Motorbike, Motorcycle, Bigbike Zone, Review and Gallery

Honda CBR1000RR

2009-09-24T00:16:00.001-07:00

Overview of Honda CBR1000RR

The big news for the 2009 Honda CBR1000RR Fireblade isn’t its new, oval-shaped indicators, but its revolutionary electronically-controlled Combined ABS system.

This makes the Honda Fireblade the world’s first ever ABS-equipped superbike. This system takes none of the enjoyment out of riding this incredible superbike and it feels just the same to ride as a normal Blade, even on the track.

The system stays in the background until the moment you get into a difficult braking situation, then the ‘brake-by-wire’ kicks in. This is a landmark motorcycle and surely the shape of things to come.

Engine

It might not make the ultimate power of its 1000cc rivals, but the magic of the Honda Fireblade is its grunt and searing acceleration. The Honda’s gem-like 163bhp in-line-four-cylinder 999.8cc motor is capable of powering the Blade to the naughty side of 180mph, but more impressively it can do 150mph in a quarter of a mile. The power is easy to use, all the way through the rev-range and the throttle response perfect. This is one of the all-time great engines.

Ride and Handling

On track, the nimble, but stable Blade handles a lot like the RC212V MotoGP machine it’s styled to look like. The suspension is plush and soaks up bumps on the road nicely, while giving lots of support and control on the circuit. On the standard model the brakes have lots of feel and power, but the C-ABS model takes the braking to a whole new level. The ABS system stops the wheels locking in an emergency, but unlike more crude mechanical systems, there’s no pulsing at the lever, just smooth constant braking pressure. In normal conditions, if you only use the front brake, the system will apply a small amount of rear brake to keep the machine flatter, which increases stability on the way into a corner.

Equipment

The Blade comes with every bell and whistle you need for fast riding. As well as the amazing C-ABS system; it has fully-adjustable suspension, radial brakes, a slipper clutch and an exhaust valve. The only thing missing from its armoury is traction control like you’ll find on the Ducati Streetfighter, Ducati 1198S and 1098R.

Quality and Reliability

Honda invented the words ‘quality’ and ‘reliable’. The Honda Fireblade is the machine against which the competition is judged when it comes to build-quality. The paint is swimming pool-deep and all the controls are solid and operate with an oily perfection.

Value

Spending just over £9000 isn’t a lot to pay for a class-leading machine. The Blade has cost around nine grand since time began but that hasn’t stopped it getting better and better over the years. Shelling out £1000 for the C-ABS is a lot, but it’s a superb system that doesn’t detract from the riding pleasure and might one day save your skin.

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Kawasaki ZX-10R

2009-09-24T00:10:00.001-07:00

Overview of Kawasaki ZX-10R

The new Kawasaki ZX-10R scores an easy five out of five; it surely must be the fastest production 1000cc bike of the current crop. But this ZX-10R is not all about Kawasaki’s new blistering engine and head-banging attitude, it’s controllable and handles much better than the previous ZX-10R and despite the blistering pace is actually easier to ride. Not for the faint hearted, the new ZX-10R is a true superbike for the road.

Engine

If you want torque and bottom end power then look away now. However if you want arm ripping acceleration and a 1000cc engine that seems to rev like a 600 you’ll be wanting the all-new ZX-10R. Kawasaki is quoting nearly 200bhp with ram air, more than last year’s bike which was never a slow bike.

Ride and Handling

Even though the latest Kawasaki ZX-10R is actually heavier than last year, it doesn’t feel it. The shape of the motorcycle is much thinner which makes the bike feel lighter and more manoveable. Its wheelbase has been increased and the rake has been stretched which adds stability, yet the ZX-10R still turns with ease. However, make sure that steering damper is turned up.

Equipment

Kawasaki was the first manufacturer to fit a back torque limiter or slipper clutch, and it’s the same again for the new ZX-10R. There’s also radial brakes, petal discs, fully adjustable suspension front and rear and an Ohlins steering damper as standard. Also, don’t forget Kawasaki new Kawasaki Ignition Management system, which is designed to reduce wheel spin under extreme circumstances.

Quality and Reliability

As the latest ZX-10R is brand new, it’s near impossible to comment on the motorcycle’s reliability. However there haven’t been any problems with previous models, and Kawasaki engines are generally regarded as bullet proof. On face value there is high level of quality materials used and recent high mileage Kawasakis we’ve ran on the MCN fleet have coped with everything, even a few freezing salt ridden winters.

Value

The new Kawasaki ZX-10R is competitively priced, looks the part and on first impressions from the launch looks like its going to be the fastest 1000cc sports motorcycle out there. So if you want the fastest you are going to have to pay the price. Still you can always sleep with peace of mind, as build quality is now a match for the Honda and second hand prices shouldn’t plummet, depending on its bad boy reputation.

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Suzuki GSX-R1000

2009-09-23T21:22:00.001-07:00

Overview of Suzuki GSX-R1000

The Suzuki GSX-R1000 K9 is the first completely new GSX-R1000 in the big Suzuki’s history, but it feels uncannily similar to the K7/K8 model it replaces.

Despite a new short-stoke engine and an all-new chassis, the K9 hasn’t captured the spirit of the grunt-filled, lightweight K5 bike as we’d hoped and still lacks the agility to keep with its rivals on track.

Although it lacks the pace of the Yamaha R1, Kawasaki ZX-10R and Honda FireBlade on the circuit, on the road it fares much better, where it’s comfy, predictable and still cosmically fast.

Engine

The Suzuki GSX-R1000 K9 get a shorter-stroke engine for the first time, which Suzuki claims makes the same power and torque as the old model.

Strangely our dyno results show it’s actually 7bhp down on the old bike, making 161bhp at the back wheel. The idea of the shorter stroke engine is to allow race teams to tune them and raise revs safely, compared to the old long-stroke motor.

The power delivery has been softened off in the mid-range compared to the old bike, which gives you the confidence to open the throttle sooner and harder. There’s still lots of grunt to play with, despite the shorter stroke motor.

The engine is physically 59mm shorter than before to allow for a longer swingarm, which aids rear tyre grip. This is a trick also used on the current Honda Fireblade.

Ride and Handling

For the road the Suzuki GSX-R1000 K9 is comfortable and very stable, even accelerating hard on bumpy roads. Three-way adjustable footpegs makes the Suzuki comfortable for short and tall riders alike and the handling is predictable.

Turn up the wick, or ride the GSX-R1000 K9 on track and it becomes difficult to change direction quickly and heavy to turn in to a corner.

Despite having new monobloc calipers, the brakes fade under hard use and don’t have the power of the competition. Disappointingly, during MCN’s group test the GSX-R1000 lapped 2.5 seconds slower than the 2009 R1 around Cartagena, on the same tyres.

Equipment

Only seen on the 2009 Kawasaki ZX-6R and Suzuki’s factory Suzuka 8-Hour endurance racer until now, the Suzuki GSX-R1000 K9 is fitted with Showa’s Big Piston Forks.

They’re lighter than standard forks and have simpler internals, with just one internal piston in each leg to control rebound and compression damping. They have a harsher feel than conventional forks, but work better and give more front tyre feel, the harder you push.

The Suzuki GSX-R1000 K9 also comes with a new chassis and ‘banana’ swingarm, wheels, fully-adjustable Showa rear shock, monoboc four-piston calipers, instruments and a cable-operated clutch to replace the old hydraulic item.

Quality and Reliability

Suzuki engines are bulletproof, so expect the GSX-R1000 K9’s motor to run on forever and never break down.

The overall finish of the Suzuki GSX-R1000 isn’t right up there with the Hondas and Yamahas of the world, but overall it is very well built.

Value

GSX-Rs used to sit at the cheaper end of the sportsbike market, but not any more, it’s now more expensive than the 2009 Fireblade and ZX-10R, but you still get lots of performance, handling and fun for your dosh.

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Honda CB1000R

2009-09-15T08:11:00.001-07:00

Overview of Honda CB1000R

Forget the dinosaur CB1000 of the early nineties, or the now defunct 900 Hornet, the CB1000R is a whole new bag for Honda, designed with Europe, using a retuned version of the 2007 FireBlade engine and with 2008 FireBlade forks and brakes, a beautiful single-sided swingarm and fabbo styling.

In fact the only thing the CB1000R lacks is a bit of soul and the noise you get from a Brutale or Speed Triple. But for ninety-nine per cent of the time it’s a better bike in every respect.

Engine

The Honda CB1000R uses a 2007 FireBlade unit that has been retuned for maximum torque and midrange. It’s similar to the CBF1000 engine but gives stronger performance. As such, 130bhp is plenty but it’s more about the torque and the way the power is delivered that impresses.

It comes on clean and fat to the point where sixth gear will pull 30mph with no shakes just clean drive. That said it doesn’t howl or really get you excited. It has the looks of something really aggressive but it never really wants to kick off. In comparison to the Speed Triple it’s not quite as raw, but that makes it easier to ride than all its rivals.

Ride and Handling

The Honda CB1000R’s suspension is softer than, say, the Triumph Speed Triple’s, but, for many give the perfect blend of feel and comfort. Most don’t want a bike that’s rock hard, just one that lets you know what the wheels are doing and one that doesn’t pitch around under power or braking.

The Honda gets it bang on. It may lag behind rivals on track, but in the real world, where cops are hiding in trailers with speed guns, the roads get ever busier and the surface isn’t racetrack smooth the Honda CB1000R is a brilliant unfaired bike.

Equipment

The Honda CB1000R is a top quality bit of kit in every respect. The forks are taken from the 2008 FireBlade but feature different internals. Brakes are taken from the 2008 Blade, too, but use smaller 310mm discs, different master cylinder and brake lines.

Flashy LCD clocks are, Honda claim, the most sophistated and expensive to produce they’re ever made and then there’s that stylish and clever single-side Pro-Arm rear end

Quality and Reliability

Like with the equipment, the Honda CB1000R’s quality, like most Honda’s truth be told, is right up there with the best.

Paint is thick and creamy, metal finishes excellent and the only slight doubt regards reliability, simply because the bike’s so new and proven.

Value

At £6950 (£7450 with ABS) the Honda CB1000R is impressive value, especially considering its spec and the Honda badge, in the naked litre-bike category, undercutting the more basic Speed Triple and Tuono comfortably.

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Yamaha YZF-R6

2009-09-06T02:45:00.001-07:00

Overview of Yamaha YZF-R6

Yamaha’s designers had one problem with superceding its 2006-07 R6, and that was how to improve a motorcycle that was very good in the first place. But improve it they have with clever attention to details borne from its World Supersport racing program.

A designer’s touch here and the same effort there, has led to the Yamaha R6 being the definitive supersport package – on the track, that is. How its screaming performance will fare on UK roads against the mid-range king Honda CBR600RR remains to be seen.

Engine

Top end performance was the Yamaha R6’s strong point and still is. But with updated ECU and fuel injection, the highest ever compression seen on a Yamaha and variable height inlet trumpets (as used on this year’s R1), the R6’s midrange drive has been propped up.

Not that there was a reliability issue with the R6, but Yamaha has revised various internals (camchain tensioner, oil-ways on the rods etc) to deal with the high rpm live it leads.

Ride and Handling

Biggest area of improvement with the Yamaha R6 happens here. The frame has been stiffened around the headstock to reduce braking effect through the frame and then reduced the frame’s overall stiffness for more agility. This is topped off with a heavier braced swingarm. The motorcycle is more stable but retains its quick steering ability.

The suspension has been revised internally and is arguably the best mass-produced stuff on any current production bike. The bars are 5mm lower and angled slightly different, but it’s still the same motorcycle to ride; only better when riding faster.

Equipment

As a pared to the bone supersports the Yamaha R6 is not loaded with niceties such as heated grips and panniers. The only equipment to shout about here is the fly-by-wire-throttle and variable inlet tracts.

Yamaha crowed about the new magnesium alloy subframe (lighter by 450g) but the motorcycle’s overall weight hasn’t dropped due to the mechanicals operating the inlet tracts. But we love the new slimline tailpiece, reshaped fairing and colour schemes.

Quality and Reliability

No qualms with the previous Yamaha R6

– apart from the lying tachometer (18,000rpm was the claimed figure, only 15,800rpm in reality)

– so MCN doesn’t envisage any problems with this latest version.

What is slightly annoying is the original 18lt tank size has dropped 0.7lt to 17.3lts.

Value

If your view of a race-replica supersports 600 is a motorcycle that delivers high rpm performance, razor sharp handling and is finished off with looks straight from the race track, then the Yamaha R6 is yours.

In answer to the question why not change this models looks from last year’s, Yamaha’s answer was that it means owners of the older bike won’t have bikes that look outdated and therefore the resale value won’t plummet.

Suggest!!

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BMW K1300R

2009-09-06T02:39:00.001-07:00

Overview of BMW K1300R

It may look largely the same as the outgoing model but the latest version of BMW’s naked K1300R has had a host of small changes that add up to a much better bike all-round.

With a claimed 173bhp and some seriously clever optional electronically-adjustable suspension, traction control and a long list of options to choose from, BMW has built a bike that almost defies naked bike logic. And don’t forget the new K-series range now has proper indicators rather than the confusing triple switches of old.

Engine

The motor is the biggest single area of improvement over the previous model. Engineering development was handed over to the spanner magicians at Ricardo – the same firm that designed the gearbox for the 1000bhp Bugatti Veyron hypercar.

This is the first time BMW has worked with Ricardo on one of its bikes. The result is a claimed 173bhp from an increased 1293cc four-cylinder motor that is much smoother with bundles of power and torque.

It’s one of the best big-capacity motors on the road today combining lovely refinement with a racing engine snarl when pushed. And yes, it’s very, very, very fast. The only question is how long you can hang on.

Ride and Handling

The BMW K13000R is actually a little easier to chuck around than the faired BMW K1300S model thanks to wider, taller handlebars which give loads of leverage over the fairly substantial weight of the bike.

Use of aluminium rather than steel on the Duolever front suspension has taken 1kg off the unsprung weight and this has added a bit of feel to the slightly numb handling feedback on the outgoing model. The ESA II system and ASC traction control are brilliant and well worth the cash.

Quality and Reliability

Few bikes shrug off winter better than a BMW motorcycle but it will still need regular attention to keep it looking shiny. The uprated shaft drive means less maintenance and expense than a chain.

A few owners of the BMW K1200S previous model seemed to have suffered from vibration and quite high oil consumption but the new engine should stop that happening.

Value

At £9500 for the stock model without ABS there is no getting away from the fact that the BMW K1300R is not a cheap bike…add in the essential ABS and ESA II and the price goes to £10,675.

From there on in adding options obviously just adds more and more to the costs. ESA II must be on the list as it transforms the bike. BMW do a Dynamic Pack which puts ABS and ASC traction control together with a Tyre Pressure Control system for £1175 and saves £143.

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Ducati 696 Monster

2009-09-06T02:34:00.001-07:00

Overview of Ducati 696 Monster

The new 696 Monster is Ducati’s most important bike, this is the bike that brings in the money and the sales, and thankfully it seems Ducati have got it spot on with the all new Monster.

Thankfully they’ve not played around with the styling too much, and just improved the old bike as a package, in terms of engine performance and handling.

Engine

The cylinder head of the new Ducati 696 Monster is now very similar to the two valve 1100 Multistrada’s.

Bore and stroke remain the same but Ducati have managed to squeeze out and extra 9% of power.

Thankfully it’s not lost any of its character, and still sounds and feels like a Monster

Ride and Handling

The Ducati 696 Monster is still distinctively a Monster, and feels like the old bike on board, but it’s not an uncomfortable over stretch like the old bike.

It still feels light and is easy to throw around.

The understeer feeling of the old bike has been rectified and so has the poor ground clearance thanks to the new re-routed exhausts.

Equipment

The Ducati 696 Monster’s clutch is feather light and comes as a slipper clutch as standard.

The Brembo radial brakes up front are powerful but still progressive and ideal for novice riders.

However, only the shock is adjustable and for the price we’d expect fully adjustable suspension.

Quality and Reliability

As you’d expect from Ducati recently the level of finish on the Ducati 696 Monster is very high even on for a budget model.

The engine has not changed too much and the old motor took a thrashing in its stride, as many engine actually ended up on race tracks.

Keep the bike regularly serviced by a Ducati dealer and you shouldn’t have any problems.

Value

This is the new Ducati 696 Monster’s only downfall really.

Yes, it’s cheap for a Ducati, you’re buying into a quality brand and fashionable brand, but the competition is considerably cheaper, bikes like the ER6 and SV650.

If you are buying with your heart then you’ll go for the Italian but if money is tight you may as well go for one of the cheaper Japanese bikes.

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Kawasaki ER-6n

2009-09-06T02:27:00.001-07:00

Overview of Kawasaki ER-6n

The first Kawasaki ER-6n already offered fantastic value for money – fun, practicality and decent looks for £4500.

It didn’t need a revamp, but for this year it now has a classier more grown up image.

The chassis has been tweaked to isolate vibration, and suspension quality was also improved in response to owner comments.

Engine

The parallel twin engine was created just for this bike, and makes around 65bhp at the rear wheel.

It doesn’t sound much, but it has a wide spread of torque that’s enough to make gear selection less crucial.

It’s fun and up for some stunt riding, but the ER-6n will also mollycoddle new riders with it’s friendly power delivery.

Ride and Handling

Basic suspension and chassis should translate to a crude ride, but the Kawasaki manages to provide an entertaining back road handling package.

Bump absorption is OK, but over fast surface the shock rebounds a little too quickly.

But it never gets out of hand, so you can overlook it. Again, newbies will appreciate the easy handling.

Equipment

A digital rev-counter/analogue speedo has a useful fuel gauge incorporated, and plastic trim around it hides the fittings where the old model was bare and ugly.

Pillion grab handles, decent mirrors and a comfy seat are welcome for the modest price tag.

Quality and Reliability

Build quality is basic as befits the price tag, though the metallic paint looks great.

Look after it and should stay looking good for years - neglect it and corrosion, paint fade and seized brakes are the likely result.

The engine largely the same, and no major problems have been reported.

Value

For the money you’ll struggle to find such a match of rider friendliness, fun factor and good looks.

It’ll do most things you ask of it without feeling inadequate, and only the shortest of riders will struggle to get a firm footing, so it’s accessible to just about everyone.

Yamaha YZF-R1

2009-09-06T02:22:00.001-07:00

Overview of Yamaha YZF-R1

This is like no in-line-four cylinder sportsbike ever produced. It’s simply sensational. The Yamaha R1’s ultra-short-stroke engine has a cross-plane crankshaft, with its crank pins set at 90° and has irregular firing intervals, which is technology lifted directly from Valentino Rossi’s factory YZR-M1.

At a standstill the motor spins up like a two-stroke and on the move the R1’s ability to accelerate, no matter where you are in the revs is astonishing. Thanks to the clever engine design it grunts off corners like a V-twin, while giving superb feel through the rear tyre, and howls along straights like the mad, bad in-line-four it really is.

Best of all it sounds just like Rossi’s M1 at full chat.

Engine

In addition to its new cross plane crankshaft, (all other in-line-fours have a 180° flat plane crank) the Yamaha R1’s engine now has the shortest stroke of any 1000 as well as the previous R1: 2007/8 R1: 77 x 53.6mm, 2009 R1: 78 x 52.2mm. That would normally make for a peaky power delivery, but new crank and firing order fill in the low and mid-range grunt. Peak power remains the same as before, but torque is up by 2ftlb. Power: 179bhp@12,500rpm. Torque: 85ftlb@10,000rpm. The most noticeable difference compared to previous R1s is how quickly it accelerates out of corners.

As before, the motor has forged aluminium pistons, fracture-split conrods, ceramic composite plated cylinders, titanium inlet valves and exhaust and a slipper clutch. The piggy back generator has been moved down to the end of crank to make room for the new, lower fuel tank.

The fuel injection system, featuring electronically controlled variable length inlet trumpets, now has shower injectors in upper airbox like the Yamaha R6. The fly-by-wire throttle system is modified to give better control of air intake volume.

Mounted on the right switchgear, the new D-mode system lets you chose, via the fly-by-wire throttle, three levels of throttle response: A, B and standard. The engine makes the same power in each mode (unlike the GSX-R’s which cuts power in its power modes). On A mode, the throttles open 30% faster between quarter and half throttle and 30% slower for B mode.

Ride and Handling

Compared to the previous Yamaha R1, the ’09 model is sharper steering but still retains the familiar Yamaha neutral feel. The R1’s twin-spar deltabox frame and swingarm, made up of die-cast and pressed sheets of aluminium has the balance and dimensions similar to the factory M1. It’s now stronger and weaker in all the right areas, like more flex in steering head area for better front end feel and more rigidity in swingarm pivot for control.

The engine is mounted 9° steeper and 8.2mm further forward than before, putting more weight on the front end. Weight distribution is now 52.4%, 47.6% front to rear. The riding position is more compact (bars are 10mm closer to rider, the seat 7.6mm further forward and pegs 10mm forward). The wheelbase is down 5mm to 1415mm.

An R6-type magnesium subframe, shorter titanium end cans and a shorter, lower fuel tank improve mass-centralisation. Footrests are now two-way adjustable, 155mm up and 3mm back.

43mm upside down forks now have independent damping, compression in left, rebound in right leg. Yamaha says this improves the damping response. As the forks are connected by the yokes and wheel spindle it’s all one unit, so is still balanced out properly. The rear shock has a new bottom link set-up and a new hydraulic preload adjuster. The steering damper is now speed sensitive, controlled electronically

The ’09 Yamaha R1 carries the same six-piston caliper (but on different design carriers) and 310mm disc set-up as the previous model Discs are slightly lighter than before. The master cylinder lever ratio is improved and lightened by 25g and the lever shape itself is new. The rear tyre profile is up from 50 to 55-section for better side grip.

Equipment

The Yamaha R1 has it all: projector headlights with electronically-controlled internal reflectors to change them from high to low beam,

ride-by-wire throttles, variable-length inlet trumpets, fully adjustable suspension, slipper clutch, six-piston brake calipers, variable power maps, lots of titanium parts (like exhaust and inlet valves), adjustable footpegs, the list goes on

Quality and Reliability

Yamaha R1s tend to be bomb-proof, even when raced and there’s no reason to suspect this one will be any different;

in fact, the crank design helps the engine to spin more smoothly at high rpm.

Build quality is right up there with the best.

Value

For the first time in its history the Yamaha R1 touches the ten-grand mark. It’s a lot of cash, but when you think that the original was £9199 in 1998, we’ve actually had it very good for a very long time. Also, when you think how close the Yamaha R1 is now to a MotoGP machine, you’ll realise it’s a lot of bike for the money.

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Honda CBR600RR

2009-09-06T02:12:00.001-07:00

Overview of Honda CBR600RR

Honda has given its supersports weapon subtle tweaks for 2009, designed to give it more mid-range oomph and a smoother power delivery. New pistons, cylinder head and exhaust system have bolstered torque between 6000-10,000rpm, which makes the engine more flexible on the road.

Luckily for us, this has been done without sacrificing any top-end power. The big news, though, is the optional electronically-controlled Combined ABS system, which is a world-first for a supersports machine. A new-style bellypan now covers the whole engine and the C-ABS valve unit for the front brake.

The C-ABS version doesn’t detract from the enjoyment of riding MCN’s supersport 2008 machine of the year, and it feels just the same to ride as the standard Honda CBR600RR, even on the track.

The C-ABS stays in the background until you get into a difficult braking situation, then the ‘brake-by-wire’ kicks in and will save your bacon, so sportsbike purists need not worry about the system getting it the way.

Engine

Honda didn’t really need to tweak the 107bhp, in-line-four-cylinder 599cc motor as it’s a gem in the first place, with a powerful, screaming top-end and a decent dollop of mid-range.

The engine is especially effective at delivering incredible performance, thanks to the Honda’s lack of all-up weight (it’s the lightest of all the 600s). The Honda CBR600RR’s motor is already more flexible than the ’08 Kawasaki ZX-6R, Suzuki GSX-R600 K8 and ’08 Yamaha R6, but the tweaks to the engine and exhaust have made it even nicer to live with.

Ride and Handling

There are no changes to the 2009 Honda CBR600RR’s chassis: this is no bad thing as, like the engine, it’s class-leading. Stability in a straight line and through the corners is absolute, the suspension action and control is as fluid as pukka race kit and the standard model’s brakes are full of feel and power.

This is a machine that loads you with confidence and flatters your riding like a Ducati 1098R. Honda’s optional electronically-controlled Combined ABS system is a thing of genius. In normal conditions the CBR works the same as a conventional machine, but in an emergency it takes over and stops the wheels from locking.

It also distributes the braking between front and rear calipers to give maximum stability in all conditions.

Equipment

The Honda CBR600RR comes with everything you need to hammer round the racetrack, including radial brakes, fully-adjustable suspension and an electronically-controlled, speed-sensitive steering damper. The only toy it’s missing is a slipper clutch. Add the C-ABS into the mix and it’s the complete package.

Quality and Reliability

The CBR600RR is as rugged as a Tonka toy and built with the breathtaking precision of the finest Swiss watch.

The build quality is superb, and the paint finish deep and flawless.

Value

This is a lot of beautifully-built, high-performance machine for your money and worth every penny. The C-ABS system adds another grand or so to the price, but when you know it could save your life, can you afford not to have it?

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Suzuki GSX 1300R Hayabusa

2009-09-06T01:00:00.001-07:00

Overview of Suzuki GSX 1300R Hayabusa

Suzuki have played around with the GSX1300R Hayabusa’s styling without losing the original’s looks and character, as a result the new Suzuki Hayabusa looks really sleek.

Engine capacity had increased and so has power and torque. Handling hasn’t been significantly improved, more a gentle step forward however the brakes are a miles better, and about time.

Engine

The Suzuki Hayabusa has possibly the post powerful production engine on the market, alongside the Kawasaki ZZ-R1400, Suzuki are quoting 194.bhp and 115ftlb of torque for the Hayabusa.

The motorcycle isn’t restricted in the lower gears its full power all the way to the 186mph speed limiter.

Ride and Handling

Not much has changed on the new Suzuki Hayabusa: same wheelbase, rake and trail. However the shock and front forks have been upgraded and the swing arm strengthened.

Thankfully the Hayabusa’s brakes are now radial and do an excellent of stopping the big girl, without any fade even on the track.

As you expect from the Suzuki Hayabusa you can’t fling it around but if you ride smoothly it’s very rewarding and with a few tweaks makes a decent track motorcycle.

Equipment

Fully adjustable suspension front and rear comes as standard on the new Hayabusa and like every new big Suzuki motorcycle there’s a three-way power switch limiting power.

It’s not just a gimmick you really notice the difference between the power modes, making the Hayabusa less of an animal than before.

Quality and Reliability

Cosmetically the Suzuki Hayabusa has been tweaked, especially the back end, and there’s a noticeable difference in the quality of finish.

I like the new look, the quality of finish is top shelf, paint is deep, much improved over the original Hayabusa.

Being a Hayabusa reliability is unquestionable.

Value

£9000 for arguably the fastest production motorcycle on the planet, that will be enough to see the new Suzuki Haybusa top the sales charts.

Quality of finish has vastly improved; it looks sleeker, but still retains that essential Suzuki Hayabusa character.

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BMW

2009-09-06T00:38:00.001-07:00

BMW

Ducati

2009-09-06T00:37:00.001-07:00

Ducati

Kawasaki

2009-09-06T00:34:00.000-07:00

Kawasaki

Yamaha

2009-09-06T00:33:00.001-07:00

Yamaha

Honda

2009-09-06T00:32:00.001-07:00

Honda

Suzuki

2009-09-06T00:29:00.001-07:00

Suzuki