Top Bikes Reviews

Suzuki V-Strom 650 ABS Adventure Review

2013-04-13T08:41:00.000-07:00

The latest version of Suzuki’s versatile V-Strom could be all the bike you’ll need - it really is that good.

We have fond memories of the Suzuki V-Strom 650 at Telegraph Motoring. We ran one as a long-term test bike in 2004 and it didn’t just gradually win our affection, as many bikes will; it proved good enough to be our bike of the year.
This accolade wasn’t for spectacular performance, and it was despite the bike’s unbalanced looks. It won us over because it was so good at so many everyday things, and for such a good price. Yet time is cruel to man and motorcycle alike. When I rode the

Suzuki V-Strom 650 white abs Adventure Motorcycle Picture

V-Strom XP – much the same as the original with big panniers and a few other bolt-ons – a few months ago I was disappointed at how aged it felt compared with fresher competition, notably Kawasaki’s vivacious Versys.

The New Suzuki V-Strom 650; However, Suzuki had been busy refreshing the V-Strom. The main updates for this late-arriving 2012 model are to the 90-degree V-twin engine and the bodywork. There are new twin-plug cylinder heads, pistons, fuel injection, crankshaft and throttle bodies, along with revised clutch operation and other detail changes.

New Suzuki V-Strom 650 ABS (dl650) Black

Body Work, Outlook- The bodywork has been completely restyled and it’s much better for that. The visual mass is reduced, giving the bike a leaner, more long-legged look and it’s better balanced without the over sized headlights of the old model. There’s intelligence in the design, too, because what looks like the fuel tank is really a pair of plastic body-colored panels that are easily and cheaply replaced if damaged in a fall, instead of having to renew a complete fuel tank.
As with the old bike, the luggage rack sits flush with the passenger seat so loads can bridge the two easily, while the additional dash info such as economy and temperature can be scrolled through from the left bar switch – no need to let go to push a button on the dash itself. Annoyingly, you still need tools to adjust the headlight angle, which you’ll have to do often if your load varies, and there’s no tool supplied to undo six bolts to alter the screen height.

2013 Suzuki V-Strom 650 Black Motorcycle

Chassis: The chassis is little changed, which caused concern because the old bike tended towards the ponderous and too softly sprung. But 11lb has been shed, the centre of gravity is a touch higher (improving agility) and the suspension is a little firmer, small changes which add up to a significantly tauter feel and more assured handling.
Riding: The ride quality is firmer, of course, but still comfortable, aided by the exceptionally accommodating seat. Your backside rests just over half an inch higher than on the old bike’s, otherwise the riding position is still spacious and natural. Suzuki supplies alternative seats which are 20mm lower or higher than standard. It’s the same on the back, where there’s plenty of room and potential long-distance comfort.

The Suzuki V-Strom 650 is more about distance than dashing, with a stronger touring bias than the Versys, and it’s very good at this. Economy impressed on the press launch at about 55mpg – Suzuki says the motor is 10 per cent more fuel efficient than before. With a 4.4-gallon tank, there should be a touring range of 240 miles, a serious mileage for any bike let alone a middleweight all-rounder.

Suzuki V-Strom 650 ABS (DL650) White

ENGINE: But what really seduces is the engine. It’s noticeably smoother than before with a crisp throttle response and a bubbling, liquid delivery. There’s also sufficient torque for you to leave it in top gear for much of your riding. It’s not as fast as some but it requires less effort – because of reduced gear changing, it is more pleasurable to use.
For harder, more demanding riding, there’s a more controlled and tactile feel through the chassis, and an impressive new ABS system if you get over-ambitious with the brakes. The bike changes direction with enough vigour to be exciting, although a long wheelbase like the V-Strom’s will never allow really rapid flicks.

Pricing: But that’s not what this bike is about. It’s a well priced all-rounder that provides as much bike as a significant number of riders want or need. More glamorous machines such as the Ducati Diavel will win bike of the year, but the quiet-man V-Strom deserves a mention. Suzuki V-Strom 650 Price is given in below section.
Suzuki V-Strom 650 Price,Features and Competitors:

Suzuki V-Strom 650 ABS Price, Review, specifications and pictures

>THE FACTS; Suzuki V-Strom 650
Price/on sale: From £7,024/August
Power/torque: 68bhp @ 8,800rpm/44lb ft @ 6,400rpm
Top speed: 120mph (est)
Fuel tank/range: 4.4 gallons/ 240 miles
Verdict: Competitively priced all-rounder that upholds the virtues of the original version of the V-Strom and builds on them with improved range, sharper handling and better comfort – it also looks a lot better than the older bike
> RIVALS- Suzuki V-Strom 650 Competitors;
>Kawasaki Versys, £7,024
A fine bike that’s sportier than the Suzuki, although its engine is less engaging and requires you to use the gearbox more. It also vibrates more. Although the Suzuki is the better tourer, these are closely matched.
>Triumph Tiger 800 ABS, £7,749
The adventure bike style will appeal to many, as will its three-cylinder engine and British heritage, but it costs another £700 and its range is about 80 miles less than the V-Strom’s. Comfort is not as good, either.
>Honda XL700V Transalp, £6,775
Lacks the comfort and range of the V-Strom, while it’s not quite so good for hard riding. But the Transalp is still very capable, with legendary reliability and longevity. It’s also a better bet for limited off-roading.

Kawasaki Sport Touring Motorcycles

2013-03-25T11:25:00.002-07:00

Kawasaki is well-known for making tough bikes and legendary Z1, made the fastest production bike of the time, and KZ1000 reigned AMA superbike championship in '77 and '78. The TV show "The Chips" made their cop bike KZ1000P famous and it was still in production till 2005.

Kawasaki Sport Touring Motorcycles~Kawasaki Concours -Kawasaki 1400GTR
The Kawasaki Concours is a 1000 cc or 1400 cc sport touring motorcycle manufactured since 1985 by Kawasaki.

Kawasaki announced a new generation Concours In September 2006, know as the Concours 14 in the USA, or 1400GTR in other markets. Introduced in September 2007, the new bike is based on the ZX-14 platform with features similar to the original Concours – an inline-4 engine, luggage, shaft drive and a full fairing.

In addition to optional ABS, the new bike offers an electrically controlled screen, an innovative pass-key system, and a sophisticated rear suspension-drive system known as Tetralever – not unlike BMW's Paralever and Moto Guzzi's CARC rear suspensions – to handle the conflicting drive and suspension forces (known as shaft effect) typical when shaft-driven motorcycles carry powerful engines.

Kawasaki Sport Touring Motorcycles~Kawasaki Concours-Kawasaki 14 ABS-LE

Kawasaki has recalled 2008 through 2012 Concours 14 sport-touring motorcycles due rear-brake issues; Kawasaki says 13,289 motorcycles are affected.
Kawasaki Concours 14 has started making motorcycle policeman based in order to compete in the market in 2010 and called Concours 14 ABS-LE. LE stands for law enforcement services.

According to Kawasaki, the Concours 14 ABS Police "lead the segment in safety acceleration, handling and braking." Other bikes in this category include the BMW R1200RT-P, Honda and Harley Davidson ST1300PA FLHTP. It's tighter turning radius and custom equipment for the maintenance of law, including adjustable speedometer, a second wiring harness with 12 fused circuits and a separate battery dedicated to. Add electronics.And more appealing to the police in any country

Moto Guzzi Stelvio V8 Review

2013-03-25T09:40:00.001-07:00

It’s been a long time coming but the stylish and powerful Moto Guzzi Stelvio 8V has finally come of age.
On its debut in 2008, Moto Guzzi’s original Stelvio looked likely to catapult the famous old manufacturer back into the mainstream.
With BMW R1200GS sales running wild and even topping the country’s sales charts at times, the Stelvio’s air-cooled, 1,200cc twin with shaft drive were authentic Guzzi, all the while aping the BMW’s specifications in the fast-growing adventure-bike class.

It should have worked well, but as is the Guzzi way some silly flaws spoiled the otherwise promising package. The looks were oddball, the fuel range wasn't quite enough and the eight-valve engine placed an emphasis on higher rev power at the expense of torque lower down, where it was really needed.
With the new Stelvio 8V, Moto Guzzi has shown it is prepared to listen because every one of these issues, as well as lesser ones, has been addressed – comprehensively so in some instances. As with BMW’s R1200 GS and the GS Adventure, there are two versions, the standard 8V and the NTX, which adds an off-road bias.
Riding: This is important to touring riders, especially in more remote areas at weekends, but it’s also an asset in everyday riding because you’re not wasting so much time refueling The famously capacious BMW GS Adventure has only one litre more, while the stock GS has 4.4 gallons (20 litres) so this transforms the Guzzi’s viability as a distance machine.

Comfort-ability: Comfort on the Italian bike is exceptionally good, too. The new seat is supportive over long periods and it’s manageably low for average and some shorter riders, while the riding position is upright and roomy.
Aerodynamics are also impressive: the Stelvio 8V’s screen produces a little wind noise at speed while the larger NTX one is very protective, quiet and free from buffeting – both are better than their BMW counterparts.
Suspension: The suspension plays its part, too, providing an outstanding, plush ride quality which absorbed some very poor Tuscan road surfaces. The Marzocchi forks and Sachs rear shock are fully adjustable (although not electronically, as with the £645 BMW ESA option), but for solo riding there’s little need.
Two-up, the rear will need more damping and spring preload, which is all available, while the passenger gets plenty of room and good wind protection, although some might find their feet clash with the rider’s at times.
The engine was reworked in 2010 and has been further refined for this year, and now matches the bike much better. Some effort has gone into quietening mechanical clatter, the clutch is smoother to operate and mapping changes have improved economy.

Power: The peak power of 104bhp is a few shy of the BMW and it doesn’t feel quite as lively at lower revs, but unless you plan adventure-bike racing this doesn’t matter a great deal. What’s important is the crisp and willing feel of the motor, making the bike enjoyable as well as capable. Even two-up it pulls well enough from lower revs, and the unique, mellow Moto Guzzi sound is a pleasing bonus.
Fueling: The fueling is perfect and vibration is reduced thanks to newly rubber-mounted handlebars – all that’s left is a chunky shudder when you open the throttle, although that is communicative rather than intrusive.
Another important feature is the shaft final drive, a must for many riders in this class. It works very well, with no negative effect on the handling thanks to some clever geometry with the swingarm, while the additional unsprung mass compared with chain-drive isn’t noticed.

You also get a high level of standard equipment, which makes a big difference to the pricing. At £10,549 the 8V is a pound cheaper than a GS, but the BMW rider will need to pay extra for the on-board computer, heated grips, ABS and traction control which are standard on the Guzzi.
That lot swells the BMW’s price to £12,220, and the story is the same with the NTX and GS Adventure comparison.
Guzzi’s build quality keeps improving as well, so reliability should be acceptable – BMW’s has been poor but is getting much better. Neither comes close to Yamaha in this respect, but its Super Ténéré 1200 is £13,000 without options.
The Stelvio is heavier than the BMW, less agile and a little slower, but otherwise it’s a viable, different and considered option with its own character and exceptional touring ability.
> Moto Guzzi Stelvio V8 : THE FACTS

Moto Guzzi Stelvio 8V Price,Specification,etc
Price/on sale: From £10,549 (NTX, £11,649)/now
Power/torque: 104bhp @ 7,250rpm/83lb ft @ 5,800rpm
Top speed: 130mph (est)
Fuel tank/range: 7.0 gallons/ 280 miles
Verdict: All the right ingredients for a fine adventure/touring bike and, finally, none to spoil the taste. It’s been a while since we’ve given a Guzzi top marks, but it’s well deserved.
Telegraph rating: Five out of five stars
> RIVALS; Moto Guzzi Stelvio V8 Competitors
> BMW R1200GS, £10,550
The bike that created - then defined - the adventure-bike class, and still the standard-setter. The stock tank size lets it down against the Stelvio 8V and with the options added it's a lot more expensive, but it remains almost a default choice.
>Triumph Tiger 1050 SE ABS, £9,899
The bargain in the class – the snarling, powerful Tiger is cheaper and has ABS and panniers as standard. It’s due for replacement in 2012 but appeals because it’s fast, comfortable and handles well. Always worth considering.
>Yamaha Super Ténéré, £12,999
A capable bike, but it offers nothing the others don’t. The heaviest of these machines, it’s less agile, with less low-rev pulling power. There’s none of the Guzzi’s character either, making it difficult to justify the price.

Kawasaki Ninja 300 Review

2013-03-12T12:58:00.000-07:00

Kawasaki Ninja 300 Review,Price,Colors and Models, Facts and Pictures

Kawasaki surprised us with the Ninja 250 at the back end of 2008. We knew the model existed in other markets, and even that it was the bestselling Kawasaki sports bike in the United States, but the 250 class in the UK had died a death decades before, when you could no longer stick some L-plates on an RD250 and howl away in a cloud of two-stroke, Kenny Roberts rep anorak flapping in the wind.
The Ninja, though, did very well, in part because there was almost nothing else in this sector, so even though demand was low it still grabbed all the sales. It also fed a need for small but stylish bikes that provide useful and low-cost everyday transport with decent quality, a proper dealer network and trusted badge.

2013 Kawasaki Ninja 300 Picture

The class has attracted more offerings since, with Honda joining in and Suzuki just about to, while Daelim and Hyosung have some decent 250s, and all these bikes are selling.
So what Kawasaki has done for 2013 has surprised us again: the Ninja 250 has become the Ninja 300. The engine changes are substantial and include a new, all-aluminium block, new head, lighter pistons and even new crankcases. A little oddly, Kawasaki has also fitted a back-torque-limiting slipper clutch, usually associated with high-end sports bikes, claiming this helps novice riders who change down clumsily by preventing rear-wheel lock-up and skip. In fact this is a slip-assist clutch that also results in a lighter lever action, a lot more useful on this kind of bike.

new Kawasaki Ninja 300 Sport Picture

Kawasaki Ninja 300's Power is up to 39bhp from 33bhp, and the torque is increased across the rev range. This makes a big difference to the bike as an everyday, all-round motorcycle. I have tested 250s before with a full range of duties, and while they are fine in urban use, for longer trips they can be inadequate, especially when conditions conspire against them such as a long motorway hill with a headwind. Then you need to drop down a gear or two and rev hard, and it gets tiring trying to maintain a normal dual-carriageway speed.
The Kawasaki Ninja's extra 20 per cent makes all the difference. The bike will cruise along with faster motorway traffic regardless of incline, making distance riding far more relaxed. If you fancy a weekend break a few hundred miles away then the little Ninja will take you there without turning it into an endurance test.
Comfort is not quite up to that sort of thing but it’s not too bad, so you won’t need medical attention when you arrive.

Black Kawasaki Ninja 300 Picture

The new fairing keeps a lot of the slipstream away from you lower down too. It is unmissable in Kawasaki’s Molly Green, but there is a black alternative if you are less extrovert.
The motor is very smooth, even spinning at more than 1,000rpm for every 10mph, but not as economical as I expected, given the exceptional economy of the 250. Used hard, it returns 52mpg, while the “economy” indicator will stay on below 8,000rpm with small throttle openings, which lets you cruise at 72mph maximum. Even mixing that with gentle acceleration gives you only 67mpg, which is almost identical to our long-term Suzuki V-Strom 650. A BMW G650GS or Honda NC700 will better that, so if small capacity is a sacrifice you are making to save on fuel, there is no need – you can do better with an entirely different choice of bike.

White Kawasaki Ninja 300 bike Picture

Kawasaki Ninja 300 Price: The list price is not especially persuasive either. The NC700S is £5,450, while the Ninja is only £250 cheaper with ABS (which the Honda has as standard). The BMW is £1,000 more so less of a direct competitor, but the Ninja is by far the costliest bike in its immediate class.
The Honda is just too dull for many considering the Ninja, though, and the Kawasaki is certainly more agile. But the brakes demand a lot of lever pressure, and the suspension gets unsettled at speed on bumpy surfaces. Generally it is good to chuck around – and still has the small-bike fun factor of trying to keep the engine on the boil and maintain momentum as you charge about.
Kawasaki Ninja 300 Review--THE FACTS
Kawasaki Ninja 300
Price/on sale: £4,799 (£5,199 with ABS)/ now
Power/torque: 39bhp @ 11,000rpm/20lb ft @ 10,000rpm
Top speed: 110mph (est)
Fuel tank/range: 3.7 gallons/220 miles
Verdict: The point of the 250 class is low purchase price and good economy, and the Kawasaki seems to be edging itself away from both of these factors. You would choose it as the only one truly capable of all-round duties, but if that is the motive, why not get a Honda NC700S instead?
Telegraph rating: Three out of five stars
Kawasaki Ninja 300 Review ~RIVALS -Competitors
Honda NC700S, £5,450
Not an obvious rival in terms of capacity or type, but close on price and beats the Ninja on economy. The Honda also offers much stronger, more relaxed performance than the Kawasaki, and is more practical too.

Honda CBR250R

Honda CBR250R, £3,950 (£4,100 with ABS)
Ahead by quite a margin on price: £900 is nearly 25 per cent cheaper. Not as fast or as capable at long distance, but neither will bother many riders in this sector. Slightly better on economy, though not as exciting to ride.
Daelim VJF250, £2,999
A very tempting price even if the brand is unfamiliar, especially when you realise this is solid and well made with decent performance. Good looks and remarkably free of quirks. The canny budget buy in the class.

New Honda CBR600F Bikes Review and Pictures

2013-02-23T23:55:00.000-08:00

The New CBR600F may not be fairly as fun as the original, but it's worth a look.
There are times when firms like Honda must regret not come up with the most beautiful names for their bikes string of letters and numbers.CBR600F is known as ''Honda Hurricane'' in USA.
In 2011, Honda launched the new CBR600F. Share most components of the CB600F naked 'Hornet', but put in a full layered hood that reduces resistance and protects the rider from wind blast. It also maintains a relaxed posture resembles pilot fatigue minimum.

The new CBR600F engine also equipped with the highly revised CB600F model that was released in April 2007. This engine is a detuned version that is available in the 2007 CBR600RR giving a maximum output of about 102 hp (76 kW) at 12000rpm and 65 nm torque at 10500RPM.
The CBR600F is almost a lost cause compared with Honda’s own Fireblade or other proper names like Bandit, Tuono, Hayabusa and Road King. Almost a lost cause, but not quite, because the original CBR600F was such an outstandingly excellent motorcycle, even these three numbers and four letters stir warm memories in plenty of motorcyclists’ minds.

However, Honda CBR600 is a good sport bike, you expect the Hornet at its core, because that fine machine in its own right. 600F just add sleek bodywork with clean lines and interesting, even if there is an immaturity that might delay their more sophisticated tastes.
In addition,Honda 600F is not pitched quite where the original was: it doesn’t come close to supersport 600 performance, and is designed to appeal to novice riders more strongly. So you get 100bhp instead of 120bhp, gentler brakes and a riding position which compromises between forward lean and comfort.
Also,the CBR600F features a proper dual seat rather than two split-level ones, and the fairing beats off the windblast at speed.

You still feel the slipstream from your shoulders upwards but most of the noise and turbulence hits you below the head and isn’t an issue.
The instruments are shared with the Crossrunner and reflections can obscure the information, while the black band telling you the engine rpm is so close to the black plastic edge of the screen it’s hard to make it out at all sometimes. While I’m complaining, the mirrors show too much elbow and need to be wider… but there’s little else to be negative about.

The handling is a delight. Even the suspension settings are the same as the Hornet’s, but the extra weight of the bodywork lends the Honda CBR600F a perfect blend of stability and responsiveness. It’s thoroughly enjoyable and feels so natural it’s like you’ve plugged yourself into the bike. Very CBR600F, in fact.
The sensation of security is supported by the excellent “Combined-ABS” system, a standard option designed by Bosch which apportions front-to-rear braking automatically as well as preventing wheel lock-up, all of which means you can grab the brakes however you like, in total blind panic if necessary, and the 600F will hunker down and scrub off speed at the limit of grip without a hint of fluster.

The Honda is not bad in the touring corner of its portfolio, although judging by the Hornet, the range won’t be exceptional — maybe 170 miles from the four-gallon tank. But there are plenty of bikes that are worse.
The engine is sophisticated, notable mostly for its exceptional smoothness, and marred only by small vibration patches here and there; not enough to be bothersome. The response is perfect, but it would impress more with an increase in lower-rev torque, even if that meant fewer horses at the frantic end of the rev range.
The GSX650F, created from an identical recipe with Suzuki flavoring (it’s a Hornet-rival Bandit 650 with full bodywork) is 15bhp shy of the CBR600F but feels much quicker most of the time thanks to superior low-rev performance. It also happens to be £650 cheaper.
Honda CBR 600F Price and Feautures:
Price/on sale: £7,055 on the road/now

Power/torque: 101bhp @12,000rpm/ 47.2lb ft @10,500rpm
Top speed: 130mph (est)
Fuel tank/range: 4.0 gallons/170 miles
Verdict: Not really in the same vein as the original CBR600F, but still a fine bike
Telegraph rating: Four out of five
Honda CBR 600 Competitors

Suzuki GSX650F, £6,399

Dated looks compared with the Honda and is also heavier. It does without ABS and generally is rougher feeling, but it has torque where you need it and saves you a hefty £650. Suzuki is currently doing a zero per cent finance deal, too.

Yamaha XJ6 Diversion F ABS, £7,123

A competitively priced Yamaha is rare these days, but the Diversion is at least as well-made as the Honda and performs just as well, with more accessible torque. The bikes are closely matched, but Yamaha is nosing ahead on build quality.

Kawasaki Versys ABS, £7,023

You lose a little of the Honda’s weather protection, but not so you’d notice much, while gaining comfort, style and characterful twin-cylinder performance. The Versys will beat the CBR’s economy comfortably too, and it’s a more lively and fun-feeling bike.

Suzuki GSR750 Review,Price and latest Photos

2013-02-20T10:22:00.003-08:00

There are different conflicting reviews about last Suzuki motorcycle sport-based streetfighter super bike, the GSR750.There are already many smart-looking "streetfighter" naked bikes for sale. A look at the new Suzuki GSX-R750-based GSR750 bikes would convince most customers that the streetfighter sector is where it belongs.

Suzuki GSR750 has the look and the style of all brand looks aggressive:

New 2013 Suzuki GSR750 blue Bike picture

Suzuki GSR750 features a unique front-heavy look amazing with a lighthouse, with a stripped-away rear section exposing a fat tire and exhaust plumbing, and the edges, lines and corners press all lead the eye inexorably forward and downward towards the front wheel. It screams power, speed and attitude, and if you were to make a buying decision on looks alone then a GSR may be on your shopping list.
Engine:Yet despite the engine originating in the 2005 GSX-R750 – for many, the perfect sports bike of its time – the GSR750 is more aligned with a range of softer, entry-level middleweights. It’s the motor that defines the machine, as always, and for this application the GSX-R wildness has been tamed, with more than 40bhp sacrificed for greater torque in the lower and middle reaches of the rev range.
To achieve this, the valves are smaller, they move less, the fuel injection is revised and the intake tracts are narrower.

White Suzuki GSR750-New White GSR750 2012 Bike Picture

It’s a strategy that makes sense because no one is likely to take an unfaired street bike on the track, because the exposed riding position means high speeds aren’t sustainable for long. Around town and on enjoyable back roads, thrust from lower revs is much more useful.
That’s great in theory, but with the GSR the character and excitement of the GSX-R has been diluted along with the horsepower, while the potential gains in lower-rev torque aren’t striking.

Custom Suzuki GSR750 Black Motorcycle

It works very well: the fuelling, for example, is flawless, with a smooth and dependable response to the throttle that’s in stark contrast to the GSR600, which the 750 replaces. The new, 750cc version pulls far more convincingly, too, although there’s some buzzing vibration when the revs rise, so long stretches of motorway might numb a finger or two.
Hustling the bike along more interesting Tarmac isn’t the thrill it might be, however, because the motor gives the impression of merely doing the job rather than revelling in the fun of it. The mid-range feels quite strong rather than muscley, the top end is fast but not wild, while the exhaust note is bland and safe.
Suzuki GSR750 Chassis :

Black Suzuki GSR750 2013 Bike Rear view

The chassis is built in the same vein, designed to inspire confidence in less experienced riders – which it undoubtedly will – rather than live on the edge and encourage the rider to exploit its agility. The steering is gentle and the bike sweeps through turns assuredly, but you’ll not be wrenching the bars, shifting your weight and feeling the bike shimmy and shake beneath you because it doesn’t do that sort of thing, even if it looks like it might.
Suzuki GSR750 Brakes and Ridding Experience:

New Red Suzuki GSR750 2012 -2013 Motorcycles

Of course, this is a good thing if the GSR is the biggest bike you've yet ridden. It’s still pretty fast, it won’t run out of ground clearance if you start experimenting with lean angles on a hot and grippy summer’s day, and the brakes are strong without giving the impression that the wheels might lock if you’re ham-fisted with the lever. It’s a shame that British riders can’t have ABS anti-lock braking, which is available in some other markets.
For getting you about town and Sunday runs into the country, the GSR does the job efficiently but not spiritedly. You can also add touring to its portfolio, as long as you travel light, not too rapidly and alone – the passenger accommodation is an afterthought, with no grab handles and not much to sit on.
Suzuki GSR750 Price--THE FACTS; Tech-Specs,Features and Equipment
-Price/on sale: from £7,124/now in U.K
-Power/torque: 105bhp @ 10,000rpm/ 59lb ft @ 9,000rpm
-Top speed: 150mph (est)
-Fuel tank/range: 3.95 gallons/180 miles (est)
-Verdict: Three stars wouldn’t be fair; while experienced sports bike refugees will be bored by the GSR, as a stepping stone towards wilder machines it’s a solid platform for improving skills and enjoying motorcycling
-Overall Rating: Four out of five stars
RIVALS--Suzuki GSR750 Competitors:
Yamaha FZ8, £8,124
A similar spec and performance for £1,000 more dulls its appeal. It also considerably thirstier, with surprisingly poor rear suspension. It’s beautifully put together, but the GSR isn’t bad in this department, either.
Kawasaki Z750R, £7,149

Black Kawasaki Z750R--£7,149--Tough competitor of Suzuki GSR750

Close to the Suzuki in concept and styling, and not dissimilar to ride. The Kawasaki is noticeably heavier, making it less agile, but the price is close and you won’t be sacrificing much by opting for the Z750R.
Triumph Street Triple, £6,649
The same power with less weight, plus a vivacious motor – and you save nearly £500. A bit wild as a first big bike? The motor only kicks in when you demand, so it’s hard to find compelling reasons for the Suzuki.

BMW R1200GS Adventure

2013-02-18T12:01:00.000-08:00

BMW R1200GS Adventure Review,Pictures,Technical Specification Wallpapers!

New BMW technical magic of manufacturing lighter, faster, more dynamic machines has been realized with the launch of the new generation of the dual Sport BMW R 1200 GS adventure in March 2004. Now is better than BMW's worldwide sales model and its credibility GS has resulted in many new riders attracted to the brand.

The Dual sport R1200gs Adventure motorcycles of BMW Bikes is series of GS motorcycles introduced by BMW Motorrad in Berlin Germany in 2004.It is equipped with a 1,170 cc, 2-cylinder boxer engine with 4-valves per cylinder.From 2012, BMW R1200GS bikes are their best selling models. The BMW R1200GS Adventure featured with a larger capacity fuel tank and longer travel suspension.

In 2006, BMW R1200GS Adventure was the most popular and best-selling motorcycles in the UK.In 2008, the BMW R1200GS was again most sold motorbike of BMW Motorrad, with 22,845 standard patterns and 12,460 Adventure models being delivered.

In 2012, R1200GS Cycle World called "the most successful bike in the last decades, two and a half years" and credited it to create the category adventure tourism.

In 2010 model year, R1200GS had a revised cylinder head with double overhead camshaft, increased redline limit to 8,500 rpm, and an exhaust flap to give the exhaust a different tone. Power is increased to 110 hp (82 kW) @ 7,750 rpm.

At the 2012 Intermot show, BMW announced that the 2013 model would be water cooled, deliver an additional 15 horsepower (11 kW), and weigh approximately 20 pounds (9.1 kg) more than the outgoing model.

The new R 1200 GS Adventure comes as standard with BMW Motorradthe tried and tested, extra-strong cross-spoke wheels that offer superior benefits specially on extreme tracks, at high off-road speeds, and loads. The bike can also be equipped with tubeless tires and spokes can be replaced individually - one by one.

BMW R1200GS Adventure Features and Technical highlights:

New BMW R1200GS Sport Adventure Bike Wallpaper-Equipped

Without doubt one of the most conspicuous and significant new features of the R 1200 GS Adventure is the large fuel tank with a capacity of 33 litres (7.3 imp gals) including approximately four litres reserve. This means that the rider benefits from an extra 13 litres (almost 3 imp gals) more than the standard GS. The increase in fuel capacity is approximately three litres more than the R1150 GS Adventure.

At a steady speed of 90 km/h or 56 mph, the R 1200 GS Adventure has a theoretical cruising range of 750 kilometres, or 465 miles. In practice, this means that the rider of the new R 1200 GS Adventure can ride further before refuelling than on any other competitor model in the same market segment.

An Equipped White BMW R1200GS Adventure Police Bike Photo

The most important highlights of the new BMW R1200 GS Adventure versus the standard R 1200 GS

• 33-litre (7.3 imp gal) fuel tank.

• Larger windscreen.

• Tank, engine and valve cover protectors.

• Stainless steel luggage rack.

• Adjustable seat with off-road ergonomics.

• Adjustable aluminium handlebar with hand protectors.

• Longer spring travel for superior off-road qualities.

• Cross-spoke wheels.

• Extra-wide rider footrests, adjustable gearshift and brake levers.

• High-performance 720W alternator.

Significant technical highlights of the new R 1200 GS Adventure versus the R1150 GS Adventure.

• Substantial reduction in weight.

• Significant increase in output (an extra 15 per cent) and torque

(up by 17 per cent).

• New six-speed manual gearbox.

• New Evo-Paralever with TDD spring struts.

• New Telelever.

• New digital instruments with Info-Flatscreen.

• Onboard, single-wire network using CAN bus technology.

• Electronic immobiliser.

The Dual Purpose BMW R1200GS Sport Adventure Dirt Rider/Off-Road

New BMW R1200GS Adventure Special equipment:

• Top box holder for the aluminium top box.

• Aluminium top box.

• Case holder for aluminium cases*.

• Aluminium cases.

• Carrier handle for aluminium cases.

• Inner bags for aluminium cases and the top box.

• Tank bag.

• Sports softbag – large.

• BMW Motorrad Navigator, including holder, cables and bag.

• Heated grips*.

• Additional headlights*.

• Anti-theft warning system*.

• White direction indicators*.

• Off-road protector cover for headlights.

• Additional power take-off.

• Valve cover emergency running kit.

• Front mudguard made of glass fibre-reinforced plastic.

• Rear mudguard made of glass fibre-reinforced plastic.

• Workshop stand (paddock stand) with adapter.

• Supplementary on-board toolkit.

Items marked with an * are also available from the facto

Royal Enfield Classic 350 Review

2013-02-06T00:34:00.000-08:00

Royal Enfield Classic 500 and Classic 350 Reviews,Specifications,etc

The smaller twin of the Classic 500, Classic 350 will hold its own against any other motorcycle and then pull a little more. 'The Classic 350 shares its powerplant with the legendary Thunderbird Twinspark. The torque to flatten mountains and the fuel efficiency to cross entire ranges in the same style is simple but charming.
The Classic 350 is a series of classic bikes that does not need to shout to be heard. Born to a rich heritage and bred with Royal Elegance this 350cc thumper has all the qualities of a typical Royal Enfield. Appreciated then, appreciated now .

Entry in India: The Royal Enfield Bullet was for years the byword for rugged, refined cool and a bike handcrafted to perfection. Reveal the Bullet Classic Royal Enfield at Intermot exhibition in Germany. They have already launched the mouthwatering classic version of its legendary motorcycle overseas. Bullet Classic was the first in Germany followed by European launch. But the India Royal Enfield end the "Bullet" tag from the name and it is going to be sold as "Royal Enfield Classic" for Indian Market. In the event that India Royal Enfield Classic launched in two models - Classic 350 & Classic 500.

Classic Styling and Looks: The forward number plate, the logo, the classic green color and 1950s looks. Royal Enfield Classic looks really like a post World War II motorcycle. Royal Enfield has carefully tweaked the style of the Classic, but retains its retro roots. The round headlights with a young guard, the analog valves, the individual half with visible steel springs and deep-drawn fenders of the rear tire result in a successful mix of elements of the'50s style. The front and rear mudguards are almost the same looks including the fuel tank and exhaust and headlight casing as well as one with the same saddle seat.
Royal Enfield Classic Shades and Colors;Green shade is not available in Classic 350 & Silver shade is not available in Classic 500.
Royal Enfield Classic 350 - Red, Black & Silver
Royal Enfield Classic 500 - Red, Black & Green.
Royal Enfield Classic 350 & 500 Prices in India (2010) -Royal Enfield Classic 350 is priced at Rs. 98,086 and Classic 500, priced at Rs. 1.25 lakh (ex-showroom Delhi) respectively.
Fuel Economy-As far as fuel efficiency is concerned, the younger sibling of Classic bikes scores over the elder. Royal Enfi

Main Technical Features and Specifications: RE's Classic 500 and Classic 350 Highlights

280mm Front Disc brake
Internal Expanding Rear Drum Brake
5-speed Gearbox
UCE (Unit Construction Engine)
Electronic Fuel Injection System
27.2 Bhp of Maximum Power - for Classic 500
19.8 Bhp of Maximum Power - for Classic 350
Peak Torque of 41.3 Nm - for Classic 500
Peak Torque of 28 Nm - for Classic 350

Engines: Royal Enfield Classic engine, clutch and gearbox are located outside, they are integrated into the crankcase. Royal Enfield claims that the UCE construction the smaller Classic moving parts, less transmission loss and less maintenance issues. Royal Enfield Classic comes with contemporary features like electric start and 280mm disc brake at the front with internal expanding rear brake drum. In addition, the EFI engine is married to a 5-speed gearbox. Royal Enfield has dumped the traditional carburetor with a modern electronic fuel injection system on the new bike so that they better air-fuel mixture optimization, smoother operation, better power delivery across a wide range of higher and emissions cleaner.

Royal Enfield Classic 350 and Classic 500 Review and Pictures

The Royal Enfield Classic 500 is powered by a 499cc single cylinder engine which generates maximum power of 27.2 BHP at 5250 rpm and a peak torque of 41.3 Nm at 4000 rpm. And the Classic 350 is powered by a 346cc engine from Thunderbird Twinspark which generates 19.8 BHP of maximum power at 5250 rpm with 28 Nm of maximum torque.