BMW K1600GTL Review - 2012

In the day prior to riding the K1600 super tourer in South Africa, I had several opportunities to ask BMW engineers questions about how it compares with Honda’s Gold Wing, a veritable icon of the luxury-touring class.

“No, this isn’t like a Gold Wing,” they’d say. In fact, the GL1800 BMW last had for comparative purposes was several years old, and they couldn’t recall the last time anyone had ridden it.

But how could BMW not benchmark the segment’s class leader?

Both the GTL and the GL have luxurious accommodations, six-cylinder engines twisting power through a driveshaft, considerable luggage space and excellent wind protection from encompassing fairings.

The 2012 BMW K1600 GTL takes luxury touring to a higher and sportier new level.

Outward similarities aside, BMW Motorrad General Director Hendrik von Kuenheim flatly denies the Gold Wing was the target. Rather than building a luxury-tourer like the Wing, the blunt yet exceptionally affable chief tasked his engineers with creating a “supreme” tourer with greater sporting intent. After all, he adds, the touring market is “the domain of BMW.”

The K1600GTL (and its sportier twin brother GT, to have its own review in a few weeks) is a clean-sheet design that boasts a plethora of desirable standard and optional equipment.

K1600 Goodies

* Ride-by-wire throttle control delivering three options of responsiveness

* Dynamic Traction Control

* Electronically adjustable suspension (ESA II)

* Innovative Multi-Controller wheel on left handlebar to navigate through various menu options

* Detachable luggage

* Adaptive Headlight that directs its beam around corners

* Electrically adjustable windshield

And what do these have in common? None are available on the long-in-the-tooth GL1800 Gold Wing, which debuted way back in 2001.  Although the GL receives minor revisions for the 2012 model year, we’re still waiting on the ability to adjust the height of its windshield with a button, a device now nearly ubiquitous among bikes with a serious touring intent.

The 2012 K1600 GTL is packed with high-tech exclusive features.

At one time we bought into Honda’s logic that an electric motor to raise the GL’s screen (it’s manually adjustable for height) would add unnecessary weight, but the K1600 proves the two aren’t mutually exclusive. The Honda scales in at more than 900 lbs full of fuel, while the GTL is a relative flyweight at 767 lbs. (Incredibly, BMW says the K16-GTL is lighter than the former K1200LT by more than 110 lbs!)

Devotees of old Goldie might decry this comparison as unfair since the 1832cc flat-Six Honda is in a different displacement class than the 1649cc inline-Six BMW. But if that’s the yardstick, then the GTL punches easily above its weight. Its undersquare (and, hence, relatively narrow) mill churns out a purported 129 ft-lb of torque at 5250 rpm, reaching a crescendo of 160 horses at its 7750-rpm peak. That should translate to 135 hp at its 190/55-17 rear tire, almost 40 ponies more than the Honda.

Sing, Sing A Song

Simply put, this is one of the most sonorous streetbike engines ever made. It lights up with a bark that portends wicked things to come, and despite its long-stroke architecture, it spins up far quicker than expected for a touring bike’s motor.

The 1649cc inline-Six in the GTL has instantly become one of our favorite engines of all time. It packs big power and is incredibly smooth and sweet-sounding.

But the really unexpected payoff occurs when the loud handle is twisted hard, as the exhaust note crawls over itself like the best sporty I-6s do – think a miniature Jaguar or, of course, a BMW car engine after inhaling a whiff of helium. It whoops rapturously after 6500 rpm, especially when intake honk at full throttle is added, deliciously so when the delicate yet angry note is bouncing off canyon walls back into its smiling pilot’s ears.

And it also functions perfectly. Throttle response has zero abruptness, even on the most aggressive “Dynamic” riding mode (also adjustable between Rain and Road modes via the right-side switchgear or multi-controller). And there are no issues with excess engine heat like some other big-engined tourers.

Also impressive is the liquidy smoothness of the engine itself, as I-6s always are with their naturally balanced primary and secondary forces. There is only the faintest of vibes filtering to the rider at any speed, and the engine is so smooth motoring at 100 mph in top (sixth) gear that it can also easily cruise at that speed in fifth without bothering its rider.

In the inevitable comparison with the Honda, the GL does seem to have a bit of an advantage when revs are below around 2500 rpm, but the K16 likely out-thrusts the Wing everywhere else. Speed demons will be happy to know there is enough power on tap to exceed 140 mph, and the aluminum bridge chassis has the requisite stability to ably handle it.

The Six appeal doesn’t stop at the engine note.

When not racing Hondas, the K16 mill functions admirably in its civilized street role. Although its clutch engages near the end of its travel, it still modulates easily when balanced against its deep well of power. And its gearbox is exemplary – we never missed a shift during two days of riding, and it accepts upshifts even without a clutch. Neutral is easy to locate.

Steering Surprises

Despite its visual bulk, the K1600 GTL has surprising agility.

We’ve always admired the Gold Wing for its ability to be hustled through curves with alacrity that belied its considerable size, but the K1600 series brings the big-boned dancing partner to a new level of agility. It’s amazingly flickable. Yes, I said flickable. It turns in neutrally and continues through a lean angle that would make a Wing-er envious – the Beemer is the easy racetrack winner if you were ambitious enough to bring these mega-baggers to a track.

The GTL is guided by a Duolever front end borrowed from the now-defunct K1300GT, and it works really well in this application. Steering effort is much lighter than expected, and partial credit is due to excellent new Metzeler Z8s that were developed in conjunction with the K16. The Duo’s design naturally limits fork dive under hard braking while not feeling entirely disconnected from the front axle.

Not Your Dad’s Suspenders

Bump absorption is provided by just a pair of hydraulic dampers, one in the Duolever up front and one in the Paralever rear. The GTL’s Premium Package (a $2645 upcharge over the base $23,200 MSRP) includes BMW’s sweet ESA II suspension that enables suspension adjustments at the touch of a button. In addition to Comfort, Normal and Sport, ESA also provides additional settings dependent on loads, i.e. luggage and passenger weight.

ESA is a boon for any type of bike, and it’s even more valuable on a touring machine that is likely to travel over nearly every type of road. It’s a wonderful thing to be riding a sinuous mountain road in buttoned-down Sport mode, then flip it over to Comfort when the twisties become a freeway. We didn’t get a chance to sample the base suspension, but we were really impressed with the alternative setups of the GTL’s ESA, providing firm response when needed, then plushness when comfort becomes the priority.

The K1600 is a real autobahn-er.

Smart Retardation

The GTL proves to be up to the task of slowing down 900-plus pounds of bike and rider, as it uses a potent triple-disc combination of brakes with BMW’s part-integral ABS as standard equipment. Forget the old concerns about antilock and linked brakes, as this thoroughly modern set performs seamlessly, even when mauling the dual 4-piston calipers up front and 2-piston rear.

Feel from both ends is solid and precise, and souring ABS feedback is almost non-existent even with tires howling. As for the linked component, it works so well that I completely forgot they were even coupled. This is an excellent system with the safety benefit of ABS. Trail braking does nothing to upset the chassis or cause the bike to stand up and alter its line.

Air Management

The chrome pieces above the BMW roundel can be flipped outward to direct cooking air to the rider.

BMW has three wind tunnels, so it’s not surprising that the GTL has well-developed aerodynamics. Its windscreen is a big one, with the added benefit of height adjustability over a vast range. At 5-foot-8, my eyes are just below the upper edge at its lowest level. Taller riders can see over it but experience slight turbulence unless it is raised slightly. Riders of all sizes are sheltered when the screen is at its highest position – its coverage is incredibly encompassing.

In hot conditions, a rider can dramatically alter the airflow by using innovative flip-out vents on either side of the fairing. BMW calls the section below the nose fairing and above the upper side fairings an air channel, and the chrome pieces between them can be manually flipped outward to grab oncoming air and send it at the rider. By redirecting airflow along this key channel, it completely alters the stream of air swirling around a rider and brings cooling relief. Very simple yet extremely effective.

Ergo, Ergos

The GTL’s riding position is very hospitable.

Built to cover long distances in comfort, the GTL is set up with a perfectly neutral riding position. The handlebars are set right where your hands naturally fall, and feet are positioned just slightly forward of a rider’s butt. Our test bike was fitted with the optional low seat placed at just 29.5 inches. This makes the GTL easy to manage during low-speed maneuvers, but tall riders likely will prefer the standard 30.7-inch seat for long days in the wide and supportive saddle. The fuel tank is narrow between the knees despite its considerable 7.0-gallon capacity.

Handlebar controls are thoughtfully arranged, starting with finely adjustable levers. The turn signals are now triggered by a traditional single switch on the left handlebar, augmented with an effective self-canceling program. Standard cruise control is operated via buttons on the left bar, and the system is very well controlled

An array of other features – including heated grips and seat, ESA and audio functions – can be set by BMW’s inventive multi controller. The MC is a knurled wheel that rotates around the left handlebar and can be toggled in two directions to select different settings that show up on the easily read 5.7-inch TFT (Thin Film Transistor) color display panel. The MC wheel is intuitive and has a nicely damped and expensive feeling, although it does make the reach to the turn-signal switch slightly longer.

Comfort and Convenience

BMW’s Multi Controller wheel augments switchgear for cruise control and power windscreen.

As a high-end touring rig, the GTL is fitted with a surfeit of convenience features. Standard equipment includes heated seats and grips to five levels, cruise control and ABS. Ample luggage space is provided by saddlebags and a top box, each detachable unlike the Wing – the GTL has nearly 470 lbs of available payload capacity. Xenon headlights have a self-leveling feature.

“The world’s most advanced audio and communications system on a motorcycle” includes satellite radio and an MP3 player, all of which can be manipulated by the Multi Controller. The audio system can also be directed via Bluetoooth connectivity so that audio can be sent wirelessly to a communicator system like the BMW unit in the Schuberth helmet we were provided; otherwise, sound is sent to four cockpit-mounted speakers.

The GTL’s cockpit is premium quality and provides loads of info.

The aforementioned Premium Package brings a new level of equipment to motorcycles. The luxury component includes ESA II, an alarm and a central locking system, the latter not easy to do with removable bags - it uses the same components as BMW cars and makes an identical satisfying “schlup” sound.

The safety elements of the high-end package consist of gyro-fed traction control, a tire-pressure-monitoring system and the world’s first adaptive headlight fitted to a motorcycle. The innovative headlight uses a servo-equipped mirror to direct the headlight beam in the direction of travel, even around corners. Although we didn’t do any night riding, a table-mounted simulator convinced us of its efficacy, and it will surely be a real benefit to night riders.

The GTL comes prewired for BMW’s Garmin-built Navigator IV, but it’s available only separately from your dealer for around $850. The Nav IV simply drops in to a built-in cradle and it’s instantly integrated into the GTL’s system, even its Bluetooth arrangement. The nav screen is up high and visible, and it’s cleverly secured in place by the windshield in its low position.

BMW’s Adaptive Headlight cleverly pivots the beam around corners and eliminates the dipped lighting when leaned over.

Just Short of Perfection

Passenger comfort would be better if the seat was extended further rearward.

Grab rail access is hindered by the seat’s outer edge.

The GTL does have one significant foible: passenger accommodations fall way short of the Gold Wing’s. Good comfort exists when a pillion is resting his/her hands on a rider’s waist, with abundant legroom up to the wide and comfy seat. A backrest integrated on the top box provides welcome security.

However, the amount of fore/aft room is somewhat limited. Sitting far back on the seat for the most room, your butt is positioned on the transition from the seat to the nylon box mount, making it feel like you’re sitting in a crevice.

Things fall apart further while riding at a brisk pace when your pillion will want to grip the hand rails. There isn’t sufficient room between the seat edges and the rails to comfortably fit in gloved fingers. And when you do jam them in, the backrest wings awkwardly force the bicep area forward. To riders who frequently travel two-up, this could be a deal breaker, depending on the size of your passenger.

Searching for more nits to pick, the gap between tank and seat is a trifle gauche in light of the otherwise excellent fit and finish of this super tourer built in Berlin. Lastly, the GTL we rode emitted an annoying primary-drive gear whine from 1700 to 2200 rpm, but that seemed to be atypical compared to other K1600s at the launch – the mechanically identical GT I rode was quieter by about 50%. The K16s at the press launch were pre-series production bikes, and BMW engineers note that production bikes will have some adjustment of tolerances that should keep whining to a minimum.

The Verdict

To say we were impressed with the K1600 (including the GT version) is a colossal understatement. Blown away is more like it.

Its six-cylinder engine is sex on wheels with power to spare. Its agility and athleticism is positively shocking for such a big girl, and its suspension and brakes are best in class. What’s more, its array of standard and optional equipment put it in a league of its own. And, at $25,845 for the GTL’s Premium Package, it compares very favorably to a loaded Gold Wing ($27,099) mildly revised for 2012.

The K1600 GTL is a luxury-touring machine that thinks it’s a sportbike.

The venerable Gold Wing still holds a clear superiority in passenger accommodations and a slight advantage in ultra-low-speed handling, but the K1600 GTL otherwise significantly advances the super-touring category in every other way possible.

Simply put, the GTL has become the supreme luxury-sport motorcycle ever built.

In a race from coast to coast, the K1600 GTL will do it quicker and in more comfort than anything else on the market. Source : motorcycle.com

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Suzuki GSX-R600 Review - 2011

During the press launch for the 2011 GSX-R600 – held recently at Barber Motorsports Park in Leeds, Ala. – Suzuki stated that more than 360,000 GSX-R models have been sold in the U.S. since 1986.

“To us at Suzuki, the GSX-R is a brand, it’s not just a model,” said Rod Lopusnak, National Sales Manager at American Suzuki.  “That’s how important the GSX-R600, 750, and of course 1000, are to us, to our company. That [GSX-R line] is our DNA. That’s what Suzuki is.”

American Suzuki didn’t have the best year in 2010, but with its new middleweight supersports the company has high hopes of turning matters around in 2011, while at the same time continuing to build on the heritage of GSX-R name.

The 2011 GSX-R600. Loads of revisions make the venerable Gixxer Sixxer a fresh new machine, and Suzuki is betting on the updates and upgrades are enough to make it the best 600 in the supersport class.

A Slimmer, Trimmer GSX-R600

According to Suzuki, the new, pentagonal-shaped ventilation holes in the engine’s crankcase (seen here in the upper half of the case, just below the most forward cylinder) are said to reduce pumping losses which in turn helps the engine spin up easier.

Bow to stern, the 600 received a host of changes, many of which targeted reducing weight in order to take advantage of newfound power gains in the low- to mid-range for better acceleration out of corners. Performance-enhancing updates to the inline-Four powerplant focused on reducing mechanical losses by cutting back on weight and reducing friction of engine internals.

Another pivotal power-boosting update is reshaped crankcase ventilation holes, morphing from round on previous models, to pentagonal in shape on the new engine.

Suzuki says the larger, reshaped holes are more efficient at helping reduce crankcase pressure, therefore creating a freer breathing engine. New ratios in the six-speed gearbox (taller first gear, with tighter ratios in gears 2, 3, 4 and 6) were revised to capitalize on what Suzuki says is increased low and mid-range torque.

Make sure to read about these and other updates in our 2011 GSX-R600 and GSX-R750 Revealed article for a comprehensive rundown on the numerous changes to the new Gixxer(s).

Beating the Wet Odds at Barber

Slinging a leg over the Six – now with reshaped tank and slightly wider-set clip-ons – in the pit row garage at Barber, I was reminded how I’ve liked the ergo layout of previous model GSX-R600s, and how I also like the undulating, fluid layout of Barber’s 15-turn, 2.3-mile circuit.

There’s still lots to like with new the 600’s rider layout that offers room to maneuver in the saddle while remaining comfortable during long, self-governed (non-timed) sessions on the track. However, not so likeable was the day’s forecast: thunderstorms and heavy rain.

Dark clouds over Barber Motorsports Park held back their wet gift, giving the moto media virtually the entire day to circulate Barber’s flowing circuit aboard the new GSX-R600.

During a.m. sessions the ominous-looking sky withheld its rainy wrath. The day’s stiff prevailing winds worked in our favor, quickly drying the track left damp by early morning sprinkles. After a handful of warm-up laps, my confidence grew in the grippy, dual-compound Bridgestone BT-016 tires, allowing me to explore the revamped GSX-R600’s chassis performance.

Willing and able is how I’d sum up the Sixxer’s handling if allotted just two words to describe the experience.

Initial turn in is light feeling, yet at the same time predictable. Steering response is one smooth, linear motion from upright to knee-on-the-deck full lean. From front to rear, the chassis does a good job of telegraphing what’s happening at both ends.

Turns 2, 3, 8 and 14 are good spots to sample the Sixxer’s obedience, as these corners are long and wide, giving a rider ample opportunity to tune into what a motorcycle is and isn’t willing to put up with. Need to make a quick, abrupt line change mid-corner? No problemo. The GSX-R responds by giving only what was asked of it, and not an inch more. The bike remained wonderfully composed at all times while under my command.

The 600’s all-new chassis includes a new frame and swingarm that have a combined weight savings of 4.8 lbs when compared to the previous model’s frame and swingarm. Weight was trimmed from the new bike any place Suzuki could cut grams, ounces and pounds.

Some bends in the course, like Turns 4 and 6, terminate at or near the crest of a hill. It’s easy and common to power wheelie while exiting these turns, as you’re often on the gas and sometimes still leaned over – a combination that often leads to a lightened front-end that’s ready to shake its head.

Here again the Suzuki remains obedient, as the electronically controlled steering damper allows only a couple quick wiggles at the bars before bringing the helm back under your control as you continue to open the throttle for a good drive out of the corner.

And a pretty darn good drive you’ll get thanks to a decent spread of mid-range power that becomes noticeably effective by the 8,000 rpm mark. And the closer-ratio gears seem to work as advertised, too. The engine has sufficient pulling power to smoothly tug 3rd gear when you otherwise might think a gear lower is necessary to squirt out of certain corners while aboard a top-end-power-biased supersport.

The 600’s compact instrument cluster is borrowed from the GSX-R1000. A four-bulb programmable shift light is a useful feature for this racetrack-oriented supersport. Switchgear is also on loan – and updated slightly – from the Thousand. A single toggle located on the upper front of the right-side switch housing now handles switching between A and B modes on S-DMS.

Engine speed builds deliberately but linearly until around 12,000 rpm where a discernable and sharp boost of power kicks in. From here, the engine spins eagerly and freely all the way to its 15,200-ish redline.

S-DMS (Suzuki-Drive Mode Selector) is retained as a feature on GSX-R models, but now consists of only an A and B mode rather than A, B and C as before. While A mode remains the setting that allows unfettered access to the engine’s power, B mode on the 2011 model results in softer power response that’s even a bit more muted than was the greatly restricted C mode on the previous model.

Through market research Suzuki says it learned that most customers with previous generation S-DMS only noticed some power reduction while in B, and rarely used setting C.

Taking this customer feedback, the company reworked the new S-DMS to reflect a greater and, theoretically, more effective difference in power between the two modes. Additionally, the ECU no longer converts B mode to A mode’s full power if the throttle is opened rapidly as it did on the previous version of S-DMS.

The bike’s brain now keeps the engine in a detuned state across the rev range when in setting B, regardless of the rate at which the throttle is opened.

A reshaped fuel tank and 1.0-degree wider-set clip-ons open up the cockpit, giving the rider plenty of room to move around. Rear-sets are still adjustable and now lighter, of course. Suzuki even redesigned the saddle, shaving a little more than half a pound in the process.

It’s easy to get sucked into attempting to ride as quick as you dare when on a racetrack, and this trip was no exception – especially since the weather was cooperating at this point in our ride time. Eventually, though, I reminded myself to use my index finger to hit the Mode toggle button located on the upper front side of the right switchgear (carried over with minor changes from the GSX-R1000) in order click over to B mode.

Whoa. That’s some seriously clipped power, that B mode. So gutless was the rate at which the 600 built steam in B, that while exiting the track for a brief rest, I murmured to myself, “Why even bother?”

In fairness, for the right person or right conditions, the reduced output in B might make sense – like for the first-time trackday attendee or during some super-slick road conditions. Otherwise, I’d suspect most riders will spend the majority of time in A.

The new, stacked headlight, along with new bodywork, was part of the 600’s weight-loss program. Between the headlamp and bodywork, Suzuki clipped another 8.7 pounds.

Two of the most notable upgrades for the Gixxer Sixxer are its Showa Big Piston Fork (BPF) and Brembo monobloc calipers. The BPF is a key contributor to the 600’s chassis stability and handling. With limited front-end dive under braking thanks to the BPF design, there’s less chassis pitch, and overall ride comfort is improved.

Although Barber’s surface is mostly even and smooth, some corners have brake ripples at their entrance – likely the result of the forces generated by racecars during braking. The BPF delivered the right amount of feedback to let me know of the bothersome rough patches while it gobbled up said imperfections.

While the GSX-R600’s dual Brembos didn’t provide the hallmark strong initial bite that I prefer and am used to from the Italian brake maker, they are otherwise a high-performance piece of kit that have elevated the GSX-R’s name and game.

Brake feel at the six-point adjustable lever was consistent, with plenty of feedback to let me know precisely how much more pressure I needed to apply. Experimenting with different brake pad materials could resolve my issue with initial bite.

Conclusion

Despite the ominous forecast of wild, rainy weather with the threat of tornadoes mixed in, barely a drop fell as the moto media circulated ‘round Barber. It wasn’t until after most riders had pulled in the pits for the day that the clouds finally emptied themselves of their watery burden. And they did so, violently. The timing of the rain’s appearance was uncanny.

Is Suzuki blessed with good fortune in 2011 with the GSX-R600?

For the few of you not interested in the traditional Gixxer blue and white, a mostly white scheme with black accents is available. The 2011 GSX-R600 retails for $11,599 and should hit dealers soon.

Of the Big Four, Suzuki is the first player in the past couple years to make a move in the supersport battle. Kawasaki was the last to give its 600 a big overhaul, doing so in 2009. It was enough of an improvement that the ZX-6R dethroned the Honda CBR600RR that year for the title of Winner in our 2009 Supersport Shootout.

In that once-annual battle we lauded the Ninja’s meaty mid-range power for its ability to let a rider get a little lazy with gear selection and pull cleanly out of a slower-speed corner. It’s been a long enough period of time that memory won’t allow making an accurate comparison at this point between the 2011 GSX-R600 and current version of the ZX-6R.

However, in this tightly contested class where every little bit matters, we can’t discount the Ninja’s significant peak horsepower dominance from 2009 when its 107.7 hp was between 5 and 10 more horsepower than the competition.

Nevertheless, Suzuki’s claimed crankshaft output of 123 ponies for the new Gixxer Sixxer, if accurate, could equate to roughly 108 rear wheel horsepower as Kevin Duke keenly speculates. The GSX-R’s advantage of 9 fewer pounds compared to the ZX’s 421-pound curb weight is another feather in the Suzuki’s supersport cap.

While the Suzuki’s engine probably is more potent compared to the previous model GSX-R, what’s more significant to me is the bike’s unmistakable handling agility and ease-of-use.

While increased low and mid-range power are a welcome addition to the Gixxer Sixxer, Pete found the bike’s utterly obedient and nimble chassis an equally beneficial asset. The question now is whether or not the Suzuki’s newfound power, excellent chassis and lighter curb weight are enough to propel the GSX-R600 to the top of the supersport heap in 2011.

A supersport that’s user-friendly can greatly boost a rider’s confidence, which may in turn partially make up for a deficit, if any, in engine power. A happy, confident rider is usually one willing to go faster.

(NOTE: The 2011 GSX-R750 was introduced at the same time as the GSX-R600, so keep your eyes on Motorcycle.com in the coming days for a report on the 750 – the Gixxer that started it all!)

Source : motorcycle.com

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Suzuki GSX-R750 Review - 2011

Does a middleweight sportbike powered by a carbureted, air/oil-cooled engine with a claimed 106 crank horsepower spinning a slim 140 x 70/18 rear tire sound exciting? If it was 1985, and the above mystery bike’s color scheme is blue and white, then it was the Suzuki GSX-R750 that would’ve had you geeked.

A Gixxer 750 with 106 ponies. How times have changed.

The GSX-R750 – arguably the bike that started the replica racer revolution – marked its 25th anniversary in 2010. Oddly, Suzuki decided to celebrate the noteworthy birthday last year by creating a limited edition GSX-R1000, designated by little more than special paint and “25th Anniversary Edition” on the mufflers and wheel rim striping.

For us in the States, 1986 was the first time we could zip down the road on a Gixxer, so this year is something of an unofficial 25th anniversary for the 750 in America. Thankfully, we at least have an upgraded and lighter weight GSX-R750 in 2011 to celebrate with – even if we’re the only ones partying.

2011 Suzuki GSX-R750. Most changes and upgrades to the new Gixxer 750 are found in its chassis. Although the middleweight GSX-R’s engine didn’t receive sweeping updates, it’s still as enjoyable as ever thanks to a strong midrange and powerful top-end.

The 2011 GSX-R750: The Sixxer’s Burlier Twin Brother

Suzuki revised the 750 and 600 at the same time, with the 750 getting virtually all the goodies with which the 600 was endowed. Full details on the Gixxer’s 2011 changes can be seen in our preview article.

The bigger Gixxer’s engine, like the 600’s, now has pentagonal ventilation holes to help reduce power losses from crankcase pressure. Additional shared updates include revised cam profiles, hardened connecting rods, improved crank pin bearing and new starter motor. Otherwise, the 750’s engine is mostly the same as the previous model.

Like any Gixxer, the 750 is at home on a racetrack, and its generous midrange torque is an asset for everyday use on the street.

Visually, it’s difficult to discern between a 600 and 750.

Key but subtle indicators you’re looking at a GSX-R750 are black wheels (white on the 600), slightly less busy decal scheme on the Blue/White color, and the number 750 on the tail section. Beyond that, good luck picking out a 750 in a crowd of GSX-R600s.

It’s been a few years since I last rode a GSX-R750, but blitzing through the first lap on the Barber Motorsports Park road course, the bigger Gixxer’s extra displacement made it clear I was no longer on the 600. With a claimed 148 hp and 20 fewer pounds to hustle around this year, the 750’s meaty mid-range is especially appreciable when digging out of slower-speed corners.

In the GSX-R600 review I said the supersport’s newfound mid-range torque allows a rider to sometimes run one gear higher than he or she might normally when exiting turns. The 750’s extra grunt leaves little question as to whether or not it can pull the higher gear on corner exit.

Like the GSX-R600, the 750 also received a new instrument package courtesy of the GSX-R1000. The GSX-R750 hits redline approximately 1,000 rpm sooner than the 600, but the 750 boasts an additional 25 horsepower. Bonus!

Lots of folks subscribe to the mantra that there’s no replacement for displacement. While there’s some credence to that philosophy, the Gixxer 750 does have something of a hidden liability within its engine – especially notable when ridden back-to-back against the GSX-R600. Although the 750’s curb weight is a scant 7.0 pounds more than the 600’s 412-pound ready-to-ride weight, the 750’s few extra pounds are found mostly in its engine, according to Suzuki staff.

“Big whoop,” you say, “who could tell the difference?”

You’re right. You probably couldn’t sense the narrow gap in wet weights – except when the 750’s mill is revving and spinning. Through the magic of physics the 750’s unfortunate but nevertheless necessary extra pounds are noticeably magnified, as they’re not static pounds, but instead are manifest as rotating mass of the crank.

Along with the 750’s additional rotating weight that compels it to keep moving forward in a straight line, its BPF (Big Piston Fork) also has firmer compression damping settings than what the 600’s BPF uses. This heavier, firmer, combination means the 750 doesn’t necessarily flick in to turns with the same feathery steering compliance found in the GSX-R600.

The 750’s handling, despite the heavier steering effort, is still a strong weapon in this bike’s arsenal. Overall chassis stability and suspension feedback on the 750 are also are quite good, just as on the 600.

An alternate to the traditional Suzuki GSX-R Blue and White is this all-black color scheme. The 750 received the same external updates the GSX-R600 was graced with, including lighter bodywork, lighter weight stacked headlamp, Showa Big Piston Fork and Brembo radial-mount monobloc calipers.

Suzuki’s rider-selectable engine mapping (S-DMS) is also updated on the 750, now consisting of just A and B modes. Just as Suzuki widened the gap in power between the two settings on the supersport 600, with B mode a tick softer than C mode in the previous S-DMS, the same principle was applied to the 2011 750.

However, the new 750’s power delivery in B mode is considerably softer than what C mode delivered on the previous model according to power graph overlays provided by Suzuki. Regardless, the new 750’s B mode is likely still more powerful, if even by a few horsepower, when compared to 600’s full power setting.

Conclusion

The 750cc supersport class is held captive by the Gixxer, as no other manufacturer produces a sporting, race-derived machine with an inline-Four in this displacement. The Gixxer 750 remains a lonely king.

Now that I’ve ridden both the 600 and 750 ‘round the racetrack, the 600 better suits my tastes for track time – primarily for its lighter-effort steering.

While the GSX-R750 remains in a class of its own, and without a premiere race series in which to compete, Suzuki continues to keep the Gixxer 750 up-to-date. Among modern sportbikes, this motorcycle represents one of heck of a value.

However, for the rider that desires a top-performing sportbike for everyday street use, with the occasional trackday here and there, the extra horsepower and mid-range pulling power the 750 offers are enticing.

And when you consider the 2011 GSX-R750’s MSRP of $11,999 is only $400 more than the GSX-R600’s price tag, the bigger Gixxer is a compelling package for anyone enraptured with the idea of owning the best inline-Four middleweight sportbike around. 

Source : motorcycle.com

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Kawasaki Back in AMA Superbike with Eric Bostrom

One of the bright spots of the 2011 AMA Superbike season is the return of Kawasaki and Eric Bostrom to the premier class. E-Boz, brother of superbiker Ben, exited his racing career after the 2008 season, spending much of his time at the Bostrom family compound in Brazil.

 

Although not back as an official factory team, Kawasaki is lending support to the Attack Performance squad headed by longtime lead wrench Richard Stamboli. As part of the deal to run E-Boz in the Superbike class, the 34-year-old also will be teaming with youngster JD Beach to win honors in this weekend’s Daytona 200 aboard ZX-6Rs.

Bostrom returned from his self-imposed hiatus midway through the 2010 season, riding a Suzuki GSX-R1000 for the Stanboli-led Attack Performance squad. The privateer Gixxer took a few races to get up to top-level speed, as did Eric. “I was kind of a hazard,” he said about initially returning to racing.

Eric Bostrom will ride Kawasaki’s potent new ZX-10R for Team Cycle World Attack Performance in the 2011 AMA Superbike series.

E-Boz had his best qualifying effort in the final race of the 2010 season at Barber Motorsports Park where he gridded up in fifth position. Unfortunately, Bostrom was torpedoed by Jordan Szoke who went into a corner too hot. Szoke’s low-siding bike beveled its footpeg as it skittled Bostrom, and in the ensuing bike tumbling, the footpeg dug into Bostrom’s leg terrifyingly close to his crotch. The gash, which required more than 100 stitches to close, came just 2mm short of severing his femoral artery.

Bostrom won the AMA Supersport title for Kawasaki in 2001.

The return to Kawasaki is a bit of a homecoming for Bostrom, as he had his most successful AMA Superbike seasons riding the green machines. He carded runner-up finishes in the 2001 and 2002 seasons while riding the 750cc ZX-7RR.

With the 2010 AMA Superbike season about to begin, Bostrom is optimistic about the capabilities of Kawi’s all-new ZX-10R. In pre-season testing on Florida’s high banks, Bostrom’s Ninja was the second-fastest bike through the speed trap, just 1 mph down on Larry Pegram’s powerful new BMW S1000RR that went 187 mph. Even though the 10R was in a very early stage of development, E-Boz posted the fourth-quickest lap at the famed Florida track. “I’ve never been so excited to return to Daytona,” he told us.

E-Boz added that the new ZX-10R has some of the same characteristics has the old ZX-7R superbike he last rode in 2003.

“The Kawasaki keeps getting better and better the more testing we do,” said Bostrom in a press release. “We’re finding a way to get the most out of the new ZX-10R, and I’m really happy where we ended up. Now, it’s time to put the faceshield down, look for the green light and go for it.”

Bostrom showing he’s regained his form since walking away from racing after the 2008 season.

Although Eric is hoping for a strong season on the Kawi, he predicts the top 3 this season will be 2010 champ Josh Hayes, Tommy Hayden and brother Ben Bostrom.

AMA Pro Road Racing's 2011 season opener will be held at Daytona International Speedway March 10-12.

Rising Star JD Beach The dirt-tracker and Red Bull Rookie’s Cup champ chasing Daytona SportBike title in 2011

JD Beach gets up to speed in pre-season testing aboard his Kawasaki ZX-6R Daytona SportBike. Eric Bostrom will be doing a one-off ride in the Daytona SportBike class only for the prestigious Daytona 200 endurance race this Saturday, but the Attack Kawasaki team will have 19-year-old JD Beach running the class full time. Beach is upholding the tried-and-true American ladder of success in motorcycle competition, moving up through dirt-track ranks on his way to road racing. He began dirt-tracking at the tender age of 4 when he started out on a Suzuki JR50, the same bike Eric Bostrom cut his teeth on nearly three decades ago. Beach made the jump from dirt to asphalt in 2006 when he participated in his first track day. The Washington state native got up to speed remarkably quick, earning a spot in 2007 on the coveted Red Bull MotoGP Rookie’s Cup. His first road race was at the Spanish GP in 2007 on KTM’s RC125 GP bike, and he made big strides throughout the season. A quick study, Beach made a habit of consistent finishes – he scored six top-2 positions (one win) out of 10 races, earning the prestigious Rookie’s Cup world title in its second year. JD Beach using his diminutive stature to maximum advantage. During the ’08 season, the Beach enjoyed the luxury – literally and figuratively – of rooming with 2007 MotoGP world champion, Casey Stoner, at his apartment in Monaco. The two young riders share dirt-track roots and an Alpinestars connection. Beach downplays the star power of MotoGP riders like Stoner, stating simply, “They’re all normal guys.” Beach came back to America for the 2009 AMA Pro SuperSport Young Gun East Divisional Championship, finishing runner-up in the series. And, like in Rookie’s Cup, he won the title in his second year while riding a YZF-R6 for Rockwall Yamaha. He also scored several victories last year during AMA Pro K&N Filters Grand National Championship events. Now 19, the 5-foot-7, 133-lb rider lives in Owensboro, Kentucky, with Hayden Gillim, cousin to the championship-winning Hayden brothers, Tommy, Nicky and Roger Hayden. Beach will be riding a Kawasaki ZX-6R for the Attack Performance racing team this year, and he’s expecting to be running near the front of the pack. “I’ll be disappointed if I’m not in the top 5 in 2011,” he told us. “I want to get back to Europe.” Like Kenny Roberts, Freddie Spencer and Wayne Rainey, JD Beach has adapted his dirt-track talents to excel in road racing. “Testing was really good for me," he said about his pre-season opportunities to dial in his ZX-6R at Chuckwalla and Daytona. He was sixth-quickest at Daytona on a nearly stock ZX-6R – it came out of Kawi’s press fleet and still had its horn installed.  “We made a lot of improvements to the bike. When we get out there for the first practice at Daytona, we’ll be ready to go.”

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Hyosung GT250 Review , The third player in the quarter-liter market...from Korea!

While Kawasaki and Honda are busy collecting the headlines with their 250cc machines, Hyosung has been quietly plugging away on its own beginner bike—the GT250, aimed directly at taking a piece of the pie from the aforementioned Japanese brands. 
 

Now you may be shaking your head in disbelief and writing off the Hyosung, and it’s easy to see why considering South Korea’s history in the automotive market. Brands like Daewoo, Kia and Hyundai have long been laughing stalks among its peers. But it would be foolish not to notice the two latter brands have made great strides in revamping their efforts and are now considered legitimate rivals in their class. In fact, Hyundai (and subsidiary Kia) overtook Ford in 2010 to become the world's fourth-largest auto producer.

It seems to us like Hyosung is on the same path. Except for the fact that the company isn’t a new player at all, and the GT250 has been around for a few years now. And while this was our first time to test the GT250, we’ve already spent quality time with its higher-performance sibling, the GT250R, in our 2009 250cc Streetbike Shootout.

South Korea’s bringing the 250cc beginner bike fight to the Japanese with the Hyosung GT250.

The Hyosung tested here lacks the R’s full fairing and double-disc front brakes, but it’s otherwise mechanically identical. Plus it has the comfortable upright ergonomics of a standard bike instead of the R’s hunched over layout we judged in the shootout as too aggressive for a 250cc sporty bike.

Back to Basics

Powered by an air-cooled, 249cc V-Twin, the GT250 is quite a competent performer, with more grunt than a Ninja 250 and more top-end poke than the CBR250R.

To rehash, here are the vital bits you should know about the GT250. Forward motivation comes from the same 249cc air-cooled V-Twin seen in the R model. It’s graced with dual overhead cams, four valves per cylinder and, best of all, it has fuel injection (unlike the carbureted Ninja). It’s mated to a five-speed transmission.

All told, this little package put out 24.0 horsepower and 14.8 ft.-lbs. of torque on the SuperFlow dyno at Gene Thomason Racing. Pretty impressive figures which fall directly between its more well-known rivals, the Honda CBR250R and Kawasaki Ninja 250R.

The rest of the machine features a few trick bits also. For starters, the suspension from the GT250R is kept intact on the standard model, which means the 41mm inverted front fork is still out front and the single shock is in the rear. Neither units feature adjustment, except for preload tweaking in the back. Interestingly, since the standard model only features a single 300mm brake disc and twin-piston caliper, the secondary disc, hoses and caliper are removed, yet the bosses and brackets on the fork stanchion still remain.

Is it Noob Friendly?

Right, the noob factor. Does this bike cater to new riders well? Simply put, yes and no. Let’s start with the no. The GT250 in many aspects feels like a much bigger bike. With a 56.5-inch wheelbase, 32.7-inch seat height, and a claimed 375-pound wet weight, we’re creeping up on 600cc territory (well, except for the weight). Those who are vertically challenged or lack some muscles need not apply.

In many ways, the GT250 feels like a bigger machine. Its 56.5-inch wheelbase is the longest in its class, and the 32.7-inch seat height isn’t for the faint of heart.

Not coincidentally, those same attributes make the Hyosung attractive to taller or bigger first-timers, as it’s rather spacious. Unlike the R model, the standard version has handlebars instead of clip-ons and they’re angled to provide a rather comfortable riding position. Combined with neutral footpeg placement that sits just slightly rearward of the saddle, and you have a rider triangle that’s unassuming and pleasant.

We were impressed by the performance of the 249cc air-cooled twin in the R model, and that same performance makes its way to the standard bike as well. For a 250cc machine, a decent amount of torque is produced low in the powerband that helps propel the bike off the line. As you can see in the dyno chart, the broad spread of power is available up until around 9000 rpm, where it waivers for a bit, before it rallies for one final push just past 10,000 revs. Vibration is relatively minor due to the perfect primary balance of a 90-degree V-Twin, leaving only minor secondary forces to filter to a rider.

A broad spread of power is the most noticeable characteristic on the dyno, though there are a few dips, most notably near the top and bottom of the powerband.

That power made itself useful on the street, but we were slightly annoyed at the long-travel throttle that required us to twist our wrists exceedingly far before hitting the stop. With only 24 horses to work with, we needed to use all the throttle travel available to dart between cars or merge into traffic on the highway.

A rather large-for-its-class 300mm disc sits up front, mated to a twin-piston caliper.

One area we thought the GT250 would lag behind its twin-disc’d R sibling is in the braking department. Fortunately for us, one disc was plenty able to handle stopping duties. We liked the feel and the modulation in the lever, though if we were to nit-pick, a slightly more aggressive initial bite would have been nice.

"Fortunately for us, one disc was plenty able to handle stopping duties."

In the tight bits the roses don’t smell quite as nice on the Hyosung. All of our testers never felt confident leaning the GT250 over very far because of the lack of feel from the front end. We’re blaming this at least in part to the Shinko bias-ply tires that come on the bike. The handlebars are a nice addition to be able to leverage the machine from side to side, but the only communication the bike gives you when reaching its limit is noticeable amounts of flex—mostly from the tires, but partially from the frame as well. We’re quite sad about this because the 25.0-degree rake angle lends itself to sporty performance.

The Final Say

Overall, we’re pleased with the Hyosung GT250. It delivers impressive performance right in line with the other players in its category and costs a few dollars less at $3,699. If you’re a taller or bigger rider looking to save a couple bucks, it may be worth taking a look at the Hyosung. Then again, its handling woes are something to be aware of, though the fix may be as simple as better rubber.

The GT250 is a conflicting bike in some ways, but in the end we think it’s a valiant attempt from the underdog, Hyosung.

Our biggest complaint with the GT250 is its sub-par handling qualities, though we feel much of those woes could be fixed with better rubber.  Source : www.motorcycle.com

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