Top 10 Hottest Bikes of 2011

Now that Germany’s Intermot show and Italy’s EICMA exhibition are over, we’ve got a clear idea of the motorcycles that will be introduced over the next 12 months. Although the number of new models isn’t as large as we’re accustomed to seeing at this time of the year, the sheer diversity of new bikes is inspiring. This crop of 2011 and 2012 offerings shows an almost unparalleled variety and further category fracturing and blending. We’re on tap to receive three cool entry-level, small-displacement sportbikes, an Italian power cruiser, a bleeding-edge Japanese literbike and the first inline 6-cylinder motorcycle engine we’ve seen in decades, among many other noteworthy machines.
For this article, we’ve whittled down a list of our 10 most anticipated bikes we’ll see in 2011. In alphabetical order…


Aprilia Tuono V4R

We love Aprilia's V-Four engine, so we're pleased to see it used in the new Tuono V4R.

Aprilia is on the gas for 2011, giving us several strong possibilities for selection to our list, including the sporty tiddler RS4 125. Parent company Piaggio, like Euro rivals Ducati, Triumph and BMW, continues an unabated stream of new product while Japanese brands are being much more cautious.

BMW K1600GT and GTL

Italian sex appeal.

In our selection process for this list, we had some votes for two new versions of the ultra-desirable RSV4 sportbike. If you have to wonder why this is exciting then you may not have paid attention to a) Motorcycle.com and/or b) World Superbike racing this year. Veteran road racer Max Biaggi scored 10 race wins on the way to the 2010 World Superbike Championship and the Manufacturer's title at the helm of an RSV4. And earlier this year we picked the RSV4 

Factory as the winner of the first part of our 2010 Superbike Shootout.

Now comes the APRC SE version to sweeten the RSV4 Factory pot with the addition of traction control, wheelie control, launch control and a quick shifter, which you can find out more from our Euro correspondent’s First Ride review. Aprilia went and made one of our favorite literbikes of all time even better! It will retail for $22,499 when it arrives on our shores mid-2011. And if you really have extra coin burning a hole in your pocket and you must ride like Max, Aprilia offers a WSBK-spec, 200 hp race-ready Biaggi Replica for the paltry sum of $64,000.

Yet it’s the new Tuono V4R that really gets out blood pumping. The previous version with its liter-sized V-Twin is one of our all-time favorite nakeds, with a composed chassis, edgy Italian styling, and all-day-comfy ergos. Aprilia has now graced the Tuono with a retuned version of the compact but potent V-4 powering the RSV4, rated at an exciting 162 crankshaft horsepower. The V4R Tuono will also be available with the APRC (Aprilia Performance Ride Control) package that uses gyros and accelerometers to control traction, wheelies and launches.

“Although it’s just a paper lion at the moment,” Pete comments, “the all-new Tuono V4R has me salivating like no other new bike announced for the coming season.” Unfortunately, the V4R isn’t scheduled to hit North America until early 2012 at a price still to be determined. 

Aprilia Dorsoduro 1200

Aprilia's V-Twin heritage continues with the 1200cc Dorsoduro. We expect a 1200cc Shiver to emerge in 2011.

As noted above, the old Tuono was our favorite offering from the Noale, Italy-based Aprilia, but the new V4R will lose the previous model’s 1000cc V-Twin character. However, twin-cylinder fans needn’t fret, as the 1197cc Dorsoduro steps in to fill that void.

The Dorsoduro's new V-Twin packs the grunt we wished the 750 had.

The 750cc Shiver and Dorsoduro are very appealing in their own right, yet performance from their three-quarter-liter V-Twins have been a little underwhelming. But after years of rumors about larger-displacement version of the same engine, Aprilia has finally delivered with the Dorsoduro 1200.

The Max Dorso has already been introduced in Europe, and our correspondent Tor Sagen brought back a glowing review you can read here.  Although no lightweight (at a stated 457 lbs dry), the Dorso 12 comes to the party with a claimed 130 crankshaft horses to give it midrange grunt the 750 can’t approach. The big Dorso’s appeal is also expanded with high-end features like traction control and optional ABS.

“The Dorsoduro 1200 is all I ever wanted from the 750 that wasn’t there,” said Sagen after his ride. “The 1200 engine has got all that full richness I always look for in V-Twins. That sorted, the bike is now 100% pure fun.”

Just as intriguing, this new 1200cc V-Twin will surely find its way into other Aprilia models. We anticipate a Shiver 1200 to be unveiled during 2011, and it’s possible the new powerplant may find its way into a pseudo adventure-tourer like Ducati’s weird but successful Multistrada.

The only downside is that we’ll have to wait until mid-2011 until the Dorsoduro 1200 arrives in North America. MSRP is set at $11,999. 

A new 6-cylinder engine is at the core of BMW's new K1600 series.

BMW thrilled us with news of the first inline 6-cylinder motorcycle engine in almost 30 years, this one the centerpiece of a pair of high-end touring bikes. BMW says the undersquare 1649cc mill will produce a prodigious 129 ft-lb of torque at its peak, culminating in a 160-horse shove down the highway of your choice.

The K1600GTL packs big power and loads of comfort and convenience niceties.

Ducati Diavel
The sporty-ish K16GT will replace the 4-cylinder K1300GT, and the K1600GTL becomes the luxury-touring wagen of the reputable German brand. Both are available with a gamut of technology and luxury options, including electronically adjustable suspension, traction control, heated seats and grips, and multi-mode engine mapping, among a host of other options that should deliver a truly regal ride. And the engine sounds delicious, as we heard when we saw the K16 revealed at Jay Leno’s garage last month.

“A six-cylinder motorcycle engine is a rare thing, no matter the era,” Pete notes. “But one from BMW promises high levels of refined technology and presumably lots of smooth power. Wrap that mill in a techy BMW chassis and all kinds of pushbutton electronic gadgetry, and the K16GT screams über-tourer.”
Yet to be announced are the prices in America, but read here for Canadian pricing that starts at $24,100 for the GT. We’ll have to wait till April to sample the newest Six on the block.

Ducati intends to reach a new audience with the Diavel. Factory-rated at 162 horsepower, you're sure to be at the front of the pack heading to the next roadhouse.

Last year Ducati smacked us with an adventure-touring surprise in the form of the oddball Multistrada, which we’ve since tested and loved several times. For 2011, Ducati further expands its customer base with the Diavel, a weird new roadster built within the power-cruiser idiom.

Pirelli developed a new rear tire in conjunction with the Diavel, purported to offer sportier handling than any other 240mm tire.

Despite the cruiser analogies, those at Ducati who have ridden the Diavel say it doesn’t really share any cruiser qualities. They promise a level of handling far beyond anything with a cruiser label, including a respectable 41-degree lean angle. And with a retuned version of the strong 1200cc V-Twin from the Multistrada, expectations are for a unique and stimulating ride.

“Let's see,” Pete muses. “A motorcycle with a claimed 162 hp and 94 ft-lbs joined by ABS, traction control, rider-selectable engine mapping, a slipper clutch and a monstrous 240mm rear tire from Pirelli. I like most cruisers, but I think I'll like Ducati's interpretation of a cruiser even more.”

Diavel prices start at $16,995 when they hit dealers around March, 2011.

Honda CB1000R  

With the CB1000R, Honda once again will offer a naked sportbike to American consumers.

We love naked bikes around here. Their combination of sporty handling and power combined with day-to-day livable ergonomics ticks most of our boxes of what we look for from a motorcycle. The aforementioned Tuono is a good example, as is Kawasaki’s recent Z1000.

With that in mind, we’re sure to enjoy Honda’s CB1000R, even if it’s been available since 2008 across the Atlantic badged as the Hornet. Its edgy and futuristic appearance looks advanced without being too outlandish. Its engine is derived from the previous CBR1000RR, detuned with smaller throttle bodies and lower compression to yield a claimed 123 crankshaft horsepower at 10,000 rpm, nearly matching the output of Kawasaki’s Z1000 and Ninja 1000 siblings.

The CB1000R comes to North America after enjoying sales success in Europe.

Despite the 1000R’s retuned motor, it is no slow poke. Our Canadian correspondent says it was still pulling 

at an indicated 150 mph when he sampled it on a racetrack earlier this year. The CB’s chassis behavior was also judged to be good, as it uses an aluminum frame, a fully adjustable 43mm inverted fork, and a shock adjustable for rebound damping and spring preload.

“Turn-in is quick enough to give the impression we were riding a middleweight roadster,” reported our Canuck tester.

The CB1000R will arrive in American dealers this spring at a $10,999 MSRP. CBs destined for the U.S. will have standard radial-mount brakes, while Canadian versions will ship only with Honda’s Combined ABS, retailing for CDN$13,999 up north.

“The bike ought to be a tremendously versatile, fun machine able to do anything from sport touring to track days,” Jeff predicts. “It ought to be a great model, and give a fight back to Kawasaki.”

Honda CBR250R

We're glad to see Honda finally offering a sporty entry-level machine to the American market.

Honda is well known for its refined products and superlative R&D efforts, but American Honda has neglected the entry-level segment in recent years. This changes for 2011, as a quarter-liter CBR sportbike will arrive in North America this spring.

Building the CBR250R in Thailand helps keep its price down to just $3999.

It’s powered by a fuel-injected 249.4cc single-cylinder engine with double overhead cams actuating four valves. A gear-driven counterbalancer should keep it smooth up to its 10,500-rpm redline. Peak power of 26 horses is said to come in at just 8500 rpm, with 17 ft-lb of torque arriving at 7000 rpm. This indicates a relatively broad and torquey powerband. For comparison, Kawasaki’s Ninja 250, which has had this class virtually to itself, makes its torque and horsepower peaks at 9500 and 10,250 revs, respectively.  

“I'm quite interested in Honda's attempt to snatch away market share from Kawasaki's venerable Ninja 250R,” Pete observes. “The CBR250R is powered by a Single, and so should produce a neat Thumper-style exhaust note and should also make good, grunty low-end power, all while looking like a larger, more upscale Honda sportbike.”

The new CBR is clearly targeted at the Ninjette – Honda has set its MSRP at an identical $3999. Honda one-ups the Kawi by offering ABS, a $500 option, and standard fuel injection.

We’ve already had the chance to spin some early miles on the littlest CBR, and we found there’s lots to like.

“Is the CBR250R a Ninja 250R killer?” Jeff asked in our CBR250R review. “No. Is it solid competition? You bet. At this juncture, we can tell you it may not win a drag race with some other 250s, but it is a winner in its own right. I wish I had a bike this cool when I was starting out.”

Kawasaki ZX-10R

Kawasaki's new ZX-10R continues to grab headlines.

Kawasaki has upped the ante in the literbike wars with the most technically advanced sportbike it’s ever created. Its traction-control system is not only highly sophisticated, it is also standard equipment and is the first high-performance TC to be fitted to a Japanese sportbike.

A few weeks ago, lucky canine Pete came away from riding the new Ninja at Road Atlanta gushing about the transparent nature of the Sport-KTRC TC. “The system’s activation is notably seamless and not nearly as assertive as Ducati’s DTC,” he wrote in his First Ride review. He also praised its improved chassis and rippin’ 170-horse powerplant.  And the MO staff agrees that this is one of the most attractive Ninjas ever.

The ZX-10R elicited no negative comments at its press launch at Road Atlanta.

One caveat: Kawasaki recently placed a “technical hold” on ZX-10Rs, withdrawing shipped models from the market until it solves a still-undisclosed problem, rumored to be within the engine but not something that could cause catastrophic failure. Kawasaki is playing conservative with this issue, but you can bet they’ll have it sorted promptly.

Anyway, you can’t buy a cheaper TC-equipped sportbike than the ZX, ringing in at $13,799. A racetrack-developed ABS system adds $1000 to the price.

Although we still need to sample the 10R on the street and in the company of its rivals to judge its ultimate potency, we’re already believers in the potential of this exciting new literbike. Pete ended up his review warning the other Japanese brands: “Honda, Suzuki and Yamaha had better step up their game ASAP or risk a shrinking profile in the literbike wars.”

MV Agusta F3

MV Agusta's F3 is endowed with a new 675cc three-cylinder motor. As with all MVs, it's gorgeous.

When it comes to understanding motorcycles, Italians perhaps do it better than any other nation. So when attendees at last month’s EICMA show in Milan were polled to find the “Most Beautiful Bike,” MV Agusta’s F3 was the easy winner, pulling in an extra 18 percentage points over the runner-up Ducati Diavel.

We're expecting big things from MV's new middleweight.

It only takes a short glance at the F3 to realize it’s something special. Its chiseled styling makes for an immediately positive first impression, which is then underlined by a sexy single-sided swingarm and one of the coolest exhaust systems ever, a triple-pipe shorty outlet that is a symphony of design.

Symphonic, too, should be the sound of the 675cc three-cylinder engine at full song. We’re huge fans of Triumph’s 675 Triple, both its sound and character, so we’ve got some high expectations for MV’s version.

“I think the Triumph is such an excellent performer, and so a bike of the same displacement and intent from legendary maker MV Agusta could have as much or more potential as the Triumph,” Pete comments. “Bonus to the forthcoming F3 is MV’s promise of traction control for the sleek-looking Italian Triple.”

“It will be an awesome middleweight scalpel, I bet you,” Jeff predicts.

Suzuki GSX-R600 and GSX-R750

After taking a virtual hiatus in 2010, Suzuki strikes back for 2011 with the new GSX-R600 and GSX-R750.

After taking a year off in 2010, American Suzuki comes out swinging with a ground-up redesign of its GSX-R600 and GSX-R750 fraternal twins. The Gixxer 600 has long been Suzuki’s best-selling streetbike, so the engineers in Hamamatsu made countless top-to-bottom improvements to the 2011 model to compete with some excellent class rivals. 

Only $400 separates the GSX-R750 from its 599cc brother, making the Gixxer 750 an instant contender for best bang for the buck among sportbikes.

A significant 20 lbs were lost in the transition to the ’11 model, trimming weight from its aluminum frame, wheels, bodywork, engine and exhaust. The addition of Showa’s highly regarded Big Piston Fork should aid handling, and the GSX-R brothers now feature Brembo monoblock brake calipers.

The Gixxer Six seems to have taken a big leap forward, but what excites us most is the 750cc version. The GSX-R750 is virtually identical to the 600, but it’s packing 20% more power while carrying just 6 lbs extra. The best part is its $11,999 MSRP, just $400 more than the GSX-R600.

“BAM!” Pete exclaims. “How many times more than that puny price gap do you think 600cc owners spend on full exhaust systems, Power Commanders, engine work, etc., to eek out an extra, what, 5-10 hp, maybe? Here Suzuki gives you perhaps as much as 20 hp more in the form of the 750.

“Were I a consumer in the market for a new sportbike in 2011, and wasn’t necessarily interested in racing the currently popular classes of 600s and literbikes, call me a fool if I didn’t buy the GSX-R750 for a few clams more. Puh!”

Triumph Tiger 800 and Tiger 800 XC

Triumph added stroke dimensions to its 675cc three-cylinder to create the Tiger's new 799cc Triple.

The Tiger is reborn! And this time with a nearly identical twin.

It's great to see Triumph update its long-running Tiger, a bike that for years had inclinations of riding rugged roads, but wasn't really ready to take on BMW in the adventure-touring segment. Not only is the Tiger 800 all new, Triumph offers it in a ready-for-the-wild XC version that includes wire-spoke wheels, knobby tires, extra suspension travel, and switchable ABS, to name a few things.

The Tiger 800 has received solid reports from those who have ridden it.

But perhaps the best part is that the Tiger is powered by a mid-size (799cc) inline-Triple that spits out a purported 94 ponies. The Tiger's three-cylinder is of smaller displacement than Triples used in many of Triumph's other models but should still offer the smooth, linear performance that its bigger-engined brothers are known for. And it'll no doubt have a similarly raspy exhaust note, too.

The Tigers are expected to arrive in the U.S. in March 2011. The Tiger 800 will retail at $9,999 ($10,799 with optional ABS). The 800XC has an MSRP of $10,999 ($11,799 with optional ABS).

The bourgeoning A-T segment has thus far been dominated by 1200cc engines, but these are often too big and heavy for serious off-road work, which is why we’ve given BMW’s F800GS our Best On/Off-Road award for two years running.

“Looks like the F800GS has a Tiger on its tail,” Pete pointedly quips.

Five bonus Hot Bikes, just missing the Top 10

Aprilia RS4 125: Riding a small bike was never as sporty as this. Aprilia adapted a 2-stroke GP bike’s chassis and fitted a fuel-injected 125cc 4-stroke motor wrapped in RSV4-style bodywork. It won’t arrive in the U.S. until the fourth quarter of 2011 as a 2012 model.

Honda Crossrunner: This Multistrada-esque crossover uses adventure-bike styling encasing a 782cc V-Four derived from the old Interceptor. It might be worth talking more about if it was coming to America, but it’s not.

Horex VR6 Roadster: This naked is powered by a 1218cc narrow-angle (15-degrees) V-6 engine boosted by a supercharger. Do we have to explain why this is interesting? If so, perhaps you need to hear this video clip.

KTM 125 Duke: Like the little Aprilia above, the lil’ Duke is powered by a fuel-injected four-stroke single-cylinder engine. Americans might not get a chance to see if the eighth-liter Duke would sell to entry-level sportbikers, as it’s doubtful it will be imported over here.

Yamaha Super Tenere: The Super Ten proved to be a worthy BMW GS fighter when we tested it last month in Arizona. This will be a tight competition when we bring them together for an adventure-touring shootout.

Source : motorcycle.com

Read more »

BMW S1000RR

BMW's motorcycle division hasn't enjoyed the worldwide performance reputation of its automotive sector, but that all changes with the incredible S1000RR, introduced to journalists last week at the equally impressive Portimao race circuit.
BMW Motorrad hits the literbike market hard with its race replica, as the S1000 employs class-leading power, a stout chassis beyond reproach, and a techie electronics package second to none. This bike is the real deal.

We've been teased with details of the bike for well over a year. Our first glimpse came in April of 2008 when I wrote the S1000RR Preview, and then we brought new insight last December in our Closer Look article. Then we finally got to see the bike in the flesh at its U.S. introduction where Pete elaborated on the RR's features and specs.

After all of that, we were already quite up to speed on what the bike consists of. Now all we needed to know is how it performs.

Morning at Portimao

Rolling into the Autodromo Internacional do Algarve in Portimao, Portugal, its extreme elevation changes promise an entertaining day, even if we weren't to ride one of the most anticipated sportbikes to come along in years. .

 

The base S1000RR retails in America for $13,800, but the bikes we'd be riding were equipped with BMW's optional electronic rider aids. As with 98% of S1000RR pre-orders, our bikes had the $1,480 traction control and Race ABS option, plus the $450 Gearshift Assistant that allows full-throttle upshifts without backing off the throttle or using the clutch. The only thing missing from a fully optioned RR is the white, red and blue BMW Motorsport color, a $750 option that has been selected in about 50% of pre-orders thus far. The test bikes were flavored in a unique Acid Green Metallic, but other color choices include a classy Mineral Silver Metallic or a sinister Thunder Grey (black) Metallic

Advanced technology features heavily on the S1000RR. Base models include electronics that influence power and throttle response over four possible modes: Rain, Sport, Race and Slick. It's simple to select while stationary, but they can be changed even while riding. A press of the nicely damped right-side switchgear selects the desired mode, then you have 60 seconds in which to close the throttle and pull in the clutch which triggers the new mode you've chosen.

The Dynamic Traction Control/ABS option (either of which can be disabled if desired) adds to the four riding modes a few other rider aids, including varying ABS settings and a form of wheelie control. Wheel-speed sensors supply info for the ABS and traction control, and a gyro mounted under the seat provides additional data to the bike's ECU to influence throttle response and to provide a measure of wheelie control. 

Instrumentation is robust. An analog tach features prominently, with LCD displays for speed, an easily read gear indicator, and an adjustable (for both brightness and frequency) shift light. Lap times can be logged by engaging the high-beam flash trigger or by a trackside beacon and can display last lap time, best lap, number of laps, accelerator position in percentage per lap, time per lap the brakes were applied, minimum and maximum speeds and the number of gearshifts. Whew! 

Session One – Rain Mode

As we were learning a new bike and a new track, we were advised to begin with the ECU set to the Rain mode. This smooths throttle response and limits engine output to a maximum of 150 horsepower. And with the DTC/ABS option, it also restricts throttle application at lean angles greater than 38 degrees; making it ideal when riding on low-adhesion surfaces. 

However, on a dry and grippy racetrack like Portimao, the system proved way too intrusive. Especially off-putting was the ghost in the machine that prevented application of throttle when at a corner's apex while the bank-angle sensor was beyond the 38-degree threshold. Then, once at 37 or fewer degrees, power comes on suddenly and gives the pilot the feeling that he's not fully in control.

Still, there was much to appreciate from this restricted first session. BMW's RR feels as nimble as a Honda CBR1000RR, the most agile of existing literbikes, and it continues steering well even while trail-braking. It feels lighter than its fully fueled 450-pound weight would indicate. Ergonomics feel racy but not brutal, with pegs set back quite far.

Although the engine is detuned in Rain mode, there is still plenty of power on tap. BMW's RR has the largest bore (and, correspondingly, shortest stroke) of its competition, and this usually hinders low-end and midrange power. BMW fills in those low-rev holes with technologies that alter the flow of air in and out of the engine. 

On the intake side are variable-length throttle trumpets, using a longer, torque-enhancing configuration at lower revs before splitting apart to reveal a short intake runner for maximum power at high rpm. Spent gasses are at the mercy of three exhaust valves. A butterfly valve bridges the header tubes of cylinders 1 and 4, and a second butterfly joins cylinders 2 and 3. A third exhaust valve located ahead of the tailpipe is described by BMW as an “acoustic flap,” which is in place only to limit sound emissions at lower revs. 

Session Two – Sport Mode

It only took a few corners to realize the Sport setting is much preferable in dry, high-traction settings than the Rain mode. Throttle response is still smooth and the bank-angle sensor is still in play, but in Sport mode it only limits throttle openings at lean angles beyond 45 degrees. Within these parameters, a rider is still able to cut fairly quick laps

Without the Rain setting's restriction of power output, the S1000RR is able to unleash its full 193 claimed crankshaft horsepower, although throttle application is more progressive than the Race or Slick settings. Full-throttle acceleration is something near ferocious, and I'd estimate a rear-wheel horsepower number near 170, which would make the S1000RR the most powerful literbike available.

In its spec chart, BMW states the S1000's maximum speed is “over 200 kph,” which is a bit of a joke because the uber-sport Beemer was carrying its front wheel up the front straight beyond 240 kph – that's 150 mph to us Ah-mer-cans. Peak torque of a brawny 82.6 ft-lbs arrives at 9750 rpm, while 193 ponies are bolting the corral at 13,000 rpm, 1200 revs short of its lofty rev limit.

A limitation of Sport and Rain modes is a form of wheelie control based on wheel-speed sensor data. If acceleration forces the front tire off the ground, it soon will be spinning slower than the rear. The ECU perceives this data as a loss of traction, and the DTC cuts power and therefore brings the front wheel back in contact with the tarmac, sometimes ungracefully.

 

In the lower gears where acceleration is strongest, a rider can be presented with a wheelie followed by a fairly aggressive intervention of power, then, once wheel speeds are equalized, full power resumes that can again initiate another wheelie and another power interruption. Disabling the DTC prevents such histrionics.

Another rider aid, this one based on the Race ABS, is present in Rain and Sport modes. If the ABS senses the rear wheel is lifting off the ground during hard braking, it will subtly release a bit of front brake pressure to bring down the rear end, an operation that is transparent to the rider. . 

Session Three – Race Mode

Stefan Zeit, Project Manager for the S1000RR, says Race mode is best for 90% of trackday riders. It offers more aggressive throttle inputs, nearly the one-to-one ratio of Slick mode. A rider is aware of the higher state of tuning by throttle response that is occasionally but not always slightly abrupt upon reapplication.

The DTC in Race mode allows 48 degrees of lean before affecting throttle application, and that's a fairly deep angle of dangle for most riders. Even with excellent grip from the standard-equipment Metzeler Racetech K3s, the DTC is reassuring and really aids confidence on corner exits. This higher-performance mode also enables bigger wheelies before power is reduced.

The parameters of the Race ABS is also geared toward faster riders in the Race mode, so the rear-wheel lift-off detection is disabled. I'm happy to report the S1000RR has very little of the oft-maligned pulsing feel of some anti-lock systems. Only a few times while bleeding off 170 mph into Turn 1 did I feel any mediation of the ABS. Kudos to BMW for building such a clever system that adds only 5.3 pounds to the bike. The performance anti-lock system on Honda's CBRs add 22 pounds of ballast to its RRs.

Speaking of rider aids, it was a pleasure to be turning laps with the help of BMW's Gearshift Assistant. The quickshifter simplifies upshifts by briefly cutting the ignition to enable grabbing the next gear without using the clutch or letting off the gas – seamless acceleration is available by simply kicking the foot lever. It makes a squeaky-squooshy sound faintly akin to a turbo's wastegate letting off excess boost

Session Four – Slick Mode

You gotta be serious if you want to get into Slick mode – you can't even access it unless it is enabled by an optional accessory to plug into an underseat port. The “Slick” part refers to racing tires, not traction.

Slick mode allows 53 degrees of lean angle before throttle application intervention, and you've got to be a moderately heroic rider to be demanding more power while leaned over at, say, 55 degrees. If you are that person – perhaps factory BMW rider Troy Corser – you're free to disable the DTC with a long push of a single button.

Slick mode also allows access to wheelies without disabling the DTC, but there are still a couple of electronic nannies in place to keep a rider safe. Mono-wheeling remains verboten if the bike is at a lean angle greater than 23 degrees, and the duration of a wheelie is limited to five seconds of fun before the electronic cops are called in to spoil the party. If wheelies are a prerequisite in your hooligan world, simply turning off the DTC will enable your Jason Britton imitations.

One other noteworthy trait of Slick mode is that the rear brake loses its anti-lock control so your inner Ben Bostrom can pull hackers on corner entries. Truth be told, I barely remember even using the rear brake. The Brembo radial-mount front calipers and 320mm floating front rotors are deliciously powerful, exhibiting exemplary feel through steel-braided lines without a harsh initial bite.

I spent the rest of my day in Slick mode, as it was the closest comparison to the literbike rivals without disabling the traction control entirely. Positive impressions were plentiful.

First off, I was amazed at the grip and durability of the Racetech K3s. Good front-end feel and feedback through the beefy 46mm inverted fork inspired confidence, and the S1000 needed to be ridden quite aggressively before I could get the footpeg feelers to skim the pavement. Corner entries are aided by a back-torque-limiting (slipper) clutch that performed well.

Not a lot of time has passed since the recent construction of the Portimao circuit, so there weren't many bumps on which to test the S1000's fully adjustable suspension. As set up, it performed perfectly, and we award BMW kudos for giving each compression and rebound damping adjuster clearly labeled numbers from 1 to 10 to simplify keeping track of your settings. Front and rear ride heights are also adjustable.

Multiple trips to the S1000's redline gave plenty of opportunities to sample the characteristics of BMW Motorrad's highest specific-output engine ever, and I was surprised the non-counterbalanced engine didn't give off objectionable vibration at any speed. Christian Landerl, Executive VP Development and Model Lines, BMW Motorrad, told us it was because of the engine's lightweight components and the particular frame design.

Landerl, who began work on this project nearly five years ago, pointed out the Formula 1-influenced valvetrain that uses finger followers made of forged steel and treated with DLC to toggle the four titanium valves per cylinder – many engines with Ti poppets use steel valves on the exhaust side. Landerl claims the S1000's design allows valve actuation components to be 30% lighter than a conventional shim-under-bucket design, key to the high 14,200-rpm redline. Landerl says it could safely rev to 15K. As it is, the S1000 has fairly lengthy 12,500-mile valve adjustment intervals.

A View From The Paddock

David Robb, BMW's VP of Motorcycle Design, is a man accustomed to critiques of his innovative and somewhat unusual styling touches, often characterized by asymmetry like the headlights of the successful R1200GS. The S1000RR exhibits this somewhat peculiar element, seen most clearly in the headlights that some have described as “a winking pirate.”

The fairing's sidepanels also don't match. The duct in the left side fairing panel does the bulk of the work to vent heat generated from the radiator and engine, so much so that it was determined that the same design wasn't needed on the other side. Instead, the right side features a distinctive gill pattern

I was among those who was dubious of Robb's design when I first saw it in photos, but I've become a fan after seeing it in the flesh under many different lighting conditions. It is a compact, aggressive and purposeful design, with several smaller elements providing additional eye candy.

The black-anodized aluminum frame is nicely sculpted, and Robb says he went through about 47 frame designs before all performance and packaging requirements were met. My favorite component, looks-wise, is the brawny aluminum swingarm that is as cool as anything on the market. Thin-spoke wheels look and are lightweight. A large under-engine silencer box with a catalyzer allows a more fashionable stubby muffler than we've seen from several other manufacturers.

The Verdict

Purists might decry the litany of electronic rider aids available on BMW's first ultra-sportbike, but it's notable that not a single S1000RR hit the ground after two launch waves and some 80 journalists – even the Brits and Italians, who have a reputation for bending bikes, remained unscathed.

We applaud the way BMW has incorporated the electronics into the S1000, as the selectable modes essentially provide four motorcycles in one. And if you're too cool for DTC or traction control, they can be switched off with a push of a button.

I wasn't the only journalist at the launch who was highly impressed with BMW's new supersport literbike. It's devastatingly powerful yet easy to manage, and its electronics package is more advanced than anything from its rivals. It's also a responsive handler, its brakes are as good as they get and have the added safety benefit of ABS. I can't really think of any single thing it lacks.

Here's some perspective: The most annoying aspect of the bike was its sidestand's lack of a tang, making it mildly difficult to deploy with a race boot! 

It's safe to assume that the Berlin-built S1000RR is going to blow away perceptions of BMW motorcycles, not the least of which is an MSRP that is only slightly higher than the Japanese competition.

“In my opinion, it's the most important product launch in our 85-year history,” Pieter De Waal, VP of BMW Motorrad USA, told Motorcycle.com.

De Waal added that BMW is only looking to nab about 10% of the lucrative literbike market. And if it doesn't?

“If it doesn't sell in high volume, you can probably talk to my successor to ask more questions,” he joked.

Source : motorcycle.com

Read more »

Harley-Davidson Sportster XR1200X Review

Ask and ye shall receive. 
The squeaky wheel gets the grease.
Good things come to those who wait.
Patience is a virtue…
Those cliché adages sum up perfectly the American motorcycle market’s experience with a specific Harley-Davidson model: the XR1200.

When Harley announced in late ’07 the XR1200 as a 2008 European-only model, the decision seemed confounding to Americans who couldn’t buy the Americana-infused XR.

First and foremost because it is, after all, a Harley-Davidson; secondly because its styling is directly inspired by the iconic XR750, Harley’s famous, purpose-built flat-track dominator.

It seemed crazy the States wouldn’t see this “all-American” machine. However, sensible marketing logic was behind excluding the XR1200 from the U.S. market.

As we’ve noted in numerous reviews, the European sport-standard segment is remarkably stronger than is the same segment in the U.S. For reasons not very well understood, we just don’t seem to have an appetite for the nakeds and standards.

Despite this reality of poor sales for sport-standards in the U.S., Harley said it heard enough requests for the XR from its home market, and so by the end of 2008 the Milwaukee-based company introduced the XR1200 for America as a 2009 model.

As something of a cautious homage to the original XR750, the XR1200 saw an initial limited run of only 750 units. Hurray for us anyway!

However, only one year later we were back in that “Europe first” loop.

For 2010 the European market received the XR1200X: an XR with uprated suspension and some additional touchups. American XR owners could have the same suspension package, but only as an optional kit on the order of $1500. Dang.

 
Welcome home! Round two

Finally, we, too, will now have the XR1200X. It’s the first release of Harley’s 2011 models and it’s slated to hit dealers by this August.

The X model trades the XR1200’s 43mm non-adjustable inverted fork for Showa’s fully adjustable 43mm Big Piston Fork, first seen in wide release on the ’09 ZX-6R. Also swapped out are the fairly basic twin coil-over shocks in favor of fully adjustable 36mm Showa shocks.

The new Showa shocks retain ramp-style preload adjustment, but the simple compression damping adjustment dial atop the piggyback reservoir(s) is handy.


Also easy to access is the rebound damping adjustment screw found at the bottom of the shock. One caveat: the exhaust impedes access to the right-side shock’s rebound adjuster, so it’s not as easily reached as the left side.

Although the XR-X still employs the same powerful dual, four-piston Nissin calipers from the previous XR model, the 292mm rotors are now of the floating variety.

The spirited 1200cc Sportster engine in the X model gets the black-out treatment, as does the dual upswept exhaust system that’s reminiscent of the XR750’s high pipes. The XR1200’s engine and exhaust were finished in a silvery color.

 
Orange pinstripes for the three-spoke cast aluminum wheels round out the cosmetic updates.

But perhaps best of all is the X’s MSRP of $11,799, a $1000 increase over the XR1200 model. Recall that the same suspension that’s now on the X model was last year offered as a $1500 upgrade for the standard XR.

Also worth noting, the XR1200X model will replace the XR1200 in 2011.

 
An American track for an American bike

Harley-Davidson chose a street-only setting for the December 2008 press launch of the XR1200; but for the X’s launch it was wheels up on a famous American racetrack!




Road America, located in the lush countryside of Elkhart Lake, Wis., – about an hour north of Harley’s Milwaukee home – was the venue where American motopress would sample the X. This track was also the first stop in a five-race schedule for the AMA Vance & Hines XR1200 Series.

We ran an abbreviated version of the 14-turn, 4-mile-long circuit, as there was little point in subjecting the XR and its 7K-rpm redline to Road America’s long front straight.

As it was, while in top gear (5th) with the throttle twisted to the stop, the rev limiter routinely cut in to limit my top speed to around 122 mph on the shorter straight between turns 11 and 12. The thing to take away from my rev-limiter-bouncing is that although the XR’s gearing is a wee bit short for track use, this means it has close to ideal gearing for street riding.

While on the subject of redline, the XR-X wasn’t too keen on high-rpm clutch-less upshifts.

The gearbox often resisted such shifting shenanigans, and generally it felt sticky. But on this issue I’m giving it a pass, as the big flywheel in the Twin means lots of engine momentum, which in turn can contribute to lunky shifting. But this isn’t news for a Harley.

Also, most of the bikes we rode displayed low three-digit figures on the odometer. Additional miles might see the trans loosen up.

Best shifting practice was to shift as infrequently as possible. Instead I let the Sportster’s copious low-end torque and large flywheel action dig me out of slower turns.

In 2008 I was impressed by the strong initial bite from the Harley-branded Nissin brakes.

The powerful binders are more than sufficient for street duty, but hauling down the X’s claimed running-order weight of 573 pounds (as well as extra weight from the rider!) from racetrack speeds proved taxing for the brakes.

The closing laps of a 20-min session usually meant some brake fade, and a four-finger grab on the lever in order get the XR-X slowed enough at the end of the aforementioned back straight.

If you plan to take your X model to the track (or XR for that matter), a simple swap to race-compound pads should serve well to improve feel and power. If you’ll only ever ride the streets and canyons, then the XR-X has all the brake you could desire.

Something else Road America revealed about the XR was the bike’s limited lean angles. Of course, this wasn’t a big surprise, as even assertive street riding will result in the long-ish footpeg feelers scraping.

Nevertheless, feeling and hearing the lower exhaust heat shield touch down during the long right-hander (Turn 10), known as the Carousel, was a disquieting experience.

In the time between the first XR’s appearance over two years ago and now, surely Harley would’ve heard enough bellyaching from riders and reviewers about limited ground clearance. It’s a wonder then why The Motor Company didn’t capitalize on the opportunity to increase clearance on the X model, especially in light of its improved performance parameters thanks to the new suspension.

Despite good grip and feedback from the Dunlop Qualifier D209 tires, I wasn’t in a hurry to lever them off the ground by way of grinding the exhaust header into the track surface. These lean-angle annoyances aside, we must remember the XR-X is a streetbike, not a race-prepped supersport.

With that in mind, I must give due credit to how easily the X bike set into turns considering its ready-to-ride weight mentioned above along with its un-sportbike-like 60.0-inch wheelbase. Transitioning from left to right required deliberate action, but leverage offered from the XR’s wide handlebar helped reduce steering input effort.

On the subject of the new suspension, I was content with its performance.

Damping qualities and spring rates seemed perfectly suited for my weight (geared up, roughly 170 lbs) and abilities. Stability was sufficient, as was front-end feedback. However, I can say – again considering weight and skill level – the XR1200 was also up to the task of track duty.

I seized the opportunity to ride an XR1200 back-to-back with the new X model. Although the new BPF front-end and improved shocks provided a moderately firmer feel, the standard suspension on the XR12 wasn’t

Despite the reality that the XR1200X isn’t ideally suited for racetrack duties, caning a street bike powered by a big Harley Sportster engine around Road America provided endless entertainment.
far off pace in terms of stability and damping quality.

Although the previous model’s suspension performed well enough for me on the track, it’s likely a heavier or much more aggressive rider would give a different report and thereby see big benefits from the X model’s adjustable springy parts.

I also took the opportunity to do a 75-mile or so street ride aboard the 2011 XR1200X.

Suspension action was forgiving without sacrificing feel, and it generally provided a decent ride over even the crummiest sections of pavement. All this performance without ever having tweaked suspension settings speaks highly of the upgrades on the new XR1200X.


Small price to pay

The new XR1200X brings the ability to fine-tune suspension adjustments, and as such most riders will find they can resolve most individual handling issues they might encounter on this sportiest of the Sportsters. For this reason alone I cannot conjure a good reason to lament the X’s added cost.

With this latest update to the modern XR series, we can once more thank our motorcycle-loving European brethren (sisters, too, I suppose).

Though it seemed a little odd we were runner-up for an American motorcycle with such an iconic American appearance, I guess, as the saying goes, it was worth the wait, even the second time.

 

Source : motorcycle.com

Read more »