Showing posts with label top. Show all posts
Showing posts with label top. Show all posts
Sunday, March 15, 2015
Friday, February 27, 2015
Top 15 Fastest Bikes Pictures Funny and Crazy Bikes Around the World
Today, Bikes is a latest fashion trends for boys, Everyone likes bikes, so Here is the brand new list of the top 15 fastest bikes in the world! Includes the BMW K1200S, Ducati 1098s, Aprilia RSV 1000R Mille, Yamaha YZF R1 and the Honda CBR 1100XX, MV Augusta F4 R312, Suzuki GSX-R1000, Kawasaki Ninja ZX-10R,Kawasaki Ninja ZX-14, Suzuki GSX-R750! There are so many bikes and motorcycles in the World we know, but some most fastest and cool bikes which you never seen before, Here is an exhaustive list of top 15 fastest superbikes, world fastest heavy bikes wallpapers, World Super Sports Bikes, fastest road bike in the world, world record bicycle and many more. Download free a latest collection of fatest bikes for your Computer background and Funny & Crazy bikes for mobiles.
Wednesday, February 25, 2015
Top Rated Luxury Cars 2014
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Sunday, February 22, 2015
Top Yamaha YZF R1 Review
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| Top Yamaha YZF-R1 Review |
This time around, however, the result was different. Instead of violently spinning the rear tire and going sideways rather than forwards, in a fraction of a second the R1 performed its numerous calculations, determined I was trying
to drive out of a turn, and instead of throwing me over the highside, delivered just enough power to the ground to keep me going forward with minimal wheel spin. A believer I became.The new 2012 Yamaha YZF-R1, now with traction control. |
Such is the beauty of traction control. Combine that with the R1’s crossplane crankshaft that delivers a seemingly direct connection between the rear tire and the rider, and you’ve got a motorcycle that inspires confidence in spades.
More of the Same
Besides the new traction control system, however, the new R1 is largely the same machine we’ve had since 2009. It’s still powered by the same 998cc inline-Four cylinder engine, using crossplane crankshaft technology derived from MotoGP. Power output remains the same which, according to our 2009 Literbike Shootout, means 146.1 horsepower to the rear wheel at 11,800 rpm. That number was the lowest of the quartet back then, and with new models today knocking on the door of 200 (crankshaft) horsepower, it’s interesting to think Yamaha may have missed the boat in adding more power for this 2012 redesign. Though surely nobody will argue that roughly 150 horsepower reaching the rear wheel is still some serious gusto for forward propulsion.
It’s hard to tell, but the throttle is wide open in this shot. If you look closely you can see a faint trail of rubber being left behind. |
Both Yamaha’s Chip Controlled Throttle (YCC-T) and Intake (YCC-I) are carryovers to the 2012 model, with the former gaining even more significance with the addition of traction control. If you’re not familiar, YCC-T is corporate speak for electronic or “fly-by-wire” throttle technology, while YCC-I is in reference to the variable intake stacks that extend past a certain rpm to provide maximum torque down low and horsepower up high in the rev range.
More carryovers include the three-position D-Mode, or “Drive Mode,” which, at the flick of a button, alters throttle, fuel and ignition mapping for various road conditions. A, B and Standard mode remain the same, with Standard mode providing the optimum overall performance. “A” mode puts more emphasis on acceleration in low-mid rpm, while “B” mode meanwhile does the opposite – providing a 30% slower throttle response at all openings – for those times when the road ahead is slippery and traction is compromised.
The gauge cluster looks largely the same, except for the addition of a “TCS” light at the top right. The bar graph at the top right of the LCD panel indicates which level of traction control is currently set. |
Minor Changes
While the addition of traction control is clearly the most significant addition to the new R1, Yamaha has also decided to clean it up around the edges. Subtle tweaks to the headlight cowling include larger LED position lamps at the outer edges, with reflectors added to the lower portion of the cowling – similar to Audi cars – to bolster the attitude from the front end compared to last year’s model.
Changes to the headlight cowl come in the form of larger LED position lamps at the outer edges and reflectors on the lower portion of the fairing. Minor changes, but they give the R1 a more aggressive look. |
All is status quo on the chassis front, save for a new rear spring on the fully-adjustable shock that is slightly stiffer at the beginning of the stroke and softer at the end. Yamaha believes this will improve rear traction while also providing a smoother ride through better bump absorption. Other than that, the chassis remains the same. Steering geometry is untouched, with a 24-degree rake and four inches of trail. Front suspension is still the same with a fully-adjustable 43mm inverted fork, with one stanchion controlling rebound damping and the other compression.
Footpegs also remain the same from last year, with its two-way adjustability allowing them to move up and backward from their standard position 15mm and 3mm, respectively. The pegs themselves are knurled all the way to the tip for better boot grip, something the older model didn’t have. Other minor tweaks include new muffler heat shields and end cap design, which give the rear of the R1 a narrower image. Finally, a new top triple clamp design is inspired by the YZR-M1 MotoGP machine. All told, it would be difficult to notice the difference between the 2012 R1 and its predecessors at first glance; it really takes an in-depth look to be able to tell the two apart.
| Paying Tribute | |||
Yamaha is very aware and proud of its racing heritage, which started in 1961. To commemorate its 50th year in racing, the factory MotoGP team ran special red/white liveries, similar to the colors used on its original GP effort, at four races this year. If you attended or paid attention to the broadcasts of the MotoGP race at Laguna Seca this year, you might have noticed Kenny Roberts and Eddie Lawson doing parade laps on R1s with these same liveries. In case you thought those were special, one-off editions, think again. Yamaha is going to produce this bike for the masses. Well, sort of. Only 2000 will be made for worldwide production, delineated by a number plate on the fuel tank. Besides the special color scheme and number plate, the 50th Anniversary Edition will feature gold tuning fork emblems and an accessory sticker kit to mimic the GP machine. Mechanically, however, it remains the same. This treatment will be given to the YZF-R6 as well.
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Traction Control
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| Top Yamaha YZF-R1 Review |
We really should have seen this coming, the new R1 with traction control. Since its redesign in 2009 with the crossplane crankshaft, all the signs were pointing to it. With Yamaha’s Chip Controlled Throttle (YCCT) and three drive modes, all that was left to add was a system to limit unwanted spin from the rear tire. Well, the wait is over. The traction control has six levels of increasing intervention, plus a setting to turn the system completely off. Combine that with the three drive modes, and that makes for a total of 21 different settings to achieve your best lap time.
Adjusting the traction control is a matter of toggling up or down on the “TCS” switch on the left handlebar. | ||
The D-Mode drive mode system returns on the 2012 R1 with the same three settings: A, B and Standard. Standard provides the optimum throttle application in most situations, as A mode feels too abrupt and B is rather lackluster. |
Yamaha engineers aimed to make this system as seamless as possible, without any unnatural or harsh intervention. By taking advantage of the YCC-T electronic throttle, the system uses wheel and engine speed sensors combined with throttle and gear position sensors, to constantly make calculations to control wheel spin depending on what setting the rider chooses. These four sensors send inputs to the ECU, which then calculates the amount of slip, determines whether this exceeds the preset value, and if so, reacts in four different ways. The system either uses the YCC-T to electronically close throttle valves, cut the fuel injection or retard the ignition timing, in no particular order. The fourth step is the illumination of the “TC” light in the gauge cluster which informs the rider the system is operating if they can’t tell already. These calculations are performed constantly and, according to Mike Ulrich from the testing department at Yamaha, at a “slightly faster” rate than its competitors, though Ulrich was not at liberty to say exactly how fast “slightly faster” is.
It’s important to note that the system does not utilize bank angle sensors. Using the sensors mentioned above, it senses signal changes that indicate tire circumference changes as the bike leans. A slow rate of change indicates the bike is leaning from side to side and doesn’t warrant intervention, as it can only do so at a certain rate. Plus, it’s highly unlikely that a rider is moving from side to side while accelerating at full throttle. The ECU stores this data and references it against the preset slip values for each of the six different TC settings. A faster signal change likely indicates a loss of traction and the need for intervention. Yamaha has calibrated the ECU to recognize and adapt to most popular tire sizes and gearing configurations, though to avoid the legal department working overtime, obviously stays clear of stating that it will work for all tire sizes and/or gearing combos.
That said, an interesting side note about the R1’s electronics package is that, should any part of the system malfunction, the on-board diagnostics will immediately send a specific fault code directly to the gauge cluster. All a certified mechanic will have to do then is simply reference that code to a master list and address the problem. No removal of bodywork needed. It’s likely that tools won’t be needed either. Just a computer.
The goal of traction control is to limit slip which, theoretically, should improve lap times. However, despite how counterintuitive it sounds on paper, tires need a certain amount of slip in a racetrack setting, often to help them finish off a corner by steering with the throttle. Yamaha has taken this into account and feels as though its system in its lower intervention settings still allows plenty of slip if needed.
Hype or Revelation?
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| Top Yamaha YZF-R1 Review |
The new R1’s street manners haven’t changed much from the previous version. Heat emanating from the engine and undertail exhausts radiates directly to the rider, which is especially brutal on warm days.
Of course, talk is cheap and I wanted to see what the new bike is like to ride. To do that, Yamaha invited journalists to Palm Springs, California for a street ride on the new R1 followed by a day at Chuckwalla Valley Raceway to really put the bike through its paces. On the street the new R1 felt much like the old R1 – because it practically is. The sound coming from the crossplane crankshaft is musical, while the power delivery borders on telepathic. The relatively torquey motor compared to the previous generation (pre-2009) makes leaving stoplights a much easier task for those ill-trained in smooth clutch operation.
In the canyons, the new R1 was a relatively simple machine to pilot. Turn-in doesn’t require much effort, and it holds an arc with ease. An updated version of the Dunlop Qualifier II tire is now spooned onto the wheels, replacing the D210s, and is a specific compound for the R1. I found the tires to be surprisingly compliant over the bumps on the poorly maintained roads we were riding on.
Our street ride came on a particularly warm day in Palm Springs which would test how well the new muffler heat guards really work. One complaint that’s common with motorcycles equipped with undertail exhausts is that the heat radiates directly to the rider, the R1 being no exception. Unfortunately, this still proved true on the 2012 machine. At stops, the engine and exhaust heat combined to toast my legs to medium-rare status. Of course, the triple digit ambient temps on the day didn’t help matters any.
Considering conditions were just about perfect for a street ride, the chance to test the new traction control system would have to wait until the track portion of our test. Which is coming up now...
A warm day can cause tar slicks on roads like this to get slick. Combine that with worn tires and traction control could come in handy to prevent a crash. |
Hype or Revelation, Racetrack Edition
To save the suspense, I’ll say it up front: Yamaha’s new traction control system on the 2012 R1 works exactly as advertised. I was pleasantly surprised by how seamless it intervenes. Normally when I test motorcycles with traction control, I start the day with the maximum intervention settings so I can feel just how early and abruptly the system kicks in. And normally, I’ll feel the system kick in at a time I personally feel isn’t necessary (say, almost completely upright). That feeling is one of harsh bucking and stuttering as the system limits the amount of fuel or spark to the engine. That harshness kills drive, which ultimately affects lap times. As the intervention settings come down and more slip is allowed, sometimes I can still feel the stuttering from the engine. Some manufacturers have calibrated their settings better than others, and admittedly, many of today’s literbikes that offer traction control have systems that are very linear and much less unsettling for the rider.
Yamaha’s system takes that to another level. Even with the TC settings set to max, forward propulsion is still strong with hardly a hint of stuttering. To put it (and myself) to the test, I relived that fateful day where I whacked the throttle open with the bike on its side. This time around, however, the R1 drove out of the corner as best it could, the indicator light on the dash glaring at me the entire time. That said, the maximum setting still holds the rider back, but this was a good baseline starting point to feel what the system would do under lower settings with less intervention. Levels five and six (the two most intervening modes) also act as a wheelie control.
Once the R1 is on its side, stability is superb. |
Changing TC settings is simple, just flick the toggle switch on the left bar. The corresponding gauge on the dash tells you where you’re at. The throttle must be shut to change settings, and to turn the system off, the bike must be stopped and the toggle must be held down for two seconds. In the lower settings plenty of slip is available to leave long, dark black marks on the pavement. For the majority of fast riders out there, they’ll probably enjoy the lower settings the most. However, the best riders and racers will still be able to set their quickest times with the system completely off.
As for the rest of the bike, there’s not much new to report. After some initial suspension tuning, I found that mid-corner stability was outstanding, with the ability to change my line at will. Side-to-side transitions took some slight effort, as its 454-pound wet weight is among the highest in the literbike class. Surprisingly, the addition of traction control added zero weight to the new model compared to last year.
At 454 pounds, the R1 is still one of the heavier literbikes on the market. But that doesn’t take away from its fun factor. |
The connection between the throttle hand and the rear tire is an aspect about the crossplane crankshaft R1 we’ve loved since its introduction, and that continues with the new model. I did notice a bit of vibration at low rpm when accelerating out of a turn, but for the most part the vibey nature from the crossplane crankshaft engine is quelled through counterbalancers and is a non-issue.
Brakes on the R1 are also unchanged, which means dual 310mm discs are clamped by radially mounted six-piston calipers that have great stopping power but lack outright feel at the lever. Despite using wheel-speed sensors for the traction control system, ABS is not a feature on the new bike.
A turn like this is perfect for using the throttle to steer the motorcycle, as it opens on exit. Lower TC settings still allow this to happen, while higher settings intervene more. |
My complaints about the new R1 are nothing we haven’t mentioned before on these pages so there’s little point in rehashing them. Traction control is clearly the main talking point here, and deservedly so. It’s among, if not the, best traction control systems that currently comes standard on a production motorcycle. Next year’s literbike showdown will be an interesting one as traction control systems will be a new metric by which to judge the field.
Pricing for the 2012 YZF-R1 starts at $13,990, and climbs to $14,490 for the 50th Anniversary Edition. Expect to see them in showrooms in the coming months.
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Friday, February 20, 2015
Top Harley davidson
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| Top Harley davidson |
Top 2013 Suzuki GSX R600 Review
American Suzuki didn’t have the best year in 2010, but with its new middleweight supersports the company has high hopes of turning matters around in 2011, while at the same time continuing to build on the heritage of GSX-R name.
A Slimmer, Trimmer GSX-R600
Another pivotal power-boosting update is reshaped crankcase ventilation holes, morphing from round on previous models, to pentagonal in shape on the new engine.
Suzuki says the larger, reshaped holes are more efficient at helping reduce crankcase pressure, therefore creating a freer breathing engine. New ratios in the six-speed gearbox (taller first gear, with tighter ratios in gears 2, 3, 4 and 6) were revised to capitalize on what Suzuki says is increased low and mid-range torque.
Make sure to read about these and other updates in our 2011 GSX-R600 and GSX-R750 Revealed article for a comprehensive rundown on the numerous changes to the new Gixxer(s).
Beating the Wet Odds at Barber
Slinging a leg over the Six – now with reshaped tank and slightly wider-set clip-ons – in the pit row garage at Barber, I was reminded how I’ve liked the ergo layout of previous model GSX-R600s, and how I also like the undulating, fluid layout of Barber’s 15-turn, 2.3-mile circuit.
There’s still lots to like with new the 600’s rider layout that offers room to maneuver in the saddle while remaining comfortable during long, self-governed (non-timed) sessions on the track. However, not so likeable was the day’s forecast: thunderstorms and heavy rain.
During a.m. sessions the ominous-looking sky withheld its rainy wrath. The day’s stiff prevailing winds worked in our favor, quickly drying the track left damp by early morning sprinkles. After a handful of warm-up laps, my confidence grew in the grippy, dual-compound Bridgestone BT-016 tires, allowing me to explore the revamped GSX-R600’s chassis performance.
Willing and able is how I’d sum up the Sixxer’s handling if allotted just two words to describe the experience.
Initial turn in is light feeling, yet at the same time predictable. Steering response is one smooth, linear motion from upright to knee-on-the-deck full lean. From front to rear, the chassis does a good job of telegraphing what’s happening at both ends.
Turns 2, 3, 8 and 14 are good spots to sample the Sixxer’s obedience, as these corners are long and wide, giving a rider ample opportunity to tune into what a motorcycle is and isn’t willing to put up with. Need to make a quick, abrupt line change mid-corner? No problemo. The GSX-R responds by giving only what was asked of it, and not an inch more. The bike remained wonderfully composed at all times while under my command.
Here again the Suzuki remains obedient, as the electronically controlled steering damper allows only a couple quick wiggles at the bars before bringing the helm back under your control as you continue to open the throttle for a good drive out of the corner.
And a pretty darn good drive you’ll get thanks to a decent spread of mid-range power that becomes noticeably effective by the 8,000 rpm mark. And the closer-ratio gears seem to work as advertised, too. The engine has sufficient pulling power to smoothly tug 3rd gear when you otherwise might think a gear lower is necessary to squirt out of certain corners while aboard a top-end-power-biased supersport.
S-DMS (Suzuki-Drive Mode Selector) is retained as a feature on GSX-R models, but now consists of only an A and B mode rather than A, B and C as before. While A mode remains the setting that allows unfettered access to the engine’s power, B mode on the 2011 model results in softer power response that’s even a bit more muted than was the greatly restricted C mode on the previous model.
Through market research Suzuki says it learned that most customers with previous generation S-DMS only noticed some power reduction while in B, and rarely used setting C.
Taking this customer feedback, the company reworked the new S-DMS to reflect a greater and, theoretically, more effective difference in power between the two modes. Additionally, the ECU no longer converts B mode to A mode’s full power if the throttle is opened rapidly as it did on the previous version of S-DMS.
The bike’s brain now keeps the engine in a detuned state across the rev range when in setting B, regardless of the rate at which the throttle is opened.
It’s easy to get sucked into attempting to ride as quick as you dare when on a racetrack, and this trip was no exception – especially since the weather was cooperating at this point in our ride time. Eventually, though, I reminded myself to use my index finger to hit the Mode toggle button located on the upper front side of the right switchgear (carried over with minor changes from the GSX-R1000) in order click over to B mode.
Whoa. That’s some seriously clipped power, that B mode. So gutless was the rate at which the 600 built steam in B, that while exiting the track for a brief rest, I murmured to myself, “Why even bother?”
In fairness, for the right person or right conditions, the reduced output in B might make sense – like for the first-time trackday attendee or during some super-slick road conditions. Otherwise, I’d suspect most riders will spend the majority of time in A.
Although Barber’s surface is mostly even and smooth, some corners have brake ripples at their entrance – likely the result of the forces generated by racecars during braking. The BPF delivered the right amount of feedback to let me know of the bothersome rough patches while it gobbled up said imperfections.
While the GSX-R600’s dual Brembos didn’t provide the hallmark strong initial bite that I prefer and am used to from the Italian brake maker, they are otherwise a high-performance piece of kit that have elevated the GSX-R’s name and game.
Brake feel at the six-point adjustable lever was consistent, with plenty of feedback to let me know precisely how much more pressure I needed to apply. Experimenting with different brake pad materials could resolve my issue with initial bite.
Conclusion
Despite the ominous forecast of wild, rainy weather with the threat of tornadoes mixed in, barely a drop fell as the moto media circulated ‘round Barber. It wasn’t until after most riders had pulled in the pits for the day that the clouds finally emptied themselves of their watery burden. And they did so, violently. The timing of the rain’s appearance was uncanny.
Is Suzuki blessed with good fortune in 2011 with the GSX-R600?
Of the Big Four, Suzuki is the first player in the past couple years to make a move in the supersport battle. Kawasaki was the last to give its 600 a big overhaul, doing so in 2009. It was enough of an improvement that the ZX-6R dethroned the Honda CBR600RR that year for the title of Winner in our 2009 Supersport Shootout.
In that once-annual battle we lauded the Ninja’s meaty mid-range power for its ability to let a rider get a little lazy with gear selection and pull cleanly out of a slower-speed corner. It’s been a long enough period of time that memory won’t allow making an accurate comparison at this point between the 2011 GSX-R600 and current version of the ZX-6R.
However, in this tightly contested class where every little bit matters, we can’t discount the Ninja’s significant peak horsepower dominance from 2009 when its 107.7 hp was between 5 and 10 more horsepower than the competition.
Nevertheless, Suzuki’s claimed crankshaft output of 123 ponies for the new Gixxer Sixxer, if accurate, could equate to roughly 108 rear wheel horsepower as Kevin Duke keenly speculates. The GSX-R’s advantage of 9 fewer pounds compared to the ZX’s 421-pound curb weight is another feather in the Suzuki’s supersport cap.
While the Suzuki’s engine probably is more potent compared to the previous model GSX-R, what’s more significant to me is the bike’s unmistakable handling agility and ease-of-use.
A supersport that’s user-friendly can greatly boost a rider’s confidence, which may in turn partially make up for a deficit, if any, in engine power. A happy, confident rider is usually one willing to go faster.
The 2011 GSX-R600. Loads of revisions make the venerable Gixxer Sixxer a fresh new machine, and Suzuki is betting on the updates and upgrades are enough to make it the best 600 in the supersport class. |
A Slimmer, Trimmer GSX-R600
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| Top 2013 Suzuki GSX-R600 Review |
According to Suzuki, the new, pentagonal-shaped ventilation holes in the engine’s crankcase (seen here in the upper half of the case, just below the most forward cylinder) are said to reduce pumping losses which in turn helps the engine spin up easier.
Bow to stern, the 600 received a host of changes, many of which targeted reducing weight in order to take advantage of newfound power gains in the low- to mid-range for better acceleration out of corners. Performance-enhancing updates to the inline-Four powerplant focused on reducing mechanical losses by cutting back on weight and reducing friction of engine internals.Another pivotal power-boosting update is reshaped crankcase ventilation holes, morphing from round on previous models, to pentagonal in shape on the new engine.
Suzuki says the larger, reshaped holes are more efficient at helping reduce crankcase pressure, therefore creating a freer breathing engine. New ratios in the six-speed gearbox (taller first gear, with tighter ratios in gears 2, 3, 4 and 6) were revised to capitalize on what Suzuki says is increased low and mid-range torque.
Make sure to read about these and other updates in our 2011 GSX-R600 and GSX-R750 Revealed article for a comprehensive rundown on the numerous changes to the new Gixxer(s).
Beating the Wet Odds at Barber
Slinging a leg over the Six – now with reshaped tank and slightly wider-set clip-ons – in the pit row garage at Barber, I was reminded how I’ve liked the ergo layout of previous model GSX-R600s, and how I also like the undulating, fluid layout of Barber’s 15-turn, 2.3-mile circuit.
There’s still lots to like with new the 600’s rider layout that offers room to maneuver in the saddle while remaining comfortable during long, self-governed (non-timed) sessions on the track. However, not so likeable was the day’s forecast: thunderstorms and heavy rain.
Dark clouds over Barber Motorsports Park held back their wet gift, giving the moto media virtually the entire day to circulate Barber’s flowing circuit aboard the new GSX-R600. |
During a.m. sessions the ominous-looking sky withheld its rainy wrath. The day’s stiff prevailing winds worked in our favor, quickly drying the track left damp by early morning sprinkles. After a handful of warm-up laps, my confidence grew in the grippy, dual-compound Bridgestone BT-016 tires, allowing me to explore the revamped GSX-R600’s chassis performance.
Willing and able is how I’d sum up the Sixxer’s handling if allotted just two words to describe the experience.
Initial turn in is light feeling, yet at the same time predictable. Steering response is one smooth, linear motion from upright to knee-on-the-deck full lean. From front to rear, the chassis does a good job of telegraphing what’s happening at both ends.
Turns 2, 3, 8 and 14 are good spots to sample the Sixxer’s obedience, as these corners are long and wide, giving a rider ample opportunity to tune into what a motorcycle is and isn’t willing to put up with. Need to make a quick, abrupt line change mid-corner? No problemo. The GSX-R responds by giving only what was asked of it, and not an inch more. The bike remained wonderfully composed at all times while under my command.
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| Top 2013 Suzuki GSX-R600 Review |
The 600’s all-new chassis includes a new frame and swingarm that have a combined weight savings of 4.8 lbs when compared to the previous model’s frame and swingarm. Weight was trimmed from the new bike any place Suzuki could cut grams, ounces and pounds.
Some bends in the course, like Turns 4 and 6, terminate at or near the crest of a hill. It’s easy and common to power wheelie while exiting these turns, as you’re often on the gas and sometimes still leaned over – a combination that often leads to a lightened front-end that’s ready to shake its head.Here again the Suzuki remains obedient, as the electronically controlled steering damper allows only a couple quick wiggles at the bars before bringing the helm back under your control as you continue to open the throttle for a good drive out of the corner.
And a pretty darn good drive you’ll get thanks to a decent spread of mid-range power that becomes noticeably effective by the 8,000 rpm mark. And the closer-ratio gears seem to work as advertised, too. The engine has sufficient pulling power to smoothly tug 3rd gear when you otherwise might think a gear lower is necessary to squirt out of certain corners while aboard a top-end-power-biased supersport.
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| Top 2013 Suzuki GSX-R600 Review |
The 600’s compact instrument cluster is borrowed from the GSX-R1000. A four-bulb programmable shift light is a useful feature for this racetrack-oriented supersport. Switchgear is also on loan – and updated slightly – from the Thousand. A single toggle located on the upper front of the right-side switch housing now handles switching between A and B modes on S-DMS.
Engine speed builds deliberately but linearly until around 12,000 rpm where a discernable and sharp boost of power kicks in. From here, the engine spins eagerly and freely all the way to its 15,200-ish redline.S-DMS (Suzuki-Drive Mode Selector) is retained as a feature on GSX-R models, but now consists of only an A and B mode rather than A, B and C as before. While A mode remains the setting that allows unfettered access to the engine’s power, B mode on the 2011 model results in softer power response that’s even a bit more muted than was the greatly restricted C mode on the previous model.
Through market research Suzuki says it learned that most customers with previous generation S-DMS only noticed some power reduction while in B, and rarely used setting C.
Taking this customer feedback, the company reworked the new S-DMS to reflect a greater and, theoretically, more effective difference in power between the two modes. Additionally, the ECU no longer converts B mode to A mode’s full power if the throttle is opened rapidly as it did on the previous version of S-DMS.
The bike’s brain now keeps the engine in a detuned state across the rev range when in setting B, regardless of the rate at which the throttle is opened.
A reshaped fuel tank and 1.0-degree wider-set clip-ons open up the cockpit, giving the rider plenty of room to move around. Rear-sets are still adjustable and now lighter, of course. Suzuki even redesigned the saddle, shaving a little more than half a pound in the process. |
It’s easy to get sucked into attempting to ride as quick as you dare when on a racetrack, and this trip was no exception – especially since the weather was cooperating at this point in our ride time. Eventually, though, I reminded myself to use my index finger to hit the Mode toggle button located on the upper front side of the right switchgear (carried over with minor changes from the GSX-R1000) in order click over to B mode.
Whoa. That’s some seriously clipped power, that B mode. So gutless was the rate at which the 600 built steam in B, that while exiting the track for a brief rest, I murmured to myself, “Why even bother?”
In fairness, for the right person or right conditions, the reduced output in B might make sense – like for the first-time trackday attendee or during some super-slick road conditions. Otherwise, I’d suspect most riders will spend the majority of time in A.
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| Top 2013 Suzuki GSX-R600 Review |
The new, stacked headlight, along with new bodywork, was part of the 600’s weight-loss program. Between the headlamp and bodywork, Suzuki clipped another 8.7 pounds.
Two of the most notable upgrades for the Gixxer Sixxer are its Showa Big Piston Fork (BPF) and Brembo monobloc calipers. The BPF is a key contributor to the 600’s chassis stability and handling. With limited front-end dive under braking thanks to the BPF design, there’s less chassis pitch, and overall ride comfort is improved.Although Barber’s surface is mostly even and smooth, some corners have brake ripples at their entrance – likely the result of the forces generated by racecars during braking. The BPF delivered the right amount of feedback to let me know of the bothersome rough patches while it gobbled up said imperfections.
While the GSX-R600’s dual Brembos didn’t provide the hallmark strong initial bite that I prefer and am used to from the Italian brake maker, they are otherwise a high-performance piece of kit that have elevated the GSX-R’s name and game.
Brake feel at the six-point adjustable lever was consistent, with plenty of feedback to let me know precisely how much more pressure I needed to apply. Experimenting with different brake pad materials could resolve my issue with initial bite.
Conclusion
Despite the ominous forecast of wild, rainy weather with the threat of tornadoes mixed in, barely a drop fell as the moto media circulated ‘round Barber. It wasn’t until after most riders had pulled in the pits for the day that the clouds finally emptied themselves of their watery burden. And they did so, violently. The timing of the rain’s appearance was uncanny.
Is Suzuki blessed with good fortune in 2011 with the GSX-R600?
For the few of you not interested in the traditional Gixxer blue and white, a mostly white scheme with black accents is available. The 2011 GSX-R600 retails for $11,599 and should hit dealers soon. |
Of the Big Four, Suzuki is the first player in the past couple years to make a move in the supersport battle. Kawasaki was the last to give its 600 a big overhaul, doing so in 2009. It was enough of an improvement that the ZX-6R dethroned the Honda CBR600RR that year for the title of Winner in our 2009 Supersport Shootout.
In that once-annual battle we lauded the Ninja’s meaty mid-range power for its ability to let a rider get a little lazy with gear selection and pull cleanly out of a slower-speed corner. It’s been a long enough period of time that memory won’t allow making an accurate comparison at this point between the 2011 GSX-R600 and current version of the ZX-6R.
However, in this tightly contested class where every little bit matters, we can’t discount the Ninja’s significant peak horsepower dominance from 2009 when its 107.7 hp was between 5 and 10 more horsepower than the competition.
Nevertheless, Suzuki’s claimed crankshaft output of 123 ponies for the new Gixxer Sixxer, if accurate, could equate to roughly 108 rear wheel horsepower as Kevin Duke keenly speculates. The GSX-R’s advantage of 9 fewer pounds compared to the ZX’s 421-pound curb weight is another feather in the Suzuki’s supersport cap.
While the Suzuki’s engine probably is more potent compared to the previous model GSX-R, what’s more significant to me is the bike’s unmistakable handling agility and ease-of-use.
While increased low and mid-range power are a welcome addition to the Gixxer Sixxer, Pete found the bike’s utterly obedient and nimble chassis an equally beneficial asset. The question now is whether or not the Suzuki’s newfound power, excellent chassis and lighter curb weight are enough to propel the GSX-R600 to the top of the supersport heap in 2011. |
A supersport that’s user-friendly can greatly boost a rider’s confidence, which may in turn partially make up for a deficit, if any, in engine power. A happy, confident rider is usually one willing to go faster.
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