Suzuki has just released the first official picture of the all-new 2009 GSX-R1000.

The key change is an all new engine that is 59mm shorter than the outgoing K7/K8 model, allowing a longer swingarm, though the wheelbase is 10mm shorter at 1405mm.

The changes have been made to ‘increase agility and race track performance’ according to Suzuki. Compression is higher according to Suzuki, but Suzuki declined to release further information.

Showa’s Big-Piston forks (as seen on Honda BSB bikes and the new Kawasaki ZX-6R) have fewer internal components and have a lower oil pressure than conventional forks, giving smoother action.

A new shock with high and low-speed compression damping matches the new forks. New Tokico four-piston radial calipers are also used.

This picture was taken from: Motorcycle News

New price £16,500
Engine size 1679cc
Power 197bhp
Top speed 137mph

The V-Max is what happens when you mix 1679cc and nearly 200 horsepower in a motorcycle that’s one part cruiser, one part sportbike - and all parts thrilling. It’s difficult to explain just how quickly the V-Max builds speed. Cruise along at 30 mph in second gear, pick up the throttle and hold on tight… you’ll be doing 90 mph before you say, “Holycrapthisthingisfast!”. It’s a thrill ride of epic proportions - the V-Max redefines the word torque. It produces the kind of acceleration that you feel in your chest. The kind you don’t soon forget…. and it handles to boot. What’s the catch? Well, there’s 16,500 of them…

Engine: The V-Max’s brutal all-new 1679cc, 65-degree V4 produces a claimed 200hp (or 197.4bhp) at just 9000rpm. To put that into perspective, that’s the same as a GP replica Ducati Desmosedici RR, but at 4000rpm less. To achieve this, the new V-Max borrows heavily from latest sportsbike technology, meaning that looks aside, it has little in common with its predecessor. Key features are the YCC-I adjustable intake funnels (which are a bit like a 21st century V-Boost); R6-style ‘fly-by-wire’ electronic throttle, a high 11.3:1 compression ratio and forged aluminium pistons.

Ride And Handling: Main frame is an all-new, cast aluminium diamond with a die-cast and extruded rear subframe. Suspension front and rear is about as bling as it gets: mammoth, 52mm diamter inverted forks with TIN coated tubes. Rear monoshock has a remote preload adjuster to go with its shock-mounted rebound and compression adjusters. Front end is multi-adjustable, too. Believe it or not, this beast actually handles.

Equipment: Handlebars are posh, tapered items. Like the original Vmax and to keep mass centralization as low as possible, the 15-litre fuel tank is mounted under the seat with the fuel filler positioned under the rider’s backrest. All-new instrument panel includes an analog tacho, digital speedo plus LED shift lights. The info-center on the V-Max’s pseudo gas tank provides more information than you can imagine… throttle position, miles per gallon and a stop watch - just for starters.

Quality And Reliability: You can expect the kind of bulletproof quality and reliabilty that has become standard on all new Japanaese motorcycles. It’s enough to put the American competition to shame. There’s some quality parts as standard, including brembo brakes with wavy discs and a hi-tech info-center on the tank. Interesting fact: the Vmax’s signature aluminium intake covers are hand finished.

Value: At an expected price of £16,500, the V-Max is pretty hard to justify to the missus. That’s alot of money for a motorcycle, but then big name cruisers have never been cheap and they still sell, just look at Harley’s… But this is no Davidson, complex electronics and and sportsbike specs are what pulls the price up, not marketing and branding. If you want a 197bhp cruiser and the kudos that goes with it, be prepared to pay for it.

Model History: 1986: Yamaha VMX1200 V-Max launched in USA.
1991: Restricted version arrives in UK.
1996: Full 140bhp version of the Yamaha VMX1200 V-Max appears in UK.
1999: Cosmetic upgrade with `carbon look’ bodywork.
2004: Yamaha VMX1200 V-Max discontinued in UK.
2008; All new VMAX revealed, on sale 2009.

This article was taken from: Motorcycle News

Aprilia have revealed the first official pictures of their road-going 1000cc V4 supersports machine, the RSV4.

The Aprilia RSV4 is powered by an engine developed and built in-house by Aprilia. This 65° V four unit uses state of the art electronics, including multi-mapping ride-by-wire technology, a solution that offers virtually infinite opportunities for power delivery and traction control (present as standard on the racing version).

The narrow V layout has led to the development of an incredibly narrow and compact engine. This in turn has permitted weight to be centralised and chassis performance dramatically improved (thanks to a short wheelbase and long swingarm). The narrow V-four configuration permits a longer stroke to be used, which Aprilia says gives benefits in terms of improved engine breathing. High engine speeds can therefore be reached without having to extend the width of the crankcase.

The monobloc cylinder block features integrated liners for maximum rigidity and consistent efficiency. The air intake trumpets are variable in length. Each bank of cylinders has a servomotor dedicated exclusively to the operation of their two throttle bodies. The aperture of the four butterfly valves, and therefore the volume of air inducted, can therefore be controlled independently. This solution allows hi-tech electronic engine and power management, resulting in advanced integral traction control. A cassette type gearbox and a slipper clutch demonstrate the racing focus of the engine.

The Aprilia RSV4 also offers the kind of chassis adjustability normally only found on racing machines. The variable geometry frame lets you change the headstock angle (thanks to interchangeable steering bushings) and swingarm and engine position are adjustable. The RSV4’s aluminium frame and swingarm are constructed from a mix of thick-walled parts and variable section sheet.

The RSV4 also features some pretty high spec parts and big names, including Ohlins forks, rear monoshock and steering damper, Brembo monobloc brake calipers and forged aluminium wheels.

This article was taken from: Motorcycle News

New price £4,599
Parker’s used price range £900-3,510
Engine size 645cc
Power 69bhp
Top speed 123mph
Insurance group 9

The Suzuki SV650 is a straightforward middleweight V-twin all-rounder which proves you don’t have to be boring to be practical. The SV650 is versatile, affordable, a doddle to ride (making it popular with inexperienced riders) and yet is a hoot to muck about on - or even to race.

Engine: The Suzuki SV650’s liquid-cooled dohc unit is so smooth and eager it makes most European V-twins seem crude and impotent. The Suzuki SV650 is flexible and predictable, has a thrilling zest for revs and yet is completely reliable, too. What’s more, the gearchange is typically Suzuki slick and the clutch is light and easy. The SV650 has an all-round great engine.

Ride And Handling: Better even than the engine. Forget fancy cycle parts, instead the Suzuki SV650 has a super-light feel, accurate steering and assured suspension and brakes. Tour by all means (it’s plush enough) but the Suzuki SV650 revels in thrashing through the twisties, too. Six-footers may find an SV650 a little cramped.

Equipment: Budget price means the Suzuki SV650 has everything you need but not much more. Common SV650 owner mods include belly pan and full fairing lowers.

Quality And Reliability: Build quality of the Suzuki SV650 is fair but expect some corrosion and furring of alloy surfaces if you ride through winter. Reliability is good thanks to the SV650’s fuss-free chassis and a fairly routine but gloriously under-stressed engine.

Value: A budget initial price coupled with low running costs and cheap insurance makes the Suzuki SV650 a top-value package. Cheaper bikes (Suzuki’s GS500, Kawasaki’s ER-5) can’t match the SV’650s performance and Kawasaki’s recent ER-6 is too new to compete against older used Suzuki SV650s on price. It remains a stylish and classy buy despite its increasing age. Find Suzuki SV650 motorcycles for sale.

Model History: 1999: Original ‘jellymould’-styled half-faired Suzuki SV650S launched.
2003: Suzuki SV650 revamp. New angular styling, new angular, lighter die-cast frame, revised clocks and lights and fuel injection in place of twin carbs.
2004: Catalytic converter added to Suzuki SV650.
2005: Suzuki SV650 frame and swingarm now black-finished instead of silver.

Other Versions: Suzuki SV650: Has slightly higher bars and lacks half-fairing of ‘S’ model, so slightly lower asking prices.

This article was take from: Motorcycle News

New price £8,999
Engine size 998cc
Power 187bhp
Top speed 182mph
Insurance group 17

Yamaha’s latest R1 features new-found midrange drive from junking Yamaha’s tried and tested five-valve per cylinder in favour of the traditional four-valve set up, but at the same time installing some of the bad boy engine manners the original model was famed for. The chassis also gets updated by way of new frame, swingarm and suspension to make this latest Yamaha R1 a perfect road bike tool and the basis for a stonking trackday and superstock motorcycle.

Engine: The Yamaha R1 was never short of top end drive and that’s true of this latest version. What the latest Yamaha YZF1000-R1 does have though is a healthy dollop of midrange kick. Not that this will be a worry in the lower gears as the fly-by-wire system, linked to detailed ECU mapping, won’t deliver everything the rider asks for, instead giving what it thinks is best. Variable length inlet trumpets (worked by electronic motor at 10,400rpm) boosts midrange revs and props up top end poke - not just a gimmick, it actually works.

Ride And Handling: With race-like suspension front and rear, the standard set-up of this latest Yamaha R1 is just about right for dealing with everyday riding on UK roads. Turn the pace up (road or track) and there’s enough adjustment to suit every situation and riding style. Typically the R1 is a front end motorcycle, meaning that every road detail is felt through the bars and it drops into a turn as quick as you like. Race track manners along with road motorcycle stability takes some beating and believing, but it does both with style.

Equipment: As a leading sports bike/race replica, niceties of heated grips and shaver points simply don’t exist. The Yamaha R1’s dash layout is spartan but effective; big tachometer face, gear shift light and LCD speedo are all you’ll really need. Yamaha has brought back six-piston brake calipers to fly in the face of four-pot fashion, but they work very, very effectively on the smaller-sized discs of the latest R1. The rear shock features high/low compression damping, which is good, as is the roomy seating position. Six-feet plus? Not a problem.

Quality And Reliability: As there are only three major motorcycle fastener suppliers in Japan -used by all the Japanese manufacturers - the old belief that Yamaha’s finish is inferior is complete rubbish nowadays. What is questionable is the bitty way certain panels of this latest Yamaha R1 are tacked on or used to cover areas eg the flimsy placcy bit covering the down pipes. Reliability shouldn’t be a problem as the Yamaha R1 hasn’t got a reputation for being a lemon.

Value: Yamaha’s pricing has always been strange: in 2005 the R1’s list price was £9k-plus, but then dropped to just over £8k in 2006. For 2007 the R1’s projected price will be around £8999, which (typically) is around £200 more than the competition. Value for money? Yamaha think so, as do previous Yamaha R1 customers.

Model History: 1998: The very first YZF1000 R1.
2000: New titanium silencer, revised gearbox, modified carb, magnesium engine case covers, new bodywork and fuel tank, lighter chassis components, new suspension settings.
2002: Fuel injection now fitted along with catalytic converter and uprated ECU for more power. Revised frame and suspension and cosmetics.
2004: Full make-over for the Yamaha R1; new engine internals, underseat exhaust, sharper styled bodywork, more power, frame and suspension mods (longer swingarm in 2006).
2007: Launch of all-new Yamaha R1.

Other Versions: Yamaha R1-SP: 2006 limited edition with Ohlins suspension, Marachesini light weight wheels, and slipper-type clutch
Centenary: limited edition all-yellow model in 2005/2006.

This article was taken from: Motorcycle News

Parker’s used price range £1,305-5,000
Engine size 599cc
Power 108bhp
Top speed 160mph
Insurance group 14

Hardcore, know the score. The Yamaha YZF-R6 is a sexy uber-capable track bike that works on the road too. It caught the 600 race rep class napping and nothing came close until Suzuki launched its 2001 GSX-R600 - that’s a long time to rule the 600 roost and shows just how good the original Yamaha YZF-R6 was.

Engine: The Yamaha YZF-R6 loves to rev - a 15,500 rpm redline was high for the time. And it’s powerful. 160mph fast doesn’t sound amazing in these days of 180+mph bikes but unleashing the Yamaha YZF-R6’s 108bhp certainly feels pretty special. The midrange is surprisingly meaty too although the top end rush hides it. The gearbox isn’t the smoothest but it’s at least a match for most Hondas.

Ride And Handling: Light, rapid steering and hard to fault on the track - ultimately the Yamaha YZF-R6’s pegs will touch down but that takes some doing. The bars will waggle under power but the Yamaha YZF-R6 is a fast steering track bike so that’s to be expected. It can’t quite match the composition and easy turn in of the latest supersport 600s but it’s a small difference - chassis wear will be more significant on most machines.

Equipment: Sports bikes don’t have to be crippling and impractical. And the Yamaha YZF-R6 is neither. The riding position’s pretty reasonable - touring’s possible although the seat could benefit from a gel insert. The Yamaha YZF-R6’s instruments are comprehensive for the era and include an extra trip meter triggered by the fuel reserve. Above average underseat storgage, good headlights, passable mirrors.

Quality And Reliability: The Yamaha YZF-R6’s finish is a mixed bag. Plenty of major parts resist the rigors of rain and salt well. But a few smaller parts let the Yamaha YZF-R6 down. Bolts, brackets and fasteners plus a handful of bigger components fur or rust up far too easily. Major Yamaha YZF-R6 reliability problems are extremely rare. Check for heavy oil consumption and any form of gearbox fault.

Value: This is a popular, but value for money, class and it’s hard fought on price. The Yamaha YZF-R6 is not only the best bike from late 1998 to the end of 2000 it’s the best looking too so prices hold up quite well. Suzuki’s GSX-R is track capable but poor on the road, Honda’s CBR is a sound machine but revvy and the Kawaski’s more road focused.

Model History: 1998: Original Yamaha YZF-R6 launched.
2001: Updated Yamaha YZF-R6 includes quick release number plate hanger and most obviously LED tail lights.
2003: Yamaha YZF-R6 gets new swingarm, fuel injection replaces carbs, revised frame, five-spoke wheels.

This article was taken from: Motorcycle News

Parker’s used price range £715-3,045
Engine size 899cc
Power 143bhp
Top speed 175mph
Insurance group 16

Like so many motorcycles the Kawasaki ZX-9R began life as a sports machine, didn’t quite cut it and ended up as an excellent sporty sports-tourer. It’s indecently fast and should put 175+mph on the clock with minimal hassle. Early Kawasaki ZX-9Rs were heavy but from the ‘C’ variant of 1998 onwards it’s light enough to be a capable if not cutting edge sports machine.

Engine: Always a strong point on Kawasakis even when chassis development fell behind the competition. The Kawasaki ZX-9R’s engine is a classic with modest low rev torque, no major fireworks in the midrange but enough urge to keep the Kawasaki ZX-9R swift. But rev hard and very little will pull away. The Kawasaki ZX-9R has a pleasing growly nature too.

Ride And Handling: Early Kawasaki ZX-9Rs weren’t good. The Kawasaki ZX-9R ‘B’ series from 1994 to 1997 was too heavy. Fingers were pointed at the rear swingarm and suspension too. It’s the least sporty of the bunch by some margin. Kawasaki ZX-9R ‘C’, E’ and ‘F’ suffix bikes are all much lighter but still stable and relaxed enough to make excellent road bikes. Brakes are effective unless neglected.

Equipment: Depends on your perspective. The Kawasaki ZX-9R’s well equipped for a sports bike, quite poor for a sports tourer. The fuel tap is an antique idea with little to commend it but is useful when removing the Kawasaki ZX-9R’s tank. Grease nipples on the Kawasaki ZX-9R’s rear suspension are a simple, superb idea which few other machines have.

Quality And Reliability: Reliability is good - Kawasaki ZX-9Rs will clock up huge mileages without letting owners down. But build quality can be patchy. Paint is so thin on the wheels even regular use of a lock can rub it off. Corrosion and stone chips are a common sight on Kawasaki ZX-9Rs. Shocks go off quickly and steering head bearings can wear fast.

Value: The Kawasaki ZX-9R makes a good buy for two reasons. First, as it was always a close-but-no-cigar sportsbike, it’s seen as undesirable so can be cheap. Second, owners who do go for a Kawasaki ZX-9R are less likely to crash or thrash their bikes than those with GSX-Rs or R1s. Look for a bike with a Fenda Extenda and buy with a smug grin.

Model History: 1994:Kawasaki ZX-9R B original model launched.
1998: Kawasaki ZX-9R C completely new model, new frame and engine, single reflector headlight.
2000: Kawasaki ZX-9R E minor mods including stiffer frame and twin headlight top fairing.
2002: Kawasaki ZX-9R F final version with heavier crank and four piston front brake calipers.

This article was taken from: Motorcycle News