AC Schnitzer have tuned, fettled and optimised the BMW F800GS for the street...
AC Schnitzer, well-known for the way they work magic on BMW bikes (and cars…), have now got their hands on the F800GS. The AC Schnitzer F800GS will be officially unveiled at an international motorcycle show in Dortmund, Germany, later this year.
The Schnitzer F800GS gets a custom-made exhaust, 17-inch wheels wearing Conti Race Attack rubber, and WP Suspension tuned for street use. While the bike certainly won’t be as capable off-road as the stock machine, on the street, it should be a bit special…
In response to customer feedback, some BMW bikes, including the F650GS and R1200R, will now be available with factory-engineered lowered suspension and lower seat height...
According to BMW, their customer research shows there are many riders who prefer a lower seat height, but who will not compromise on model choice. According to the company, ‘feedback from female, novice and shorter riders confirmed that controlling a machine can be difficult at slow speeds, especially when riding motorcycles with a higher seat height.’
So BMW are now offering the option to order some selected bikes with lowered suspension, which would provide customers with lower seat height options. BMW already offer a lower seat as a factory-fit option for most of their models, but some riders require their seat to be lower still. The company hopes its new, lower suspension bikes will take care of the needs of such riders.
The lower suspension option is now available on the F800S and ST, R1200R, R1200RT, F650GS and R1200GS. BMW say that their factory-engineered lowered suspension bikes come with a low seat, but the actual lowering modification from the standard machine varies from model to model.
Bikes such as the F800ST come with a shorter rear shock absorber and front forks which have been lowered through the yokes. BMW's boxer-engined models, such as the R1200RT and R1200GS, achieve the lower positioning by adding a shorter strut to the front and rear shock absorbers. The Telelever settings have also been changed on these bikes.
The factory fitting of lowered suspension will cost an additional US$200 on the purchase price of each model.
This 1984 Kaw Z1300 looks the way it should - brutal!
Found this 1984 Kawasaki Z1300 on MCN. Fitted with a 1286cc six-cylinder engine, the Z1300 is a relatively rare motorcycle today. Launched in 1979, the bike weighed nearly 300 kilos, so the 120 horsepower and 116Nm of torque that the engine made were just about adequate for the machine.
According to some road test reports of the early 1980s, the Kawasaki Z1300 would do the standing quarter-mile (400m) in 12.1 seconds, and hit a top speed of 225km/h. With a less than robust chassis and very ordinary suspension, the bike’s handling was said to be terrible. But, of course, owning one had to be all about having a bike with a six-cylinder engine…
The Z1300 you see here has been heavily modified by the owner – ZZR1100 front end, JMC swingarm, modified rear wheel (to allow the fitment of modern, 180-section rubber), Ducati 916 tail unit, Ohlins rear shocks, GSX-R1100 front mudguard, adjustable fuel injection pressure regulator, custom-built six-into-two stainless steel exhaust system and keyless ignition. Brutal, eh…
A 110cc step-thru that can do 160km/h?! Pics: Gizmag
According to a report on Gizmag, Honda recently showed an 110cc step-thru bike in Thailand. And before you snort in utter contempt, get this – the concept bike, based on the Honda CZ-i110 that’s sold in Thailand, features Honda’s PGM-FI tech, and is capable of hitting a top speed of around 160km/h! That kind of performance, from a bike that’s fitted with a single-cylinder, four-stroke 110cc engine, would be nothing short of absolutely stunning…
The Honda CZ-i110, with its fuel-injected single-cylinder engine, delivers up to 57km/l in fuel efficiency, and it can run on E20, a 20/80 blend of ethanol and petrol. But while the CZ-i110 has been designed for fuel efficiency, the yet unnamed Honda concept you see here has been tweaked for outright performance.
In keeping with its performance intent, the concept features USD forks, big brake discs, monoshock rear suspension and carbonfibre bodywork. Of course, there is no word yet on whether Honda will actually produce this machine or whether it’s only a one-off concept bike. More details as, when and if available… :-)
Only 49bhp, but for sheer Italian style, the Guzzi V7 Classic rules! Pics: Motoblog
With its 1960s-style chassis and suspension and 49bhp air-cooled v-twin, the Moto Guzzi V7 Classic is not exactly in the same league as, say, a GSX-R1000. Instead, the Guzzi is probably meant for those who put a premium on sheer Italian style. The Guzzi V7 has that laid-back ‘ok-so-you’re-faster-than-me-but-I’m-so-much-cooler’ mien, and that can be so hard to argue with…
The guys at Motociclismo got a chance to ride the Guzzi recently, and here are some excerpts from what they have to say about the bike.
The V7 Classic is inspired by Moto Guzzi’s own V7 Special from the 1970s. It’s Guzzi’s way of capitalizing on their glorious past. A modern classic, the V7 has modern components that are much lighter and simpler than the 1970s V7. But the style essentially remains the same.
The V7 Classic’s headlamp, fuel tank, wire-spoke wheels, instrument cluster, chassis, twin rear shocks and the shape of the seat – all of these take their design cues form the 1970s bike, and without a doubt, Moto Guzzi have done a good job here.
Guzzi say the V7 Classic is also ideal for beginners...
While the aesthetics are spot-on, engine performance is, at best, subtle. With only 49bhp at its disposal, the V7 Classic can be reasonably good fun to ride at a mild pace – just don’t expect it to accelerate hard at any time. It needs 8.1 seconds to go from zero to 100km/h, and top speed is around 165km/h – figures that speak for themselves.
With the V7 Classic, Moto Guzzi wanted to make a bike that was quiet, easy to ride, and perfect for beginners, or for those looking for a bike that would allow them to cruise through the city gently…
At low revs, the V7’s 744cc v-twin offers adequate, seamless power – though, of course, there isn’t much of it available. The engine doesn’t like being revved hard and starts vibrating quite a bit if you push it too much. The best thing to do is to take it easy. The five-speed gearbox is adequately slick, and as long as you remember to downshift when you need to accelerate, the V7 will sing along without any worries.
The bike’s ergonomics are quite all right – the Guzzi is not too small or too big and riders of all sizes will find the bike easy to ride. The high-set handlebars are flat and narrow and the bike’s small turning radius makes it very easy to ride in heavy traffic at low speeds. The V7 weighs around 198 kilos fully fueled, though it actually feels lighter when it’s on the move.
The Moto Guzzi V7 Classic is probably not for those who are very demanding. Don’t expect sportsbike-like handling and power delivery, or tourer-like long-distance comfort. However, get used to what it offers, and you’ll have fun riding this bike.
If you've always wanted people to think you're Loris Capirossi or Chris Vermeulen...
While the aftermarket is already doing all kinds of MotoGP-replica GSX-Rs, Suzuki have just unveiled the official one – the 2008 Team Rizla Suzuki MotoGP replica limited edition. The bike comes with Suzuki’s 2008 Grand Prix livery (with a paint protection kit), Yoshimura Evo exhaust cans, individually numbered top yoke plaques and a limited edition certificate. Very cool…
Not ready for the Rizla-rep GSX-R1000 yet? Here's the all-new Kiddimoto GSX-R, then. Made of wood and plastic, the awesome little machine costs about US$200. More details here
This instruction video shows how you should ride your Honda NSR250 on the street. Or not. (Complete madness, but we enjoyed it so much...) Video: Oliepeil
MotoGP, no harder than WSBK? James Toseland should know...
According to a report on Crash.net, ex-World Superbikes champ and current Tech 3 Yamaha MotoGP rider James Toseland says that trying get to the top in MotoGP isn't any harder than doing so in the World Superbikes.
While Troy Bayliss, Max Biaggi, Alex Barros and Chris Vermeulen have won races in both WSBK and MotoGP, WSBK champ Colin Edwards, who’s been in MotoGP since 2003, hasn’t won a single race yet. Two-time WSBK champ, Toseland hasn’t won a MotoGP race either, but of course, this is only his first year in the series…
‘They've got different riding styles in MotoGP, and the way you overtake in MotoGP is different to Superbikes,’ says Toseland. ‘But it's no easier to try and beat Valentino Rossi or the likes in MotoGP or Troy Bayliss in World Superbikes,’ he adds.
However, Toseland does concede that one area where MotoGP differs significantly from WSBK is in the level of talent present throughout the field. ‘The depth in MotoGP is just incredible. They've got eleven world champions in MotoGP, I believe, from various different classes,’ says Toseland. The level of competition between the riders and manufacturers is just so close in MotoGP. The slightest disadvantage and you can find yourself outside of the top ten very easily.’
After eleven of 18 rounds, Toseland now stands ninth in the 2008 MotoGP world championship standings. Last year, Toseland said he hopes he can be the next Barry Sheene. However, another Brit, multi-time WSBK champ Carl Fogarty, doesn’t believe Toseland has it in him.
Can an ex-WSBK champ win races (and, perhaps, world championships…) in MotoGP? Only time – and Toseland – will tell…
If Ducati launch the 1098-engined Hyperfighter, what would become of the Hypermotard...? Hyperfighter pic: MCN, Hypermotard pic: Basem Wasef / About.com
According to a report on MCN, Ducati are likely to show a new bike – the Hyperfighter – at the EICMA later this year. The bike will, apparently, use the Ducati 1098’s engine, chassis, suspension and brakes, but the 1098’s full fairing will make way for streetfighter styling and minimal bodywork on the Hyperfighter.
According to MCN, the bike will use various carbonfibre components to keep weight down, and even the exhaust would be integrated with the bike’s sub-frame (itself made of magnesium) for further weight saving.
Hmmm… a lightweight streetfighter with the 1098 engine? Sounds good to us. But where would that leave the poor old Hypermotard…?
From the Killboy blog, we think this is the coolest scooter rider and the coolest scooter riding pic ever. This guy looks like he was riding 500cc GP bikes back in the 1980s! More motorcycling cool from Killboy below...
The Bimota DB6R. It's just so beautiful... Pics: Motociclismo
Here at Faster and Faster, we’re big fans of some of the older Bimota machines that were produced in the 1980s and 1990s. Today, when Japanese and other Italian manufacturers have caught up, and even surpassed, Bimota in the areas of motorcycle styling, chassis and suspension, the latter’s bikes don’t look all that special anymore.
You have to admit, some of the 1980s/1990s Bimota magic is forever lost. But still, their eccentric, self-indulgent machines, and Bimota’s determination to carry on – their sheer belief in themselves, despite being such a small company – makes us admire them. And, hey, bikes like the Delirio DB6R still look so exquisitely cool, how can we not write about them...
The guys at Motociclismo tested the Bimota DB6R some time back, and here are some excerpts from what they had to say about the bike:
The Bimota DB6R is a very striking motorcycle, almost to the point of being exhibitionist. In an explosion of colours – red, silver and gray – it boasts of high-spec components that you’d find on very few motorcycles on the market.
Looks good, but with only 88bhp, it's an 1100 that won't beat even a CBR600RR...
Apart from some new components and the revised aesthetics, the DB6R also has a new Ducati engine. While the ‘ordinary’ DB6 Delirio was fitted with the 992cc DS1000 Ducati v-twin, the DB6R gets the more powerful DS1100 unit. This 1078cc v-twin makes 88bhp at 7,900rpm. But in addition to the modest hike in power, what has really made the bike more rideable is the much improved fuel-injection, which has smoothened out the power delivery considerably, and made the power much more usable.
The DB6R’s clutch is light, and gearchanges are fast and accurate. However, if you’re riding in places where you can go really fast, the engine still feels a bit underpowered. It also vibrates quite a bit at higher revs, which can sometimes be annoying. The bike’s fuel capacity is 16 litres and since it does around 17km per litre of petrol, you can travel about 270km on one full tank of fuel.
In terms of agility, the DB6R is fantastic. With its 170kg dry weight and wide handlebars, the bike feels light and narrow. At high speeds, it’s very poised – the steering is very precise, the front end feels rock-solid, the chassis lends excellent composure to the bike and the Brembo brakes are absolutely first-class.
The one area where the DB6R could have done better is ergonomics. There are small things that can get annoying at times. Things like the steering damper, whose placement restricts access to the ignition and the instrument cluster, and the small-ish seat, which isn’t really very comfortable. Still, that, along with the 20,800 euros (about US$32,000) which the bike costs, is a small price to pay for a machine that’s as exquisite, as exclusive as the Bimota DB6R.
