Suzuki GSXR

After the GSX-R1000 had been two years on the roads and race tracks, Suzuki put out a new version of the model in late September of 2002. Suzuki engineers had been working on the three things that made a fast bike faster; weight, power and handling. The 2003 year's GSX-R1000 was improved in all three counts. It weighed less, had more power/torque and handled better.

The physical dimensions of the bike were almost identical with the previous year's model. The seat height and the overall height were somewhat lower but the geometry of the bike was exactly the same as before. The already rigid aluminum alloy frame was newly designed and enforced with internal ribs. The frame as well as the wheels were now coated black.

The headlights of the 2003 year's GSX-R1000 were mounted vertically to enable the ram-air intakes in the front to be placed 20 millimeter nearer the bike's center line. The new design was very much inspired by the look of the Hayabusa. The instruments were also redesigned.

The cylinder displacement of the engine remained the same 988 cubic centimeters but more power/torque (164 Crank horsepower) and better throttle response had been achieved by adding four ventilation holes between the cylinders to equalize crankcase pressure beneath the pistons, moving the air intake nearer to the centerline and upgrading the engine management system to a 32-bit CPU that monitored and controlled the engine functions, input from the rider and the exhaust tuning valve.

The 2005 model year GSX-R1000 had a redesigned engine and chassis. It had 4.4 pounds lower mass than the previous model and the engine had an 11 cubic centimeter larger piston displacement. It had a totally new frame reducing the total length of the bike by 1.6 inches but reducing its wheelbase only 0.02 inches. There were new brakes with radial mounted calipers and 310 millimeter discs at the front. The new catalytic titanium silencer was said to be designed to reduce turbulence to minimum.

On September 22, 2006, Suzuki revealed a significantly updated GSX-R1000 for 2007 at the Paris motor show. The new bike gained 14 pounds over the 2006 model which is most likely due to its new exhaust system and new emissions regulations. To counter this significant weight increase, Suzuki claims improved aerodynamics. Although not a completely new model, the engine and chassis have been updated. It also features three different engine mapping configurations, selectable via a three-position handlebar switch; standard, sport, and 'wet' (which would likely soften power significantly, and would also be helpful on cold tires). Pricing has been quoted at $11,399 USD.

World Supersport (Monza Race Result)

A stunning personal battle between Fabien Foret (GIL Kawasaki) and Anthony West (Yamaha World SSP Racing) saw the French rider score second place after an elbowing match from the exit of the Parabolica corner.

Gianluca Nannelli (Caracchi Ducati SC) was a fine fourth and was only overhauled in the last two laps by Foret and West.

In the championship, Sofuoglu is way ahead, with Foret second on 87 points, Fujiwara third on 53 points and Nannelli fourth on 43. Sebastien Charpentier (Hannspree Ten Kate Honda) was a non-finisher after crashing at Ascari.

Monza Race Result

Pos - Rider - Team - Bike - Time

1 - Kenan Sofuoglu - Hannspree Ten Kate Honda - Honda CBR600RR - 29'44.471
2 - Fabien Foret - Team Gil Motor Sport - Kawasaki ZX-6R - 29'48.463
3 - Anthony West - Yamaha World SSP Racing T. - Yamaha YZF-R6 - 29'48.514
4 - Gianluca Nannelli - Team Caracchi Ducati SC - Ducati 749R - 29'49.069
5 - Barry Veneman - Pioneer Hoegee Suzuki Racing - Suzuki GSX-R600 - 29'52.819
6 - Katsuaki Fujiwara - Althea Honda Team - Honda CBR600RR - 29'54.794
7 - Yoann Tiberio - Stiggy Motorsport Honda - Honda CBR600RR - 30'07.092
8 - Lorenzo Alfonsi - Althea Honda Team - Honda CBR600RR - 30'10.084
9 - David Salom - Yamaha Spain - Yamaha YZF-R6 - 30'10.139
10 - Simone Sanna - Racing Team Parkalgar - Honda CBR600RR - 30'10.173
11 - Massimo Roccoli - Yamaha Lorenzini by Leoni - Yamaha YZF-R6 - 30'10.328
12 - Pere Riba - Team Gil Motor Sport - Kawasaki ZX-6R - 30'11.033
13 - Vesa Kallio - Pioneer Hoegee Suzuki Racing - Suzuki GSX-R600 - 30'11.089
14 - David Checa - Yamaha - GMT 94 - Yamaha YZF-R6 - 30'15.545
15 - Joan Lascorz - Glaner Motocard.com - Honda CBR600RR - 30'18.208
16 - Vladimir Ivanov - Vector Racing Team - Yamaha YZF-R6 - 30'18.921
17 - Sébastien Gimbert - Yamaha - GMT 94 - Yamaha YZF-R6 - 30'28.442
18 - Alessio Velini - RG Team - Yamaha YZF-R6 - 30'28.931
19 - Julien Enjolras - Tati Team Beaujolais Racing - Yamaha YZF-R6 - 30'29.729
20 - Gianluca Vizziello - RG Team - Yamaha YZF-R6 - 30'41.946
21 - Miguel Praia - Racing Team Parkalgar - Honda CBR600RR - 30'44.425
22 - Yves Polzer - LBR Racing Team - Ducati 749R - 30'50.750
23 - Nikola Milovanovic - Team Benjan Motoren - Honda CBR600RR - 30'54.043
24 - Jesco Günther - CRS Grand Prix - Honda CBR600RR - 30'54.127
25 - David Forner - Yamaha Spain - Yamaha YZF-R6 - 31'20.822

Ducati 999R

An evolution of power, aerodynamics and style, for a dream Ducati which is more competitive and powerful than ever.

Based on the motorcycle representing Ducati in this year's American Superbike Championship (AMA), the 999R has been significantly upgraded for the American market. A new front fairing, new rear swing arm and suspension, a major upgrade to 150 horsepower for the engine are all intended to reinforce the bike's Superbike status.

The new 999R is yet another step forward in Ducati tradition, which has always been characterized by the manufacture of series production bikes similar to their race versions not only in styling, but also in technical features.

Project features
The basic dimensions of the Testastretta engine used on the new 999R remain the same as those of the previous version. However, the maximum power and torque have been greatly increased. Compared to the previous model's 102 kW (139 hp) at 10000 rpm, the new engine produces 110 kW (150 hp) at 9750 rpm. The torque itself has been increased from 108 Nm (11 kgm) at 8000 rpm, to 116.7 Nm (11.9 kgm) at 8000 rpm.

Electronics
More sophisticated engine ECU
The new 999R's engine ECU uses the same sensors and actuators as the preceding version. However, the ECU itself has been changed to the IAW 5M2 unit, again produced by Magneti Marelli, and is now capable of handling a larger number of inputs and outputs, to allow for future expansion of the regulation strategies.

Engine
Type Twin-cylinder L-configuration, Desmodromic timing, 4 valves per cylinder, liquid cooled
Engine bore 104 mm
Stroke 58.8 mm
Total displacement 999 cm3
Maximum power 150 HP @ 9750 rpm
Maximum torque 11.9 kgm @ 8000 rpm
Gear ratios First 15/37; Second 17/30; Third 20/28; Fourth 22/26; Fifth 23/24; Sixth 24/23
Final transmission ratio 15/36
Clutch type Multi-disk, dry sump
Electronic ignition/injection ECU IAW 5M2
Injectors one per cylinder, IWPR2, 12-jet
Theft alarm Immobilizer integral to engine ECU

Ducati 999

The Ducati 999 superseded the Ducati 916, Ducati 996 and the Ducati 998 range of superbikes in 2003, and was produced through 2006. This motorcycle enjoyed great success in the World Superbike Championship, and continues to be raced in the series despite no longer being produced, pending rules changes by the series' governing body, FIM, to allow competition of the new Ducati 1098.

The 999 was designed by Pierre Terblanche, amid much controversy over its divisive styling; it was heavily criticized by some, whilst being hailed by many. It is known as an extremely high performance, race orientated motorcycle. With its traditional Ducati L Twin Desmodromic Valve actuated engine layout, it has a linear power delivery, with high power figures available even at low RPM figures, and, of course, extremely high torque levels. Additionally, with its high spec suspension componentry, rigid yet communicative trellis chassis and weight distribution suited to communicative, sharp and accurate steering, it is one of the finest handling motorcycles for its time.

Subsequently, more powerful 999S and 999R (equipped with 102dB Termignoni race-spec exhaust) versions were introduced, both capable of 0-62 mph (0-100 km/h) in under three seconds; and a top speed of over 170 mph (+273,5 km/h).

Specifications (2005)
Engine: Liquid cooled, four stroke, 90°“L”twin cylinder, DOHC, desmodromic 4 valve per cylinder.

Capacity: 998

Bore x Stroke:100 x 63.5 mm

Compression Ratio: 11.4:1

Induction: Marelli electronic fuel injection, 54 mm throttle body

Ignition / Starting: Marelli electronic / electric

Max power: 140 hp 103 kW @ 9750 rpm

Max Torque: 109 Nm - 11.1 kgm @ 8000 rpm / 80.4 lb-ft @ 8000 rpm

Transmission / Drive: 6 Speed / chain

Frame: Tubular steel trellis

Front Suspension: Showa 43 mm upside-down fully adjustable fork with TiN surface treatment, 125 mm wheel travel.

Rear Suspension: Progressive linkage with fully adjustable Showa monoshock, 125 mm wheel travel.

Front Brakes: 2x 320 mm discs 4 piston calipers

Rear Brakes: Single 240 mm disc 2 piston caliper

Front Tyre: 120/70 ZR17

Rear Tyre: 190/50 ZR17

Dry-Weight: 186 kg / 410 lbs.

Fuel Capacity (res): 15.5 Litres (3 L of the tank is reserve)/ 4.1 gal ( 0.8 gal
reserve)

Consumption average: 5.6L/100km / 42 mpg

Standing Quarter Mile: 10.29 sec

Top Speed: 275 km/h / 170 mph

Seat height: 78 cm / 30.7 in

njenjo's 2007 Honda CBR 600

In planning the design of the 2007 CBR600RR, the first targeted goal was massive weight reduction. In a class where the lightest bikes are separated by only a few pounds, dropping more than 16 pounds from the CBR600RR required Honda engineers to rethink virtually every piece of the puzzle. A whole new engine features components that combine to reduce overall engine weight by 3.7 pounds, making it the lightest engine in its class. The new chassis weighs an astonishing 12.5 pounds less than the previous 600RR chassis. Even the CBR600RR’s electronics contributed to the weight loss, paring a pound off the previous components. No part, however small, was overlooked in the process of trimming weight for the desired advantages in performance. In completing this mission, the net result is class-leading acceleration at all speeds, a freer-revving engine and remarkably responsive, smoother handling.

In the world of sporting motorcycles, smaller and lighter are always better, especially when combined with more power—and the 2007 CBR600RR does not disappoint in this department. Many of the new technologies developed for the CBR1000RR have been adapted to the new 600 engine, including modified intake- and exhaust-port shapes, smoother port walls, changes to the intakes’ velocity stack lengths and taper, and enhancements to the ECU program governing the control of the two-stage PGM-DSFI fuel-injection system. The CBR600RR also boasts a new, lighter-weight stainless steel exhaust system equipped with an inline exhaust valve to tune exhaust pressure for maximum performance. As a result, engine performance for 2007 is not only stronger throughout the powerband, but the power curve is more linear. The new engine now features a noticeably fatter torque curve between 7000 and 10,000 rpm, broadening the range of performance so riders of all levels can make better use of the muscle on tap. In addition, peak horsepower in the CBR600RR is significantly increased, and this output comes at 13,500 rpm, 500 rpm higher than the previous engine’s peak.

Given this ample supply of cooler, dense air, the new CBR600RR incorporates Honda’s race-proven two-stage PGM-DSFI system to ensure thorough fuel atomization and optimal cylinder charging at all engine speeds. One set of injectors installed at the entrance to the intake ports provides an ideal air/fuel mixture for quick starts and strong, smooth acceleration at low- to mid-range settings. At higher engine speeds, the system’s second set of "showerhead" injectors installed in the roof of the airbox kicks in to deliver extra fuel to cool the high-volume air intake. These injectors also create a denser mixture that improves volumetric cylinder filling efficiency for stronger acceleration.For 2007, the system’s airbox has been increased in volume by 0.7 liter and the fuel feed lines have been simplified with new, lighter, moulded-plastic tubing and connectors replacing the previously used brazed-metal fuel lines. Also, a new intake-air control valve (IACV) smoothes engine response when the throttle is opened or closed by creating more gradual initial transitions in throttle settings.

Features
Class-leading power-to-weight ratio for outstanding acceleration and handling.
Smaller, lighter, more compact inline four-cylinder engine.
Improved midrange performance and enhanced peak power.
Significant weight reduction in engine and chassis.
Repositioned transmission shafts within crankcase allow for shorter engine.
New lightweight, forged-aluminum pistons incorporate special shot peening for added toughness.
Lightweight magnesium head cover.
New, single exhaust valve-springs.
Smaller, lighter neodium magnet ACG.
New transmission gear ratios.
Smaller, lighter clutch.
New front-brake vertical-piston master-cylinder system.
Lighter weight stainless steel four-into-one exhaust features new inline-exhaust valve to control exhaust pressure for maximum performance.
New intake-air control valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake when the throttle is opened and closed.
New non-resonance knock sensor maintains optimum spark advance while constantly monitoring combustion performance during mid- to high-speed operation.
New nose-mounted ram-air induction directs fresh, cool air to a higher-volume airbox.
New smaller and lighter Honda Electronic Steering Damper (HESD).
Newly designed Fine Die-Cast (FDC) frame uses four large castings for lighter weight.
Improved mass centralization.
Redesigned radiator with compact dimensions improves cooling capacity.
All-new bodywork enhances handling and performance.
Handlebars raised 10mm for improved rider comfort.
Center of gravity revised for more neutral response and easier side-to-side flickability.
New, compact instrument design.
Exciting new colors—Pearl White/Silver and Ultra Blue Metallic/Silver—join Red/Black and Black as color options.

Honda VFR400

The Honda VFR400 series of motorcycles were a related series of 399 cc V4-engined motorcycles, which were essentially scaled-down versions of the larger VFR models of the day. They were mainly developed for, and sold in, the Japanese domestic market, in part due to the restrictive motorcycle drivers' license restrictions in Japan at the time.

The first generation of VFR400R was the 1986-87 NC21, which had replaced the VF400F when the Honda VF series was phased out (mainly due to reliability issues). This model had a full fairing, single rectangular headlight, a conventional dual-sided swing arm and was offered in three colour schemes. The NC21 was also available as the VFR400Z, a semi-faired version, and as the VFR400P, a police-spec version.

The third generation of VFR400R was the best known, the VFR400R NC30, which was also officially sold in limited numbers in several European countries. The official European models were sometimes companied by a different CDI (ignition device), no 180 km/h restriction, speedometer that reached to 240 km/h, larger headlights (Germany) and larger carburettors to produce 5-6 hp more. The NC30 was produced between 1989 and 1992, though unsold bikes were still available to purchase from Honda dealers for several years thereafter. The NC30 reflected the styling of its iconic bigger brother, the VFR750R (RC30), right down to its 18-inch rear wheel. Japanese-spec NC30s were available in a total of eight different colour schemes, produced with three different model year specifications (1989, 1990 and 1992). Export models were made in two different colour schemes, and carried model year designations L and M (1990 and 1991).

Performance
Top speed: 120 mph (208 km/h)
Acceleration: 0-62 mph (100 km/h): 4 s

Acceleration + Braking - 0-100-0mph 22.1 s ( As claimed by Performance Bikes magazine )

A 1989 version of the NC30 was once tested at the Nürburgring in Germany, where it achieved a lap time of 7 minutes 48 seconds.

Honda VFR400R NC30
Manufacturer HONDA

Engine 399cc 4-valve V4
Bore x stroke: 55 x 42 mm
Power: 59 hp @ 12500 rpm (Euro spec 65 hp)
Torque: 40 Nm @ 10000 rpm
Rev limit: 14500rpm

Transmission 6-speed, chain drive

Wheelbase 1345 mm

Seat Height 755 mm

Weight 164 kg

Fuel Capacity 15 L including 3L reserve

Honda VFR800

The Honda VFR800/Interceptor is a motorcycle introduced by Honda Motor Company in 1998. The original VFR750F was produced to follow the VF750, a machine with camshafts prone to failure. Accordingly, the VFR750F motor was over engineered to salvage Hondas reputation and ensure such failures did not reoccur.

Physical characteristics
Rather than a development of the previous VFR750F, it had a detuned and longer-stroke power plant based on the RC45. The RVF750R RC45 engine being a development of the VFR750R RC30 which itself was derived from the original VFR750F RC24. Power and torque figures were up on the previous model but the torque was the real improvement. From 6000rpm the rider is propelled on a steady wave right up to the 11750rpm red line.

The braking system departed from the normal front and rear independent arrangement and Honda fitted their DCBS linked braking system. In this system, the front brake lever applies pressure to four (in later models five) of the six front pistons. The rotational movement of the left caliper when engaged actuates a secondary master cylinder and applies pressure to one of the rear pistons. The rear brake pedal is directly attached to the remaining pistons (two in the rear, and one or two in the front). One of the benefits of this type of arrangement is the mitigation of fork dive under heavy braking.

The sixth generation began in 2002 and featured dual underseat exhausts and available Anti-lock braking system (ABS) in addition to the DCBS. It was the first generation of VFR to feature chain-driven rather than gear-driven cams plus VTEC valve-actuation technology. In contrast to the automotive version of VTEC, where the cam timing is changed to suit the engine rpm providing a broad spread of power, the simplified motorcycle version employs only two of the four valves per cylinder when operating at lower engine speeds.

Ride Review: Yamaha 2002 YZF-R1

It is a very good looking bike that has been doing this to its admirers since it was introduced in 1998, when it knocked Honda's ground-breaking CBR900RR, a.k.a. the Fireblade, from the top of the most desirable bike to own list.
Since then, Honda has introduced the 929, and revised it into the current 954 model, Kawasaki has breathed new life into the '02 ZX-9R and Suzuki has crushed the competition with its GSX-R1000 two years running, mainly by virtue of its King Kong motor.

Yamaha needed to do something to keep its liter bike in the thick of things. But what to do? More horsepower? Better handling? Lighter weight? How about a little of all three?
The engine is quite a presence with this motorcycle. It makes strong power everywhere. Pulling away from a stoplight, it only needs the slightest turn of the throttle to get you moving ahead of traffic. Driving out of a corner at 3000 rpm or 8000, it pulls equally smooth and equally hard, as there does not seem to be any discernable power band. It just keeps building more power with the increasing rpms. Using the six-speed transmission is a positive, precise experience. I never once missed a shift. The lever throw feels a touch heavy and long, but has a roller-bearing feel to its movement, smooth and polished. Pull at the clutch lever is a little stiff, but it doesn't compare to the Gold's Gym - like pull required on a Ducati. That said about the transmission, the motor virtually takes gear selection out of the thought process. For any given corner, it seems you have the choice of any one of three gears. Just turn the throttle, whatever gear, whatever rpm, the motor will do the rest efficiently, and as forcefully as you want. "As you want."

Those last three words are firmly entrenched in the R1 project leader's Yoshikazu Koike's design goal. Rider control, harmony between rider and machine. This was partially accomplished with the introduction of fuel injection.

Turn on the ignition key, watch the instruments cycle through their assigned operations and hear the fuel pump pressurize the injectors. Thumb the starter and the bike sounds like a Lexus on start up, a very healthy Lexus. Immediately, the bike is ready to ride away.

A ride height adjuster would be a nice addition to a sport bike of this caliber, and would be effectively used to raise the rear in an effort to speed steering a bit and get a little more weight on the front during acceleration. Honda and Kawasaki both have included a ride height adjuster, so why not Yamaha? Stability, I feel would not be jeopardized, and grip at the rear tire should be largely unaffected. Raising the fork tubes in the triple clamps would have the same effect but would also reduce ground clearance, which by the way, is excellent. I never touched anything down. Still, the suspension should satisfy most riders on the street. See below for the suspension setup I used.

YAMAHA R1

MSRP* $11,599 (Team Yamaha Blue) Available from November 2006
$11,699 (Charcoal Silver) Available from November 2006
$11,699 (Candy Red) Available from November 2006

Engine
Type 998cc, liquid-cooled, 16-valve, DOHC, inline four-cylinder

Bore x Stroke 77 x 53.6mm

Compression Ratio 12.7:1

Carburetion Fuel Injection with YCC-T and YCC-I

Ignition Digital TCI

Transmission 6-speed w/multi-plate slipper clutch

Final Drive #530 O-ring chain


Chassis
Suspension/Front 43mm inverted telescopic fork w/adjustable preload, compression damping, rebound damping; 4.7" travel

Suspension/Rear Single shock w/piggyback reservoir; adjustable for hi-/lo-speed compression damping, rebound damping, spring preload; 5.1" travel

Brakes/Front Dual 310mm discs; radial-mount forged 6-piston calipers

Brakes/Rear 220mm disc w/single-piston caliper

Tires/Front 120/70-ZR17

Tires/Rear 190/50-ZR17

Dimensions
Length 81.1"

Width 28.3"

Height 43.7"

Seat Height 32.9”

Wheelbase 55.7”

Rake (Caster Angle) 24.0°

Trail 4.0”

Fuel Capacity 4.75 gal.

Dry Weight 390 lbs.

INTRODUCTION

As far as I concern this is my favorite subject or you can say my passion. These are the monsters who are able to please our kind of speeders. As we all SUPER BIKE LOVERS know these thrilling machines. When the person is on this kind of bike the all the worries doesn't matter for him.

If you want to learn more about these monsters read SUPER BIKE which is the magazine which is full of HONDA, KAWASAKI, YAMAHA, SUZUKI, DUCATI etc.

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