NeilPryde Bayamo bicycle targets time trial riders and triathletes

The partnership between BMW's DesignworksUSA and NeilPryde that began in 2010 with the Alize and Diablo high performance road bikes has yielded its latest design. The third line of frames resulting from the partnership are the new Bayamo and Bayamo+, which take on board concepts developed and tested on the earlier models. Aimed at time trial athletes and triathletes, their creators say the bikes are lightweight and high strength, with “wind-cheating aerodynamics.”

Named after a Caribbean coastal wind, the Bayamo’s unidirectional C6.7 carbon fiber frame is the result of computational fluid dynamic analysis and wind tunnel testing. Side on, the frame appears quite substantial, but it is revealed to be exceptionally thin when viewed front on. This is to minimize wind resistance and increase aerodynamic performance for time-trial cyclists for whom every split second counts. The “Kamm” tail aerofoil found on previous models has been truncated to deal with the wider yaw angles of up to 30-degrees experienced during time trials and triathlons.

Further enhancing the bike’s clean lines are the routing of all the drivetrain and shifting cables inside the Bayamo’s frame. The bikes also get an exclusive dropout mechanism that it is claimed enables precise positioning of the rear wheel, while the Bayamo+ gets a new proprietary QFit stem design that is adjustable for both height and ride angle. The maker’s say the bottom bracket where the cranks and pedals meet the frame has also been made exceptionally stiff to ensure the rider’s energy is more efficiently transferred.

The Bayamo frameset, including frame, forks, seat post, and headset, is available now for US$2,750, while the Bayamo+ frameset, which adds the QFit stem and fully integrated brakes, will be available in 2013 for $5,000. Adding a Shimano groupset, Mavic wheel, and other premium components sees the prices rise to the $3,095 to $10,000 range.

Source : http://www.gizmag.com/ - By : Darren Quick

Zero S and DS

Starting with the S and DS models, changes include new bodywork as part of a facelift to give each machine more attitude. Both models also get integrated storage compartments in place of a traditional fuel tank. The saddle now forms into a two-tier design to accommodate both rider and pillion more comfortably. The seat height of the S is a reasonable 31.3 inches, vaulted up to 34.4 inches on the DS due to its long-travel suspension.

There are still two power pack options like last year, though instead of 6 kWh and 9 kWh packs, both options have increased in capacity to 8.5 kWh and 11.4 kWh. Zero claims the motors crank out 54 horsepower and 68 ft.-lbs. of torque, and can reach a top speed of 95 mph. The main differences are price, weight and mileage.

 
The S model with smaller ZF8.5 power pack retails for $13,995, weighs 350 pounds and has an estimated range of 103 miles city, 53 highway and 70 combined. With the ZF11.4 power pack, price jumps to $15,995, weight to 382 pounds and mileage to 137 city, 70 highway, 93 combined.

Though prices for S and DS models are the same, the latter sees slightly lower mileage figures due to the higher rolling resistance of its knobby tires and its taller aerodynamic profile. Owners of the 363-pound DS ZF8.5 can expect to see mileage figures around 95 city, 46 highway and 62 combined. ZF11.4 numbers come out to 126 city, 61 highway and 82 combined for the 395-pound motorcycle.

S models will be available in either black or yellow, DS models in orange or green.

Source : http://www.motorcycle.com/

Behind the scenes with the Pirelli Tire Men

Motor racing in the premier categories has always attracted not only the bravest and most skilled performers in the physical sense, but also the best and brightest thinkers – engineers and technicians who are responsible for what those elite athletes are riding on, in every sense of the term. But thankfully things have moved on from Pirelli's secret midnight raids of the 1980's where they would, under the cover of darkness, sneak onto a F1 circuit to dig up a section of track so that their developers could take it back to the lab for examination, as Pirelli Moto Racing Director Giorgio Barbier concedes with a hearty chuckle.

In the 1980's, Pirelli racing tire development was geared towards ultimate performance for F1, rally and the new motorcycle racing premier categories. The task then was to provide winning tires for winning teams regardless of the cost or how exotic the construction technology or rubber compounds got. Pirelli followed the tried and true "win on Sunday, sell on Monday" promotional and advertising brand image model to which so many of the racing manufacturers subscribed – and still do.

These days the focus for motorcycle tires has changed. According to Barbier and racing compound development engineer, Fabio Meni, with whom we talked at Phillip Island recently for the first round of the WSBK 2012 season, now Pirelli's job as the chosen control tire manufacturer for WSBK is one of finding a motorcycle racing tire that will perform in a far broader range of conditions, and one that any sportsbike owner can then buy off the shelf. A compromise which reflects the rules of the production based category, and one that anyone riding from the public roads to a track day on their own bike shod with road tires will appreciate! And be aware that a WSBK pole sitter is now also quick enough to qualify on the front rows of a MotoGP grid, which means that engineering technology has found the ultimate limits of speed in even mass produced motorcycle manufacturing and no small measure of that is down to the tires.

Phillip Island has it's own unique place on the WSBK racing calendar for a few reasons. Not only is it the first meeting of the season - which means the uncertainty of rusty riders and teams using new, un-raced technology - but it is also the fastest circuit on the schedule with the most sunshine (UV), so potentially the hottest air and track surface temperatures. A confounding mix of variables for even the most astute competitors … there must be something about jumping in the deep end in Australia for Pirelli it seems, as Melbourne's Albert Park has also hosted the F1 (another Pirelli "client") opening round for the past eighteen years.

Maintaining tire performance or, more simply, grip, over time with an ever increasing range of variables has made the job of manufacturing them on a large scale more tricky and involved than it's ever been. And when you consider that tire grip is the most critical single factor influencing a road vehicle's performance, then you'll understand how important the job is.

For example, did you know that the molecular structure of a soft compound racing tire when cold is stiffer than that of a much harder one? So different before it reaches operating temperature, in fact, that under a microscope it actually resembles glass more than rubber. That's right, glass. It means that that heart-in-mouth first corner of the race is actually even scarier than it looks – if that's indeed possible!

The future of the motorcycle tire market is, as you would expect, throwing up wildly different technological challenges, not least of which is electrically powered sportsbikes. Just as Yamaha recently modified the crankshaft angles and firing order of their in-line four to enable better tire performance by letting the compound "cool down" in the nanoseconds between combustion pulses, the constant power delivery of electric motors will benefit from a close partnership with the tire manufacturers to steer their development at the sports end of the market.

For an explanation in more wonderful detail of their fascinating job, watch the full in-depth interview with Giorgio and Fabio below, but be warned, it goes for almost half an hour.Motor racing in the premier categories has always attracted not only the bravest and most skilled performers in the physical sense, but also the best and brightest thinkers – engineers and technicians who are responsible for what those elite athletes are riding on, in every sense of the term. But thankfully things have moved on from Pirelli's secret midnight raids of the 1980's where they would, under the cover of darkness, sneak onto a F1 circuit to dig up a section of track so that their developers could take it back to the lab for examination, as Pirelli Moto Racing Director Giorgio Barbier concedes with a hearty chuckle.

In the 1980's, Pirelli racing tire development was geared towards ultimate performance for F1, rally and the new motorcycle racing premier categories. The task then was to provide winning tires for winning teams regardless of the cost or how exotic the construction technology or rubber compounds got. Pirelli followed the tried and true "win on Sunday, sell on Monday" promotional and advertising brand image model to which so many of the racing manufacturers subscribed – and still do.

These days the focus for motorcycle tires has changed. According to Barbier and racing compound development engineer, Fabio Meni, with whom we talked at Phillip Island recently for the first round of the WSBK 2012 season, now Pirelli's job as the chosen control tire manufacturer for WSBK is one of finding a motorcycle racing tire that will perform in a far broader range of conditions, and one that any sportsbike owner can then buy off the shelf. A compromise which reflects the rules of the production based category, and one that anyone riding from the public roads to a track day on their own bike shod with road tires will appreciate! And be aware that a WSBK pole sitter is now also quick enough to qualify on the front rows of a MotoGP grid, which means that engineering technology has found the ultimate limits of speed in even mass produced motorcycle manufacturing and no small measure of that is down to the tires.

Phillip Island has it's own unique place on the WSBK racing calendar for a few reasons. Not only is it the first meeting of the season - which means the uncertainty of rusty riders and teams using new, un-raced technology - but it is also the fastest circuit on the schedule with the most sunshine (UV), so potentially the hottest air and track surface temperatures. A confounding mix of variables for even the most astute competitors … there must be something about jumping in the deep end in Australia for Pirelli it seems, as Melbourne's Albert Park has also hosted the F1 (another Pirelli "client") opening round for the past eighteen years.

Maintaining tire performance or, more simply, grip, over time with an ever increasing range of variables has made the job of manufacturing them on a large scale more tricky and involved than it's ever been. And when you consider that tire grip is the most critical single factor influencing a road vehicle's performance, then you'll understand how important the job is.

For example, did you know that the molecular structure of a soft compound racing tire when cold is stiffer than that of a much harder one? So different before it reaches operating temperature, in fact, that under a microscope it actually resembles glass more than rubber. That's right, glass. It means that that heart-in-mouth first corner of the race is actually even scarier than it looks – if that's indeed possible!

The future of the motorcycle tire market is, as you would expect, throwing up wildly different technological challenges, not least of which is electrically powered sportsbikes. Just as Yamaha recently modified the crankshaft angles and firing order of their in-line four to enable better tire performance by letting the compound "cool down" in the nanoseconds between combustion pulses, the constant power delivery of electric motors will benefit from a close partnership with the tire manufacturers to steer their development at the sports end of the market.

For an explanation in more wonderful detail of their fascinating job, watch the full in-depth interview with Giorgio and Fabio below, but be warned, it goes for almost half an hour.

Ninjapalooza

The Pearl Stardust White EX650 and Passion Red ZX-10R stood out like fishing bobbers adrift on a Lime Green sea of corporate-branded Ninjas. However similar in color, the 20 or so Kawasaki sportbikes, representing the performance spectrum from 300cc to 1000cc, assembled in the Chuckwalla Raceway paddock, is an impressive sight, warming the heart of this chilled moto-journalist on a frigid January morning in the high desert.

Commonly, track shootouts pit motorcycles of generally equal performance against one another to determine a superior model if only by the slightest advantage. This Kawasaki sponsored event, however, provided an opportunity for riding models of disparate calibers in a consecutive sequence of my choosing. A half-hour session aboard the new-for-2013 Ninja 300 followed by a stint on the potent ZX-10R, sure, why not? Mix in some sessions with the reintroduced Ninja 636 and its more utilitarian counterpart, the Ninja 650, and the performance potpourri is complete.

2013 Kawasaki Ninja Fleet

Missing from the Ninja-fest is the Z1000 and ZX-14R. While the Z1000 would certainly be a fun bike on which to navigate Chuckwalla Raceway, the world’s fastest production bike is better suited for illegal top speed runs on the nearby Interstate 10.

To encourage steep lean angles and aggressive riding, Kawasaki shod the participating Ninjas with some stickier-than-stock Bridgestone rubber then ushered riders onto the track, in counter-clockwise fashion, which, as of now, is my preferred direction of travel at this particular venue.

While circulating the 17-turn, 2.7-mile-long track I was both the passer and passee. Oftentimes I was aboard the underpowered Ninja 300 or Ninja 650 going up the inside or around the outside of a lesser skilled rider piloting a more potent machine such as a 636 or even a 10R.

2013 Kawasaki Ninja 300 Track

The Ninja 300 doesn’t look like a “beginner bike.” Maintaining high corner speeds is requisite to setting fast laps times on the littlest Ninja, and its 379-pound wet weight begs you to toss it into corners with abandon. Low stock footpegs hamper higher corner speeds but are easily replaced.

I’m not being smug, simply pointing out (even to my surprise) how effective a motorcycle unendowed with the latest technological go-fast doohickeys can be. Left knee on the deck, footpeg grinding against the asphalt, arching a tighter line through Chuckwalla’s long, sweeping Turn 5 and beneath the person riding higher up the corner’s 10 degrees of banking speaks more to capabilities of the Ninja 300 than it does my riding prowess.

2013 Kawasaki Ninja 650 Action

The 2013 Ninja 650’s parallel Twin thumps out enough power to keep things interesting. Its open seating position allows for easy movement when transitioning from side to side. The higher, superbikesque handlebars are somewhat awkward but you get used to them.

When I was passed while aboard the 300 or 650 it was evident that cornering speeds between the pedestrian and supersport models are incredibly similar (a testament to the ability of quality tires to up your game). The more powerful bikes left the diminutive Ninjas inhaling exhaust fumes on corner exits but for a few brief seconds, at the corner’s apex, the 300 and 650 Ninjas were equal to their supersport superiors.

Whereas the 300’s throttle remains pinned 98% of each lap, the Ninja 650 outputs enough rear-wheel horsepower to require some throttle manipulation lest you spin the rear into oblivion getting on the gas too forcefully while at full lean. When this happened to me while cresting Turn 9 it reignited long-dormant riding tactics. Soon thereafter I was clicking off downshifts while hard on the brakes dumping the clutch and enjoying the resultant hopping and squirming of the 650’s rear end – common to hard riding a bike sans a slipper clutch.

2013 Kawasaki Ninja ZX-6R Action Front

As smooth as you like, the 636 Ninja enters and exits corners with poise and agility. The bike’s slipper clutch and traction control technologies reduce the effects of sloppy downshifting and excessive throttle application, allowing a rider to focus more on corner entry and exits points and cornering speed.

No such antics on the technologically advanced Ninja 636. While some lament the intrusion of rider aids it was never more apparent than when swapping the Ninja 650 for the 636, or especially the ZX-10R, that traction control, slipper clutches, ride modes and other technologies go a long way into sweetening the supersport experience.

With the performance of modern sportbikes outstripping the abilities of most riders, these electronic mechanisms allow motorcyclists to more safely explore, and sometimes go beyond, their personal limitations. Pushing the envelope on a bike as effortless as the ZX-6R is reasonably manageable, whereas a literbike is constantly provoking a rider to explore his or her subjective performance thresholds.

On a tight track like Chuckwalla, where the longest straight is a mere quarter of a mile, the Kawasaki ZX-10R is, to state the obvious, a challenge to control. Incredible speeds are realized in the short distances between corners demanding more braking and often inciting over-braking resulting in slower corner speeds. On fast tracks such as Willow Springs, literbikes get to stretch their legs and put their monstrous horsepower to work, but such wanton performance can overwhelm both rider skill and technological safeguards.

2013 Kawasaki Ninja ZX-10R Action

Compared to the other Ninjas at Chuckwalla the ZX-10R is mind-numblingly fast. It tears your arms out of their sockets accelerating out of a turn before nearly pitching you over the windscreen when slowing for the next rapidly approaching corner.

For testing my mettle, the 10R is certainly the measuring stick of choice among Ninjas. But the physically exhausting nature and mental depletion during such an activity can only be safely tolerated for short durations.

I found the rare experience of piloting the 300 and 650 Ninjas around a track to be enticingly fun and challenging without the fear the 10R injects into the situation. But, given a choice I prefer the performance a mid-displacement bike, such as the Ninja 636, has to offer.

2013 Kawasaki Ninja ZX-6R Action Left

The combination of fun and thrills are nicely balanced in the ZX-6R. If I were Goldilocks and where the Ninja 300 and 650 are too slow while the ZX-10R is too fast, the Ninja 636 would be just right.

What this all stands to confirm is the age-old expression that it’s better (funner?) to ride a slow bike fast than it is to ride a fast bike slow. You can also add to that the self satisfaction of passing a faster bike with a slower one – that’s like bringing a knife to a gunfight and winning.

BMW K1600GTL Review

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

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

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

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

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

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

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

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

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

Sing, Sing A Song

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

2012 BMW K1600GTL

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

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

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

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

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

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

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

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

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

Not Your Dad’s Suspenders

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

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

Smart Retardation

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

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

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

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

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

The GTL’s riding position is very hospitable.

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

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

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

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

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

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

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

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

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

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

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

Passenger comfort would be better if the seat was extended further rearward.
2012 BMW K1600GTL

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

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

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

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

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

The Verdict

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

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

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

Kawasaki ZX-14R

Let there be no doubt the ZX-14R is a special motorcycle. It’s the quickest accelerating production vehicle in the world, able to dust off even a 1200-hp Bugatti Veyron Super Sport down a dragstrip. The $2.7 million Veyron takes 9.9 seconds to get through the quarter-mile sprint, according to Road & Track. In our testing, a bone-stock 14R shredded the strip in a paltry 9.36 seconds. And keep in mind that, at $14,699, you could nearly buy three ZXs for the price of just one set of the Veyron’s tires!

But the ZX-14R is more than a one-trick pony. For a record-setting speed king, the biggest Ninja can be an astoundingly docile tool when dealing with everyday traffic situations. Throttle response is silky, and its agility is excellent for a bike of its 540-pound (tank-empty) size. And on the highway, the 14R becomes the world’s fastest sport-tourer, gliding serenely through

the air with only a whisper of vibration from the 188-hp engine. Your only concern will be where to pack your clothes. Add a traction-control system that’s smart enough for a dragstrip and can be switched off if you dare, and you’ve got one of the most impressive motorcycles we’ve ever ridden.

Soon you’ll be able to read our shootout between the ZX-14R and Suzuki’s Hayabusa, so you’ll have to stay tuned to find out exactly how this duo compares and what sets them apart from each other. But now you already know the outcome…

Kawasaki Ninja 250R Review

But then, does Kawasaki’s Ninja 250R even need an introduction? Since receiving a stylistic and functional makeover in 2008, which you can read about here, the Ninja has continued its legacy as a top seller for Team Green.

To those of us who’ve known this little screamer for a while now, it’s not a mystery. Perhaps the only mystery in our minds is why the other Japanese OEMs have been content to let Kawasaki own this segment for the past couple of decades or more, but we’ll save that for the sidebar.

For those of you who need a refresher, here goes:

The Numbers

Motivated by a smooth-running DOHC 249cc parallel-Twin pushing a peak of 25.4 hp to the rear wheel, this 374-lb machine offers enough power to stay ahead of around-town and suburban traffic, and will top out around an indicated 100 mph or so.

Its twin Keihin constant-velocity carburetors aren’t as sophisticated as the fuel-injection on the Euro version, and the twin carbs are jetted lean to pass emissions regs. This results in an engine that needs to be warmed up before it’s able to be ridden away, and low-end throttle response is a bit soggy.

“It’s definitely on the lean side in the low end and midrange,” says Kerry Bryant, who has tuned many Ninja 250s as owner of Area P, a SoCal-based shop that also manufactures exhaust systems. “Changing/adjusting the jetting can make a dramatic improvement in throttle response, even with the OEM exhaust system.”

Once warmed up after a few minutes, the machine will accelerate from a standstill with the revs at around 3,000 rpm while slipping the clutch. Carburetor tuning is not a pre-requisite, but to make it run the way it could, it is something we would do.

For optimum performance, Bryant recommends a Dynojet kit. Short of this, improvement could be had by simply adjusting the fuel mixture screws to see how that works first. This tweak can be done by a qualified technician, or competent do-it-yourselfers and can be discussed with a dealer’s service department.

“Adjustments depend on elevation, temp and humidity (and of course other mods made to the bike such as aftermarket exhaust, airbox, etc.),” Bryant elaborates for those wanting to fully tune their Ninjas. “For our particular location and conditions, adjusting the fuel mixture screws out 2.5 - 3.0 turns (from bottom out) improves the low-end. Replacing the needles with a different taper and adjustable clips will improve the mid-range. Main jet size normally ends up being #98 (Dynojet [brand] jet kit sizes/numbers and not to be confused with the OEM Keihin sizes/numbers).”

With a jet kit installed, Bryant says, “The primary difference a street rider will notice is throttle response more than anything else. It will now feel like your right hand actually controls and modulates the power input like it should be.”

In stock trim, the liquid-cooled mill is reliable and quick. Although the power delivery is soft off the bottom and requires some clutch slipping, it responds with enthusiasm once past 8,000 rpm until 11,500 rpm when power begins tapering off before hitting the 13,000-rpm rev limit. A brisk pace requires gear changes to its six-speed transmission at short intervals.

The powerplant rolls within a steel diamond-style frame, utilizing Kawasaki’s Uni-Trak rear suspension with five-position preload, in conjunction with a 37mm telescopic fork canted at a stable yet nimble 26 degrees rake, and 3.2 inches trail.

Slowing it all down are brakes that are reliable and drama-free. A single 290mm front rotor clamped by a twin-piston caliper does most of the work, with the 220mm rear and twin-piston caliper rear there for backup.

Its Purpose

The Ninja 250R’s aerodynamic bodywork and styling looks remarkably similar to the ZX-6R and ZX-10R, and that is purely not coincidental. There’s no “250” emblem on this big little 250, and that’s no mistake either.

But before we start talking about the Ninja’s sporting capability, let’s be clear about its mission. It is an entry-level sportbike, to be sure, but its upright handlebars and low 30.5-inch seat height make it a user-friendly all-rounder, not unlike Kawasaki’s larger parallel-Twin Ninjas.

As such, this bike is quite suitable for commuting, and we saw upwards of 50 mpg sipped from its comparatively large 4.8-gallon fuel tank, even while testing redline on a regular basis.

Its fairing and windshield offer suitable protection from wind buffeting, and if we can be utterly biased for a moment, we think commuters also looking for a bit of weekend fun might be more satisfied with this 250 over, say, a comparable displacement scooter.

A trip to the aftermarket for luggage options would also be advisable to add to this bike’s utility, or just strapping on a duffel bag to the rear seat could do the trick.

As a Sportbike

The Ninja 250R is sane fun for the street. We won’t pretend to say it’s as adrenaline-inducing as a ZX-6R, but it didn't exactly put us to sleep either.

Acceleration is brisk, and gear changes come fast and crisply. If determined, a rider can twist its tail into the indicated red zone. Whether this is good policy or needed is another issue. As the dyno chart indicates, power progressively drops off past 11,000 rpm, so there’s not much point to flogging it.

When the road gets twisty, cornering is predictable. Its suspension, with 4.7-inches front and 5.1-inches rear travel is reasonably compliant for riders up to 220 lbs or so. Much heavier riders, or those intending to trounce down rough roads, may wish for more adjustability.

Riders accustomed to bikes with four times the power will feel underwhelmed on sweepers because this bike doesn’t go into warp drive when requested like a literbike can, but newer riders, or those just not looking for a ten-tenths experience ought to enjoy the ride. On tighter roads, the Ninja 250R leaves little to be desired. Assuming the rider has the skills, its lighter weight, quick and neutral steering can give larger and faster bikes a run for their money.

Stock tires for our California bike were IRC RX-01 front and rear specific, although Kawasaki may spec equivalent Bridgestones and Dunlops in other regions. Sized at 110/70-17 front, and 130/70-17 rear, the IRC rubber is plenty adequate for most uses. Aggressive riders may want to experiment with premium sport-compound tires when the originals eventually wear out.

To complete its role as an entry-level sportbike, there’s another benefit potentially available. While wearing race leathers during parking lot cornering practice, we discovered that compared to some larger sportbikes, the Ninja’s low saddle and confident handling makes scuffing knee pucks somewhat easier

Kawasaki Ninja 1000 Review - First Ride

According to Kawasaki, the Ninja was conceived and born alongside the revised Z, which was released last year.

The decision to stagger their model years was made in part to meet a perceived greater demand for the allegedly “naked” Zed, particularly in Europe. Also, because sorting the details involved in bringing a new bike to market takes from limited resources, Kawasaki says the Ninja got bumped to 2011.

Speaking of the Ninja 1000 as a variation on the same motorcycle theme, we could nearly summarize it in one sentence and say that if you’re familiar with the Z1000 and can imagine extra wind protection and a bit more plastic, then you practically know the Ninja already.

But to be fair, this isn’t quite true. The Ninja’s above-the-triple-clamps alloy handlebar differs from the tubular bar on the Z1000. They’re about 45mm higher, 10mm narrower, and the grip angle is slightly different. Also its footpegs are set at a somewhat more relaxed position, and the Ninja’s rider and passenger saddle sections utilize 10mm more urethane padding. This extra cush should augment its long-legged comfort potential that also comes with its 1.1 gallon greater fuel capacity.

And then there’s the aesthetic impression, including slightly mellower intake sound due to a deleted “intake-howl” inducing resonator that comes in the Z1000’s intake tract, and a functional full-coverage fairing with a three-way adjustable windscreen. The combined affect makes it feel like its own bike which is kind of surprising, considering on paper

Suzuki RF600

Suzuki's entry in the hot-selling 600cc sportbike class - the RF600 - is a decidedly average bike, one that it will probably emerge as a salesroom winner. A contradiction? Not really: The RF600 is not the most powerful, fastest, nor the best handling mid dleweight, so the folks at Suzuki must be counting on potential buyers to look past the spec-sheet and judge this motorcycle on its merits. This strategy worked for the press-panned Katana series, one of Suzuki's best-sellers in recent years. Will this ap proach be successful for the RF600? It shouldn't be, at least not this year.

Sure, the RF600 has a lot going for it. The sexy full-coverage bodywork turns many heads in all its arrest-me-red glory - from the Ferrari-like side
panel grates to a tailpiece that incorporates a highly visible brake light and a GP-style underbelly fair ing, the RF600 is drop-dead gorgeous. Indeed, it's one of the best-looking bikes we've ever seen. But the beauty here is only skin-deep.

The motor, canted forward 55 degrees to give incoming charge a more vertical path past the intake valves (it's always easier to "drop" charge into the cylinder than it is to suck it "up"), is an upgraded version of the discontinued GSXR600's mill, certa inly not the strongest motor in its class. This 16-valve powerplant barely managed 80 rear-wheel horsepower on a Dynojet dyno.

No, this bike won't be winning any Supersport trophies this year. And it won't be winning any Friday-night drag races, either: Off-idle carburetion is horrible, with a massive flat-spot that lags all the way to 4000 rpm. Launching the RF600 can be like r iding a tempermental two-stroke - get it above the low-rpm flat spot and it'll take off, come off the line with the revs too low, and you'll bog, stall, and generally look like a wimp. This is a new-for-'95 feature, as the '94 version had no such problems .

All of this is wrapped in a steel perimeter frame which is painted to match the bodywork. A few pounds were gained using steel, but it's an acceptable trade-off for Suzuki: Their GSXR line has a tendancy to wobble under high-speed, high-stress (read: racing) situations, and the RF600 exhibited no such traits when we tested it at Laguna Seca. The perimeter frame also gave the engineers more room behind - and above - the motor than the twin-cradle design of the GSXRs, and they made good use of the space . A huge, 6-liter air box mates to a rack of four 33mm downdraft Mikuni carburetors, which in turn feed the motor through a redesigned inlet system.

nts as they ar e blitzing around Laguna Seca Raceway, where we spent a day evaluating the RF.

The revised-for-1995 rear shock offers adjustable spring-preload and more-effective rebound-damping adjustments - Suzuki's have been plagued in recent years with too-soft damping. Unfortunately, this year, Suzuki overshot the mark, dialing in excessive r ebound into the rear. Even on the lowest of four settings, the rear shock still rebounds too slowly, meaning this is one of the few OEM shocks that will actually get better as time wears and it begins to fade.

Tires are high-quality Dunlop D202s that offer excellent grip and acceptable mileage. Wheels are 17x3.5" up front and 17x4.5" out back, meaning that finding high-quality replacement rubber won't be a problem.

Once at speed, the RF is an easy bike to ride fast. Clutch action is light and positive, and there is good throttle response once clear of the flat spot. A six-speed transmission diverts power to the ground and shifts very smoothly with a short click of the shifter. Gear ratios are closely spaced, but without the too-tall first gear found on most race-replicas. The bike turns into corners easily and neutrally, and stays on line without constant rider input. At a claimed 429 pounds dry, the RF is light en ough to be ridden hard without feeling like you've just gone 10 rounds with big George Foreman, and it hides its relatively long 56.3 inch wheelbase remarkably well.

Out on the open highway, a windscreen provides ample coverage to hide behind, and there is an integrated push-to-open glovebox in the left fairing that's within easy reach. The box is big enough to hold a couple packs of smokes, or a garage-door opener. Thankfully the gas tank, which hold 4.7 gallons of juice, is quite tall, meaning that it's a short dip to lean on and rest aching wrists and arms (which will ache, no matter how jaded a sport-bike enthusiast you are!) while cruising.

There is an amber low-fuel indicator light on the dash-panel that alerts the rider when there is about 80 miles left on tap. Expect to see this light often. On average, we went 34 miles per gallon (mpg) in the city and when sport-touring, and about 42 mp g when droning at constant speeds. The light is simply a reminder, as there is also a fuel petcock with reserve switch.

Overall, though, we weren't impressed with the RF. If you don't mind spending the time and money to replace the handlebars (easily changed since they bolt on above the triple clamps) and dig through the carburetors to replace low-speed pilot jets, the RF 600 could be the perfect bike for you. Indeed, once the kinks are worked out, the silky-smooth engine and striking beauty of this machine could make it a timeless masterpiece. But in stock form, Suzuki's missed the mark with the RF600--its flaws simply ou tnumber the benefits, especially for 6699 dollars.

Specifications:

Manufacturer:  Suzuki 
Model: RF600R 
Price:  $6699 (American Dollars) 
Engine:  dohc, 16-valve, Inline-Four 
Bore x stroke: 65.0 x 45.2mm 
Displacement: 599 cc 
Carburetion: (4) 36mm Mikuni 
Transmission:  6-speed 
Wheelbase: 56.3 in. 
Seat height: 30.5 in. 
Fuel capacity: 4.7 gal. 
Claimed dry weight: 429 lbs.