2011 Yamaha FZ8 Review

Yamaha’s potent yet manageable FZ8 is enough to make its paternal grandfather, the R1, blush with pride. As the latest beneficiary from Yamaha’s repli-racer genetic stock, the 779cc inline-Four is endowed with some of Yamaha’s most inspired sporting technology which should serve it well in its life as an everyday sporting Standard.

The FZ8’s DNA has roots in Yamaha’s premier sportbike, the YZF-R1. The current FZ1’s engine was derived from the pre-crossplane R1. The new offspring inherits the FZ1’s R1-inspired alloy perimeter frame, its chassis geometry, some engine components, as well as many design elements from its compact and efficient engine.

The fuel-injected, 779cc, alloy perimeter-framed four-cylinder has been on sale in Europe since last year, and it’s being touted as a compromise between the less-powerful 600cc middleweights and the bigger literbikes like Yamaha’s R1-based FZ1 and Kawasaki’s Z1000.

The FZ8 actually has much in common with the FZ1. Its engine – six-point mounted as a stressed, chassis-reinforcing member – shares the same 53.6mm stroke, but its bore size is 9mm smaller, at 68mm, instead of 77mm as found on the FZ1.

The FZ8’s 464-lb curb weight comes in at mere 23 lbs under its 487-lb liter-sized big brother. Part of the weight savings is nothing more than a slight loss of fuel capacity, as its 4.5 gallon fuel capacity is about one quart less than the FZ1’s.

Likewise, the FZ8’s twin front disc brake specs are nearly identical, at 310mm front compared to the 320mm discs for the FZ1. A single 267mm disc in back contrasts with a 245mm rear disc on the FZ1. Both are pinched by similar four-piston front, and single-piston rear calipers.

Both ride on a similar 43mm inverted fork and a link-type Monocross rear shock, sharing a 57.5-inch wheelbase. The FZ8’s suspension is adjustable only for rear preload.

The FZ8 is not merely a gelded and cheaper FZ1. It utilizes a new crankshaft and new four-valve-per cylinder head instead of the five-valve-per-cylinder head of the FZ1 – which is itself an adaptation from the first-generation R1.

The new head breathes through 26mm intake valves and 22mm exhaust valves, a 12:1 compression ratio instead of the FZ1’s 11.5:1, and cam profiles tuned toward a fatter midrange. Yamaha boasts also that the intake funnels for cylinders two and three are 25mm longer than those of the two outside cylinders to help achieve a broad torque curve. In all, the package promises to be at least quasi-unique, and certainly street worthy.

However, ABS will not be available in the U.S., as it is on this model in Europe, nor will its twin model – the Fazer 8 – which is being imported to Canada.

The FZ8’s moderately upright riding position and minimalistic bikini fairing ought to coordinate well with a sportbike-inspired 51% front and 49% rear weight bias. Its wheel sizes mimics what’s normally found on a 600cc supersport, with a 120/70-ZR17 radial up front and 180/55-ZR17 rear.

With a purported 105 hp and 61 ft-lb, the FZ8 is poised to fill the shoes of what used to be industry standard in the 750cc class.

With the power, running gear and chassis of a true sportbike combined with a comfortable riding position, the FZ8 ought to make a very sensible but powerful bike for riders who realize a 140-155 hp ballistic literbike may not always be necessary.

2012 Suzuki V-Strom 650 ABS Preview

Suzuki has officially revealed its updated 2012 V-Strom 650 ABS. Initial reaction on the blogosphere to last week’s leak was rather tepid. After several teasers hinting at a “new middle-class motorcycle”, many expected Suzuki to introduce a dramatically changed new V-Strom, perhaps somewhere in the 800cc segment to compete against the new Triumph Tiger 800 and the BMW F800GS.

Proclaiming it “time for real adventures”, Suzuki’s teaser campaign hinted at something more off-road oriented than the previous Wee-Strom. The reality turned out to something still better suited to pavement than dirt.

When the first images and specs emerged, the perception was the 2012 Suzuki V-Strom 650 was, as the cliché goes, more evolutionary than revolutionary. But perhaps that isn’t such a bad thing. The previous V-Strom 650 was a very capable machine, powered by the well-received engine inherited from the Suzuki SV650 and SFV650 Gladius.

The fuel-injected engine on the 2012 Suzuki V-Strom has the same bore and stroke as the previous version (81.0mm x 62.6mm), but it has been updated with new pistons, piston rings and cylinders. According to Suzuki, the updated engine offers higher torque at low-to-mid revs, thanks to a modified cam profile, as well as more horsepower at the high end.

Suzuki also claims a 10% improvement in fuel economy, allowing for a slimmer, lighter fuel tank with a capacity of 5.3 gallons from 5.8 gallons. Claiming a curb weight of 472 pounds, the 2012 V-Strom ABS is about 13 pounds lighter than the 2011 version.

The new V-Strom uses the same aluminum twin-spar frame and swingarm as the previous model. The front suspension uses 43mm telescopic forks with five spring preload adjustments and 150mm of stroke. The rear suspension also offers adjustable spring preload, with fine adjustments made with a knob located under the frame cover on the right side.

Like the 2011 model, the V-Strom 650 will only be available with ABS. According to Suzuki, the ABS components are lighter and more compact on the 2012 model, weighing 1.5 pounds, less than half the previous ABS system’s 3.3 pounds.

The seat on the 2012 V-Strom 650 is new, with an embossed logo and red stitching. At 32.9 inches, the standard seat sits 0.6 inches higher than on the previous version, which, according to Suzuki, reduces rider fatigue for long-distance riding. For riders with longer or shorter legs, Suzuki is offering a couple of optional seats that are change the seat height to either 33.7 inches or 32.1 inches.

Design-wise, the new Wee-Strom is slimmer than the previous version. The narrower tank helps make it easier to put your feet down despite the higher seat, while the previous version’s side plastics have been replaced by black resin air outlets, a change intended to improve cooling and provide better wind protection. The windscreen offers three adjustable settings, with the upper edge in the default setting 30mm set back from the 2011 model’s windscreen.

Behind the seat, Suzuki replaced the aluminum rear carrier and passenger grab handles with a lighter black resin components that are lighter and less affected by ambient temperature.

Another update is the new instrument panel with an analog tachometer and brightness-adjustable LCD display. The LCD screen displays a gear indicator, fuel gauge, ambient temperature and odometer/trip meter/fuel consumption. The tachometer also features a coolant and oil temperature warning and a road freeze warning that lights up when the road temperature approaches freezing.

The 2012 V-Strom 650 will be produced in three colors, though only two will be offered in the U.S. American consumers can choose between Metallic Fox Orange and Glass Sparkle Black while other markets will be offered the Pearl Mirage White.

The 2012 Suzuki V-Strom 650 ABS will arrive in American dealerships in November, though pricing remains to be determined. Suzuki will also offer a number of accessories, though the North American offerings have yet to be finalized.

2012 Honda Gold Wing Review

The Honda Gold Wing is a veritable icon among touring motorcycles, offering an unrivaled blend of two-up luxury conveyance and a level of sporting prowess unheard of from a 900-pound bike. It’s a combo of capabilities that hasn’t been matched by any other touring bike. More than 640,000 GLs have been sold since its introduction way back in 1975, becoming an American-made motorcycle in 1980 with the GL1100 model that was built in Marysville, Ohio.

The latest generation debuted in 2001, boasting an aluminum-framed chassis and stout and smooth 1832cc six-cylinder engine that made it king of the long roads. Now, a year after moving production from Ohio, to Kumamoto, Japan, Honda has delivered a revitalized Gold Wing for the 2012 model year.

While not an all-new machine, it has several notable comfort and convenience upgrades, including additional luggage capacity, an improved audio system with surround sound, and a faster, more fully featured GPS system. Visually, the ’12 Wing distinguishes itself by restyled (and two-tone) side fairing panels and swoopier saddlebags.

2011 Honda CBR125R Review

Since the day from the introduction to the Canadian market last 2007, Honda’s CBR125R has proven popular, both as a first ride among novice riders and as a second runabout machine among those with more experience. It was a machine that was long overdue, as market trends showed that aging baby boomers – a sector of society that had been heavily solicited by the motorcycle industry – began an exodus from the sport in recent years in pursuit of other, perhaps less exciting interests.

The industry needed newer, younger blood, and the inexpensive, approachable CBR125R succeeded in drawing the attention of people who would not otherwise have considered a motorcycle. It even introduced a new generation of young racers through the CBR125R Challenge, a spec road racing series open to riders aged 13 and up.

Aside from the different color variations between model years, the bike has done relatively good in the showroom without any changes. But with CBR125R sales flattening, it was time to rejuvenate the tiny sport bike, so for 2011 it got an important facelift.

The most obvious change is in the bodywork, which now closely resembles the new CBR250R (itself taking styling cues from the VFR1200F). Although its bodywork looks identical to the 250’s, it is in fact unique to the 125. This is mostly because beneath the plastic is a steel, pentagonal-section twin-spar frame, as opposed to the tubular-steel twin-spar frame on the 250.

Also new is a one-piece exhaust with an angular, CBR1000RR-replica muffler, which incorporates a catalytic converter. Like on the CBR250R, the 125’s muffler features a protective cover that’s much cheaper to replace in a tip-over than the entire system.

Although the frame is unchanged, a number of other significant tweaks were made to the chassis. These include a lengthened swingarm that stretches wheelbase from 50.9 to 51.7 inches, and a move to wider 17-inch wheels, up from 1.85 and 2.15 inches front and rear to 2.5 and 3.5 inches, respectively. The wider wheels mount wider tires, going from an 80/90-17 and 100/80-17 front and rear to 100/80-17 and 130/70-17 rubber. Suspension travel has also increased from 4.3 and 4.7 inches front and rear to 4.7 and 5 inches, respectively.

The above-mentioned changes have transformed the littlest CBR from a toy-like novelty to a real-bike-like riding tool. The longer wheelbase allows for more roomy ergonomics, and the wider tires have eliminated the previous bike’s tendency to fall into turns, while increasing stability and grip.

The good news for our northern neighbors is that despite all the changes, the 2011 Honda CBR125R lists for $3,499 (CDN), $100 less than the previous model. The bad news is that it will probably compete with Honda’s own CBR250R, which lists for $4,499 without ABS and is a much more versatile motorcycle.

2012 KTM 350 XCF-W Review

Riders and the media were excited about the prospect of a lighter and easier to handle open-class machine when KTM’s 350cc project was publicized. When the bike was first revealed, the motocross media said it was only slightly lighter than the 450 and had much less torque, running more like a fast 250F. Still, the machine has won motocross races all over the world, plus KTM had considerable success at off-road races with riders aboard converted 350SX motocross bikes.

2012 KTM has done the off-road conversion, with a wider-ratio transmission and engine modifications that make the aggressive powerband more appropriate for off-road racing. The new frame uses the non-linkage WP PDS shock, which KTM swears works better off-road. A host of improvements to the clutch, engine cases, fork, tripleclamps, rear suspension shock position and ergonomics highlight the major changes. KTM also improved the electric-start system and added a more powerful 190-watt electrical system to power FIM enduro-legal lighting. The new exhaust is spark arrested and quiet, and the tamper-proof EFI settings ensure EPA and California 'Green Sticker' compliance.

The hydraulic clutch uses a new diaphragm-type single spring, which is adjustable for preload. The light pull and progressive feel are excellent. Despite EPA-compliance, the 350 has sharp, instant throttle response and a satisfying yet quiet exhaust note. The electric starter fires the bike up pretty quickly, but to be honest, the bike starts faster when you use the kicker.

One thing is for sure, nothing about the KTM feels cheaply made, and everything is designed to be functional.