Saturday, March 14, 2009
With their radically redesigned 2009 ZX-6R Ninja, Kawasaki are shooting for the top spot in the 600cc supersports segment this year. Moto Caradisiac recently had the opportunity to test ride the bike and here are some excerpts from what they have to say about the green meanie:
This time around, Kawasaki seem to be truly serious about hunting down the R6, CBR 600RR, GSX-R600 and even the Daytona 675. The 2009 ZX-6R is indeed an all-new bike – it shares nothing with its predecessor. And to begin with, the new bike looks really good – a perfect mix of aggression and sobriety.
The engine sounds relatively subdued when you start the bike, though the sound is still pleasant. And the riding position and ergonomics feel just right – you immediately feel comfortable on this bike.
On the move, the new engine is docile and smooth at low revs – if you insist, it will even putter along at 2,000rpm, in sixth gear, at 30km/h. But, of course, that’s not what the ZX-6R is meant to do. The bike really comes alive between 8,000-16,000rpm and in that rev range, a handful of throttle instantly translates into hard acceleration and insane speeds. With ram-air, the ZX-6R’s 599cc inline-four makes 134 horsepower at 14,100rpm and, yes, the bike feels very responsive – the throttle twist-grip seems to be directly connected to the rear wheel. And it averages about 17.5km per litre of petrol, which is not too bad.
The new, fully-adjustable big-piston fork (BPF) from Showa is quite a revelation – the Kawasaki’s nose is always absolutely glued to the tarmac and the ride quality is not bad either. And the Nissin bakes, with radial mount callipers at the front, are very powerful – just two fingers on the brake lever are quite enough to bring the bike to a super-quick halt – but you’d better be careful while braking hard in wet weather conditions and/or during an emergency.
Poise, steering accuracy
High speed handling
Styling too similar to the ZX-10R
Readability of the instruments
Wind protection provided by the fairing is inadequate
For the full article, visit the Moto Caradisiac website here
2009 Kawasaki ZX-6R: Tech Specs
Engine: 599cc, liquid-cooled, fuel-injected, 16-valve, DOHC, inline-four
Power: 108bhp@14,100rpm (134bhp with ram-air)
Chassis: Perimeter-style, stamped aluminium
Suspension: 41mm USD fork, Uni-Trak monoshock, both ends fully adjustable
Brakes: Twin 300mm petal-type discs (front) with four-piston radial-mount callipers, single 220mm disc (rear) with single piston calliper
Wheels and Tyres: 17-inch alloy wheels, Bridgestone BT016, 120/70ZR17 (front), 180/55ZR17 (rear)
Dry / Wet weight: 167kg / 191kg
Price in Europe: 10,999 euros
Price in the US: About $10,000
Yamaha claim the 2009 R1 features technology ‘inspired’ by the MotoGP M1, so someone like Jorge Lorenzo should be able to offer some real insight into whether the R1 really behaves like a street-going version of the M1. Solo Moto got Lorenzo to ride the new R1 and here are some excerpts from what the Spanish star has to say about the bike:
‘I am not accustomed to these types of tyres on a bike with so much power and I normally do not ride this type of bike. But with regard to streetbikes – and I have ridden the last three or four years’ R1s – the bike has improved dramatically at all levels.’
‘I love the way it sounds, though it’s a little misleading. The R1 engine sounds fairly muted when the bike is idling but when you open the throttle, it really is very powerful. And I like the riding position – it’s comfortable – and the seat is quite generous.
‘The one thing that surprised me most is that the bike doesn’t want to pull wheelies all the time, which was the case with previous R1s. With this new bike, you can accelerate hard with greater confidence, without the front wheel lifting skywards all the time – a definite plus on the road.’
‘I was also surprised by the steering damper, which is much softer than the one mounted on the M1 – I guess that’s because the R1 needs to be much more maneuverable around town. I quite like the brakes though – especially at the front – they are progressive and easy to modulate.’
‘Overall, the new R1 is a very sweet bike. However, it’s really powerful, so on the track it needs better tyres to make full use of its potential.’
Friday, March 13, 2009
For now, at just 300km/h, the BMW S1000RR is the slowest of the lot...!
From left: Max Neukirchner (GSX-R1000), Max Biaggi (RSV4) and Noriyuki Haga (1098 F09)
From left: Tommy Hill (CBR1000RR), Makoto Tamada (ZX-10R) and Ben Spies (YZF-R1)
Ever wonder just how fast those World Superbikes machines really are? During practice yesterday, at the Losail International Circuit in Doha, Qatar, Max Neukirchner’s Suzuki GSX-R1000 hit a top speed of 314km/h, Max Biaggi’s Aprilia RSV4 did 313km/h, Noriyuki Haga’s Ducati 1098R F09 did 311km/h, Tommy Hill’s Honda CBR1000RR did 310km/h, Makoto Tamada’s Kawasaki ZX-10R also did 310km/h and Ben Spies Yamaha YZF-R1 did 309km/h. Troy Corser’s BMW S1000RR was way down the charts, at just 300km/h. But then, of course, the season has just begun…
According to a report on Dealer News, Husqvarna (which BMW bought from Claudio Castiglioni, back in 2007) will be shifting to its new headquarters in Italy, by May this year. BMW, which wants to bring various Husqvarna units – including engine, testing, development, styling and racing divisions – under one roof, is adding to Husqvarna’s existing facility at Cassinetta di Biandronno, in the Varese district of Italy.
BMW hope to sort out Husqvarna’s problems with quality control and spare parts supplies in the near future. While Husqvarna only sold 12,000 bikes in 2007, BMW hopes to increase sales in a big way over the next 2-3 years. In fact, the new manufacturing facility will have the capacity to produce up to 40,000 Husqvarna motorcycles every year.
BMW intend to keep Husqvarna as an off-road specialist brand and use R&D inputs from the company to improve/develop its own dual-purpose and off-road machines.
For those who just won’t ride a twin, triple, inline-four/V4 or inline-six/V6, Standbike are working on a V8-powered motorcycle. And they have, apparently, already built a fully functional, ready-to-ride prototype that’s fitted with a 305 cubic-inch (5,000cc) V8 from General Motors.
According to the company’s website, the Standbike V8 concept bike took eight years to develop and uses various unique technical solutions that allow the V8’s power and torque to be suitably harnessed for extreme traction.
The bike’s steering, clutch and lean-control systems are managed by high-tech hydraulics and electronics – probably necessary with a bike that weighs 690 kilos and which has a 2615mm wheelbase, total lenth being 3210mm. The gearbox is a four-speed unit, with one extra gear for reversing the bike, and single-sided suspension is used at both ends.
The Standbike V8 concept actually rides on four 16-inch wheels – two each at the front and back – shod with 205/45 rubber. Cornering? Er…, no, we don’t think so, though straight line stability at 300km/h should be just brilliant…
More details on the Standbike website here
Wednesday, March 11, 2009
They are two red-hot, wild Italians, dripping utter gorgeousness. They taunt you with their ‘you can look but you can’t touch’ attitudes. And for most people, getting to ride either of them will remain a wet dream, a distant, always-unfulfilled fantasy…
Yes indeed, we’re talking about the US$34,000 Ducati 1098R and the US$72,000 Desmosedici RR. The 1098R is a 172bhp (at the rear wheel!), WSBK-worthy motorcycle for the street, while the Desmosedici RR is a street-legal 200bhp MotoGP replica. For people with deep enough pockets, these two bikes were the hot ticket to fulfilling ‘I am Troy Bayliss’ and/or ‘I am Loris Capirossi’ fantasies…
Here at Faster and Faster, we’ll admit we absolutely love both these bikes. We’ll probably never be able to buy either one, but that doesn’t stop us from dreaming about the 1098R and the Desmosedici RR. And, of course, there are people who actually own at least one of these machines and who’ve ridden both. Back to back. On a race track. We found one such person on the Ducati Superbikes forum. He goes by the moniker ‘Dames,’ owns a Desmosedici RR and he’s written about his experiences, comparing his RR with a 1098R (which, it seems, he also owns, though that isn't very clear...). Here are some excerpts from what he says about the two bikes:
The 1098R was powerful, like I had imagined it would be. It took me a while to learn to hold on before really pinning it. The Desmosedici was much smoother, however. And I was able to achieve higher speeds on the straights with the Desmo – about 190km/h with the R and 200km/h with the RR.
For me, the power delivery duration on the Desmo was smoother and longer, while the 1098R was more brutal and hit the rev-limiter much quicker. I believe the Desmo was red-lining at around 13-14,000rpm and the 1098R at around 10,000 revs.
The Desmo felt taller than the R and its suspension felt harder out of the box. However, I would say that the difference between the two bikes is minimal and really not an issue.
Both bikes felt extremely nimble, very easy to throw these into turns... very un-Ducati-esque! With a full tank of gas, the R was a little harder than when it was empty, but the Desmo was a lot harder to turn with a full tank. We weighed both bikes with full fuel tanks and at 193kg the Desmo turned out to be about 10 kilos heavier than the R – a bit surprising...
Best lap time
This one is hard to rate, coming from me. I imagine an expert racer would kill the R on the Desmo. However, perhaps a combination of fear of how long Desmo parts would take to arrive and how much they would cost kept me a little heavier handed on the R.
On average, I was about 2-3 seconds a lap slower on the Desmo. Also, the gearing difference was not what I was used to. I came from a 998 with a 1036 big bore kit, so the R was more of the same. The Desmo belongs to a different family – I have to learn to ride it.
I know the Desmo has a slipper clutch but it’s not the smoothest to tell you the truth. The R’s slipper clutch was more familiar to me and dropping two gears on it was just fine. On the desmo, when I dropped two gears it made horrible sounds – like a rock inside the gearbox – not good...
Ha ha... this has nothing to do with performance, but the Desmo is sooo much louder than the R. You know exactly when you’ve f***ed up and by how much, on the Desmo. I loved the sound, even on slow laps. It was just so much fun to be able to make that sound with my wrist!
I may not be fast, but I know slow, and I know how to be slow. Disappointingly, both these bikes have good brakes. Not awesome, not super, not stupendous, but good to very good brakes. The radial master cylinder on both bikes is the same (slightly different colours) and neither has the top-of-the-line radial master cylinder offered by Brembo.
Monobloc, machined, whatever, the stock brakes on these bikes are only rated ‘good’ in my book.
They both rock. Although i don’t know how to ride the Desmo properly yet, I’m sure in time it will be like a different creature at speed compared to the R. I can tell I'm not tapping either bike's potential. I feel like I have used about 30% of their capacities (not including the brakes). Again, if you can or even if you can’t, get both!
Here's an MCN shootout between the 1098R and the Desmo RR
Sunday, March 08, 2009
Sometimes, we wonder just how expensive it is for people to race motorcycles. What about the man who’s spent about US$34,000 on a Ducati 1098R – can he go racing in, say, British Superbikes? The 1098R is fitted with a 1,198cc L-twin that makes a genuine 172 horsepower at the rear wheel and 128Nm of torque. The bike weighs 165 kilos, comes with top-spec suspension (43mm Ohlins fork, Ohlins TTX R rear shock), has the very advanced DTC traction control system and does a measured top speed of 293km/h. How much work could such a bike possibly need for it to be competitive in a national-level roadracing championship?
For starters, the 2008 BSB-spec Ducati 1098RS factory superbike cost US$126,000 and Ducati had to first approve your application before they’d let you buy one. In terms of the engine and engine performance, the 1098RS in a different world compared to the 1098R. With its flowed heads, performance cams, race exhaust and pressurised cooling system, power output on the RS goes up to 200bhp and beyond. However, the engine requires a full rebuild after just 740km and you can just rebuild it once, because it needs to be thrown away after 1,500km. Yes, that’s right, engine life is only 1,500km and a new engine costs US$22,500…!
The 1098RS’ Magneti Marelli engine management system is also considerably more advanced than the 1098R’s system. The racebike’s ECU has up to six fuel-injection maps for dry weather conditions and three for when it’s raining. Each of these nine maps offers a different power/torque curve, which also affects the engine’s fuel efficiency. Riders can switch between available settings on the fly, during a race. And, yes, the traction control system can be switched off for wheelies and/or burnouts after you’ve won a race…
Every time a 1098RS goes out on the track – even if it’s only to practice or qualify – it costs the team at least US$15,000. And that’s if you don’t crash the thing. Crashes can be expensive – about US$6,000 for the front fork, $5,000 for the rear shock, $4,500 for the exhaust, $1,750 for each Marchesini wheel and $2,500 for the carbonfibre bodywork. So best not to bin it then, eh?
Of course, we don’t suppose too many people really need a $125,000 bike to have a bit of fun. We’d be happy with the $22,000 Ducati 1198S. No, actually forget the S version, we’d be very, very happy even with the standard 1198, which only costs $16,500…
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