Saturday, July 08, 2006

Heavy Hitters


The bike on top is the mighty Kawasaki ZZR 1400 (also known as the Ninja ZX-14 in some markets). The one below it is the legendary Suzuki Hayabusa, or the GSX1300R. The Kawasaki, with its 187 horsepower, is about 15-20bhp up on the Suzuki. Both have 300km/h top speeds. Both accelerate like runaway rockets. Both can shred their rear tyres in one single day of hard riding. Both are insane, but which one is the maddest? Read Motorcycle-usa.com's comparison test here and watch a drag race between the Hayabusa and the ZZR1400 here

Dowload a road test video of the ZZR1400 vs Hayabusa here
Read about the mighty Kawasaki ZZR1100 and the Suzuki GSX-R1100 here
See this awesome video of Tiff Needell (Fifth Gear) testing a Kawasaki ZZR1200-powered trike!
Update:
Pics and specs - 2008 Kawasaki Ninja ZZR1400

Rider Alert!


Try and leave the bad attitudes at home. And wear a bloody helmet!

A few months ago, we saw a summary of the latest MAIDS (Motorcycle Accidents In Depth Study) report, which is funded by the Association of European Motorcycle Manufacturers (ACEM), and is perhaps Europe's most thorough study of motorcycle accidents. Based on investigations of 921 motorcycle accidents (including 103 fatalities) in France, Germany, Italy, the Netherlands, and Spain, the study throws up findings that could be useful for two-wheeler riders everywhere – despite obvious differences in machinery, state of roads, traffic behaviour patterns and various other factors.

According to the study, passenger cars are something two-wheeler riders must be really wary of – most collisions happen due to car drivers failing to see riders at all. But don’t blame everything on the driver – rider inattention was deemed to be the cause of accidents in almost 11 percent of the crashes.

How about speed, the universally-maligned factor when it comes to mishaps? According to MAIDS, more than outright speed, it’s the sudden stop, which gives little or no time for the driver of the following vehicle to react, that causes accidents. However, the study does note that big speed differentials – going significantly faster or slower than surrounding traffic – is a major factor that was responsible for causing 18 percent of all crashes studied. Also, as you would expect, severity of injuries goes up sharply with crash speed, so think before winding open that throttle.

In the study, nine percent of helmeted riders who crashed lost their helmets during the crash – either because they didn't fit properly or because they weren’t fastened properly – so buckle up! And if you’re thinking of drinking, then riding, you’re an idiot – the MAIDS study showed that five percent of those who crashed had been drinking.

There are other factors to consider. Tyre failure caused 3.6 percent of the accidents), brake failure caused 1.2 percent of the crashes, and tricky weather was deemed the culprit in 7.5 percent of the cases. Keep your eyes wide open while crossing intersections – that’s where over 50 percent of all accidents happened. MAIDS also says that untrained riders are more likely to panic and crash, while riders who had undergone some kind of formal training were more likely to take some avoidance action.

Speed restrictions are easy to clamp on, but they don’t always work. Two-wheeler manufacturers and government bodies need to work together, promote rider safety training programs and perhaps even reward riders who go for these training programs, by having policies which dictate lower insurance premiums for properly trained riders.

Sure we love our motorcycles and there is absolutely no need to panic and start thinking of giving up riding. Just be aware of the dangers that exist and on the road, be supremely alert, ride defensively and be safe. We owe it those who love us.

Thursday, July 06, 2006

Suzuki GSX-R750: Twenty years of sportsbike supremacy

The 1985 GSX-R750 had 80 horsepower, weighed 175 kilos, did the standing quarter-mile in 12.65 seconds and had a top speed of 205km/h
With Suzuki lavishing cutting-edge sportsbike technologies on the GSX-R750 right from the word go, the Gixxer was destined for greatness right from the beginning. First shown in 1984 at the Cologne Motor Show in Germany, the first Suzuki GSX-R750 arrived like a rude jolt to the motorcycling world’s collective consciousness. It looked like a ‘proper’ racebike and with a claimed 100PS (more like 70-75PS in the real world) on tap, went like one too. Well, almost. When it went on sale in 1985, the GSX-R750 gave other sportsbike manufacturers a new role model to look up to, and priced at the equivalent of around Rs 2.5 lakh at that time, it was a machine which enthusiasts could actually afford to buy, run and god forbid, even crash…

There have been other greats in the 750cc superbike class – the Honda VFR 750R (RC30), the Yamaha FZR 750RR (OW01) and the Kawasaki ZXR 750 (later, the ZX-7R and ZX-7RR) were also instrumental in pushing the power/performance envelope ever further. But gradually, over the years, Honda, Yamaha and Kawasaki have given up on the 750 class, choosing instead to concentrate on 600cc and 1000cc machines. Ever since Honda launched the CBR 900RR in 1992, the Tadao Baba engineered Fireblade has set the tone for modern-day open-class superbikes. Those looking at reasonably high levels of performance combined with light weight and agile flickability buy 600cc ‘supersport’ machines, while those looking at ultimate tyre-shredding performance go for 1000cc superbikes. So it’s no surprise that most manufacturers have, more or less, abandoned the 750 class. And that makes me admire Suzuki even more for sticking to their guns and still continuing to make an absolutely cracking 750.

Actually, many believe that a 750 still offers the best balance between the light weight and the handling advantages of a 600 and the outright power of a 1000. In fact, even Kevin Schwantz (FIM 500cc Motorcycle GP world champion, with Suzuki, in 1993), who rides all GSX-R bikes regularly, admits that the 750 is the one which is the handiest and which allows him to really exploit its power to the fullest.

The latest 2006 model K6 GSX-R 750s have been worthy successors to the first 1985 Gixxer. The legendary blue/white colour scheme continues to this day and looks better than ever before. Styling is now based on Suzuki’s MotoGP bikes, what with the GSX-R getting a short, low-slung muffler, super-slim fairing, nose-down stance and lines dictated by advanced aerodynamics. With each passing year, the GSX-R750 becomes quicker, faster, more flickable, and better handling than ever before – all essential ingredients for that distilled GSX-R750 experience. Like it’s been for the last 20 years, the current GSX-R750 continues to offer the best of both worlds – the light weight, agility and flickability of 600cc machines, and the awesome power of 1000s. I want one... :-)

The 2006 GSX-R750 has 140 horsepower, weighs 163 kilos, does the standing quarter-mile in 10.98 seconds and has a top speed of 265km/h


This video shows the evolution of the GSX-R750 over the years...

Tuesday, July 04, 2006

Wayne’s World


Wayne Gardner, 500cc world champ in 1987...

Before Mick Doohan came along and won five consecutive 500cc motorcycle racing world championship titles, there was another Australian who took the 500cc crown Down Under. Wayne Gardner, who won the 500cc championship in 1987 on a Honda, was a spectacular racer and a tough guy to the core – a man known for his ‘win, or die trying’ attitude which he brought to the racetrack. In fact, along with Kevin Schwantz, Wayne Rainey and Eddie Lawson, Gardner was one of the top motorcycle GP racers of the 1980s.

The wild one, from Woollongong, Australia, got his first podium finish back in the late 1970s, aboard a privateer Yamaha TZ250, soon after which he started racing 350cc and 750cc machines as well. By the early 1980s, Gardner was racing against men like Kenny Roberts, Randy Mamola and Barry Sheene. He was racing in the British Superbike championship and the British TT Formula One championship in 1983 and took 7th place in the 500cc world championship in 1984, the year when Eddie Lawson took his first 500cc crown.

In 1985 and 1986, Gardner took 4th and 2nd place respectively in the 500cc GP class, and was finally 500cc world champ in 1987, also winning a couple of Suzuka 8-hour races in Japan along the way! Gardner continued to race motorcycles till 1992, when he announced his retirement. He was 2nd in the 1988 500 cc world championship, 10th in 1989, 5th in 1990 and 1991, and 6th in 1992, his final year in 500s. He later moved on to racing cars, but even though I don’t know if he’ll ever admit it, I’d bet the maximum amount of fun he ever had was racing motorcycles.

Recently, in a dream-come-true moment, we had a chance to do a quick interview with Wayne. Here's what the man had to say:

Wayne, do you watch MotoGP these days?

Yes, I follow MotoGP closely. I watch all the races on TV and I go to Phillip Island when they are racing down there.

From the mid-1980s to today, what're the biggest changes that have happened in top-flight motorcycle GP racing?

The sport is a lot more professional now, in the sense that there is more money, bigger teams, and bigger budgets. Coverage has increased, speed and technology has advanced. But there isn’t the same camaraderie as there was when I was racing.

Is the rider/team/race organiser relationship the same as it was 20 years ago?

Things have changed a lot in the last 20 years. Since Dorna came in, and has controlling rights over the sport, it is now a lot more professional. It is a lot more money-orientated now, which is really a good thing as far giving the sport a higher profile. But the problem is, Dorna are trying to emulate Formula One standards. I don’t think this concept will totally succeed as it is an entirely different industry. I guess we’ll just wait and see what happens.

Which current day MotoGP rider do you admire most?

Definitely Valentino! I am a huge fan of Rossi and it would have been fun racing against him as he is safe, and fast, and enjoys his racing.

What's more important in racing – man or machine?

The man. The rider puts in at least 70 percent of the result. The team and machine make up the other 30 percent.

Do you, in some way, continue to be associated with HRC?

No, I have no business association, just continuing friendship with some of the Honda staff...


This is the man in whose footsetps Casey Stoner must follow...

Do you think MotoGP is moving in the right direction?

No, I don’t feel it’s moving in the right direction. I think they should have stayed with the 1000cc capacity and tried to reduce the speed by some sort of restrictors, be it air restrictors, or fuel capacities etc. Because going to 800cc is just going to dramatically increase the cost of the sport. The engineering costs will make it extremely difficult for the manufacturers to be able to afford to continue racing at such a high level. This isn’t Formula One!

Your thoughts on World Superbike racing...?

I follow Superbike racing and I think it’s a great series at a relatively controlled cost level. It did lose some steam when it was just a Ducati race, but now that the Japanese manufacturers are in with their 4-cylinder bikes, and also the introduction of controlled tyres (Pirelli) for all the riders, it’s now producing some great racing and is a great breeding ground for future MotoGP racing champions.

Do you ever go to watch motorcycle stunt shows?

I don’t go to stunt shows but I have a great appreciation for the guys who can do those tricks. I wish I could do them!!! Evel Knievel would have to be my favourite stunt rider.

Which motorcycle manufacturer's work do you admire most? Why?

Honda. From what I know about Honda, and their direction and their quality of people, I believe they have the most advanced engine design and engineering in the world.

What do you think of 1000cc, 180-horsepower sportsbikes being available to the average rider?

It’s not a good thing. They are hugely powerful bikes, and fun to ride, but very dangerous to the irresponsible average rider. I’ve been saying for the past few years that the governments will eventually wake up to how powerful and dangerous these machines are and will start to govern the machine by power outlet, or some form of licensing restriction, a bit like when you are restricted when you have your learner’s licence. The 1000cc motorcycles should only be for the highly experienced and sensible rider.

Did you ever feel scared when you were racing?

Yes! But it is very important to feel fear in motorcycle racing as it gives you respect for the motorcycle.

In racing, what was more difficult for you – the physical part (training, diet etc) or the mental part?

The physical part and dieting was the most difficult for me. I enjoyed the mental competition. I am highly competitive by nature and hate losing.

Who were your toughest competitors ever?

Eddie Lawson and Wayne Rainey.

What is your opinion of some of the recently constructed racing circuits in China and the Middle-East?

I think it’s great. It’s great to see the Middle-East and Asian countries taking an interest in the sport as this just broadens the interest around the world, which is a great thing. I have never ridden on their tracks, but I would love to at some stage in my life….before I get too old!!!

Quick Shift
Current street ride: Honda CBR1000
2-strokes or 4-strokes: 4-strokes
Cruisers – yes or no: No
All-time favourite racing motorcycle: 1992 NSR 500 and Honda RVF
Most memorable race ever: 1989, Phillip Island
The motorcycle racer you admire most: Valentino Rossi
All-time favourite street motorcycle: Honda CBR1000 and MV Augusta F4 1000
Ferrari or Lamborghini: Ferrari
Favourite food: Italian and Thai
Most memorable post-race party: World Championship Party in Brazil – 1987
Isle of Man TT or the Paris-Dakar: Paris-Dakar


Here, go for a ride with Wayne Gardner on his Honda NSR500!

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