The Kawasaki was my early favourite. It steers beautifully, holds a line, is agile in the chicanes and has a storming amount of power. If we had left all the bikes on standard suspension settings, there's a good chance the Kawasaki could have taken the victory in this track test.
All the other bikes here are set up to be stable and reassuring on the road, with relatively soft set-ups and slow steering. It's not until you adjust them - speed up the steering and stiffen them up that they become useful on the track.
The Kawasaki ZX-10R needs hardly any tweaking for it to work straight away. That's why it's such an unstable, scary monster on the road when you accelerate over bumps at speed. But on a straights, and is faster than the Ri. But compared to the Yamaha you have to wait too long for the power to chime in when you get on the throttle, so it feels slower coming off a corner. Taking the corner in a lower gear won't catch the R1, either - the lower gear slows you down too much going into and through the corner.
VERDICT: This is a spectacular track machine straight out of the crate - and ironically it's less scary on the circuit than on the road. It's devilishly quick, but not quick enough to challenge the Yamaha R1. Stick a cross plane crank in the Kawasaki ZX-10R, change its firing intervals and Yamaha will have a fight on its hands.
Sabtu, 16 September 2017
Jumat, 01 September 2017
Suzuki Hayabusa GSX1300R Crotch Rocket - Sport Bike Motorcycle Review
The Suzuki Hayabusa GSX1300R motorcycle is a top-of-the-line crotch rocket. As one of the most popular crotch rockets or sport bikes in the motorcycle category it is probably most well known for its speed. It came into this world in 1999 and with ongoing testing it was the fastest production motorcycle in the world.
It enjoyed an excellent reputation among sport bikes however in 2000 the Japanese motorcycle manufacturers decided that they would have to change some of the specs. They were worried about the regulation that was bound to happen among various governments and they didn't want to have any problems.
So in 2001 and the following years through 2008, they added what is called a timing retard to the fifth gear and a rev limiter. This changed the maximum speed to 186 mph from the 198mph that was enjoyed on the earlier model.
It has six gears however most will keep it in third pretty much for tooling around town and up to 60 mph on the local tracks.
The Suzuki Hayabusa GSX1300R has a cool 3-way switch on the right handle bar. Choices are - one for full power and response and the other two switches reduce action and output.
And of course - it's a crotch rocket so you're going to be sitting close to the ground. It sits a little lower than some other models and the bars are not as narrow. But most crotch rocket lovers like this.
The translation of Hayabusa from the Japanese language is peregrine falcon. Thee peregrine falcon can travel faster than 200 mph. This Suzuki motorcycle certainly meets that definition.
In 2008 the crotch rockets or sport bike competition soared when the BMW K120S and the Kawasaki Ninja ZX-12R were brought to the marketplace.
Suzuki is no longer called the GSX1300R in some countries because Suzuki dropped it and they call it simply the Hayabusa.
The Suzuki Hayabusa GSX1300R can go a quarter mile in 9.62 seconds at 149 mph. It can go from 0-60 mph in 6 seconds and from 0-180 in 15.9 seconds.
The 2009 models come in white and silver, black and gray, black and gold and silver and gray. In 2008 the Hayabusa sold for $12,000 or so. Although now, individual deals can be made with local dealers. And if you're lucky enough to find a used Hayabusa that's not all beat up, that's good too and can save you a lot of money.
So if you're thinking about buying a Suzuki Hayabusa GSX1300R sportbike you'll get a high performance motorcycle - sport bike or crotch rocket that you'll be proud to own, do endless motorcycle stunts and wheelies and love to ride! But don't buy this crotch rocket - motorcycle as your first bike. Repairs can be expensive and one spill can end up causing a lot of damage. Get a used older bike and practice on that unless you're an experienced rider now.
It enjoyed an excellent reputation among sport bikes however in 2000 the Japanese motorcycle manufacturers decided that they would have to change some of the specs. They were worried about the regulation that was bound to happen among various governments and they didn't want to have any problems.
So in 2001 and the following years through 2008, they added what is called a timing retard to the fifth gear and a rev limiter. This changed the maximum speed to 186 mph from the 198mph that was enjoyed on the earlier model.
It has six gears however most will keep it in third pretty much for tooling around town and up to 60 mph on the local tracks.
The Suzuki Hayabusa GSX1300R has a cool 3-way switch on the right handle bar. Choices are - one for full power and response and the other two switches reduce action and output.
And of course - it's a crotch rocket so you're going to be sitting close to the ground. It sits a little lower than some other models and the bars are not as narrow. But most crotch rocket lovers like this.
The translation of Hayabusa from the Japanese language is peregrine falcon. Thee peregrine falcon can travel faster than 200 mph. This Suzuki motorcycle certainly meets that definition.
In 2008 the crotch rockets or sport bike competition soared when the BMW K120S and the Kawasaki Ninja ZX-12R were brought to the marketplace.
Suzuki is no longer called the GSX1300R in some countries because Suzuki dropped it and they call it simply the Hayabusa.
The Suzuki Hayabusa GSX1300R can go a quarter mile in 9.62 seconds at 149 mph. It can go from 0-60 mph in 6 seconds and from 0-180 in 15.9 seconds.
The 2009 models come in white and silver, black and gray, black and gold and silver and gray. In 2008 the Hayabusa sold for $12,000 or so. Although now, individual deals can be made with local dealers. And if you're lucky enough to find a used Hayabusa that's not all beat up, that's good too and can save you a lot of money.
So if you're thinking about buying a Suzuki Hayabusa GSX1300R sportbike you'll get a high performance motorcycle - sport bike or crotch rocket that you'll be proud to own, do endless motorcycle stunts and wheelies and love to ride! But don't buy this crotch rocket - motorcycle as your first bike. Repairs can be expensive and one spill can end up causing a lot of damage. Get a used older bike and practice on that unless you're an experienced rider now.
Sabtu, 19 Agustus 2017
Motorcycle Review: The Dyna Switchback From Harley-Davidson
Lose weight fast! BOGO! Just a couple of highly effective marketing terms we felt Harley could have easily incorporated into the promotional material for its latest model, the Dyna Switchback.
It seems everyone and their physical trainer is always seeking out the latest fad to quickly drop a few pounds. And why not, slimming down helps you look and feel better and you can move quicker and are more agile. Well, what if we told you there was a weight loss program where you could shed nearly 100 pounds without cutting back on your Big Mac intake or jogging a single mile? It's possible. Simply roll into your local Harley dealership and trade in that 812* pound Road King for a 718* pound Dyna Switchback. And best of all, with a price tag that rings in $1,500 cheaper than a King, with the Switchback you're essentially scoring yourself a BOGO or buy one get one deal, seeing as the Switchback is basically two bikes in one.
Of course the idea of two bikes in one isn't a totally new concept from Harley by far; the factory has offered convertibles in the FXR, Dyna, and Softail families. What is unique and different about the Switchback is that with its 41.3mm front-end, chrome headlight nacelle, 130mm front tire, floorboards, hard saddle bags, and full swept FL-style fenders; it looks like from the Touring lineage and not just a Dyna with hard bags and a windscreen. Then when you peel off the windscreen and saddle bags, well, it still kind of looks like part of the Touring family, just stripped down, cleaned up and sexier.
Once you throw a leg over the saddle and hit the streets it becomes clear this bike isn't the offspring some overweight sofa glide. It's agile and powerful. I spent a bit of time on the Switchback and everything from its looks and handling to the performance, storage capacity, and versatility impressed me.
The Harley engineers really did their homework when it came to setting up the steering and suspension to make sure the bike had the comfortable and plush ride of a touring motorcycle, but the maneuverability and handling of a Dyna. The front-end geometry, tire specs, and suspension were all designed to work together to give crisp and lightweight steering.
Within the beefy fork legs is a 20mm cartridge which helps offer enhanced damping, while at the rear is a set of Nitrogen-charged mono tube rear shocks with dual rate springs. The rear shocks are adjustable, which it easy to set up the rear suspension for solo, two-up, or loaded up riding. Back up front a 130mm Dunlop provides a nice steady footprint while bombing down the highway, but the low profile design of the tire helps get the bike over and in and out of tight turns with ease. One thing I definitely noticed was that unlike the members in the Touring family which can sometimes give unwanted feedback in the form of shaking when upset by inconsistencies in the road at high speeds and high-speed turns, the Switchback was solid from tire to tire at excessive speeds, tight sharp turns, and when loaded up and leaned over in high-speed sweepers. Even when I gave the mini ape handlebars a good shove while cruising straight down the highway, the bike steadily kept its line without the rear getting squirrelly or needing time to settle down.
Powered by the 103ci engine and backed by the six-speed transmission, the Switchback gets to where you want it, in front of that big rig, with ease. Granted it's not going to break any land speed records, but with the saddle bags fully loaded and a touring bag strapped to a luggage rack, I can easily slip past slow-moving traffic on inclines without having to drop it down into Fifth. Weighing in 43 pounds lighter than the Heritage Softail Classic (761* pounds), and only 12 pounds heavier than the next heaviest Dyna, the Fat Bob (706* pounds), the Switchback is easy to unload off the kickstand but not so heavy that it hinders the performance or potential of the triple digit displacement engine. Bolted to the right side of the rubber mounted engine is a chrome 2-into-1 straight cut exhaust which offers a decent note and gives the bike more of performance look as opposed to the dual classic look of found on touring models. And unlike the Touring models that have exhaust system secured to the rear of the saddle bag supports, Harley engineers designed the rear exhaust hanger bracket to mount off the back of the drive train and to actually move with the drive train. With overall weight a main concern, Harley opted for an aluminum rear hanger bracket as opposed to steel.
Slowing the Switchback down or coming to an immediate stop is assisted by a four piston fixed front caliper and 300mm uniform expansion floating rotor, with a two-piston torque-free rear caliper clinching down on a 292mm rotor. The bike I tested was with the Security Package Option (add $1,195) which bundles the Anti-Lock Braking System (ABS) with the Smart Security System with proximity-based hands-free security fob. As we've experience with other equipped bikes the pulsating brakes in tight situations works well.
The Switchback looks like it could be the Road King's younger sibling, which is great since the King has been such a favorite among Harley enthusiasts. The proportions of the bike are just right with the saddle bags being about 25 percent smaller than a standard FLT saddle bag and a 4.7-gallon fuel tank instead of the 6-gallon tank found on the King. Even though the bags are smaller, I was able to stuff into them a jacket, a few shirts, a tool roll, and a camera in one bag alone, by installing a sissy bar or a luggage rack and adding a large travel bag, I was able to carry enough gear with me for a two-week road trip.
I found the mini ape bars to suit my 5-foot-10-inch frame perfectly; they weren't too high or so short that I felt aching in my shoulders or arms even after hundreds of miles in the saddle. Speaking of the saddle, the two-up seat was comfortable and conducive to long hauls, but aesthetically it was just too puffy for me. I like a seat that has a bit thinner profile and blends into the lines of the bike. I love floorboards for long distance travel and was glad to see Harley outfitted the Switchback with floorboards.
It seems everyone and their physical trainer is always seeking out the latest fad to quickly drop a few pounds. And why not, slimming down helps you look and feel better and you can move quicker and are more agile. Well, what if we told you there was a weight loss program where you could shed nearly 100 pounds without cutting back on your Big Mac intake or jogging a single mile? It's possible. Simply roll into your local Harley dealership and trade in that 812* pound Road King for a 718* pound Dyna Switchback. And best of all, with a price tag that rings in $1,500 cheaper than a King, with the Switchback you're essentially scoring yourself a BOGO or buy one get one deal, seeing as the Switchback is basically two bikes in one.
Of course the idea of two bikes in one isn't a totally new concept from Harley by far; the factory has offered convertibles in the FXR, Dyna, and Softail families. What is unique and different about the Switchback is that with its 41.3mm front-end, chrome headlight nacelle, 130mm front tire, floorboards, hard saddle bags, and full swept FL-style fenders; it looks like from the Touring lineage and not just a Dyna with hard bags and a windscreen. Then when you peel off the windscreen and saddle bags, well, it still kind of looks like part of the Touring family, just stripped down, cleaned up and sexier.
Once you throw a leg over the saddle and hit the streets it becomes clear this bike isn't the offspring some overweight sofa glide. It's agile and powerful. I spent a bit of time on the Switchback and everything from its looks and handling to the performance, storage capacity, and versatility impressed me.
The Harley engineers really did their homework when it came to setting up the steering and suspension to make sure the bike had the comfortable and plush ride of a touring motorcycle, but the maneuverability and handling of a Dyna. The front-end geometry, tire specs, and suspension were all designed to work together to give crisp and lightweight steering.
Within the beefy fork legs is a 20mm cartridge which helps offer enhanced damping, while at the rear is a set of Nitrogen-charged mono tube rear shocks with dual rate springs. The rear shocks are adjustable, which it easy to set up the rear suspension for solo, two-up, or loaded up riding. Back up front a 130mm Dunlop provides a nice steady footprint while bombing down the highway, but the low profile design of the tire helps get the bike over and in and out of tight turns with ease. One thing I definitely noticed was that unlike the members in the Touring family which can sometimes give unwanted feedback in the form of shaking when upset by inconsistencies in the road at high speeds and high-speed turns, the Switchback was solid from tire to tire at excessive speeds, tight sharp turns, and when loaded up and leaned over in high-speed sweepers. Even when I gave the mini ape handlebars a good shove while cruising straight down the highway, the bike steadily kept its line without the rear getting squirrelly or needing time to settle down.
Powered by the 103ci engine and backed by the six-speed transmission, the Switchback gets to where you want it, in front of that big rig, with ease. Granted it's not going to break any land speed records, but with the saddle bags fully loaded and a touring bag strapped to a luggage rack, I can easily slip past slow-moving traffic on inclines without having to drop it down into Fifth. Weighing in 43 pounds lighter than the Heritage Softail Classic (761* pounds), and only 12 pounds heavier than the next heaviest Dyna, the Fat Bob (706* pounds), the Switchback is easy to unload off the kickstand but not so heavy that it hinders the performance or potential of the triple digit displacement engine. Bolted to the right side of the rubber mounted engine is a chrome 2-into-1 straight cut exhaust which offers a decent note and gives the bike more of performance look as opposed to the dual classic look of found on touring models. And unlike the Touring models that have exhaust system secured to the rear of the saddle bag supports, Harley engineers designed the rear exhaust hanger bracket to mount off the back of the drive train and to actually move with the drive train. With overall weight a main concern, Harley opted for an aluminum rear hanger bracket as opposed to steel.
Slowing the Switchback down or coming to an immediate stop is assisted by a four piston fixed front caliper and 300mm uniform expansion floating rotor, with a two-piston torque-free rear caliper clinching down on a 292mm rotor. The bike I tested was with the Security Package Option (add $1,195) which bundles the Anti-Lock Braking System (ABS) with the Smart Security System with proximity-based hands-free security fob. As we've experience with other equipped bikes the pulsating brakes in tight situations works well.
The Switchback looks like it could be the Road King's younger sibling, which is great since the King has been such a favorite among Harley enthusiasts. The proportions of the bike are just right with the saddle bags being about 25 percent smaller than a standard FLT saddle bag and a 4.7-gallon fuel tank instead of the 6-gallon tank found on the King. Even though the bags are smaller, I was able to stuff into them a jacket, a few shirts, a tool roll, and a camera in one bag alone, by installing a sissy bar or a luggage rack and adding a large travel bag, I was able to carry enough gear with me for a two-week road trip.
I found the mini ape bars to suit my 5-foot-10-inch frame perfectly; they weren't too high or so short that I felt aching in my shoulders or arms even after hundreds of miles in the saddle. Speaking of the saddle, the two-up seat was comfortable and conducive to long hauls, but aesthetically it was just too puffy for me. I like a seat that has a bit thinner profile and blends into the lines of the bike. I love floorboards for long distance travel and was glad to see Harley outfitted the Switchback with floorboards.
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