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Archive for the ‘2009’ Category

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.

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.

The 2010 BMW G450X is not a completely new model compared to that debuted in 2009 the engine and chassis are basically those of last season, in which BMW has achieved an outstanding second place in the WEC (World Enduro). The single cylinder 449 cc engine, 4 valves, capable of delivering 50 HP is developing a novel mapping of the ECU unit, designed to reduce fuel consumption and lower the “presence” of the engine braking during their release.

A new exhaust system, not approved for road use, including a collector “reflecting and absorbing” capable of indenting the G450X in the parameters of noise imposed by the FIM also against a silencer smaller and lighter than 1 kg. Thanks to this and other measures of detail, the G450X 2010 it may present to the starting gate before the threshold of 110 kg curb: a value which should allow itself to be sufficiently “fast” in the Strait, even considering the fact that the tilt of the steering plate to the center of the range was reduced by 2.5 mm.

The novelties also recalibrated Marzocchi fork and Öhlins shock absorber, but also a more ergonomic saddle, by using a different foam and a higher profile in the central area. BMW Motorrad has set yet another milestone in the company’s 80-year offroad tradition. It is the first uncompromising, pure-blooded sports enduro to be produced in the popular 450cc class and to have been developed especially for enduro use, fit for taking part in the most demanding contests in the world.

Meanwhile BMW Motorrad can look back proudly at the numerous sporting successes it has achieved with the G 450 X. Preliminary highlight was the second place in the WEC, short hand for world enduro championship, for Juha Salminen in class E2 enabled by top-professional factory entries over the course of an entire season. As well as chalking up several sporting successes in the German Cross Country Championships, the Erzberg Rodeo, and most recently, the Red Bull Romaniacs.

At this event in Rumania, Andreas Lettenbichler won through decisively with his G 450 X against an entire legion of worldwide motorcycling elite at a legendary City Prolog event. Four racing days in the Carpathians, with extremely steep uphill and downhill slopes, fast rally-style sections, and difficult and selective single trails through dark forests. To cap it all was a veritable daredevil ride on the roof of a five-storey building in the centre of the city of Sibiu.

And now, numerous technical optimisations have been planned for the BMW G 450 X in the model year 2010. For instance, a new dataset has been developed for the ECU (engine control unit) of the bike’s digital engine management system. This results not only in an improvement in fuel consumption (4.3 l/100km versus 4.5 l/100km @ 90km/h) but also a reduction in engine break torque, improved start characteristics and more sensitive responses, particularly with load changes.

In addition to the usual standard features, an optional extra is available in the form of a slip-on racing silencer (without ABE and not homologated for on-road use), which serves to further enhance the technical concept of the G 450 X as a pure-blooded, uncompromising sports enduro. Its main benefit compared to the standard silencer is that it is around one kilogram lighter. The stainless steel manifold, designed as a combined reflective and absorptive silencer, fulfils FIM regulations, is easy to assemble, and reduces the G 450 X’s dry weight in competition conditions to no more than 110 kilograms.

The chassis has also been slightly tweaked. The offset of the front axle to the middle of the fork rod has been reduced by 2.5 millimetres, resulting in more neutral handling with optimum directional stability. The new upside-down forks with updated internal settings that have a stronger damping progression for improved tracking and control in rough terrain. The linkage free rear shock has also received updated settings.

A new seat design; now filled with soft foam and also displays an enlarged radius in the upper thigh area, provides the rider additional comfort and control over the bike. Furthermore, the new of the upside-down fork has been recalibrated with a stronger damping progression, resulting in more sensitive response characteristics and improvements in overcoming bumps, even in very tough off-road terrain.

The calibration of the rear strut has also been modified, with the result that its damping characteristic now also displays a more progressive line, favouring more sensitive response characteristics. Ergonomics have been improved with a new seat design; it is now filled with soft foam and also displays an enlarged radius in the upper thigh area. The new design features increased comfort and affords the rider increased control over his machine.
The design of the new G 450 X is oriented towards the successful factory racing models of the BMW Motorrad Motorsport team, with matching, gold-anodised fork inner tubes.

After an extremely successful debut year in the Australian dirt bike market, including a National Championship title in the AORC Expert Class, the BMW G 450 X is set to continue converting enduro riders to the BMW brand. Hot on the heels of its international and nation competition success, the 2010 G 450 X will not only receive a new look but will also be fine-tuned to offer the trail rider and enduro racer an improved overall package.

Amongst the modifications the 2010 BMW G 450 X will receive updated ECU mapping for improved fuel consumption (4.3 l/100km versus 4.5 l/100km @ 90km/h) and a reduction in engine brake torque. The chassis has also been slightly tweaked. The offset of the front axle to the middle of the fork rod has been reduced by 2.5 millimetres, resulting in more neutral handling with optimum directional stability. The new upside-down forks with updated internal settings that have a stronger damping progression for improved tracking and control in rough terrain. The linkage free rear shock has also received updated settings.

A new seat design; now filled with soft foam and also displays an enlarged radius in the upper thigh area, provides the rider additional comfort and control over the bike. In its appearance, the 2010 BMW G 450 X further characterises the successful factory racing models of the BMW Motorrad Motorsport team, with matching, gold-anodised forks.

The all-new Gladius not only impresses through the way it looks, but with the help of a low seat and a fuel-injected, twin plug head engine which is tuned for low-to-mid range torque, also. Production costs were kept as low as possible and that implies a little bit of sacrifice on the weight chapter. For example, the trellis frame is made out of steel instead of aluminum. Still, the name Suzuki says everything about the bike’s performance and reliability even though, at a first glance, you have many chances to confuse it with an Italian naked.

Testimony of the fact that the Gladius is one bulletproof piece of engineering sits the SV650 genes. Being brand new, this Suzi doesn’t have anything to brag about, but its features and if you relate to those, you will find many years of development and refining behind. Initially, the Japanese manufacturer would have launched the SV650 with the same purpose for which it introduces the Gladius today, but we have a hunch that there will be no need for a third model as experience now said its word.

An automatic Idle Speed Control (ISC) system is integrated into each throttle body, and produces stable idle while improving cold starting and reducing emissions immediately after start up. Each 39mm throttle body carries a 10-hole fuel injector. The extra-fine atomization injectors produce an average spray particle diameter that is smaller for improved combustion efficiency.

Suzuki Composite Electrochemical Material (SCEM) liner reduces friction and improves heat transfer, durability and ring seal. SFV650 is powered by a sporty fuel injected, DOHC 90 degree V-twin engine based on the proven SV650 powerplant famous for its long term reliability, broad power and quiet rumble.

New single valve springs reduce inertia weight and mechanical losses while maintaining accurate valve control. Dual spark plugs cylinder heads feature iridium spark plugs reduce spark plug electrode degradation and allow the electrode to be finer producing a more intense, hotter spark and further enhancing combustion.

Conventional pressed in iron liners are replaced with Suzuki’s own race proven nickel-phosphorus-silicon-carbide coating (SCEM), which reduces friction and improves heat transfer, durability and ring seal. Increased low-to-mid range torque output as well as a broad and smooth power delivery are produced through changes in Cam profiles, valve lift, a 10% increase in crankshaft inertia, newly staggered intake and exhaust tract lengths and an increase in exhaust system volume. All this without affecting top end power.

Clutch release mechanism is changed from ball-screw type to cam type system and the transmission gear engagement dogs are strengthened to help improve shifting of the six speed transmission.To reduce mechanical noise, a scissor type primary gear is split length wise with the two halves spring loaded, and the clutch and countershaft sprocket covers are now double layered for additional sound reduction.

SDTV fuel injection system uses two butterfly valves with the primary valve controlled by the rider and the secondary throttle valve controlled by the engine management system to maintain proper intake air velocity needed for maximum combustion efficiency and improved throttle response. The newly patented Suzuki Idle-speed Automatic Control (SIAC) system is integrated into each throttle body, using internal passageways to eliminate external hoses and control valves. A notch machined into the secondary butterfly valve shaft precisely matches the volume of air flowing through the idle circuit with actual throttle position, producing stable idle while improving cold starting and reducing emissions immediately after start up.

Compact trellis steel frame featuring 25 degree of rake and 104 mm of trail for stable and sporty handling with a beautiful look. Front fender and radiator covers are color matched with the fuel tank covers and side covers, and contrast with the color of the fuel tank and frame color for a beautiful overall look.

Chassis and bodywork are designed to be as slim as possible where the fuel tank meets the seat, the outside forward edges of the seat are rounded and features a low 796mm seat height. All to make the new SFV650 easier for entry level riders to comfortably put both feet on the ground when stopping and for maximum rider confidence.

The carefully shaped seat has ample padding and the rear edges are bolstered to support the rider’s hips well. Tubular handlebar shape and footpeg positions are designed to work with the seat position to add to rider comfort. Single rear shock is connected to the rectangular-section steel swingarm through a progressive linkage which allows the suspension to react smoothly to bumps and improve overall ride comfort.

Rear shock spring is preload adjustable over a seven step range and rear wheel travel is 130 mm. Front forks feature 41mm stanchions with spring preload adjustability over a 15mm range and front wheel travel is 125 mm. Organically shaped multi reflector headlight incorporates high and low beams as well as a position light and flanked by chrome lens turn indicators.

Compact combination tail and brake light is packaged neatly underneath the rear seat framed by stylish seat rails and also flanked by clear lens turn indicators Instrument cluster is positioned above the headlight and provides an analog tachometer, LCD digital speedometer, LCD dual trip-meters and odometer. An LCD digital clock, and LCD digital gear position indicator are also featured. Indicator lights include a two way remaining fuel warning lamp, backed up by an LCD digital reserve trip meter.

Honda’s popular lineup of Performance Naked motorcycles have consistently set the stage for exciting riding fun coupled with slim, lightweight proportions and cool, attractive looks that set hearts on fire. Introduced in 2002, Honda’s Hornet 900 commanded a leading role in the litre class of the Performance Naked segment, featuring distinctive Hornet styling, lithe, responsive handling and the powerful midrange acceleration of its retuned CBR900RR Fireblade engine. The times, however, have caught up with the Hornet 900, as have tightening exhaust emissions regulations, and the time was right to start with a clean slate and chart a new future for Honda’s Performance Naked flagship.

Gauging recent trends in the litre-class European street bike scene, Honda’s development team set out to create a bold new statement in Performance Naked design, incorporating many of the latest innovations developed for its cutting edge line-up of high-performance Supers Sports corner-carvers.

Setting their sights on crafting a startling new look of Naked aggression that delivers up hard-charging performance and swift handling highlighted by compact proportions and light weight, the team put together a whole new concept in cool streetbike style that sets pulses racing. Prowling the avenues or even standing still, the exciting new CB1000R will surely write a whole new chapter in Performance Naked motorcycle design for yars to come.

In conceptualising their new Performance Naked street scorcher, the CB1000R’s development team set out to convey the powerful impression of performance in a bike that looks fast even standing still. Looking to create a bike that can be just as fun and thrilling to ride casually prowling around the streets of the city as tearing up the twisties outside of town, the team adapted recently developed and proven engine and chassis components that could together provide the desired range of top performance in a compact configuration that more people could fully enjoy.

Price: £7995.

As sketches were drawn and ideas developed, the team gradually began to focus on a guiding theme that could express the image of a downtown party bike. One that could drop in and meet the friends at the local hangout, attract admiring looks and comments with its distinctive design and superb quality of parts and execution, and then take off in a roar of wheel-lofting power and performance to back up its impressive looks: a “Bar Star and Twist King.”

With this fun-loving image firmly in mind, the CB1000R’s development team set about making a compact, great-handling midsized runabout that packs an eye-opening punch of exhilarating litre-class acceleration with each and every twist of its throttle. One that offers smooth, easy control even in dense traffic, yet is always ready to back up its wildcat looks with quick dashes of pleasure-producing power and nimble handling along winding roads that anyone would want to enjoy again and again.

Performance

• Compact, lightweight 998cm³ liquid-cooled fuelinjected inline-4 engine based on 2007 CBR1000RR Fireblade, but retuned for stronger low-to-midrange performance.
• Light-action hydraulic clutch can be engaged at less than 2,000rpm without fear of engine stalling.
• Advanced gravity die-cast aluminium Mono- Backbone frame.
• Swift-handling, fully adjustable 43mm inverted front fork.
• Lightweight and rigid single-sided cast aluminium Pro- Arm swingarm supported by adjustable Monoshock rear suspension.
• Wide, high-performance Super Sports-class radial tyres.
• Lightweight 310mm floating front disc brakes with radial-mount 4-piston callipers. 256mm dual-piston calliper rear disc brake.
• Combined-ABS version features 3-piston front brake callipers and advanced antilock brake system for confident control in all braking situations.

For those who relish the attention that comes with riding a true performer, and the performance to back it up, the totally new CB1000R features stunning styling, breathtaking engine performance and comfortably quick handling in a compact litre-class road burner that anyone can enjoy.

We think the Honda CB1000R is quite all right. Not as completely mind-blowing as the CB1100R concept, but still, all right. It looks funky and modern, and since it’s fitted with the 2007-spec Fireblade engine, the CB1000R can’t be lacking in the go! department. Motociclismo recently tested the bike, and here are some excerpts from what they have to say about it:

The CB1000R looks strikingly good – so much so that people often walk up to you to praise the bike’s styling. If you see it, this is one bike you can’t ignore. The detail touches – the LEDs at the front and at the back, the stubby exhaust, the four-spoke rear wheel bolted to the single-side swingarm – are what make the bike really come alive.

The CB1000R’s LCD instrument panel gives you all the information you need, in digital format. It works well, and the blue light it emits is very futuristic, if a bit comic book like. But perhaps more important is that this naked sportsbike is very comfortable, with a broad seat and a handlebar that feels just right.

The CB1000R is fitted with the engine from the 2007 CBR1000RR, and it combines power with absolute smoothness. The power curve is exemplary – at anything over 1,500rpm the engine responds beautifully. The fuel injection is spot-on, and there are no dips anywhere in the power delivery right up to 10,000rpm.

The Fireblade engine has been retuned to produce 115bhp at 9,900rpm and 92Nm of torque at 7,400rpm. The CB will accelerate from zero to 100km/h in 3.6 seconds, hit a top speed of 228km/h, and from a standing start, cover one kilometer in 22 seconds. The clutch is light, the gearbox is very slick and there is no vibration on this bike. The exhaust also sounds good, without being too loud. Brakes and suspension work well, with the 43mm USD fork and 310mm front discs with four-piston radial mount calipers being particularly good.

Weighing in at 204kg dry, the CB1000R isn’t the lightest sportsbike around, but it’s comfortable and once you’ve adjusted the suspension to suit your weight and riding style, the bike can be hustled along pretty quickly wherever you choose to ride it.No, it’s not as quick or as fast as a pure sportsbike, but the CB1000R is still quite spectacular and works very well at all levels. It impresses everyone who sees the bike and those who actually ride it are even more impressed.

Styling

• Coolly sophisticated ‘Bar Star’ image with exciting Performance Naked style.
• ‘ Mass forward’ design concept positions rider forward, as emphasised by short, compact tail cowl.
• Eye-catching high-tech–look parts integrated with sophisticated overall design that grabs attention.
• Angular-looking, semi-underslung stainless steel exhaust system lowers centre of gravity for lighter, more responsive handling and an exhilarating sound.
• New-design triangular multi-reflector headlight integrated into compact bikini cowl with unique LED position light.
• Attractive 17″ wheels featuring impressive swept 4- spoke designs.
• Magnesium cylinder head and ACG covers for reduced engine weight.

With no roadster to fill the void in Yamaha’s range between a learner 125 and something like an 80bhp XJ6, the Japanese firm have decided to bring the YBR250 in to the UK as a limited run. It’s friendly, practical and swift enough to have some fun – plus it’s 33bhp licence-friendly too.

Price: £3,799.

Engine

If you’ve stepped up from a restricted 125, you’ll notice a healthy dose more ‘big bike’ acceleration and enough top-end go to be able to cruise along a ‘real’ motorway speeds on the Yamaha YBR250. The power delivery from the 21bhp, 249cc single-cylinder motor is smooth and easy to get along with.

Ride and Handling

The YBR250 is one of the easiest machines you’ll find to ride anywhere. It has a very natural, spacious riding position and all the controls are light and simple to use, from the clutch to the throttle to the gears. There’s a good view out of the mirrors and over the traffic, the steering is light enough to let the YBR250 nip in and out of town traffic, and the seat is low enough for shorter riders to get both feet down on the floor at junctions.

Quality and Reliability

Styling-wise the Yamaha YBR250 is very ‘belt and braces’ but it has an air of city style about it, and a few nice touches thrown in for good measure too, like the like swoopy tail unit and tank scoops, and the faired-in rear lights. Build quality is on the budget side, but the engine should go on forever.

Equipment

Built down to a price, you won’t find any bells and whistles here, the YBR250 is pretty basic.

Value

The YBR250 doesn’t have the presence or the power of the 33bhp race-replica Kawasaki Ninja 250R, but it comes in at £500 cheaper. Just like other ‘big bike’ Yamahas, the YBR250 comes with a two-year warranty, one year’s RAC cover and the first service for free.

The Mana 850 GT ABS is a clever bike and so much more than just a motorcycle with a big scooter engine. The new fairing and ABS add an extra layer of practicality and safety to a package which seems ordinary on paper, and a bit dull to look at, admittedly, but the Mana 850 GT ABS is absolutely fantastic in real life.

Price: £8,174.

Ride and Handling

The Mana has a proper motorcycle frame, chunky swingarm, new 17-inch Pirelli Angel ST sports touring tyres, upside down forks and radial brakes. This lets the Aprilia glide over bumps, and brake and corner a thousand times better than a scooter. It’s so much fun.

Engine

The Aprilia Mana GT’s 839.3cc V-twin has a CVT (continuously variable transmission), but also three ‘auto’ modes: Touring, Sport and Rain, to suit your mood and conditions. It can also be turned into an electronically controlled, semi-automatic seven-speed sequential gearbox with a flick of a button. It’s a willing lump and perfectly suits the effortless riding the clever transmission allows.

Quality and Reliability

The ManaGT feels plush and well made, almost Honda-like in its build quality.

Equipment

The fuel tank is under the seat, leaving room for a big, easy to access storage compartment, large enough for a lid, where the tank normally is. ABS and a fairing add to the safety and practicality and all the controls are well laid-out and easy to use. There’s a mobile-phone holder and a 12V-power socket too.

Value

Real bike spec and components, coupled with advanced transmission, comfort and safety features push the price into real bike territory – but not beyond. And it’s such a hoot to ride, as well as being practical, we call that good value.

The 2009 Yamaha FJR1300AE has a reputation as one of the world’s great sport touring motorcycles. The “AE” designation puts an interesting spin on an incredible bike. The YCC-S system with its auto clutch and convenient hand operated electric shifting has revolutionized Sport Touring.

The FJR1300AE represents a revolution in sports touring. It has all the strengths of the award-winning FJR1300A with the additional benefit of YCC-S (Yamaha Chip Controlled – Shift), a clutchless gear-shifting system that takes the fatigue out of long days on the road. You can change gear by foot, as normal, or use the thumb shifter, but with no need to operate the clutch. The idea is simple – take away some of the hassles of riding and increase the pleasure.

Price: $14,490.

Engine

1298cc, DOHC, 16-valve, liquid-cooled in-line four engine delivers massive power and torque (145 hp @ 8500 rpm and 99.1 ft-lbs of torque @ 6000 rpm) for an unequaled spread of muscle over a wide RPM range. Red line is a low 9,000 rpm for extended engine life. State-of-the-art engine uses advanced technology found on the legendary R1 such as a slant block design, stacked “Tri-Axis” transmission, fuel injection etc.

Lightweight forged pistons with carburized connecting rods provide superb strength and reduced reciprocating mass for outstanding engine response and durability. Ceramic composite cylinder bores ensure greater heat dissipation, reduced frictional losses and extended cylinder wear life. Specially designed four-valve per cylinder head features compact, side-driven double-overhead camshafts providing outstanding low to mid rpm torque and horsepower for effortless sport touring and effortless passing power.

Advanced electronic fuel injection (EFI) system is ideal for long-distance sport-touring. The 42mm throttle body fuel injection system with 4-hole Nippon injectors delivering crisp, seamless throttle response regardless of weather or altitude. This system also enhances fuel economy, reduces emissions and offers instant, choke-free starting.

EFI system features a Throttle Position Sensor (TPS), which monitors throttle position and, in conjunction with a variety of sensors (air intake temperature/pressure, atmospheric pressure, coolant temperature, crankshaft position and engine rpm), ensures precise injection intervals and ignition timing for optimal engine performance.

Specially designed, low-vibration crankshaft features two gear-driven secondary counterbalancers delivering a smooth ride, which enhances both rider and passenger comfort.Compact engine design uses a stacked “Tri-Axis” transmission (transmission shafts are stacked to minimize powerplant size front to back). The stacked design reduces engine length and centralizes mass, thereby allowing the engineers the ability to place the engine in the “sweet spot” of the frame for optimized front and rear weight distribution which provides excellent handling characteristics.

Yamaha Chip Controlled shifting (YCC-S) is an industry first on a sport touring machine. The most noticeable difference is the lack of a clutch lever on the FJR1300AE. The YCC-S system uses two electronically controlled actuators … one for the clutch and one for shifting. The rider has the option of shifting with via a conveniently located handlebar switch or using the conventional foot shifter. The big difference is there is no clutching involved. Shift changes are smoother than a conventional manual clutch system and the foot shifter effort has been reduced with this system. The benefit is improved rider comfort due to the elimination of clutch hand fatigue especially in stop and go traffic plus reduced foot shifter effort. NOTE: This system is not an automatic shift system … the rider still must shift the bike, but without worrying about the clutch.

Chassis/Suspension

Cast aluminum twin spar, diamond-type frame, features massive twin spars. This frame design is incredibly light and extremely rigid, the perfect combination for sharp, sportbike-like handling.Fully detachable aluminum rear subframe helps reduce weight while permitting easier rear shock access/maintenance. Lightweight, cast aluminum swingarm. The special swingarm design incorporates the shaft drive into its left side to reduce unsprung weight for incredible handling and suspension performance. Fully adjustable 48mm cartridge-style forks offer 135mm (5.4″) of wheel travel. The adjustable design allows the rider to tailor suspension settings to match rider weight, load and road conditions. Fork adjustments include: 5 – way spring preload, 21 – way compression damping and 17 – way rebound damping.

Adjustable link Monocross rear suspension with 125mm (4.8″) of wheel travel features a handy, two-stage (hard/soft) spring preload adjustment lever that allows the rider to easily switch between solo and two-up preload settings. Other rear shock adjustments include: 18 – way rebound damping. Dual 320mm front discs are squeezed by Nissin 4-piston calipers with independent brake pads for each piston. Computer controlled ABS is now standard on the FJR1300AE.

The ABS or Anti Lock Braking System features a linear controlled 3 position, an ECU integrated compact hydraulic unit and active type wheel sensors. The benefit of ABS is excellent control under hard braking or braking on wet or slippery surfaces. The ABS system prevents wheel lock up. Unified braking system with computer controlled ABS. When the front brake is applied, all 4 – LHS front caliper pistons are activated, while only the “upper” two pistons on the RHS front caliper are activated. When applying the rear brake, both rear caliper pistons are activated plus the two lower pistons on the front RHS caliper.

282mm rear disc brake with opposed piston caliper provide outstanding stopping power. The caliper is mounted on the swingarm to reduce torque action for superior suspension and handling performance. The rear brake ABS system is also computer controlled. Lightweight cast-aluminum 3-spoke wheels are fitted with 120/70-ZR17 front and 180/55-ZR17 rear radial tires perfectly suited to both spirited solo riding or long-range trekking. Adjustable handlebars offers three positions of adjustability. From the centre position, the bars can be adjusted 5.5 mm forward or 5.5 mm back towards the rider.

Additional Features

Stylish yet aerodynamic full fairing provides excellent wind and weather protection. Air flow management has been optimized to reduce the amount of heat that flows to the rider. There are vents on the outside of each headlight to allow cool air into the cockpit and fuel tank areas. There is also a fresh air vent below the instrument assembly. Middle cowl features a 2 – position adjustable visor / vent. The adjustment range is 30mm via quick turn fasteners. The rider can adjust these vents (30 mm / 1.2″ range) to allow more or less air toward the rider’s hip and leg area.

Small item storage compartment is located in the upper left side of the fairing. Inside this compartment is a 12 volt 30 watt DC power outlet for added convenience. The lid can be opened when the ignition is turned on. Its 1 liter capacity is perfect for small items such as cell phone, wallet, garage door opener etc. R1-inspired cat-eye dual 60/55-watt multi-reflector halogen headlights can be easily adjusted for two up riding. Left and right sides can be independently adjusted via conveniently located screw type knobs.

Quick-release luggage mounts mean fast removal of the 30 litre colour matched hard saddlebags. The FJR1300AE has been designed to look great with or without the saddlebags installed. It takes mere seconds to install or remove the locking saddlebags or optional top case. Adjustable, two-piece seat features an adjustment range of 20mm (0.8″) for the rider portion of the seat. There are two steps of adjustment via specially designed eccentric rubbers. Different foam densities for the front and rear sections, ensure plush comfort for both rider and passenger.

Ergonomically shaped, large-capacity 25-litre fuel tank offers an excellent riding range, and is constructed of steel allowing for the use of magnetic tank bags. The reserve portion is 5 liters. The under side of the tank improves air management. Easy-to-read instrumentation includes an electronic analog speedometer and tachometer, LCD digital odometer, dual tripmeters, fuel and coolant temperature gauges, plus a clock as well as a range of warning lights. Other functions include outside air temperature, a gear position indicator and fuel consumption read out.

Yamaha is here with another of its great bike to rock the Indian market. The launch of the new Yamaha FZ 16 right after a few months of R15 is a sure Indication that Yamaha is very serious. In this preview, I have written a brief description of all the features of this bike. As soon as I get my hands on one, I will be writing a road test review of this bike.

The launch of this aerodynamic-looking, sporty, yet rusty mobike is going to please one and all bike lovers like you and me! While I say sporty, believe me I also meant that Yamaha FZ 16 is also designed by Bike manufacturing Giant Yamaha Motors keeping in mind the rugged and crater-filled Indian roads. The motorbike is believed to shake the entire two-wheeler segment market of the Indian automobile industry. With its launch Yamaha as a company will in no time get synonymous with the youth of the country and will mark the beginning of a new era. The premium bike maker is all set to roll the dice in its favor posing tough competition to Apache, Pulsars and Hunks.

Yamaha FZ-16 mobike is set to take the generation next by storm with several unique features, while the basic design is adopted from earlier series of FZ, though. With its diamond-shaped frame, this mobike is different with its killer-like looks and originality. It can really snatch away second glance from every person on the road. The craftsmanship and engineering feat of Yamaha is revealed as you take a close look at the minute details of the vehicle, if I have to say it’s crafted to perfection.

If you are the one who would first give vote for style, look and color, well let me tell you that FZ16 is rightly branded as the ‘Lord of the Street.’ The motorcycle reflects power, strength and dynamism from any angle of view. This Lord of Street is available in bold colors of flaming orange, midnight black and lava red. The kerb weight of the vehicle is 126kg, with a length of 1975 mm, height of 1045 mm and a width of 770 mm.

Engine: The engine of Yamaha FZ-16 is a bi-valved 153 CC, air-cooled, Single Overhead Camshaft Engine (SOCE). It gives an envious output of 14 PS and the peak torque it can generate is about 13.6 Nm. The pickup speed of this toy is mindboggling and an electric starter will only be a kicker (I didn’t mean you need to kick start this). Yamaha FZ-16 breathes through a BS26 carburetor and is neither fuel injected nor oil cooled; but working under negative pressure.

Fuel tank: The 12-liter fuel tank is built of stainless steel but has an outside plastic cover to give that molded look and reflect the perfect dynamic and muscular image of the vehicle. The tank has integrated shrouds and an eye-catching exhaust.

Brakes: Who likes those ol’ brakes? Well my vote is for disc brakes and there is a large disc brake on the front side of the vehicle that helps with great braking power and high-end balance to ride it. If you ask me if any downside, I would say that there is no rear-end disc brake in the Yamaha FZ-16.

Suspension: Suspension is the thing that impressed me like hell. The Mono-cross suspension at the rear, inner tubes in the front, hydraulic forks of diameter 41 mm provide excellent shock absorption typical of Yamaha craftsmanship and gives all the riding pleasure during those long drives for the rider and the pillion. Not to mention adding stability to the bike as well.

Tyres: Both, rear and front end tyres are tubeless with rear-end tyre having aspect ratio of 60 per cent. The advantage of tubeless tyres are, on being punctured it is less susceptible on getting flattened (I assume you know it also reduces the kerb weight of the bike as well). Yamaha FZ-16 has the fattest rear-end tyre with specifications as 140/60-R17, while that of the front tyre is 100/60-17. Which means the balance is perfect!

Dashboard: Yamaha FZ-16 sports fully digital speedometer and all other measuring indicators including the odometer, fuel gauge and the tachometer that have a characteristic of Liquid Crystal Display for clearer vision.

Performance: It’s from the Yamaha portfolio, so you can expect a performance par excellence with respect to the start-up speed (the company says 0-60 this bike gives the best time. The running speed of Yamaha FZ-16 overtakes all with its unprecedented torque. What more? it comes priced at Rs. 65000 (ex-showroom). Additionally, the gear ratio provides with awesome agility and optimum performance on the Indian roads. It’s gotten a spacious seat, so you don’t have to worry off your over-sized butts!

The Suzuki GSX-R1000 K9 is the first completely new GSX-R1000 in the big Suzuki’s history, but it feels uncannily similar to the K7/K8 model it replaces. Despite a new short-stoke engine and an all-new chassis, the K9 hasn’t captured the spirit of the grunt-filled, lightweight K5 bike as we’d hoped and still lacks the agility to keep with its rivals on track. Although it lacks the pace of the Yamaha R1, Kawasaki ZX-10R and Honda FireBlade on the circuit, on the road it fares much better, where it’s comfy, predictable and still cosmically fast.

Price: £10,825.

Engine

The Suzuki GSX-R1000 K9 get a shorter-stroke engine for the first time, which Suzuki claims makes the same power and torque as the old model. Strangely our dyno results show it’s actually 7bhp down on the old bike, making 161bhp at the back wheel. The idea of the shorter stroke engine is to allow race teams to tune them and raise revs safely, compared to the old long-stroke motor. The power delivery has been softened off in the mid-range compared to the old bike, which gives you the confidence to open the throttle sooner and harder. There’s still lots of grunt to play with, despite the shorter stroke motor. The engine is physically 59mm shorter than before to allow for a longer swingarm, which aids rear tyre grip.

Ride and Handling

For the road the Suzuki GSX-R1000 K9 is comfortable and very stable, even accelerating hard on bumpy roads. Three-way adjustable footpegs makes the Suzuki comfortable for short and tall riders alike and the handling is predictable. Turn up the wick, or ride the GSX-R1000 K9 on track and it becomes difficult to change direction quickly and heavy to turn in to a corner. Despite having new monobloc calipers, the brakes fade under hard use and don’t have the power of the competition. Disappointingly, during MCN’s group test the GSX-R1000 lapped 2.5 seconds slower than the 2009 R1 around Cartagena, on the same tyres.

Quality and Reliability

Suzuki engines are bulletproof, so expect the GSX-R1000 K9’s motor to run on forever and never break down. The overall finish of the Suzuki GSX-R1000 isn’t right up there with the Hondas and Yamahas of the world, but overall it is very well built.

Equipment

Only seen on the 2009 Kawasaki ZX-6R and Suzuki’s factory Suzuka 8-Hour endurance racer until now, the Suzuki GSX-R1000 K9 is fitted with Showa’s Big Piston Forks. They’re lighter than standard forks and have simpler internals, with just one internal piston in each leg to control rebound and compression damping. They have a harsher feel than conventional forks, but work better and give more front tyre feel, the harder you push. The Suzuki GSX-R1000 K9 also comes with a new chassis and ‘banana’ swingarm, wheels, fully-adjustable Showa rear shock, monoboc four-piston calipers, instruments and a cable-operated clutch to replace the old hydraulic item.

Value

GSX-Rs used to sit at the cheaper end of the sportsbike market, but not any more, it’s now more expensive than the 2009 Fireblade and ZX-10R, but you still get lots of performance, handling and fun for your dosh.