The Suzuki FXR150 “Cybermatic Sports Cruiser” is powered by a 4-stroke 147cc engine, 4 valve, DOHC. Produced in Malaysia by Lion Suzuki Motor Sdn Bhd with 75% local content, it is sold for RM9000. It replaced the slightly larger in size 2-stroke Suzuki RG150/RGV150. It features a full digital dash which displayed fuel, RPM, speed and gear. Top speed is around 140 - 150 km/h. The frame is made of box cut steel and had a banana-shaped rear swingarm. It has a single mono shock on the rear with a single disk brake. The front suspension is a traditional telescopic fork also with a single disk brake. The wheels are 5-spoke Enkei mag type wheels. The engine has a six-speed close-ratio gearbox with both kick-start and electric start systems. The engine features a small oil cooler to aid cooling (the Suzuki advanced cooling system). It also features the TWIRL system at the combustion chamber. Rumors said that a new reworked model will come out this year in India.
The Honda CBX1000 was introduced in 1978 to technical fanfare. It was the first motorcycle Honda had produced with a six cylinder engine. The engine produced 105 bhp (78 kW) from its in-line six, twin cam, 24 valve engine configuration and also had a stacked engine accessory arrangement. This involved a jackshaft that provided the drive to the alternator and ignition equipment positioned behind the cylinder block. This arrangement produced an acceptable engine width and removed critical equipment from positions that would incur expensive damage in the event of contact with the ground.
Performance
The CBX was not the first production motorcycle to be powered by a six-cylinder engine (the Benelli 750 Sei had that honour), but it was the latest and the most advanced entry into the hotly contested superbike battle being fought by the Japanese manufacturers. Its blistering 11.36 second quarter mile time was considerably quicker than other superbikes of the day.
Like many of our moto brothers, we often succumb to the power of bling. Bigger often seems better, so much so that we sometimes forget some of the appealing motorcycles that support a manufacturer’s flagships.
Case in point: the Victory Vegas 8-Ball. Cynics might say it’s simply a de-contented Vegas and therefore not worthy of consideration. However, this elitist attitude would overlook what is a very competent and stylish cruiser priced about $2,000 cheaper than a comparable Harley-Davidson Softail.
The Vegas 8-Ball first appeared in 2005, but it’s since had plenty of updates. Key among them is the addition of the powerful 100 cubic-inch engine which now produces a claimed 85 hp and 106 ft-lbs of torque. This mill got a host of enhancements in ’08, including larger 45mm throttle bodies as part of a new, sequential, closed-loop fuel-injection system.
A reduction in the compression ratio to 8.7:1 allowed more aggressive ignition timing, bumping up power marginally. A redesigned oiling system allowed the use of a smaller oil cooler that is less obtrusive. An annoying ticking sound from early Freedom motors was alleviated by slower valve closing speeds and longer closing ramps, and extraneous noise is further damped by additional sound-deadening ribbing on the engine’s primary cover.
Raising motorcycle benchmarks with each model year, this coming annum they’ll introduce a wider spectrum to their lineup with the addition of three new models for a total of seven models in their catalog - six of which are available today. The seventh is slated to roll onto the showroom floor January 2009.
From pro-street to classic choppers to touring, Big Dog Motorcycles will soon have an award-winning motorcycle for you – if they don’t already. Their high-style high-performance motorcycle niche comes from within their 150,000 square foot factory in Wichita Kansas. BDM is proud of their engineering and craftsmanship, from the least expensive model to the top-of-the-line Wolf model. BDM also plans to soon grow out of its 100 national dealers and into the Canadian market with sights on the world market later in 2009. A slow but steady growth process, thanks in part to BDM Founder Sheldon Coleman’s leadership, is responsible for growing the brand worldwide.
After giving you a preview of what to expect of the updated 2009 Triumph Daytona 675 back in July, we finally had the chance to get some seat time, so I can share my initial impressions. I have had two great days in the saddle of the ’09 Daytona on Circuito de Cartagena. The early part of the first day was rained out, but once I finally got on the bike it felt like I had been riding it all day. It is just that easy to go fast on the Daytona 675.
The 675 is still as narrow and nimble as it always was, but the ’09 gets the first update since the launch back in 2006. The front end has been redesigned slightly to match the original rendition of the designers – giving an even sharper look than before.
In addition to shedding weight, the 675 allegdly gets an increase in horsepower from 125 to 128 bhp as well as a small increase in torque. This three horsepower gain boosts performance in the 675’s already class leading midrange as well as the top end as the redline has been raised from 13,500 to 13,900rpm.
Moto Guzzi launched the Quattro Valvole engine in late 2006. By doing so Guzzi joined the exclusive club populated by BMW, H-D and Buell in having air-cooled 2-cylinder engines producing more than 110 horsepower. These are exactly the companies Moto Guzzi likes to identify itself with and with a history to match. The Griso 8V is Italy’s most stylish Harley killer.
The name Griso comes from Italian literature where Griso was a violent mafia type “tough guy” in The Betrothed by Alessandro Manzoni. We’re talking muscles here and Moto Guzzi’s Griso 8V certainly has plenty of muscles. To do a quick comparison with the top dogs the BMW HP2 Sport is the absolute and unquestionable super dream bike in this segment but it’s highly specialized and expensive. Then you have the lightweight and powerful air-cooled Buells, Bimota DB5 and then the Harley-Davidson XR1200 at the bottom end when all the performance is counted (horsepower, weight, etc). If you are confused, I’ll make it clear now that we are talking about 2-cylinder air-cooled machines only.
Moto Guzzi, also known as Guzzi, is an Italian motorcycle manufacturer that has endured from the industry’s infancy to its place today as the oldest European manufacturer in continuous motorcycle production. Guzzi is now one of seven brands owned by Piaggio & Co. SpA, Europe’s largest motorcycle manufacturer and the world’s fourth largest motorcycle manufacturer by unit sales.
Established in 1921 in Mandello del Lario, Italy, Moto Guzzi has led Italy’s motorcycling manufacture, enjoyed prominence in worldwide motorcycle racing, and led the industry in ground-breaking innovation – for the greater part of its history.
Today Moto Guzzi impresses its heritage on a range of motorcycles in touring, cruising, racing and naked configurations – each with the company’s iconic, air-cooled 90° V-twin engines.
Suzuki Motor Corporation (Suzuki Kabushiki-gaisha) is a multinational corporation headquartered in Hamamatsu, Japan that specializes in manufacturing compact automobiles, a full range of motorcycles, All-Terrain Vehicles (ATVs), outboard marine engines, wheelchairs and a variety of other small internal combustion engines. Suzuki is the 12th largest automobile manufacturer in the world by production volume, employs over 45,000 people, has 35 main production facilities in 23 countries and 133 distributors in 192 countries.
“Suzuki” is pronounced in Japanese as “soo-zoo-kee” /suzuki/, with emphasis on a high “kee”. It is almost always pronounced in English as “suh-ZOO-kee” /səˈzuːki/, with a stressed “zoo”. This pronunciation is used by the English-speaking public and by the Suzuki company in marketing campaigns directed towards this demographic.
The 645cc liquid-cooled, carbureted 90-degree V-Twin devoid of bodywork took almost no time to reach cult status with its sporty handling and user-friendly low-end and mid-range grunt. Its un-faired design caused the eye to immediately focus on the unique mill hanging from the aluminum, oval-tube trellis-style frame. Not many bike makers in those days embraced the naked streetfighter style for the American market.
Nevertheless, the SV’s ease-of-use made it a hit with Average Joe Rider for commuting and weekend play, while its overall performance caused a groundswell in club racing across the country, all for the 1999 MSRP of $5,699. The bike really was all that and a bag of chips.
The first major update to the SV – and the partially-faired SV650S model introduced in 2000 – arrived in ’03 and included fuel-injection, a new beefy square-tube truss frame and marginal increases in power and torque. In 2007 ABS became on option on either model, and in 2008 the S model went full-fairing as the SV650SF. For 2009 Suzuki perceived performance characteristics between the SV and SF models to be too close, so an all-new model emerged to adapt to changing market demands. We know everyone loved the good ol’ SV, but Suzuki has come up with a solution to fill the gap left by the standard SV’s departure: the 2009 Gladius.
With a street-tuned suspension and re-engineered drive train, the SF is designed with “an air of purposeful aggression” and includes a blackened frame and sleek black/grey bodywork. The new setup is perfect for me because I was already flogging the S-model around the City of Angels when I couldn’t get myself out to the trails. As an urban commuter mount, requiring barely more space to park than a downhill mountain bike, the SF is rip-roaring fun.
For the most part, the new SF model is a city-slickened and supermoto-styled KLX250S with the same four-stroke liquid-cooled 249cc DOHC four-valve Single. On the Area P dyno, the SF was able to crank out 2.5 horsepower more, up to 20.5 ponies at 8,800 rpm - possibly due to a better transmission of power from the street tires than the S’s knobbies. Torque is up marginally to 13.7 ft-lbs at 7,400 rpm. The SF model employs a taller 39-tooth rear sprocket and street rubber to deliver more confident higher-speed street riding. Redlining at 10,500 rpm with a sweet spot between the 7,000 to 9,000 rpm rev range, the SF sure is a screamer.
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