Faster, lighter and easier-to-ride; these are some of the attributes we’ve come to expect from ATV manufacturers each new year. And just like we count on getting a little more grey hair on our head, we can also count on Suzuki to keep delivering a more refined QuadRacer R450. But things weren’t always this way. Flashback a few years and you might remember that the current level of “race-ready“ convenience didn’t even exist. Then, successfully navigating the moto track required a thick wad of cash for a new machine, followed up by another stack of bills for hop-up components such as wider A-arms, axle, and sturdier shocks. Only then would you be able to run around at the racetrack without worrying about hurting yourself. All of this changed when Suzuki released its QuadRacer as an all-new model in 2006. With the introduction, a new category of sport ATVs were born. Last year, engineers injected the LT-R with a host of changes that are aimed at getting you around the track faster and more comfortably than ever. During our First Ride last year we acknowledged the improvements and were especially impressed with its upgraded powertrain and friendly, ultra-stable chassis. With the latest rendition, performance has been enhanced further. The changes aren’t drastic, but enable a more comfortable ride. A new aluminum subframe replaces the steel piece and brings the machine’s weight down to 414 pounds ready-to-ride. Grips swiped off of an RM-Z450 motocross bike provide more comfort for your hands. In the tire department, new Dunlop KT382 rubber with a revised tread pattern grace the 10-inch front aluminum wheels, while out back the same Dunlop KT388s are used. Lastly, engineers added an additional clutch spring that’s said to enhance clutch durability. To find out how these improvements work we put in some hard laps under hard-pack conditions at Glen Helen Raceway.
“The front tires seemed to work really well,” says our tester and man behind the camera lens, Adam Campbell. “On the other hand the rear tires don’t have a lot of side grip. They seem to work a little bit better in the softer stuff. But on hard-pack terrain like here at Glen Helen they feel like they want to skate around on you a bit. But other than the front tires I didn’t really notice that Suzuki even changed anything.” Okay, so besides the front tire swap, our tester couldn’t notice a difference from the ’08 machine. But that’s okay because after navigating Glen Helen’s freeway-wide, banked corners and almost vertical climbs, our man Campbell couldn’t stop talking about the Suzuki’s powerful yet friendly engine manners. Between those magnesium covers, a forged aluminum piston slides inside the aluminum electroplated cylinder, gobbling up 450cc of displacement. Lightweight titanium valves controlled by dual overhead camshafts allow the engine to rev out high yet spool up quickly. Electronic fuel-injection with a 42mm throttle body and multi-hole injector ensures a smooth, steady stream of power when your thumb demands it. A five-speed transmission and cable-actuated clutch allow you to manipulate power production.
“What I really like about the LT-R is that I can jump on it, go fast, and feel comfortable right away,” Campbell says. “The engine has a real mellow power curve. It’s still quick but it just doesn’t have a hit like other quads - the power is really linear and it won’t rip your arms out.” The Suzuki’s clutch and transmission also impressed our tester: “The transmission is really tight. You can change gears under power without the clutch - it’s got a great gearbox. I also like the way you can adjust the clutch. It’s a big barrel adjuster next to the lever and it’s simple to play with.” The QuadRacer’s chassis is comprised of a sturdy steel frame and swingarm designed to carry the machine’s mass low and centered. Up front, independent double-wishbone suspension give the R450 a wide 49-inch stance. Wheelbase comes in at 50.6-inches. “It steers really neutrally,” says Campbell when asked about its handling. “It goes where you want it to go. Honestly, it never does anything (bad)… nothing comes up and surprises you. You always know where you’re at and what it’s going to do. It doesn’t push in the turns. It just tracks, plain and simple.”The Suzuki's wide, low stance aids stability through the corner. A pair of remote reservoir-equipped Kayaba shocks featuring 40mm pistons and 4-way adjustability (preload, high/low-speed compression and rebound damping) absorb the rough stuff. Similar spec Kayaba shocks are used out back, however, they utilize larger 50mm diameter pistons. All three shocks benefit from a slick Kashima coating for reduced stiction and improved response....!
2010 Honda Fury First Ride
What is the price of cool these days? It seems to be getting more and more expensive – $300,000 cars, $85,000 custom motorcycles, $10,000 suits, $15,000 watches. If you’ve got the cash just about anyone can buy the perception of cool. But, like anything else, there’s always someone who thinks they can deliver that perception at an affordable price.
2010 Honda Fury. Cool or not cool?Fords that look like Ferraris, scooters that look like sportbikes, cruisers that look like custom choppers ... And it’s often those who can bring that cool image to the average folks who become the most profitable. Seemingly this is the reason Honda has entered the custom chopper market. Why else would Honda, a company based on pushing the performance envelope and driving technological innovation, build a chopper? Because they can sell it for $12,999 and people will buy it in large numbers. Thus, the 2010 Honda Fury was born. But don’t dismiss it as a shameless money-maker too quickly. After all, Honda is responsible for some seriously cool outside-the-box bikes – just not recently. There will always be those who say it’s not hardcore or radical enough. In fact, I was part of this group when I first saw the machine. Now, having just spent a full day riding the new machine, I can tell you this: it works well cruising down the coast on a sunny day, looks relatively cool – nothing ground breaking – and at only 13K it’s undeniably a good deal. (I wonder what the price would have been had the economy not taken such a massive dive in the last year? Either way, it’s a buyer’s market…) The majority of this bike is a collaboration between HGA in the U.S. and Honda Japan’s engineering crew, with a Japanese Project Leader who lived stateside for seven years. Thus, the amount of “Honda” in this Honda is far less than one might expect, without sacrificing its trademark quality. The only Honda Wing logo you’ll find on the entire machine is about half-an-inch big and it’s on the key. When was the last time that happened? They claim chopper guys are more interested in the design and build of the bike than the name on the tank. I’m not sold on this one. Just think how big OCC choppers are – solely because of the name on the tank.As for the technical details, it’s easy to see Honda started with a blank sheet of paper for the Fury. Knowing its existing 1300cc V-Twin would give the most appealing layout design-wise, they used this as a starting point... Turn the side-engine-mounted Harley-style key and thumb the starter. The Fury fires up with a docile rumble, the nice thing being it comes to life each and every time without any issues, which can’t always be said for those high-end, high-power choppers.
This 1300cc V-Twin look familiar?
2010 Honda Fury. Cool or not cool?Fords that look like Ferraris, scooters that look like sportbikes, cruisers that look like custom choppers ... And it’s often those who can bring that cool image to the average folks who become the most profitable. Seemingly this is the reason Honda has entered the custom chopper market. Why else would Honda, a company based on pushing the performance envelope and driving technological innovation, build a chopper? Because they can sell it for $12,999 and people will buy it in large numbers. Thus, the 2010 Honda Fury was born. But don’t dismiss it as a shameless money-maker too quickly. After all, Honda is responsible for some seriously cool outside-the-box bikes – just not recently. There will always be those who say it’s not hardcore or radical enough. In fact, I was part of this group when I first saw the machine. Now, having just spent a full day riding the new machine, I can tell you this: it works well cruising down the coast on a sunny day, looks relatively cool – nothing ground breaking – and at only 13K it’s undeniably a good deal. (I wonder what the price would have been had the economy not taken such a massive dive in the last year? Either way, it’s a buyer’s market…) The majority of this bike is a collaboration between HGA in the U.S. and Honda Japan’s engineering crew, with a Japanese Project Leader who lived stateside for seven years. Thus, the amount of “Honda” in this Honda is far less than one might expect, without sacrificing its trademark quality. The only Honda Wing logo you’ll find on the entire machine is about half-an-inch big and it’s on the key. When was the last time that happened? They claim chopper guys are more interested in the design and build of the bike than the name on the tank. I’m not sold on this one. Just think how big OCC choppers are – solely because of the name on the tank.As for the technical details, it’s easy to see Honda started with a blank sheet of paper for the Fury. Knowing its existing 1300cc V-Twin would give the most appealing layout design-wise, they used this as a starting point... Turn the side-engine-mounted Harley-style key and thumb the starter. The Fury fires up with a docile rumble, the nice thing being it comes to life each and every time without any issues, which can’t always be said for those high-end, high-power choppers.
This 1300cc V-Twin look familiar?
Right off idle the torque propels you seamlessly, there just isn’t that much of it. Sound picks up and starts to serenade the ear drums, though never really hits the target intended. We can thank good ol’ Uncle Sam for that one. A set of aftermarket pipes will quickly remedy this. Once up to speed the Fury cruises with little to no vibration through the bars. All of this is the result of an 89.5 x 104.3mm bore and stroke making for a 1312cc V-Twin engine, which sits at 52 degrees with a compression ratio of 9.2:1. Redesigned single overhead cams operate three valves per cylinder. Inside sits a single-pin crankshaft design to give that lump and
Alloys wheels grace all Fury models.character the cruiser crowd holds so dear – it’s one of the reasons people love Harleys. And that lumping single-pin feel is there, just masked under layers of government emissions and sounds regulations. Dual balancers smooth out vibration as speeds increase to reduce rider fatigue. PGM-FI fuel injection feeds petrol via a single 38mm throttle body with an automatic enricher circuit so no choke is needed whatsoever. Simply push the button and hit the road. All-new twin exhaust exit spent gasses in style, designed to complement the lines of the minimalistic machine.
Alloys wheels grace all Fury models.character the cruiser crowd holds so dear – it’s one of the reasons people love Harleys. And that lumping single-pin feel is there, just masked under layers of government emissions and sounds regulations. Dual balancers smooth out vibration as speeds increase to reduce rider fatigue. PGM-FI fuel injection feeds petrol via a single 38mm throttle body with an automatic enricher circuit so no choke is needed whatsoever. Simply push the button and hit the road. All-new twin exhaust exit spent gasses in style, designed to complement the lines of the minimalistic machine.
Typical Honda, the five-speed transmission is seamless and extremely smooth. Gears fall into place with a reassuring click and positive feel.
New pipes give added style.Clutch action is equally easy and still provides ample feedback. This connects to shaft final drive, an area many have voiced complaints about, as it makes swapping to a larger rear wheel next to impossible. We asked the boys in red the same question and their response: "The shaft drive is in place because it’s maintenance free, makes for much cleaner rear-end styling and gives the Fury some Honda-type technology." It does work quite
well, with zero driveline lash and slick engagement; though in context it’s a bit too good, detracting from the machines personality. The housing also has a very generic plastic feel to it, cheapening the look of the back end from the non-pipe-side view. The chassis and suspension layout is where the Fury starts to get more radical. A 45mm fork with 4-inches of travel sits a caster angle (rake) of 38 degrees with 3.5 inches of trail. This makes for a 71.24-inch wheelbase, the longest of any Honda ever produced. Out back a single shock is totally hidden for the hardtail look and features adjustable preload and rebound. Biggest flaw here? The welds around the steering head are extremely sub-Honda in quality. Here's hoping they fix that for the production models.The first thing one notices throwing a leg over the Fury is its extremely low 26.7-inch seat height. This combined with the tall bars and forward controls should make the Fury comfortable for all shapes and sizes. At 5’7” I was totally at home on the Honda, as were the taller members of our group. No one complained about the ergonomics at all....2009 BMW S1000RR – A Closer Look
The newly unveiled S1000RR literbike from BMW is perhaps the most highly anticipated sportbike of 2009. Despite the German marquee’s somewhat stodgy reputation in the two-wheel world, BMW is jumping into a highly competitive pool of world-level roadrace competition.
We recently had the opportunity to sit down with the VP of BMW Motorrad USA, Pieter de Waal, unleashing a barrage of questions about the S1000RR and what it means to BMW as the historic company reinvents itself.
Much like Harley-Davidson, the ages of BMW riders keep rising. A few years ago the company decided it needed to appeal also to a younger, more adrenaline-driven audience. The affable de Waal explained how they are repositioning the brand closer to the car side of BMW – lighter, more exciting.
It began with the HP line of Boxer-powered high-performance bikes (the HP2 Enduro, HP2 Megamoto and HP2 Sport), then hit a new market with the “hard enduro” G450X dirtbike. Another new-to-BMW market will be served with the introduction of the S1000RR, which will tackle the intensely competitive Japanese literbike segment head on.
There are two major challenges in entering this class for BMW, something de Waal admits is “a high-risk project.”
The first is that the S1000RR absolutely must be competitive with its highly developed rivals. “It’s not like someone is building a bad bike,” de Waal commented. “They’re all extremely good.”
As such, BMW’s RR doesn’t reinvent the ultra-sports wheel, a development process that began 4.5 years ago. The bike has nothing externally visible that is a departure from the class formula. A perimeter aluminum frame and a 1000cc inline-Four powerplant is the same recipe the Japanese OEMs employ. No funky Duolever or Telelever front ends here.
Here’s our first close look at BMW’s upcoming S1000RR, seen here in its racebike prototype form that will enter World Superbike competition in 2009. A production version is slated to hit dealers late in ’09.
“We had a big reality check in the company,” said de Waal candidly. “Basically, BMW did things to be different, not necessarily because it works better. Now, if anything is done differently, it’s because it works better,” he said, referencing the new G450X dirtbike whose clutch is directly connected to the crankshaft to create an ultra-short engine with its cylinder inclined 30 degrees.
One aspect of the S1000RR that will be different from the rest lies in the cylinder head, according to oblique hints from BMW. The popular theory at this point is some form of positive valve actuation, which basically means pneumatic valves (highly impractical for a streetbike) or a system in which the valves are closed mechanically instead of using springs.
You might recognize the latter method as what Ducati uses in its sportbikes. The term desmodromic comes from the Greek desmos (linked) and dromos (track). Ducati has some patents in this field, so if BMW uses a form of desmodromic valvetrain, it will likely be different in some way. This isn’t an idea new to German vehicles. Mercedes Benz used desmo valves on its championship-winning Grand Prix cars from the mid-’50s.
Speculation aside, the S1000RR will definitely be equipped with dynamic traction control, something quite welcome on a bike with something near 190 crankshaft horsepower; 165 horses at the rear wheel seems likely. Some of BMW’s high-performance cars are equipped with variable-length intake manifolds, so we might see something similar on the 1000RR, although de Waal wouldn’t admit as much.
As for the bike’s appearance, keep in mind that we haven’t yet seen exactly what the production bike will look like. We’re told to expect something exciting and less generic than what we’ve seen from the prototype racebikes thus far. With no new ground broken in the chassis design, we’re told to expect a fueled-up production bike to weigh in under 450 pounds, right around the tally of its Japanese competitors....
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