Supersport Shootout: CBR600RR vs Daytona 675 vs ZX-6R vs R6 vs GSX-R600

"These things don't belong on the street!" This has become the cry of the rational motorcyclist when the subject of modern literbikes comes up. But what if you could have virtually all of the same performance-driven componentry and research and development that go into most superbikes in a motorcycle with roughly 30-35% less spank? Would most riders, young and old, veteran and newbie, feel like they could handle such a bike? Apparently, yes.
Supersports, or more commonly, 600s, are red-hot sellers. Editor Duke reported back from his time at the U.S. launch of the 2008 R6 that the tuning fork company claims "the 600cc segment makes up 51% of what Yamaha calls the Supersport market, a segment that is up in sales a huge 52% since 2001." Yep, these things are pretty important.

The contenders in Motorcycle.com’s 2008 Supersport Shootout.

Changing of the guard?
As a matter of fact, the supersport class may become even more important to OEMs than it already is –whether they like it or not. When the AMA essentially admitted to its ineptness at handling American pro racing and announced in March of this year that Daytona Motorsports Group was granted rights to promote, sanction and manage various AMA racing series, one of DMG’s first moves was to change the current structure of road racing. Starting in 2009, the premier class will likely be the “Daytona Superbike” class. As of the writing of this story, DMG hasn’t yet released specific rules for the new class but has stated that the collection of contenders will include Twins, Triples and four-cylinder bikes, and will have “middleweight performance horsepower limits,” said to be 140 rear-wheel horsepower. In effect, this opens the door for six more brands that DMG says fit the bill: Aprilia, KTM, Triumph, BMW, Ducati and Buell.
Well then, guess it’s a good thing we got around to testing at least 5 of the 10 bikes potentially eligible for the new Daytona Superbike class.

The ‘08 CBR600RR returns to the supersport fray unchanged from last year and undaunted by the task of taking on updated models from Suzuki and Yamaha.

Like our literbike shootout from last month, this battle supreme has a couple of freshened-up entrants mixed in with a couple of models not yet at the end of their model cycles. AMA Formula Xtreme reigning champ, Honda, is naturally in the fray with its CBR600RR unchanged from last year; same goes for Kawasaki’s 2007-08 Daytona 200-winning ZX-6R.
Though it can’t lay claim to any U.S. championships, the Daytona 675 from Triumph – unrevised since its ’06 intro – is a champion of the hearts of many and has taken top honors in the Supersport class at the Spain-based track-centric Supertest three years running now, and three-peated this year in the same category in a similar uber-evaluation called Masterbike run by the Spanish sportbike mag Motorciclismo. Tooting our own horn a bit while paying further accolades to the English Triple, the 675 won Motorcycle.com’s 2006 Supersport shootout as well as our 2006 Best of the Best comparison. Phew! That’s a tough act to follow.

Triumph’s Daytona 675 is the old man of the group being unchanged since its 2006 introduction. This bike doesn’t need Depends though; the world seems to love it!

This leaves the two newest bikes: the Yamaha R6 and Suzuki GSX-R600. Both bikes received a healthy dose of revision but not so much as to make either wildly different from last year.
For ’08 the R6 gained YCC-I (Yamaha Chip Controlled-Intake), first seen on the 2007 R1. Both supersport and liter machines from Yamaha now have throttle-by-wire (YCC-T) and YCC-I. In addition, the middleweight mill received upwards of some 50 tweaks, a couple of them being increased compression and substantially larger crossover pipes in the exhaust headers; the targeted goal being improved mid-range. To augment engine improvements, the R6’s frame was updated to enhance both rigidity and controlled flex in all the right areas. The aluminum subframe was tossed in favor of one constructed from magnesium. Finally, things like altered clip-on placement, new EFI, 0.5mm thicker rotors for improved heat dissipation and revised bodywork join numerous other changes that add up to what Yamaha calls a “brand new bike from the tires up.”

This year was revision year for the formidable R6.

Suzuki has reason to be proud of the GSX-R600. According to Garrett Kai, American Suzuki’s Senior Communications Specialist, it is the best-selling machine of all the products in the company’s catalog. The little Gixxer got a gaggle of improvements this year, and like the R6, a heavy focus was on mid-range power improvements. Compression was pushed from 12.3 to 12.5:1, intake ports were reshaped, valve lift was reduced on the intake cams and exhaust pipe diameter was reduced by a scant 3mm while overall muffler volume increased. Fueling was enhanced and ventilation between cylinders was increased marginally to reduce pumping losses. Though the chassis remains largely unchanged from last year, the GSX-R600 picked up an electronically controlled steering damper. Improvements to braking come via changes to increase pinching power without increasing effort at the lever. Oh, and we almost forgot, to complete the circle, so to speak, the 2008 GSX-R600 now, like all current Zook sport bikes, has the A-B-C of Suzuki–Drive Mode Selector.

Not only did the 2008 GSX-R600 get engine and chassis updates, it also got a new look. Other motorcyclists commented on it every time we parked it somewhere.

Back in the saddle
With the players in place we summoned a motley collection of hapless riders eager for a spin on the latest 600cc hardware and a free meal at Outback Steakhouse. Fresh from our literbike rumpus is ex-Limey, Steve “Speed” Kelly. Steve’s a salty veteran of the motorbike courier world, first in Ol’ Blighty, then sunny L.A. He’s owned more bikes – and sold ‘em at a profit! – than George Barber, holds a WSMC racing license (sourced from an I-5 rest-area bathroom) and has countless miles round a track. He’s plenty qualified, but we just like his accent.

Steve “Speed” Kelly returns from our 2008 Literbike Shootout. He’s English, but we love ‘im anyway.

Kaming Ko tagged along for the five-bike battle. This smooth cat helped us realize how poorly we ride for people 15 years his junior.

Also returning – and still suffering mental duress – from the literbike battle is Alexandra Bongart. Alex owns a late-model GSX-R600, knows her way around the pits and track, and is an accomplished street rider. She brings a fresh, female perspective to Motorcycle.com, which is very important these days and rarely, if ever, seen in most publications. I hate to admit it, but I’ve had a hard time keeping her out of my mirrors during street rides.
'...we logged hundreds of street miles through twisted mountain pavement, urban sprawl and droned the superslab'
New to the tomfoolery is Kaming Ko. This incredibly friendly character has a lengthy resume in Formula car racing a well as a ‘70s motorcycle racing survivor. Kaming’s riding style is a dead give-away to his age, as some fused vertebrae keeps him from laying over the tank in a sportbike tuck, but he still rides faster than most us who have a fully functional spine! Again, like the other two above, we really keep him in the mix for ulterior motives. He has owned some of the coolest sportbikes ever built, like the Desmosedici RR he recently let Editor-in-Cheese Duke and me bumble around Willow on.
Finally, this time we added someone as sharp with a keyboard as he is with a twist-grip. Mark Gardiner is to motojournalism like a wrongly-accused inmate is to death row: full of time served and glad to be out. Jesting aside, it needs to be known that Mark worked at Motorcyclist magazine for a stint, raced in the Isle of Man TT, and is an accomplished author with his well-received book, Riding Man, about his TT experience.
Over the course of several days we logged hundreds of street miles through twisted mountain pavement, urban sprawl and droned the superslab. Mix in one nearly perfect day on the Big Track at Willow Springs Raceway in Rosamond, CA, where we doubled-up on sessions courtesy of trackday company, Take It 2 The Track, and  we were ready to cast ballots in hopes of a clear-cut winner. Clear-cut? Pfft!
We employed the same scoring method as in this year’s liter comparo wherein we took a cumulative sum of scores over 12 categories – with the same bias toward the Engine category – that encompass the things we care about in a motorcycle.

Let the testing begin!

Engine (power, tractability, response, user-friendliness, vibration)
1.	Daytona 675	94%
2.	CBR600RR	90%
3.	GSX-R600	83%
4.	ZX-6R	78%
5.	YZF-R6	73%

Surprise! Not exactly, but the Honda’s powerplant, being as linear as it is, can’t quite compare to the 675’s, according to the unblinking Dynojet at our friends at Area P. In classic inline-Triple fashion, the Daytona makes the best use of its shootout-leading 47.9 ft-lbs of torque in a very manageable way starting from as early as 3,000 rpm where it’s making 36 ft-lbs. At that same mark the CBR, the next most potent powerplant, is only making 21 ft-lbs. This middleweight represents with near perfection the characteristics we look to consider when assessing the engines. Power comes on early and isn’t absent in lower rpms like so many flaccid 600cc mills. The smooth on/off throttle transitions of the 675 translates into the most tractable bike here. Driving into and through Turn 8 at Willow revealed a rheostat-like quality: dial the power in, roll it off gently, and then turn it back up. On the street, Mark and Kevin kept using the phrase “cheater motor” after climbing out of the saddle with silly grins on their faces.

As you can tell from the orange line, the Triumph's motor makes more power at nearly every point on the graph. The Honda (red) and Suzuki (light blue) trade spots for best among the four-cylinder bikes. The R6 has big power up top but lags behind the others everywhere else, which greatly affected its street performance scores.

Set the oddball aside for a moment and the CBR is clearly the best powered of the four Fours. In many ways it mirrors the 675. It, too, has an exceptional amount of user-friendliness, as it doesn’t require its neck be wrung for maximum fun. Feed the throttle in from way down the rpm range and the Honda pulls more like a 750cc Four, its powerful grunt belying its displacement. “Not sure how the hell Honda does it, but this bike rips out of corners,” exclaimed Speed Kelly. That’s a good observation considering it shares identical bore and stroke figures (67 x 45.2mm) with the other three Japanese machines. The simple answer is that the CBR is just a tick shy of the 675 in terms of horsepower and torque. With 105 ponies peaking at 14,100 rpm and 46 ft-lbs maxing out in the 12,500 rpm neighborhood, it’s a force to be reckoned with and understandable why the bike has been so successful in AMA Formula Xtreme.

The 675’s smashing success in the Engine category was thanks to all the wonderfully torquey things its inline-Triple mill offers.

It seems Suzuki’s efforts paid dividends in the search for more mid-range usability. It doesn’t have the stonk of the 675 but pulls with authority – save for a soft spot around 7,000 – as early as 4,500 rpm making 30 ft-lbs. The GSX-R600 actually outpaces the CBR’s torque figures by 2-3 lbs on average from just below 3k until about 8k where the CBR leaves the Gixxer behind. The strange thing here is that seat-of-the-pants sensation is quite the opposite. We’re attributing the Honda’s shorter gearing for its extra-torquey feel. The Gixxer offers smooth throttle transitions and trouble-free fueling that are the work of Suzuki Dual Throttle Valve system, and a new ECU controls fueling as well as a valve in the exhaust system. Torque is quickly becoming the new catch-phrase in supersport tuning. The end result is a more robust spread of power that brings the GSX-R closer to the CBR and Daytona in terms of greater everyday usability. One small negative with the Zook’s mill is that seemed to be buzzier than most on the freeway.

The current ZX-6R is likely at the end of its lifecycle, and it’s starting to show in the face of the competition. Before all the Ninja loyalists start planning to burn us at the stake for such blasphemy, we fully and readily acknowledge the ZX as a very excellent choice, and the Ninja’s motor seemed the smoothest among the buzzy inline-Fours. But, the Green Machine was dead last in the horsepower race, posting a sub-par 97.7 hp in stock form, according to our pals at AreaP and their reliable Dynojet dynamometer. There’s something of a minor controversy regarding the tuning of the ZX, something you’ll want to read more about in the below sidebar.

Duke learns that meeting EPA regulations hampers racetrack performance. Really cheap power boost. ZX-6R Free Horsepower! By Kevin Duke Pity the poor sportbike engineers who must find a way to create 599cc engines that produce 100 horsepower at the rear wheel while meeting every-stricter exhaust emissions regulations. And while spent exhaust gases must be cleaner than ever, noise emissions must also be kept in check, although that standard hasn’t been revised in decades. Nowhere is that more apparent than Kawasaki’s ZX-6R. Since its 2005 iteration, the ZX’s ECU includes programming which closes a valve in the exhaust at high revs, restricting its top-end power and reducing its overrev zone past the engine’s power peak. (European ZX’s aren’t afflicted, as they have different sound-level regulations across the Pond.) This combines to make the stock Ninja feel less exciting, and its rapid power loss once past the engine’s peak forces some extra gearshifts, especially when riding in the power-hungry environment of a racetrack. Our ZX test unit was the least powerful 600 on the dyno, spinning up just 97.7 hp at its peak. But why is the Kawi saddled with this limitation while the other OEMs don’t seem to suffer from similar programming? That’s been difficult to identify, but Kawi reps assure us their bikes adhere to the obfuscatory EPA noise regulations guidelines that are self-regulated by the OEMs. “All Kawasaki street motorcycles, including the Kawasaki Ninja ZX-6R, sold in the United States have been designed to meet all current U.S. emissions and noise regulations for street-legal motorcycles,” is Team Green’s official statement on the subject. Since the sportbikes from other OEMs aren’t similarly affected, the implication is they aren’t meeting the same requirements. Glenn Hansen, Suzuki’s communications manager, explained to us that the ECUs on Suzuki products bound for America are different than their Euro counterparts, and he added that all their bikes meet current regulations. He pointed out that using dual mufflers on Suzuki’s GSX-R1000 was partially the result of meeting noise edicts. Lucky for ZX trackday riders (off-road-use only, doncha know? Nudge, nudge, wink, wink, say no more…), the party-pooping programming can quickly be defeated. Simply unplug the cap of the four-pin electrical connection under the seat and bridge the black/yellow wires to the green/dark green wires across from each other in the connector. This defaults the ECU to European spec and lets the engine breathe at high rpm by keeping the exhaust “power” valve open. When we performed this trick on our ZX, we found a 5-hp increase (102.8 hp) in peak power, making it competitive with its rivals, but the biggest improvement was in the overrev zone above 13,000 rpm where the stock ECU programming strangles the Ninja. There is nearly a 10-hp gap at 14,000 rpm, with the stock bike wheezing out 93.4 ponies to the modified ECU’s 102.7. It should be noted that the Ninja doesn’t feel particularly down on power during street rides, as it’s only when screaming up near maximum revs that this shortcoming becomes apparent. But it’s too bad that the stock bike needs an excuse, because in race trim the ZX-6Rs are formidable foes in the Supersport and Formula Xtreme race classes. In stock form, the ZX-6R runs out of breath at high revs, but the ECU jumper mod lets it run like it should. In modified form, it posted a 5-horse boost in horsepower and a much more usable overrev zone.

The R6 trails behind the others in terms of streetable power. It doesn’t make 30 ft-lbs until 6,000 rpm, then manages to dip below 30 for a short rpm range, then regains its composure at almost 8,000 where it barely makes 31.5 ft-lbs; at 8k rpm the Gixxer is making nearly 6 more ft-lbs. Though the ZX-6R sees a modestly better 32.5 ft-lbs in the same spot, it’s more linear much earlier than the R6 as it starts to see those 32 ft-lbs as soon as 5,000 rpm. Where the Yamaha shines is beyond the 13,000 mark where it screams, quite literally, to 100 hp, leaving the green bike in its dust. Unfortunately for street riders, the fun zone on the Yammie is all at the top. Racers won’t care.

Transmission (clutch actuation/modulation, shift ease, precision, slipper clutch)
1.	ZX-6R	98%
2.	GSX-R600	88%
3.	CBR600RR	80%
4.	YZF-R6	77%
5.	Daytona 675	72%

The two-year old Ninja may be lagging a bit these days in overall peak power and torque figures, but it seems it is still a step ahead in the gearbox game. The close-ratio six-speed cassette-style tranny is the poster kid for snick-snick shifting. Not unlike its bigger brother, the ZX-10R that shared top honors in this category with the Honda CBR1000RR in our liter comparo, the 6R’s tranny is essentially transparent. Taskmaster Duke often spoke of the 6R’s shifting as “light-action,” and never seemed anything short of impressed with its slipper-clutch. For myself, I couldn’t deny the impeccable function of the components that make the bike shift, but I also couldn’t help but note – whether on track or street – what felt like short gearing on top.
There’s a pretty big gap between the Kaw and the Suzuki here, but the Zook is still pretty damn good, especially its back-torque-limiting clutch. As Kevin reported from his time at the Misano unveiling of the ‘08 Suzuki, the company “… added an additional clutch plate with revised friction material and a modified drive cam shape.” Those minor clutch tweaks and a very smooth shifting transmission kept the junior Gixxer solidly in second in this category.

The ZX-6R’s transmission and clutch were rated highest for their performance on the track as well as on the street. Both worked flawlessly.

“Why such a poor showing for the CBR,” you might rightly ask when normally it’s raves all ‘round for most Honda shifting. The fact is that the RR is really quite good – as basically all of them are – but in such a closely contested battle small things stand out. There are some commonalities and some stark differences in this quintet: all five have cable-actuated clutches, yet only three have slipper clutches. The Honda is one of two slackers. Now that Big Red’s liter machine has one, Honda’s fans can sleep easy tonight knowing that the next iteration of the CBR600RR will have one too.
The R6’s biggest failing was a clutch that engaged near the end of lever travel making for some temperamental shifting on the street and thus was relegated to fourth spot. The 675 suffered “slightly notchy” shifting and is the other delinquent in this group without a slipper

Handling (quickness, feedback, stability, confidence)
1.	CBR600RR	93%
2.	ZX-6R	90%
3.	Daytona 675	90%
4.	GSX-R600	87%
5.	R6	77%

Claiming its first, first-place finish in the category of Handling, the nimble CBR600RR did the best job in the majority of our testers’ minds. Its chassis dimensions aren’t exceptionally flightier than the other four, and it is only rivaled by the 675 which has substantially shorter trail (86.8 vs. 97.7mm) and identical rake (23.5º). Nevertheless, the Honda simply was “the easiest to flick from side to side, yet was super stable mid-corner,” according to trackday junkie Steve. Along with the shortest wheelbase (53.9”) the Honda boasts the most advanced steering stabilizer in the group. Having improved greatly from its first edition, the HESD – discreetly hidden under the front lip of the fuel tank – is the perfect ally to “add stability to a bike with aggressive steering geometry,” notes Duke. If there’s a drawback to the HESD it is that steering can seem a touch on the heavy side when initiating a turn at high speeds, as the complex steering damper considers vehicle speed, throttle position and rate of acceleration when determining the amount of resistance to apply. The CBR’s handling is also aided by the superb Dunlop Qualifiers.
The Daytona most closely resembles the Honda’s handling as it has the aforementioned tiniest trail figure that could make for skittish handling, but it’s balanced out by a 54.8-inch wheelbase and a non-electronic steering damper. In addition, the 675 is the most waif-like in the collection. From tip to tail the Daytona is skinny. The bike’s narrow waist and slim fuel tank make for easy and unencumbered movement across the saddle when transitioning between corners. Add in the most excellent Pirelli Dragon Supercorsas, and it starts to become clear why the Tri has been the top choice in so many magazine evals and large group tests.

Handling supremacy is a hallmark of the CBR600RR. It scored highest for its light and accurate steering and its confidence-inspiring stability.

The Ninja still managed to “feel lighter than the 675” at the track according to El Duke, despite the longest wheelbase at 55.3 inches, a modest 25 degrees of rake and a crazy-long-by-class-standards 109mm of trail. The 6R’s wide, flat clip-on placement helps mask the lazy geometry, as does its lack of steering damper. Its stability-inducing geometry and a set of Bridgestone BT015 tires had Speed Kelly saying the “Kawi handled like it's super-glued to the tarmac!”


Source : motorcycle.com

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Hayabusa vs. ZX-14R Shootout

Take a moment, or even a few seconds, and it's easy to see that Americans like things bigger, better, and faster. We drive big muscle cars as well robust luxury sedans, and have done so for decades. Need I say anything of the ubiquity of SUVs?  Or how about how fat Americans have become thanks to huge meal portions.

The motorcycle world in America, for better or worse, follows suit. Large, extravagantly designed V-Twin-powered custom cruisers have dominated bike culture in the U.S. for several years now, essentially becoming the mainstream of motorcycling. Not only are the rear tires fatter than ever, the bikes have equally big torque figures, massive quantities of chrome, thundering exhausts and rider egos to match. If that example isn't clear enough, then just consider any Boss Hoss. Or how 'bout the modern Honda Gold Wing? That ultra-tourer is, as far as I'm concerned, a motorcycle designed specifically for the robust interstate highway system of the States.

Like a couple of brawling Rottweilers, the Hayabusa and Ninja go head-to-head again in 2008.

Here I sit, pondering the fates of the world's fastest imbeciles.

'No literbike can match the asphalt-peeling 100 ft-lbs of torque that pours forth from these 1340cc-plus hyperbikes.'

It stands to reason in my mind, then, that the truly super #or hyper# superbikes should be as plentiful as rice cakes at a vegan house-warming party. Yet, until just two years ago there was only one: Suzuki's GSX1300R Hayabusa. Previous to the 'Busa's birth there was Honda's CBR1100XX, affectionately known as the Blackbird. Honda shot it down after six years of flight ('97-'02). And for a time Kawasaki tried valiantly to battle the Suzuki's big bird with the ZX-12R, but it didn't have the torque numbers to compete; legions of Hayabusa fans were unwilling to jump ship. So, in 2006 Kawi decided that Suzuki's dictatorship of this class, if you can call a single player a class, should end and unveiled the biggest and baddest Ninja to date, the ZX-14.

Sure, the current crop of Japanese 1000cc in-line-Fours and Ducati's 1098 are capable of getting scary-close to the top speeds of the 'Busa and ZX, but those bikes are narrowly-focused race-bred sprinters. You just can't gobble up the miles on an R1 or CBR1000RR for example, however good the ergos, like you can on the ZX-14 or Hayabusa. And no literbike can match the asphalt-peeling 100 ft-lbs of torque that pours forth from these 1340cc-plus hyperbikes.

So here we are, two years after Kawasaki stepped into the ring, and these bikes remain the only machines in a universe all their own (apologies to BMW’s K1200S). Two big Japanese bikes perfectly suited for American tastes.

New Ninja weapons and a nastier bird

2008 Kawasaki Ninja ZX-14

For 2008 Suzuki, without verbalizing it, admitted that the company lost some ground to the new kid on the block, and so gave the GSX1300R its first and only major revision since the bike's 1999 debut. The ZX-14, barely two-years old, didn't seem ready for a heavy re-do in light of typical Japanese manufacturer re-vamp cycles; nevertheless it received some minor but effective tweaks. We've already covered the changes to both bikes in detail on Motorcycle.com, but a brief re-acquaintance is warranted...

Set a 2006 ZX-14 next to a 2008 model, paint them the same color, and I'll give you a dollar if you can tell them apart. All the Ninja's changes for '08 took place below the surface with the primary focus on an "enhanced bottom-end."

2008 Kawasaki Ninja ZX-14 in Special Edition paint.

On the induction side of things, the lateral spray angle of the fuel injectors increased from 15 to 20 degrees in order to improve power delivery across the board, while the intake ports were refined for better flow.  The cylinder head and its cover were altered to allow for 20-percent larger secondary air ports for an improved pathway into the exhaust. Additional tune-ups include reshaped pistons and a urethane liner on the inside of the magnesium chain cover; both aimed at reducing mechanical noise.

Further aiding improved stonk whilst keeping environmentally green, portions of each exhaust silencer were fiddled with, as was the length of the header pipes. Additionally, a 75% increase in the size of the entrances of the cross-over tubes that connect header pipes 1-4 and 2-3 was made due to the reshaped exhaust collector. All of this came about thanks to a free-loading third catalyzer that is the most likely culprit in the ZX's 11-pound dry weight gain (474 vs. 485 lbs.) Lastly, something called an "ASV," or Air Switching Valve, puts the final touches on reducing emissions. All these little changes not only were said to improve power to the low- and mid-range, but allegedly resulted in three more points on top to give the big Ninja a claimed 190 horses at the crank and 113.5 ft-lbs. Factor in ram-air and a bonus of 10 more horsepower jump on.

Capping off upgrades to the mightiest of Ninjas are improvements to the casting method for the aluminum portions of the monocoque frame. Switching from gravity- to die-casting, the desired affect being lighter pieces of the same strength.

2008 Suzuki Hayabusa GSX1300R

In order for Suzuki to reclaim the top of the heap, changes to the 9-year old 'Busa would be many. For starters, 1,299 cubic centimeters wouldn't suffice. While bore remained at 81mm, a 2mm increase in the stroke (63 vs. 65mm) gave the new bird a respectable 1,340cc powerhouse. Compression ratio increased from 11.0 to 12.5:1 thanks to new forged pistons that attach to a new forged crank via shot-peened chro-moly connecting rods. In the head, titanium valves (all 16 of 'em!) of the same size as the first gen 'Busa reduced rotating mass enough to warrant using only a single valve spring instead of the usual duo. A new camshaft with higher lift on both intake and exhaust sides has revised timing.

2008 Suzuki Hayabusa GSX1300R.

Fuel is sprayed through a new 12- hole injector system (previously 4-hole) into 44mm throttle bodies that employ Suzuki's Dual Throttle Valve system. A new superbrain ECU on this superbike is responsible for controlling Suzuki Drive Mode Selector (S-DMS), the same A-B-C switchable power setting as first seen on the '07 GSX-R1000, and now also on the '08 GSX-R600 and 750. All the engine mods add up to what Suzuki says is incredible 21-hp gain for a claimed 194 thoroughbreds and 114 ft-lbs at the crank. Yeah... that's what we’re talkin' 'bout!

Oddly enough, aside from bridging and internal ribbing to the swingarm to make it stronger, nothing else about the frame is different, apparently. But! Thank heavens Suzuki put some new radial-mount four-pot calipers on the front end to squeeze smaller 310mm rotors that are now 5.5mm thick. A new slipper clutch complements the upgraded binders.

The 2008 Suzuki Hayabusa GSX1300R didn't receive a major styling revision from the first generation bike. Thank goodness, 'cause it looks as good as ever! The 'Busa's style is a major contributor to its nearly decade's worth of success.

After nearly 10 years, one could reasonably expect that the Hayabusa may have gone under the knife to receive a drastic visual overhaul. Seems the slippery skin of the first fast bird proved to be rather efficient at cheating the wind and too iconic in its shape to risk a complete re-style, so no sweeping changes were made, just more refining. The 'Busa's look is trademark and a very big part of the bike's success. Put an '07 next to the new one and you'll note a few subtle changes to the side vent in the main cowling, reshaped ram-air ducts that closely resemble the original, a pared-down front fender and a marginally different headlamp. Items not so apparent to the naked eye that changed include a wider front cowl, a lower fuel tank for a better tuck behind the 15mm taller windscreen, passenger seat and rear subframe lowered for improved passenger comfort, an even larger pillion cover hump, integrated rear turn signals, body panel joints sans exposed fasteners and an LED tail lamp.

We'd be remiss if we didn't mention what seems so obvious about the look of the new GSX1300R:  monster exhaust canisters. It still has a 4-into-2-into-1-into-2 design, but the cans seemed to have grown in size and taken on a rounded-triangular shape. They almost make us long for those utilitarian round cans found on virtually every sportbike in the late '90s. Here, too, Suzuki's hyperbike falls victim to evermore restrictive emission regulations as a catalytic converter was added where the head pipes meet under the engine, and like the poor ol' ZX-14, is most certainly accountable for a gain of 7 pounds, bringing the claimed dry weight up to 485. Full of fuel and ready to ride, the ZX scales in about 20 pounds less than the ’Busa.

This is how we checked for the catalytic converter added for 2008 on the Ninja. The cat is probably the most likely culprit behind an 11-pound dry weight gain.

Here, too, we look for the catalyzer on the Hayabusa. Same problem holds true on the big bird as its cat is probably responsible for a 7-pound weight gain.

Tête-à-tête

Where on earth can a person sample such insanity on two wheels? NASA already had a shuttle launch scheduled when we acquired these beasts of speed, so our two-bike trip to Mercury wasn't happening. We then opted for tamer wrist action, keeping these rockets restricted to the highways and byways. A good assessment of twisty road action and superslab performance probably means more to you anyway. We fueled the giants and set off for a hyperbike head-to-head duel!

Climbing aboard the 'Busa and ZX gives a quick peek at what each manufacturer thinks matters most in the saddle. If bodywork influenced by the wind tunnel isn't indication enough, then maybe the Suzuki's longer reach to clip-ons placed below the triple clamp (though, oddly, they have risers) and dished-out fuel tank that allows you to tuck in as flat as possible behind a very effectively shaped windscreen will give you a clue that this bird is the sportier of the two. Also tipping its sport-inspired hand are footpegs that are more rearset than those on the big Ninja. There's no doubt that the 'Busa comes from GSX-R lineage.

Clip-ons mounted below the triple clamp and a slightly farther reach may equate to a more efficient aero tuck, but also means a more uncomfortable ride as compared to the Ninja during freeway stints.

When ring leader Kevin Duke plopped his slim hiney on the Suzuki he quickly noted that "its thickly padded seat is low enough to make even shortish riders feel confident at stops, although the narrower front section of the Kawi’s seat is equally if not better in this respect." Robbing the big bird of any Iron Butt aspirations is the more aggressive riding position that tends to put more weight on a rider's wrists.  Conversely, the ZX-14 could be a nominee for long-distance tours; at light speed, of course. With a noticeably more upright rider triangle and comfy one-piece seat, the Kawasaki is the more forgiving of the two, especially during a long freeway jaunt. A tighter seat-to-peg distance will be less appreciated by tall riders.

Cockpit layout on each bike further takes them in different directions. While I appreciated the analog instruments of the Hayabusa with its big silver-ringed tach and speedo that elicit the word 'classy,' I wasn't as enthused after a time about what I think is a small digital display in the middle. It offers up good, usable info like gear position, A, B or C of the S-DMS, clock and so forth, but it can be difficult to read at hyperspeed. And in this day of fuel tanks without reserve switches, I like the traditional-looking fuel and temp gauge. But the use of a low-fuel warning light seems rather redundant. Can't hurt, I guess.

Switching over to the Kawi we see that the company stuck with a white-faced speedometer and tach while throwing the digital age into the mix with a large, centrally positioned LCD panel featuring fuel and temp gauges, gear position and tripmeters as well as the added bonus of fuel range display and average or real-time fuel economy depending of your selection. It may not be as purdy as the Hayabusa's, but the Ninja's displays are easier to read, especially at speed.

Tucking in on the Ninja doesn't yield the same streamlined profile as tucking in on the Hayabusa.

Enough of the mushy stuff, these things are go-fast devices! Thumb the starter on the Suzook, rev the throttle and a threatening snort emanates from the airbox while a deep rumble from the twin exhausts says that the '08 Hayabusa means business. Clicking into first gear is a snap with an easy clutch pull and what I thought to be a well-sorted transmission; properly timed throttle blips equaled clutch-less upshifts and downshifts. Twisting the round black tube on the right reveals a heavy throttle spring and very slight hesitation from closed to open throttle, but you'll soon forget that issue as the big powerplant revs quickly and ferociously all the way to the 11,000 rpm redline.

My seat-o-the-pants dyno says the Suzuki seems to rev harder than the Kawi. Actual dyno testing with our friends at Area P - No Limits reveals my gluteus maximus system to be fairly accurate. The 'Busa's power curve is remarkably linear, pulling hard from bottom to top, peaking with 165.2 hp at 9700 rpm and continuing on with more than 160 ponies all the way to its 11,000-rpm rev limiter. Peak torque is 101.5 ft-lbs at 7700 rpm.

Funny thing about dyno testing, it can often offer facts contrary to what a rider thinks he or she is experiencing. For example, the Ninja feels extremely linear all the way to the top of its rev range, and it has a slight advantage below 4000 rpm. The engines run neck and neck until 6000 rpm when the ’Busa gains an advantage it holds until the same 11,000 revs. But don’t cry for the ZX. It’s making identical power at 8000 revs, and its 159.5 hp at 9500 rpm is just a fistful shy of the mighty Suzuki – you probably won’t notice the 3.2% difference. Torque peaks at 7800 rpm with 99.1 ft-lbs, which is 2% shy of the GSX.

These bikes are en fuego!

But there's more to this than squiggly lines on a graph. The Kawi’s motor spins freely, and more importantly is considerably smoother thanks to dual counter-balancers while the Suzuki has a single counterbalancer. Ultimately, Kevin sums it up when he reckons that "the Kawi’s strong hit off the bottom is preferable because it’s used all the time. Add into the equation the 14’s much smoother demeanor, and it is a motor to be reckoned with."

As for Suzuki’s Drive Mode Selector, we toggled through it a few times just to note the difference in power, but we spent nearly all our time in the full-power A mode. “I mean, who would want to own the most powerful bike in the world,” Duke asked rhetorically, “and then ride it with one-half the horsepower?” We suppose switching to the less aggressive throttle responses of B or C mode might be something useful when riding in the rain, but it otherwise seems gimmicky.

Electronic Gee-Wizardry and What It Means to ZX-14 Power On the dyno, the Ninja’s fuel mixture is dreadfully rich from 8500 rpm and up, and it’s especially fat above 10K. This rich condition puts a damper on top-end horsepower, and the ’08 bike makes only 159.5 hp at its 9500-rpm peak compared to the previous version’s 171. Apparently the new bike’s Euro 3-compliant catalyzers can overheat unless the ECU pours extra fuel into the mixture. But what if you fit an aftermarket exhaust system to your ZX, you might ask? There is supposedly a lot more power to be uncorked. A new pipe takes the delicate cats out of the equation, but then you’re still stuck with the stock mapping and electronics. "Somebody get me off this thing! I need to reboot the flux capacitor for less gyration!" There are apparently another 10 horses to be unleashed by the addition of a Dynojet Power Commander, but a PC doesn’t take into account all of the ZX’s sensors and its secondary throttle plates. So, according to some, throttle response can be compromised. Increasingly complex fuel and ignition maps governed by a multitude of sensors are the result of ever-tightening emissions regulations, and some current engines change to different maps in increments as small as 1000 or so rpm. This is what can make the addition of a relatively simple Power Commander potentially problematic. But legendary tuner Rob Muzzy says his many customers who bought Power Commanders and mapping from him have had no such issues. This configuration plus the addition of a high-performance Muzzy's pipe will have the ZX knocking on the 200-horse door; change out the air filter to a performance item will net an honest 200 horses at the rear wheel on pump gas, he says. A similarly equipped ’Busa will put up an identical number. “It’s amazing how similar these two motors are,” said Muzzy. The previous edition of the ZX-14 has its own tuning issues to achieve max output. The 2006-07 models were electronically set to keep the fuel injection’s secondary throttle butterflies from opening fully until around 7000 rpm in the first two gears for fear that that imprudent wrists would result in unexpected acceleration and be thrown off the back of the bike; in addition, the ignition was electronically retarded in the low gears to reduce power. Drag-racing types learned to get around this problem by removing the secondary butterflies and plugging in new mapping for the ECU. Ivan's Performance Products invented its TRE electronic gizmo that tricks the bike into thinking it’s in a higher gear when the mapping is its most aggressive. And by making the ECU think the bike is in fifth gear, the Timing Retarder Eliminator also in effect removes the 186-mph speed limiter, but that’s only true for Hayabusas and GSX-R1000s. A Yellow Box from Black Robotics . In the ’08 ZX, the secondaries open up quicker, so it has much more immediate acceleration in the lower gears. Our 2008 ZX-14’s motor pulls like a locomotive off the bottom end, stronger even than the vaunted Hayabusa, and it’s a major improvement over the old bike because a rider can enjoy this newfound punch during every run through the gears. It’s only at the top end – a place few dare to tread – that the biggest Ninja somewhat disappoints because of its overly rich fuel mapping. can derestrict the top speed of the ZX-14 by making the ECU think it’s going 10% slower. Muzzy hinted at a product in development that will alleviate these issues. Look for it this summer. -Kevin Duke, Ed-in-Chief

One thing we didn't need a dyno to tell us was that the Kawasaki's throttle has a lighter, crisper feel relative to the Suzuki. Something that Suzuki engineers either didn't notice or care to quell was a bothersome buzz from the engine. Kevin remarked vibration was noticeable at roughly 4500 rpm, but "becomes obnoxious just a few hundred revs later, unfortunately right around the 80-mph cruising speed on California highways." Not a good thing with all the freeway time these things are capable of. The big assassin from Big Green is much smoother at the same speed and turns approximately 400 rpm less.

Although the speed of the big Ninja can distort time and blur photos, you can still see in this shot how much more upright the rider triangle is.

Ride quality from both bikes is good. The Hayabusa, aside from vibey engine and racey position, is a very stable and supple freeway performer. Fully-adjustable 43mm inverted Kayaba fork with DLC (Diamond-Like Carbon) coating paired with a fully-adjustable Kayaba shock do an excellent job of smoothing out expansion joints, but really crummy pavement can be a bit jarring. The Ninja's fully-adjustable 43mm Kayaba inverted fork and trick Bottom-Link Uni-Trak linkage connected to a fully-adjustable shock are softer... er, um, even more forgiving.

Handling characteristics show these steeds to be different animals. Part of the reason the Hayabusa is such a stable straight-line champ is due to its 1-inch longer wheelbase (58.5" vs. 57.5"); rake is fractionally mellower (23.4 vs. 23.0 degrees) and 3.7-inches of trail is identical to the Ninja.

The tale of tape doesn't tell all, however. What the Suzuki lacks in total rider comfort it makes up for when you reach contorted stretches of road. The GSX-R side of the Hayabusa really comes out in the canyons with a very planted-feeling front and firmer suspension. "Its steering is more direct and the bike turns in more neutrally than the ZX," according to Grand Master Duke.

A couple of slick touches that the ZX has are radial-pump master cylinders and adjustable levers with slightly more adjustment than the 'Busa's levers.

The Ninja is no sloth in the canyons, but it lacks the front-end sureness of the 'Busa. The ZX's softer suspension translates into some pitching and yawing during quick transitions in tight corners. Yet, the less-than-half-a-degree steeper rake and use of the slightly older Bridgestone Battlax BT014 on the Ninja lends to its ability to "bank into turns quicker," as Kevin put it. I simply saw it as not as confidence-inspiring as the Hayabusa with its steering damper and newer Battlax BT015 tires.

With all the constable-attracting power in these bikes, they need braking power to match. Put simply, the Kawi gets a gold star while the Suzuki needs to return to its seat and repeat the assignment. Though the 'Busa's binders are a marked improvement over the inferior six-pot units on the first generation bike, they still can't hang with what the Ninja has. Both bikes have radial-mount four-piston calipers, but the Ninja also uses four pads instead of the Hayabusa’s two. The ZX also has petal-type rotors and a radial-pump master cylinder. Even the Ninja's clutch system employs a radial-pump master cylinder. Not so on the Bird. Same ol' standard masters as before. There's more than enough power to stop the Suzuki, but it lacks the great feel that allows for one-finger finessing and even more pinching power of the Ninja's binders. This was one area that the Suzuki plainly came up short.

Big bikes, little choices

There we have it then, a regular game of tit-for-tat with these two. Where one rises, the other slumps, and vice versa. Although we never had the chance to run this duo at a dragstrip, published tests reveal little to choose between them.

Little things are what it comes down to for these very big bikes. Things like the Ninja's more stylish mirrors that are the slightest bit more functional than the Hayabusa's square jobs. Or stuff like a one-piece saddle on the Kawi that's much more accommodating for a passenger or soft luggage. The Suzuki's pillion seat, though bigger, well, looks a lot like that of the smaller Gixxers: sporty. Perhaps you're a tank bag kinda rider. Get the straps out if you buy the Ninja because the fuel tank's plastic piece won't be takin' no magnets, but the 'Busa's all-metal tank will. Another tidbit, however useful or not, is that the Ninja's adjustable brake and clutch levers had a range of 1 though 6; the Suzuki's levers went from 1 to 5. See where we're going with this?

In this very narrow league of hyperbike, fans of each are fiercely loyal, and choosing between such evenly matched monsters comes down to all the little subjective stuff mentioned above. And in this test that holds true for us, too. Oh, if it were only so easy to have 15-plus horsepower or 20 ft-lbs more of torque to make the decision for us. What ultimately wooed Kevin, Alfonse and myself toward the Kawasaki was its roomier, more forgiving quarters that made enjoying its better spread of torque and power (not peak, mind you!) fun on the long haul or daily commute where we imagine most folk will spend the majority of their time. And speaking for myself, I just couldn't get over how much better the Ninja's brakes are.

The mighty Hayabusa feels that its chances at winning may be slipping away, and so in a childish fit wheelies ahead of the confident Ninja.

Reaching into the ultimate of subjectiveness, appearance, we would probably lean toward the more subtle stylings of the Ninja (sans flame job!) if we had to live with one of these two year after year. I still like the Suzuki's funky fairings though; its like a 500-pound piece of candy. Finally, we shouldn't overlook the $300 savings in MSRP that can be had with the Ninja.

With such well sorted super-superbikes as these in a country that loves bigger, bolder and more beautiful like most Americans do, I just can't figure out why we don't see more of them from other bike makers.

Maybe an inquisitive call to poke Honda in the side with a sharp stick is in order...

Kawasaki ZX-14	view specs
The Perfect Bike For...
The rider who wants to win the bracket races at the dragstrip then ride comfortably on a 200-mile trip back home.
Highs:		Sighs:
Nearly painless mile-eater Nearly omnipotent power “I don’t ride a Hayabusa”		Muted top-end power – damn cats! Missiles don’t like tight corners Autobahn on the wrong continent

Suzuki Hayabusa	view specs
The Perfect Bike For...
A speed freak who appreciates riding an icon that has a colossal amount of aftermarket support beyond anything else in sportbikeland.
Highs:		Sighs:
The most powerful sportbike in the world GSX-R handling lineage Massive street cred		Engine vibes relatively harsh “My 40-year-old wrists hurt!” Difficult to be inconspicuous

Source : motorcycle.com

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Bennche Megelli 250R Review : UK-designed, Chinese-made, courtesy of Texas

The introduction of the 2010 Bennche Megelli 250R to the U.S. motorcycle market is a move at least as bold as its provocative, red-hot looks. This Chinese-manufactured 249cc motorcycle emulates a 7/8-scale hypersport machine, and represents perhaps the furthest-yet encroachment into a domain up until now owned by Japanese and European manufacturers.
But while online venues have been asking whether the 250R might be a “Ninja 250 killer,” the man responsible for Bennche says he is not trying to compete with the Japanese.
At least not in all respects, that is.
Johnny Tai says his Bennche company of Carrolton, Texas prices its products significantly lower than its most likely rivals. Even so, the intention is clear, and the Megelli 250R cannot be seen as anything other than a competitive entry-level motorcycle.

The Bennche Megelli 250R strikes a dramatic pose.

As one of the brashest contenders to yet come from a country of 1.3 billion people, which produces an annual estimated 27 million powered two wheelers, a more appropriate question would be: Will we soon see a new chapter in motorcycling?
For the moment, others might ask whether this is a fair question, because the 250R is marketed emphasizing its “European” design and attempts to distance itself from China. It can arguably do that, because technically, it is an English creation.

The Bennche Meggelli 250R is marketed as a Brit bike.

Not Your Father’s Brit Bike

Will we be seeing more such creations coming our way? Fact: China makes 27 million powered two-wheelers per year. The factory this bike came from says it can make 1.1 million per year. Last year North America purchased 627,000 motorcycles and scooters in total.

The 250R is actually a bored and stroked version of the otherwise nearly identical Megelli 125R, which is not imported to the U.S.
Megelli conceptualizes and engineers its motorcycles north of London in Lincoln, UK. It says its UK/European-based brain trust and advanced technological facilities conceived and created its finished products inside of three years.
The 250R was particularly commissioned to satisfy consumers in the U.S., and is manufactured to Megelli’s specifications in Chongqing, China by the Chongqing Huansong Industrial Co., Ltd. (aka Hsun).
The privately-held Hsun company boasts substantial assets, over 2,500 employees, and capability of producing 1.1 million motorcycles annually. It says it has good working relations with Japan’s Fuji Heavy Industries, and European and American companies, including Wal-Mart.
The Megelli 250R is the first of three 250cc four-stroke, single-cylinder street bikes to be imported to the U.S. by Bennche, which has just sold its first production run of 100 units, and projects 3,000 unit sales for 2010, and 6,000 units for 2011.
While the Megelli 250R is distributed in the U.S. under the Bennche name, it is also sold in Iran, with more countries expected to come online next year.
Astute readers may recognize the 250R as the 2009 Qlink Megelli 250R. But if you wonder why that bike was never reviewed, it’s because it was never imported or sold here.

This was supposed to be a Qlink brand motorcycle, but this year the water-cooled 250R is at the forefront of the new Bennche line.

New Kid in Town
Motivating the Megelli 250R is a liquid-cooled, carbureted engine. Bore and stroke are now 77mm x 53.6mm – more over-square and aggressive than the 125cc version – with compression ratio set at 11.5:1.
In contrast, the Megelli 125R’s air-cooled engine is 56.5mm x 49.5mm, utilizes a 10:1 compression ratio, and is sourced from the Taiwanese manufacturer Sym.
The 250R’s engine is made by Hsun, and is considered potent by Chinese standards. It is not known to power other motorcycles, but Tai says Hsun extensively tested it on stress-inducing treadmills and on R&D mules ridden to at least 10,000 km (6,200 miles) prior to production.
Estimated crankshaft horsepower is 27; other fact sheets put peak rear-wheel output at 16.2 hp and 17.8 ft-lbs torque. We hadn’t run it on a dyno ourselves in time for this posting. Redline is 10,000 rpm, and it operates through a traditional wet clutch and six-speed transmission.
The bike’s claimed dry weight is 248 lbs, and wet weight feels somewhere around 275-295 lbs, adding up to a respectable power-to-weight ratio.

The welded alloy swingarm matches the welded steel trellis frame.

It employs a cleanly-welded steel trellis frame and a unique T6-alloy trellis swingarm. Wheelbase is 53.5 inches, and seat height is 31.5 inches.
Brakes are stylized single discs fed by braided steel-wrapped lines. Up front is a 300mm rotor pinched by a twin-piston caliper, and the rear is 238mm, utilizing a single-piston caliper.
The front Chen Shin (CST) Magsport 49H tire is 100/70-17, and the Magsport 62H rear is a 130/70-17.
Suspension consists of a non-adjustable telescopic front fork and preload-adjustable rear monoshock.
Fuel capacity is 3 gallons, and we observed 41.9 mpg during a mix of canyon riding, as well as more docile around town and highway usage.
Look At Me!
The extraverted 250R was penned for maximum eye-appeal, and looks like a studied conglomeration of design elements from some of the most successful sportbikes of the last decade.

This bike is a head-turner…

Looking down and askance at its wasp-like front façade, resemblance to a Yamaha R1 can be seen. From other angles it evokes thoughts of a Ducati 916, albeit without the single-sided swingarm. Its welded tubular frame reminded us of an MV Agusta.
“The Megelli hits a style homerun with its contemporary Euro design,” Ed-in-Cheese Kevin Duke enthuses. “Its frame and swingarm could nearly pass for a Benelli or cut-rate MV Agusta.”
From every angle, the bike looks sharp, and its presence is more aggressive than Japanese OEMs would normally give to a bike of its performance level.
Riding around town, its loud and barking CBR-like undertail exhaust, and arrest-me-red-colored flash-appeal turned heads from people in cars around us, and on sidewalks.
It’s too bad that all that pretty plastic is brittle.

It would have been prettier without the packing tape holding a cracked fairing together.

We discovered this when our bike was shipped to us loose in a crate, so its pressing weight completely cracked its belly fairing attachments and caved out some plastic.
A 250R we previously had also inadvertently fractured its lower fairing with seemingly greater ease and more severity than we think a Japanese bike would.
Once we got our test bike taped together, however, it did begin to redeem itself by handling well, at least on smoother pavement.
And whether the speedo is accurate or not, we crept up to an indicated 94 mph, with perhaps a notch further to go. At speed, the 250R chassis tracked straight, with no shake or twitchiness, and would surely handle more power.

The 250R’s undertail muffler makes big noises. It is stamped EPA-legal, but we were still wondering how it got through.

Its suspension lacks rebound damping, and is on the stiff side however. Rolling down the superslab, it would momentarily bounce riders off the seat when crossing rough spots.
According to Tai, the spring rates were selected for American riders which he told Hsun can weigh as much as 200-300 lbs. Formerly, this bike had been too soft, he says, set up for the Asian market average closer to 150 lbs.
Given the lack of adjustability, maybe they overdid it? If this were ours, we might go looking for new springs and revised fork oil, if not a whole new multi-adjustable front end and rear shock to retrofit.
We say this because the bike is compelling. Low end torque was respectable from this thumper, and while the unbroken-in gearbox was notchy and imprecise – it offers a kind of fun you cannot experience on a larger sportbike without wondering whether the cops have seen you yet.

Left-handers would be no problem, if not for the sidestand that strikes down early.

The Megelli’s racer-like ergos and good handling made us wonder how much enjoyment we could have on tight, twisty tracks if it were dialed in. It fit test riders up to 6-feet tall with no complaints, and ought to work for somewhat taller riders as well. Its unknown-to-us tires never let us down, and the Megelli 250R now has a new fan on the MO staff.

Cornering on smooth pavement to the right is fun once you learn to trust the Magsport tires.

“The Bennche rails 'round corners like a 125 GP bike!” Pete raves, “Steering response is light with neutral but responsive handling. I was immediately reminded of my time aboard the Aprilia RS125 and Moriwaki MD250 Honda during our comparison of those two moto sprites.”
But before you form a conclusion, we’ll qualify that Pete’s impressions were also mixed, and we will document a few more factors for you to mull over.
The sidestand – a usually innocuous accessory – in this case juts outward and downward a couple inches, prematurely striking the pavement on an otherwise narrow and flickable chassis.
Kevin learned the sidestand does not yield when it began to lever his wheels off the road mid-corner on a mild left-hander. Just for the camera, he and the Megelli were captured in a wiggly dance and could have crashed into a low wall, and possibly down a near-vertical canyon hillside, but he gracefully – or luckily – saved it.

The sidestand strikes easily on left-handers and was being ground away by the road.

“Cornering clearance on the right side is excellent, as a true sportbike should be,” Duke says. “But flop it over to the left side, and you’ll find the sidestand’s foot digging into the ground at very modest lean angles, perhaps just 30 degrees. Worst of all is that the stand doesn’t even retract far enough to reach a horizontal position. A good fabricator could easily improve the design with just an hour or two of tweaking.”
"Kevin learned the sidestand does not yield when it began to lever his wheels off the road mid-corner..."
Riders also complained about the Megelli’s front brake. Its stiff lines offer solid lever feel, but as Kevin put it, “Its strength is closer to adequate than powerful.”
As the pads started to bed in, braking did improve, and we’ll note our un-prepped test bike came with a warped front rotor that did nothing to make positive impressions.
This bike also comes with not-usually-seen grease zerks on the steering head and swingarm pivot points. Assuming the bearings will otherwise last, these may be a valuable feature permitting maintenance without a more expensive teardown.
Features we did not welcome, however, were an all-but-useless tach needle that bounced over a few-thousand rpm range, insufficiently adjustable mirrors, and a rear license plate/turn signal bracket that shook like a leaf in the wind.

Turn the key, and the tach sweeps and instrument lights simulate what you see during a pre-start-up diagnostic check. In operation the tach on our test bike would not stay steady, and overall, we found the cluster to be too small.

The bike’s twin 55-watt H1 halogen headlights, while adequate, are made to look like projector lights. Their standard spade connectors lost their grip when we removed them, and one low-beam connector had melted insulation. They needed to be squeezed tight again with pliers to stay on.
Maneuvering the bike at parking lot speeds, the upper fairing will deliver a mean bite to the right index finger at full steering lock, if you are not careful.

One of the leads to the H1 halogen bulb had started to get too hot.

Report Card
Just like a parent brandishing a bumper sticker saying, “All of our kids are honor students,” we’re going to grade this as-delivered bike on a curve.
The 250R had been rushed to meet a deadline, and in addition to having cracked its fairing in transit and a bent brake rotor, it hampered our testing with a poorly-tuned carburetor that affected drivability and caused the bike to frequently stall.
Our bike also exhibited excessive throttle slop, loose steering head bearings, and a non-functional gas tank vent hose that compelled us to ride with the filler cap open. 

Made in China by Hsun; signed off by Uncle Sam.

Ordinarily, a dealer would correct these issues before delivering a bike to a consumer. The Megelli series has an 18-month, unlimited mileage warranty.
Bennche’s dealer network is small but growing, and Tai says more dealers are being sought that will emphasize good customer service.
In speaking with Tai, he said the sidestand design, front brake power, and plastic will be under review soon too, and he considered them as fixable at the factory level. If this were so, it would whittle our nitpick list down, but we’ll still leave the jury out.
What we will say is – focusing only on inherent flaws and not the fixable ones – we think at $3,399, the 250R displays enough promise that one day, established OEMs may need to look over their collective shoulder. 
We do not doubt Bennche wants to succeed. Its marketing copy and people say all the right things about being consumer focused, and we were thanked for our early feedback.
We’ll also point out that decades ago Honda was looked at as cheap junk by the established players for a while, and did not exactly take over the world its first time out either.
Today, the growth curve toward parity could be a mere fraction of the time for Chinese manufacturers, if they truly adapt and respond to the expectations of U.S. consumers.
As it is, the Megelli 250R is a decent first try, and Bennche shows confidence in attempting to launch an unknown motorcycle in this economy.
We’ll be curious to see how it fares long term, and in the short term – even though Bennche says it doesn’t officially compete with the Japanese – we plan to pit the Megelli 250R against a Ninja 250R.
Stay tuned.


Source : motorcycle.com

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