Kawasaki Z750 (2005)

The Kawasaki Z750's less of a workhorse these days, relieved of commuting duties as Dave opts for the warmth of the train. Weekend blasts through the Sussex countryside have become a ritualistic release, but is he disturbing the peace? We had the first incarnation of the Kawasaki Z750 as a long term test bike way back in the mists of time...OK, it was 2005 and the rider was Dave Bradford. 8 November 2005 The sad truth is, winter has arrived, it’s cold, and I’m not riding the bike very much. Travelling by train has its dull moments but it’s warm and dry and, except on those rare sunny moments, I can’t pretend I’d rather be braving it out on two wheels. Although I don’t miss the boring 50-mile commute, I’m forever yearning to go for a quick thrash. Perhaps it’s my imagination, but I’m sure I ride differently now that I’m not riding as much. Every moment on the bike has to be savoured, and that means riding with more commitment, more focus. I’m not talking about unnecessary risk-taking or pointless aggression, just enjoying the full sensory assault of spirited road riding. It’s not about A-to-B practicality anymore; it’s about appreciating how the Z750 responds, lifting the front under power, welcoming the unforgiving kicks from the firm rear shock, relishing the rude exhaust yowl, and absorbing all the many intangible delights. Does this new, impassioned riding style make me a less considerate road user? I really hope not, but something happened at the weekend that did beg the question. I’d accelerated hard uphill along a safe stretch of country lane, shutting off long before I reached the crest. As I neared the top, an old man came into view, pushing a wheelbarrow across the road. I’d already slowed down and barely had to brake at all, but he stopped on the road, glared at me, and shook his head disapprovingly. I can only assume he’d heard the exhaust noise as I’d accelerated and assumed I was riding irresponsibly. Either that, or he just disliked the noise. I’m not an antagonist by nature and I don’t like upsetting people, but had I done anything wrong? The Remus stubby end-can is fairly loud, and I’m forced to accept that the sound of an enthusiastically ridden bike doesn’t prickle the hairs on everyone’s neck. So a new exhaust is on the way. No, I’m not going all PC and resorting to a road-legal can. On the contrary, I’m going the whole hog with a full Akrapovic system. They tell me the Slovenian pipes are fairly muted compared to other race systems. If the new zorst quietens the Zed a little, that’s fine with me. If not, I know I’m going to love it anyway – and sod the miserable head-shakers! 6 October I’ve only gone and done it. I’ve left the bike at home and come to work on the train. I thought I could make it until the end of the month but I’ve given in, quit, waved the white flag. The huge grey swirl on the weather map looked depressing, and when the weather girl said the words “squally showers” it was just too much to bear. Yesterday’s ride home provided the first taste of really bad weather so far this year, reminding me about the reality of winter riding. I thought I was well-prepared, donning a zip-together textile suit, ‘waterproof’ boots and ‘waterproof’ gloves, but it just wasn’t enough. The gloves had pointlessly thick cuffs, so I couldn’t tuck them in underneath my sleeves. That meant water poured down the sleeves into the gloves, soaking my hands – and wet hands are cold hands. Next, I felt a freezing trickle of water on my midriff and the sensation of creeping wetness gradually spread across my stomach. Only when I got home did I realise the boots had leaked too. It turns out the jacket and trousers had, independently, done their job, but water had pissed in through the connecting zip. One hot shower and full change of clothes later, and I’d narrowly averted hypothermia. So, even though it’s going to cost a fortune and involve sitting inactive for 50 minutes twice a day, I’m happy to take the train until spring arrives. Does that make me a spineless weakling, a fair-weather johnny? Seriously, what do you think? When I had a shorter commute, I braved out several winters, but I can’t say I ever really enjoyed them. The Z750 is my only means of transport, so it’ll still get frequent use, but most of my riding will be restricted to weekends. Let’s hope we get plenty of winter sunshine. In the meantime, I’ll try and recall memories of my last track-day, a month ago at Brands Hatch. It was roasting hot and, by the end of the day, I was feeling elated with my progress. I was getting smoother and faster, and feeling in control despite an earlier ‘moment’ at Paddock Hill. The Z750 might not be the fastest bike out there, but it’s really easy to get on with. I spent one session riding an 2004 ZX-6R and didn’t feel nearly as confident. Although the ZX had more power and far better brakes, it seemed to require more confidence and more commitment. Having covered 8,000 miles on the Zed, including three track-days, I trust it completely. I have faith in its friendly power delivery, its positive steering and its unremarkable-yet-adequate brakes. Yep, the Z750 and I are a happy couple, and the only thing that can destroy our harmony is this God-awful weather. 23 August After a couple of weeks riding Jayne’s (Toyne) Suzuki GSR600, it was great to get back on the Z750. It’s not that I don’t like the Suzuki but it feels lacklustre compared to the Zed. The GSR is like that mate who never lets you down but never really makes you laugh either, whereas the Z750 is more akin to the livewire mate who has everyone in stitches every five minutes. You know which one’s more fun to spend time with, right? Since getting it back, I’ve appreciated the Z750 more than ever. Although I haven’t had time to go on any epic rides or sniff out exciting new roads, I’ve made the most of some familiar stretches of Sussex B-road. There is something almost intoxicating about thrashing the Z750 along pieces of road that I’ve ridden hundreds of times and know intimately well. With familiarity comes confidence and commitment, kept in check only by the awareness that danger always lurks regardless of local knowledge. In the same way that I know every dimple of the road, I also feel completely at one with the Z750. It’s a bike that makes you, the rider, feel totally in charge and does nothing to unsettle that sureness. As a result, I’m getting more and more convinced that you don’t really need any more than about 100bhp to have limitless fun on British roads. Riding a naked bike with modest power is great for so many reasons. For one thing, chavs in quasi-quick cars foolishly imagine they have a chance to outpace you, and you’re always the underdog at track-days. In other words, you’re permanently on to a winner because you’ve got nothing to prove. So I’m happy with the Z750’s performance as standard, but that doesn’t mean I’d pass up the chance of increasing its power. And that chance came winging its way to the office a couple of weeks ago, in the form of a Power Commander. I’ve since had it fitted and mapped by PDM Racing, and I’m well pleased with the result. Suffice to say, it’s made a considerable difference – I’ll tell the full story in next month’s mag. 14 July A lot has happened over the past month. I’ve done over 2,000 on the Z750, including daily commuting, a trip to Cornwall, and two track-days. Oh, the joys of summer. But let’s start with the dull bit. Getting to and from the office is a one-hour slog each way. The Zed cruises comfortably at 80mph but I can’t cope any longer with the windblast-induced neck strain at higher speeds or when there’s a headwind, so I’ve ordered a small aftermarket screen from Kawasaki. It took a while to make the decision, partly because I think the bike looks great as standard, and because fitting the screen requires drilling (my DIY handiwork wins awards for ham-fistedness). The Z750’s fuel tank holds 18 litres, which is a decent amount, but I have to fill up every day. I’ve sketchily calculated that my fuel consumption averages about 39mpg. I guess that’s reasonable thirstiness for this type of bike but it’s hardly going to win awards for environmental friendliness Burning several gallons more fuel, I rode to Snetterton and Cadwell for SuperBike’s track-day double-header. Chucking the Z750 around on track was blindingly good fun. I’d fitted a set of Pirelli Diablos in preparation and, with roasting-hot track temperatures, there seemed no limit to how fast I turn in or accelerate out. OK, so this was my first proper track experience, but however much my speed increased, the Zed just lapped it up. If this bike’s supposed to be a budget roadster, someone forgot to tell its designers. 15 June I’ve had the Z750 for little over a month and I’ve already clocked up over 2,000 miles. It’s used for my daily commute to and from work, a 100-mile round trip. The route is mainly motorway and dual-carriageway drudgery, which doesn’t really give the Zed chance to excel. Above 80mph, the wind-blast becomes uncomfortable, so I’m tempted to fit an aftermarket screen. I don’t want to disfigure the 750’s pretty little face but it would be nice to have something to tuck my head behind. From the moment of my first ride, I’ve been thoroughly entertained by the Z750. It handles sweetly and slices effortlessly through traffic. The motor is revvy and excitable but also has a healthy dollop of midrange. I’m a devoted fan of sporty naked bikes, and the Z750 is just my cup of tea. Having said that, its brakes could be better. They’re adequate but not as sharp as I’d like. A set of braided hoses is high on my modifications agenda. After that, I hope to smooth out the fuel injection by fitting a Power Commander. So far, I’ve fitted a tail tidy, LED indicators, smaller number-plate and a Remus PowerCone exhaust. As a result, the back-end looks neater and more aggressive, giving a full view of the 180-section rear tyre. The exhaust didn’t fit brilliantly but it sounds great (and surprisingly loud). Road legal? Are they sure? What are my plans for the Zed? I’m off on holiday to Newquay next week, and I’m looking forward to the feeling of liberation as I blast past endless caravans on the way. The meandering country roads will make a nice change, too, and it’ll be a good chance to find out how the Z750 fares over distance. Unfortunately, my holiday coincides with SuperBike’s track day at Silverstone, which I’m gutted about missing. I can’t wait to try the Kawasaki on a track, but at least I’ll have time to fit new tyres and get the brakes up to scratch in time for the Snetterton/Cadwell double-header in July. A lot has happened over the past month. I’ve done over 2,000 on the Z750, including daily commuting, a trip to Cornwall, and two track-days. Oh, the joys of summer. But let’s start with the dull bit. Getting to and from the office is a one-hour slog each way. The Zed cruises comfortably at 80mph but I can’t cope any longer with the windblast-induced neck strain at higher speeds or when there’s a headwind, so I’ve ordered a small aftermarket screen from Kawasaki. It took a while to make the decision, partly because I think the bike looks great as standard, and because fitting the screen requires drilling (my DIY handiwork wins awards for ham-fistedness). The Z750’s fuel tank holds 18 litres, which is a decent amount, but I have to fill up every day. I’ve sketchily calculated that my fuel consumption averages about 39mpg. I guess that’s reasonable thirstiness for this type of bike but it’s hardly going to win awards for environmental friendliness Burning several gallons more fuel, I rode to Snetterton and Cadwell for SuperBike’s track-day double-header. Chucking the Z750 around on track was blindingly good fun. I’d fitted a set of Pirelli Diablos in preparation and, with roasting-hot track temperatures, there seemed no limit to how fast I turn in or accelerate out. OK, so this was my first proper track experience, but however much my speed increased, the Zed just lapped it up. If this bike’s supposed to be a budget roadster, someone forgot to tell its designers.

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Honda CBR600RR (2005)

It's been a busy time for the 2005 Honda CBR600RR. Loads of tyres and loads more power makes a man as happy as Larry 2005, a year in the life of... I’ve just about gone as far as I can with the CBR. Anything further would either be shamelessly unnecessary or vastly expensive. I feel like the few changes I’ve made have taken what lord Honda delivered to me and enhanced the standard bike. The brakes were too soft so I fitted Fren Tubo braided lines and stronger Carbon Lorraine pads. The power was too soft so I fitted the excellent Arata titanium system and filled the small underseat area with Dynojet boxes, all to get the maximum smoothness and power from the stock motor (see below). I’ve rattled through nine sets of tyres of ever increasing stickiness as the summer wore on and found the CBR cared little what boots it wore, so long as they gripped it turned. As the tyres got better it needed a steering damper to calm the bars down but apart from that everything is cool. What else would I do? Nothing really. The standard chassis and suspension feels perfect to me. I’m well aware that you can keep making a bike better and no doubt some clever re-valving of the forks would give me better feel and turn-in for corners on the track. But what the great lord H gaveth was enough for the rate I ride at. A couple of days riding our long term ZX-6R and R6 proved to me all I needed to know about the differences between the CBR and it’s main rivals. It might lose out a smidgeon of low to mid-range power (although less since the Arata exhaust) and Honda’s CBR600RR seat-making department clearly also make plastic seats for football stadiums. Apart from that the CBR’s rivals are both lardy-arsed boats as far as I can tell. While the Yam and Kawasaki are trying hard to be more things to more men (a smidgeon more power, more comfort and more wind protection) the Honda is concentrating on being the best sports bike it can be. At the time of writing I’m contemplating persuading my SuperBike compatriots that one more trackday together would be a great idea (and a great way of proving my point about the CBR as well). Dyno I’m pretty pleased with the dyno charts. The three graphs show standard bike and exhaust (102.6bhp@13,450rpm), with the Arata system bolted on (111.7bhp@13,500rpm) and finally with Power Commander adjustments to the fuelling (113.3bhp@13,700rpm). From 2,500 to 3,500rpm the trendy dip in power has been reversed, beyond that there’s little in it apart from a steady and inexorable separation between the graphs. You can see the effect of just bolting the pipe on, adjusting the fuelling also has helped it rev further and longer. September 2005 Modifications done: Dynojet Power Commander, quick shifter and ignition module, Arrow steering damper, tyres, oh lovely tyres Nothing quite affects a bike like changing the tyres and the CBR has come a long way since the OE Dunlop D218s were ditched. Super sticky tyres might seem a big load of money for relatively low mileage but they fundamentally change the level of commitment you can use with a bike in a corner and on a bike like this that’s a massive bonus. For me the biggest difference is braking into corners and how much corner speed I can carry. Grippy tyres can often affect the handling of a stock bike, with its relatively soft suspension, but the CBR is undaunted and I encourage you get out there and try some (if you haven’t already). This month it’s the turn of Metzeler’s Racetec treaded and Racetec slick tyres. The treaded type famously adorn all bikes in the British Superstock championship as a control tyre and the Northpoint Honda duo of Craig Jones and Cal Crutchlow have been using (and helping develop) them in British Supersport too. The slicks are aimed at club racers and track day riders but differ from normal race slick by being virtually identical to the treaded Racetec (in profile, compounds and available sizes). The verdict is both types are confidence inspiring and trustworthy, with no hidden surprises in terms of side grip in corners or when getting on the power. Turn in is easy and a touch softer than more road-biased tyres, which can make the steering feel a little slower. The warm up time is fast which is important on track days too but, as I said first off, the biggest difference is how much corner speed I can carry. The only real difference I could tell you between the treaded and slick is the treaded rear was more likely to slide, no doubt because of the tread pattern breaking up the contact patch. It was all very predictable but I didn’t feel anything from the slick at all. I’ve also fitted an Arrow steering damper. Generally the CBR doesn’t need one I don’t think, definitely for normal road riding, but all this soft tyre testing I’ve had one or two moments when it would have helped. Certain corners on certain tracks make the bars waggle and I had one incident when the pads were knocked back in the calipers. The Arrow damper requires a 3mm hole drilling for a locating pin under the steering head bolt and bracket but apart from that it couldn’t easier to fit. Power boost The Arata exhaust delivered the single biggest power hike I think I’ve ever seen on a bike now I’ve finally got it on dyno. The £900 Arata titanium system produced nearly a ten bhp rise over the stock pipe to 111bhp @ 13,500rpm. With the skilled labour Mark at BSD Motorcycle Developments, setting up the fuelling correctly with a Power Commander, we ended the day with a nice 113bhp @ 13,700rpm (it may well have been more if the temperature hadn’t been so high in the dyno room by then). Contacts Arrow Steering damper (B&C Express 01522 794262 www.bandcexpress.co.uk) Arata Exhaust (Faster by Design 01388 773322 www.fastbydesign.co.uk) BSD Motorcycle developments (Dynos, Power Commanders and general highly skilled motorcycle cleverness 01733 223377) Dynojet Power commander, quick shifter (www.dynojet.co.uk 01995 600500) August 2005 It’s been a busy time on the CBR6, not least in the tyre department of SuperBike’s lock up. I’ve switched the Avon Vipers for a set of Pirelli Diablo Corsas left over from our tyre test (see the flashing banner on the home page). The Diablos are a good base setting tyre, which makes them a good reference point straight after the Avon’s. There’s little between the two as both have a neutral effect on the CBR’s handling and deliver a confidence inspiring foot print in the wet or dry. There’s little more to say about either of them than that. Both are reasonably priced, last well and are good enough for track use. Next up were some Michelin Pilot Race, which, by comparison to the previous road tyres, make the CBR feel like it’s on slicks. The feeling of grip from them is top notch, particularly from the front. Legend has it Colin Edwards once tried the Pilot Races after a day tyre testing and declared that was exactly what he wanted for the front of his MotoGP bike. Despite the obvious track bias they are road legal and seem fine during the summer, but you have to bear in mind they are a performance tyre first and a road tyre second. Apart from huge levels of grip the other plus point is the quick warm up time. It’s usual on a trackday to do two, often three warm-up laps before letting rip but the Pilot Races feel like they need no more than a lap, which is a confidence boost and a half (I should say, by way of a disclaimer, don’t come crying to me if you bin it after a lap, at least two laps is still wise). The down-side is all that softness means they wear quickly. I managed two trackdays from them before that road legality had vanished. Still, they come highly recommended from me (and Colin). Power boost The Arata exhaust delivered the single biggest power hike I’ve ever seen on a bike. The £900 Arata titanium system has ‘hand-crafted pipes to create longer and smoother bends, allowing more flow and increased torque at low and mid-range while producing higher top-end horsepower gains’ – so says the press blurb. Simply bolting it on produced nearly a ten bhp rise over the stock pipe to 111bhp @ 13,500rpm. With the grateful and skilled labour of Mark Brewin at BSD Peterborough, setting up the fuelling correctly with a Power Commander meant we ended the day with a nice 113bhp @ 13,700rpm (it may well have been more if the temperature hadn’t been so high in the dyno room by then). The real difference on the road is it now pulls from around 2,500rpm and is far more willing around the 4/5,000rpm mark which is just where it’s needed. Like everything on the Honda CBR600RR the standard brakes are perfectly good enough. But after wearing down the stock pads after 3,000 miles (there was plenty of track riding among those miles) I figured ‘good enough’ wasn’t good enough. Carbone Lorraine came up trumps with the SBK-5 sintered metal pad aimed at road and supersport use, the Diablo Corsa of brake pads, they claim plus: High performance braking in wet and dry Superb rider feel Progressive No fading Excellent lifetime, comparable or better than O.E. Very low wear of disc Ceramic coating on the back of the pad to reduce heat transfer to the brake fluid They’re a superb upgrade from standard, particularly with braided steel hoses like those from French company, Frey Bentos. Sorry, Fren Tubos. I elbowed my way onto one of our test sessions and had Bob Gray data log just to see if sticky tyre, better pads and braided hoses make any difference. Earlier in the year I tested a stock bike and de-accelerated from 70mph at 9.61 m/s2 but with new pads and a new front tyre the CBR managed to stop at 9.97 m/s2. That represents a four per cent improvement. That doesn’t seem much but four per cent of 100metres is four metres (obviously) so If I only gained four metres at every heavy braking corner around, say Cadwell Park, I’m gaining 24metres, potentially. Suspension settings It’s traditional for me to say “the only thing you really need to change on a modern sports bike is the shock” but I’m coming around to the idea that’s not true with the CBR600RR. After half a dozen track days I’m more than happy with the stock set up. I’m planning a trip to a suspension specialist but I’m fully aware there’s no point just pitching up and saying “my suspension needs sorting mate”, because the first thing I’ll get as a reply is “ what’s it doing wrong at the moment?” A question I could scarcely answer. I suppose my only complaint is how hard the bike can feel for everyday use. The forks are fine and I leave them set as detailed below, come rain or shine, track or road. But the rear suspension is more difficult because it’s quite hard, particularly in the early part of the stroke. I took the trouble of setting off home one evening with the compression and rebound wound fully hard, stopping every few miles and turning the adjustor screws half a turn softer to see what difference it made. To cut a long story short, after about ten miles, I had the thing wound fully soft. It’s still not quite right (the track focus of the CBR600RR doesn’t compromise much for pot holes, speed bumps and it’s been giving me back-ache) but that’s where it stays when I’m not on track now. Maybe more preload and the introduction of a little sag is the answer? Ignore the day to day stuff and the suspension does work just fine on the track. I tried going harder with the shock to stop it squatting under power (half a turn out from fully hard compression and rebound) but found that made the rear tyre work too hard. So here are the settings I’ve ended up with; TRACK Front, rebound and compression one and a half turns out from hard with the preload as standard. Rear rebound and compression one and a half turns out from hard again with no adjustment to the preload. ROAD Front the same. Rear compression and rebound fully soft with no adjustment to preload. Contacts Michelin (01782 401853 www.two-wheels.michelin.com) Pirelli Diablo and Carbone Lorraine (Pirelli UK 0845 609949)

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Suzuki GSX-R1000 L2 long term test

It may well be the last of the GSX-R1000 range that comes without traction control or ABS. A proper racer on a proper BSB Superstock 1000. Seeley, GSX-R1000. 2009. A proper racer on a proper BSB Superstock 1000. Seeley, GSX-R1000. 2009. March 2012 At the launch of the new bike, the Suzuki technical bod made a point of telling us that the revisions made to the 2012 engine had led to "an eight per cent" improvement in fuel economy. A little bit of me died when I enthusiastically scribbled this factoid down in my notes, but then I spotted fuel had somehow crept up to £1.39 a litre and didn't feel like such a dweeb. So I finally had a chance to sit on a motorway and clog along at more or less legal speeds to see how much I could squeeze out of the tank. Well, as you can see from the pic below, I bottled it at 166.9 miles and the yellow light was still only flashing, as opposed to staying on, which means I had loads more fuel to go before I ran dry. In fact, I brimmed the tank and it took 14.80 litres, so, if Suzuki is accurate and the tank does indeed hold 17.5 litres, I had 2.7 litres of unleaded to go (I don't believe it! Seriously.) Anyway, I never got figures that good on the BMW S1000RR last year under similar Motorway meandering, save-fuel mode riding. So, mark that as a victory to the Suzuki. Get in! March 2012 Long term readers will know that I keep a keen eye on stock racing of various kinds, reasoning that our road bikes have more in common with them than anything in any superbike class. Where superstock racing rules mean that modifications are kept to a minimum, global superstock results tend to show which ‘basic’ bike is best in class. We can argue that by sheer dint of the numbers of certain models on grids that you would expect to see lots of BMW S1000RRs on podiums, but the reason why it's the superstock bike of choice is because its such a strong basic package. There’s a chicken and egg thing going on (the bike wins a lot because there are lots of them on the grid, but there are lots of them on the grid because they are good and win a lot), but you get the drift. After chatting to various racing and tuning contacts, the sad news for fans of Suzuki is that there are fewer new GSX-R1000s on the grids than there have been for years. The chassis might be spot-on for the road, but in superstock racing, all other things being more or less equal, then a heap more power is more important. Interestingly though, for 2012 a few riders who were on BMW last year had opted to race Honda's Fireblade, preferring its chassis and handling as well as the advantage it had out of corners with a punchier midrange. The word was that the Honda engine responds better to tuning and boosted mirange punch better than any gearing change and tuning tweaks could do with the BMW lump. Such is the pre-season gossip. If anyone is racing a 2012 (or even a 2011) GSX-R1000 in superstock trim, I'd love to hear from you. March 2012 I'm allowed to be biased. I could pretend that I'm not, but that would be a lie. I can try to be un-biased (which is worthwhile and what I intend to do) but I can't deny I'm a fan of the Suzuki GSX-R range. I like the looks, I like the noise, I like the ride, the engine character, the ergonomics and feel of the bike. When I sit on a Suzuki, it feels like an old friend. I may not ride one for months on end, but when I throw a leg over one, it feels familiar. After the launch of the bike in Miami (Homestead track and the soggy roads around south Miami), I first rode the bike in the UK through shite London traffic. What did I notice? Light steering, a decent back brake and good lock and steering at low speed. And a more eager engine from low revs. For the time being that's as much as I can say with any confidence (the clutch is light too), but once I've put in a few more road miles, I'll be back with more. In the meantime, anyone with any questions or tips can email me at kenny.pryde@superbike.co.uk and let's see how we can improve the beast! ('Improve' is a loose concept of course....).

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Yamaha YZF-R1 (2011)

In a world before traction control was made fashionable, the Yamaha R1 crossplane crankshaft was the darling of some of the biking press. We've got one on our fleet to see how it measures up to the latest rolling laptops from BMW and Kawasaki Tinted visor, cunningly disguising closed eyes... Tinted visor, cunningly disguising closed eyes... Yamaha YZF-R1 news 20th February 2012 It's definitely too cold for R1s. Unless, of course, you have some handy Oxford heated gear to wear, woo hoo! As warm as the Oxford Inox heated vest has been keeping me, the below-zero ground temperatures have meant some decidedly skiddy rides to work. This, in turn, has lead to a bald rear tyre after only 1,500 miles. Ouch. In fairness to the Metzeler Racetec Interacts, most of those miles have been spent seeing how fast I can wheelspin the R1 up to, accelerating the wear rate somewhat. After a couple of weeks riding in the salt and snow, I gave the R1 a proper deep clean and was really impressed with how well it has resisted corrosion. A couple of bolts are showing some slight furring, but overall the finish of the bike is remarkably un-tarnished. Good show Yamaha. Better still, all the snow and slippery roads have made the performance advantages held by Hogan's ZX-10R and Kenny's S1000RR irrelevant, leaving me free to charge off enjoying an exhaust note that nothing short of a Group B rally Audi Quattro can beat. Previously... January 2012 I’ve almost finished laughing about John’s hilarious horn-wired-to-the-brake-light prank (see Jan 2012 issue of SuperBike), although I’ve not come up with a brilliant retaliation yet. The brief spell of sunny weather presented the perfect excuse for a blast down to the South coast although my excitement about riding on old stomping grounds was rapidly quenched by thick fog, boo. For the ride back the fog had lifted and the opportunity presented itself for Hogan and myself to have a, ahem, brisk ride back though the winding lanes of Kent. I must confess that the roads we rode were my old stomping ground, giving me an unfair advantage, although they seem a lot smaller on the R1 than they did on the Gilera DNA 50cc moped I used to race down them on. Despite the cool temperatures, occasional damp patches and hilarious oncoming lorries on our side of the road, it was a great ride with wheelies, skids and all the good stuff that we enjoy doing all Summer. Maybe Winter isn’t so bad after all. 26th July, Carbontek The R1 has now gained a set of paddock stand bobbins to make lubing the chain and cleaning the rear wheel less of a game of side stand roulette. These were selected from the Yamaha genuine accessory catalogue, along with some of Yamaha’s crash protection. The swing-arm bobbins are designed to double up as crash protection, so they’re rather large and end up looking like two black doughnuts sticking out either side of the bike. The size of the plastic sliders makes it tricky to get a paddock stand to work with the bobbins, which was the main reason for fitting them. Yamaha do also offer normal swing-arm bobbins, which don’t offer much protection but do work much better with a paddock stand. The side panel crash protectors are lovely forged aluminium parts that are easy to fit and don’t require any butchering of the fairing panels. That’s all the feedback that can really be given about crash protection, without crashing and finding out that they’re a) fantastic and the bike came away from a 300mph crash unscathed or b) I dropped it in the car park and they snapped and hit me in the eye. We’ll wait and see what the future has in store for us on that front, but from and engineering point of view, I have good faith in them; engineers love forgings. By far the most exciting shiny bits fitted are the new Yoshimura R77 slip ons and a cat replacement pipe. As with the GPR system I tried earlier in the year, the Yoshimura silencers are actually slightly heavier than the standard, titanium silencers. Again, the weight saving comes from replacing the heavy catalytic convertor with some swanky straight through pipes. The silencers were easy to fit and came with black anodised finisher pieces on the link pipes that fill in the gap left when the standard exhaust trims are taken off. Oh yes, almost forgot; they sound like God. 27th June, London It’s been a busy ol’ time for the cross-plane cruise missile since the last update. I've replaced the nasty, standard issue Dunlop D210 Sportmax tyres which seem to offer all the grip qualities you’d expect from a non-stick saucepan. They take an age to warm up and, once they have they’re, at best, scary offering very little feel from the front. On the road things aren’t quite so bad so long as it’s a warm sunny day, but there’s still a massive lack of confidence from the front. Mind you, being discerning sports bike fans, none of you would even consider riding on the standard tyres, and hey what’s another £200 when you’ve just spent £13k? No further tyre whining is required though, as the R1 now wears a nice set of Metzeler Racetec Interacts and feels approximately a squillion times better for it. Ready for a group test, the R1 was returned to standard condition and lost it’s booming exhausts and flip up levers. It’s made me realize that the standard levers actually feel nicer and the brake lever offers a greater range of finer adjustment, d'oh! The throttle response feels smoother with the standard pipes too, so I’ve made a mental note to get the fuelling tweaked when I next bring the noise. Riding all the other litre bikes, I was concerned that I’d fall out of love with the R1, spoilt by ridiculous peak power figures and electrical gizmos. As luck would have it, the R1 still has the best feel between right hand and rear tyre and holds its own surprisingly well in such high-tech company. Furthermore, the BMW S1000RR has a crack in its defenses, in the form of a quickshifter with a stutter. To capitalize on this, I’ve been on the phone to the nice chaps at HM Quickshifter and ordered one of their strain gauge quickshifters, which claims to be the only one of its type outside the MotoGP paddock. That’s pretty damn good pub bragging rights in my mind. For those wondering what a quickshifter is, it’s a device that saves the tiresome task of closing the throttle when shifting up gears; simply hold the throttle to the stop and tap the lever. On the racetrack it saves valuable fractions of a second each shift, on the road it feels and sounds cool. I will also argue that, on the road, a quick shifter helps keep the bike stable when accelerating over bumps, as it removes the need to come off and back on the throttle, loading and unloading the front tyre. But mainly it feels cool. 12th May, Yamaha UK The R1 has been back for it's first service at Yamaha UK and even received a complimentary steam clean so it looks all sparkly and new now, thanks guys! It did remind me just how much more special a bike feels and looks when it's been really thoroughly cleaned - note to self, get the sponges and polish out more often. Ahead of a looming group test, the R1 has been returned to standard condition - gone are the lovely loud exhausts and flip-up levers. Amusingly, the standard levers actually feel nicer and the brake lever offers a greater range of finer adjustment. In this age of fuel injection and ecu's (I remember when this was all carburetors), it's all too easy to bolt on a replacement exhaust and forget about it, with scant regard for fueling adjustments. Going back to the standard exhausts, the first thing I noticed (other than the lack of noise) was how much smoother the throttle response was. Gone is the jerky transition from shut to partial throttle, making my ride to work better both in the lanes and around town. Next time I fit noisy bits, I'll be tweaking the fueling, not just to release more power, but to get the smoothest throttle response possible. Remember, bling doesn't always mean better! 3rd May, Hastings After a week on the Honda Dominator, jumping back on the Yamaha R1 was a bit of a speed shock to say the least. To get back in to the swing of 'work', a trip to Hastings for the May Day run was planned, via an overnight stop in Surrey. After a night of beer, pool and barbeque therapy it was an early start to ride to Hastings for the May Day riots/festivities. Riding with a pillion through endless 30 and 40mph limits was not the morning blast I’d hoped for and parts of me (my wrists) were wishing I’d never strayed from the comforting charms of the blue cloth and eight-ball, besides, I’m sure there were a few cold burgers left. Still, the sun was out and May Day in Hastings was just as I’d remembered it from my moped days, although with a lot more hoodies on quads now. If you've never been, it’s a sight to behold, as the whole of Hastings gets taken over by bikes. You'll find everything from ridiculously modified Suzuki Bandits to classic Triumph Scramblers wedged on every inch of pavement space the run-down seaside town has to offer. Topped up with ice cream, chips and sweeties the ride back was one of the best rides yet. With my pillion dumping me for a more comfy bike, I was free to go bananas back across Kent on all my favourite boyhood roads. I concluded that the R1, even on its (frankly pants) standard issue Dunlop D210 Sportmax tyres, is a great road bike. The engine is flexible enough to ride for miles in second gear, revving out on the straights and pulling hard from low revs in tight corners. The R1 proved its ability to cope with silly road situations too, by surviving losing the front on an acorn (I do pick some dubious roads for sports bikes) and meeting an articulated lorry halfway round a blind, narrow bend. Only the bumpiest of stupid short cuts had me standing up out of the seat, and the R1, regardless of road conditions, felt like it could be ridden hard and fast all day long, never doing anything unexpected. Marvelous. Next job is to find some adjustable handlebars and sort out the aching wrists around town. April 6th, Hertfordshire The R1 is faster than the 2011 Kawasaki ZX-10R. OK, not really. On a long straight road, the Yamaha R1 would be the smallest of specks in the ZX10’s mirrors, as there’s no arguing with a 30-odd-bhp power difference. The point I’m making with my stupid attention-grabbing headline, is that on the roads I ride to work the R1 feels faster than Kawasaki’s flagship rocketship. We’re talking bumpy B-roads, charging off roundabouts and away from a million sets of traffic lights. The key to the R1’s feeling fast-ness is low down grunt, pig-in-a-basement type stuff, metaphorically speaking. Although the ZX-10R is mind warpingly fast, at the bottom end of the rev range it’s a smooth riding pussycat – all the madness is safely tucked away in a box marked lots of revs. The R1 on the other hand, delivers a shunt of torque from the bottom of its stomach which, when unleashed, feels like it’s leaving your internal organs behind. In the dry it’s addictive, punching from corner to corner, traffic light to roundabout regardless of what gear you’re in. In the wet, it’s a bit of a handful and you find yourself nudging the little button on the right hand switchcube to change to a softer throttle response mode. With the R1, there’s no trudging to work, half asleep; like a Doberman that’s woken up to find you halfway across the garden at night with an x-box under your arm, it’d have your arm off in a flash.

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Ducati 1198S (2009) model test

It doesn't seem long since Ducati blessed the world with the beautiful 1098 and made up for ugly glitch that was the 999. Now that the whole world has been swept up in Panigale hype and excitement, it's easy to forget that the 1198S was a hell of a bike. (And recall a modified to the point of cheating version of the 1098R won the 2011 European superstock championship with Davide Guigiliano aboard). In short, this bike was (and is) far from old and tired. Here's what we said about the bike when it was launched back in 2009 – in case you are looking for or find for a Ducati bargain. It's not a Panigale, but it's not £20K either... "What, a new Ducati 1098 you say? Or at least you did a couple of years ago. Yes, already, there was the next evolution of the firm's premier sportsbike, the 2009 model 1198S. “Hang on a minute,” you might have been forgiven for thinking, “It's no different to the last one!” That is the logical first impression of the Ducati 1198S; it looks exactly the same as the 1098. The bodywork is still beautiful, but the only easily discernible difference is the subtle '1198' logo. Likewise, the brakes, suspension and brakes provide little evidence of newness. To appreciate what's new about this machine, you've really got to ride it – because the most important changes have occurred beneath its skin. Namely, it's the motor that has been under the scalpel of Ducati's engineers, and some important revisions have been made. If you had X-ray eyes, this is what you'd see: bigger pistons, new con-rods, a sturdier crank, oval throttle bodies and a new gearbox. Individually, these new components may seem insignificant, but together they have an important effect on performance. The 1198 has about 10 extra horses over its predecessor and, vitally, these are delivered in the meaty part of the rev range – right from low down, where you need them for firing out of corners. What you couldn't see, even with X-ray goggles, is a 4kg weight saving, which has been effected by shedding 1.6kg off the motor, adding lighter wheels, and shaving bulk off the bodywork. Gone are the days of V-twins being the lazy-steering, heavyweight option – the 1198 is as slimmed-down and lithe as they come. So does the riding experience live up to the exquisite looks and lightened load? Our tester JP tried it out around Portugal's dramatic astounding Portimao circuit. “With dramatic elevation changes, you're pushing the tyres, suspension and chassis constantly. Under that heavy test, the steel trellis frame is working wonders, delivering feedback even at full lean and inspiring tyre-testing corner speeds.” Surprisingly perhaps, our man was less enamoured with the Ohlins suspension, noting that it felt, “a little crude compared to some of the suspension I've ridden just lately.” JP reckons Ducati may have been better off fitting Showa's latest BPF forks, as seen on the '09 Kawasaki ZX-6R. The Ohlins shock and forks do not lack adjustability, of course, and plenty of tweaking can be done to make the 1198 more road-friendly. Even so, it will never be a perfect road bike, as it is just too focussed. One plus-point for the road is the effective fairing, which provides good wind protection, meaning the odd motorway jaunt needn't be too uncomfortable. It is tempting to wonder whether the 1198 isn't simply a bored-out 1098R – with which it shares several features, including its gearbox (although the 1198 lacks the R's titanium rods and has only one injector per cylinder compared to the R's two). Speaking of the gearbox, JP was annoyed by finding a false neutral between third and fourth on a few occasions. Another thing the 1198 inherits from the 1098R, in an updated form, is some very smart electronics. It features a sophisticated, race-developed traction-control and data-logging system with eight settings. This is no GSX-R-style mode-switch gimmick either, but a genuinely grip-boosting control centre. “Set it to anything above four,” explains JP, “and you really can treat the throttle like a switch, where the most likely outcome […] is wheely-inducing drive.” The real, effective traction-control of the 1198 is indicative of its overall bias towards the track. It's a seriously effective sportsbike, designed, no question, for spirited use by experienced riders. If you can live up to the Ducati's high standards, then you'll reap the rewards of its refined handling and extra-potent motor. Just don't deceive yourself into imagining that this stunning machine is an all-rounder in disguise; the wolf's clothing ain't just clothing! •Price in 2009: £14,950 (£11,950, standard model) •Engine: l/c, 8v, V-twin, Desmodromic cam, 1,198cc •Bore and stroke: 106x67.9mm •Compression ratio: 12.7:1 •Carburation: EFI, oval throttle bodies •Transmission: six-speed, chain •Power: 170bhp@9,750rpm (claimed) •Torque: 97lbft@8,000rpm (claimed) •Frame: tubular steel trellis •Suspension: (F) fully adjustable, 43mm Ohlins USD forks; (R) fully adjustable Ohlins monoshock (Showa on standard model) •Brakes: (F) dual 330mm discs, four-piston Brembo radial monobloc calipers, (R) 245mm disc, two-piston Brembo caliper •Wheels/tyres: seven-spoke forged aluminium (10-spoke on standard model) / Pirelli Super Corsa, 120/70 17 F, 190/55 17 R •Rake/Trail: 24.5°/97mm •Wheelbase: 1,430mm •Fuel capacity: 15.5 litres (3.4 gals) •Dry weight: 169kg (373lbs) •Contact: Ducati UK (0845 122 2996)

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Nissan Micra That Is Usually Called As the Nissan March

Nissan Micra is the new design of car that is manufactured by Nissan. As we know, Nissan has so many great designs that is very great and becomes the great seller for society in nowadays. Of course, we need to know that this micra type from Nissan has been manufactured from 1982 and developed until now on. This car is included in the super mini car category and called as the city car in so many developed countries. Nissan MicraThe Nissan micra USA is called not as a Nissan Micra but it is called as the Nissan march. This is happened because the different pronunciation and Nissan has been decided to change its name in America and some developed country. Of course, we need to know that this kind of car also gives the great looks on every country, and there is no difference between the design for the Nissan micra or Nissan march. Nissan Micra The Nissan march itself could be happened because of the Nissan micra convertible that becomes the Nissan march. Of course, we need to know that we could get so many advantages from this kind of car, because it is much needed for us who wants to get so many great designs in nowadays. This car has so many advantages and disadvantages for us. When we realized that what we want is suitable with this car specification, we could use it. But if it is not, we are better seeing the reviews of this car to see the advantages and disadvantages first. Nissan Micra Nissan Micra – The Advantages There are so many advantages that we could get by using Nissan Micra such as the great design of the car itself. As we know, as the city car, this micra type has been the top brand from Nissan. The other advantages are: The great exterior design with the perfect curves. The great interior design with the leather set and large dashboard. The cheap price as the small city car. It is easy to found in anywhere.

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Fiat Sedici: The Debut of The 2012 Model Year

Fiat Sedici – Fiat has announced the introduction of Model Year 2012 range of Sixteen, the proposal to the base price of 14,500 euros in version 4 × 2 two-wheel drive, whereas the 4 × 4 wheel drive costs 16,400 euros, considering the current promotion. The small SUV is available in Turin, the Dynamic, Emotion and Experience, while the offer is limited to units of engines 1.6 16V petrol and 120 bhp 2.0 MultiJet diesel engine with 135 hp and 128 g / km of CO2 emissions. Fiat Sedici Interior fiat sedici The distinctive features of the 2012 model year are the new gray metallic mirrors that incorporate turn indicators and have the function of electrical tilt on all versions, including versions with heating from the preparation Emotion. Other innovations are the new color Purple Rebel, the roof bars to match the bodywork and alloy wheels 16-inch polished only available for the preparation Experience. fiat sedici 2012 The Fiat Sedici interiors have been renovated since its debut sull’allestimento Emotion is the refined Elegant Grey, has been confirmed and leather upholstery for the preparation Experience. With regard to the standard equipment, the ESP system is included for all versions, while the construction Emotion Window bags also now includes radio and MP3. Instead, the setting Experience is the top of the range with the addition of the new 5-inch touchscreen navigation system, equipped with MP3 player, Bluetooth, USB and control connnessione iPhone / iPod. Fiat Sedici Is Great!

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