and handlebars, something that will benefit beginners far more than adjustable suspension.
Even at a short 5'6", I found the low seat position to be cramped, with the 20mm higher option feeling far better. This low height will bode well for new and shorter riders, as getting both feet on the ground will aid confidence substantially. Adding a few steps of preload out back helped reduced pumping on corner exit and stabilized the machine. We ended two off from full-hard and could have even gone one step stiffer to help further. All of the above mentioned adjustments (seat, suspension, bars) can be done quite easily with tools provided in the under-seat tool kit.
"You can't tell, but it was about 30 degrees when this photo was taken. Good thing performance from the little Yamaha helped heat things up."
Feeling slightly slower than the standard FZ6, the tweaked older generation R6 powerplant left something to be desired. While the added mid-range will help newer riders and the impeccable fuel injection makes for worry-free application of the throttle at any rpm, the feel is very electric and lacks character. Not much goes on sub-5,000 rpm, at which time it climes smooth and seamlessly to the 10,000 rpm redline; the problem being it’s a bit too smooth.
On the plus side, it does have enough mid-range snap to keep those wheeliers happy, as a quick twist of the right wrist in first gear lofts the front end to the sky without problem. The high bars and ample feel of the rear brake allow for easy continuation of said wheelies (though, um, we only recommend these actions on a closed course, of course…).
Clutch action is improved. Pull is effortless and feel from the lever is up to par with its more expensive siblings. Reminding me much of the ’01 R6 I raced a few times ‘back in the day’, the transmission has that same smooth and buttery feel when shifting. Tossing the foot lever from gear to gear is nearly effortless, making for extremely easy and pain-free shifts in both directions. A trade off of this silky action is a bit of feel, as the machine never makes a solid clunk or notch to let you know you are fully into the next gear, though 99% of the time you are without problem. I did hit a couple false neutrals during the day possibly due to this, both times between fourth and fifth gear.
Brakes are more than up to sniff for the lightweight machine and one of its shining points, as are the ergonomics. A rated 43mpg will also no doubt be a solid selling point in these tough economical times.
But the key selling point – the one which Yamaha's extensive research says young American consumers put above all the rest – an aesthetically pleasing, racing-inspired full fairing. Generation ‘Y’ has spoken and Yamaha have once again answered the call with the 09 FZ6R, providing a formidable option at a very reasonable price.
- - -
Engine: 600cc liquid-cooled 4-stroke, DOHC
Bore x Stroke: 65.5 x 44.5mm
Compression Ratio: 12.2:1
Fuel Delivery: Fuel-Injection
Clutch: Wet multi-plate, cable actuation
Transmission: 6-speed
Front Suspension: SOQI 41mm non-adjustable fork; 5.1-in. travel
Rear Suspension: SOQI single shock, seven-step adjustable spring preload; 5.1-in. travel
Front Brakes: 298mm discs with twin-piston calipers
Rear Brake: 245mm disc, single-piston caliper
Tires: Dunlop or Bridgestone 120/70-17; 160/60-17
Wet Weight: 467 lbs.
Wheelbase: 56.7 in.
Length: 83.5 in.
Width: 30.3 in.
Rake / Trail: 26.0 deg. / 4.1 in.
Seat Height: 30.9 in. (low)/31.7 in. (high)
Fuel Capacity: 4.6 gal.
credit to: www.motorcycleusa.com
Tuesday, February 17, 2009
2009 Kawasaki Ninja 650R Preview
For 2009, Kawasaki engineers and designers worked closely together to refine the Ninja 650R into an even more user-friendly motorcycle with many design similarities to the ZX-6R.
Starting with the 650cc parallel-twin engine, continuing with the frame and finishing with the suspensions, the bike is now a more tempting approach for novices. But what exactly is that due to? For starters, the engine’s fuel injection system has been revised for greater low rpm torque and more linear power delivery, making it perfect for those leaving their cars in the garage in favor of motorcycles as a result of continuous gas prices increase.
Other modifications to the small and yet pushy engine (72 hp and 48.5 lb/ft) consist in moving the cooling fluid from the external hoses and inside the cases as well as adding a new catalyzer which helps Kawasaki stay true to its now consecrated color (meets Euro-III regulations).
Further easing a beginner’s choice is the lowered seat (now 31.1 inches), rubber-mounted handlebars as well as rubber threads fitted pegs. A rider would now feel more confident in maneuvering the bike as we all know that the slow-speed is the one that gets headaches into the helmets.
Having also upgraded the front suspension and the swingarm (even though not concretely mentioning what they’ve done), Kawasaki people are happy to price the new Ninja 650R at $6,799. It sure won’t get beaten when it comes to fuel consumption.
2009 Kawasaki Ninja 650R
2009 Kawasaki Ninja 650R
2009 Kawasaki Ninja 650R
2009 Kawasaki Ninja 650R
credit: www.topspeed.com
Wednesday, February 4, 2009
2009 BMW S1000RR will feature ABS and traction control
BMW has just made public the much awaited press release regarding the 2009 S1000RR, their all-new Superbike motorcycle that will hit Germany’s dealerships this summer. They talk about the bike having a 999cc inline four engine, weighing 183 kg (dry) and costing €15,150 ($19,438), but as interesting as it might sound, this isn’t the best of it. The bike will actually feature ABS brakes and traction control so we’re expecting excellent test results from it.
Very hi-tech, the ABS system has four modes from which the rider will be able to choose depending on the level of sensitivity that he seeks.
Still, the first thing that strikes you is the aggressive design and amazing fit and finish. Please don’t tell me it looks much like an Aprilia
Press release (translated from German) after the jump.
Press Release
"MUNICH. The 01 March 2009 when staff and fans of BMW Motorrad eagerly awaited. At the beginning of the race Superbike World Championship in Iceland Phillip / Australia will be the first time, two BMW motorcycles in the starting line-up stand. According to recent tests in Portimao and Valencia look the pilots Corse Troy and Ruben Xaus optimistic about the future, the mood in the BMW Motorrad Motorsport team is good. For the purposes of the audience close racing, the racing motorbikes a relatively large series of nearby area. Behind the scenes ran in the BMW motorcycle plant in Berlin while the series production of the machine, the BMW S 1000 RR, an.
The package of the completely newly developed 999cc motorcycle with its four-series engine is very compact and light; Whereas the dry weight of the motorcycle is 183 kg. Both their sovereign power data as well as its excellent driving characteristics, the BMW S 1000 RR at a very attractive offer in the segment of the super athletes.
The engine with its very compact cylinder head builds very narrow. The valves are very small and light towing lever actuated, which in its dimensions almost to Formula 1 level. This construction ensures very high speeds and allows the most freedoms in the design of the engine with regard to torque and power.
For the super athlete BMW S 1000 RR will be a completely newly developed sports ABS with four different modes as well as the DTC dynamic traction control available. The principle of traction control will be directly transferred from the racing.
The independent design of the S 1000 RR is reflected in the formal language of the segment object represents the BMW brand motorcycles, however, clear. The new S 1000 RR will be in four colors Mineral Silver Metallic, Acidgreen metallic, Thundergrey metallic, and, inspired by the BMW Motorrad Motorsport colors in Alpine White / Lupine Blue / Magmarot available.
The machine series BMW S 1000 RR will be in early summer 2009, the public and is already in the trade order. 2009 the price of the BMW S 1000 RR in Germany 15.150, - Euro incl VAT"
credit: www.topspeed.com
Tuesday, February 3, 2009
2009 Triumph Daytona 675 First Ride
The whine of the exhaust power-valve resetting itself signifies all is well with Triumph's latest middleweight hot-shot. When the tach needle and dash warning lights settle, it's time to pull the clutch and thumb the starter button. Without any throttle input the 675 quickly settles into a rhythmic tickover.
Cautious blips of the throttle warm the Daytona. Does the groaning airbox sound louder than the old model? Maybe. What is different is the bike's ability to drop back to tickover instantly. New electronics have been installed in the Daytona to ensure smooth engine manners at small and less hurried grabs of the throttle tube.
"A favorite in the ultra-competitive supersport class, the Triumph Daytona 675 is revamped for 2009."
It's noticeable the moment the clutch is let out. The Daytona pulls so cleanly it leaves me wondering if the Daytona is going to excite or cause sleep. As the revs build the airbox note takes on a stronger howl and we are rapidly covering ground. This feels so good, so right I'm all but sold on the new Daytona already.
There's a flat torque curve built into the Daytona's 675cc lump and although it has only grown 1lb-ft over the old model's 53 lb-ft, it feels substantially greater. There are two reasons for this: 1) first gear has been replaced with the taller race kit item, and 2) the rev range has been upped by 400rpm to 13,900rpm across all gears. But it's not just the extra revs that make you smile when the blue shift lights finally come into play; it's the way the engine drives from minimal revs regardless of the gear selected.
"The three-cylinder Triumph powerplant gives the Dayonta 675 a distinctive personality."
Riding the swooping mountain roads near to Cartagena circuit was a blast on the Daytona. On the odd occasion where I barrel into a turn too hot, all braking and unable to hook a lower gear in time, the Daytona's airbox honks and the engine pulls without protest to drag me clear of the turn without losing face. Impressive stuff. Docile on one hand; howling banshee on the other - and these are the two main reasons why the Daytona's engine will draw in new admirers. This is a bike that is all too easy to ride because of its engine. And be ridden fast if needs be - something only Honda appears to be able to do in its 600 and 1000 CBR models, which is a massive compliment cocked at Triumph.
The Daytona has always been an agile beast and this is also true of the new model. Slashing three kilos off the dry weight figure is always a good thing, but whether this is noticeable while ripping up the queen's highway is debatable. The Daytona can still be cajoled into turns very easily and without fuss - thanks mainly to the new Kayaba suspension.
High- and low-speed compression damping on front and rear suspension units could be construed as a simple selling point. But the fact is Triumph has worked hard to get the Daytona's suspension to work as brilliantly as it does.
"An aggressive stance delivers sporting performance on the track and off."
Not once did the non-adjustable steering damper have to work hard keep the bike in check - it too has been revised with a smoother action under slow speed movement. Not even when charging over crests with the front wheel cutting through fresh air and landing at angles that would make even a vicar swear.
The new Daytona retains the tall rear end and low-slung front. The riding stance is pure supersport - the clip-on bars aren't low enough to hurt wrists but the 825mm seat height will be the one area that may cause possible buyers to think twice about the Triumph. But don't let this put you off - strike a deal to have the aftermarket 10mm lower seat included in the price. And also get the dealer to include some scuff-resistant genuine fake carbon-fibre pads to stick on the swingarm. If you are the sort of rider to ride with balls of feet on the pegs then you need to be aware certain types of hard boot heels will mark the swingarm's coated finish.
"Revised Nissin front calipers improve the already impressive Daytona 675 braking package."
The final piece of the Daytona's armory is the Nissin one-piece monoblock front calipers. Although there wasn't much wrong with the old bike's units, these give a much more secure feel at the lever when braking from high speed, which makes them ideal for the track.
Part two of the Daytona's launch was a day spent running riot around Cartagena circuit. This test underlined how good the bike's road capability is by performing superbly. Quite simply it has to be one of the best trackday bikes to be pushed out of a dealer's showroom. With the suspension set for the rigors of hard braking, acceleration and cornering forces, the Daytona could be hustled through Cartagena's twists like a fettled production race machine.
And yet this was on the tires the bike is sold with: Pirelli's latest Diablo SuperCorsa SP. Now these are good. They might not last that long but if its piece of mind you want when dragging knee-slider across the countryside, Triumph has pulled off a masterstroke by using these tires.
"More power, less weight, better brakes... The solid Daytona 675 package only benefits from the 2009 changes."
The chassis also allows the bike to be picked up without effort to track another line - you know the sort of maneuvers, where you've suddenly found yourself rushing into the back of someone, or about to run across the curbing. Maybe the bike's nimbleness can be attributed to the 3kg weight reduction, but only a back to back test of the old and new Daytona would clarify this.
But hey, why am I being so picky? The simple fact is figures don't always tell the true story. Three brake-horsepower and three kilos less weight, along with myriad of other detail changes have led to the Daytona 675 challenging for top spot in the supersport section.
Looks like 2009 will be a good year…
2009 Triumph Daytona 675
Horsepower: 126 hp
Torque: 53 ft/lbs
Engine: 12v, four-stroke, in-line triple
Displacement: 675cc
Weight (Dry): 356 lbs
credit: www.motorcycleusa.com
2009 CBR600RR C-ABS - First Ride
Steve Atlas
Professional-grade speed and an attitude to match, Executive Editor Steve Atlas is the new blood at MotoUSA. Atlas has racing creds and a moto-journalism career that are even more extensive than his driving record.
From the East it Comes
The winds of the East have blown the American way and I’ve been converted by the righteous belly of Buddah. Well, not totally, but last Friday sure opened my eyes to a safety feature that I’m sure more and more sportbikes will soon be equipped with. What am I talking about? While I can’t believe I’m even saying this, I’m talking about ABS (Anti-Lock Brake Systems) on a motorcycle – and for the first time in my life I actually have something nice to say about the set up.
Leave it to Honda to be the first kids on the block with the all-new C-ABS linked braking system, one which doesn’t hamper aggressive riding nearly as much as the other systems on the market, including some previous versions found on Honda’s own motorcycles.
"I bet you cringe when you see riding like this in the rain. I used to. Believe it or not, the new Honda C-ABS 600RR actually made this fun."
I was, without a doubt, one of the world’s leaders of the anti-ABS movement. In fact, in some ways I still am. I don’t like them on any car I’ve ever owned or driven, and I still don’t. But even more so, I despised them on all motorcycles with a passion. Why? Well, even though I may sound pompous for saying this, I’m part of the one-percent of people able to exploit a sportbike’s braking performance beyond that of an ABS system, thus I considered them as a hindrance to the beloved fun-factor and a deterrent for fast lap times.
In the dry I like to back it in and mess around with the occasional stoppie from time to time, which this system totally eliminates. And frankly, in the dry I can brake with more accuracy and quicker than an ABS system (a fact my score sheets from several tests can attest to). Honda also published the same tests for the European market (they wouldn't "officially" show us in the lawyer-ridden U.S.) and their professional rider was able to elapse that of the ABS system, but only just slightly. Plus, the ability to slide a motorcycle on corner-entry can be used to pre-steer or square-up a given corner. This all comes with years of practice and racing, something which ABS isn’t quite ready for just yet.
"HPCC played host to the C-ABS intro and presented an array of challenges."
Maybe growing up on dirt bikes and time spent battling the hordes on AMA road racing circuits have me locked in my ways, but I’ve always preferred to be in total control of the brakes. In a way, ABS leaves me feeling vulnerable, as if I’m only a passenger once the situation arises in which the system takes over. And in all reality, this is true. Once ABS is engaged the vehicle is going to stop only as quickly as the ABS system will allow it. There’s nothing you can do to get it stopped any faster. The key to this equation rests solely on how good the ABS system works as a whole. And, believe it or not, what I sampled at Honda HQ changed my mind enough that I am now a believer.
Honda’s C-ABS linked braking system is what changed my mind. It is now an option on both the CBR600RR and CBR1000RR for ’09 in limited numbers in the States. In Europe they expect it to be a bigger seller and may soon even be mandated by laws overseas. We sampled it on a 600RR at Honda’s top-secret HPCC proving grounds in the middle of the Mojave Desert in Southern California and I think Honda ordered some intervention from the man above, because it rained the entire time, something that happens about once every three years in those parts. But it provided an ideal environment in which to test the new system.
The Tech Side of Things…
"The inner working of the full system as it sits in the '09 Honda CBR600RR C-ABS. Notice how much is centralized around the CG of the machine."
Honda’s ABS system has been in development for multiple years in Japan and here in the U.S., so you can imagine it isn’t the simplest thing in the world to explain. Because it’s being employed on a sport motorcycle, which makes weight a major issue, their old hydraulic system had to be abandoned in favor of an electronically-controlled unit. Where a traditional system utilizes a pressure control valve, a delay valve, three-piston floating calipers, parallel brake lines and a front fork-mounted secondary master cylinder, this new electronic setup eliminates the pressure control and delay valves as well as the secondary master cylinder, and uses a standard caliper design. This greatly reduces weight, but this system still adds about 20 pounds to the CBR, most of which remains centered around the motorcycle’s CG. It’s all about mass centralization people.
For each wheel the C-ABS features a hydroelectronic valve unit which contains a stroke simulator designed to relay the feel of a traditional brake system back to the rider. This is done by routing the brake fluid through a two-piece rubber cushion system that is less resistant early in the stroke and more as the lever is pulled harder. Because the system no longer directly connects the rider to the brakes, this is put in place to provide feel and feedback. Inside each of these units are two sensors that detect rider input pressure on the brake lever/pedal and relay the data to the ECM. (There are two sensors as a safety precaution in case one malfunctions, at which time the system will default back into a traditional braking system and a warning light on the dash will light up.)
"The full C-ABS System weighs only 20 pounds."
The ECM deciphers the signals and sends them to the front and rear EPUs (Electronic Power Unit). Within each EPU is a motorized gear-driven ball screw that applies pressure against a piston to produce hydraulic braking pressure that is then transferred to the respective brake caliper. Still with me? When ABS mode is engaged, the ECM reacts to changes in wheel speed, detected from front- and rear-mounted wheel speed sensors, to rapidly decrease and increase braking pressure in an effort to maintain traction at the threshold of wheel lockup. Because the ECM is capable of hundreds of calculations and changes every second, the system is designed to work nearly seamlessly, with no vibration or detection through the lever/pedal whatsoever.
"Diagram of the hydroelectronic valve. One is needed for each brake system."
Also incorporated is their linked braking system, which Honda has used for some time now, but has totally updated for these sporting applications. Where the old system used to the link the two brakes almost instantly when either brake was applied, the new one only does so when lockup is detected. If the bike is ridden in a traditional manner within its limits, it will feel as if there is no linking of the system at all. It is not until one of the wheels is just about to break traction that the system links the two brake units together to help the rider stop faster, with more control.
As mentioned above, this whole system is electronic, and the first of its kind on any production motorcycle. The reason for it being elecronic? To save weight. Though to counteract some of the 20-odd pounds it does add, the 600 Double-R gets the new mono-block Nissin calipers from the CBR1000RR. A redesigned shock was needed in which they change the placement of the remote reservoir was need to accommodate the mounting of the rear ECU unit under the seat, and slightly larger side fairings are now in place to cover the front ECU unit. On the 1000RR a higher-capacity alternator with updated oil-cooling and a larger battery are needed to support the system, while the rear under-fender is enlarged to accommodate the bigger battery and a new, larger left-side engine cover is in place to hide the rear EPU. Everything else stays exactly the same.
"Honda's C-ABS EPU unit."
Bikes are being shipped to the dealers as you read this and should be available in a matter of weeks (Sometime in February 2009). As I said earlier, Honda is only bringing in a small number of C-ABS machines in an effort to gauge how the American market responds. Retail for the 600RR C-ABS will be $10,799, while the 1000RR will run $12,999. Both will be available in red only.
All very interesting techie info, but let’s get back to the good stuff...
It is, without a doubt, the best ABS system on any motorcycle or car yours truly has ever sampled. And considering the list of machines I’ve tested in my tenure on the job, this is quite impressive.
We started off on the quite dangerous 4.5-mile road course, which is a true testing facility. It’s far more akin to a mashing of public roads into what resembles a racetrack than a ture race circuit of any kind. Giant jump-like bumps at the apex of 80-mph corners, 20-foot wide sealer patches, tar stripes from edge to edge and massive hills with painted lines throughout are the norm, thus riding in the rain quickly raised one’s blood pressure in a hurry. It’s designed to put cars, trucks and motorcycles to the test and it does exactly that. Only problem? It’s 10-times more dangerous in the rain as all the variations in pavement make grip levels extremely inconsistent.
"Grab and handful of both brakes in any conditions and the C-ABS will control the rest. It take awhile before a trained brain will allow one to do so."
After those first scary laps it was off to the skid pad for a few passes to get acclimated with the C-ABS system in a controlled environment. My my firmly-shut eyes began to open, following which I bit the bullet and headed back out on the road course. This is where it all really came together, mading me a believer. I was instantly more at ease while riding as I suddenly no longer had to worry about crashing on the brakes, in turn relieving one of the most stressful elements of riding in the rain. I knew if I got in deep all I had to do was keep it on the racetrack and the ABS would keep me on two wheels. And it did. I was braking like it was dry, hammering on the binders at the end of the half-mile, 160mph front straight with vigor and aggression – no problem. This allowed my mind to concentrate on corner speed and throttle modulation with much more focus and made riding in the rain quite fun. Never thought I would say this, but I actually had a really good time riding around a dangerous test track in the rain, staying out right up until I was booted off at 5 p.m.
I must say, it really changed my mind about ABS. My days of doing less than smart things on public roads disappeared when I found the racetrack and because of this I would take the ABS unit as a canyon carver or daily commuter in a heartbeat. The additional level of safety it potentially provides in less-than-ideal road conditions is awesome. Be it sand, gravel, water – you name it, this system will make street riding much safer. As would it in the rain at the racetrack; it’s no coincidence Honda is homologating both bikes for competition in the AMA/DMG Series next season. Watch out when it rains people as anyone on one of these motorcycles will surely have an advantage.
Let me tell you why. Where the upper percentile of riders will always be better at stopping in the dry, as they are in tune with levels of adhesion and the ability to slide the bike some becomes an advantage, in the rain, unless you are literally Valentino Rossi (remember that amazing Suzuka win in the rain?), riding to that same limit in the wet is extremely unfeasible. The level of wet grip is so low and the wheels are so quick to lock up that it’s nearly impossible for a human to brake perfectly in the rain on a consistent basis. On the new Honda system, however, it is possible to do so – every time.
"It's almost impossible to tell this bike is equipped with ABS. The system is very small and Honda has tucked it away quite nicely."
This same concept can be applied in the dry, and for those street guys and occasional trackday riders who aren’t able to exploit every last ounce of braking without getting in trouble, this bike will do wonders for your riding, and in turn make the roads and racetracks much safer. You can literally slam on the binders – front, rear or both – with every last ounce of your might and the machine stops with the precision of a doctor’s scalpel every time. All the rider needs to do is steer the bike in the correct direction.
Where it might create an issue, and this is the same thing ABS has done with automobiles, is to make riders/drivers dependent upon it. If one only learns on a motorcycle in which you can simply slam on the brakes and it will essentially take care of the rest, how will he/she do when it comes time to ride something without a crutch? That’s the question. Either they will be extremely cautious and slow, due to not knowing the limits of adhesion, or they will not know what to do and end up on their head.
A lot of car drivers are guilty of never really knowing how to brake properly, thus when they first start riding it creates a big hurdle to overcome. Hopefully people will realize this and take it easy when a new situation arises. Though, much like the car market, the writing is on the wall. More than likely all motorcycles will be equipped with ABS in the years to come per some yet-to-be-seen form of government regulation. That’s my conspiracy theory anyway. And while I’m torn on government regulations as a whole, there’s no doubt it will save lives.
"ABS freed our mind to think about more important things - namely not crashing on the extremely slick 4.5-mile road course."
Picture this for a minute: You're cruising to the office, late and need to get there in a hurry. Thank goodness you're on a motorcycle and can split lanes (at least here in California). As you weave in and out of traffic thoughts of how mad your mad boss is going to be that you are late for the third time this week run though your head. Then, next thing you know, an oblivious woman who is putting on makeup while text messaging makes a wide-swinging left turn right in front of you without so much as a glance over her shoulder. Your instantaneous reactions are all you have at this point. And the first reaction for most is to slam violently on both brakes as quickly as possible. It’s what most of today’s drivers have learned growing up with ABS-equipped cars their whole lives. But on a non-ABS motorcycle the consequences can be disastrous. Until now that included every purebred sportbike on the market. Thankfully Honda has came out with a system to aid people in situations like this while still maintaining the sporting abilities of the machine – all of this for only $1000 more than the standard model!
Two years ago Honda’s President Mr. Fukui promised that by 2010 all Honda motorcycles will be available with ABS as an option. Well done Fukui-san and Amen to the Big Red Machine for putting their money where their mouth is and progressing motorcycle safety.
credit: www.motorcycleusa.com
Professional-grade speed and an attitude to match, Executive Editor Steve Atlas is the new blood at MotoUSA. Atlas has racing creds and a moto-journalism career that are even more extensive than his driving record.
From the East it Comes
The winds of the East have blown the American way and I’ve been converted by the righteous belly of Buddah. Well, not totally, but last Friday sure opened my eyes to a safety feature that I’m sure more and more sportbikes will soon be equipped with. What am I talking about? While I can’t believe I’m even saying this, I’m talking about ABS (Anti-Lock Brake Systems) on a motorcycle – and for the first time in my life I actually have something nice to say about the set up.
Leave it to Honda to be the first kids on the block with the all-new C-ABS linked braking system, one which doesn’t hamper aggressive riding nearly as much as the other systems on the market, including some previous versions found on Honda’s own motorcycles.
"I bet you cringe when you see riding like this in the rain. I used to. Believe it or not, the new Honda C-ABS 600RR actually made this fun."
I was, without a doubt, one of the world’s leaders of the anti-ABS movement. In fact, in some ways I still am. I don’t like them on any car I’ve ever owned or driven, and I still don’t. But even more so, I despised them on all motorcycles with a passion. Why? Well, even though I may sound pompous for saying this, I’m part of the one-percent of people able to exploit a sportbike’s braking performance beyond that of an ABS system, thus I considered them as a hindrance to the beloved fun-factor and a deterrent for fast lap times.
In the dry I like to back it in and mess around with the occasional stoppie from time to time, which this system totally eliminates. And frankly, in the dry I can brake with more accuracy and quicker than an ABS system (a fact my score sheets from several tests can attest to). Honda also published the same tests for the European market (they wouldn't "officially" show us in the lawyer-ridden U.S.) and their professional rider was able to elapse that of the ABS system, but only just slightly. Plus, the ability to slide a motorcycle on corner-entry can be used to pre-steer or square-up a given corner. This all comes with years of practice and racing, something which ABS isn’t quite ready for just yet.
"HPCC played host to the C-ABS intro and presented an array of challenges."
Maybe growing up on dirt bikes and time spent battling the hordes on AMA road racing circuits have me locked in my ways, but I’ve always preferred to be in total control of the brakes. In a way, ABS leaves me feeling vulnerable, as if I’m only a passenger once the situation arises in which the system takes over. And in all reality, this is true. Once ABS is engaged the vehicle is going to stop only as quickly as the ABS system will allow it. There’s nothing you can do to get it stopped any faster. The key to this equation rests solely on how good the ABS system works as a whole. And, believe it or not, what I sampled at Honda HQ changed my mind enough that I am now a believer.
Honda’s C-ABS linked braking system is what changed my mind. It is now an option on both the CBR600RR and CBR1000RR for ’09 in limited numbers in the States. In Europe they expect it to be a bigger seller and may soon even be mandated by laws overseas. We sampled it on a 600RR at Honda’s top-secret HPCC proving grounds in the middle of the Mojave Desert in Southern California and I think Honda ordered some intervention from the man above, because it rained the entire time, something that happens about once every three years in those parts. But it provided an ideal environment in which to test the new system.
The Tech Side of Things…
"The inner working of the full system as it sits in the '09 Honda CBR600RR C-ABS. Notice how much is centralized around the CG of the machine."
For each wheel the C-ABS features a hydroelectronic valve unit which contains a stroke simulator designed to relay the feel of a traditional brake system back to the rider. This is done by routing the brake fluid through a two-piece rubber cushion system that is less resistant early in the stroke and more as the lever is pulled harder. Because the system no longer directly connects the rider to the brakes, this is put in place to provide feel and feedback. Inside each of these units are two sensors that detect rider input pressure on the brake lever/pedal and relay the data to the ECM. (There are two sensors as a safety precaution in case one malfunctions, at which time the system will default back into a traditional braking system and a warning light on the dash will light up.)
"The full C-ABS System weighs only 20 pounds."
The ECM deciphers the signals and sends them to the front and rear EPUs (Electronic Power Unit). Within each EPU is a motorized gear-driven ball screw that applies pressure against a piston to produce hydraulic braking pressure that is then transferred to the respective brake caliper. Still with me? When ABS mode is engaged, the ECM reacts to changes in wheel speed, detected from front- and rear-mounted wheel speed sensors, to rapidly decrease and increase braking pressure in an effort to maintain traction at the threshold of wheel lockup. Because the ECM is capable of hundreds of calculations and changes every second, the system is designed to work nearly seamlessly, with no vibration or detection through the lever/pedal whatsoever.
"Diagram of the hydroelectronic valve. One is needed for each brake system."
Also incorporated is their linked braking system, which Honda has used for some time now, but has totally updated for these sporting applications. Where the old system used to the link the two brakes almost instantly when either brake was applied, the new one only does so when lockup is detected. If the bike is ridden in a traditional manner within its limits, it will feel as if there is no linking of the system at all. It is not until one of the wheels is just about to break traction that the system links the two brake units together to help the rider stop faster, with more control.
As mentioned above, this whole system is electronic, and the first of its kind on any production motorcycle. The reason for it being elecronic? To save weight. Though to counteract some of the 20-odd pounds it does add, the 600 Double-R gets the new mono-block Nissin calipers from the CBR1000RR. A redesigned shock was needed in which they change the placement of the remote reservoir was need to accommodate the mounting of the rear ECU unit under the seat, and slightly larger side fairings are now in place to cover the front ECU unit. On the 1000RR a higher-capacity alternator with updated oil-cooling and a larger battery are needed to support the system, while the rear under-fender is enlarged to accommodate the bigger battery and a new, larger left-side engine cover is in place to hide the rear EPU. Everything else stays exactly the same.
"Honda's C-ABS EPU unit."
Bikes are being shipped to the dealers as you read this and should be available in a matter of weeks (Sometime in February 2009). As I said earlier, Honda is only bringing in a small number of C-ABS machines in an effort to gauge how the American market responds. Retail for the 600RR C-ABS will be $10,799, while the 1000RR will run $12,999. Both will be available in red only.
All very interesting techie info, but let’s get back to the good stuff...
It is, without a doubt, the best ABS system on any motorcycle or car yours truly has ever sampled. And considering the list of machines I’ve tested in my tenure on the job, this is quite impressive.
We started off on the quite dangerous 4.5-mile road course, which is a true testing facility. It’s far more akin to a mashing of public roads into what resembles a racetrack than a ture race circuit of any kind. Giant jump-like bumps at the apex of 80-mph corners, 20-foot wide sealer patches, tar stripes from edge to edge and massive hills with painted lines throughout are the norm, thus riding in the rain quickly raised one’s blood pressure in a hurry. It’s designed to put cars, trucks and motorcycles to the test and it does exactly that. Only problem? It’s 10-times more dangerous in the rain as all the variations in pavement make grip levels extremely inconsistent.
"Grab and handful of both brakes in any conditions and the C-ABS will control the rest. It take awhile before a trained brain will allow one to do so."
After those first scary laps it was off to the skid pad for a few passes to get acclimated with the C-ABS system in a controlled environment. My my firmly-shut eyes began to open, following which I bit the bullet and headed back out on the road course. This is where it all really came together, mading me a believer. I was instantly more at ease while riding as I suddenly no longer had to worry about crashing on the brakes, in turn relieving one of the most stressful elements of riding in the rain. I knew if I got in deep all I had to do was keep it on the racetrack and the ABS would keep me on two wheels. And it did. I was braking like it was dry, hammering on the binders at the end of the half-mile, 160mph front straight with vigor and aggression – no problem. This allowed my mind to concentrate on corner speed and throttle modulation with much more focus and made riding in the rain quite fun. Never thought I would say this, but I actually had a really good time riding around a dangerous test track in the rain, staying out right up until I was booted off at 5 p.m.
I must say, it really changed my mind about ABS. My days of doing less than smart things on public roads disappeared when I found the racetrack and because of this I would take the ABS unit as a canyon carver or daily commuter in a heartbeat. The additional level of safety it potentially provides in less-than-ideal road conditions is awesome. Be it sand, gravel, water – you name it, this system will make street riding much safer. As would it in the rain at the racetrack; it’s no coincidence Honda is homologating both bikes for competition in the AMA/DMG Series next season. Watch out when it rains people as anyone on one of these motorcycles will surely have an advantage.
Let me tell you why. Where the upper percentile of riders will always be better at stopping in the dry, as they are in tune with levels of adhesion and the ability to slide the bike some becomes an advantage, in the rain, unless you are literally Valentino Rossi (remember that amazing Suzuka win in the rain?), riding to that same limit in the wet is extremely unfeasible. The level of wet grip is so low and the wheels are so quick to lock up that it’s nearly impossible for a human to brake perfectly in the rain on a consistent basis. On the new Honda system, however, it is possible to do so – every time.
"It's almost impossible to tell this bike is equipped with ABS. The system is very small and Honda has tucked it away quite nicely."
This same concept can be applied in the dry, and for those street guys and occasional trackday riders who aren’t able to exploit every last ounce of braking without getting in trouble, this bike will do wonders for your riding, and in turn make the roads and racetracks much safer. You can literally slam on the binders – front, rear or both – with every last ounce of your might and the machine stops with the precision of a doctor’s scalpel every time. All the rider needs to do is steer the bike in the correct direction.
Where it might create an issue, and this is the same thing ABS has done with automobiles, is to make riders/drivers dependent upon it. If one only learns on a motorcycle in which you can simply slam on the brakes and it will essentially take care of the rest, how will he/she do when it comes time to ride something without a crutch? That’s the question. Either they will be extremely cautious and slow, due to not knowing the limits of adhesion, or they will not know what to do and end up on their head.
A lot of car drivers are guilty of never really knowing how to brake properly, thus when they first start riding it creates a big hurdle to overcome. Hopefully people will realize this and take it easy when a new situation arises. Though, much like the car market, the writing is on the wall. More than likely all motorcycles will be equipped with ABS in the years to come per some yet-to-be-seen form of government regulation. That’s my conspiracy theory anyway. And while I’m torn on government regulations as a whole, there’s no doubt it will save lives.
"ABS freed our mind to think about more important things - namely not crashing on the extremely slick 4.5-mile road course."
Picture this for a minute: You're cruising to the office, late and need to get there in a hurry. Thank goodness you're on a motorcycle and can split lanes (at least here in California). As you weave in and out of traffic thoughts of how mad your mad boss is going to be that you are late for the third time this week run though your head. Then, next thing you know, an oblivious woman who is putting on makeup while text messaging makes a wide-swinging left turn right in front of you without so much as a glance over her shoulder. Your instantaneous reactions are all you have at this point. And the first reaction for most is to slam violently on both brakes as quickly as possible. It’s what most of today’s drivers have learned growing up with ABS-equipped cars their whole lives. But on a non-ABS motorcycle the consequences can be disastrous. Until now that included every purebred sportbike on the market. Thankfully Honda has came out with a system to aid people in situations like this while still maintaining the sporting abilities of the machine – all of this for only $1000 more than the standard model!
Two years ago Honda’s President Mr. Fukui promised that by 2010 all Honda motorcycles will be available with ABS as an option. Well done Fukui-san and Amen to the Big Red Machine for putting their money where their mouth is and progressing motorcycle safety.
Engine: Liquid-cooled Inline Four
Displacement: 599cc
Bore x Stroke: 67 x 42.5mm
Compression Ratio: 12.2:1
Clutch: Wet, slipper
Transmission: 6-speed
Frame: Aluminum twin-spar
Front Suspension: 41mm fork, fully adj., 4.7-in trv.
Rear Suspension: Single shock, fully adj., 5.1-in trv.
Rake/Trail: 23.5 degrees /97.7mm (3.8 inches)
Front Brake: Dual 310mm discs
Rear Brake: Single 220mm disc
Front Tire: 120/70-17 Bridgestone or Dunlop
Rear Tire: 180/55 Bridgestone or Dunlop
Wheelbase: 53.9 inch (1369mm)
Seat Height: 32.3 inch (820mm)
Wet Weight: 412 lbs. / 434 lbs. (C-ABS)
Fuel Tank: 4.8 gallon (18 liter)
Displacement: 599cc
Bore x Stroke: 67 x 42.5mm
Compression Ratio: 12.2:1
Clutch: Wet, slipper
Transmission: 6-speed
Frame: Aluminum twin-spar
Front Suspension: 41mm fork, fully adj., 4.7-in trv.
Rear Suspension: Single shock, fully adj., 5.1-in trv.
Rake/Trail: 23.5 degrees /97.7mm (3.8 inches)
Front Brake: Dual 310mm discs
Rear Brake: Single 220mm disc
Front Tire: 120/70-17 Bridgestone or Dunlop
Rear Tire: 180/55 Bridgestone or Dunlop
Wheelbase: 53.9 inch (1369mm)
Seat Height: 32.3 inch (820mm)
Wet Weight: 412 lbs. / 434 lbs. (C-ABS)
Fuel Tank: 4.8 gallon (18 liter)
Keeping up with the tattoo generation and adding a few new color options will help sales for Honda in '09. A lime green color option completes the lineup and may ruffle Kawasaki's feathers a bit.
credit: www.motorcycleusa.com
Saturday, January 24, 2009
2009 Ducati 1198 Superbike First Ride
Dozens of red Ducati flags whip in the wind along the front straight of the Autodromo Internacional Algarve circuit as a row of pristine 2009 Ducati 1198S superbikes glisten in the morning light below them. This is Portimao, a region near the southern edge of Portugal, and this is a big day for Ducati. It’s the international press launch for the new 1198, the latest in an ever-growing line of Italian superbikes that has taken the world by storm. Only two years removed from the arrival of the brilliant 1098, the 1198 is thoroughly redesigned and this is the first opportunity for the press to sample the goods. In brief, the new 1198 feels like its predecessor with a confident front-end and serious stability, but this bike is more powerful, faster and gnarlier than ever before.
At the heart of this new motorcycle is a stroked version of the Testastretta Evoluzione engine. It revs quicker, makes ten-more horsepower and is lighter and more durable than its predecessor. The S-version we will be testing is equipped with top-shelf suspension and wheels, as well as the latest Ducati Traction Control (DTC) and Ducati Data Acquisition (DDA) systems. This Ducati Corse racing technology has again spilled-over and sprinkled us with its scientific splendor.
Feeding fuel to the L-Twin are a pair of 63.9mm elliptical throttle bodies, now with one injector per cylinder, that are the same size as those on the 1098R. No swapping ECU and exhausts to get the full benefit on the 1198S is required, with the DTC system refined for the street right out of the box. The engine is lighter, stronger and more powerful. Like the 1098R, this engine is closer to the power output of the Inline-Four mills it is inevitably compared with. The question is whether the added displacement and slightly reduced weight of the base 1198 will close the gap enough on the competition in our annual Superbike Smackdown.
"The Ducati 1198S cranks out 170 horsepower, ten more than its 1098 predecessor and it's a tad bit lighter as well."
Row through a few gears on Algarve’s smooth surface and you’re hauling serious ass when the brake markers arrive (They start at 100 meters here, so there’s not much warning). The bike howls proudly under acceleration, it pulls linearly, always building power quickly until the mandatory cut-off after 10 grand. The 1198S and 1198 feature 1198.4cc of displacement, up 99cc over last year, and the same 106mm bore and 67.9mm stroke dimensions as the R model. Weight savings start with the use of a vacural-casting process, first seen on the Ducati 848, which shaves 4 lbs (2kg) off the crank cases alone. The 1198S/1198 engines are essentially 1098R engines without the expensive top-shelf internals. There are no Titanium connecting rods or valves on the 1198 models, among other R-specific internal mods that push it to the 180-hp range.
"Did we mention the brakes are awesome?"
The Brembo brakes are superb, offering loads of power without a bunch of initial bite, which can make the front end dive abruptly under hard braking. The brakes and suspension combination invite the rider to trail-in deeper than they maybe should but don’t give any reason not to either. These brakes are insane and one of the high points of the 1198.
Grab too-much throttle on the exit and the DTC keeps you in check, another highlight for this racing thoroughbred. Three small indicator lights on the top right corner of the information-laden dash board tell the rider the first of three DTC levels is in effect, as well as a larger red light that informs you that maximum DTC, fuel-injection cut-out, has been employed. Yes, friends, the traction control works incredibly well.
"Getting on the gas hard out of the corners is much more manageable for mere mortals thanks to the DTC."
During early sessions getting acquainted with the track, the DTC came on occasionally. After the break, while we were really trying to push harder, get good drives and attempting to tap into what the 1198 can really do, then it was working quite a bit. Setting 4 of 8 is not too intrusive, allowing for largely uninterrupted throttle application. The final four settings are intended for racers. As with any new toy it takes some getting used to. It does kill your drive sometimes, but is losing a tenth-of a second during a trackday better than replacing the bodywork, side cover or a bar? We think so.
"The Ducati 1198S handles great, is quite stable through the corners and the feel from the front brake helps the rider feel confident to trail brake deeper and deeper every lap."
Make no mistake the engine is the soul of the 1198. Power is simply fantastic and the combination of this and the DTC seems to increase confidence, allowing the rider to focus more on entry speed and lines to dial in lap times. Add into the mix the really trick Ducati Data Acquisition (DDA) and you learn exactly where the DTC comes into play, how fast you are in each turn, where the throttle is, what rpm you are at – it’s a technophile’s wet dream. You can mine data until you are sick of looking at it but beware – there’s no bullshitting the computer and everyone who sees the data will know exactly how fast you were going and how you got there.
Chassis remains a constant of the Ducati Superbike family. No significant changes to the geometry ensure the 1198S is as stable as the 1098. Toss this bike into a corner and the first thing you notice is that it seems to turn-in with less effort. Having recently ridden an 848 to bone-up on my Ducati turning traits it seems the 1198, with its forged 7-spoke GP-replica wheels, 43mm Ohlins fork, Ohlins shock and four-lb weight reduction, reacts quicker to rider input than the sum of its parts would suggest. Imagine a 1098 that turns-in ‘better’.
Stability, a trademark of this brand over the years, is not noticeably affected by these changes. In fact, the 1198S begs to be ridden harder than any insignificant specs on Bayliss’ ass will ever be able to do. Check this interesting fact: Bayliss, who was riding with us at the intro, lapped the Algarve track on the same 1198S with the Pirelli Supercorsa SP tires we had at our disposal to within a mere 5-seconds of the pace he set while winning both races a few weeks earlier. Talk about the untapped potential of a stock motorcycle on full display. The easy-to-ride nature of the 1198 is backed up by the fact that over 20 journalists had their way with these machines over the course of a week, with a grand total of zero crashes.
"Hutch sizing up Bayliss for an inside pass! No, this is Troy Bayliss letting us play with the big kids - proving what the racing paddock already knows - that the three-time SBK champ is one of the nicest guys to ever turn competitive laps."
In true Ducati fashion the 1198S does not disappoint. The additional power is very noticeable and after riding the Ducati Traction Control equipped 1198S it is clear the superbike ante has been upped. While we can’t say where it will stand in the competitive 2009 Superbike Smackdown rankings, we are sure it will be a hit with racers, fans and consumers alike. It retains the widely accepted appearance of the 1098 and features increased performance across the spectrum in terms of outright power, torque, lighter weight and track-bred electronics from the DDA to the DTC. The 2009 Ducati 1198S is truly a Superbike for the masses.
Engine: L-Twin cylinder, Desmodromic
Displacement: 1198.4cc
Bore & stroke: 106x67.9mm
Compression Ratio: 12.7:1
Power: 170hp @ 9750 rpm
Torque: 97ft-lb @ 8000 RPM
Fuel system: Marelli electronic fuel injection
Transmission: 6-speed
Frame: Tubular steel trellis
Wheelbase: 56.3 in.
Rake & Trail: 24.5-degrees/Unavailable
Front Suspension: Ohlins 43mm fully adjustable upside-down fork
Front Brake: 2x330mm discs w/ radial-mount Brembo Monobloc 4-piston calipers
Rear Suspension: Progressive linkage w/ fully adjustable Ohlins monoshock
Rear Brake: 245mm disc w/ 2-piston caliper
Wheels: "GP Replica" 7-spoke forged light alloy
Tires: Front: 120/70 ZR 17 - Rear: 190/55 ZR 17
Fuel Capacity: 4.1 US gal (1 gal reserve)
Dry Weight: 373 lb.
Seat Height: 32.2 in.
credit: www.motorcycleusa.com
2009 Kawasaki ZX-6R First Ride
Great nations develop a reputation not only for its populace and distinctive culture but also for the goods it produces. For the French it’s their bubbly. The Germans are acknowledged for their precision engineered automobiles, while the Chinese are recognized for cranking out all kinds of affordable goods we use daily. The realm of motorcycling is no different; and for aficionados of affordable, quality, high-performance sportbikes there is only one country that comes to mind - Japan.
Although a good majority of motorcycles pumped out from this beautiful island country are engineered for comfort and convenience; supersport replica-racers are built for one purpose - to get from point A to point B as fast as possible - whether it’s your favorite backroad or the racetrack.
So this year, Kawasaki ups the middleweight-class ante by releasing a revamped ZX-6R designed to trounce the competition. And what better place on earth to experience Team Green’s cutting edge 600 than on the very same 20-turn, 2-mile road course which it was born on - Kawasaki’s own Autopolis International Racing Course.
Ingredients of Speed
"Every year the Big Four find a way to trim weight off their sportbike lineups. This year's supersport Ninja in no different."
Your parents always said it’s what’s inside that counts; and apparently Japanese families are no different. Thus engineers introduced a substantially lighter, more powerful 599cc Inline-Four. Engine vitals like its 67 x 42.5mm bore/stroke and 13.3:1 compression ratio remain unchanged. What has changed, however, are the camshafts, which are nearly one pound lighter and coated with a more durable outer coating, revised cylinder porting and new friction-reducing pistons for improved performance, especially in the mid-range.
Above, cylindrical aluminum guides direct fuel spray into 10mm taller dual-bore velocity stacks that utilize inlets at two fixed lengths, thereby optimizing engine fueling during mid-and-high rpm engine loads. More powerful ignition coils are said to improve combustion efficiency.
Other weight saving adaptations includes narrower transmission gears and a revised shift dog shape. Oil pump and starter gears have also been trimmed down, while engine covers are now manufactured out of magnesium and feature removable noise-reducing pads on the inside. Primary fuel-injector mounting plate, relocated head pads, and a smaller coolant reservoir round out the changes and net an additional four-pound weight reduction.
"A new frame, subframe, fork, shock and swingarm grace the new ZX-6R."
In the chassis department, the new Ninja 6 benefits from an updated frame, tuned for added lateral flex within the frame spars and increased rigidity in the steering stem area and at the rear engine cross-mount. Steering head angle has been reduced by one notch (from 25-degrees) in order to sharpen steering. Engineers complemented this change by tilting the engine upwards around the countershaft sprocket, thereby raising the engine’s center of gravity and aiding the ability to change direction.
A beefier boomerang-shaped swingarm was designed for optimum rigidity balance, working together with the frame to give the rider a more accurate feel as to what’s happening at the business-end of the rear Bridgestone tire. A two-piece die-cast aluminum subframe further contributes to the bikes overall reduced weight and slims down the back end of the motorcycle.
"A 41mm inverted Showa fork uses BPF (Big Piston Fork) technology - the first of its kind on a production sportbike."
Due to the increased space made available by the relocation of the exhaust, the gas-charged rear shock has been repositioned and features improved internal damping characteristics. The shock retains four-way adjustability for spring preload, high/low-speed compression and rebound damping.
Technology Breeds Performance
The rev-limiter is just about to interrupt as you begin to slow for Turn 1. Pop up from behind the still comfortable at speed large windscreen and promptly get into the front brake lever. Heavy braking areas such as this make it clear just how well the BPF fork works. Load is transferred to the front wheel in a smoother, far more controlled fashion. Bang down three gear s (from fifth) in rapid succession and the engine responds by continuing to zing in the upper echelon of the tachometer as you get into the corner.
Just as soon as you clip the apex, pin the throttle and the bike drifts out to the left, just clipping the candy-colored curbing. The track slowly veers to the right as you pass through Turn 2 and you’re full-on accelerating through fourth gear.
"Pushing the front end on the new Ninja at Autopolis, the BPF fork proves its worth with smooth stability and feedback."
Back in second gear, swing wide for the entrance of Turn 4. With a knee on the deck, run the bike wide before cutting back in for Turn 5. Back on the binders and trail braking into Turn 6, the right foot peg feeler gently scrapes the pavement as you hit the apex and begin accelerating into Turn 7 - demonstrating just how much ground clearance the bike has. As you exit, the rear end gently squirms, signaling that the race-spec Bridgestone BT-003 rubber is looking for grip. Still leaned over, grab an upshift before diving into Turn 8/9. You’re fully cranked on your side as you accelerate uphill into Turn 10, the chassis keeping you well aware of just how hard you can push the bike.
Accelerating thru fourth gear you’d appreciate the extra velocity provided by a liter-class machine, yet the ZX-6R’s mid-range snap will surprise, as it’s robust for a 600 - and a vast improvement over its predecessor. Even more notable perhaps is the top end that just won’t quit. Where last year’s bike would run out of steam well before redline, the engine in ‘09 never says die. Even when you do hit the rev-limiter the cut-out is soft, so acceleration doesn’t feel like it is ending abruptly.
"Along with improved front end feel, the '09 Ninja supersport initiates turn in well."
As you enter the hairpin, trail brake hard until you clip the inside candy-painted apex. Here you’ll be amazed by the direct amount of feel provided by the front brakes, which allows you to scrub speed at considerable lean with absolute confidence.
You have momentum working with you as you gain speed downhill - the tachometer needle swings wildly along with the incessant yellow flash of the shift light as you bang third, followed by fourth gear - descending towards the right hand, motocross-style berm - aka Turn 12. You can go really deep, carrying a high amount of speed into this corner, so it’s important not to go gangbuster on the brakes; instead brake swiftly, downshift, and toss the bike into the corner. On this type of fast entry corner you can appreciate how solid and unflappable the chassis feels.
Stay to the outside as you exit, accelerating hard, then flick the bike onto its right side into Turn 13, which gradually tightens into Turn 14. In sections like this, where you’re turning the bike quickly from side-to-side, you’ll appreciate just how easily the bike initiates a turn. There are a number of different line choices in this portion of the track, but for us, we’d hug the inside of Turn 15, then stay to the outside and turn into T16 at the last possible second, all while being sure to keep your momentum as you’re again climbing uphill. Here you’ll notice the crisp and instantaneous throttle response which really helps you stay in control when you’re between gears in a section of track.
"Fork compression damping adjustment has been moved to the top of the fork."
As you pass underneath the bridge and enter Turn 18, you’re again on the front brakes while dipping the bike to the left. Accelerate as you drive out, then right before you enter Turn 19, downshift into second gear. The engine will be zinging as you carve right. Muscle the bike left without letting off the gas in order to get a strong drive out of the final chicane-style turn. Back on the front straightaway you’re again in full-tuck, rowing through the precise-feeling, 6-speed, cassette-type gearbox.
"The 2009 Kawasaki ZX-6R is improved and looking to knock off the Honda CBR600R and Yamaha YZ-FR6 in the upcoming Motorcycle USA Supersport Shootout."
After two days and seven 20-minute sessions aboard the new ZX-6R, we came away impressed. All of the troubles of last year’s bike - engine power, heaviness, and then some - have been addressed, while the positive attributes like its phenomenal brakes, excellent throttle response, and stable chassis have remained intact.
So will the $9799 ZX-6R have what it takes to ace Honda’s CBR600RR on the streets and Yamaha’s YZF-R6 on the racetrack? We know this - it’s going to be close… Really close.
Engine: 599cc liquid-cooled Inline-Four, DOHC
Bore x Stroke: 67 x 42.5mm
Compression Ratio: 13.3:1
Fueling: fuel-injection, 38mm Keihin throttle bodies
Horsepower: 124.3 hp @ 13,500 rpm (claimed)
Torque: 49.2 lb-ft @ 11,800 rpm (claimed)
Transmission: 6-speed cassette-type
Clutch: Wet, slipper-action w/ cable actuation
Front Suspension: 41mm Showa BPF with adjustable compression damping, rebound damping and spring preload; 4.72 in. travel
Rear Suspension: Uni-Trak equipped gas charged shock with adjustable high/low speed compression damping, rebound damping and spring preload; 5.24 in. travel
Front Brakes: Dual 300mm petal discs, radial-mount 4-piston Nissin calipers
Rear Brake: Single 220mm petal disc, single-piston Tokico caliper
Tires: Bridgestone Battlax BT-016 120/70R17, 180/55R17
Curb Weight: 421 lbs (claimed, ready to ride)
Wheelbase: 55.1 in. Rake: 24 deg. Trail: 103mm
Seat Height: 32.1 in.
Fuel Tank: 4.5 gal.
MSRP: $9,799
credit: www.motorcycleusa.com
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