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The CBR1000RR design utilized an innovative long-swingarm, weight-forward configuration that allowed the machine to get more power to the ground sooner when exiting corners—thereby creating a remarkably well-balanced and rider-friendly package that simultaneously wielded the kind of awe-inspiring power that only a modern-day liter-bike could generate. The 1000RR’s credentials seemed never-ending: gravity die-cast aluminum frame, extraordinarily compact high-output engine with Dual Sequential Fuel Injection (DSFI), Unit Pro-LinkTM rear suspension, radial-mount front brakes, and the unique Honda Electronic Steering Damper (HESD).

The new CBR1000RR appeared, its 2004 rollout provided scarcely a pause for Honda’s engineers because life in the 1000cc sportbike class revolves around a single, relentless quest: more performance. This unquenchable drive for additional development and more performance continued virtually unabated. So now, only two years later, 2006 brings the next evolutionary step in the life of the 1000RR. To that end, the 2006 CBR1000RR offers advancements in every parameter, with more power, better handling and less weight.

Power

In the ultra-competitive liter-class sportbike wars there’s no time to rest, no free lunch, no easy path to improvement. Which is to say the CBR1000RR’s improvement in power output was achieved not with any single change, but rather with a collection of carefully developed modifications that add up to a significant boost in performance. To start, the cylinder-head’s intake and exhaust ports were refined in shape and size to yield a straighter path for higher flow—and a resulting significant improvement in power feel.

The reduced volume in the combustion chamber provides a distinct increase in the compression ratio, from 11.9:1 to 12.2:1, although this alteration was achieved in a slightly unusual fashion. Rather than change only the shape of the combustion chamber proper, Honda’s engineers also reshaped the surfaces of the intake valves that face each combustion chamber; shallower dished-out areas essentially add material to the chamber to reduce volume and help raise the compression ratio. To nullify any weight gain to the intake valves, each valve had a corresponding amount of material removed on the opposite side of the valve head, in the area near where the valves rest in their seats. Other performance-up measures include new valve timing and more lift (from 8.9mm to 9.1mm) on the intake side to help boost power, and a new double-spring design for the intake valves replaces the single-spring setup previously used—all the better for enhanced power output and reliable operation at higher engine speeds.

Specifically, torque now peaks at 10,000 rpm, 1500 revs higher than before, and engine redline increases from 11,650 rpm to 12,200 rpm with the 2006 model. In conjunction with a larger rear sprocket (from 41 to 42 teeth) these changes enhance acceleration while top speed can remain unchanged. Usually, gains made in a larger rear sprocket’s sharper acceleration must be paid back in reduced top speeds, but this new engine’s taller redline and stronger high-end power output maintain the CBR’s high top-speed ceiling for performance.

Details

To build in even greater durability during extended high-speed operation, a new crankshaft made of a stronger steel alloy provides enhanced stiffness and strength to meet the demands of high performance without adding extra weight. In addition, the camshafts have been lightened via thinner shaft wall thicknesses to trim weight from the drivetrain. The net result of all these changes is an approximate 3% increase in peak power output, with fully 75% of the improvement credited to the changes in the cylinder head and porting. These refinements also help achieve an improved power-to-weight ratio, resulting in sharper acceleration and noticeably stronger rush through the entire powerband.

A new, more simplified internal design for the electronic control unit (ECU) results in a modest reduction in its weight, making yet another small but significant contribution to the overall weight loss. A new magnesium ACG cover further contributes to reduced engine and overall machine weight; previously, only the head cover and oil pan had been constructed of magnesium. Other detail improvements abound. A revised internal crankcase venting system reduces power loss due to crankcase pressurization. A lighter cam chain tensioner slices weight from the engine, as does a new cooling system impeller, which also improves flow for enhanced engine cooling and reduced heat-induced power loss. A larger-diameter thrust washer in the clutch provides more surface area and a wider needle bearing in the clutch basket adds strength and durability. The result is greater durability and smoother clutch engagement action as well.

The shift drum shaft has been changed to reduce weight, and the transmission engagement dogs are undercut more for more positive shifting and less driveline lash. On the intake side, the internal shape of the ram-air intake ducts have been altered to improve airflow and the grill covering the intake system now features a larger grid pattern for enhanced flow. The upper “showerhead” fuel injectors in the DSFI system now feature a revised spray pattern for greater efficiency as well. The CBR1000RR burst onto the streets and Superbike racing scene in 2004 with an all-new gravity die-cast aluminum frame and advanced Unit Pro-Link rear suspension layout taken directly from Honda’s famed RC211V MotoGP racer. Cradling the potent engine is a stressed-member diamond configuration that contributes to the big CBR’s exceptional handling stability. This frame is light weight and has a relatively simple, organic form.

The 1000RR chassis and frame receive a host of refinements that add up to a significant improvement in overall handling ease and smoother response to rider input. First, the inverted, fully adjustable cartridge-type front fork now features fork springs made of a different material with an increased rate, and more spring preload is used. The steering head’s caster angle is reduced slightly—a quarter of a degree from 23 degrees, 45 minutes to 23 degrees, 25 minutes. Together with a reduction in trail from 102mm to 100mm (3.9 inches), these alterations help sharpen steering response and overall handling. In another change to the chassis, the swingarm is reduced fractionally in length by 4mm. Overall these chassis changes have decreased the CBR1000RR’s wheelbase from 55.6 inches to 55.3 inches for quicker steering.

Brake

The CBR1000RR’s superb radial-mount front disc brakes increase in diameter from 310mm to 320mm in 2006, and this change yields a readily apparent increase in braking power and a greatly enhanced feel. In order to minimize unsprung weight, the thickness of the rotors is reduced from 5mm to 4.5mm, resulting in a total weight reduction of 300g. Also lightening the chassis unsprung weight is a new smaller and lighter rear-brake caliper. And the rear wheel and sprocket are now fitted with a new set of dampers that better absorb the shocks of quick clutch operation and sudden jolts of power to driveline during hard acceleration and deceleration.

Unique Features

Liquid-cooled 998cc inline four-cylinder engine.
Aluminum frame patterned after the RC211V MotoGP machine.
Honda Electronic Steering Damper (HESD) for optimum steering effort and stability.
Cassette-type close-ratio six-speed transmission.
Centrally located fuel tank increases mass centralization and allows more compact frame design.
Radial-mounted front brakes.
Center-up exhaust system.
Unit Pro-Link rear suspension and swingarm design inspired by RC211V.
Line Beam Headlight features three-piece reflector design.
Dual Stage Fuel Injection System (DSFI) features two injectors per cylinder.
Aggressive styling based on the championship-winning RC211V MotoGP machine.

Engine/Drivetrain

Liquid-cooled DOHC 16-valve 998cc four-stroke inline four-cylinder engine features bore and stroke dimensions of 75mm x 56.5mm.
Sixteen-valve cylinder head features 29mm intake and 24mm exhaust valves with an 12.2:1 compression ratio for efficient combustion and high horsepower.
Lightweight nutless connecting rods.
Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals.
Iridium-tip spark plugs improve fuel combustion and performance.
Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder—one upper and one lower—controlled by an ECU that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower. At lower rpm only the lower injector is working. At higher rpm, both injectors are activated. The system uses 44mm throttle bodies.
Denso injectors with lightweight valving for faster reaction time and 12 holes per injector improve atomization of fuel mixture for optimum combustion efficiency and power.
Auto-enriching system is integrated into PGM-FI module, eliminating the need for a manual choke.
Forged aluminum pistons with moly surface treatment for reduced friction.
Aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.
Electronic ECU provides two digital 3-D fuel injection maps for each cylinder and two digital 3-D ignition maps for cylinder pairs, creating ideal fuel mixture and spark advance settings for superb rideability.
Newly designed ram-air system allows higher volume of cool air to the 8.35-liter airbox for linear power delivery and incredible engine performance.
Stainless steel four-into-two-into-one center-up exhaust with twin outlets and titanium core increases lean angle and reduces wind drag.
Liquid-cooled aluminum oil cooler is lightweight and efficient.
Maintenance-free automatic cam-chain tensioner.
Starter gears located on the right side to produce narrow engine and increased lean angle.
Eight-plate clutch is compact and tough, featuring durable friction plate material. Cassette-type, close-ratio six-speed transmission is easily accessible for rapid gear ratio changes and maintenance at the race track.

After riding an 2004 R1 for the previous couple of weeks in all sorts of conditions and types of traffic I had an opportunity to swap over for a while onto the new Yamaha XT660X Supermoto. So with some reservations I headed off on a sunny day to Brooklands in Surrey to change bikes. Now Brooklands is just off the M25 so it’s inevitable that you will have to use some of this horrible motorway to get there, but with traffic the way it was and the road repairs on the main motorway I was glad in a way that I used it as all the smaller roads seemed to be in a state of gridlock!

I collected the XT and was reliably informed ‘No don’t use it on the motorway, take the twisties!’, but with what I had just ridden through I decided to take the M25 back for a short way. After checking over the bike and the controls I headed off through the town and back toward the motorway, and with just 5 miles under my belt a switch went on in my brain – I had just turned into another type of hooligan – this bike is great, it’s the kind of bike that every motorcyclist should own, a bike for all weathers and it just makes you smile.

Riding through the traffic is so easy, and as I passed yet another supersports bike with the rider all hunched up painfully over the bars I though of myself a short while before! Riding the same route on the R1 was not nice, but on this XT it was fantastic, let’s see how it goes on the motorway coming up next.

The Yamaha XT660X seems to eat up most types of traffic and roads, it’s versatile and easy to ride, you can have as much fun as you can possible have on any bike riding at normal speed limits and keeping your licence safe. For 2004, the XT660 has been completely redesigned and now features a liquid-cooled, single-cylinder motor with a 100mm bore and 84mm stroke. The motor also features a forged piston running a compression ratio of 10:1 in a ceramic-composite plated bore. A new fuel injection system with a 44mm throttle body feeds the all new SOHC, four-valve cylinder-head, and twin big-bore exhausts let the engine breathe nicely.

The power delivery from the XT is very snappy indeed, the torque delivery is pretty flat and that just encourages you to get aggressive on the acceleration out of corners. You can get all the power available down onto the ground without any real fear, in fact I had the rear sliding out of corners after a while (which I don’t usually do!) under full control and had no worry about Mr Highside paying me a visit. This bike seems to handle all types of roads and every type of road surface you care to throw at it, it stable on fast roads and will tackle motorways for reasonable distances at well more than the legal limits. Not only that but as far as motorway riding is concerned I did discover that it is pretty resistant to buffeting from trucks and buses making it an easy bike to commute on. I did do a bit of commuting with it into London for a few days, and as a test I only used the M40 motorway from Oxfordshire to get into the city, it was easy and comfortable. The XT 660X is definitely the sort of bike you could ride every day, and you could have your dream bike sitting in the garage for those other special days.

The XT660 gives you the feeling that it is unbreakable when you ride it, it’s an undemanding bike to ride but it has a very distinct road presence, but as always you will really have to ride one to understand what I’m talking about. On country roads and twisting ‘A’ roads it can be pushed as hard as you like into corners and leaned as far over as any current sportsbike without any fear, I did actually manage to touch a peg down at one stage which can’t be bad from a bike derived from a dirt bike. There are a lot of lightweight dirt bikes that feel very nervous and skittish on the road, but the XT660X feels more like a normal middleweight naked road bike in reality, you don’t get that feeling of vagueness from the steering and with the seating position and footpegs being as they are it gives you a much more sporting position than the usual dirtbike style layout. As I said before the power delivery comes in a way that plants the rear wheel on the road from very low revs right up through the range, it’s much smoother and crisper than the normal big-bore enduro and very exhilarating in the mid range.

The XT uses a tubular steel frame with two upper frame tubes, the engine is utilised as a stressed member, this results in a chassis some 60% stiffer than its predecessor, so Yamaha say. Both the XT660 and the X have the same 43mm front forks, but the 660X is by far better on the road due to being less soft and better damped. To complete the road package the X has some excellent Excel road rims fitted, the front and rear 17″ rims run sticky 120/70 and 160/60 radial tyres. In the braking dept the front is fitted with a huge 320mm floating disc and a Brembo four-piston caliper, the combination certainly works well and will haul you and the rear wheel up very quickly indeed! Yamaha have tuned the suspension for the XT660X and it works well, It’s not just a dirtbike with road wheels and tyres fitted, it’s a total package. With the right rider on it you will definitely surprise a lot of supersports bike riders on any country road pursuit, not bad for a 48bhp bike!

If you take a look at the Yamaha XT660X on the spec sheet then I doubt very much whether you would consider it. On paper the XT factory supermotard doesn’t look that good, it weighs pretty much the same as the current R1 and has between 1/4 and 1/3rd of the power!! The single cylinder motor develops a meager 48bhp and has to pull along a mass of 170kg (dry), it all looks like a bike that will never thrill and have no performance at all. But ride one and think again..the XT660X will change your opinion of this type of bike, after a few minutes riding it you will soon realise that the fun factor is high and the reason for this is…you just ride it on the stop everywhere you go, corners become a thing of the past and you just grin like a maniac!

The XTX is a really easy bike to ride through traffic and the city, and it’s serious fun winding country lanes, in fact the narrower the roads the better the XT gets! With the super sticky sports road tyres, which are incidentally designed for much more power, you can put down all the power and lay it over as far as you like. Ride the XT at any corner and keep the throttle open like you would on the dirt, it will steer quickly and precisely around and accelerate hard out, it great fun and I don’t know of many other bikes that you can actually do that with! The suspension soaks up all of the bumps and undulations in a nice way without throwing the bike off-line, and when you brake a little hard it doesn’t dive excessively. It’s a different sensation completely to that of riding a middleweight bike hard, a lot of this is due to the relatively high seating position. Never think you will overstretch this bike, keep the throttle open and keep your weight over the bars, if you think you are going too fast or are over committed into a corner then back it off a bit, the XT won’t bite back, then try again and lean it into the corner as much as you like, it will take it believe me!

The XT660X is a bike you can live with every day. It’s not some highly strung supermoto that needs servicing daily, it doesn’t vibrate you off the bike on every ride either, you can actually see through the mirrors at speed, and it’s comfortable for reasonable distances. It has all the benefits of a normal road bike including (a bit of overkill in reality) hazard warning lights! On a Supermoto!! No it really is a bike for everyone, you can ride it to work and you can take on the big boys at weekends, and that says it all in a nutshell.

The Honda CBR125 was Britain’s top-selling motorcycle in 2005 – and it’s easy to see why. It’s styled like its CBR600RR and CBR1000RR stablemates, from its crisp-edged full fairing and dual “cat’s eyes” headlights to the stepped seat and split tail light. It’s aimed at the “sixteener” market, most of whom are astonishingly knowledgable about top sports bikes and MotoGP racing machines – which is why it’s also available, like the bike in our pictures, in the Repsol colours of double World champion Dani Pedrosa who is, let me remind you, little more than a schoolboy himself.

As far as image is concerned, Honda has pushed all the right buttons on this oneI would have given my eyeteeth for a fully-faired sports bike when I was sixteen.. I would have given my eye teeth for a fully faired sports bike when I was 16. But what of the bike behind the hype; what’s under the razor-sharp Baby ‘Blade clothes? Well, a fairly low-tech, 124.7cc single with a carburettor rather than fuel-injection, one camshaft and only two valves, that’s what.

The trouble is, most of it is concentrated at the top of the rev range. The bike pulls away nicely with about 3500rpm on the clock but once you make the huge jump to second you need a lot of revs just to stay ahead of the traffic. The CBR also doesn’t like pulling up steep hills or into a sgtrong winds – both of which are in plentiful supply in here Cape Town. A couple of times I found myself going up Eastern Boulevard into the South-Easter with the engine buzzing at 8000 in third at around 70km/h; the bike simply wouldn’t pull fourth under those conditionsIt keeps the plot under control even when going faster downhill than the bike’s top speed on the flat.

For what it’s worth, I coaxed the little ‘Blade up to 109km/h at 10 500rpm in cool, still air on the flat; I could probably have got a little more by revving it out in fifth before popping it into top gear but mechanical sympathy intervened. The little single begins to vibrate at the peak torque; the shakes continue through to peak revs, encouraging the rider to change up soon after 10. Probably deliberate, that. The clutch feels like it came off a motocross bike, light but firm, with plenty of feedback and a solid hook-up at the end of its travel. It’s easy to learn and lends itself to fuss-free take offs even in relatively inexperienced hands.

The six-speed gearebox is notchy at low revs but agreeably slick when all the shafts are spinning properly; lever travel is positive and commendably short – I’d have some scathing things to say if it weren’t, on a single making less than 10kW. I soon dispensed with the clutch when changing up except when going from first to second (the big gap made it very jerky) and got better results than with it. I was also pleasantly surprised by the absence of driveline lash.

Suspension

The non-adjustable front suspension (31mm conventional forks) is firm without being harsh, controlling the front wheel even on bad roads and delivering light, accurate steering at any speed the bike is capable of. The rear wheel is monitored by a straight monoshock set-up without any linkages that seemed, as so often on small Oriental machines, a little underdamped for South African conditions (big rider, bad roads). Nevertheless, it keeps the plot under control even when going faster downhill than the bike’s top speed on the flat.

The brakes are also a little basic, with floating callipers at both ends; the front brake, however, works very well although it demands a firm squeeze to get the most out of it.The back brake is very good indeed; strong but not grabby, with plenty of feedback, well suited to an inexperienced 16-year-old hoof. The seating position is not as radical as it looks; the rider sits fairly upright although his/her hands are a little close to the hip point, thanks to the bike’s dinky 1294mm wheelebase.

Mid-Corner Speed

Despite the under-par rear suspension you can throw the CBR around on tight corners; at 115kg dry it lends itself to seriously late braking and it has enough ground clearance for impressive mid-corner speeds. It certainly earns its family credentials in terms of rideability. Am I describing a hooligan tool? Ultimately, no. The CBR125 lacks the power to get really naughty unless you rev the nuts off it and even then any of the 125cc two-stroke race replicas will make it look like a moped.

Features

What it has going for it is its looks, Honda build quality and durability, grown-up features such as electric start and a complete instrument panel with analogue dials for speed, revs, fuel level and coolant temperature – and at R22 500, price. But only a schoolboy would enjoy commuting on a bike this intense, that’s this much hard work to ride. The CBR is pointed with typical Honda accuracy right at its target market, which is why it’s the UK’s biggest seller.

The 2007 RXV incorporates a series of improvements destined to confirm its place as an unrivalled competition machine. 2006 was a great year for Aprilia in off-road racing, with the rider’s and manufacturer’s titles in the S2 class of the Supermotard World Championship as well as excellent results in the Enduro World Championship. From computer timings to dirt tracks, from the drawing board to the motard circuit.

Aprilia’s off-road teams and their development staff have not only won races in the field, but have invented, developed and tested new solutions to further improve on a machine that was already acknowledged as the perfect ‘rider’s enduro’.The RXV is back again as living proof of Aprilia’s dedication to transferring competition technology directly to production motorcycles. The RXV (and the SXV) are to all intents and purposes road-going competition bikes. Totally uncompromising, these machines are designed with just one thing in mind.

Style

As with all Aprilia motorcycles, the RXV has been designed with an almost obsessive attention to detail. Its unique design distinguishes it from all other enduros, and also makes it fantastically functional when performance is pushed to the limit, just a winning off-road racer should be.

Design

The design team has worked hard to create a distinctive Aprilia look and feel, and has launched a whole new look in enduro and supermotard motorcycles. Your gaze is inevitably attracted to the superb technology of the RXV in the form of its V twin engine, mixed trellis and aluminium frame, and mighty swingarm. The design of the tail and rear side panels abandons traditional enduro styling and is totally innovative, just like the centrally mounted exhaust system with twin tail pipes under the rear mudguard.

In fact, innovative design solutions catch your eye whichever way you look at the RXV. And Aprilia Racing colours confirm that this is a bike that is born to compete. As always with Aprilia, goods looks are just the outward shell of ingenious design solutions. The fixed air guides for example, allow the fuel tank to pivot upwards, giving easy access to the filter box. Everything about the RXV is designed for victory in off-road racing.

The quest for perfection has driven the design team to pay close attention to even the smallest details, following input from the champions who have ridden the bike in top level racing. The seat is now lower and more rounded at the edges to enable riders of all statures to get a better grip on the ground, and the brake pedal has been reinforced to resist damage in the event of a fall or a collision with stones or branches. These are just some examples of how race development can cover all possible aspects of a motorcycle.

Engine

The amazing V2 engine is the natural centrepiece of the RXV and its sister bike, the SXV. Aprilia was the first manufacturer in the world to believe in the potential of V twin engines in a market segment where nobody has ever had the courage to try. Impressive results in top level racing in 2005 and 2006 have shown that Aprilia was right. This exceptional engine (made entirely by Aprilia) has now been transferred to Aprilia production motorcycles. Totally reliable on the racetrack, the V2 engine has not been deprived of any of its technology or performance by homologation for road use.

Engine development also proceeded hand in hand with chassis development from the word go, to ensure that these bikes handle and perform as totally integrated machines. The 77° V angle between the cylinders is the result of innumerable tests aimed at maximising performance and minimising vibrations. The new engine vibrates far less than any single without even requiring a balancer shaft. The cylinders are integrated in the crankcase and are lined by replaceable wet sleeves. The intelligent design of the V2 has also permitted engine accessories to be arranged in an extremely rational way, keeping the powerplant as compact as possible.

Aprilia’s V twin is one of the most compact in the world, smaller than many singles of similar displacement. Design solutions were specially selected for maximum power and a wide power band. The sophisticated electronic engine management, developed by Aprilia Racing, introduces a number of innovations for this type of motorcycle. The fuel injection system features 38 mm throttle bodies (40 mm on the 550) and is controlled by a programmable ECU. For 2007, the ECU has been given a new, race-developed mapping that improves throttle control and makes power delivery more progressive. The control cams for the throttle butterflies have been given a new profile for the same reason. As a result, the 2007 bike is easier to handle under all conditions, especially on difficult terrain and mud.

Reduced displacement per cylinder has permitted use of an extremely compact and lightweight single-piece crankshaft. The gyroscopic effect of the crank is therefore dramatically reduced. The engine responds instantly to throttle input, making the whole bike faster and more agile. Valve gear based on a single overhead cam and four titanium valves per cylinder gives the best possible compromise between compactness, light weight and performance.

Aprilia technology, of course, means more than just performance. Reliability and durability are just as important. The V2 engine sets new standards in this direction, and also guarantees beautifully easy access to all parts requiring regular service like plugs, oil filter and air filter. The SXV and RXV also boast far longer than average service intervals.

The same sort of effort has gone into weight reduction. The engine sets a new record for a V twin, even with its starter motor fitted! This has been achieved by an abundant use of super-lightweight prestige materials. The central crankcase sections, for example, are made from aluminium silicon alloy. All covers are in magnesium; the valves are in titanium; and the entire gear train has been made lighter than ever before.

The engine is specially tuned to suit the use of motorcycle. The gear ratios are also precisely calculated for supermotard use in the case of the SXV or enduro use on the RXV. Even the injection and ignition mapping have been modified to give the two engines the right character and performance for the bike; higher revving on the supermotard, smoother and torquier at low to medium revs on the enduro.

Chassis

An uncompromising machine like the RXV demands a unique and effective chassis. The perimeter frame was developed in conjunction with the engine and features a tubular steel trellis structure, interference fitted to pressed aluminium side plates to form an extremely rigid assembly. The engine also forms an integral part of the chassis, acting as a load-bearing element and contributing to exceptional overall rigidity. For 2007, this frame has lost a further 500 grams in weight to become one of the lightest enduro frames around. The variable section aluminium swingarm is another example of brilliant industrial design. Far more than just an element of style, this is the most rigid swingarm on any motorcycle of this type.

Rising rate linkages operate a Sachs multi-adjustable monoshock with piggy-back cylinder and double high/low speed settings. The 2007 RXV has a new suspension setup to improve stability and control over rough ground. A new linkage has also been fitted to make suspension action more progressive and give increased traction and control. The 45 mm upside down fork is specially calibrated for enduro use. The fork is also fully adjustable, so that you can set up your own suspension action exactly as you want it. The 2007 bike has improved fork calibration designed with the help of Aprilia’s official enduro racing team to improve high speed stability and damping action over stony ground.

The 2010 Yamaha YBR125 learner bike gets a restyled fuel tank cover, exhaust shroud, grab rail and instruments. Technically, it’s still the same simple air-cooled single cylinder commuter machine as the 2009 model.

Featuring an economical and reliable air-cooled engine housed in a compact, easy-handling chassis, the YBR125 has become one of the most successful lightweights ever produced by Yamaha. Its winning combination of ease of use, attractive styling and remarkable economy has established the YBR125 as a firm favourite with commuters all over Europe.

In fact, since its launch in 2005, the Yamaha YBR125 has become one of the most successful models in the 125cc category, with over 75,000 units sold. For 2010 Yamaha have concentrated on creating an even more attractive and comfortable package with a number of changes to the bodywork and chassis. A new fuel tank cover gives this attractive 125 a more muscular grown-up look, as well as offering additional protection to the bike’s fuel tank.

There’s also a new more aerodynamic analogue instrument panel with an integrated RPM meter located above the headlight assembly – and the refreshed styling for 2010 is completed with a redesigned exhaust muffler.
Passengers will also appreciate the ergonomic design of the redesigned passenger grab handle, which provides a secure hand hold when riding two-up.The Yamaha YBR125 is a motorcycle with the power to take you where you want to go. Yamaha YBR125 comes in India with affordable price and amazing features. Eager to please, this punchy 4-stroke will happily propel you around city streets with its smooth fuel injection and five-speed gearbox. Updated for 2010 Yamaha YBR125 now features a refined instrument panel, new muffler design, additional passenger grab bars and new tank covers on the side for protection.

2010 Yamaha YBR 125 Features and Specifications:-

Engine

• Engine type : Air-cooled, 4-stroke, forward inclined single cylinder, 2-valve, SOHC
• Displacement : 124 cc
• Bore x stroke : 54.0 x 54.0 mm
• Compression ratio : 10.0 : 1
• Maximum power : 7.5 kW (10 PS) @ 7,800 rpm
• Maximum torque : 9.6 Nm (0.98 kg-m) @ 6,000 rpm
• Lubrication system : Wet sump
• Ignition system : TCI
• Oil tank capacity : 1.2 L
• Carburettor : Fuel injection
• Clutch type : Wet, multiple disc
• Starter system : Electric and kick
• Transmission system : Constant mesh, 5-speed
• Final transmission : Chain
• Fuel tank capacity : 13 L.

Chassis

• Chassis : Diamond shaped
• Front suspension system : Telescopic forks
• Front travel : 120 mm
• Rear suspension system : Swingarm
• Rear brake : Drum, Ø 130 mm
• Rear tyre : 90/90-18 M/C 57P
• Rear travel : 105 mm
• Trail : 90 mm
• Front brake : Single disc, Ø 245 mm
• Front tyre : 2.75-18 42P.

Dimensions

• Length (mm) : 1,980 mm
• Width (mm) : 745 mm
• Height (mm) : 1,080 mm
• Seat height (mm) : 780 mm
• Wheel base (mm) : 1,290 mm
• Minimum ground clearance (mm) : 175 mm
• Service weight : 124 kg.

A blisteringly new breed of motorcycle, the GSR600 bursts into the Suzuki range with an unrivalled package of performance, handling, technology, style and comfort. Its liquid-cooled engine is based on the race proven GSX-R600 powerplant, now tuned for a broader powerband and even more torque over the rpm range.

Featuring the revolutionary Suzuki Dual Throttle Valve (SDTV) digital fuel injection, double overhead cams, four valves per cylinder and a high-exit dual exhaust system, it’s a true champion of cutting-edge technology. The modern design pushes the boundaries of form and function, from its efficient Suzuki Super Cast (SSC) pistons and its aluminium-alloy frame and swingarm manufactured through high-pressure casting techniques, to its digital LCD instrument panel, immobiliser and uniquely shaped chrome turn signals.

Every part comes together in a smooth distinctive demonstration of high-tech style, accented by lustrous chrome, deep, rich paint and an unmatched standard of fit and finish. Get your hands on the exciting new GSR600 and experience middleweight streetfighter performance like never before.

Features

• Advanced 599cm3, high-performance liquid-cooled, in-line 4-cylinder DOHC powerplant.

• The engine is based on the race-performance GSX-R600 designs and tuned for abundant low-and-mid-range torque befitting a middleweight street fighter.

• Suzuki Dual Throttle Valve (SDTV) fuel injection system helps deliver a more seamless and linear response, superior combustion efficiency, sufficient low-rpm torque and reduced emissions.

• Suzuki Super Cast (SSC) pistons built by a high-pressure casting technique that reduces porosity and increases strength.

• Suzuki’s proven Auto Fast Idle System (AFIS) automatically adjusts the throttle opening for easier cold starts.

• The stainless exhaust system with a large 6.5-liter underseat muffler is quiet and efficient, and produces a pleasant exhaust note.

• Aluminum-alloy frame and swingarm, built by an advanced high-vacuum die-casting technology, features beautiful lines and a seamless surface of mainframe spars.

• Original, functional bodywork has a sleek cover blending the fuel tank with the frame spars at the front, and a distinctive bottom fairing.

• A unique tail section wraps around the center-mount muffler and carries dual, round LED taillights.

• Instrument cluster includes an analog tachometer at the center and LCD digital speedometer, along with LCD digital gear position indicator, odometer, dual trip meters, fuel gauge, clock, and other LED indicators.

• Spring preload-adjustable KYB front forks. Progressive-link rear suspension with adjustable rebound damping and spring preload KYB shock absorber.

• Front brake with full-floating dual 310mm discs and TOKIKO opposed 4-piston calipers. 240mm-disc rear brake with TOKIKO single-piston caliper.

• Stylish 2-tone seat designed for rider and passenger comfort. Slim frame side covers tuck in tight under the seat for riders’ easier reach to the ground at stops.

• Comfortable, relaxed seating position for both the rider and a passenger, with a short reach to tubular handlebars.

The F 800 GS combines road and touring capabilities with superior offroad characteristics. It thus combines the two worlds in a way that has never before been achieved in this class and offers the maximum possible freedom in terms of its areas of use. BMW Motorrad has positioned the dynamic adventure-tourer at an attractive price, thus adding a real asset to the market.

For BMW Motorrad, the abbreviation “GS” is not an empty promise. This will be demonstrated in the future by the F 800 GS too, in continuation of a long tradition. The new model not only offers the typical qualities of an adventure-tourer – it also offers superb offroad riding capabilities. While large-capacity enduros sometimes reach their limits because of their weight and overall design, the new F 800 GS is completely unstoppable. The overall package combines balanced power and weight, excellent ground clearance, long spring travel, precise wheel guidance and sophisticated ergonomics, giving excellent offroad riding and excellent long-distance performance.

The chassis combines all the ingredients that a real enduro needs: a sturdy steel tube frame that allows a steering lock of 42 degrees, a rigid upside-down fork with 230 mm spring travel, a sturdy aluminum double-strut swing arm with a path-dependent cushioned spring strut and 215 mm spring travel and solid wire-spoke wheels. A 21-inch front wheel in the classic enduro dimensions of 90/90-21 gives running stability in slow offroad riding, while the rear wheel, with dimensions 150/70-17 ensures that the engine power is always transferred securely to the track.

The engine is the parallel twin from the F 800 S modified for the new usage, with its cylinders now only inclined 8.3 degrees forward. The strong, liquid-cooled four-valve two-cylinder is particularly convincing because of its spontaneous response, its impressive torque and its low fuel consumption. Nominally, the engine provides 85 HP at 7 500 min–1 and, at 5 750 min–1 sends a torque of 61 pound-feet to the sliding bearing based crankshaft. Thanks to the regulated three-way catalytic converter and secondary air system, the twin releases its power in a way that is absolutely environmentally friendly. The mass balance is provided by a system that is unique in standard motorcycle design: an additional swivel con-rod balances the first and second level mass forces and ensures that the two-cylinder functions with the minimum of vibrations.

The low dry weight of 178 kg makes a major contribution to the dynamic riding properties. When filled with fuel and ready to ride, the F 800 GS weighs in at just 207 kg. The F 800 GS offers an excellent level of seat comfort for both rider and passenger, along with a high standard of safety features. If required, it can be fitted ex factory with two-channel ABS that can be switched off. In addition, the extensive range of BMW accessories meets the further individual wishes of our demanding customers, as always.

Features

• F 800 GS as mid-class adventure-tourer with excellent offroad properties and long-distance capabilities.
• Liquid-cooled parallel twin with 798 cc capacity, four-valve technology and unique mass balance.
• Rev-proof DOHC valve drive via cam followers.
• Manifold injection with electronic engine management BMS-KP, lambda probe and regulated three-way catalytic converter plus secondary air system.
• Closely stepped six-speed transmission for excellent riding performance.
• Dirt-resistant secondary drive via O-ring chain.
• Torsion-resistant tubular steel frame with unusual gusset plate reinforcement of steering head.
• Easy handling and extremely tight turning circle.
• Stable telescopic fork, USD fork with upright tube diameter 45 mm.
• Double-strut swing arm in die-cast aluminum.
• Spring strut with adjustable spring pre-tension and adjustable rebound damping; WAD function (path-dependent damping as in the R 1200 GS).
• Long spring travel for comfort and offroad suitability.
• Excellent seat comfort for rider and passenger.
• Tank underneath seat, for best center of gravity, with easily accessible fill opening.
• Powerful braking system, with ABS if required.
• Air filter and battery positioned behind steering head for easy maintenance.
• Wide range of accessories for offroad and touring use.
• 85 HP
• Valve timing like F 800 S
• Wide radiator
• Offroad-look fairing
• High windscreen
• USD telescopic fork
• WAD spring strut
• Spoked wheels
• 21-in front wheel
• Double-disc brake, floating, front
• Aluminum handlebar
• 880/850 mm seat height
• Ready-to-ride weight 207 kg.

Road Test

The first indication of a revival in the mid-displacement adventure segment came in 2006 when BMW introduced its new F 800 range. It started with the F 800 S and ST, but BMW have been fairly open about the fact that there would be an F 800 GS. A lighter more agile GS was a mouth watering prospect, and here it is! I had the privilege of being in the first group of journalists testing the new GS in various terrains in South Africa. Last night upon my arrival in South Africa, lively Zulu music was accompanied by the smell of grilled lobster, but it was interrupted by some torrential rain. We all feared that what promised to be the most exciting experience on the GS, the offroad part, could be jeopardized. All the F 800 GS test bikes were fitted with the standard Bridgestone Battle Wings. They were not designed for deep mud or wet grass!

Luckily, the next day was cloudy but dry. I chose to do the more challenging “black route” for a proper enduro experience on the F 800 GS. Slightly daunting it was as I soon realized the route was particularly challenging on a Trail Wing shod F 800 GS. I never regretted it, as that part of the ride is what sticks to my memory more strongly than the road riding. The route was fantastic — with miles and miles of unpaved roads leading onto a steep mountain trail filled with challenging terrain.

But to get there we had to do about 60 miles on country roads. The seat height is quite tall at 880mm. A lowering kit (850mm) is available at no extra cost when ordering. At 6 foot nothing I had both my feet firmly placed on the ground. The seat is narrow at the front and along with a very streamlined chassis there’s no problem reaching the ground despite the tall seat height. If you are much shorter than 6 foot though the 850mm seat option might be a good idea. The foot pegs are low enough for comfort and placed correctly for stand up enduro riding. They are rubber mounted, but the rubber can be removed for safe grip riding offroad on a rainy day.

Gear lever and foot brake were ergonomically correct for my offroad boots. The wide aluminum handlebar is made to absorb vibrations, however some low frequency vibrations do come through. The handlebar provides excellent control and the turning radius is both quick and good for slow speed manoeuvres and tight offroad corners. Without having tested it, the pillion seat looks even more comfortable than the rider’s seat, and the foot pegs seem to provide enough leg room for comfortable touring.

The developement targets for the 2011 Yamaha R6 are to be the most exciting bike to ride on the track and the most fun sport bike to ride on winding roads. The engineers tweaked the mid range performance last year but don’t worry, the high rpm rush that has made the Yamaha R6 famous is ready when you are. Confidence, agility, performance and most importantly fun. The 2011 Yamaha R6 is designed to do one thing extremely well: get around a race track in minimal time. It’s about a screaming, 15,000 rpm plus fuel injected four cylinder engine in a taut chassis that lets it snap from upright to full lean instantly.

ENGINE

Ultra-compact, lightweight, short stroke, 599cc, DOHC, 16-valve, liquid-cooled, in-line four-cylinder with lightweight titanium valves produces incredible horsepower. Redline is set at an amazing 16,000rpm. 67mm bore and 42.5mm stroke provide a fast revving powerplant. Engine width is minimized thanks to Yamaha’s special casting technologies and “liner less” cylinder design.

Compact “pent roof” cylinder head design features ultra lightweight titanium valves for both intake and exhaust. The intake valve angle is 11.5 degrees and the exhaust is 12.25 degress. The intake valves are 27mm in diameter while the exhaust valves are 23mm. Single intake valve springs reduce weight and “friction” for optimum high rpm performance. The valve retainers are made of lightweight aluminum.

Separate cylinder block (the cylinder is no longer part of the upper crankcase) design utilizes ceramic composite plated “liner less” cylinder bores. The ceramic coating is sprayed directly on the aluminum block. The benefits are greater heat dissipation for consistent power delivery, reduced frictional power loss, reduced oil consumption and since there are no heavy liners, reduced weight too.

Lightweight forged pistons feature thin top rings for great high rpm power. The pistons are secured by lightweight tapered type piston pins. The lightweight design means fast engine response. Lightweight crankshaft features 31mm bearing journals. The inertial crank mass has been optimized for excellent throttle response and impressive acceleration. The crank journal bearings feature special oil holes that increase the supply of oil.

Mikuni fuel injection system with 41mm throttle bodies features twin injectors (primary & secondary). This type of twin injector system is also found on our MotoGP M1 machine and the latest generation R1. Each of the injectors utilizes 12 spray holes to maximize the atomization process. The secondary injectors, located inside the airbox, begin to function at mid rpms (6,000 to 7,000rpm) thru to redline. This system is lighter and simpler than the sub motor driven secondary valve type FI system. Special short intake tracts allow for higher rpms and improved power.

Yamaha Chip Control Throttle (YCC-T) is another 1st for Yamaha. This system electronically controls the throttle valves for outstanding response and improved controllability at high rpms. The system features Throttle Position Sensor (TPS) and D.C. motor driven throttle valves. The YCC-T system electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for a smoother torque character. The YCC-T features 3 – ECU’s inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second.

YCC-I or Yamaha’s Chip Controlled Intake system means the intake funnels / stacks vary in length between 2 pre-set positions depending on engine rpms. The transition rpm is approximately 13,700 rpms. An electronic servo motor varies the funnels. The revolutionary YCC-I provides the best of both worlds …solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position. Yamaha’s exclusive YCC-I electric-control servo motor-driven variable intake funnel system is a world’s 1st on a production motorcycle and works in conjunction with Yamaha’s fly-by-wire technology and FI systems.

Ram Air Induction System with centrally located intake duct delivers cool, high-pressure air “force-fed” into the intake tract for optimal combustion and greater horsepower at higher speeds. This design provides straight induction from the central fairing duct to the airbox without a lot of bends or turns. Close ratio 6-speed transmission delivers seamless power delivery and maximum acceleration. Gear widths, splines and engagement dogs have been optimized to handle the R6′s power. The shift drum and shifting mechanism are located on the right side of the cases for smooth shifting feel under power. The gears use flat contact-type engagement dogs for positive shifting and great durability.

The “Tri-Axis” or stacked transmission design creates a more compact engine front to back that allows for optimum engine placement in the “sweet spot” of the frame for optimized weight distribution and incredible handling. Slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts or under hard braking. Key benefit is reduced lap times and smoother control when participating in either a race or track day. This clutch uses 9 paper based friction plates and 8 steel plates, plus 6 coil-type clutch springs.

CHASSIS/SUSPENSION

Compact, lightweight aluminum Deltabox frame offers an optimized total rigidity balance for incredibly light and agile handling. This frame is a MotoGP inspired innovation that Yamaha calls a “straight frame concept”. This means the top spars of the frame lie as close to possible to the frame’s torsional axis (the line connecting the head pipe to the swingarm pivot point). The ram air duct passes through the frame at the head pipe for a straight ram air effect too. A mix of revised mold castings and pressed aluminum plates make up the frame. The engine is a fully stressed chassis member allowing for a super-light frame design. Lightweight, detachable magnesium rear subframe. The detachable design allows rear shock access and is less costly if the unit is “looped out”.

Lightweight, aluminum “gull wing” type swingarm uses a mix of castings and pressed plates for optimum rigidity. The swingarm pivot position has been optimized to reduce the “squat” tendencies caused by drive chain reaction to hard throttle openings. Key chassis geometry figures include: 1380mm wheelbase, 24 degree caster angle, 97mm of trail and a 52.5% front and 47.5% rear weight balance. The maximum lean angle is a knee scraping 57 degrees.

Fully adjustable 41mm inverted front fork provides 120mm (4.7″) of wheel travel and offers incredible suspension performance with ultra-precise feedback. Adjustments include: 5-way spring preload, 4-way high speed compression damping, 20-way low speed compression damping and 25-way rebound damping. The inverted design not only reduces unsprung weight but also increases the rigidity of the fork. The range of adjustments allows the rider to tune suspension to match riding style and conditions. Upper triple clamp features a 30mm offset for precise handing and great steering feel. The lightweight aluminum clip-ons are mounted below the triple clamp.

Fully adjustable Monocross link rear suspension utilizes a piggyback-style shock providing 120mm (4.7″) of wheel travel. Shock adjustments include: 9-steps of spring preload adjustability, 4-way high speed compression damping, 20-way low speed compression damping and 18-way rebound damping adjustability. The piggy back design helps to keep the shock oil cool for more consistent damping. Radial mount, monoblock, 4-piston calipers squeeze large 310mm dual front discs. The radial mounting design helps to reduce caliper distortion for improved braking performance with excellent control and good lever feedback. The disc carriers are made from aluminium for reduced weight while the sinter metal pads provide incredible stopping power.

Ultra-sleek “new edge form” bodywork features a sharp front profile with centrally located Ram Air duct, engine-revealing side cowlings and ultra-sleek tail section. There are special side fairing intake ducts to allow cool air to circulate around the engine, fuel tank and frame areas. “Minimalism” and “mass forward” movement are two words that best describe this design body. 17.5-litre fuel tank provides excellent rider ergonomics and an aggressive riding position. The reserve portion of the tank is 3.5 liters. The tank features a front tank cover like the R1 and an internal electric fuel pump. Compact race inspired multi-function digital and analog instrumentation with adjustable back lighting. Features: analog tach, digital speedometer, dual tripmeters, low fuel warning light, fuel tripmeter, and clock. There is also a programmable shift light and stop watch/lap timer that is controlled by the LHS handlebar mounted switch gear.

It took four tries but I finally got a clear run down our six-kilometre test straight with no wind, no birds (you have no idea how much damage a guinea-fowl can do at 250km/h) and no distractions – and the Suzuki GSX-R600 K7 rewarded me with a one-way best of 271km/h, making it officially the fastest 600.  It was also only one km/h slower than the 272km/h I got on the bike’s GSX-R750 sibling. It was rock steady at that speed; in fact it’s extraordinarily stable at any speed, given its 161kg weight (or lack thereof) and cobby 1400mm wheelbase

That’s partly due to a conventional but perfectly weighted steering damper and partly thanks to a low, 810mm seat heat – but mostly it’s because the designers of Suzuki’s latest midweight screamer concentrated on getting all the major masses, including the rider and the exhaust system, concentrated as close as possible to the bike’s centre of effort.

Hence the low seat heat and the big collector box under the transmission that’s also the silencer; the little triangular tailpipe under the rider’s right foot is mostly for show. Restacking the gearbox shafts has made the engine more compact and allowed Suzuki to lengthen the swing-arm by 37mm without increasing the wheelbase or overall length.

The chassis has been set up for slower, slightly lazier handling than some of its competitors (which grown-up riders will find reassuring) and the factory suspension settings are biased towards street comfort rather than race-track precision – which doesn’t help much as the seat is a genuine 1980′s plastic plank reminiscent of Yamaha at its worst.

Suzuki quotes 92kW at 13 500rpm and 67.6Nm at 11 500rpm; unsurprisingly, it’s distinctly lazy below 8000rpm, with an occasional stumble in the fuel-injection mapping just below that figure.The flat, angry howl from the air box starts at about 5000rpm, however, and the bigger the handful you give it the more hard-edged it sounds; it sounds like a MotoGP bike at full chat and it makes you want to rev the bike harder just to hear it.

Above 10 000rpm things get really manic; the bike accelerates like a scrambler on steroids, you feel a strong secondary tingling through the handlebars and footpegs and the howl of the engine is perfectly in tune with the rush of adrenalin throughout your body. Suddenly you’re overtaking three cars at a time between corners on your favourite twisties instead of the usual one – just because you can!

The power tails off sharply after 14 000rpm, however, so there’s not much sense in chasing the rev-limiter, which comes in at 16 500rpm; rather short-shift (if you can call it that!) at 13 500 and use the engine’s torque curve to make things happen.

The downside of five-figure rev-counters, of course, is thirst; the Gixer is typical in this regard, recording a fairly extravagant 6.9 litres/100km over a week of commuting and a couple of long, fast rides. That’s when I found out just how good the brakes are; the 310mm floating discs and Tokico radial mount, four-piston callipers are controlled by a Nissin radial master cylinder and the combination is a masterpiece.

It combines enormous power with ultra-sensitive control and highlights why similar set-ups are regarded as essential on GP race bikes. Most disc brake systems just help you slow the wheels down – the very best allow you to vary the rate of deceleration by varying lever pressure. On the GSX-R600 you can use the brakes to tighten or widen your line in the middle of a corner; the feedback is that accurate, the control that precise.

The seating position is a little cramped for riders taller than 1.8m, in an attempt to centralise the rider’s mass as well as that of the machine, while the little sports screen is upright enough to enable the rider to see the instruments properly even when sitting up in traffic – which is sufficiently unusual to be noteworthy.The instruments themselves consist of an analogue rev-counter with an inset gear position indicator and a multifunction LCD screen for speed distance, range, temperature and all sorts of other trivia.

The GSX-R600, like its predecessor, is an honest-to-goodness hooligan tool, but an extraordinarily well-mannered one; Suzuki has combined screaming performance and hair-trigger handling with unusual stability for this type of machine – and that alone makes it worth a second look.

BMW’s S1000RR is the German company’s first venture into modern superbike territory and what a serious effort it is. Although it shares similar technology to the competition (GSX-R1000, Fireblade, ZX-10R etc) of dohc, 16-valves, stacked gearbox and so on, the engine delivers a mighty class leading claimed 190bhp at the back wheel.

Add a good gearbox, impressive fuel injection and electronics, it all adds up to make the BMW shine brightest. As for handling; the S1000R was launched at Portugal’s Portimao circuit and couldn’t be faulted around one of the most tortuous tracks going.

Price: £11,950.

Engine

Top marks are not just for the high bhp output alone, but also for the clever electronics. One part of which is the performance mode selection switch where four choices are manually selectable. ‘Rain’ mode caps power to 150bhp and reduces the torque output, it also smoothes the throttle response. ‘Sport’ is for dry road use; ‘Race’ mode is used in conjunction with treaded race tyres at a track day; and ‘Slick’ mode is for use with slick racing tyres.

These final three modes all deliver the full 190bhp and torque output, but throttle response becomes more and more direct. As you’d expect with a claimed 190bhp at the crankshaft, the S1000RR is a serious powerhouse. But with rider aids like power mode selection and the optional ABS and DTC traction control, it is also a very safe bike to ride fast.

Ride and Handling

Sachs suspension doesn’t yet have the kudos of Ohlins, WP and Showa, but the massive 46mm front units and single rear shock are excellent. BMW have also made suspension adjustment very easy by numbering the suspension adjustment range and colour coding it, and all it takes is the owner’s handbook to cross reference a suspension set up to suit the rider and conditions.

You can also use the key as a screwdriver to make adjustments to the damping adjusters. On track the bike turns, stops and gives the rider so much confidence they will push harder and harder – and the BMW will take it in its stride.

Quality and Reliability

BMW has recently admitted quality control on its bikes hasn’t exactly been top notch over the past five years. With this in mind BMW, have gone overboard with mileage testing – 300 pre-production S1000RR have been used for testing, which includes track testing on circuits worldwide.

Every new component has been tested for every possible scenario, from wet weather to vibration destruction. The one problem to come from the S1000RR’s launch was some front brake discs warped. The problem was traced to the discs not being the correct thickness.

Equipment

Easy to adjust suspension, Brembo radial front brake calipers, Bosch electronics all come together in a sorted package.

The dash system doubles up as a lap timer. Optional extras make the S1000RR complete, like the Racing ABS and DTC traction control and BMW’s own quick shifter system.

You can buy the ABS system for £785 and the quick shift unit separately, but DTC has to used in conjunction with Race ABS for it to work (£1199 for the two).

Value

The standard S1000RR has a 2009 list price of £10,950, which neatly places the BMW midway of the Japanese competition eg Yamaha’s R1 has an official price of £11,120, and the GSX-R1000 £9921. The S1000RR Sport version comes with quickshifter, DTC traction control and race ABS as standard for £12,235.