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HAYABUSA

Well, this preamble to show that the hunger for speed of a motorcycle is something insatiable, never-ending, almost. Now that the limits are more stringent now that licenses fly like butterflies in the hands of police officers armed with cameras more and more ruthless, Suzuki GSX-R 1300 proposes aka Hayabusa.

What has missile ground floor of this particular bike? Nothing, except that he can easily overcome the 300 hour staffing, to 200 in just fewer than 7 seconds and just over 200 meters in short, this Hayabusa is a missile capable of down to earth performance nothing short of extraordinary. Exaggerated in every way, this four cylinder is not a monster, heavy and unwieldy ready to wheelie or scoured every throttle opening; it is instead a bike to ride well or very well, specially built with many criteria to allow to tap its huge potential.

Omit the personal comments on aesthetics. In a brief investigation I have discovered that, like all things extreme, the feelings and opinions are very mixed. Some are ready to swear on her absolute beauty, but whoever looks at her with contempt. Turning Hayabusa with phrases like "is simply wonderful" or "looks like a suppository with the wheels" are wasted.

 Let's say that exceed certain speeds the bikes "must" be done with: aerodynamics, when you want to break through the wall of the 300 hour, assumes a crucial role so as to determine all the technical and aesthetic choices. Beyond the fact that like it or not, this big Suzuki then be taken as is. It must be said however that the gray-black, makes it a little 'more than justice to the line of motion with respect to the "flesh-colored," of whom it is permissible to doubt.

MV AGUSTA F3

2012 MV Agusta F3

The new MV. A new work of art on wheels is arriving that will upset the balance of power. As with all MV’s this new model is synonymous with excellence, style and technology. The new F3 will apply these principles to a new market segment, the middle weight supersport category.

If the F4, considered the most beautiful motorcycle in the world, set the styling and performance standards by which all others are judged, the new F3 has completely exceeded all previous conceptions of what a supersport motorcycle should be, redefining an entirely new category. Light weight, power and electronics working in complete harmony on a new motorcycle that pushes the concept of supersport to the extreme.

Powerful, hyper-light and more compact than any other motorcycle in existence. The F3 sets the new standard by which all other supersport motorcycles will be judged and compared. A completely new project that was created by CRC, the research center that has continually designed and developed the motorcycles of dreams.

The styling is pure MV Agusta, as with its big sister the F4, but the F3 is even more unique. The new “middle weight” by MV follows the philosophy of all the MV Agusta works of art while pushing the limits of the supersport category with a maniacal attention to detail. The exhaust system has a triple pipe side exit muffler and is the perfect example of how design and function coincide perfectly. There is no doubt, the new F3 is a true MV Agusta! As always, those who ride MV Agusta’s have become accustomed to having the very best components and the maximum performance from the chassis

. The new F3 follows this tradition with a level of quality that exceeds most of the 1000cc superbikes on the market. As with all previous MV’s, the advanced frame design incorporates a mix of steel tubing and aluminum side plates that wrap around the ultra compact engine offering a level of compactness never before seen on a supersport motorcycle. The compact engine dimensions left the maximum liberty to design the most advanced chassis on the market with an exceptionally long single sided swingarm that guarantees traction and feedback to the rider. The components, as always, are of the highest quality. The Marzocchi front fork is completely adjustable as well as the Sachs rear shock. The front brake system consists of a Nissin radial master cylinder and Brembo radial calipers and discs. It is simply the best and the new standard by which all other middleweight supersport bikes will be judged.

HONDA VALKYRIE

Honda Valkyrie Motorcycle

Honda Valkyrie Motorcycle is one of the products to the class as honda harley davidson. Honda Valkyrie is made with a very beautiful design and also do not forget to consider the existing system on the aerodynamic chassis. So that later the frame and body designs available on the Honda Valkyrie can maximize the potential for large-capacity machines, both on the track straight and in the corner.Well, each cylinder has its own carburetor; been told it generates more power. And uses a bunch more gas. Anyway, if one of thecarburetors locked open, it will dump gasoline into the cylinder and cause the motorcycle to hydrolock. What that mean is the piston hits a solid wall of gasoline and stops. Has nowhere to go. In my experience the pin holding the camshaft will break due to the excessive stress.

The good news is the motors are constructed in three pieces. You can replace the broken block section. My friend purchased a hydrolocked Valkyrie four years ago for $1500 and resold it brokenfor $5500.

SUZUKI TL 1000

The all new Suzuki TL1000R was originally introduced to the motorcycling press at the Eastern Creek racing facility in Australia back in March of this year. The preliminary impressions of the bike were promising but, due to a few problems encountered in manufacturing the motorcycle, it took until Mid-June for it to reachour shores ready for the show room. We nabbed one from the nice folk at Suzuki, we put our butts on the seat, and we rode it. Power Plant

As everyone knows, the TL1000R engine is a slightly modified version of the 1000cc, 90 degree, twin cam, four valve, V-twin that first appeared in last year's TL1000S. The modifications include throttle bodies with dual stage injection and two injectors per cylinder, a redesigned air box for improved flow, cams with higher lift and longer duration, and a high-volume exhaust, to name just a few. Taking a look inside the big twin, we find forged pistons for increased durability over cast ones.

 Forged pistons also have the advantage of allowing for thinner support walls for the wrist pins and the removal of nearly all of the side skirts of the pistons. The rods connecting the pistons to the crank are carburized for higher surface hardness, providing for light weight and high strength. Light weight is doubly important on moving parts because the weight savings is multiplied by the subsequently reduced inertia. It's sort of like that movie with the giant cannon they were dragging across Europe and how, although it was difficult to drag the thing up the mountain side, it was even more difficult to control its speed on the way down. I can never remember the name of that movie.

So concerned were the engineers about throwing away horsepower when designing the TL1000R that even the splashing of oil in the crankcase is controlled to reduce power loss. To reduce agitation, the side case that carries the return oil from the heads has a fin cast into it to deflect the oil away from the crankshaft.

BMW K1 200S

I said I wasn’t going to say too much in my last post… and here’s why. I just didn’t want to tempt fate or jinx anything by saying I was expecting delivery of my new K1300S today, but as promised, it was delivered and here she is. This is the Lava Orange colour which to my eyes at least is the best colour on offer of the current 

crop.

I’m not sure it really is a pearlescent colour but it does change under different lights. In these pictures for example it is decidedly orange but in the short space of time I’ve had it I’ve also seen it looking more bronze.

I haven’t had chance to ride it yet thanks to work, but rest assured I’ll be out on it tomorrow for sure. The weather is supposed to stay good for the weekend… Perfect.

I’m not really sure how this all came about. Obviously it was deliberate but it all seems to have happened in a bit of a whirlwind.

On the Wootton Bassett ride we saw a lava orange one close up and I suppose that got me thinking about the K1300’s again. I then checked back through some old emails and found it was almost a year to the day I’d emailed NOG and asked for the price to change. At that time it was prohibitive as I’d only had the K1200 for 4 months, but I wondered what difference a year might have made. So, I sent an email off to NOG (Yes, yes, but as I’ve said a million times, far better the devil you know). Phil, the boss, replied almost immediately and with a much better offer than this time last year… so discussions pursued, and last Saturday I placed the order.

You can imagine my amazement and joy when he told me he had reserved one to my exact spec. Even so, I wasn’t promised delivery until next Monday, especially as this last weekend was Easter… but as it’s all worked out. Delivery was today and made personally by Phil. So, so far on this transaction, I honestly can’t fault them.

BMW R1200RT

 Thump thump… Thump thump… Thump thump..

No, this is not the sound of the engine. This is your heartbeat. It’s fast, around 110 beats per minute. And you haven’t even turned it on yet. You turn the key, hit the starter button. A high pitched shrill rings out followed by a baritone hum. It’s already music to your ears. Don’t you dare touch that throttle: the engine is still cold. A few minutes pass and you can give it a blip. It’s electric, the engine spinning up like nothing else this side of a Formula 1 power plant. Thump Thump Thump Thump Thump Thump… It’s time to throw your leg over. This is the S1000RR, the fastest, most powerful production motorcycle in the world.

BMWBLOG spent one short lived but glorious week with BMW’s new superbike. In the following article we’ll take you to the racetrack, through busy downtown streets, along open highways and straight up to redline. We advise you wear your helmet for this one, it gets pretty wild. Fasten the strap and read on.

It’s unfortunate but true: most of your time atop this BMW will be spent around town on your daily commute. Conservative speed limits and stern faced police men (along with your own good judgment) will prevent you from unleashing even a fraction of this bike’s performance. It’s better this way, there are too many variables beyond your control. Too many oblivious pedestrians, slumbering drivers and wayward taxis. Just exercise the type of restraint that keeps you happily married and out of jail.

You know, riding with restraint offers its own gratifying experience. It’s kind of like hypermiling. It’s not nearly as much fun as thrashing it, but then you’re quite contented by your self-control and superior fuel mileage. Well, you get the idea. Just the knowledge of vast power reserves under your wrist will put a smile under your helmet and give you an air of proud confidence in your machine.

When I first mounted the S1000RR, I had just spent a week with BMW’s R1200RT touring machine. Obviously this track day demon feels a little different. By virtue of weight distribution over the front wheel, you have to assume the position – forward tucked with weight on your wrists. But this is no Ducati, no GSX-R for that matter; and I intend this as a compliment.

 While you can still move around on the bike as needed for sport riding, you can also ride relatively upright in a comfortable position. All day. The S1000RR’s seating position strikes a great balance between comfort and all-out sport; within the superbike segment it’s unmatched for its ergonomics and comfort.