Trying to find that perfect companion is difficult for many motorcyclists. Quite a few don’t want anything to do with the increasingly narrow-focus offerings that are sitting on showroom floors. They’re looking for a big-bore, four-cylinder bike that can fill multiple roles with some sportbike influence, without the pretension of racy full fairings-but they don’t want their ride to be bare naked, either.

BMW is looking to chop up its four-cylinder K-bike market segment yet again, with the K1200R Sport. Essentially the same as the K1200R naked bike we tested back in Dec. ‘05 (”Exhibitionist’s Delight”), the K12R Sport adds a frame-mounted half-fairing utilizing the headlight assembly from the R1200S. The rest of the bike-from its 1157cc four tilted forward at a radical 55 degrees to its innovative Duolever front/Paralever rear suspension-is basically identical.

Suzuki has finally resurrected the big-bore Bandit with the new 1250S for ‘07. An all-new, liquid-cooled engine now powers the Bandit, with a 5mm stroke increase boosting displacement from 1157cc to 1255cc. The redesigned cylinder head features larger valves (31mm intake/27mm exhaust, versus the previous 28.5mm/25mm) working through a revamped combustion chamber pumping a higher compression ratio of 10.5:1 (up from 9.5:1).

Transmission is now a six-speed unit, with the clutch using coil springs instead of the old diaphragm unit for better feel. Stacked transmission shafts and tighter cylinder spacing make the new engine significantly more compact, even with the smaller and lighter (yet higher-output) generator being relocated from behind the cylinders to the left end of the crankshaft. A secondary balance shaft helps smooth out excess vibes. Replacing the old bank of 36mm carburetors is Suzuki’s SDTV fuel-injection setup utilizing 36mm throttle bodies. The closed-loop system employs an O2 sensor in the 4-into-2-into-1 exhaust in conjunction with the company’s ISC (Idle Speed Control) and Pulsed-Air systems to run clean enough to pass ultrastrict Euro 3 and U.S. EPA Tier 2 emissions standards.

The tube-frame chassis has the same steering-geometry numbers (25.3 degrees rake/104mm trail), but the larger-diameter downtubes increase torsional rigidity by a claimed 10 percent. Suspension is basically the same, save for minor detail changes, and a restyled frame-mounted half-fairing heads the list of styling changes. (The naked Bandit is no longer offered in the U.S.) The new Bandit’s MSRP still comes in at a very reasonable $8299-although weight has unfortunately ballooned from 530 to 565 pounds wet.

We paired up the new Suzuki and BMW to see how the two half-naked machines from opposite ends of the financial scale would compare in overall performance. So without further introductory banter…

CITY LIFE

Both bikes fire up readily on a cold morning and warm quickly, allowing them to be ridden away promptly after startup. Although the Bandit’s ergos are the more upright of the two, most of our testers preferred the K12R Sport’s layout-but not by much. The Suzuki’s conventional handlebar has a strange bend that is narrow and angled too far back, making you feel as if you’re piloting a wheelbarrow. Its seat-while wide and cushy, plus featuring a nifty 20mm height adjustment-is shaped like a block, which begins to get a little uncomfortable on longer jaunts.

Otherwise, besides some buzziness in the engine that seems to have carried over from the previous air/oil-cooled Bandit, the Suzuki’s cockpit is very hospitable, with refined, easy-access controls (the overly large throttle tube occasionally rattles annoyingly on the handlebar while cruising) and decent wind protection from the moderately sized windscreen. The dash is nicely laid out and easy to read, although for some reason, Suzuki decided to omit a coolant-temperature gauge on the new liquid-cooled Bandit, with only a coolant-temp warning light to notify you of a problem; some testers lamented the lack of a gear indicator as well.

By contrast, the BMW’s narrower seat is shaped better, and while the lower-set bars (basically identical to the K1200R’s) are easier to get along with than the Bandit’s, the K12R Sport’s bar angle is a bit wide and splayed-out for some. The dual-counterbalanced powerplant is much smoother, and there is decent legroom to keep you from cramping up on extended rides. However, the BMW retains its marque’s history of quirky control and dashboard layout. Despite being positioned centrally atop the dash, the tachometer is too small (some felt the same about the speedo as well), and the starter/turn-signal button location and operation are frustrating to deal with.

Even though the levers are adjustable, their working range is still only suitable for Herman Munster-sized hands, and the clutch actuation is located in a narrow band at the far portion of lever travel. Wind protection from the windscreen is good, but the bar-mounted mirrors-while providing a decent rearward view-are positioned awkwardly, requiring the rider to look too far away from his forward field of vision.

This article was taken from: Sport Rider

It doesn’t take long before you’re twisting the grip and just waiting for its turbo-like boost in power.

Some days are good enough to live up to the memories you make of them — like on a crisp morning when the time and temperature are perfect, the gas tank swishes cool between your thighs, you flip down your helmet visor, turn the key, twist the grip, feel the roar and you just ride.

Where does the line between sport and touring begin to blur?

Probably with the Honda VFR800A.

While we could argue that bikes like the Honda ST1300A or Yamaha’s FJR1300A were designed to be the true blend of sport and touring, the VFR makes for a nice intermediate step toward touring and away from the hardline sport dedication of the CBR lineup.

The VFR allows a little more long- distance ergonomic comfort. It is a bigger bike, with more upright seating that’s pushed slightly rearward, a longer and easier leg stretch and an accessory list that includes available touring add-ons such as hard bags and a trunk.

Not that the VFR will have any trouble hanging with the sport bike crowd. This 25th anniversary Freddie Spencer edition Interceptor, as tested, is still a head-turner, coming dipped in HRC red, white and blue racing colours and with no shortage of the power and attitude that heralded its original debut.

The V4 VTEC engine is a little different, idling with a ‘chuffa-chuffa’, almost V-twin roughness.

Open it up and you get a roar distinctly different from the CBR’s dental drill scream.

Somewhere in the neighbourhood of 7000 rpm, the mid-rush thrust multiplies like somebody flicked a switch as the VTEC cam configuration kicks in and the engine erupts with a chainsaw-like howl.

It doesn’t take long before you find yourself repetitively twisting the grip, grinning and just waiting for that almost turbo-like boost in power, in a rush very similar to the VTEC thrill of some of Honda and Acura’s four-wheeled, free-spinning performance engines.

Some will prefer the more linear acceleration of the CBR’s inline-four but that’s just the fun of having all these different flavours of motorcycles.

There’s something for everyone. And with a size, weight and price bridging the gap between back-road sport and long-haul touring, the VFR800A Interceptor nicely blends the best of both worlds.

Honda Canada is only bringing in the ABS version model for 2007 and it should be at dealers now.

SPEC SPECS

ENGINE: Liquid-cooled 781cc 90-degree V4 VTEC DOHC, 4 valves per cylinder

FUEL: PGM-FI fuel injection

TRANSMISSION: Close-ratio six-speed & O-ring-sealed chain drive

SUSPENSION (FRONT): 43mm HMAS cartridge fork; 109mm (4.3 inches) travel

SUSPENSION (REAR): Pro Arm single-sided swingarm with Pro-Link single HMAS shock; 119mm (4.7 inches) travel

TIRES: 120/70ZR-17 radial front; 180/55ZR-17 radial rear

BRAKES: Front dual 296mm discs ABS Linked Braking System three-piston calipers; rear single 256mm disc ABS Linked Braking System three-piston caliper

SEAT HEIGHT: 805mm (31.7 inches)

WHEELBASE: 1,458mm (57.4 inches)

DRY WEIGHT: 218 kg (481 pounds)

FUEL CAPACITY: 22 litres

MSRP: $14,699 Candy Dark Red, $14,999 Freddie Spence Pearl Blue/Pearl White/Red

This article was taken from: The Hamilton Spectator

Triumph Motorcycles (America) Ltd., is pleased to announce the creation of the ultimate Street-Fighting Machine, the Special Edition Speed Triple 1050.

Triumph has equipped the mean and nasty Jet Black Speed Triple 1050 with a special package of must-have accessories to create the ultimate street-fighter at a very special price. The Special Edition Speed Triple 1050 comes complete with the race-styled Arrow 3 into 1 Exhaust System, 5 different carbon fiber accessories, black seat cowl and belly pan and anodized axle covers.

Priced at only $11,999, the Special Edition Speed Triple 1050 is an amazing value representing savings of almost $1,000 compared to the price of the separate components.

Triumph is only producing 50 of these amazing bikes, and they are expected to sell-out quickly. Customers should contact their local dealer immediately to lock-in one of these hot bikes.

The bikes will be delivered to dealers in June.

Special Edition Speed Triple 1050 Included Accessories:

Arrow 3 into 1 Exhaust System
Carbon Fiber Flyscreen
Carbon Fiber Rear Hugger Kit
Carbon Fiber Front Fender
Carbon Fiber Heel Guards
Carbon Fiber Radiator Cowls
Black Belly Pan Kit
Black Seat Cowl Kit
Anodized Black Axle Covers

For more information, please go to Triumph Motorcycles’ website at www.triumphmotorcycles.com.

This article was taken from: Rubber Magazine

Triumph’s ground breaking Daytona 675 continues to collect awards as it scooped both the Supertest and Masterbike awards for the second year running. This is a true testament to the motorcycle as it trumped the competition even though it remains unchanged since its launch in 2006.

The last week in March saw the Daytona 675 retain the Supertest crown as the King of the Supersports. The Supertest competition, held at the Almeria track in Spain, was judged by 15 journalists from publications around the globe. The competition runs back-to-back tests for sports bikes from all the major motorcycle manufacturers. The Triumph Daytona 675 stormed into the top place in the engine flexibility, throttle response, chassis handling, chassis brakes, equipment and price categories, making it the overall winner for the second year in a row.

Straight from the success at Supertest, the Daytona 675 secured yet another Best Supersport title at the Masterbike test in Jerez, Spain. Masterbike is an independent track-test for sports bikes organized by Motociclismo, the best-selling bike magazine in Spain, with a judging panel comprised of 15 international motorcycle magazines. The Masterbike test is considered one of the most important and influential magazine tests due to its impartiality and fairness. The Triumph Daytona 675 continued its reign as the best Supersport bike, beating Honda CBR600RR, which is newly redesigned for 2007, by a significant margin.

Simon Warburton, Product Manager at Triumph Motorcycles Limited, commented: Winning both Masterbike and Supertest for two years running is a brilliant achievement for Triumph and shows that we are now a force to be reckoned with in the Supersports market. We look forward to continued success for the Daytona 675.

The Triumph Tiger 1050, the most recent addition to Triumph’s line, has also started to collect awards. Motorrad, the most influential magazine in Germany, awarded the Tiger 1050 the top spot in their travel enduro test, which saw the Tiger pitched against the BMW R1200GS, the KTM 990 Adventure, the Suzuki V-Strom 1000 and the Honda Varadero 1000. Beating the GS is a formidable achievement, as the BMW has dominated the category for many years.

The Tiger 1050’s success continues in the US, where it has just won the Best Sport-Standard, and Motorcycle of the Year from Rider magazine, while back in the UK, it won Motorcycle Sport and Leisure’s (MSL) ‘Tall-Rounders’ test, beating the KTM 950 and the Ducati Multistrada. MSL summed up the Tiger’s award-winning performance perfectly when they concluded that the Tiger 1050 is ‘pretty damned good at absolutely everything’.

This article was taken from: Motorcyclist

HONDA’S network of motorcycle dealerships is now solus rather than shared with other makes.

This is part of Honda’s plan to better control its brand and strengthen its sales effort. Honda has been ruthless in their approach, upsetting a few long-term dealers who refused to drop their other franchises in order to fit in with Honda’s solus strategy.

Simon Read, Honda UK’s Franchising Manager for the motorcycle division said: From the end of March we’ve now been 100% solus and we truly believe this gives the customer a number of benefits. Firstly, solus dealers have unrivalled expertise and experience with Honda products, meaning that potential customers will be getting more accurate information about our motorcycle range. When it comes to servicing, again with the technicians concentrating on one brand and having to be assessed at the Honda Institute it means that their skills and knowledge on new Hondas really is second to none.

Honda has always found that the best-performing dealers have been solus; therefore it’s easy to see why they’re keen on rolling out solus dealerships across their 115 dealer UK network.

Honda’s range of scooters, motorcycles and off-roaders is now 58 models strong.

With 115 solus dealerships up and running, it’s expected that another four will open within the next two months, with the total hitting 120 solus dealers within the next six months. The target is to eventually get 133 solus dealers across the UK within the next two years.

Will other manufacturers flex their muscle and try to pin down dealers to commit to their brand?

This article was taken from: Visordown.com

The company that brought us the crude and much-maligned Samurai sport utility vehicle is fielding a new entry this year, the XL7, that’s about as far removed from its predecessor as beef bourguignonne is from a hamburger.

The Suzuki XL7 is one of a growing breed of “crossover” SUVs that either share basics with a car or are constructed in a carlike manner, with a unitized body rather than a traditional truck’s body-on-frame configuration.

Unlike that of the Samurai, the XL7’s design is modern enough for General Motors to share it; it forms the basis for the Chevrolet Equinox and Pontiac Torrent and is built in the same place, Canada, although the Suzuki is a considerably longer vehicle. (GM owns a small piece of Suzuki, and the two carmakers have shared products for years.)

The XL7 is a generally user-friendly family vehicle that’s available with a (typically cramped) third row of seating, handles acceptably in conservative driving, has a peppy 252-hp. V-6 engine, gets about 19 mpg overall and can be had with all the baubles and bangles one could want in an SUV, including rear seat entertainment and a navigation system.

Suzuki says the XL7 goes from 0 to 60 mph in fewer than 8 seconds - acceleration that’s more than acceptable for a family vehicle.
Just don’t try to drive your XL7 like a sports car and you’ll get along fine; the suspension is soft and allows a scary amount of body lean in hard cornering - enough to have nervous passengers begging for mercy. The steering felt numb to me at highway speeds - although I got used to it after a few days with the tester.

A few other complaints: The power window switches are on the center console, not the driver’s armrest or interior door panel where most drivers expect to find them and where they’re easier to locate by touch. The dashboard gauges glare quite a bit in daylight, making them difficult to read.

I wished the XL7 could turn tighter, for making U-turns or swinging into parking stalls.

And I don’t know whose idea it was to locate the tiny fog lamp switch about a mile away from the rest of the light controls or the rear wiper switch almost as far from the other wiper controls, but no dessert for him (or her or them) tonight.

Most crossovers are front-drivers at heart, with all-wheel either standard or, as in the case of the XL7, available.

Although it stickered at almost $28,000, my test XL7 was a front-driver, but in an up-level Limited equipment level with leather interior and a DVD player.

All-wheel drive would have added $1,600. It’s a popular option here in the Northeast - and maybe indispensable where you live. But if you’re thinking of forgoing it, the combination of high ground clearance, front drive, standard traction control (and maybe some aftermarket winter tires) should make this vehicle an acceptable performer in most winter road conditions.

The front-drive tester had a tendency for the front tires to break traction in a jackrabbit start and a tendency to a little “torque steer” instability up front in hard acceleration. That manifests itself in a slight tugging on the steering wheel and, when accelerating out of a turn, a tendency for the steering wheel not to spin itself back to straight ahead.

Suzuki says that virtually all the torque normally goes to the front wheels, so I suspect the all-wheel-drive models will evidence the same shortcomings.

On sale since November, the new XL7 replaced another completely different vehicle called XL-7 (it lost its hyphen for ‘07) that had descended from the Sidekick, Vitara, Grand Vitara, Chevy Tracker family of little trucks. The sole surviving member of that family, the Grand Vitara, is still offered.

The ‘07 XL7 begins almost $1,000 more than its ‘06 predecessor, but the list of improvements is long, beginning with the General Motors-designed, Suzuki-assembled 3.6-liter engine. The ‘06 had a 2.7-liter six that delivered only 185 hp. (But fuel economy that was no better than the new model’s 18 mpg city and 24 highway, as estimated by the EPA.)

The XL7 also picked up 2 inches of wheelbase in the redesign, 10 inches of overall length, 2 inches of width, 7 inches of rear seat legroom, and more shoulder room, hip room and ground clearance.

The redesign made the XL7 larger and more powerful than many competitors, including the Toyota Highlander, Honda Pilot, Nissan Murano, the Equinox, Ford Escape and Hyundai Santa Fe. But not the Saturn Outlook or its corporate twin, the GMC Acadia, which have 3 inches and 23 hp. on the Suzuki.

And, in power at least, not the new Ford Edge, which has 265 hp. under its hood (and a six-speed rather than a five-speed automatic transmission.)

The best you can do in the other competitors is 215 hp. in a Highlander, 240 in a Murano, 244 in a Pilot, and 242 in a Santa Fe.

The 185-hp. Grand Vitara is a much smaller vehicle - more than a foot and half shorter than the XL7 and starting at under $20,000.

The XL7, in fact, is the largest SUV Suzuki has ever offered. It begins at $23,534 in front drive with an automatic transmission that offers manual shifting capability; air-conditioning; anti-lock brakes; cruise control; power windows, locks and mirrors; curtain air bags, but with two rows of seating for five, not three rows for seven. Add $1,350 for a version that’s identical but has a third row of seating (and automatic load-leveling shock absorbers).

The XL7 comes in basic, Luxury and the most expensive Limited equipment levels. Base prices range up to $30,184 for a Limited with all-wheel drive and the third seating row. Suzuki says the new XL7 will tow 3,500 pounds.

There is no publicly available info yet on the new XL7’s reliability. In general, Suzuki’s record is mixed; its dealers and its vehicles tend as groups to score poorly in the various owner surveys conducted by market researchers J.D. Power and Associates.

At least Suzuki offers a strong warranty to help allay the fears of potential buyers: three years or 36,000 miles bumper to bumper with roadside assistance plus seven years or 100,000 miles on the powertrain.

There is some comparative information available about the XL7’s safety, and it’s pretty good news: The vehicle scored four out of a possible five stars in its protection of the driver in frontal and side-impact crashes, and five out of five in protection of the shotgun passenger and rear passengers, respectively, in the federal government’s crash tests.

2007 Suzuki XL7

Vehicle tested:

Engine: 3.6-liter, 252 hp.

Torque: 243 pound-feet at 3,200 rpm.

Fuel: regular

Transmission: Five-speed automatic, front wheel drive

Safety: Dual front and curtain-type air bags with rollover sensor; four-wheel disc brakes with antilock, stability control; tire pressure monitoring; fog lamps; daytime running lamps

Place of assembly: Ingersoll, Ontario, Canada

Weight: 3,886 pounds

Cargo room, second and third row seats up/down, cubic feet.: 14/95.2

EPA fuel economy rating: 18 mpg city, 24 highway

Price as driven: $27,949,

including destination charge

This article was taken from: Newsday.com

Suzuki surprises with a new colour scheme to their Halabusa range. For years, potentials clients had a choice of dark colours, but now the special edition GSX1300R Hayabusa is available also in “pearl glass white”.

Regarding it’s recommended price of the standard model at £8649 and only 120 of the models available, Suzuki GB marketing manager, Paul de Lusignan is sure that the bike will sell well: With only 120 of these models available, and retailing with the same recommended price of the standard model at £8649, this bike is expected to sell fast.

Customers will have the chance to ride a new Suzuki with low monthly payments and a guaranteed future value with Suzuki’s current PCP offer.