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Bajaj Pulsar-200cc

2007-07-15T01:34:00.000-07:00

Bajaj Pulsar-200cc

Bajaj Pulsar 200cc has been Manufactured by Bajaj

Bajaj Auto Ltd unveiled 200 cc Pulsar DTS-i. The company hopes to sell 50,000 units of Pulsar per month from June, which will be available in 150 cc, 180 cc, 200 cc, and 220 cc engine capacities. In January, Bajaj Auto sold 43,000 units of Pulsar. Bajaj Auto will be unveiling its new platform of motorcycles in July-September this year. The company had last week announced exit from the 100 cc motorcycle segment.
The new Pulsar has many firsts to its credit. It comes equipped with an Oil cooler, which helps control engine oil temperatures at sustained high speeds and rpms, thus ensuring more stable engine oil viscosity. The 200cc DTS-I engine generates 18 Ps of raw pulsating power to provide riding excitement to performance hungry bikers. This makes the Pulsar 200 the most sporty and stylish powerhouse on two wheels to pace the Indian roads.
It’s also the first bike in India to feature both front and rear tubeless tires, which besides offering superior stability are safer than conventional tube types and in sync with the offerings abroad for similar applications. The rear tire is the broadest in its category to ensure better road grip and stability.The new digital console is an advanced version of the latest Pulsar family. Apart from the Digital Odometer, Digital Speedo Meter, Digital Fuel Gauge and two Digital Trip Meters, the console on the 200 cc Pulsar DTS-I has indicators for Air filter condition, Engine temperature, Battery voltage and Oil level, all of which contribute to enhancing rider info for trouble-free riding.

Latest Technology in Bajaj Pulsar
DTSi - Digital Twin spark ignition: This technology helps the motorcycle a phenomenal performance augmentation and its being introduced for the first time in Bajaj Pulsar. Twin Sparkplugs for better and faster combustion in Bajaj Pulsar: As per convention there is only one spark plug at one end of the combustion chamber. This somewhat results in slow burning of air fuel mixture. 2 spark plugs at the either end of the combustion chamber helps in better and faster combustion Ignition handled by Digital C.D.I: A digital cdi powered by 8 bit microprocessor chip handles the spark delivery thus gives maximum efficiency to the bike. Constant velocity carburetor in Bajaj Pulsar: The CV carburetor provides high level of performance.

About oil cooler its utility as i read is to keep the performance at same level at ideal temp. Gear shift is good but not totally devoid of false neutrals albeit less than previous ones. About top speed they say it goes to 120km/hr but i feel it is exaggerated, plz comment on this. I believe it will go to max 115km/hr. About mileage they tell it will give 45 km/. The styling is a bit of this & that i expected at least a modified tank with new styling but what we get is an attached tank attachment. Yes if you see value 4 money it is good. With 124 kph showing on the orange-lit LCD speedometer of the new Bajaj Pulsar 220 DTS-Fi I’m on, I really should be doing other things. Like figuring out how to get the motorcycle to slow down for the uphill left turn that is coming up quickly.It really isn’t a concern, as the brakes are the best I’ve used. If my visor were dry and my raincoat was still in my kit bag, I’d probably be seeing closer to 135 kph on the speedo right now. On my umpteenth fast-but-not-pushing-it lap of Bajaj’s Chaka plant test-track, I’m impressed with the motorcycle and what it represents. we haven’t had this classy, this fast, this good a performance motorcycle at all. It takes corners with a delightful, eager poise, is accurate like a surgeon’s scalpel and can brake hard with easy confidence. The throttle is superlight and crisp and I can already see all sorts of careless riders using it to scare themselves silly. More importantly, I can see hordes of serious riders grinning in delight. Bajaj’s design brief for the DTS-Fi was to create a no-compromise machine for the performance motorcycle enthusiast. This, they have achieved.

Bajaj Pulsar 200cc Road Test
The DTS-Fi isn’t intimidating, too heavy or bulky for a 220cc bike. Its front fairing is larger than the older Pulsar, packs better weather protection and mounts a pair of attractive and angular mirrors. The fairing additionally supports a unique brace of vertically stacked headlights, which offer chaste white light. We haven’t yet taken the DTS-Fi out at night, but the twin 55W projector low beam and 70mm parabolic high beam assemblies scream potency — with Pulsar trademark twin pilot lights also offering white illumination.
The switchgear on the Pulsar DTS-Fi is backlit and contact-free. Positive to the touch, they go a step further, offering self-cancelling turn indicators. Instruments on the new Pulsar intelligently vary intensity to offer bright visibility during daytime and a more subdued, less obtrusive effect at night. Speed can be read off an electronic speedometer, which also employs a contact-free digital pick-up. The handsome, large rev counter is analogue and rider-friendly. Meanwhile, the array of warning lamps is astonishing — all those little bulbs have been replaced by LEDs and you get a fuel gauge with reserve warning flasher, twin trip meters, air filter choked, battery low, oil low, fuel low, engine redline flasher and engine overheating/malfunction lights, apart from the usual neutral, indicator and high beam indicators. And you would do well to not lose your new Pulsar’s pilfer-proof keys; these are virtually non-duplicable.

Bajaj Pulsar 200cc Road Test
The DTS-Fi isn’t intimidating, too heavy or bulky for a 220cc bike. Its front fairing is larger than the older Pulsar, packs better weather protection and mounts a pair of attractive and angular mirrors. The fairing additionally supports a unique brace of vertically stacked headlights, which offer chaste white light. We haven’t yet taken the DTS-Fi out at night, but the twin 55W projector low beam and 70mm parabolic high beam assemblies scream potency — with Pulsar trademark twin pilot lights also offering white illumination.
The switchgear on the Pulsar DTS-Fi is backlit and contact-free. Positive to the touch, they go a step further, offering self-cancelling turn indicators. Instruments on the new Pulsar intelligently vary intensity to offer bright visibility during daytime and a more subdued, less obtrusive effect at night. Speed can be read off an electronic speedometer, which also employs a contact-free digital pick-up. The handsome, large rev counter is analogue and rider-friendly. Meanwhile, the array of warning lamps is astonishing — all those little bulbs have been replaced by LEDs and you get a fuel gauge with reserve warning flasher, twin trip meters, air filter choked, battery low, oil low, fuel low, engine redline flasher and engine overheating/malfunction lights, apart from the usual neutral, indicator and high beam indicators. And you would do well to not lose your new Pulsar’s pilfer-proof keys; these are virtually non-duplicable. A counterbalance negates crank vibes, while the bike puts out a vigorous 20bhp power at 8500rpm. And 1.95kgm of torque is obtained at 6500rpm. The new Pulsar preserves its battery by tripping a circuit and pausing its engine-start sequence if the self-starter is engaged continuously for too long. It also automatically cuts the headlamp when the starter engages.
Fuel injection, like in any car today, translates into easy starts at any altitude or temperature. It also means cracking throttle response and an uninterrupted, flowing power delivery right through the rev band. In addition, you also can be assured of critical, behind-the-scenes benefits like good fuel efficiency and lower emissions. A five-speed, one-down-four-up gearbox does duty on the Pulsar DTS-Fi. Yet another significant feature is the exposed and ‘O’ ring sealed drive chain that comes with all links pre-lubricated and separately sealed for corrosion fortification caused by moisture and dirt. Expect this bike’s drive chain to offer minimal maintenance, increased reliability and good life in spite of running exposed to India’s harsh conditions.
We got to ride the DTS-Fi on Bajaj’s Chaka test track, and straight off we can tell you the bike sounds exciting and feels even better. Thumb the starter and its motor cracks in, immediately settling into a quiet and steady idle chatter. Clutch feel is spot on, with each gear clicking home with a positive shift action. Initiated Pulsar riders will immediately identify with this machine’s character-rich DTS-i whir as it fluently stretches stationary into fast-forward mode. The exhaust note, though soft and unobtrusive, also manages to offer a throaty tone.

The DTS-Fi is composed at high speeds, with ample room to snuggle under its large front fairing and peer through its tinted fly screen. Bajaj claims a 135kph top speed and 50kpl as fuel economy — but we will get the complete picture only after a comprehensive road test. Riding position on the Pulsar DTS-Fi is unashamedly sporty, with damped clip-on bars, footrest pegs and stepped seat, all falling neatly into position. This is a bike that doesn’t feel its 150kg — it feels light and even nimble while cornering on its 17-inch wheels. While 37mm, pinched clamp telescopic forks bring up the front, the rear uses adjustable, dual gas-charged shock absorbers and an elliptical swing arm that mounts on slick needle roller bearings. The new Pulsar surely promises sparkling ride and handling, although our brief and wet ride forces us to reserve comment till later.

Engine and Transmission

Pulsar 200cc features India’s first oil cooled engine which delivers a maximum power of 18Ps@8000rpm making it most powerful engine offered by Bajaj. It’s an air cooled single-cylinder with an alloy barrel and head as well as twin valves. Oil cooler placed just below the fuel tank helps in further cooling of engine lubricant and keep the large 198.8cc motor cool. Digital twin spark ignition (DTS-i) and torque expansion chamber — ExhausTEC ensures the pulsar to provide sufficient levels of torque at low engine rpm levels and is optimized to provide torque distribution in the mid and higher range rpm levels. Pulsar 200cc features a five speed gearbox with one down and four up pattern.
For the face lifted Karizma the engine remains the same. Karizma scores over the pulsar when comes to torque, the bigger engine provides a healthy 18.35Nm@6000rpm against the pulsar’s 17.17Nm. The progressive feel, multi-plate wet-type clutch and the smooth five-speed gearbox are again the same as in the previous version. Pulsar 200cc clocks a top speed of 121kph against the 125kph offered by Karizma 223cc. Pulsar 200cc is not quicker as Karizma 223cc and it cruises to 60kph from rest in 4.73 seconds. The pulsar 200cc offers an impressive mileage of 38.3kpl in city and 42.4kpl in highway against the Karizma offers only 30kpl in city and a decent figure of 45kpl in highway. Performance figures are taken from auto car India.

Technical Specifications
Engine - Type4-stroke, DTS-i, Oil cooled

Displacement - 198.8 cc

Max Power - 18 Ps / 13.25 Kw

Max Torque - 1.75 kgm / 17.17 Nm

Suspension - FrontTelescopic forks 135 mm stroke

Rear - Triple rate spring, 5 way adjustable, gas charged NitroX shock absorbers

Brakes - Front260 mm hydraulically operated disc brake

Rear - Mechanically expanding 130 mm drum type

Tyres - Front90/90 x 17” Tubeless tyre, shod on aluminium alloy wheels

Rear - 120/80 x 17” Tubeless tyre, shod on aluminium alloy wheels

Fuel Tank - Full 15 Lts ( 2 liters of usable reserve)

Electricals - System 12V AC + DC

Headlamp - 35/35W clear lens type with 2 pilot lamps

Dimensions - Wheelbase 1345 mm

Weight - 145 Kg

2007 Kawasaki ZX-6R

2007-07-14T05:30:00.000-07:00

2007 Kawasaki ZX-6R

"This is a full-blown race bike," said Kawasaki's Karl Edmondson during the bike's press introduction at Barber Motorsports Park in Alabama.And on the hugely fun and wildly undulating 2.3-mile Barber circuit, the new ZX feels kind of like a race bike. It doesn't take many laps to gain a sense of trust, and it responds unequivocally to a rider's inputs. It feels taut and confident, perhaps more so than any previous Kawasaki.So how'd they do it - make a better bike than the excellent one that came before it - this time?It all started where they all do: the engine. In this case it's new from the cases up, the first total redesign for Kawi's middleweight in 10 years. For starters, it was left in the dryer a really long time, shrinking 40mm in both length and width; that's getting on close to 2 inches for those not good with the metric system. Its narrowness was made possible by snuggling its four cylinders closer together, while it was shortened by placing its crankshaft, primary drive and countershaft gears in a tight triangular arrangement like its classmates.Inside this new architecture reside some reminders of last year's ZX-6RR motor, the 599cc one built for racing. They share the same bore and stroke (67.0mm x 42.5mm), as do the rest of the class challengers. There will be no more cries of "cheater bike!" because Kawasaki will no longer build the 636cc version it's had in the lineup since 2003.

Like before, a set of oval 38mm throttle bodies mix air and fuel, but they are now 8mm shorter which might offer a high-rpm benefit. Like the 6RR, the intake ports are polished for cleaner, faster flow to the 1.5mm larger intake valves (26.5mm) operated by new cam profiles. The forged, short-skirt pistons are lighter, and even the piston pins weigh less, as do the forged- and sintered-aluminum valve spring retainers that reduce weight by half compared to steel pieces. The intake mixture is squeezed at a lofty 13.3:1 compression ratio, which seemed high until I noticed the 13.9:1 ratio of the old 6RR. Exhaust is routed though header pipes that curve sexily before routed into the under-engine pre-muffler/catalyzer; this allows the undertail muffler to be smaller for a tidier tailsection.So, smaller engine, smaller bike, right? Er, no actually. It's taller and wider, though just fractionally, and it's longer by 1.6 inch. And the new bike must've been born shortly after Thanksgiving, as the specs say it weighs 6 lbs more than last year. If true, it would put the ZX's weight at about 402 lbs with its tank empty. That's still lighter than Suzuki's Gixxer 600, but it might be as much as 19 lbs more than the radically slimmed down '07 Honda CBR600RR.You'd never guess any of this when you sit on the ZX, as it's slimmer though the middle and a rider sits closer to the front wheel, giving the bike a more compact feel. Bars are closer to the rider and lower. It's a racier place to do business, with footpegs that are placed closer together thanks to that narrower motor.

Kawasaki's PR literature claims the new 6R "churns out way more midrange torque than its predecessors," but whoever wrote that must not have ridden the burly ZX-636. Perhaps they were referring to the old 6RR that was quite wimpy at lower revs. Still, this new bike doesn't feel especially grunty halfway around the tachometer. It sings up top, though, pulling strongly from 10,000 rpm to its 12,500-rpm peak but with room to spare to its 16,500 redline, again same as the old 6RR.A glance at the spec charts offers what might be seen as a worrying sign to number crunchers. This '07 ZX is rated at 116.4 hp. Not only is that down from the 124-pony claim of the 636cc 6R, it's also virtually identical to last year's 599cc ZX-6RR.

Also aiding the rider is the ZX's clutch and transmission. First off, kudos must go to the excellent slipper clutch - it's as good as any OEM unit I've tried. Bang a quick and sloppy downshift into Turn 1 without caring about details like rpm, and the back-torque-limiting clutch simply allows revs to match wheel speed. In addition, its amount of slip can be fine-tuned by Kawi's optional race kit pieces. Also available are two optional gear sets for the cassette-style transmission that enables trackside internal gearing changes, the only middleweight with this racer-desirable component. Shift action is light on the ZX, though it can get hung up if you're not careful to let the lever drop all the way after an upshift. Gear ratios are closely spaced, which worked well at the racetrack, though it may not be as optimal for the street.But where the new 6R really shines is in the corners. Kawasaki pumps up the fact that the bike's chief development rider, Tomomi Manako, is a former 125cc GP rider, and this has supposedly resulted in a bike that boasts higher corner-entrance and mid-corner speeds. The chassis geometry points to nothing unusual, using the same 25.0-degree rake as last year's 6R and a scant 4mm increase in trail. Its wheelbase is up 0.6 inch over the old 636 and nearly identical to the Double-R version at 55.3 inches.

Courtsey From: http://www.biketestusa.com

2007 Yamaha YZF-R1

2007-07-14T05:23:00.000-07:00

2007 Yamaha YZF-R1

The Yamaha YZF-R1 has been carving its way into motorcycle history since 1998, and in 2007 the scalpel has been sharpened to the point of being dangerous... at least to the competition.In the beginning the R1 set new standards for performance in the literbike class with a combination of a sick motor and track-inspired good looks. It enjoyed a long successful run for the next half decade before raising the visual standards to another level in '04. Although that design was a huge sales success and became a favorite among the custom bike builders, the lower-rpm response from its engine wasn't up to the literbike class standards.The five-valve head has been the heart of the R1 since its inception, so the fact that Yamaha has decided to replace it with a four-valve unit speaks volumes. But don't mourn the loss of those poor little intake valves - this R1 returns to its roots as a good-looking no-nonsense literbike hell bent on causing a ruckus on both the street and track. The new motor is the snarling beast we had anticipated after crunching the numbers for our 2007 Yamaha R1 First Look article.This new R1 is catering to its specific demographic with an emphasis on satisfying the owners who demonstrate serious pride of ownership and like to spend considerable time at the track as well as on the street. Everyone likes a winner, especially the marketing department, and even though the R1 has the '06 AMA Superstock title to its credit, it has come up short in its bid for an elusive Superbike championship. That's where the new bike comes into play, a natural evolution of the R1 that reveals Yamaha's emphasis on improving track prowess and blazing straight-line performance.

Be prepared to hang on when twisting the throttle because the R1 now accelerates with authority, and not just at the upper end of it range. The new four-valve combustion chamber design uses a higher compression ratio (12.7:1 vs. 12.4:1), higher lift cam profiles (7.6mm to 9.2 mm intake and 7.5mm to 8.3mm exhaust) and a faster version of the R6's ride-by-wire throttle system called YCC-T. The new intake valves also help shed some weight by being fabricated out of titanium.But the big news in the intake tract are the variable-height velocity stacks of the YCC-I system. The Yamaha Chip Controlled Intake optimizes performance by utilizing a long 140mm velocity stack that enhances torque at lower revs. Then, once past 10,400 rpm, the trumpets squeeze up next to the throttle bodies to produce a short 65mm length for accentuated top-end pull.Ripping up Laguna's front straight tucked in behind the windscreen and rowing through the gears, which retain the same ratios from last year, is truly great fun. The new engine (but with the same bore and stroke) is significantly stronger in the mid-range, which was a bone of contention we had with the 2004-2006 R1. A lack of snort is no longer the case. It pulls like a good 1000 should clear past 10 grand, pulling even harder through to the 13,750-rpm limiter. Brake markers come at you in unrelenting fashion, and power wheelies are merely a side effect of shifting. We look forward to getting this baby on the dyno.Having that ripper of a motor makes charging from corner to corner a real blast, but at some point you have to slow down. That's where the slipper clutch and new 6-piston brakes come in handy. Thanks to the addition of the slipper clutch, previously found only on the '06 YZF-R1 LE, downshifting is done in carefree fashion, since it keeps the bike much more stable during deceleration. One of the many notable improvements not inside the engine compartment is the all-new braking system. The combination of radial-mount six-piston Sumitomo calipers, 310mm rotors, (reduced in size by 10mm versus '06), is a very competent package. Initial bite from the radial-pump lever is not too abrupt, but the binders are very powerful for standard units and offer up a lot of useful feel at the lever - one of our few gripes with the previous brakes. A single-piston pin-slide caliper and single disc on the back was only used to help keep the front tire on the track under acceleration.

The question everyone is probably asking is whether or not this is the Yamaha that will return the company to the elite status of the original R1. My initial impression is definitely positive, and the 2007 Yamaha YZF-R1 is undoubtedly a legitimate contender. It has all the necessary components to be a winner, but things always seem better in the vacuum of a single-bike press launch. The issues of the past have been addressed, starting with a major change in Yamaha's approach to engine design. Add into the equation that this bike feels lighter and is just as at home dragging pegs across an apex as it is doing second-gear roll-on wheelies, (it would easily pull third gear heading up the hill to the Corkscrew) all while providing a more comfortable riding position and rider-friendly chassis means it will have no excuses this time out.According to the literature that we received at the intro, Yamaha's goal was simple: "Build on the R1's heritage of sexy style while transforming it into the ultimate cornering machine with the best 1000cc engine performance." Since the bike handles fantastic and has the motor to get it to the next turn in a hurry, there's no reason to doubt the R1 has a shot at living up to the hype once it arrives in showrooms this December at a base price of $11,599.There is no doubt this bike is going to be a success in the showrooms. Racetrack victories also are promising. Yamaha has taken lessons learned from some of the best racers in the world and incorporated that into this design. It will continue to be a force in World Superbike with Noriyuki Haga and Troy Corser at the controls, and the arrival of this all-new R1 coincides with Yamaha's return to the premier class in the AMA Superbike series. Eric Bostrom and Jason DiSalvo will fight the good fight in Superbike, while Ben Bostrom attempts to bring Yamaha a second consecutive Superstock championship.This all sets the stage for what is, in our opinion, the most important measuring stick of all - the chance to win MotorcycleUSA's 2007 Superbike Smackdown. The R1 is one of two all-new open-class machines unleashed in 2007 (including the all new Suzuki GSX-R1000), and with the other two contenders having been refined last year, it means the battle should be closer than ever be. The 2007 Yamaha YZF-R1 has arrived and it is screaming for vengeance

Courtsey From: http://www.biketestusa.com

2007 Yamaha R1

2007-07-14T05:16:00.001-07:00

2007 Yamaha R1

Kenny came back from the new YZF-R1's press introduction at the renowned Laguna Seca race circuit raving about improved midrange power and greater feedback from its overhauled chassis.But there were a few things he couldn't examine, such as how its dyno curve compares with the older bike, how much it weighs on our digital scales, and what it's like to ride on the street. We now have those answers.We filled the R1's 4.75-gallon fuel tank and rolled it over the scales to see a number of 454 pounds. Subtracting the weight of the fuel onboard reveals a tank-empty weight of 425 pounds, which is 4 more than the 2004-2006 version, partially due to the bike's new slipper clutch which is heavier than a standard clutch. Compared with the numbers we got during our 2006 Superbike Smackdown, this new R1 slots in as the heaviest. Yamaha's literbike has a generous 51.8% of its weight on the front wheel, a 0.5% increase over last year and the most forward-biased in this class.As for how the new four-valve engine compares with the old five-valve mill, that's mostly a big upside. We're happy to report that midrange power, one of the few aspects lacking in the previous edition, has received a healthy boost.A comparison of power curves exposes the '07 bike's advantage, as it makes more power nearly everywhere. The improvement is especially noticeable in the 6800-10,000 rpm range, where the new bike cranks out a perceptible boost. Impressively, our fresh R1 cranked out a bodacious 156.4 hp peak, quite a step up from the 148.5 from 2006. Torque is similarly affected, with a peak of 74.9 lb-ft at 9600 rpm compared to the 71.4 lb-ft peak of the old bike (at a higher 10,000 rpm).
Sadly, it's not perfect in the engine room, and this becomes evident each time you have to get going after a stop. Power below 4000 rpm is scant, despite what the dyno chart shows. It's as if the airbox swallowed a sock while the bike tries to clear its throat, a frustrating situation when sitting atop a 156-hp missile and having to slip the clutch like a 125 GP bike when leaving a stop light.Aside from this tuning anomaly, the new R1 carries over most of the admirable traits from the old bike plus a few new treats. Although there's not much call for the back-torque-limiting clutch on the street, it's a handy card to have up your sleeve when riding in the upper register of the tach. It's a good unit, no doubt, but it's a bit harsher during engagement than the buttery Cinderella slipper in, say, Kawasaki's ZX series.Style-wise, the '07 R1 doesn't break any new ground over the successful lineage already established. Keen eyes will notice some R6 elements in the side fairings and a more prominent beak. The forward section of the fuel tank - actually the airbox cover - is colored in a flat gray that accents nicely with the gloss finish on the part of the tank a rider's belly snuggles up against. The seat/tank junction feels really good, like a body is supposed to naturally fit in there. Visually, the R1 is punched up with snazzy red pinstripes around its black wheels. Instruments are bathed in an attractive and soothing blue glow that shows off a revised tachometer that features a new font and a chromed internal bezel.
The Yammie's new six-piston caliper brakes are a big improvement in feel over the old four-piston clampers, less lever travel is required before they begin to do their work. While the brake lever is adjustable, the clutch lever on the left clip-on isn't. As previous, it's a long reach for short hands and actuates only near the end of its travel. The rearward views offered by the mirrors are better than most sportbikes.Also new for 2007 is a revised suspension and chassis. While the R1's stiffer springs seem to be an improvement for track work, they may not be an upgrade for pure street riders, as the damping action can be a bit harsh for lightweight riders at times; those of you pushing the 200-lb mark should have no such issue. The new frame and swingarm are difficult to judge, as their ultimate value is difficult to ascertain on the street, but Kenny came back from Laguna raving about the bike's improved manners. On the street, the R1's steering manners proved to be precise if a little sluggish when initiating turns. The OEM Pirelli Diablo Corsas offer plenty of stick for street use and warm up relatively quick.It should be noted that the R1 emanates a lot of heat, even with ambient temps in the mid-60s, and the undertail pipes undoubtedly contribute to the warmth reaching the rider. That exhaust system provides aural enjoyment with a sporty burble during compression braking.So, the question everyone wants to know: How does this thoroughly tweaked YZF rank against the rest of the literbike field?Well, it's a thrilling bike, possessing a much meatier powerband, enhanced handling, pleasing looks that might still be the class of the field, and the addition of a slipper clutch. But in the vacuum of testing just one bike on its own, it's difficult to say how it will stack up against the unchanged Kawasaki ZX-10R and Honda CBR1000RR, never mind the class-leading Suzuki GSX-R1000 that received a ground-up overhaul for 2007. We'll get Superbike Smackdown IV underway just as soon as we can round up all the contenders.The new R1 is already at dealers and will cost you $11,599 for the traditional Yamaha blue version. An extra $100 can get you the charcoal version we tested or a candy red option.
Courtsey From: http://www,biketestusa.com/

2001 Honda CBR 929RR

2007-07-13T13:52:00.000-07:00

2001 Honda CBR 929RR

The Honda CBR 929RR is already something of a legend in motorcycling terms. First introduced back in February 1992 it set a new benchmark in the sports bike market. It took the evolution of the sports motorcycle, started by Kawasaki on the GPZ900R and continued by Suzuki with the GSX-R series and Yamaha with the FZR1000. But this bike went to a whole new dimension. Both those bikes had to some extent redefined sports motorcycling, with more power and less weight. But the 929 leaped ahead of them, it wasn't just evolution, it was revolution.

Released for the 2000 season, the latest incarnation of this revered machine, the 929 Fireblade, is supposed to take the old gun on a few more steps. Enough hoped Honda, to regain the ground that they lost to Yamaha and the superb R1. But did the package of suspension tweaks, frame alterations and fuel injection, which essentially made the 929 an all-new version of the CBR, do enough? There's only one way to find out, ride it.

The 929RR taken in isolation would be a very satisfying sport bike. It has loads of power, more than ever before, and top notch handling. I noticed a little tendency to shake its head when exiting fast corners (on the road where the surface tends to be poorer) and at times this got bad enough to force me to back off the throttle just a little to avoid disaster. You wouldn’t notice this behavior unless you were demanding the 929’s all, but then why buy a sport bike if you don’t intend to explore the limits of its performance? I’d have liked to have tried the bike on different tires, as I’m not a huge fan of the stock Bridgstones, they have plenty of grip, as do most tires nowadays, but they’re not, in my opinion, as stable at the ragged edge as the Michelins or Dunlops of the same class. The brakes on the 929RR are brilliant, and the front forks cope with them well, never bottoming out even when used really hard. Whatever speed you’re braking down from the front end stays planted and continues to soak up road irregularities. This is the reason why bikes don’t have ‘funny’ or alternative front ends nowadays – the technicians have made telescopics work so well there’s no need to replace them anymore. The Honda’s front forks are great for the street, although my recent ride on the new Suzuki GSX-R1000K has shown me that there’s better still available. No doubt Honda noted this and we’ll see similar trick coated tubes on the much-rumored next-generation CBR that might just make an appearance at Milan’s big show in Fall. At the rear there’s an equally good brake and a pretty good shock too – these modern sportbikes really do have plenty enough in the handling and stopping department for the average rider.

One area where Honda have always been ahead is in quality of finish. The Honda’s a very well put together motorcycle and there’s no history of problems with the 929, although the early ones, the CBR900 RR-N did get a bit of a reputation in the UK for flaky finishing. The RR-P version, launched in November 92 (in the UK) seemed to have addressed that problem. The latest RR is well thought out, it’s comfortable for a sport bike, almost verging on being a useful touring motorcycle. The bars are low enough for sports riding at your local racetrack and yet high enough to make road riding a reasonable proposition – even for long distances. I rode the 929RR for 250 miles, which included 15 miles in heavy London traffic, without cursing its ergonomics too much. That’s no mean feat for a bike that can scratch with the best.

Courtsey From: www.biketestusa.com

2001 Yamaha FZ1

2007-07-13T13:44:00.000-07:00

2001 Yamaha FZ1

Most of the motorcycles pitched into the FZ1's category produce even more torque, but this bike makes good power effortlessly all across the rev range, and has brilliant top end. Out on the country roads the bike was in its element. The fairing spared me the worst of the wind blast as I blasted down the straights. The suspension dealt with the bumps and ripples in the road without fuss. The engine is always ready right off the throttle. If you grab a big handful of Mikuni the FZ1 picks up and dashes for the horizon. Hold them open and the engine responds by producing strong horsepower all the way to the obtrusive rev limiter. No surprise that the engine is a peach that revs hard and works like a terrier. It has all the lightweight internals of the R1, all the low-friction materials, and a super-compact design.
The FZ1 wasn't intended to be an out-and-out sportbike, so gone is the R1's full wrap-around race-inspired bodywork. But the designers at Yamaha didn't go full retro with it either. On went a sleek sporty fairing that left acres of engine and exhaust pipes on show. The all-alloy twin-spar frame on the R1 has been replaced by a steel tube affair that's more in keeping with the style of the 'naked' or 'retro' class that the FZ1's aimed at. Yamaha got it right with the chassis; it's light and strong, and although the front forks aren't the cutting edge upside-down units from the R1, they still do a brilliant job. In addition they are complimented by a rear shock that does a great job of ensuring the big bike gets all it's ponies down onto the tarmac. It's not all multi-adjustable race track standard stuff, and it's even a bit harsh at times, but the suspension will do nicely for the average rider. For those that want a little bit more, there's already a big aftermarket supply of FZ1 hop-up stuff. Fast bikes need good brakes, so you'll be pleased to note the twin disc set up at the front and single at the rear, all just as you'd find on the R1. Those three race-derived calipers are all made from solid alloy billet and produce tremendous, and dependable, stopping power, time and time again without a hint of fade. The brakes are just three of the reasons why riding the bike is so much fun. You can trail the front stoppers deep into a turn since there's plenty of feel as you ease off the brakes as the bike heads for the apex.
The FZ1 is compact for a 1000cc bike, and this means it is accessible even to those who stand less than six-foot tall. With the upright riding position, wide saddle, motocross-style bars and lower footrests, the FZ1 is much more comfortable than the R1. The half fairing looks small but it does a great job of deflecting the wind off the rider. The bike's indicated 160 mph top speed would give your neck muscles a very hard time without it.
If you want a bike that does it all then the FZ1 should be somewhere on your shopping list, preferably near the top. It won't suit everyone, but there's few genuine riders who would be untouched by the experience should they opt for a test ride on a FZ1.
Courtsey From: www.biketestusa.com

2007 Ducati 1098S

2007-07-13T07:22:00.001-07:00

2007 Ducati 1098S

Ducati's 1098 is going to be one to watch. It looks trick, has all the ingredients on paper to be a winner, and has huge expectations from almost every bike fan from around the globe. This bike might be able to take the Italian company back to the fame and success it once had in the streetbike market when the ground-breaking 916 was first released in 1994.The 1098's official worldwide launch was held at Kyalami in South Africa back in early December, giving moto-journalists the first opportunity to swing a leg over the Italian work of art. The high altitude of Kyalami zapped the horsepower from the 1099cc Testastretta engine, meaning the test riders on hand couldn't quite get the ultimate feeling for the impressive 160 claimed horsepower that the 1098 releases.

My chance to ride Ducati's 1098 came at an Australian launch held at Eastern Creek Raceway, in Sydney, New South Wales - the venue for the Australian round of the World 500cc Grand Prix Championship back in the mid-1990s.The model on hand at the Aussie launch was the 1098S, the up-spec version of the 1098. It features high performance 43mm Ohlins fully adjustable FG511 fork, Ohlins fully adjustable 46PRC shock absorber, Ohlins steering damper, lightweight forged and machined Marchesini wheels, a carbon fiber front fender, plus Ducati's all new DDA (Ducati Data Analysis) logging system.All these features make the S model a very special machine, and Ducati claims the 1098S is the most powerful and lightest twin-cylinder superbike in history. The engine remains the same as the standard 1098, but the featured add-ons provide you with an unbelievable package on what is already a ground-breaking superbike.

The 1098 S is a further 4 lbs lighter than the standard 1098 as it weighs in at a purported 377 lbs, thanks mainly to the forged alloy Marchesini wheels, which feature a red pinstripe to signify their high-tech S-model status. The lightweight wheels help the bike steer easier and quicker on changes of direction, as the lighter wheels equal a lower inertia.Upon arrival at Eastern Creek, I couldn't take my eyes off the 1098S. The bike looks sharp and small, while also having the racy look - just like the incredible road-going Desmosedici RR MotoGP replica.For the 1098, Ducati has kind of gone back to the future in a way, as they reintroduce a bunch of features that made the ultra-successful Ducati 916 model so popular in the '90s. These features include the return of a single-sided swingarm and twin under-seat exhausts that sit under a high tail section at the rear of the bike, while the front end of the bike is compact with horizontal twin headlights that look stealth.

The simple, clean lines of the fairings are good looking, while also being efficient for aero purposes. They are drowned with Ducati's famous Italian red colors with just a few simple silver logos indicating the bike's brand and model.Now's time to climb aboard and try this beauty out for myself as my excitement grows and the bike deeply growls upon start-up. Straight away I feel more comfortable than I ever have on its 999 predecessor. The 'bars have far less reach, allowing me to position my 5'5" height more comfortably on the bike with less strain.The controls feel excellent, with perfect quality and plenty of adjustment on the front brake lever. The seat is comfortable as it angles you toward the controls while the narrow fuel tank gives plenty of room to help move around on the compact-feeling bike. The position of the 'pegs are also an improvement over the 999, with easy access to the gear-shift and rear brake lever.

The Desmosedici-style digital dash is spectacular. Derived from Ducati's new GP7 800cc MotoGP bike, it flashes upon engine start-up and flashes "SBK 1098" across the screen - a sure reminder that this bike has been developed from Ducati Corse's racing experience. The default readout shows rpm and speed, with the rpm displayed in a unique bar graph - much like racing superbikes. It also has the usual features such as warning lights, fuel level, tripmeters, etc.I complete my first lap and the racing-width (190/55 ZR17) Pirelli Dragon Supercorsa Pro tires - the street version of Pirelli's homologated race tires - heat up quickly and provide almost instant grip on the hot summer day. In fact, the very cool temperature gauge on the dash tells me it's 90 degrees F to be exact! (How's winter going in the USA, guys!?)As I get a feel of everything, it is very noticeable that the 1098S likes to fall into the corner quickly and precisely, while the L-shaped twin-cylinder engine has a heap of torque to pull out of any situation as I lag it around the track. Both the standard 1098 and the 1098S have the same engine, so the Creek test was a good place to find out what Ducati's new machines have to offer without the altitude of Kyalami.

The 160-hp Testastretta Evoluzione engine is quick, and as I get up to speed the extra 101cc over the 999 is rewarded with extra power - 20 horsepower more than the 999. The steep hills out of Eastern Creek's Turns 5 and 7 are no such trouble for the 1098S as the rear Pirelli begins to squirm under acceleration. The feedback from the tires and chassis are second to none on acceleration in third gear, while the engine is more than capable of doing big things as I shift up gears at around 10,000 rpm.As I come out of the tight right-hand Turn 9 and ease on the power, the front wheel begins to get light, hovering slightly above the asphalt before making my way around to the final corner on to the straightaway, and over a crest where the front wheel again gets light due to the massive torque of the engine. The 1098's power is impressive and is by far the fastest twin-cylinder superbike I have sampled.

Courtsey From: http://www.biketestusa.com/

2007 BMW F800S

2007-07-13T06:54:00.000-07:00

2007 BMW F800S

The new F-series includes the sporting S model, as well as the sport-touring specific ST version. Both are destined to pilfer middleweight bike sales from the less charismatic parts-bin specials offered up by rival OEMs these days. BMW calls these 'conquest' sales and is determined to increase its presence in the entry-level market with the introduction of these as well as the trio of single-cylinder 650cc X-series bikes we have already reported on. After spending two days pounding out hundreds of miles under the merciless environmental conditions imposed by the Kona climate, it is easy to confirm these two bikes have the potential to be a hit with the Tiffany-twisted desires of BMW riders.

Both machines utilize an identical base platform consisting of a twin-spar aluminum bridge frame with the 798cc parallel twin-cylinder engine serving as a partially load-bearing component. Front suspension duties are handled by a 43mm telescopic fork, not often seen on a modern BMW, and a more commonly utilized single-sided aluminum swingarm absorbing the bumpy roads through a single rear shock. Chassis geometry is identical on both versions starting with a sporty 57.7-inch wheelbase, 26.2 degrees of rake and 3.7 inches of trail. Seat height is 32.3 inches on both bikes and an optional 31.1-inch seat is also available as a no cost option at the time of purchase or it can be picked-up from the dealer for $295.

The four-valve fuel-injected liquid-cooled motor features a pair of 32mm intake and 27.5mm exhaust valves actuated by a chain-driven DOHC set-up with combustion chambers and port designs based on the experiences learned from the K1200S/K1200R motor. Performance numbers provided by BMW claim 85 horsepower at 8000 rpm and 63 lb/ft of torque at 5800 rpm for both bikes. With this motor and chassis at the heart of these Twins, it should come as no surprise that both provided a very similar riding experience in terms of feel and performance. The big difference is of course the riding position and level of protection from the elements provided by the extra cowling on the ST. The sportier feeling of the S comes without the saddlebag mounts, high bars, and big-ass fairing.

The S is quite plush under almost every commonsense riding condition, so there's no mistaking it is meant to be a streetbike, not a hardcore repli-racer. The term plush really does set the tone for the description of either of these machines. Its softly sprung suspension and even softer seat will extend the riding time significantly by reducing fatigue from the constant pounding highways are capable of delivering. Along the twisty, chopped up and deteriorating surface of Saddle Road, however, it didn't feel very soft. After hitting a few gaping chuckholes in a row at triple-digit speed I was happy BMW offers a steering stabilizer as standard equipment. Mosey along at sane speeds and you'll appreciate the squashy suspenders and sculpted seat.

Sometimes soft is not always a good thing, particularly in the motor department. For those sport riders who judge a bike by performance numbers alone, this may not be the machine for you. The parallel Twin is pretty bland and it doesn't emit a very exciting growl but it does have a bit of character. The engine pulses ensure the F800 machines are not entirely devoid of personality - it's definitely a Twin. The only time annoying vibration is apparent is when it's tapped out at the upper end of the rev range - but what do you expect, an electric motor? It's not quite that smooth. The fuel injection system is very good, it's not abrupt at all, and the six-speed transmission works well too. There is not much of a distinguishable power band, instead it pulls in a linear fashion from bottom to top with a slight surge at the upper end of the tach. For new riders this will provide peace of mind and experienced riders will still be able to have fun because, when it comes right down to it, the bike runs very well.

Like the ST, the S handles good too. With a claimed wet weight of 450 lbs (401 claimed dry) the bike isn't exactly a featherweight but it has a fairly low cg that pays off with a very neutral and responsive feel to rider input. It's no R6, but it's in the ballpark of the middleweight competitor SV650 sans-fuel, so it's not a porker either. For one reason or another, the F800 gives off a confident feeling of stability at speed and is equally impressive on curvy roads or highways.

The styling definitely looks the part of a sportbike and the low bars and unprotected riding position support the sporting perspective quite well. However, the cushy seat and mellow motor do their best to keep the rider's ego reigned in and it's up to you whether this is a pro or a con. But in the end, the F800S is capable of running wild if you choose to ride it that way.

Courtsey From http://www.ubiketestusa.com/

2007 Benelli Tre 1130 K

2007-07-13T06:48:00.000-07:00

2007 Benelli Tre 1130 K

It's not the fastest or the sexiest, but the new Tre-K is without doubt the best Benelli yet.The Tre-K is Benelli's take on the do-anything, go-anywhere road bike. With its comfy riding position, punchy triple-cylinder motor and fine handling chassis, the Tre-K is as at home trundling along the motorway down to the south of France as it is scratching down the mountain roads when you get there.

But, Benelli's finest, surely not?Since the rebirth of Benelli in 2002, the Italian bike makers have been best known for their performance bikes: the clinically insane TnT super naked and the Tornado, which they campaigned in World Superbike. So, with such focused, single-minded machines in their stable, why is this jack-of-all-trades all-rounder the best Benelli yet?Well, up until now Benelli has struggled. The first 900cc Tornado never ran properly when it was first released, and then it lacked the power to keep up with its rivals when they finally sorted it. The TnT had all sorts of quality control issues making this a flawed motorcycle too. But now, flushed with cash from its new Chinese owners and with new management in place, they've finally produced a bike that does exactly what it's been designed to do. It doesn't just do everything well, it does it brilliantly.

The great thing about the Tre-K is just so how easy it is to get on with. Sometimes Italian machines are described as 'quirky' or 'full of character' when you have to make allowances for them not working properly, but the Tre-K is thankfully the opposite as feels like a well-sorted Japanese machine.The riding position is exceedingly natural. High, wide bars are placed just where you want them to be, the sculptured seat is comfy and the low-set footpegs give your legs the sort of stretched-out treat that budget airline customers would kill for. The capacious 21-litre (5.5 gal) fuel tank tapers in at the bottom so knees are only a few inches apart when riding, giving you a good feeling of control. A three-way manually adjustable screen helps direct away the windblast on motorway cruises. Optional luggage and a sat-nav system will also be available.

Although the 50mm upside Marzocchi forks and Extreme Technology rear shock (all fully adjustable) scream 'racetrack' they are of course set supple enough for everyday riding but still retain good enough damping control to prevent the Tre-K from pogo-ing like Zebedee with a drinking problem. Twin four-piston Brembo calipers offer up loads of feel and decent stopping power for the bike's claimed dry weight of 452 lbs. Around town, a generous steering lock makes three-point turns easy.How easy the Tre-K is to ride was highlighted beautifully when we rode it on the same stretch of road as a tuned, stiffly-suspended TnT 'special' a few hours before. The soft, predictable user-friendly nature of the Tre-K and big wide bars made it easier to deal with the constant, bump-strewn switchbacks on the coast road between Riccione and Pesaro, just down the road from Benelli's factory. If you were able to race yourself on both of these bikes, the Tre-K, ironically, would win hands down.

Like the Multistrada, BMW R1200GS and Buell Ulysses, the Tre-K comes with dual-purpose tires, in this case Dunlop D270s. Although they do give good grip and warm up quickly, they can be provoked to let go early. It's doubtful you're going to take the Benelli off-road (the exhaust running beneath the motor and tire-hugging front mudguard would prevent any serious mud-plugging anyway) so you're best off just fitting some road sports tires.Okay, so the Tre-K is plush, roomy, and comfortable, and on a tight, twisty, bumpy road is easier to chuck about than a sportsbike. But you could easy say this about any of Benelli's rivals on their day. What makes the Tre-K really stand out is its rasping three-cylinder engine; it turns what could be perceived as a pretty normal motorcycle on paper into a full-on 3-D, cinema surround sound, Technicolor experience.

When you need to be pottering around town or threading through traffic, the Tre-K's motor purrs along and is nice and docile. Throttle response is smooth and there's plenty of grunt at low revs to render the gearbox obsolete if you just fancy sticking it in sixth all day and cruise along.

Courtsey From: http://www.biketestusa.com/

2007 BMW K1200R Sport - Bike

2007-07-13T06:36:00.000-07:00

2007 BMW K1200R Sport - Bike

The one caveat in this glowing assessment for the ergos would be for smaller riders. The two fellows who put the most miles on this Beemer, myself and our buddy Tom, are both over six feet tall and 200 lbs. While the standard 32.3-inch seat height (BMW does offer an optional 31.1-inch at no extra charge) didn't provide any problems, there were moments at low speeds where the Sport's hefty feel was very evident, this was of particular note during your typical parking lot maneuvers. BMW gives off a vibe that its target rider is an Olympic biathlon medalist named Klaus, who stands 6'5" and can carry on a light-hearted conversation while bench-pressing 300 lbs. Summation: for even us bigger guys the Sport feels large and would not be an ideal fit for the small in stature.

As far as fit and finish go, this Beemer delivers all the finery you would expect from the German marque. Mirrors provide a clear view behind, although there is some vibration at higher speed. The cockpit is attractive, with the analog speedo and tach teamed with an LCD display. Besides showing tripmeters and electronic gauges for engine temperature and fuel, the LCD monitor can also rotate through numerous snippets of info like range, time, and mpg figures. Also prominent on the LCD is a gear position indicator, which is a valuable tool only appreciated after riding a bike without one.

The Sport also offers optional heated handgrips, which were installed on our test bike, much to our approval during a late-night, 225-mile trek down I-5 to make our Thunderhill trackday near Willows, CA. Crossing the Siskiyou Mountains as the temperature dipped into the 40s, never were the heated grips appreciated more. They are well worth the $235 price and good for all seasons. In fact, our photog Tom was unashamed to admit that he has used the heated units on his own Beemer in the middle of sweltering August. They're a fantastic option and will make even the hardest of riders turn into a sissy after experiencing their charms.

The nighttime ride also allowed us to test the BMW's headlamps. The regular light provides ample illumination of the road ahead, with the high-beam lighting up the mountainside like a spotlight. Clicking the passing signal once darkness falls will leave little doubt of your intentions to the driver ahead.

The Sport exhibits some touring tendencies, with its comfortable ergos begging for it to be ridden long distances, or at least not discouraging it. The half-faring and windshield, which are really the only major differences from the K1200R, provide a fair amount of wind protection. We were fortunate to avoid any rain on our journeys, but a rider will receive reasonable shielding from the elements. An intrepid rider could even throw some bags onto the back (an optional luggage grid is available for $135), if they were so inclined, and start piling on the miles.

The Sport's touring capabilities, however, are limited by its smallish 5-gallon gas tank. Our observed fuel efficiency was 40 mpg, so the bike's range (one of the many useful bits of info available on the LCD display) was accurate showing 200 miles with a full tank. Like clockwork, however, after 140 miles of riding the yellow exclamation mark lit up on our cockpit display with the word "FUEL!" letting us know the Sport needed a drink soon.

The biggest black-eye for the Beemer is its $14,875 MSRP. Throw in an extra $2075 for ESA, ABS, and heated handgrip options and your asking price just jumped up to $16,950. Granted those who plop down the money for a BMW often have the wherewithal to drop 17 grand for a bike, but when you put the Sport on the scale against its rivals, the question of value is impossible to ignore. Compared with the new Suzuki Bandit 1250 with ABS ($8,799), the Beemer is almost twice as much!

Its high price tag not withstanding, the Sport will no doubt be an enticing offer to many a rider. After our testing excursions, I envision the ideal Sport owner to be a gentlemen sportrider, of a certain age and income, who wants to blitz down the canyons on occasion but with comfort coming first.

In the end, we didn't do much to clear up the muddy waters of motorcycle classification and the Sport's place in it. The half-full judgment of the Sport is it's a Jack of all trades; the half-empty judgment is it's a Jack of all trades, master of none. For most riders out there, however, versatility in a bike isn't a bad thing, and the adaptability of the Sport was exhibited throughout our testing process. To be honest, though, after the end of our time with the new Sport, I couldn't care in the least that it defies easy categorization. Let someone else worry about what kind of bike it is, all I could see was a comfortable bike with a hell of a motor that was an absolute blast to ride.

Courtsey From: www.biketestusa.com