Kawasaki Ninja 650 vs. 2009 Suzuki GSX650F vs. 2010 Yamaha FZ6R

Kawasaki’s Ninja 650R, Suzuki’s GSX650F, and Yamaha’s FZ6R are three middle-weight sport-oriented bikes that present a somewhat beguiling irony: Compared to pure sportbikes, they are less capable in some respects, yet more capable in others.

While they won’t edge out more specialized machines at the racetrack, they could be said to do better job in a broader variety of road riding tasks – you know, the kind of riding most people do when they don’t need to rip to 160 mph, or drag a knee on a 70-mph kink, or brake deep into corners.

Everyday street riding, remember? That’s what these bikes are about.

For starters, their unintimidating ergonomics and tractable powerbands make them more suitable for entry level riders – but then again, they’re anything but mere beginner bikes, and for more on this topic, check out our sidebar below.

Hanging out at the Rock Store, these bikes are ready to keep going.

For those who want to push their sporting potential, these bikes can still be plenty entertaining. Sure, they aren’t as intense – or pricy – as 600cc supersport machines, but their real-world performance is not that far off the mark.

Given that “you can only go so fast on the street,” in the right hands these machines will hang surprisingly well on a tight windy road against almost any bike.

And in the meantime, if riders also want to take longer rides – even multi-day tours – or commute daily, many may find a GSX650F, Ninja 650R, or FZ6R more livable at the end of the day, or day-after-day, as the case may be.

A silver lining in gray economic clouds?

Now having heard the positive side, here’s some mixed news …

We had to go to the store to see whether these grocery-getters had what it takes. (It’s a tough job riding motorcycles for a living!)

Unless we wanted to sneak a GSX650F down from Canada, our bike for this 2010 review had to be a 2009 model. In light of a U.S. sales downturn, Suzuki decided that except for the penny-pinching GV250, it is not importing present-year street models.

That may sound like a handicap for Brand S, but really, all three might as well be 2009 models. Last year the FZ6R was just launched, the Ninja 650R received an extensive update, and negligible changes were made this year to either.

For that matter, U.S. consumers are also not offered anti-lock-brakes, although in other markets, Suzuki and Kawasaki do offer ABS for the GSX650F and Ninja 650R (also known as the ER-6f).

The upside to these less than inspiring events is it’s really old news that the U.S. should be deprived some of the latest technology or bike models the Euros or Canadians get from time to time, and either way these are still great bikes.

It would also appear conditions have made it something of a buyer’s market. All three manufacturers are offering low percentage rate financing, and in some cases, reduced priced leftovers may still be available.

The Suzuki’s roomy ergonomics and expansive wind protection make it a good choice for taller riders who might want to do some sport touring.

Similarities and differences

For more thorough reviews on versions of each bike, click on the following names of the Ninja 650R, GSX650F, or FZ6R to read write-ups for each.

Or if a summary will do, here goes:

All three are liquid cooled and electronically fuel-injected. The Kawasaki’s parallel-Twin displaces 649cc and redlines at 11,000 rpm. The Suzuki’s inline-Four displaces 656cc and redlines at 12,500 rpm. The Yamaha’s inline-Four is 600cc and redlines at 11,500 rpm.

The Kawasaki’s engine was launched in the all-new European 2005 ER-6n (un-faired) and then released worldwide in 2006 for the ER-6f (faired, aka Ninja 650). The twin-cylinder was a ground-up build based on a proven design from the EX500 (Ninja 500R), but the 650 is more evolved, more compact and more potent.

The Suzuki’s engine comes from the 2007 Bandit 650, a European model. In 2008, the Suzuki filled the hole left by the discontinued Katana 600. However, unlike the Katana series which used air-oil cooled engines adapted from first generation GSX-Rs of the late ’80s, the newer bike employed an all-new liquid cooled engine and was not an over-bored or stroked GSX-R engine.

The Yamaha’s engine is a retuned version from a 2003 R6. The FZ6R is essentially like a faired FZ6, albeit making due with a tubular high-tensile steel frame instead of the naked bike’s more sophisticated alloy perimeter frame, and lacking the un-faired bike’s 180-series rear tire. But the FZ6 is no longer in Yamaha’s lineup.

Profile view of FZ6R with a 5’8” rider. This bike is adjustable for a broad range of rider sizes thanks to adjustable handlebars and saddle. Good thinking, Yamaha!

All three make power in about the order one might expect. On the Hypercycle dyno, the GSX650F peaks at 73.2 hp and 41.2 ft-lbs torque. The Yammi makes 64.1 hp, and 38.1 ft-lbs torque. The little big Twin in the Kawi turns out 60.3 hp, and 40.1 ft-lbs of torque.

Not tuned for the 14,000-16,000-plus redlines of 600cc supersports bikes, these bikes make a good 30 or so less peak horsepower, while holding onto a fair amount of the original bikes’ lower-rpm torque.

The 650cc Suzuki has an advantage in power, especially up top, but its heavier weight blunts its acceleration. The twin-cylinder Kawi has decent punch at street-sensible revs but peters out up top. The four-cylinder Yamaha feels more powerful than the chart indicates.

This is a big part of why these bikes could be considered more sensible. Not having to scream them to three times the rpm of your family car could contribute to their durability, makes for more sedate riding, and grunt is still there when needed without all the drama.

Power is a defining factor for any bike. But then again, so is weight.

And here it’s the Ninja – down in horsepower but holding its own with torque – that also happens to be the lightest of the three. Its curb weight (full of fluids, ready to ride) is 450 lbs. The FZ6R is an also respectable 467 lbs for the 49-state version, with California models coming in at 469 lbs.

Of the three, the GSX650F seemed most accommodating for taller riders. It’s also the heaviest.

The big Suzook, while having the strongest muscles, otherwise looks like the adolescent who needs counseling after struggling through the childhood obesity epidemic. At 531 lbs, the GSX650F is 81 pounds more portly than the Ninja, and 62 pounds heavier than the FZ6R.

Or just to throw a curve-ball in for some additional perspective: the GSX650F weighs 82 pounds more than a GSXR1000, but makes about half the power. But then again, the GSX650F retails for $5,000 less, so there you go.

As for managing their weight, the three bikes do so on the same spec tires – Bridgestone sport-touring compound 120/70-17 fronts with 160/60-17 rears.

Additionally, they all ride on standard telescopic 41mm forks and basic monoshocks with spring-preload capability – nothing too sophisticated here, but it all basically works. And fact is, a lot of riders with tricker factory suspension don’t use – or make good use of – all the extra adjustments possible even when they have them.

Finally, and staying true to the no-muss, no fuss mantra, all three reliably put power to the ground through smooth shifting six-speed transmissions.

Entry Level?

Marketing writers and moto mag writers alike often throw around the term “entry level” when describing middleweight motorcycles with low seat heights and comfortable riding positions. But if so, it’s at least partly because they represent a mid-way point in a world of motorcycles in which the upper limits are absolutely astonishing by standards of not so long ago. While manufacturers have spent engineering overtime honing extremely light, powerful, yet tractable and inviting machines for the past few decades, last time we checked, human DNA is still the same as it ever was. In 1980 a bike that could turn a mid-to-low 12-second quarter-mile would have deserved acceptance in a league of high-performance machines of 900cc to 1100cc displacement. Today, anyone with a credit score can buy 600-650 cc bikes that are considered not-too-expensive, yet able to develop speed deceptively fast. Anyone who has never ridden a street motorcycle, and wants a 600cc sportbike for his or her first ought to be sure this is the right level bike to start on, because there are less powerful machines that work great as well. Although our liberty includes the right to take unnecessary risk, and even though the bikes of today have better chassis, suspension and brakes to manage the power, a word to the wise might still be in order. We consider the GSX650F, Ninja 650R and FZ6R – any of which can beat a Corvette to 100 mph – to be entry level sportbikes, and not necessarily ideal for first-time riders. Mistakes in judgment on a motorcycle are expensive and painful, so why add exceptional speed to the mix? On the other hand, I was interviewing a Pentagon official last year, and he said they put young people in the cockpit of aircraft, and the good ones soon see time in a fighter. His point was well taken, but it’s also true they train the heck out of these pilots, and only the ones who don’t wash out make the cut. You and I have nothing stopping us from getting in over our heads but our own good judgment. We highly recommend first-timers honestly self-evaluate their readiness for the challenges of handling a powerful motorcycle. It is widely believed that prior proficiency on a dirtbike (or, at least a bicycle) can be of some value. Anecdotal evidence also suggests that if you are athletic, or have good balance, great eyesight or spatial awareness, high level of manual dexterity, eye-hand-coordination, and such, these too are believed to help you in learning to ride. Seeking qualified training is also a good idea. And overall, if you think you will be okay, who would we be to say these bikes – or faster ones – aren’t suitable? They may be, and you may be fine. We’ll leave you with advice we share with our family or friends interested in riding: Don’t walk before you can crawl, and don’t try to sprint until you are a good walker. Use your head, wear the gear, and have fun.

Ergonomics

Behold, the seat! Yamaha’s FZ6R utilizes a simple plastic platform that can be flipped to adjust its seat height 20mm.

As you might expect, the Suzuki is dimensionally the largest, longest, and may be the best for taller riders. Suzuki claims a seat height of just 30.3 inches, which would make it the lowest of this trio, but we measured an actual height of 31.5 inches.

The Yamaha feels mid-sized but has a couple tricks that make it workable for larger riders too. One innovation is a plastic plate under the rider’s saddle portion that can raise its standard 30.9-inch seat by just over three-quarters of an inch (20mm).

The Kawasaki has a 31.1-inch high molded stepped saddle that worked well for our shorter riders. However, with my 34-inch inseam, the saddle’s sloped step to the passenger section limits aft movement more than I’d want – though not unbearably and fixable with aftermarket saddle options.

Handlebar configurations for all bikes are upright, with the Kawi having the most vertical position. Another adjustment trick Yamaha adds is for its handlebar. Its mount can be rotated to push the handlebar forward to just over three-quarters of an inch (20mm).

See the ramp in the Ninja’ saddle? Tom is scooched all the way against the tank. As soon as taller riders try to slide back, it’s an uphill battle.

All three bikes use tubular handlebars that can be swapped for different bends or rise, if you start feeling ambitious.

Footpegs for all three are reasonably neutral, not forward or excessively rear-set. Again ironically, the narrow Kawasaki’s pegs feel slightly higher. Considering its tall stock handlebar, the case seems all the more apparent for a lower handlebar to complete the sportbike package – that is, if it’s performance you’re after, otherwise it’s fine.

All these bikes may fold up legs and crunch knees a bit for riders with long legs because of their low saddles.

Design

As the ostensible sportbikes they are, all three have full fairings. As the all-arounders they really are, these are complemented by widely spaced mirrors and multi-functional instrumentation including fuel gauges. All use traditional steel gas tanks – enabling the use of magnetic tank bags, if desired. The Suzuki’s tank holds 5.0 U.S. gallons, the Yamaha’s holds 4.6, and the Kawasaki’s holds 4.1.

Simple yet effective instruments deliver the needed data. FZ6R gauges shown.

All have bungee hooks, but the Yamaha has a nice wrapped-around, rubber-coated grab rail, which is not only useful for strapping on groceries or duffel bags, it gives passengers more to hold onto. Likewise the Suzuki has a handrail which is better than nothing, which is all the Kawasaki has – no grab rail or the like.

These bikes can turn mid-to-low 12-second quarter miles and are still fuel sippers. Both the Suzuki’s and Yamaha’s EPA average rating is 43 mpg, and the Kawasaki’s is 48 mpg. Our testing for these not-yet-broken-in machines was in line with these mileage numbers.

Thanks to EFI, they all start instantly, idle smoothly, and rev quickly. Exhaust is routed via sophisticated catalytic converters to single-output mufflers. The Suzuki’s is the most traditional – a single stainless steel large canister design. The Yamaha has a rather industrial looking but functional mid-section mounted muffler. The Kawasaki’s under-engine muffler is stylized and svelte, fashioned in brushed metal.

The Suzuki looks kinda like its big brother, the Hayabusa, don’t you think?

Stylistically – while this is a personal preference issue, and you can make up your own mind looking at the pictures – we’ll offer a few comments, adding that each bike has its pros and cons.

The Suzuki we think looks like a mid-sized ‘Busa from the front, and the GSX-R family heritage is obvious. Kevin Duke thinks this rendition however is ungainly. Likewise the Yamaha has elements reminiscent of the R6 and everyone seems to like it. The Ninja 650R also has design elements from the ZX-6 and ZX-10, but it is unique too. We find its offset rear shock and “D-shaped” swingarm with trellis frame plus artistically designed exhaust and “petal” style rotors give it a look all its own, and a few of us commented it is pleasing in a modernistic sort of way.

"The Suzuki we think looks like a mid-sized ‘Busa from the front.."

Frankly, you could see where the marketers and engineers chose to spend the attention to detail – and R&D money – to bring originality to these respective bikes, and where they merely grabbed something out of the company parts bin. These bikes each have enough uniqueness merged with the same-old-same-old to fill the bill at this price point.

Having pretty functional ergonomics, tractable power, and light pulling clutches, these bikes are fine for plodding around town or basking in the joys of sitting in traffic.

Whatchu lookin’ at? MO Editor in Chief Kevin Duke reflects on the road ahead.

The big Suzuki, however, with a higher perceived center of gravity and definitely more bulkiness, would be comparatively more intimating for novices – but it’s not especially noticeable unless you experience the somewhat better balanced and lighter Yamaha and Kawasaki.

The Suzuki’s weight does smooth out rougher roads and highway expansion joints, however, and we pick it as the most likely long-distance mount, although it does have some buzziness, felt mostly through the handlebar.

The Yamaha is also pretty ergonomically accommodating, and even with the seat and handlebar set for smaller riders, it was do-able for my six-foot frame on a 280-mile day trip of mixed highway and canyon riding. MO guest tester Tom Roderick noted he felt the seat was hard, presumably because padding was spared to reduce it’s advertised height.

As for the Kawasaki, in the view of five-foot-eleven-inch tall Tom, “The seating position for the 650R feels like the same old Ninja 500,” he says. “It feels like a small bike for a small person.”

Removable panels in the Ninja’s tailsection cover mounting points for a bolt-on passenger grab rail. Offset shock helps make this bike the narrowest in class.

This lines up with what I experienced, but I otherwise like the bike so much, I’d consider living with it or adjusting fit with a new saddle.

I say this because the Ninja does a good job on tight, twisty roads. Its light weight, and wide handlebars, if not too high, nevertheless let you yank this bike into an angle and plow through.

Its low-end torque is an asset, but it does not rip to quite the rushing high as the Yamaha, which also delivers smooth power from low to high while building steam like the inline-Four it is.

Of the Yamaha, Kevin observes, “Its power feels better than expected. Knowing how much had been lopped off the top, I was afraid it was going to be wheezy. It was also surprisingly responsive when two-upping Roderick on a brief jaunt.”

Tom also observed, the retuned R6 motor is “a great engine, strong mid-range, pulls cleanly all the way to rev limiter, with excellent throttle response.”

“I’ll take the high-test please. Got some Kawasaki and Suzuki butt to kick…”

The Suzuki’s engine seems down on midrange compared to the others, but is revvy, and gets the bike rolling okay when the tach needle starts racing to redline.

Even so, Kevin noted, “The Suzuki has a bland powerband. You wait for a hit that never arrives. I expected more from a 650cc four-cylinder.”

As you know, the Suzuki is penalized by more weight to push. It also has the heaviest steering and its soft suspension can be overwhelmed when challenged. Further, it feels widest between the knees. This is especially noticeable after hopping off the Ninja, which as the narrowest, and feels like a dual-purpose bike on street tires by comparison.

In between its two competitors, the Yamaha strikes a great balance between flickability and bulk. Tom says plainly that ”the Yamaha is sportier than the Ninja.”

His feeling also lines up with something Kevin’s said about the FZ6R’s sound affects. “The under-engine exhaust emits a surprisingly invigorating sound that’s racier than expected,” Kevin observed, “It’s a nice accompaniment to every ride.”

I can see everyone’s point, and don’t disagree, but I’m also like the teacher who sees the potential in a kid, and what it could be with a little work.

The Ninja 650R’s narrowness and torque inspire corner carving all day long.

The Ninja’s potential comes from its being narrowest and lightest in its class, having footpegs positioned to offer the most cornering clearance and an engine with excellent torque and workable horsepower. Those are fundamentals that could come into play with some tweaking to maximize its sporting potential.

On the footpeg clearance issue, the Suzuki is adequate, and Yamaha’s pegs are the first to scrape. Actually, I was looking for the phone number to the Yamaha parts department to order replacement peg feelers. In less than 75 sport riding miles, on sport-touring-compound tires, I’d already half ground them off. 

Ready, set, touch-down! The pegs are gonna scrape. Whether this bike could use more clearance or not, the FZ6R’s willingness to lean is proof that this bike hasn’t forgotten its sporting heritage.

But I’ll also admit, the Ninja would need work with its rear shock. It was the most  undersprung for my 185 pounds, and MO tester Kaming Ko and Tom also noted the bike floundered around in bumpy corners. The Ninja handled noticeably better after turning the stepped preload collar to full firmness.

All these bikes have similar spec brakes offering a firm lever pull. The Yamaha’s brakes haul it down from any speed without much of an issue, and may be the best of the bunch, although Tom noted the rear brake was too touchy and prone to lock-up.

The Suzuki’s brakes, although utilizing 10mm larger rotors, work okay, but with all that extra kinetic energy to scrub off, can’t match the grace of Yamaha’s stoppers. The Ninja’s brakes do have enough power but lack some of the sensitivity.

Kudos to Kawasaki. The Ninja is the lone bike of the bunch with an adjustable-reach clutch lever.

All these bikes are marketed for entry-level riders. Ironically, the one with the lowest seat height might also be the most daunting for shorter riders or novices. The Suzuki’s width means shorter legs still have a longer stretch to terra firma. Both the narrower Yamaha and Kawasaki, however offer shorter effective reaches to the ground.

The Kawasaki further makes a concession for smaller people that maybe Suzuki and Yamaha should take note of. In addition to industry-standard adjustable brake levers, the Ninja 650R includes an adjustable reach clutch lever – Kawasaki seems to understand that if riders have short legs, they’ll probably have small hands too.

Instrumentation is readable for all bikes in daytime or night. Kevin noted that the Suzuki’s white GSX-R-inspired gauges are especially easy to read. And here’s an area where the Ninja comes up short: It’s digital bar graph tachometer, while visible, is not as readable as a big analog gauge would be.

Conclusion

Although this is a “shootout,” we are especially mindful that the GSX650F, Ninja 650R and FZ6R are trying to be as close as possible to everything for everybody.

It’s tough to name a ”best” bike for first-time riders, commuters, potential day-trippers, enthusiasts looking for a knock-around bike, and more.

More than most, these machines aim at a moving target. As such, this review is what four experienced riders think after sampling these bikes, while trying to second guess what a wide variety of potential riders would want.

This isn’t the official order in which these bike ranked, but I’m still enjoying the Ninja in this game of follow the leader.

None of us preferred the Suzuki. Tom bluntly put it that it “lacks direction because it doesn't seem to be built for either a novice or an experienced rider.”

While experienced riders appreciated the Kawasaki, more gave the Yamaha the thumbs up as the best all-arounder with sporting capabilities.

And the winner of best all-around sportbike in this comparo is … Yamaha FZ6R!

So, the short answer is the Yamaha is the official winner!

Since I don’t listen to the beat of other drummers, however, I’ll add some further impressions for what they are worth. I like the Yamaha, but representing potential experienced buyers, I would like to have seen higher footpegs.

Having raced and street ridden Four-Cylinder Suzukis back to the early 80s, despite my jabs at the GSX650F, I’m less put out with it than one might think. It felt familiar to me. I found it easier to like than other MO testers here, and think others could adapt and grow fond of the bike in time.

And even if more MO testers voted for the Yamaha, I’d give the underdog award to the EX650R as the little Ninja that could. I like it because it is its own bike, not a watered-down anything, and is therefore most unique. As already noted, it is the lightest and might represent the most twisty road potential for experienced riders. And, at a $7,099 MSRP, it’s $800 cheaper than the Suzuki.

The $7,899 GSX650F, $7,390 ($7,490 in non-black color options) FZ6R and Ninja 650R offer real-world sporting capability. They have enough grin-inducing power to wind them through a couple-few gears – but not so much that you’ll look down at the speedo and see you’re accidentally doing 135 mph.

Given that all street motorcycles are also limited while cornering and braking, these bikes serve up a freshly brewed blend of corner carving prowess, plus a better chance of comfortably getting you to work, school, the store, or out of town.

Read more »

Top 10 Hottest Bikes of 2011

Now that Germany’s Intermot show and Italy’s EICMA exhibition are over, we’ve got a clear idea of the motorcycles that will be introduced over the next 12 months. Although the number of new models isn’t as large as we’re accustomed to seeing at this time of the year, the sheer diversity of new bikes is inspiring.

  This crop of 2011 and 2012 offerings shows an almost unparalleled variety and further category fracturing and blending. We’re on tap to receive three cool entry-level, small-displacement sportbikes, an Italian power cruiser, a bleeding-edge Japanese literbike and the first inline 6-cylinder motorcycle engine we’ve seen in decades, among many other noteworthy machines.
For this article, we’ve whittled down a list of our 10 most anticipated bikes we’ll see in 2011. In alphabetical order…
Aprilia Tuono V4R

We love Aprilia's V-Four engine, so we're pleased to see it used in the new Tuono V4R.

Aprilia is on the gas for 2011, giving us several strong possibilities for selection to our list, including the sporty tiddler RS4 125. Parent company Piaggio, like Euro rivals Ducati, Triumph and BMW, continues an unabated stream of new product while Japanese brands are being much more cautious.

Italian sex appeal.

In our selection process for this list, we had some votes for two new versions of the ultra-desirable RSV4 sportbike. If you have to wonder why this is exciting then you may not have paid attention to a) Motorcycle.com and/or b) World Superbike racing this year. Veteran road racer Max Biaggi scored 10 race wins on the way to the 2010 World Superbike Championship and the Manufacturer's title at the helm of an RSV4. And earlier this year we picked the RSV4 Factory as the winner of the first part of our 2010 Superbike Shootout.
Now comes the APRC SE version to sweeten the RSV4 Factory pot with the addition of traction control, wheelie control, launch control and a quick shifter, which you can find out more from our Euro correspondent’s First Ride review. Aprilia went and made one of our favorite literbikes of all time even better! It will retail for $22,499 when it arrives on our shores mid-2011. And if you really have extra coin burning a hole in your pocket and you must ride like Max, Aprilia offers a WSBK-spec, 200 hp race-ready Biaggi Replica for the paltry sum of $64,000.
Yet it’s the new Tuono V4R that really gets out blood pumping. The previous version with its liter-sized V-Twin is one of our all-time favorite nakeds, with a composed chassis, edgy Italian styling, and all-day-comfy ergos. Aprilia has now graced the Tuono with a retuned version of the compact but potent V-4 powering the RSV4, rated at an exciting 162 crankshaft horsepower. The V4R Tuono will also be available with the APRC (Aprilia Performance Ride Control) package that uses gyros and accelerometers to control traction, wheelies and launches.
“Although it’s just a paper lion at the moment,” Pete comments, “the all-new Tuono V4R has me salivating like no other new bike announced for the coming season.” Unfortunately, the V4R isn’t scheduled to hit North America until early 2012 at a price still to be determined. You can read more about it here.
Related Reading
2011 Aprilia RSV4 Factory APRC SE Review
INTERMOT 2010: Aprilia RSV4 Factory APRC SE
Aprilia RSV4 Biaggi Replica unveiled
EICMA 2010: Aprilia RS4 125 Coming to US
Aprilia Dorsoduro 1200

Aprilia's V-Twin heritage continues with the 1200cc Dorsoduro. We expect a 1200cc Shiver to emerge in 2011.

As noted above, the old Tuono was our favorite offering from the Noale, Italy-based Aprilia, but the new V4R will lose the previous model’s 1000cc V-Twin character. However, twin-cylinder fans needn’t fret, as the 1197cc Dorsoduro steps in to fill that void.

The Dorsoduro's new V-Twin packs the grunt we wished the 750 had.

The 750cc Shiver and Dorsoduro are very appealing in their own right, yet performance from their three-quarter-liter V-Twins have been a little underwhelming. But after years of rumors about larger-displacement version of the same engine, Aprilia has finally delivered with the Dorsoduro 1200.
The Max Dorso has already been introduced in Europe, and our correspondent Tor Sagen brought back a glowing review you can read here.  Although no lightweight (at a stated 457 lbs dry), the Dorso 12 comes to the party with a claimed 130 crankshaft horses to give it midrange grunt the 750 can’t approach. The big Dorso’s appeal is also expanded with high-end features like traction control and optional ABS.
“The Dorsoduro 1200 is all I ever wanted from the 750 that wasn’t there,” said Sagen after his ride. “The 1200 engine has got all that full richness I always look for in V-Twins. That sorted, the bike is now 100% pure fun.”
Just as intriguing, this new 1200cc V-Twin will surely find its way into other Aprilia models. We anticipate a Shiver 1200 to be unveiled during 2011, and it’s possible the new powerplant may find its way into a pseudo adventure-tourer like Ducati’s weird but successful Multistrada.
The only downside is that we’ll have to wait until mid-2011 until the Dorsoduro 1200 arrives in North America. MSRP is set at $11,999.
Related Reading
2011 Aprilia Dorsoduro 1200 Unveiled
2010 Aprilia Dorsoduro 750 vs. Ducati Hypermotard 796
2010 Ducati Multistrada Review
2010 Oddball Sport-Touring Shootout: Ducati Multistrada vs Honda VFR1200F vs Kawasaki Z1000
BMW K1600GT and GTL

A new 6-cylinder engine is at the core of BMW's new K1600 series.

BMW thrilled us with news of the first inline 6-cylinder motorcycle engine in almost 30 years, this one the centerpiece of a pair of high-end touring bikes. BMW says the undersquare 1649cc mill will produce a prodigious 129 ft-lb of torque at its peak, culminating in a 160-horse shove down the highway of your choice.

The K1600GTL packs big power and loads of comfort and convenience niceties.

The sporty-ish K16GT will replace the 4-cylinder K1300GT, and the K1600GTL becomes the luxury-touring wagen of the reputable German brand. Both are available with a gamut of technology and luxury options, including electronically adjustable suspension, traction control, heated seats and grips, and multi-mode engine mapping, among a host of other options that should deliver a truly regal ride. And the engine sounds delicious, as we heard when we saw the K16 revealed at Jay Leno’s garage last month.
“A six-cylinder motorcycle engine is a rare thing, no matter the era,” Pete notes. “But one from BMW promises high levels of refined technology and presumably lots of smooth power. Wrap that mill in a techy BMW chassis and all kinds of pushbutton electronic gadgetry, and the K16GT screams über-tourer.”
Yet to be announced are the prices in America, but read here for Canadian pricing that starts at $24,100 for the GT. We’ll have to wait till April to sample the newest Six on the block.
Related Reading
2011 BMW K1600GT Gets Canadian Pricing
2012 BMW K1600GT and GTL Six-cylinder Unveiled
BMW Unveils New 6-Cylinder K1600GT and GTL
K1600 Forum
Ducati Diavel

Ducati intends to reach a new audience with the Diavel. Factory-rated at 162 horsepower, you're sure to be at the front of the pack heading to the next roadhouse.

Last year Ducati smacked us with an adventure-touring surprise in the form of the oddball Multistrada, which we’ve since tested and loved several times. For 2011, Ducati further expands its customer base with the Diavel, a weird new roadster built within the power-cruiser idiom.

Pirelli developed a new rear tire in conjunction with the Diavel, purported to offer sportier handling than any other 240mm tire.

Despite the cruiser analogies, those at Ducati who have ridden the Diavel say it doesn’t really share any cruiser qualities. They promise a level of handling far beyond anything with a cruiser label, including a respectable 41-degree lean angle. And with a retuned version of the strong 1200cc V-Twin from the Multistrada, expectations are for a unique and stimulating ride.
“Let's see,” Pete muses. “A motorcycle with a claimed 162 hp and 94 ft-lbs joined by ABS, traction control, rider-selectable engine mapping, a slipper clutch and a monstrous 240mm rear tire from Pirelli. I like most cruisers, but I think I'll like Ducati's interpretation of a cruiser even more.”
Diavel prices start at $16,995 when they hit dealers around March, 2011.
Related Reading
2011 Ducati Diavel Review (Almost)
EICMA 2010: Ducati Diavel and Monster EVO Unveiling
2011 Ducati Mega Monster Spy Shots!
2010 Oddball Sport-Touring Shootout: Ducati Multistrada vs Honda VFR1200F vs Kawasaki Z1000
Honda CB1000R

With the CB1000R, Honda once again will offer a naked sportbike to American consumers.

We love naked bikes around here. Their combination of sporty handling and power combined with day-to-day livable ergonomics ticks most of our boxes of what we look for from a motorcycle. The aforementioned Tuono is a good example, as is Kawasaki’s recent Z1000.
With that in mind, we’re sure to enjoy Honda’s CB1000R, even if it’s been available since 2008 across the Atlantic badged as the Hornet. Its edgy and futuristic appearance looks advanced without being too outlandish. Its engine is derived from the previous CBR1000RR, detuned with smaller throttle bodies and lower compression to yield a claimed 123 crankshaft horsepower at 10,000 rpm, nearly matching the output of Kawasaki’s Z1000 and Ninja 1000 siblings.

The CB1000R comes to North America after enjoying sales success in Europe.

Despite the 1000R’s retuned motor, it is no slow poke. Our Canadian correspondent says it was still pulling at an indicated 150 mph when he sampled it on a racetrack earlier this year. The CB’s chassis behavior was also judged to be good, as it uses an aluminum frame, a fully adjustable 43mm inverted fork, and a shock adjustable for rebound damping and spring preload.
“Turn-in is quick enough to give the impression we were riding a middleweight roadster,” reported our Canuck tester.
The CB1000R will arrive in American dealers this spring at a $10,999 MSRP. CBs destined for the U.S. will have standard radial-mount brakes, while Canadian versions will ship only with Honda’s Combined ABS, retailing for CDN$13,999 up north.
“The bike ought to be a tremendously versatile, fun machine able to do anything from sport touring to track days,” Jeff predicts. “It ought to be a great model, and give a fight back to Kawasaki.”
Related Reading
2010 Honda CB1000R Review
2010 Streetfighter Shootout: Kawasaki Z1000 vs. Triumph Speed Triple
2009 Streetfighter Comparison: 2010 Ducati Streetfighter vs. 2008 Benelli TnT 1130
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2008 Naked Middleweight Comparison: Triumph Street Triple 675 vs. Aprilia SL750 Shiver
2009 Naked Middleweight Comparison
Honda CBR250R

We're glad to see Honda finally offering a sporty entry-level machine to the American market.

Honda is well known for its refined products and superlative R&D efforts, but American Honda has neglected the entry-level segment in recent years. This changes for 2011, as a quarter-liter CBR sportbike will arrive in North America this spring.

Building the CBR250R in Thailand helps keep its price down to just $3999.

It’s powered by a fuel-injected 249.4cc single-cylinder engine with double overhead cams actuating four valves. A gear-driven counterbalancer should keep it smooth up to its 10,500-rpm redline. Peak power of 26 horses is said to come in at just 8500 rpm, with 17 ft-lb of torque arriving at 7000 rpm. This indicates a relatively broad and torquey powerband. For comparison, Kawasaki’s Ninja 250, which has had this class virtually to itself, makes its torque and horsepower peaks at 9500 and 10,250 revs, respectively.  
“I'm quite interested in Honda's attempt to snatch away market share from Kawasaki's venerable Ninja 250R,” Pete observes. “The CBR250R is powered by a Single, and so should produce a neat Thumper-style exhaust note and should also make good, grunty low-end power, all while looking like a larger, more upscale Honda sportbike.”
The new CBR is clearly targeted at the Ninjette – Honda has set its MSRP at an identical $3999. Honda one-ups the Kawi by offering ABS, a $500 option, and standard fuel injection.
We’ve already had the chance to spin some early miles on the littlest CBR, and we found there’s lots to like.
“Is the CBR250R a Ninja 250R killer?” Jeff asked in our CBR250R review. “No. Is it solid competition? You bet. At this juncture, we can tell you it may not win a drag race with some other 250s, but it is a winner in its own right. I wish I had a bike this cool when I was starting out.”
Related Reading
2011 Honda CBR250R
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2011 Honda CBR250R Coming to America
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Kawasaki ZX-10R

Kawasaki's new ZX-10R continues to grab headlines.

Kawasaki has upped the ante in the literbike wars with the most technically advanced sportbike it’s ever created. Its traction-control system is not only highly sophisticated, it is also standard equipment and is the first high-performance TC to be fitted to a Japanese sportbike.
A few weeks ago, lucky canine Pete came away from riding the new Ninja at Road Atlanta gushing about the transparent nature of the Sport-KTRC TC. “The system’s activation is notably seamless and not nearly as assertive as Ducati’s DTC,” he wrote in his First Ride review. He also praised its improved chassis and rippin’ 170-horse powerplant.  And the MO staff agrees that this is one of the most attractive Ninjas ever.

The ZX-10R elicited no negative comments at its press launch at Road Atlanta.

One caveat: Kawasaki recently placed a “technical hold” on ZX-10Rs, withdrawing shipped models from the market until it solves a still-undisclosed problem, rumored to be within the engine but not something that could cause catastrophic failure. Kawasaki is playing conservative with this issue, but you can bet they’ll have it sorted promptly.
Anyway, you can’t buy a cheaper TC-equipped sportbike than the ZX, ringing in at $13,799. A racetrack-developed ABS system adds $1000 to the price.
Although we still need to sample the 10R on the street and in the company of its rivals to judge its ultimate potency, we’re already believers in the potential of this exciting new literbike. Pete ended up his review warning the other Japanese brands: “Honda, Suzuki and Yamaha had better step up their game ASAP or risk a shrinking profile in the literbike wars.”
Related Reading
2011 Kawasaki ZX-10R Technical Issue
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MV Agusta F3

MV Agusta's F3 is endowed with a new 675cc three-cylinder motor. As with all MVs, it's gorgeous.

When it comes to understanding motorcycles, Italians perhaps do it better than any other nation. So when attendees at last month’s EICMA show in Milan were polled to find the “Most Beautiful Bike,” MV Agusta’s F3 was the easy winner, pulling in an extra 18 percentage points over the runner-up Ducati Diavel.

We're expecting big things from MV's new middleweight.

It only takes a short glance at the F3 to realize it’s something special. Its chiseled styling makes for an immediately positive first impression, which is then underlined by a sexy single-sided swingarm and one of the coolest exhaust systems ever, a triple-pipe shorty outlet that is a symphony of design.
Symphonic, too, should be the sound of the 675cc three-cylinder engine at full song. We’re huge fans of Triumph’s 675 Triple, both its sound and character, so we’ve got some high expectations for MV’s version.
“I think the Triumph is such an excellent performer, and so a bike of the same displacement and intent from legendary maker MV Agusta could have as much or more potential as the Triumph,” Pete comments. “Bonus to the forthcoming F3 is MV’s promise of traction control for the sleek-looking Italian Triple.”
“It will be an awesome middleweight scalpel, I bet you,” Jeff predicts.
Related Reading
EICMA 2010: MV Agusta F3 Revealed
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Suzuki GSX-R600 and GSX-R750

After taking a virtual hiatus in 2010, Suzuki strikes back for 2011 with the new GSX-R600 and GSX-R750.

After taking a year off in 2010, American Suzuki comes out swinging with a ground-up redesign of its GSX-R600 and GSX-R750 fraternal twins. The Gixxer 600 has long been Suzuki’s best-selling streetbike, so the engineers in Hamamatsu made countless top-to-bottom improvements to the 2011 model to compete with some excellent class rivals.

Only $400 separates the GSX-R750 from its 599cc brother, making the Gixxer 750 an instant contender for best bang for the buck among sportbikes.

A significant 20 lbs were lost in the transition to the ’11 model, trimming weight from its aluminum frame, wheels, bodywork, engine and exhaust. The addition of Showa’s highly regarded Big Piston Fork should aid handling, and the GSX-R brothers now feature Brembo monoblock brake calipers.
The Gixxer Six seems to have taken a big leap forward, but what excites us most is the 750cc version. The GSX-R750 is virtually identical to the 600, but it’s packing 20% more power while carrying just 6 lbs extra. The best part is its $11,999 MSRP, just $400 more than the GSX-R600.
“BAM!” Pete exclaims. “How many times more than that puny price gap do you think 600cc owners spend on full exhaust systems, Power Commanders, engine work, etc., to eek out an extra, what, 5-10 hp, maybe? Here Suzuki gives you perhaps as much as 20 hp more in the form of the 750.
“Were I a consumer in the market for a new sportbike in 2011, and wasn’t necessarily interested in racing the currently popular classes of 600s and literbikes, call me a fool if I didn’t buy the GSX-R750 for a few clams more. Puh!”
Related Reading
2011 Suzuki GSX-R600 and GSX-R750 Revealed
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2008 Suzuki GSX-R600 Review
Triumph Tiger 800 and Tiger 800 XC

Triumph added stroke dimensions to its 675cc three-cylinder to create the Tiger's new 799cc Triple.

The Tiger is reborn! And this time with a nearly identical twin.
It's great to see Triumph update its long-running Tiger, a bike that for years had inclinations of riding rugged roads, but wasn't really ready to take on BMW in the adventure-touring segment. Not only is the Tiger 800 all new, Triumph offers it in a ready-for-the-wild XC version that includes wire-spoke wheels, knobby tires, extra suspension travel, and switchable ABS, to name a few things.

The Tiger 800 has received solid reports from those who have ridden it.

But perhaps the best part is that the Tiger is powered by a mid-size (799cc) inline-Triple that spits out a purported 94 ponies. The Tiger's three-cylinder is of smaller displacement than Triples used in many of Triumph's other models but should still offer the smooth, linear performance that its bigger-engined brothers are known for. And it'll no doubt have a similarly raspy exhaust note, too.
The Tigers are expected to arrive in the U.S. in March 2011. The Tiger 800 will retail at $9,999 ($10,799 with optional ABS). The 800XC has an MSRP of $10,999 ($11,799 with optional ABS).
The bourgeoning A-T segment has thus far been dominated by 1200cc engines, but these are often too big and heavy for serious off-road work, which is why we’ve given BMW’s F800GS our Best On/Off-Road award for two years running.
“Looks like the F800GS has a Tiger on its tail,” Pete pointedly quips.
Related Reading
EICMA 2010: Triumph Tiger 800 and 800XC
2009 BMW F800GS Review
2012 Yamaha Super Tenere Review
Motorcycle.com Best of 2010 Awards
Five bonus Hot Bikes, just missing the Top 10
Aprilia RS4 125: Riding a small bike was never as sporty as this. Aprilia adapted a 2-stroke GP bike’s chassis and fitted a fuel-injected 125cc 4-stroke motor wrapped in RSV4-style bodywork. It won’t arrive in the U.S. until the fourth quarter of 2011 as a 2012 model.
Honda Crossrunner: This Multistrada-esque crossover uses adventure-bike styling encasing a 782cc V-Four derived from the old Interceptor. It might be worth talking more about if it was coming to America, but it’s not.
Horex VR6 Roadster: This naked is powered by a 1218cc narrow-angle (15-degrees) V-6 engine boosted by a supercharger. Do we have to explain why this is interesting? If so, perhaps you need to hear this video clip.
KTM 125 Duke: Like the little Aprilia above, the lil’ Duke is powered by a fuel-injected four-stroke single-cylinder engine. Americans might not get a chance to see if the eighth-liter Duke would sell to entry-level sportbikers, as it’s doubtful it will be imported over here.
Yamaha Super Tenere: The Super Ten proved to be a worthy BMW GS fighter when we tested it last month in Arizona. This will be a tight competition when we bring them together for an adventure-touring shootout.


Source : motorcycle.com

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Victory Cross Roads Review

Victory Motorcycles’ Cross Roads bagger presents a more straightforward riding experience compared to the plusher rider environment offered by its faired stablemate, the Cross Country.

 

You might even say the Cross Roads grants the rider a purer, almost elemental wind-in-the-hair ride compared to other touring-biased cruisers.

Although the Cross Roads doesn’t provide what the Country does in terms of wind protection and creature comforts, it is otherwise the same basic motorcycle as the Country, a variation on the same theme, if you will.

Where the Country has a fork-mounted fairing and hard saddlebags, the Cross Roads is without wind protection of any kind, and its hard interior saddlebags wrapped in black vinyl with real leather accents, while quite roomy at 17.4 gallons total storage, are roughly 3.6 gallons shy of the upspec hardbags' total capacity. The Roads' bag lids use a common plastic buckle for opening and closing. A leather buckle attached to the upper plastic buckle helps snug up lid closure as needed. (Were the bags wholly lashed with a real leather buckle you'd likely get frustrated with having to line-up the pin to the holes, and also have to contend with the very real issue of leather stretch, dry rotting, etc. Ergo the plastic buckle presents a potentially more secure, simpler and reliable closure – hence their use on most cruisers' leather bags.)

The 2011 Victory Cross Roads is the lesser-adorned brother of the Cross Country. Unlike the distance-riding-biased Cross Country that comes with a fairing, radio/sound system and hard saddlebags, the Cross Roads is more simply adorned with leather bags only, but is otherwise the same platform as the Cross Country.

No, you won’t get to tune in your favorite FM classic rock station or pump music from your iPod while aboard the Roads like you can on the long-haul-oriented Cross Country. But with the Roads you’ll enjoy a $3000 savings when comparing the Cross Country’s costlier $17,999 MSRP.

The Cross’ solid-performing chassis and ample lean angle equate to a high level of agility that’s fairly uncharacteristic of other brands in the cruiser/bagger realm.

The Cross models’ potent 106-c.i. air/oil-cooled V-Twin with 6-speed gearbox carried in an aluminum frame proves plenty of go power, while an excellent suspension package gobbles up rough roads as you rack up the miles. During our recent 2011 Bagger Shootout the Cross Country’s forgiving ride and solid-handling chassis impressed us, as did its abundant lean-angle clearance. All those good qualities are also found on the Cross Roads.

"...An excellent suspension package gobbles up rough roads as you rack up miles."

The Cross Roads is largely the same bike as it was when introduced in 2010. However, for 2011 the 106-cubic-inch mill (now standard on all Vics) receives a reworked transmission to provide smoother shifting and quieter operation, while the Roads (along with select other models) also sports a new speedo/instrument cluster.

This new, single-unit instrument now includes integrated warning lights that Victory had previously placed in the top of the triple clamp. A comprehensive LCD readout in the bottom of the gauge displays a segmented bar graph fuel gauge, digital rpm readout, trip meter, odometer, gear-position indicator and clock. Indigo backlighting for the instrument is a slick touch – its illumination at night has a soothing effect on the eyes.

Victory claims the Roads’ dry weight of 745 lbs is 20 lbs less than that of the Cross Country. We’ve not had the opportunity to put each bike on a scale, but the Country’s batwing fairing (which houses a sound system, tachometer, other small gauges and LCDs), hard saddlebags and flying buttress-style aluminum highway bars seem like a combination that would add up to more than 20 lbs.

The accessory mid-height windshield seen here is highly recommended for the Cross Roads that doesn’t come standard with wind protection of any type. Its $550 cost is a negligible increase to the Roads’ $14,999 MSRP.

Regardless of how much the Cross Country’s fairing actually weighs, its added weight is up high and is what I suspect contributes to sometimes unwieldy slow-speed handling – like when picking your way through a U-turn or making that last-second dive for a parking space.

The Cross Road’s front-end is free of this added weight, and after a day aboard the bike, my perception is that low-speed handling is a touch more agile compared to the Cross Country.

If you’re the type of rider looking for an unadulterated view across the handlebar, then the Cross Roads might interest you. But as I’ve learned over my many years of riding, life behind a windshield is good.

My Cross Roads testing took place during a cold and windy late fall day in SoCal, and I couldn’t have been happier to have the accessory mid-height windscreen. Wind buffeting was limited, and I stayed much warmer than if I rode shield-less. The screen attaches rather simply but securely with four Allen bolts.

For a limited time, Victory Motorcycles is offering a Cross Roads Tavern with the purchase of every 2011 Cross Roads motorcycle. (No, not really.)

Victory’s intention with both Crosses was a direct aim for the heart of Harley-Davidson’s bagger dominance, attempting to offer more bike for less dollar. Where the Cross Country targets the Harley Street Glide, the Cross Roads is aimed at the more classically styled Road King.

As the Roads comes equipped, it doesn’t quite mimic the equipment the RK carries, but the Cross Roads also retails for $2K less than the $16,999 Road King in Vivid Black color scheme – other color choices raise the King’s base price. The Victory also comes with cruise control as standard (same on the Country), where H-D charges an additional $295 for that feature.

Another, more expensive option is available in the Road King Classic.

The RK Classic uses leather bags instead of the hard shell units on the standard RK, but the addition of Harley's new PowerPak (103 c.i., ABS and security system), whitewall tires and wire spoke wheels adds approximately $2500 beyond the standard Road King's tag, meaning the Classic ($19,499) is $4500 beyond the Cross Roads' starting price. Yeah, figured that'd get your attention.

If you’re really keen on the base Road King’s standard goods of windshield, hard saddlebags and chrome tubular steel highway bars/engine guard, there’s a way to get a Cross Roads equipped in similar fashion.

Using what Victory calls its Cross Roads Core Custom program, you can build your Cross Roads online or at a dealer by selecting the aforementioned windshield for $550, hardbags for an extra $300 (listed separately for a grand) and highway bars for $350. For another $350 you can select crash-protecting bars for the hardbags.

Although the Cross Roads lacks the windshield, hard bags and highway bars that come as standard equipment on Harley-Davidson Road King, the Victory costs $2K less and its more powerful 106-cubic-inch Twin is standard issue.

So, equipping a Cross Roads similarly to a Road King certainly will boost the Roads’ base MSRP of $14,999, pushing it to within roughly $450 to $800 of the Harley’s price tag – depending on the number of add-ons for the Vic. But a key distinction remains in that the Victory comes with a 106 cubic-inch engine, while the standard Road King employs a 96-incher.

Dyno testing in this year’s Bagger Shootout revealed the Vic Twin churned out nearly 89 ft-lbs, while the Harley Street Glide – equipped with a larger 103 c.i. engine as part of the $1995 optional PowerPak – managed only 81.4 ft-lbs. Furthermore, the Victory hit peak torque later in its rev range and carried the power advantage farther compared to when and for how long the Harley achieved its peak.

Despite the obvious comparison of Victory to Harley, another player worthy of consideration waits patiently in the shadows.

Although Kawasaki's Vulcan 1700 cruiser platform consumes but a fraction of the bagger sub-segment dominated by Harley, the Vulcan 1700 Classic LT is an oft-overlooked contender in what is quickly becoming an American vs. American battle.

The Cross Roads, like its Cross Country stablemate, offers noteworthy value in the face of some pretty stiff competition.

The Vulcan's 103 c.i. Twin is a bit less engine (1700cc vs. 1731cc for the CR) than what the Victory brings to the game, however, the Kawi's Twin does benefit from liquid-cooling. The soft-leather-bag bagger from Team Green also comes with a windshield as standard, and retails for $14,199 – an $800 savings compared to the Cross Roads.

In our recent Bagger Shootout, we dubbed the Country as the bike offering the most bang for the buck. Considering the Roads’ intended American competition, there’s no reason we couldn’t say the same for this other Cross model from Victory.

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