Aprilia Dorsoduro 1200 Review - 2011

It’s been a long time coming, but now it’s here. Aprilia has finally chosen to launch the first of a range of 1200cc Twin-powered products. The Dorsoduro will naturally be the most exciting of them all. A 130-horsepower supermotard is a pretty mouth-watering prospect.

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I’m sliding out of every roundabout and each corner. The roads are slippery, but it’s mostly due to the fact that the pace isn’t high enough yet for the hard Pirelli tires. Later when the pace is higher I gain the confidence needed on deadly exciting narrow mountain roads. I continue to insist on riding the maxi-motards supermoto style. I have a lot more fun riding them that way and it’s just as fast a riding style as the conventional knee-down style, if not faster.

You may not normally associate foot-down riding with a bike of this size, but the Dorsoduro begs for it.

The Dorsoduro 1200 is liquid-cooled just like its little brother the 750. Due to this there’s a wide radiator messing with the supermoto riding style a little as your boots can’t reach as far forward to the front wheel as on a proper motard.

Despite its heft, the Dorsoduro handles corners with great agility.

The new steel-trellis frame might look the same as on the 750, but it’s stronger and stiffer and hence a little heavier. Aprilia has compensated a little by making the rear subframe lighter, but there’s no reason to think that improvement won’t benefit the 750 in the future. The Dorsoduro 1200 tackles the corners with great agility and that supermoto feeling where you can place the front wheel exactly where you want.

The Dorsoduro 1200 is a fairly heavy machine (457 pounds claimed dry weight) compared to something like the Ducati Hypermotard but with 30 extra horsepower to compensate. The chassis is ultra stable for this type of bike. Nailing the throttle out of first and second gear corners there’s nothing but smoothness with the correct traction control and riding mode selected.

"The Dorso 1200 just feels nimble and willing to all inputs."

Riding a supermotard to the limit sliding in and out of corners requires some superhuman skills on something like the SXV. The Dorsoduro 1200, however, allows the street-riding public to approach some of those skills in a safe way. With that big 1197cc engine and stiff chassis, I couldn’t feel anything resembling that of riding a heavy bike. The Dorso 1200 just feels nimble and willing to all inputs.

The suspension from Sachs features a 43mm USD fork with a full 160mm travel. The cantilever-style Sachs shock at the back allows 155mm of travel. The long travel allows you to brake deep into corners, and should there not be enough grip, a slide is controllable. At the rear it’s the same story, and the suspension is ready for pretty much any abuse you can think of. Riding in a straight line or even cruising the suspension isn’t too hard and soaks up bumps nearly as well as a full-on supermoto.

The long-travel fork encourages riders to brake deep into corners.

The steering angle, despite the big radiator at the front, is free and quick allowing you to make U-turns quicker than a city scooter. One of the great things about off-road and supermoto bikes is the freedom of that front wheel to be placed exactly where you want it to be. The rest of the body simply has to follow in the fashion you decide be it sideways or not. The Dorsoduro takes you toward that freedom while motorcycles like the Shiver don’t.

Radial Brembo brakes bite down on twin 320mm discs up front to provide ample stopping power.

The double 320mm disc setup with radial Brembo brakes ensures plenty of power for braking maneuvers, and the 240mm rear disc with a one-piston Brembo caliper takes care of the sliding into corners nicely. In most markets the Dorsoduro 1200 will be delivered with ABS as standard. I can cope with ABS on the Shiver, but not on the Dorsoduro. The ABS works just fine as a safety feature on a rainy day, but for any other weather condition I’d prefer it off, and luckily Aprilia allows that. The ABS always turns on automatically after turning the ignition completely off and then on.

The 1197cc liquid-cooled 90-degree-vee engine has got that full and rich V-Twin feel that’s missing on the 750. The midrange is rich with torque and Twin goodness, and it accelerates in a rewarding fashion all the way from 4000 rpm and up to the max power of 130 hp at 8700 rpm. In high gears with low load there’s a fine push from 5000 revs. Maximum torque of 84.8 ft-lb at 7200 rpm ensures plenty of momentum even at much lower rpm, exemplifying of a nice and flat curve.

Along with providing rich midrange torque, we suspect the Piaggio-built V-Twin will offer high mileage reliability.

Aprilia has got two sides to it: the full on racing heart represented by the SXV/RXV and RSV4, and the bona fide road bikes represented by the Dorsoduro and Shiver. The difference is that the racing engines are 100% Aprilia-engineered while the 750/1200 engines are Piaggio (which of course also includes Aprilia) -engineered. This is good news if you’re worried about high mileage reliability on as few dealer service appointments as possible.

The new 1200c 130-hp engine isn’t stressed at all, and there’s good reason to expect a touring machine featuring this engine in the near future. The Dorsoduro 1200 accelerates up and above 125 mph easy as anything. On the motorways there’s naturally lots of wind resistance due to the upright riding position, but the seat is long (and a lot comfier than a real supermoto), and I could slide backwards and tuck my off-road helmet nearly low enough to take advantage of the small racing number-plate-style wind cowling. The mirrors provided a decent enough rearward view without too much vibration. There’s no weaving from side to side at high speed such as is typical on a 650cc single-cylinder bike.

Back on the twisty mountain roads is where the Dorsoduro 1200 really shines. In most markets the traction control will be delivered as standard with the ABS. The TC system is basically the same as on the ultra superbike RSV4 Factory APRC but with lots of features and functionality removed. The lower-spec traction control is also all you need on a bike like the Dorsoduro, and it’s adjustable on three levels plus off. I found that it gave me a lot of extra confidence just riding fast with the traction control on setting one which is the least intrusive setting. Move up to two and three and more and more torque is removed from the lower rpm calculations based on pre-programmed maps. Level three along with ABS and the Rain riding mode should allow you to pin the throttle on snow and ice, but it wouldn’t be fun.

Rider aids like traction control can help less experienced riders grow with the bike.

The whole point of all these rider aids is that you can, if you wish, tame the beast completely. The best part is perhaps that if you as a less experienced rider want to measure and control your own progression into the high-performance world of motorcycling, you can do this on one bike. Experienced riders like me will have to put up with the annoyance that you can’t change everything while riding. Only the three riding levels of Sport, Touring and Rain can be adjusted while riding, and it’s not in rapid fashion as the throttle must be off and there’s the odd three seconds or more wait which is too much while on the move unless you’re alone on the road.

If you like to pull some wheelies, which by the way is a major selling point of the 130-hp Dorsoduro 1200, then the traction control needs turning off because there’s some calculations needed from the front wheel that simply disappear when the wheel is in the air. That makes the system think it should cut power, which it does. A short wheelie is still possible, but not the long second-gear ones that you really want.

Conclusion
The Dorsoduro 1200 is all I ever wanted from the 750 that wasn’t there. 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. The Dorsoduro 1200 is better in every area than the 750, and the traction control prevents serious palpitations exiting the corners with big throttle openings on high lean. Despite the large capacity it feels much smaller than BMW’s HP2 for instance. Compared to a proper supermoto, it’s big and heavy, but surely you knew this already so it’s not a point of complaint. Due to the fact that it’s liquid-cooled and reliable, sturdily built and with useful safety features, I’m inclined to say that the Dorsoduro 1200 might be one of the city commuter’s best choices in 2011.

You’ll be seeing the Dordoduro 1200 at U.S. dealerships soon!

The Dorso 1200 will arrive in North America in the spring of 2011 at a price yet to be announced.

Highs:		Lows:
The new 1200 engine is rewarding and flexible Traction control for safety and fun Great chassis, suspension and brakes		Traction control changes can’t be adjusted while on the move and the change take too long Tires are okay, but not the best option Source : motorcycle.com

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Yamaha FZ8 coming to the U.S. - 2011

Yamaha announced today that it will be importing its sporty FZ8 naked sportster to the U.S. for 2011.

The fuel-injected, 779cc, alloy perimeter-framed four-cylinder has been on sale in Europe since last year, and it’s being touted as a compromise between the less-powerful 600cc middleweights and the bigger literbikes like Yamaha’s R1-based FZ1 and Kawasaki’s Z1000.

The FZ8 actually has much in common with the FZ1. Its engine – six-point mounted as a stressed, chassis-reinforcing member – shares the same 53.6mm stroke, but its bore size is 9mm smaller, at 68mm, instead of 77mm as found on the FZ1.

The FZ8’s 464-lb curb weight comes in at mere 23 lbs under its 487-lb liter-sized big brother. Part of the weight savings is nothing more than a slight loss of fuel capacity, as its 4.5 gallon fuel capacity is about one quart less than the FZ1’s.

Yamaha’s FZ8 will come to the U.S. in December. What do we call it, a mid-heavyweight? Unlike in Europe, there will be no ABS available for U.S. consumers. This helps it achieve its reasonable price of $8,490.

Likewise, the FZ8’s twin front disc brake specs are nearly identical, at 310mm front compared to the 320mm discs for the FZ1. A single 267mm disc in back contrasts with a 245mm rear disc on the FZ1. Both are pinched by similar four-piston front, and single-piston rear calipers.

Both ride on a similar 43mm inverted fork and a link-type Monocross rear shock, sharing a 57.5-inch wheelbase. The FZ8’s suspension is adjustable only for rear preload.

The FZ8 is not merely a gelded and cheaper FZ1. It utilizes a new crankshaft and new four-valve-per cylinder head instead of the five-valve-per-cylinder head of the FZ1 – which is itself an adaptation from the first-generation R1.

Gotta love that Euro style. Check out those curvaceous header pipes.

The new head breathes through 26mm intake valves and 22mm exhaust valves, a 12:1 compression ratio instead of the FZ1’s 11.5:1, and cam profiles tuned toward a fatter midrange. Yamaha boasts also that the intake funnels for cylinders two and three are 25mm longer than those of the two outside cylinders to help achieve a broad torque curve. In all, the package promises to be at least quasi-unique, and certainly street worthy.

Unfortunately, ABS will not be available in the U.S., as it is on this model in Europe, nor will its twin model – the Fazer 8 – which is being imported to Canada.

The FZ8’s moderately upright riding position and minimalistic bikini fairing ought to coordinate well with a sportbike-inspired 51% front and 49% rear weight bias. Its wheel sizes mimics what’s normally found on a 600cc supersport, with a 120/70-ZR17 radial up front and 180/55-ZR17 rear.

With a purported 105 hp and 61 ft-lb, the FZ8 is poised to fill the shoes of what used to be industry standard in the 750cc class.

With the power, running gear and chassis of a true sportbike combined with a comfortable riding position, the FZ8 ought to make a very sensible but powerful bike for riders who realize a 140-155 hp ballistic literbike may not always be necessary.

Further, the FZ8 at this juncture may have little apples-to-apples competition.

On the smaller side of things, there is the aforementioned ER-6n, Yamaha’s faired FZ-6R and Suzuki’s GSF650, but these are only marginally in the same category. Also, in a way, the Triumph Street Triple could be considered similar.

The FZ8 ought to have significantly more grunt than these lighter bikes, without being insanely fast to the point of testing fate.

As for bikes to compare it to on the larger side are machines like the Triumph’s Speed Triple, Kawasaki’s Z1000 and Ducati’s Twin-cylinder Monster 796. But all of these are quite a bit more pricey.

So, the FZ8 is actually in a fairly unique position in the marketplace, and is a new option for American riders.

At a list price of $8,490, the 2011 FZ8 undercuts the FZ1 by a fair margin. The 2010 FZ1 carried an MSRP of $10,290, and we expect that to increase for 2011. In simplistic terms, the FZ8 provides an unfaired and 200cc smaller FZ1 at a savings of around $2,000 or so.

Expect FZ8s to show up in dealerships as soon as December. 

Source : motorcycle.com

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Ducati 1198 SP Review Sport Production equals Super Premium - 2011

Ducati’s superbike series has been impressing over several generations, a concoction made even more desirable since the debut of the 1098/1198 series launched in 2007, later enlarged to 1198 potent cubic centimeters in 2009. Gorgeous, soulful and devilishly brutal, Ducati’s 1198 is a very special motorcycle.

But for enthusiasts with deep pockets, especially aficionados of Italian bikes, the base 1198 might not be special enough.

Enter the new-for-2011 premium Ducati Superbike, the 1198 SP.   

SP stands for Sport Production, which is nomenclature Ducati has used for decades to designate some of the high-end models in its superbike series. This lineage stretches back to the 851 SP which debuted in 1989.

The new 1198 SP elevates the Ducati experience with a slipper clutch, better suspension and a trick aluminum fuel tank.

Added to the potent 1198’s equipment, the SP adds all the bits from the former 1198 S (Ohlins suspension and forged Marchesini wheels), plus a slipper clutch, Ducati Quick Shifter, Ohlins TTX shock (formerly T36PR), and an aluminum fuel tank. It retails for $21,795, just $200 more than the old S version.

Ducati 1198 Gets Notable Upgrades for 2011

The most cost-effective way into the Ducati superbike lineup is the hotted-up new 848 EVO reviewed late last year. In terms of Italian sportbikes, the word value rarely crops up. But for the base Ducati 1198 model, the MY2011 version is a value-added proposition. For the same $16,495 price charged in 2010, the basic 1198 now comes with Ducati Traction Control, Ducati Quick Shifter and Ducati Data Analyzer as standard equipment. The former 1198 S is replaced this year by the new SP reviewed here. The $39,995 1198 R Corse is deleted from the 2011 lineup.  Anyone who does have an 1198 R will want to hang on to the Superbike homologation special, as production numbers were miniscule, according to Ducati. Also within the Ducati Superbike lineup is the new 848 EVO, which we sampled recently at the famed Imola circuit in Italy. The revitalized 848 has more power and better brakes, which you can read about here.

Italian Dream Date

So there we were at the historic Autodromo Enzo e Dino Ferrari in Imola, fresh from a couple of sessions aboard the 848 EVO. With much more power than a 600cc supersport machine and a superb chassis similar to the 1198 SP’s, the 848 hauls considerable butt around a racetrack. 

Although 140 crankshaft horsepower is more than adequate, the 1198 SP brings an extra 30 horses to the party – the SP retains the same engine tuning as in 2010, so the SP should duplicate the 147 hp we saw at the rear wheel of the 1198 S we tested last year.

But it’s the mountains of torque that got our attention while pulling out of Imola’s pit lane, as the front wheel is regularly yanked off the deck with some 87 ft-lb of torque thumping to the rear wheel. The 1198’s extra 350cc of grunt over the 848 is impossible to ignore, catapulting viciously from every corner exit and making the 848 seem like a weakling in comparison. 

Wheelies happen without trying on the potent 1198 SP.

And while accelerating, you’ll appreciate the new Ducati Quick Shifter. It uses a micro-switch on the shifter that provides a brief interruption in spark/fuel to bang off upshifts at full throttle without dipping the clutch. This is not only convenient for a rider, it also reduces shift time from 230ms to just 80ms, a 65% reduction in duration.

DQS worked flawlessly under my toe, even if a racer at the event said it’s not quite as good as a Dynojet quick-shifter unit. The shift quality of Ducati gearboxes is one of the few less-than-excellent areas of its motorcycles, which the DQS handily alleviates. The base 1198 also receives this upgrade.

Corner entries are made easier on the SP thanks to a slipper clutch that minimizes rear-wheel hop while downshifting.

Also making a welcome debut on the SP is a back-torque-limiting slipper clutch sourced from the previous R version. Banging downshift entering Imola’s many chicanes, the slipper proves to work terrifically. It’s a huge benefit when riding a big Twin like this on a racetrack, as the two big jugs produce a sometimes overwhelming amount of compression braking that can cause the rear tire to hop during downshifts. No such drama on the SP.

Another SP-specific upgrade is the addition of an aluminum tank – a rarity among motorcycles – sourced from the 1198 R. It not only trims more than 2.5 lbs, it also boasts a greater capacity – up from a small 4.1 gallons to a more useful 4.75 gals. At a purported dry weight of just 370 lbs, the SP undercuts the base 1198 by 7 lbs and is 2 lbs lighter than the previous 1198 S.

The SP’s handling dynamics are aided by its lightweight forged-aluminum wheels, something not available on the base 1198 or the 848. Forged wheels weigh less than the typical cast-aluminum wheels, and this aids steering quickness and suspension compliance – both valuable enhancements on a sportbike.

The 1198’s braking system carries over unchanged, but the Brembo monobloc calipers and 330mm discs decelerate the Duc as ferociously as any two-wheeled contrivance, and especially so at the high speeds generated on a racetrack. Nothing short of stellar.

The 1198 SP is a regal and raucous red ride.

Conclusion

Ducati’s traction-control system aids security on corner exits.

The 20-minute session I got aboard the 1198 SP was a wonderful tease. The standard 1198 is easily enough to satisfy most anyone’s penchant for Italian sportbikes, and the SP simply makes the experience more special.

There is so much power on tap its front end is continually and satisfyingly pawing at the air, even accelerating in third gear, and its slipper clutch tremendously eases high-rpm downshifts. All the while, it’s blessed with Ducati’s typically stout racetrack-bred chassis and exceptional brakes.

The 1198 SP is a machine both beastly and suave, able to induce grins unlike anything else out there. And for those who can afford singular experiences, the SP will not disappoint. 

Source : motorcycle.com

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250cc Beginner Bike Shootout Newbs rejoice; the Honda CBR250R, Kawasaki Ninja 250R and Hyosung GT250 go head-to-head-to-head!

As far as bike tests go, we’re going to go out on a limb and say this is the most important one we’ll do all year – and it’s only February. Why is that? New riders are the holy grail for motorcycle manufacturers. It’s the reason they spend the money they do in advertising and promotions. The goal is to attract new riders to the brand, start them off with something small, like a 250, then keep them coming back and sticking to the brand as they progress through the ranks.
Beginner bikes: More than meets the eye
If you discount certain standards and cruisers that have popped up throughout the years, for over two decades, Kawasaki has had a stranglehold on the quarter-liter class with the machine everyone knows as the Ninja 250R. Consistently Kawasaki’s best-selling motorcycle, the little parallel-Twin doesn’t stick around for over two decades without a reason. It’s a solid machine that is a great building block for the new rider, yet still has enough pep in its step to keep a veteran rider satisfied.

Thanks to the Kawasaki Ninja 250R, Honda CBR250R and Hyosung GT250, there has never been a better time to be a new rider.

By now you’ve probably read all about the Ninjette and its parallel-Twin engine, low seat height and spritely performance. If not you can refer to our previous test from the bike’s revamp in 2008 or in our 2010 comparison to the Bennche Megelli 250. At any rate, we always thought it a mystery why none of the other Japanese manufacturers have tried to take a piece of that pie.

Posing the biggest threat to the Kawasaki Ninja 250’s stranglehold on the quarter-liter class is the 2011 Honda CBR250R, powered by a single-cylinder engine with fuel injection – something the Green machine doesn’t have.

Until now, that is. Honda, seeing the potential goldmine that is the loyal repeat customer, is finally throwing its hat in the ring with the CBR250R. With all this time to study what makes the Kawasaki so great, Honda is taking a slightly different approach to new riders with the mini-CBR.
A key distinction is the fact that the CBR is powered by a single-cylinder engine. It, too, has dual overhead camshafts and four valves per cylinder (for a total of, uh, four), like the Kawasaki, but – here’s the kicker – it also has fuel injection! This alone gives the Honda an early lead in our book over the still-carbureted Kawasaki, but surely the penalty for EFI will be felt in the price tag, right?
Wrong. Both the Ninja 250 and CBR250R cost exactly the same at $3999. Our particular test bike however, came equipped with Honda’s combined ABS, a $500 option. The Kawasaki, unfortunately, isn’t available with ABS. With this interesting tale of the tape, we, just like you, were eager to discover just how the two matched up. Welcome to Motorcycle.com’s 2011 250cc beginner sporty-bike shootout.

Same displacement, three different configurations. Which will win beginner bike glory?

But wait, we have a third bike to throw in the mix – Hyosung’s GT250, and it’s actually been available for a couple years now. While the Korean company hasn’t been getting the same recognition as its Japanese counterparts, the GT250 is what we consider the wildcard in this test. Powered by an air-cooled 249cc V-Twin, it’s the third different engine configuration of the bunch. This one also has dual overhead cams, four valves per cylinder and fuel injection.
We call it the wildcard because it costs $300 less than its Japanese rivals. In full disclosure, our original request was for the GT250R, which costs the same as the Kawasaki and Honda and comes with features like a full fairing, racy ergos, and dual front discs as opposed to the single disc on the standard, naked model. Unfortunately, Hyosung couldn’t get us one in time, but you can read more about it in our 2009 250cc Shootout.

While not as well known as the rest, the Hyosung GT250 is Korea’s entry into the beginner bike market and it’s the least expensive at $3699. The R version comes with a full fairing, dual front brake discs and a few other minor tweaks.

Now that you’ve met the players, we’ll give you a little more insight on our testing of these three bikes. Yes, all three of our testers are veteran riders, but we kept the rookie in mind throughout the test. We paid less attention to outright performance like we normally do and put more focus on what would benefit the new rider in situations he or she might face. We rode these bikes mainly around town, on the highway and yes, we did take a detour into the canyons (hey, we have needs, too). With that said, here’s how they stack up.
Battle of the Buzzers
Starting the Honda and Hyosung in the morning is a matter of just pressing a button. Due to its carburetors, the Ninja requires the choke to give it some life when it’s cold outside. In this era of ubiquitous EFI, we found it annoying to have to wait for it to warm up.

The majority of new riders will find themselves riding in this situation; commuting to and fro on city streets. So that’s the environment we tested them in.

The Ninja’s 249cc parallel-Twin engine hasn’t changed much throughout the years, and for better or worse, our testers found both high and low points about it. We admit it’s a bit strange to see a motorcycle that still has carbs, as playing with the choke and feeding the throttle during cold startups has all but become a thing of the past. Call it a history lesson for new riders, if you will.
Guest tester, Tom Roderick was especially critical of the fuel delivery, simply stating in his notes, “Carbs and choke...really?” Yes, Tom, really, though European versions of the Ninjette come with fuel injection, so don’t be surprised if that makes its way here in a 2012 update.

The Hyosung GT250’s fuel-injected V-Twin has perhaps the best powerband of this trio, punching out more power than the Honda almost across the board. The Kawasaki lags behind the others until past 9000 rpm.

Despite this minor setback, the Kawasaki’s twin cylinders recorded the highest horsepower number as it spun the drum to the tune of 24.9 ponies on the Superflow dyno at Gene Thomason Racing. We expected as much since the twin-cylinder design is more efficient than a Single (Honda), and the liquid-cooling is superior to air-cooling (Hyosung).

Although the parallel-Twin Kawasaki spits out the most peak horsepower, it felt relatively gutless when riding at lower revs in urban situations.

Our butt-dyno also confirmed these numbers, as the Kawasaki was quick to leap away from the others once the engine was spinning past 9000 rpm, en route towards its 13,000-rpm redline. This proved to be fun when playing in the canyons or entering a highway onramp, but in the real world of everyday commuting and accelerating past cars, having to get the engine revving to keep it in the powerband required a lot of shifts through the six-speed gearbox and a deft clutch hand. Thankfully the transmission is smooth and clutch pulls are supremely light. Still, these attributes “make the Ninja difficult to ride around town compared to the Honda,” says Tom.
It’s no surprise the Ninette torque figures are also the lowest of the bunch, as we expected, with the parallel-Twin producing just over 13 ft.-lb. Though look at the dyno charts and you’ll notice no noticeable dips in the powerband, just a steady, progressive arc to the top. Carbs may be outdated, and these leanly tuned units deliver soft low-end response, but there isn’t an appreciable powerband dip until peak figures are made.
What’s interesting is where the other two machines stack up. As we expected, the CBR produces the least horsepower from its single cylinder – just 22.6 – but it trumps the rest in the torque department with 15.1 ft.-lbs. at 6500 rpm. More importantly, it already makes 11 ft.-lbs. at 3000 revs, where the Ninja is making just slightly more than eight.

Honda chose the single-cylinder layout for the CBR250R to reduce weight and provide more torque, though it sacrifices outright horsepower in the process. The Hyosung’s 75-degree V-Twin proved to be the best compromise of the three bikes, though its power experiences many dips and flat spots which don’t go unnoticed.

The real surprise however, is the Hyosung. We expected its air-cooled mill to be lacking against its rivals. Instead the V-Twin made horsepower (24.0) and torque (14.8 ft-lb), numbers that land directly between the Honda and Kawasaki.

Ergonomically, the Hyosung feels most like a big bike. The Kawasaki has a seemingly long reach to the bars, compared to the Honda which feels to have the most proportional rider triangle. Our testers gravitated toward the Honda.

What are they like to live with?
Of the three, the Ninja proved to be the least roomy of the bunch. Its seat pad lacks much length, so taller riders might feel a bit cramped. Despite its diminutive size, the Honda’s saddle actually feels like there’s more room to stretch out. But when it comes to “big bike feel,” the Hyosung again surprised us as it’s clearly the motorcycle that feels the most like its more grown-up siblings. The extended gas tank and seat pad mimic those of bigger motorcycles and would suit the taller or larger rider better. Not that the other two couldn’t, however.


Touching the ground is a big deal for new riders as it helps build confidence. Both the Ninja and the CBR have exact same seat heights, measuring 30.5 inches from the ground, which is relatively low for sport(y) bikes. The Hyosung, meanwhile, imitates its bigger siblings with a seat height of 32.7 inches. Again, something to consider for the taller/bigger rider, and perhaps something to be avoided for those with short legs.
Just look at the three bikes and it’s visibly clear that the Honda is the most compact of the bunch. The omission of a second cylinder as seen on the other two machines freed up space both horizontally and laterally, making for a compact machine that should appeal to women or riders of a smaller stature. It has the shortest wheelbase, too, at 53.9 inches compared to 55.1 inches on the Ninja and 56.5 on the GT250.
Another byproduct of the Honda’s missing cylinder is the weight difference between the other two bikes. The standard CBR250R tips the scales at a claimed 359 lbs., ready-to-ride and with a full tank of fuel. Add another eight pounds for the combined ABS system like the one on our test bike and it’s still eight pounds lighter than the other two, which both weigh 375 lbs.

Of the three, the Honda was the slimmest and most compact of the bunch. Don’t be fooled by the Hyosung’s nakedness - from the saddle it feels like a much bigger machine.

The Honda’s torque advantage, coupled with its short first gear and light weight, give it the leap off the line over the other two. The Hyosung meanwhile, takes advantage of its broad torque curve to keep the Honda in its sights. It isn’t until they can stretch their legs does the Kawasaki then catch up.
Navigating through the city sprawl, and again the Honda’s torque and lightweight handling made it the easiest bike to maneuver around cars, through tight spaces, and while lane-splitting in the only state in the union that allows it.

We were genuinely impressed with the Hyosung. Its engine is surprisingly capable, and its roomier ergos will be appreciated by taller/larger riders.

With the most torque of the three, the CBR250R is the easiest to maneuver through traffic.

As we explained earlier, the Ninja’s lack of grunt became really frustrating when negotiating traffic, while the Honda could smartly squirt through gaps in traffic. The Hyosung, while having broad power, has an extraordinary amount of throttle travel that requires the rider to twist their wrist quite far before hitting the stop. Couple that with a notchy, five-speed transmission, and this, too, proved annoying.
On the highway the tables are turned slightly on the Honda. None of these machines are speed demons by any means, but accelerating up to merging speeds takes the better part of seven seconds. That’s still right on par with many four-wheelers on the road. The problem for the Honda is that the single cylinder is already spinning at 8500 rpm to maintain 80 mph, and as our own Kevin Duke put it, “there’s not much left in reserve at that speed.”
Remarkably, the Honda exhibits very minimal buzz or vibrations despite this engine speed. “This thing is smoother than a Single should be,” Roderick said, describing the Honda engine.
The Hyosung also struggles with passing power up top, as its 75-degree V-Twin redlines at 10,500, like the Honda. We also noticed a strange characteristic with the GT250 at speed: the entire bike would “weave” slowly across its axis when we hit a bump in the road. We’re not sure if it’s because of the bias-ply Shinko tires or some kind of chassis flex, but it was mildly disconcerting.

Each of these three machines impressed us in one way or another. A new rider can’t go wrong with any of them.

Meanwhile, it’s here on the highway that the Kawasaki really shines, as its engine is spinning at roughly the same speed as the rest, but it has a 13000 rpm redline, meaning it still has a few more ponies in reserve should they need to be called upon. Though we did notice the Ninja was the most vibey at highway speeds, especially when you did have to call upon the extra revs.
That being said, we really don’t see much need in having to go that quickly all the time. Plus, the majority of new riders stick to the streets and avoid the highways anyway. It’s because of its easy-to-ride and ideal-for-the-street nature that all of our testers were unanimous in picking the CBR250R as our choice for commuting and around-town duties.

The Honda CBR250R is our pick if you’re a new rider trying to surviving the urban jungle.

We’re not done yet
But, just to appease our curiosity, we couldn’t help but give our trio a little romp in the twisties, too. This wasn’t all for naught, either, as the little Ninja 250R has been a long-time favorite for club racers across the country wanting to start their amateur careers. The Ninja’s revamp in 2008 reignited the club racing community’s enthusiasm in bringing back classes specifically for 250cc four-strokes. In fact, yours truly has competed on one in a previous life with moderate success.

Right away the Ninja’s and CBR’s racing heritage made itself clear; their handling was worlds better than the Hyosung. All three bikes have similar rake numbers (25 degrees for the Honda and Hyosung, 26 for the Kawasaki), but the Japanese bikes flick into turns much quicker. We suspect the Shinko tires are at least partially to blame as the radial IRC Road Winners on the Japanese bikes handled the canyon duties with ease.

Despite the fact that the GT250 is equipped with a 41mm inverted fork (the only one in this group with an inverted fork) and a preload-adjustable rear shock, it couldn’t overcome the handling woes the inferior rubber presented. All of our testers were timid pushing the bike, as the feedback from the rubber was minimal and it required the most effort to initiate turns. In fact, friend of Motorcycle.com and fellow guest tester Kaming Ko put it best, saying, “the bike moves from side to side like a belly dancer in the canyons and the freeway.”

As far as the Ninja and the CBR, both bikes are very similar in that each has 37mm, non-adjustable front forks, while the Green bike is equipped with Kawasaki’s Uni-Trak rear shock. Honda’s Pro-Link shock graces the rear of the CBR. Both units only feature pre-load adjustability. Despite the lack of adjustments, none of our testers complained about it. Duke, in fact, admired the suspenders on the Honda, calling it “dialed for a person of my 145-lb. weight. He went on to praise its compliance and decent control.

That being said, we were impressed with the suspensions on both bikes in the twisty bits. Each offered compliant rides that didn’t feel as soft as its bottom-bin parts would indicate. The one-degree rake difference was negligible when it came to turn-in. As we mentioned earlier, the weight advantage of the Honda proved to be equally important in the canyons as it was in the city. That’s because a large portion of that weight difference is due to the lack of reciprocating parts on a twin-cylinder like the Kawi and Hyosung, and it’s those gyroscopic forces that contribute to their slight lack of steering sharpness.

Of course, it’s not like the Kawi is a slouch; it apexes quickly and holds a line on par with the Honda, though it requires just that tiny bit more muscle. Again, with the engine spinning pretty high as they do in the tight bits, the Ninja simply pulls away from the Honda on corner exits.

This characteristic convinced us that the Kawi would be our preference to play with in the canyons or on the track. In casual street and commuting roles, we’ll take the torque of the Honda, but when it comes to sport riding or the racetrack, horsepower is still king.

Part of going fast is eventually slowing down, and we were genuinely pleased with the binders on all three bikes. Despite sharing heaviest bike honors with the Hyosung, the Ninja has a single petal-type front rotor measuring 290mm, while the Korean bike sports a single 300mm disc. The Honda splits the difference with a 296mm disc. All three are mated to two-piston calipers.

We couldn’t fault any of the binders as they all delivered impressive stopping power in light of their budget-conscious origins, but considering new riders worry about how much front brake they can use, the Honda’s combined ABS again takes the nod for top honors as the system works so fluidly and will undoubtedly bring these new rider worries to rest. Though one quibble we had was that tapping the rear brake mid-corner would cause the front to dive noticeably. That’s something we’d gladly live with for the peace of mind it provides while trying to navigate the urban sprawl.

At the end of the day we were split between the Ninja and CBR when it came to spirited riding. Half the group enjoyed the Honda’s agility, while the other half favored the Kawasaki’s power. Consider this category a draw.

So what’ll it be?

The easy answer to that question is “all of them.” And, really, it’s true – for the new rider, you can’t go wrong choosing any of these bikes. Apart from the aforementioned riding impressions, all three will be cheap to insure, easy to ride, and will go a long way before you need to look for a gas station.

But a winner has to be chosen, and it’s here where we split hairs. All of us were genuinely surprised at the Hyosung’s performance. The V-Twin provides a nice compromise between torque and horsepower in an air-cooled engine, and its fuel-injection provides a definite advantage over the Ninja. Ergonomically, it was the most spacious as well. It even averaged 53 mpg – second best in the group. At $3699 it’s also the least expensive.

That’s where the praise ends, however. We couldn’t get past the flighty handling of the GT250, and it was the most difficult to maneuver. The transmission felt notchy, and overall fit and finish isn’t yet level with its Japanese rivals. Despite its two-year warranty, we’re still cautious about Hyosung’s parts and dealer network. It’s for these reasons we put the GT250 in third place.

It almost feels wrong calling the Ninja 250 our second-place machine, as it’s been the only game in town and it’s still such a capable performer. In its element, the parallel-Twin is the liveliest of the bunch, and it’s the best bike of this trio for running long distances on the highway. Its transmission and suspension leave nothing to be desired, either. Not only that, but the support network is so huge and enthusiastic that there’s practically nothing you can’t do to this bike.

Despite that, there are still some chinks in its armor. First and foremost: the carburetors. Our European neighbors don’t have them anymore. Why do we? Not only that, but the Ninja also delivered the worst fuel mileage of the bunch by far at 43 mpg. Some may find the seating arrangement a little cramped as well. Ultimately, we gave it second place because around town the Ninja 250 is a handful to keep in the powerband; and when you only have 26 horses, you try and take advantage of them whenever possible.

Then there’s the CBR250R. We instantly fell in love with this bike around town, as it’s comfortable, light, and, best of all, its class-leading torque is easily accessible. It also managed to win the mileage game too, clocking an impressive 57 mpg in our combined riding. We think the new rider will benefit most from all these attributes when going to school, commuting to work, or just bombing around town. We wouldn’t say the ABS is a must-have, but if it provides the new rider with confidence, then it’s worth the extra 500 bones.

That’s not to say the Honda is without its downfalls. Really, the only glaring one is that its paltry 22 horses are barely enough to keep up with traffic. Since it’s so new, there’s no telling what the parts and dealer network will be like, but since it’s a Honda we’re not too worried about that.

There you have it. Our 2011 beginner bike showdown is in the books and Honda has finally wrestled the crown away from the long-time king. Fortunately, no matter how you slice it, the real winners are us, the riding public.

 Source : motorcycle.com

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Motus MST Preview 2012, New American sport-tourer powered by half a V-8

Their story has the American dream written all over it. Late one night in 2007, Brian Case and Lee Conn, motorcycle buddies turned business partners, were chatting over drinks when the conversation turned to their ideal motorcycle. “We did the napkin sketch method and asked ourselves—’what would be the coolest motorcycle?’” Conn says.

What ended up on that napkin had all the makings for a sport-touring motorcycle—something the duo wasn’t expecting. In fact, they didn’t know what to expect. Both are diehard motorcycle enthusiasts who have owned everything from sportbikes to cruisers, import and domestic, but realized their ideal motorcycle didn’t exist yet. Motorcycle.com had a chance to speak with Conn and get an in-depth look at the men, the motivation and ultimately, the machine that is the Motus MST.

“We didn’t want to twist ourselves up like a pretzel anymore,” Conn said when describing the sketch on the napkin, “but we still wanted to be able to ride all day.” He explained that their ideal bike would be one that could do everything from shred miles to carve canyons, two-up or solo. When they realized that their ideal motorcycle was a sport-tourer, it dawned on them that nothing was available to them that’s made right here in the good ‘ol US of A.

We’re sure this isn’t the original napkin sketch Conn and Case drew up during their first meeting, but here is the concept for their ideal motorcycle.

And that’s when the idea struck them. Armed with nothing more than their entrepreneurial spirit, a background in aircraft manufacturing (Conn) and product development (Case, who co-designed the Confederate Wraith), the duo set out to design “the ultimate, modern American street bike,” and thus Motus was born.

Pure Americana

While the KMV4 engine in the MST is an original design, it’s heavily derived from the LS7 V8 engine. The same one used in the Chevrolet Corvette, minus half the cylinders.

Naturally when designing a new motorcycle, the first question centers around the powerplant. “When it came to the engine we went to one place: Motor City.” While they met with multiple potential partners, Conn and Case knew they struck gold with Katech Inc., the same outfit that prepares the engines for General Motors’ racing program. Conn and Case had some specific parameters they wanted met in regards to the engine. Chief among them was sacrificing outright horsepower in the name of a broad spread of torque.

When it comes to torque, V-engine configurations are renowned for just that. But the two upstarts weren’t satisfied with any of the current offerings from other manufacturers, and here again their desire to be uniquely American came to the forefront. They decided to build their own engine, and this is where Katech’s expertise came in handy. The solution is a 1645cc (100ci), liquid-cooled, V4 (internally dubbed the KMV4) that’s basically a LS7 V8 (the same engine in the Corvette) cut in half. Rest assured, the engine design is all original and is only a derivative of the Chevy mill.

Some elements of the classic American V8 remain, however. Its overhead valves are met with pushrods, which are metered through a chain-driven camshaft. Hydraulic lifters keep maintenance simple. Bore and stroke measure 86.5mm x 70.0mm and compression ratio is set at 11.5:1. Why the low-tech engine in a world of dual overhead cams? “Modern engines are so complex now that riders can’t understand them,” Conn says, “Our engine allows the shadetree mechanic to feel confident they can fix anything that isn’t right.”

Deconstructed, you can see much of the same architecture the makes up a small-block V8 has been incorporated in the KMV4.

That doesn’t mean that the KMV4 is completely low-tech. The implementation of gasoline direct injection brings the mill into the 21st century, a first for a (potentially) production motorcycle. As the name implies, GDI digitally injects highly atomized fuel directly into the cylinders (much like diesel engines) as opposed to injectors spraying fuel into the intake ports, as seen on virtually every other fuel-injected motorcycle. That engine is mated to Motus’ own proprietary six-speed transmission, with chain drive, geared to ensure the KMV4 spins as slowly as possible at cruising speeds for optimum fuel mileage. Power claims hover around the 160 horsepower mark at the crank, with torque expected around 120 ft.-lbs.

The Motown connection doesn’t end there. When it came to chassis development, the dynamic duo of Conn and Case formed a partnership with another well-respected name in motorsports: Pratt & Miller. Known for their numerous auto racing accomplishments including championships in the Rolex Grand-Am series, NASCAR and six Le Mans 24-hour victories, Motus were naturally drawn to their chassis expertise, despite their lack of two-wheeled credentials.

With a specific set of parameters in mind, the team took its time utilizing finite element analysis and rapid prototyping processes to determine a tubular chromoly trellis frame would be the best option to achieve the rigidity desired, yet maintain a certain amount of flex to give the rider a feel for the road. “We spent eight months developing the chassis before ever cutting a piece of metal,” Case said. The KMV4 engine is mounted longitudinally in the frame and acts as a stressed member, giving it a Moto-Guzzi-esque appearance.

Pratt & Miller were tasked with chassis development, drawing on years of experience – and championships – on the auto-racing stage. Note the longitudinally-mounted engine tilted slightly forward for optimum weight distribution and handling.

Seeing as how both Guzzis and now the Motus feature longitudinally-mounted Vees, we felt the need to reference the MST against the Moto-Guzzi Norge, two uniquely similar machines. For starters, both have almost identical wheelbases, with the Norge one inch longer at 59.0 inches. Seat height is the same at 31.0 inches, though the MST has slightly more rake angle at 26.0 degrees compared to 25.3 on the Norge. That should give the Italian machine a slight edge in agility, though the half-inch less trail for the MST (4.25 inches vs. 4.72 inches for the Norge) will ultimately give it a slightly different handling characteristic.

This side profile shot naturally draws comparisons to another motorcycle with a longitudinally mounted V-engine: the Moto-Guzzi Norge.

Speaking of handling, the MST will come equipped with 43mm inverted forks that are fully adjustable. Fork supplier for the standard MST is yet to be determined, but the higher-spec MST-R model is expected to wear Ohlins suspension front and rear. The standard rear shock supplier is also yet to be finalized, but expect full adjustability.
Stopping power comes from dual 320mm floating rotors up front, clamped by four-piston, radially mounted calipers. As of press time, Hayes will provide the calipers for the standard model; expect Brembo units for the R model. A standard two-pot caliper handles rear braking duties. This is all transferred to the ground via Michelin Pilot Road 3 tires on 17x3.5-inch front, 17x6.0-inch rear wheels. All told, the MST is predicted to weight 500 pounds, dry—about on-par with similar sport-touring rigs.

The Future Ahead

Two-up riding is an essential part of sport-touring, and the MST accommodates passengers nicely.

The MST looks like it has the ingredients to challenge for top sport-touring honors against some of the most respected names in the industry. From the onset, Conn and Case centered the design and execution of the MST around three premises: performance, comfort, and range. They wanted a motorcycle with sportbike-like performance that wouldn’t require chiropractic assistance afterwards, and fuel economy that limits the number of gas stops. With the KMV4 engine, more upright ergos, and a six-gallon tank, they believe they’ve accomplished just that.

So who does the MST appeal to? “We think it will draw two types of riders,” Conn said, after admitting to being both types. There’s the sportbike rider who is getting older and can’t bend like a gymnast anymore, but still wants performance and range, and then there’s the cruiser rider who can relate to the V4 engine because “it looks like the one in my truck.”

After speaking with Conn at length, it’s clear he and Case have poured their heart and soul into this project, but the glaring question remains: Why now? Especially in these economic times?

“We don’t think there’s a better time,” Conn explained, with a clear sense of patriotism in his voice. “If [the American] people don’t get off their ass there won’t be any manufacturing left in this country.”

This MST-R (note the Ohlins fork and Brembo caliper) prototype is being ridden sans bodywork to make it easier to diagnose any potential concerns, either mechanically or electronically. We happen to like the way this looks. Motus MST Streetfighter, anyone?

We are witnessing the opening chapters in the Motus story. There are still long roads ahead, especially since a true production version is yet to be made. Numerous testing miles need to be logged to make sure all the components meet certain standards. At the conclusion of the weekend’s racing and festivities in Daytona, Conn and Case are personally going to ride the two existing prototypes across the country, meeting with potential dealers, media and the public, to put the bikes to the test. They’ll be followed the entire way by a team of engineers from Pratt & Miller to chart the progress and remedy any possible mishaps.

Conn and Case will be followed on their cross-country journey by engineers from Pratt & Miller.

“The plan is to ride them until they break, fix it, and ride it ‘till they break again. By that point, they’ll stop breaking.”

Tentatively speaking, the MST and MST-R are slated for production in late 2011 as 2012 models, but certain things like securing suppliers and, more importantly, passing quality control tests, can push back that date.

“We only have one chance to get this right. We’re not going to cut corners and screw it up. If that means delaying production, so be it.”

Pricing is yet to be determined, but as it’s a niche bike built in small volumes, expect a price tag that reflects that. Then again, volume will depend on the number of dealers interested, and that in turn could help lower costs.

One thing’s for sure: Lee Conn and Brian Case are determined to turn Motus into another example of the American dream.

Brian Case (left) and Lee Conn (center) with 1993 World Superbike Champion, Scott “Mr. Daytona” Russell. The Motus MST stands in the foreground.

Source : motorcycle.com

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