2013 Harley-Davidson FXSB Breakout Review
If the Breakout sounds familiar, it should; it’s the brooding younger brother of last year’s CVOBut while that $26,499 bike is awash in chrome and sparkle, the production model, in dealerships in April, is a stripped-down, no-BS version that should garner a far wider audience – thanks mostly to its $17,899 price tag.
For the first time, Harley has followed one of its CVO motorcycles with a mass-produced version that aims for a wider demographic. This was not an afterthought; these bikes were developed simultaneously, with the limited-production CVO serving as a tasty hors d’oeuvre to the meat-and-potatoes meal served here.
Make no mistake: the Breakout is a bona fide knockout. But it achieves its appeal through poise and confidence rather than flash and dash. The front controls combine with a reach to the handlebar to put the rider in a broad-shouldered, four-point stance. Dual staggered mufflers give the motor a mean growl instead of an obnoxious bark. The 35-degree rake and 5.7 inches of trail contribute to the long, low-slung look, and the wide 49mm fork allows the 130mm front tire to put a bold foot forward.
The Breakout’s identity is anchored by its use of gloss black on chrome; it’s an expertly applied scheme that keeps the bike from looking like just a stripped-down Softail. The gloss black adorns the frame and swingarm, headlight bucket, exhaust shields, oil tank, rotors, handlebar, and fork lowers, and it plays off the chrome on the upper fork, air cleaner, fender struts, head covers and pipes to draw the eye toward the Breakout’s major components: its engine and wheels. The doughty look is complemented by a demure handlebar-mounted speedo (with digital trip- and dual odos, range-to-empty counter and clock) and unadorned dash.
The clipped rear fender is positioned close to the tire, so there’s no light shining through between the rubber and the metal – a style crime that detracts from the fat tire profile on so many other low-pro choppers. The passenger pillion features tool-less removal that exposes no bolt holes.
In the saddle, the Breakout’s 24.7-inch seat height should be more than accessible enough for any rider to plant his or her feet at a stop. The forward controls are large and intuitive. The stretch to the drag bar, however, is not insignificant, and the effect is compounded by the widespread placement of the grips. On our ride around the Florida countryside, the vast reach seemed incongruous to the bike’s handling – but then, Florida’s notoriously straight and flat roads rarely require a rider to use much leverage. Still, this could become a comfort issue over the long haul, particularly for short-armed motorcyclists.
The posture is interactive, though, and when the Breakout pulls strongly from a stop, the rider is prepared. Power is smooth and generous, rider feedback is liberal, and the Breakout’s plush suspension keeps the bumps on the pavement where they belong
The Twin Cam 103B engine is as ardent as you’d expect from Harley’s stalwart powerplant. Pushing 95.5 ft.-lb. of crankshaft-rated torque, it combines with a six-speed tranny to deliver performance on par with any of Harley’s current production Softails. Whether tearing down the highway or cruising the boulevard, the Breakout delivers
With assured grace and steadfast confidence – and an MSRP lurking at or near the bottom of the range – the new FXSB Breakout surely stands as one of the Softail line’s coolest customers. As with all new Harley-Davidsons, a two-year warranty with unlimited mileage is standard, and Smart Security and anti-lock brakes are optional
Sunday, 30 June 2013
New 2014 Yamaha FZ-09, YZ450F & YZ250F
New inline-Triple roadster headlines 2014 model lineup
Yamaha refers to its new engine as a “crossplane crankshaft,” but in fact all three-cylinder motorcycle engines use the same 120-degree crankshaft spacings – the same as its British and Italian counterparts. Yamaha is borrowing the terminology from its R1 superbike – with a unique inline-Four crossplane crankshaft engine design – to imply that the new Triple delivers the same brand of linear torque output. Yamaha is claiming 65 ft-lb of torque, four more than its outgoing FZ8. And, like all Triples, Yamaha’s utilizes a balance shaft to offset the resulting vibration inherent in this design
Unique to the new Yamaha Triple is the use of different-length intake funnels (122.8mm, 102.8mm, 82.8mm) that Yamaha says improves throttle response as well as low- and mid-range engine power. Crossover tubes between 1 & 2 and 2 & 3 header pipes also broaden its torque curve. A large exhaust collector under the engine enables a nicely stubby canister outlet. Yamaha reps claim the FZ-09 emits a pleasing sound when both inhaling and exhaling.
In the electronics department the new FZ offers both Yamaha Chip Controlled (YCC-T) Ride-by-Wire throttle control and three rider modes (A, B and Standard). Standard mode is set to accommodate a wide range of riding conditions while A mode employs sharper throttle response in the low-to mid-rpm range, and B mode exhibits a milder throttle response.
The frame and swingarm are aluminum and boast a newfound narrowness by virtue of the swingarm being mounted outboard of its lower frame rails. New 10-spoke cast aluminum wheels are 0.85 pounds lighter than the FZ8’s wheels, while the distance between contact patches is 56.7 inches (0.8 inch less than the FZ8’s wheelbase
The new FZ also features a more relaxed rider triangle compared to the FZ8’s by way of handlebars that are 53mm taller and 40mm further back. Footpegs an inch (26mm) lower supply added legroom. The inverted fork and non-linkage rear shock are adjustable for preload and rebound damping. Fuel capacity of 3.7 gallons is on the small side.
We’re chomping at the bit to take this new Triple for a spin, which should happen in about 90 days. We’re assuming this to be the first of more models from Yamaha utilizing the three-cylinder design.
Having previously produced three-cylinder models in the late ’70s in the form of the XS750 and XS850, this isn’t Yamaha’s first foray into the world of Triples. But, if successful this time around, how long until Honda, et. al. bring their own versions of the easy-to-package and relatively cheap-to-build Triples to market? Like the former under-seat exhaust trend, will Triples be the new Black?
Naked sporty bikes from Japan have consistently sold poorly in North America, but Yamaha is taking another swipe at it with the FZ-09. The company’s internal research shows that American riders are using their motorcycles for commuting purposes to a greater extent, and a comfortable riding position is now at the top of the list of purchase reasons for a bike in this class, which bodes well for a comfortable yet sporty machine like the FZ-09.
New inline-Triple roadster headlines 2014 model lineup
Yamaha refers to its new engine as a “crossplane crankshaft,” but in fact all three-cylinder motorcycle engines use the same 120-degree crankshaft spacings – the same as its British and Italian counterparts. Yamaha is borrowing the terminology from its R1 superbike – with a unique inline-Four crossplane crankshaft engine design – to imply that the new Triple delivers the same brand of linear torque output. Yamaha is claiming 65 ft-lb of torque, four more than its outgoing FZ8. And, like all Triples, Yamaha’s utilizes a balance shaft to offset the resulting vibration inherent in this design
Unique to the new Yamaha Triple is the use of different-length intake funnels (122.8mm, 102.8mm, 82.8mm) that Yamaha says improves throttle response as well as low- and mid-range engine power. Crossover tubes between 1 & 2 and 2 & 3 header pipes also broaden its torque curve. A large exhaust collector under the engine enables a nicely stubby canister outlet. Yamaha reps claim the FZ-09 emits a pleasing sound when both inhaling and exhaling.
In the electronics department the new FZ offers both Yamaha Chip Controlled (YCC-T) Ride-by-Wire throttle control and three rider modes (A, B and Standard). Standard mode is set to accommodate a wide range of riding conditions while A mode employs sharper throttle response in the low-to mid-rpm range, and B mode exhibits a milder throttle response.
The frame and swingarm are aluminum and boast a newfound narrowness by virtue of the swingarm being mounted outboard of its lower frame rails. New 10-spoke cast aluminum wheels are 0.85 pounds lighter than the FZ8’s wheels, while the distance between contact patches is 56.7 inches (0.8 inch less than the FZ8’s wheelbase
The new FZ also features a more relaxed rider triangle compared to the FZ8’s by way of handlebars that are 53mm taller and 40mm further back. Footpegs an inch (26mm) lower supply added legroom. The inverted fork and non-linkage rear shock are adjustable for preload and rebound damping. Fuel capacity of 3.7 gallons is on the small side.
We’re chomping at the bit to take this new Triple for a spin, which should happen in about 90 days. We’re assuming this to be the first of more models from Yamaha utilizing the three-cylinder design.
Having previously produced three-cylinder models in the late ’70s in the form of the XS750 and XS850, this isn’t Yamaha’s first foray into the world of Triples. But, if successful this time around, how long until Honda, et. al. bring their own versions of the easy-to-package and relatively cheap-to-build Triples to market? Like the former under-seat exhaust trend, will Triples be the new Black?
Naked sporty bikes from Japan have consistently sold poorly in North America, but Yamaha is taking another swipe at it with the FZ-09. The company’s internal research shows that American riders are using their motorcycles for commuting purposes to a greater extent, and a comfortable riding position is now at the top of the list of purchase reasons for a bike in this class, which bodes well for a comfortable yet sporty machine like the FZ-09.
Saturday, 29 June 2013
MV AUGUSTA F4
With its new short-stroke engine, ride-by-wire throttle, frame and a host of clever electronic upgrades, this the F4’s biggest overhaul since MV turned their flagship superbike back from a 1078cc, into a 1000 in 2010. Like a well set-up race bike it carves through corners with minimal effort, making it the best-handling F4 ever. It’s also the first production bike to be fitted with an ‘auto-blipper, which lets you change down through the gears without having to use the clutch. But while it handles superbly and dishes up searing acceleration and mind-jangling top speed, the power delivery has too many flat spots and the throttle connection isn’t as predictable as its rivals. It’s an electrifying experience, but a handful to ride very fast.
The base-model F4 now has the short-stroke motor from the old F4R and F4RR and produces 195bhp at 13,600rpm. It now has a lighter crankshaft, forged titanium conrods, revised cylinder head porting and the valves use a single spring instead of two. All this ensures that the MV is seriously rapid, but it’s hard to meter out precise amounts of throttle when you’re riding fast. Weak power at the bottom end is followed by a muscular midrange, then a flat spot around 10,000rpm where the inlet trumpets lift clear of the throttle bodies. After that it’s a turbocharged surge to the redline. On the road, at lower revs, this slightly unpredictable power delivery shouldn’t be as much of a problem, plus the fantastic engine note always makes up for any of the F4’s quirks. New electronics include a ride-by-wire system and new 50mm Mikuni throttle bodies, anti-wheelie, eight stage traction control, four riding modes, electronic engine braking control, a quickshifter and auto-blipper.
The F4 steers and grips like a racer - it’s a piece of cake to place wherever you want on a track, regardless of your speed. Ride quality is superb (and even plusher on the Ohlins-suspended RR version), Brembos powerful and full of feel and the bars are nicely spaced out (but too narrow on the RR). But the riding position is very cramped and you can really feel the MV’s slightly porky 191kg dry weight when you’re braking for tight corners from high speed. If the power delivery was as good as the handling, the F4 would be a class-leader.
With its bigger ride-by-wire throttle bodies, the steel trellis frame had to be made wider and the new cast aluminium wheels (forged ali on the F4R and F4RR) are shod with Pirelli’s latest 200-section Diablo Super Corsa SP.
As you’d expect, you get lots of toys for your money. They include a full electronic rider aid package (see above), as well as fully-adjustable Marzocchi and Sachs suspension, Brembo monobloc brakes, a multi-function dash and steering damper. The F4 R and F4 RR (see below) has even more goodies fitted as standard.
Build quality and attention to detail is second to none. New underseat tailpipes are now sculpted to form a beautiful undertray section, there are little aerofoils underneath the belly pan for high speed stability and new LED running lights are fitted front and rear. Styling is to die for and the paint finish deep and luscious. MV’s have had some reliability issues in the past and spares have been hard to get hold of, but these problems are becoming less and less nowadays
MV Agustas used to be at the top end of the price scale, but that’s no longer the case. It’s not what you’d call cheap and it’s more expensive than its Japanese superbike rivals, but the F4 is costs less than the BMW S1000RR Sport, Aprilia RSV4R and Ducati Panigale. The top spec RR is cheaper than the Ducati Panigale S and BMW HP4 Carbon.
F4 R – As F4, fitted with an Ohlins TTX rear shock, lightweight forged aluminium wheels and bodywork featuring ‘R’ logo.
F4RR – Flagship F4 with 201bhp and a raised 14,000rpm rev-limit. Ohlins electronic 43mm NIX forks and TTX rear shock, Ohlins electronic steering damper, lightweight forged aluminium wheels, carbon fibre panels, racing clip-ons, Brembo radial monobloc M50 front brake calipers, raised swingarm pivot, adjustable steering angle and bodywork featuring the ‘RR’ logo
| Top speed | 185 mph |
|---|---|
| 1/4-mile acceleration | secs |
| Max power | 195 bhp |
| Max torque | 81 ft-lb |
| Weight | 191 kg |
| Seat height | 830 mm |
| Fuel capacity | 17 litres |
| Average fuel consumption | mpg |
| Tank range | miles |
| Annual road tax | |
| Insurance group | 17 of 17 |
| Engine size | 998 cc |
|---|---|
| Engine specification | 16v, inline four-cylinder |
| Frame | Steel trellis/cast ali mix frame and ali single-sided swingarm |
| Front suspension adjustment | Fully adjustable 50mm Marzocchi forks |
| Rear suspension adjustment | Fully-adjustable single rear Sachs shock |
| Front brakes | 2 x 320mm discs with four-piston Brembo monobloc calipers |
| Rear brake | 210mm single disc with single-piston Nissin caliper |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 200/55 x 17 |
SUZUKI GSX650F
Suzuki’s new budget and novice-friendly GSXF650F all-rounder proves that sometimes, brilliance is found in the most unlikely places. Although on face value merely a ‘Bandit with a fairing’ the GSX650F’s blend of real world performance, practicality, fun factor and value is pretty much unmatched anywhere. The Suzuki GSX650F’s 16-valve, dohc four was all-new in the 2007 650 Bandit, is Euro3 clean, slick and responsive and, most pertinently, tuned for real-world versatility but with an exhilarating top end rush. Fuelling mods means it revs a little higher than the Bandit, although performance is unchanged. Peak power of 85bhp spread progressively over the rev range and decent enough grunt low down means this is a powerplant that’s sufficiently willing and able whatever the gear or your ham-fistedness, yet still rewards with three-figure thrills.
The Suzuki GSX650F’s chassis is, for the most part, Bandit 650, too, being centred around the same, no frills, cost-conscious steel tube cradle and conventional forks. Yet in GSX-F guise it gets a more sophisticated shock for added sporting ability and subtly adjusted poise thanks to the fairing, new one-piece, rubber-mounted, lower bars plus new one-piece seat that all adds up to a riding position and balance that is both textbook sports-tourer and somehow impressively pure, too.
The key distinguishing feature of the Suzuki GSX650F is, of course, the fairing which at once manages to evoke and mimic GSX-R sportsbike style, provide decent protection from the elements and blend into the whole motorcycle as if the whole design was a clean sheet affair. But there are plenty of other goodies rare on a sub-£5K machine: span-adjustable brake and clutch levers; effective, widely-spaced mirrors; swanky GSX-R style sports instruments (a large analogue tacho flanked by the now usual LCD digital speedo, useful fuel gauge, plus assorted warning lights).
Usual Suzuki standard, which is no bad thing on a sub-£5K bike. Everything gleams and is crisply assembled and from 20 yards you’d easily mistake the GSX650F for a much more expensive machine. Mechanicals and cycle parts are all proven Bandit fare so there should be no reliability issues. Job done
There’s not other way of putting it: Suzuki’s new GSX650F is astonishingly good value. Where Bandits and the like, though hugely worthy, are still conspicuously ‘budget’ bikes, the GSX650F somehow seems entirely classier and more valuable. It’s no GSX-R, of course, but for under five big ones it’s a steal…
Suzuki’s new budget and novice-friendly GSXF650F all-rounder proves that sometimes, brilliance is found in the most unlikely places. Although on face value merely a ‘Bandit with a fairing’ the GSX650F’s blend of real world performance, practicality, fun factor and value is pretty much unmatched anywhere. The Suzuki GSX650F’s 16-valve, dohc four was all-new in the 2007 650 Bandit, is Euro3 clean, slick and responsive and, most pertinently, tuned for real-world versatility but with an exhilarating top end rush. Fuelling mods means it revs a little higher than the Bandit, although performance is unchanged. Peak power of 85bhp spread progressively over the rev range and decent enough grunt low down means this is a powerplant that’s sufficiently willing and able whatever the gear or your ham-fistedness, yet still rewards with three-figure thrills.
The Suzuki GSX650F’s chassis is, for the most part, Bandit 650, too, being centred around the same, no frills, cost-conscious steel tube cradle and conventional forks. Yet in GSX-F guise it gets a more sophisticated shock for added sporting ability and subtly adjusted poise thanks to the fairing, new one-piece, rubber-mounted, lower bars plus new one-piece seat that all adds up to a riding position and balance that is both textbook sports-tourer and somehow impressively pure, too.
The key distinguishing feature of the Suzuki GSX650F is, of course, the fairing which at once manages to evoke and mimic GSX-R sportsbike style, provide decent protection from the elements and blend into the whole motorcycle as if the whole design was a clean sheet affair. But there are plenty of other goodies rare on a sub-£5K machine: span-adjustable brake and clutch levers; effective, widely-spaced mirrors; swanky GSX-R style sports instruments (a large analogue tacho flanked by the now usual LCD digital speedo, useful fuel gauge, plus assorted warning lights).
Usual Suzuki standard, which is no bad thing on a sub-£5K bike. Everything gleams and is crisply assembled and from 20 yards you’d easily mistake the GSX650F for a much more expensive machine. Mechanicals and cycle parts are all proven Bandit fare so there should be no reliability issues. Job done
There’s not other way of putting it: Suzuki’s new GSX650F is astonishingly good value. Where Bandits and the like, though hugely worthy, are still conspicuously ‘budget’ bikes, the GSX650F somehow seems entirely classier and more valuable. It’s no GSX-R, of course, but for under five big ones it’s a steal…
| Top speed | 135 mph |
|---|---|
| 1/4-mile acceleration | 11.94 secs |
| Max power | 86 bhp |
| Max torque | 45.6 ft-lb |
| Weight | 216 kg |
| Seat height | 790 mm |
| Fuel capacity | 19 litres |
| Average fuel consumption | 50 mpg |
| Tank range | 150 miles |
| Annual road tax | |
| Insurance group | 12 of 17 |
| Engine size | 656 cc |
|---|---|
| Engine specification | 16v transverse four, 6 gears |
| Frame | Tubular steel double cradle |
| Front suspension adjustment | Preload |
| Rear suspension adjustment | Preload and rebound |
| Front brakes | Twin discs |
| Rear brake | single disc |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 160/60 x 17 |
KTM SUPER DUKE
If all of life were like a KTM Super Duke it would be a short, barely glimpsed blur of action-packed vignettes. There is surely nothing more frenetic on two-wheels than the KTM 990 Super Duke short of sticking a nitrous kit, a jet turbine and a flame-thrower into the frame of a fold-up bicycle.
To call the KTM Super Duke's 999cc, DOHC V-twin a mere ‘motor’ is a bit like saying atomic warfare is bad for the flowers. Twisting the throttle unleashes such incredible accelerative forces on the KTM 990 Super Duke it’s possible to give yourself wrinkles over your body. The fuel economy is laughable, often 80 miles to reserve, but frankly you’ll be enjoying yourself too much to care.
Staggeringly responsive. You just need to glance at a corner on the KTM 990 Super Duke and BANG! you’re there. The WP suspension is spot-on, with plenty of feedback through the wide bars. The four-piston Brembo brakes are superb and never seem to lose their ferocious bite. Even the little nose fairing on the Super Duke works well over distances. Forget pillions, though, and bigger riders might struggle to fit the KTM Super Duke.
The KTM ‘Hard Parts’ catalogue is packed with extras for the KTM 990 Super Duke like Akrapovic race exhausts, crash bobbins, luggage and carbon-fibre bodywork.
KTM built their reputation on well-engineered, high-specification off-road machines and those enduring qualities shine through on the KTM 990 Super Duke. It will run and run.Expensive when new, secondhand prices on the KTM 990 Super Duke reflect a large initial hit of depreciation that stabilises after a year or so, making a used Super Duke an excellent buy. Bear in mind that tthe KTM Super Duke is not a machine bought to tickle about on, so check it carefully for crash damage and knackered head bearings from landed wheelies.
| Top speed | 151 mph |
|---|---|
| 1/4-mile acceleration | 11.4 secs |
| Max power | 120 bhp |
| Max torque | 73 ft-lb |
| Weight | 179 kg |
| Seat height | 820 mm |
| Fuel capacity | 17.5 litres |
| Average fuel consumption | 34 mpg |
| Tank range | 130 miles |
| Annual road tax | |
| Insurance group | 15 of 17 |
| Engine size | 999 cc |
|---|---|
| Engine specification | 8v V-twin, 6 gears |
| Frame | Aluminium trellis |
| Front suspension adjustment | Preload, rebound compression |
| Rear suspension adjustment | Preload, rebound, compression |
| Front brakes | Twin 320mm discs |
| Rear brake | 240mm disc |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 180/55 x 17 |
BMW K1300R
It may look largely the same as the outgoing model but the latest version of BMW’s naked K1300R has had a host of small changes that add up to a much better bike all-round. With a claimed 173bhp and some seriously clever optional electronically-adjustable suspension, traction control and a long list of options to choose from, BMW has built a bike that almost defies naked bike logic. And don’t forget the new K-series range now has proper indicators rather than the confusing triple switches of old. The motor is the biggest single area of improvement over the previous model. Engineering development was handed over to the spanner magicians at Ricardo – the same firm that designed the gearbox for the 1000bhp Bugatti Veyron hypercar. This is the first time BMW has worked with Ricardo on one of its bikes. The result is a claimed 173bhp from an increased 1293cc four-cylinder motor that is much smoother with bundles of power and torque. It’s one of the best big-capacity motors on the road today combining lovely refinement with a racing engine snarl when pushed. And yes, it’s very, very, very fast. The only question is how long you can hang on. The BMW K13000R is actually a little easier to chuck around than the faired BMW K1300S model thanks to wider, taller handlebars which give loads of leverage over the fairly substantial weight of the bike. Use of aluminium rather than steel on the Duolever front suspension has taken 1kg off the unsprung weight and this has added a bit of feel to the slightly numb handling feedback on the outgoing model. The ESA II system and ASC traction control are brilliant and well worth the cash.
Spec up a BMW K1300R with all of the options BMW has to offer and it’s going to be an expensive machine. There are some must-haves though and the ESA II at £617 is one of them as it offers a great deal of adjustment and takes the guesswork out of suspension adjustment. ABS is another one. After that there are some lovely choices. Heated grips, hard luggage, Akrapovic exhaust, onboard computer and a quickshifter. There are also carbon bits, mini-indicators and crash bungs as standard on the R. Most are worth a look although we would give the quickshifter a miss as although it works just fine, it seems out of place on a bike like this.
Few bikes shrug off winter better than a BMW motorcycle but it will still need regular attention to keep it looking shiny. The uprated shaft drive means less maintenance and expense than a chain. A few owners of the BMW K1200S previous model seemed to have suffered from vibration and quite high oil consumption but the new engine should stop that happening.
At £9500 for the stock model without ABS there is no getting away from the fact that the BMW K1300R is not a cheap bike…add in the essential ABS and ESA II and the price goes to £10,675. From there on in adding options obviously just adds more and more to the costs. ESA II must be on the list as it transforms the bike. BMW do a Dynamic Pack which puts ABS and ASC traction control together with a Tyre Pressure Control system for £1175 and saves £143
It may look largely the same as the outgoing model but the latest version of BMW’s naked K1300R has had a host of small changes that add up to a much better bike all-round. With a claimed 173bhp and some seriously clever optional electronically-adjustable suspension, traction control and a long list of options to choose from, BMW has built a bike that almost defies naked bike logic. And don’t forget the new K-series range now has proper indicators rather than the confusing triple switches of old. The motor is the biggest single area of improvement over the previous model. Engineering development was handed over to the spanner magicians at Ricardo – the same firm that designed the gearbox for the 1000bhp Bugatti Veyron hypercar. This is the first time BMW has worked with Ricardo on one of its bikes. The result is a claimed 173bhp from an increased 1293cc four-cylinder motor that is much smoother with bundles of power and torque. It’s one of the best big-capacity motors on the road today combining lovely refinement with a racing engine snarl when pushed. And yes, it’s very, very, very fast. The only question is how long you can hang on. The BMW K13000R is actually a little easier to chuck around than the faired BMW K1300S model thanks to wider, taller handlebars which give loads of leverage over the fairly substantial weight of the bike. Use of aluminium rather than steel on the Duolever front suspension has taken 1kg off the unsprung weight and this has added a bit of feel to the slightly numb handling feedback on the outgoing model. The ESA II system and ASC traction control are brilliant and well worth the cash.
Spec up a BMW K1300R with all of the options BMW has to offer and it’s going to be an expensive machine. There are some must-haves though and the ESA II at £617 is one of them as it offers a great deal of adjustment and takes the guesswork out of suspension adjustment. ABS is another one. After that there are some lovely choices. Heated grips, hard luggage, Akrapovic exhaust, onboard computer and a quickshifter. There are also carbon bits, mini-indicators and crash bungs as standard on the R. Most are worth a look although we would give the quickshifter a miss as although it works just fine, it seems out of place on a bike like this.
Few bikes shrug off winter better than a BMW motorcycle but it will still need regular attention to keep it looking shiny. The uprated shaft drive means less maintenance and expense than a chain. A few owners of the BMW K1200S previous model seemed to have suffered from vibration and quite high oil consumption but the new engine should stop that happening.
At £9500 for the stock model without ABS there is no getting away from the fact that the BMW K1300R is not a cheap bike…add in the essential ABS and ESA II and the price goes to £10,675. From there on in adding options obviously just adds more and more to the costs. ESA II must be on the list as it transforms the bike. BMW do a Dynamic Pack which puts ABS and ASC traction control together with a Tyre Pressure Control system for £1175 and saves £143
| Top speed | 155 mph |
|---|---|
| 1/4-mile acceleration | 10.63 secs |
| Max power | 173 bhp |
| Max torque | 103 ft-lb |
| Weight | 228 kg |
| Seat height | 820 mm |
| Fuel capacity | 19 litres |
| Average fuel consumption | mpg |
| Tank range | miles |
| Annual road tax | |
| Insurance group | 17 of 17 |
| Engine size | 1293 cc |
|---|---|
| Engine specification | Liquid-cooled, twin-cam, 4v four-stroke inline four. Six gears |
| Frame | Cast aluminium bridge frame |
| Front suspension adjustment | Electronically adjustable with ESA |
| Rear suspension adjustment | Electronically adjustable with ESA |
| Front brakes | 2 x 320 discs with 4-piston calipers |
| Rear brake | 265mm disc with two-piston caliper |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 190/55 x 17 |
SUSUKI GXS-R 1000
The now old GSX-R was an exceptional bike, winning AMA and world endurance titles and narrowly missing out on a BSB title. Suzuki have simply improved the weak points, namely better brakes, more midrange, lighter handling with a few cosmetic tweaks, which in the end produces an exceptional road bike with real world manners. It may lack sophisticated traction control and ABS, and isn’t as race-focussed as BMW’s S1000R or Kawasaki’s ZX-10R but it won’t be far behind in terms of lap times and is much more forgiving on the road.
Suzuki’s GSX-R1000 has always had an exceptional engine and the new motor follows that tradition with class leading torque. Pistons have been redesigned to be 11% lighter with different crowns which has increased compression from 12.8:1 to 12.9:1. Torque is up to a quoted 86ftlb with peak power of 182bhp. Peak power may be slightly down compared to the sporty ZX-10 and S1000R but it’s far more usable through the midrange.
Suzuki’s GSX-R1000 was one of the first bikes to have big piston Showa front forks. For 2012 the forks remain but have been revised with a shorter fork length and softer spring as the bike is lighter. The rear suspension remains unchanged. Suspension feel is excellent and it’s easy to transform the Suzuki from a mild mannered road bike into a cutting edge race bike with a few clicks of the suspension.
Unfortunately there’s no optional ABS and there’s no traction control which may put a few potential owners off. However, the GSX-R does have a three-way power mode switch which restricts the power, which can be done easily and whilst on the move from an easy-to-use paddle switch on the left bar. There’s also fully adjustable foot-pegs as standard and now the addition of Brembo radial brakes as standard on the new model.
Our long-term GSX-R 1000 has completed more than 16,000 trouble-free miles and after a quick clean comes up looking like new. GSX-R reliability is legendary and there’s no reason to question the new bike, the motor should be bullet proof even after a mild tune. The quality of components used on the bike is high, like Showa suspension and Brembo brakes. Compared to the old GSX-R’s Suzuki have pulled their socks up in terms of build quality and it shows.
At just under £11,000 the GSX-R is one of the the cheapest superbikes on the market. It’s a few hundred cheaper than the standard Honda Fireblade, a grand less than Yamaha’s R1 and over a grand cheaper than Kawasaki’s new ZX-10. Yes it’s the only 1000cc bike not to have traction control but it’s the cheapest.
The now old GSX-R was an exceptional bike, winning AMA and world endurance titles and narrowly missing out on a BSB title. Suzuki have simply improved the weak points, namely better brakes, more midrange, lighter handling with a few cosmetic tweaks, which in the end produces an exceptional road bike with real world manners. It may lack sophisticated traction control and ABS, and isn’t as race-focussed as BMW’s S1000R or Kawasaki’s ZX-10R but it won’t be far behind in terms of lap times and is much more forgiving on the road.
Suzuki’s GSX-R1000 has always had an exceptional engine and the new motor follows that tradition with class leading torque. Pistons have been redesigned to be 11% lighter with different crowns which has increased compression from 12.8:1 to 12.9:1. Torque is up to a quoted 86ftlb with peak power of 182bhp. Peak power may be slightly down compared to the sporty ZX-10 and S1000R but it’s far more usable through the midrange.
Suzuki’s GSX-R1000 was one of the first bikes to have big piston Showa front forks. For 2012 the forks remain but have been revised with a shorter fork length and softer spring as the bike is lighter. The rear suspension remains unchanged. Suspension feel is excellent and it’s easy to transform the Suzuki from a mild mannered road bike into a cutting edge race bike with a few clicks of the suspension.
Unfortunately there’s no optional ABS and there’s no traction control which may put a few potential owners off. However, the GSX-R does have a three-way power mode switch which restricts the power, which can be done easily and whilst on the move from an easy-to-use paddle switch on the left bar. There’s also fully adjustable foot-pegs as standard and now the addition of Brembo radial brakes as standard on the new model.
Our long-term GSX-R 1000 has completed more than 16,000 trouble-free miles and after a quick clean comes up looking like new. GSX-R reliability is legendary and there’s no reason to question the new bike, the motor should be bullet proof even after a mild tune. The quality of components used on the bike is high, like Showa suspension and Brembo brakes. Compared to the old GSX-R’s Suzuki have pulled their socks up in terms of build quality and it shows.
At just under £11,000 the GSX-R is one of the the cheapest superbikes on the market. It’s a few hundred cheaper than the standard Honda Fireblade, a grand less than Yamaha’s R1 and over a grand cheaper than Kawasaki’s new ZX-10. Yes it’s the only 1000cc bike not to have traction control but it’s the cheapest.
| Top speed | 186 mph |
|---|---|
| 1/4-mile acceleration | 10.3 secs |
| Max power | 182 bhp |
| Max torque | 86 ft-lb |
| Weight | 203 kg |
| Seat height | 810 mm |
| Fuel capacity | 17.5 litres |
| Average fuel consumption | 50 mpg |
| Tank range | 180 miles |
| Annual road tax | |
| Insurance group | 17 of 17 |
| Engine size | 999 cc |
|---|---|
| Engine specification | 16v (74.5 x 57.3), 6 gears |
| Frame | Aluminium twin spar |
| Front suspension adjustment | 43mm fully adjust |
| Rear suspension adjustment | Single fully adjust |
| Front brakes | 2x310mm four piston caliper |
| Rear brake | 220mm disc single piston caliper |
| Front tyre size | 120/70x17 |
| Rear tyre size | 190/55x17 |
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