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Street Bikes
Check out the technical specs for the 07 Suzuki GSX-R 750 at Bikez.com. Here you will also find an owners' discussion group and, for most newer motorbikes, other bikers' rating of the machine. Use it to take advantage of other motorcyclists' opinion on performance, reliability, design, fun factor, repair cost, accident risk, and more. Ask any question about technical details, accessories, maintenance, offers on parts, tuning, styling, clubs, events, tests, dealers, finance, insurance, fair second-hand prices, etc. You can even sell or buy used parts. And place a free classified to sell your old MC. We have several thousand registered buyers of used bikes waiting for your ad. Ads can be removed or edited whenever you want.
The industry leader in motorcycle reviews, Motorcycle USA delivers independent insight and entertaining opinions about all types of motorcycles.
Read motorcycle reviews on the latest motorcycle models at Motorcycle USA. First ride reports deliver first impressions of the newest motorcycles available. Full road test reviews offer more in-depth riding evaluations which include weight measurements, performance tests and dyno runs for rear-wheel horsepower and torque. MCUSA's popular comparison motorcycle reviews pull no punches, identifying the strengths and weaknesses of motorcycles compared to their class competitors. Whether looking for an entertaining read, or researching a bike purchase, riders can count on the independent voice of Motorcycle USA motorcycle reviews.
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SR Comparison Test: Econo-Bike Shootout - 1 Step At A Time
In complete contrast to the open-class shootout on page 28, this time around we're focusing on the bikes that newbies looking to graduate to the big leagues should start on. We picked three bikes that are new for 2009-the Kawasaki ER-6n, Suzuki Gladius, and Yamaha FZ6R-and a fourth-the Ducati Monster 696-that was introduced last year but still deserves a spot on this list to break up the Japanese monotony. What makes these bikes ideal for beginners? For starters, they're (relatively) cheap, make manageable power that isn't intimidating, and have low seat heights. Of course style is an important factor for a new rider, but seeing as that's a personal preference we won't touch on that much. Some will say that we're forgetting perhaps the most influential bike of all for new riders-the Kawasaki Ninja 250. We didn't forget about it (we actually think quite highly of it) but these four motorcycles are scoots that will suit the new rider as they learn the ropes and have enough performance potential to grow with them as their skills improve. Now in a bit of an unconventional twist we're going to spoil the story up front: there are no "winners" or "losers" in this test. All four bikes will suit the new and/or inexperienced rider great, only each goes about doing so in slightly different ways. In the next few pages we'll profile each bike (in alphabetical order), highlight their strengths and weaknesses, and reveal who we think each bike is best suited for. Sound good? Then turn the page and let's begin.
Ducati Monster 696
As the most expensive bike in this quartet at $8995, the Ducati Monster 696 charges a high admission to the two-wheeled party. What you get in return is a motorcycle with unmistakable Ducati character with enough performance potential to please the rookie or veteran alike. As the name suggests, the little Monster is powered by a 696cc air-cooled V-Twin with two valves per cylinder, actuated by Ducati's trademark Desmodromic design. If none of that makes any sense to you then here's what you need to know: this engine makes some serious steam. Nothing crazy, but enough to keep you satisfied for a while. Torque is what V-twins are known for and the 696 produces plenty of it-launching out of corners (or squirming between cars and city traffic) is as simple as twisting the right wrist ever so slightly. We found that the engine is a little sluggish at really low rpm, but get it spinning past 3000 and the powerband lasts almost until redline.
Bringing all that action to a halt are the best brakes in the bunch (and for this price they better be). Dual 320mm rotors are mated to two radially-mounted calipers, each with four pistons. Each caliper is also fed fluid via steel-braided brake lines-standard. You won't even find that on the literbikes in this issue (except, well, the Ducati 1198). As such, the Monster has the most braking power, but lacks modulation. We also found it odd that neither the brake nor clutch levers are adjustable; a feature the other three bikes share.
Seat height is a mere 30.3 inches off the ground, so unless you were cursed with abnormally short legs flat-footing shouldn't be a problem. Unfortunately, once on the bike many testers felt like the seating position shoved the rider forward into the gas tank at an uncomfortable angle-something male readers in particular might want to be aware of. Thankfully the handlebars are at a higher angle than previous Monsters, relieving some strain from the wrists and lower back, though the crew was still split about the comfort and leverage provided by the wide, flat handlebars. Some felt it cumbersome while others didn't mind.
There's another reason the 696 costs more than the rest: suspension. The 43mm inverted Showa fork in front and Sachs rear shock out back are mated well to each other and damp road imperfections without the dreaded "po-go" effect usually associated with bikes in this price range. Negotiating the twisty stuff is where this Monster comes alive, but again, you'd expect as much from the one that costs almost $2000 more than the next closest machine. With that said, we were simply floored when a reflector on the fork leg, held on by what seemed to be double-sided tape, just fell off the bike. Ultimately it's up to you to decide whether the price of admission is worth it. In his notes, Mikolas said it best, "The 696 is like a high-end knife-style coupled with a very capable and focused destination...I just wish I had the cash."
Kawasaki ER-6N
Turning to the least expensive motorcycle here, the $6399 Kawasaki ER-6n is basically a stripped down Ninja 650R, though Kawasaki prefers to call it a "middleweight streetfighter." The 6n shares the same 649cc parallel twin engine and transmission as the 650R and pulled 62.6 horsepower and 43.4 ft-lb of torque on the dyno. This translates into a fun and capable little powerplant with smooth power delivery, even if it doesn't have the bark to back its bite. "Engine is nice and peppy with decent acceleration, but the exhaust note sounds like an air compressor, which is definitely not very inspiring," says Kento.
In fact, 99 percent of the 6n is the same as its fully faired brother, the only differences being slightly softer springs in the front, half a degree less rake, and an overall shorter wheelbase. Looming 29.7 inches above ground, the seat is a definite advantage for the inexperienced. Handlebars are rubber mounted (to reduce vibration from the engine, which also uses rubber mounts) and placed high, giving a largely upright seating position which also makes maneuvering the bike easier. In direct contrast to the Ducati, the Kawasaki bars felt too narrow, "like I was riding a bicycle," notes Siahaan
To cut costs Kawasaki skimped in the suspension and brake department, equipping this bike with dual 300mm petal-type rotors mated to twin-piston pin-slide calipers. During everyday commuting the binders are adequate at best; initial bite is numb but the moderate braking power eventually brings the action to a halt. Pick up the pace a little and things start to get scary. The numb initial bite is then met with a sense that there's no way the bike will stop in time. Squeeze the lever harder and it feels like the rubber lines are expanding instead of delivering fluid to the calipers. The trick is maintaining pressure on the lever and keeping the faith-the bike will stop. If anything will put off the new rider, this is it (though steel-braided lines and a change in pads could be the remedy).
When negotiating corners the Kawi is light on its feet; direction changes are quick but are hampered by the OE Bridgestone sport-touring tires. Most felt the non-adjustable front fork worked well with the preload-adjustable rear shock, giving a compliant ride in all but the most extreme conditions. Something a potential owner of this bike probably wouldn't be facing. Speaking of faces, we had some issues with the ones on the gauge cluster. The analog speedometer is difficult to read at a glance as is the digital tachometer. We do like the fuel gauge and are sure that most riders out there would appreciate that as well.
For a tick over six large the Kawasaki ER-6n is an incredible value that delivers amazing bang for your buck. With just the right amount of power and a capable chassis, this is a great bike to learn the ropes on. Sure the bike is buzzy on long rides and the brakes should be the first item on the lists of upgrades, but for that price how can you go wrong?
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Suzuki Gladius
Perhaps the bike that jump-started the middleweight category, the Suzuki SV650 has a near cult-like following for three simple reasons: it's cheap ($6899), has a proven engine, and is just plain fun to ride. The only problem is that sales of naked versions were starting to decline. In response Suzuki decided to give it a facelift in the form of the Gladius. What does that mean to you? It means that if you can't afford the Ducati, this is your chance to experience a V-twin naked bike without the strain on your wallet.
Powered by the same 645cc, liquid-cooled, four-valve, DOHC V-twin as the SV650, there's no doubt as to its pedigree. Power delivery is seamless, though some testers felt the bottom-end punch didn't quite match previous SV650s we've ridden. Likewise, the Gladius also had some issues putting the power to the ground as the shift linkage felt anything but positive. Regardless, when it comes to forward motivation the Gladius received high marks from all testers.
At 31 inches, seat height is about on par with the rest of the group, though its single banana seat is reminiscent of old-school bicycles, even down to the dimensions. "The Suzuki had a really narrow seat that was uncomfortable after just a short period of time," notes O'Connor after the swelling from his tight helmet calmed down. Otherwise the reach to the bars feels natural, unlike the wide feeling from the Ducati and narrowness of the Kawasaki. A traditional analog tachometer dominates as the digital speedometer is just within eye range. Unlike the Kawasaki and Yamaha, a simple fuel light warns the rider when it's time to find a gas station. Once again, binders on the Suzuki are sourced from the local lumber yard in the form of twin 290mm discs. Two-piston pin-slide calipers hug each rotor. Though they aren't as scary as the Kawasaki, braking still feels soft. Adding more pressure to the lever will eventually bring the action to a halt before a change of shorts is required.
Surprisingly the Gladius' suspension leans toward the firmer side, which isn't something that could be said about SV650s of yore. This makes canyon runs at a novice pace enjoyable as the bike doesn't wallow to and fro. In the real world however, this translates into a slightly harsh ride when crossing road imperfections.
Within the past decade very few motorcycles have built a following quite like the SV650, both with novices and advanced riders alike. Fortunately the Gladius is picking up where its predecessor left off. Just like the Kawasaki, brake and suspension upgrades would be the first order of business when skills (and budget) progress, but when it comes to ideal motorcycles to build your craft the Gladius will put a smile on your face every time
Yamaha FZ6R
Now for the wildcard in the group. As the sole four-cylinder machine, Yamaha's FZ6R takes a slightly different approach to welcoming the new(er) rider. Not only is it the only four-cylinder, it's the only one here with full fairings and a windscreen-nice for those jaunts on the highway. We covered the technical aspects of the bike in our First Ride piece (Climbing the Ladder, Jun. '09), but to re-hash-the 599cc inline four that powers the FZ6R first started life as the mill that won a few AMA Supersport titles with the previous generation YZF-R6. Nowadays the engine has been reconfigured to be more civil. We could tell you how but that's really not important. What is important is understanding how and where this engine makes power. Whereas the three twins on the previous pages utilize their torque and prefer to be lower in the rev range, the FZ6R doesn't truly come alive until after 5000 revolutions-which is still slow when compared to all-out supersports-where peak horsepower then takes over. Despite its two extra cylinders, our bike scored the second best fuel mileage rating with an average just under 46 miles per gallon
Another benefit of the FZ6R is the range of adjustability. At its lowest setting seat height is just under 31 inches. Moving the mounting bracket under the seat to the "high" position then adds 20mm (or 3/4-inch), accommodating taller riders. Not only that, but handlebar position is also adjustable fore and aft to suit a wide variety of body types. These adjustments are done with only a few bolts and all required hardware is included in the tool set. Coupled with arguably the most comfy saddle of the bunch, the Yamaha won over all of our testers in the comfort department.
That theme continues with the rest of the bike. Suspension tuned towards the softer set, combined with the heaviest weight of the four (477 pounds), results in a ride that's Cadillac-esque during mellow cruising (that's a good thing), but is sluggish and soft when being hauled around (that's not so good). Then again, one must remember that the FZ6R isn't meant for setting lap times. Brakes again are bottom shelf items (notice a trend here?), consisting of 298mm discs and twin-piston calipers. Braking power is actually adequate considering the weight of the bike and the components.
Another factor leading to the lowered price is the quality of hardware on the bike. Various aluminum and steel bits on our test unit showed signs of corrosion-possibly from exposure to the elements during transport-that was readily apparent with just a simple once-over. It's an anomaly we don't see very often that might be something of concern for those living in harsh climates. Quality of hardware aside, the FZ6R provides a comfortable ride for the novice rider less interested in carving canyons, and more interested in easing their way into the motorcycle community.
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New 2010 Honda VFR1200F officially unveiled
American Honda officially unveiled the VFR1200F motorcycle today at its Torrance headquarters, although since news on the bike was leaked back in June, Honda had no choice but to begin leaking information on the bike as time went by (Honda Europe had a teaser website up with little sound bites a week after the spy photos surfaced, and then the Honda corporate site posted info on the optional semi-automatic transmission back in September). Thus, the unveiling was kind of anti-climactic, as it was mostly a confirmation of what was already known. Still, plenty of interesting details about the bike surfaced at the introduction.
The new VFR1200F is powered by a 1237cc, 76-degree V-four, with the two rear cylinders located on the inner portion of the crankshaft and the two front cylinders framing them on each sidethis narrows the middle of the bike between the rider's knees. Because of the unusual cylinder location, the crankpin phasing is offset by 28 degrees in order to eliminate primary engine vibration in conjunction with the 76-degree Vee angle. Assymetrical exhaust header lengths work with the cylinder phasing to help tune power characteristics. The 44mm throttle bodies are controlled by a ride-by-wire engine management system, a first for Honda.
Borrowing technology from its motocross/off-road brethren, the VFR1200F engine uses the same Unicam setup for the top end valve actuation. Instead of two camshafts separately operating the intake and exhaust valves, the Unicam system uses a single overhead camshaft that drives both sets of valves via rocker arms. This allows the cylinder heads to be significantly smaller.
As we stated back in September, the VFR will be available in a version with the Dual Clutch automatic six-speed transmission as an option. By using a pair of clutches (one operating 1st, 3rd, and 5th gear, with the other operating 2nd, 4th, and 6th gear), the next gear can be already "pre-engaged", allowing no cut-off in power and seamless gearshifts. For an explanation of how the Dual Clutch transmission works, There will be a fully automatic mode (with two sub-modes, one for economy and the other for sport), and a semi-automatic mode that allows the rider to shift via paddles on the left handlebar. The manual shift version of the VFR will come equipped with a slipper clutch to ease downshifts. The Dual Clutch transmission adds 22 pounds to the bike, with that version weighing 613 pounds full of fuel ready to ride.
New 2010 Kawasaki models unveiled
Kawasaki pulled the wraps off its 2010 model lineup, which includes an updated ZX-10R literbike, a heavily upgraded Concours 14 sport-tourer, a slightly restyled Versys, and an all-new Z1000 streetfighter. In a period where many manufacturers are holding back on instilling major upgrades to their lineups due to the economy, Kawasaki seems to be doing its best to continue upgrading its models in the face of trying financial times for the industry. Many of the 2010 models pack some interesting features that we can't wait to try out.
ZX-10R
Kawasaki's big Ninja has been updated with some minor modifications aimed at refining its transmission and steering damper action, as well as its overall appearance. Applying the same internal gearbox modifications that were used with the '09 ZX-6R (mostly centered around the shift mechanism to tighten clearances), Kawasaki engineers were able to reduce play in the shift mechanism and provide a more precise feel at the shift lever. The hlins twin-tube steering damper also received internal changes, with a separate spring and free piston in the reservoir chamber allowing more consistent pressure in the damping orifices, resulting in more stable damping characteristics. The steering damper also receives a new titanium finish and laser-etched logo for appearance. And speaking of appearance, the ZX-10R's bodywork has undergone some subtle aerodynamic modifications that also give it a more compact appearance. The front upper fairing is now one piece, with a slightly more rounded front leading edge. New inner panels tidy up the area around the handlebars, while sharper and more compact side panels incorporate more flat black into the design to enhance the bike's more focused look. The muffler is also slightly more compact, with a metallic grey finish, dimpled surface pattern, and smaller end cap. MSRP is $12,999 for the Metallic Spark Black version shown here, and $13,199 for the Lime Green/Pearl Stardust White version that replicates the Team Green factory motif used in the All-Japan Superbike series.
Z1000
It's been a while since Kawasaki's Z1000 naked street bruiser has undergone some changes, but the new '10 model has some major updates in virtually every area. The engine is all-new, with a larger 1043cc displacement making for a huge 90cc bump in size (and predictably, power as well) that utilizes a less-oversquare 77.0 x 56.0mm bore/stroke configuration to beef up low-end and midrange power while keeping the top end intact. The powerplant also gains a secondary balance shaft to help quell excess vibes, and the 38mm oval-bore throttle bodies breathe cool air via ducts above the radiator shrouds. The engine is slotted into an all-new aluminum chassis designed specifically for the Z1000 that sports a new horizontally-mounted shock linkage design, allowing a 32-inch seat height while also keeping the shock less susceptible to engine and exhaust heat, according to Kawasaki. The 41mm inverted fork gains compression damping adjustability, and a radial master cylinder adds feel and feedback to the braking system. The instrument panel uses an orange-tinted lens, and can be tilted to suit rider preference. Available in Metallic Spark Black or Pearl Stardust White, the new Z1000 will retail for $10,499.
Concours 14
The big Connie sport-tourer didn't miss out on the updates either, with a whole slew of new features that look to be a test bed for future applications on other models in Kawasaki's lineup. For instance, the new Concours 14 now comes with Kawasaki Traction Control (KTRC), the company's first foray into the TC world. This is augmented by the new ABS system, labeled the "K-ACT Selectable, Sport Oriented Coactive Anti-Lock Brakes". Using a linked braking setup, the K-ACT ABS system has two modes to choose from: Standard mode that gives the rider more priority in actuating the front and rear brakes, and High Combined mode that give a more pronounced linked braking effect at the beginning of the rear pedal stroke for less aggressive applications. The bodywork has undergone some refinements, with a larger windscreen and improved heat management at the top of the list. Mirrors have been relocated to keep the hard bags from obscuring rear vision, and a boatload of touring amenities have been added, including stepless-adjustable heated grips standard, "economical riding indicator/fuel economy assistance mode" that runs the engine on a leaner fueling map that can result in a 25 percent increase in fuel economy, a relocated electro-locking glove box, tank bag hooks, etc. Suspension settings and the Bridgestone BT021 tires have been redesigned for lighter handling and improved tire wear. Available in Candy Neptune Blue/Flat Super Black, the standard Connie will retail for $14,599, and the ABS model will sell for $15,299.
Versys
The Versys gets a new fairing design with stacked dual headlights and a larger and taller windscreen (still with three position adjustability), new front fender and mirrors, and a Z1000-style LED taillight. Revised passenger grab rails, new seat cover material, and a little fine-tuning of the passenger seating position make the Versys even more fun for pillion riders, and rubber bushings at the rear engine mounts and hollow rubber-covered footpegs result in reduced engine vibration and a more comfortable ride. Revisions to the muffler, clutch cover, sprocket and alternator covers, radiator shrouds, swingarm pivot covers and rear fender all contribute to the Versys' new look. Available only in Metallic Spark Black, the Versys will sticker at $7599.
