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2019 Honda CB650R vs. Kawasaki W800 Cafe vs. Suzuki SV650X | Comparison Review

January 2, 2020 mcnews Leave a comment

SV650X CB650R W800 Cafe — Three brands, three middleweights, three engine configurations, three very distinct personalities. Which one are you? Photos by Kevin Wing.

Three riders walk into a dealership…. (I know it sounds like the start of a bad joke but bear with me.) All three are in the market for a new middleweight motorcycle, and each has a unique style and riding experience in mind. They’re in luck — thanks to a challenging economy, increasing growth in female ridership and a need to attract younger riders, manufacturers are doubling down on the small- and midsize-displacement market, meaning there’s a middleweight machine out there for just about anyone. We gathered three of the newest for an unorthodox Comparo Review; rather than pitting them against each other in a head-to-head battle, we thought instead we’d focus on each one’s unique personality. So here we are, the door just swung closed behind us, and our first rider already seems to know exactly what he wants.

The Speed Demon – Honda CB650R

Mark’s Gear
Helmet: Bell SRT-Modular
Jacket: Fly Strata
Pants: Rev’It
Boots: Alpinestars
Tail Bag: Firstgear

We find him standing next to the Honda CB650R, where he’s admiring the waterfall of header pipes cascading from its 649cc, liquid-cooled, DOHC in-line four. The replacement for the stale CB650F, this fresh CB650R rounds out Honda’s Neo-Sports Café lineup, slotting in between the CB300R and CB1000R released for the 2018 model year.

Honda gave the middleweight CB more than just a facelift, with new wheels, an updated steel frame and a new, smaller fuel tank that combine to drop a claimed 9.2 pounds (11.6 pounds on the ABS version), a new inverted 41mm Showa fork with adjustable preload, a slightly more aggressive riding position and a redesigned airbox. The engine got a few tweaks as well, with new pistons and valve timing and a redline that’s been bumped up 1,000 rpm to 13,000. Also new this year is optional HSTC (traction control), which is only available on the ABS-equipped model and can be switched on and off on the fly.

CB650R engine — Liquid-cooled, DOHC in-line four is the most potent of the trio, with 83 peak horsepower on tap.

CB650R wheel — Switchable HSTC (traction control) is only available on the ABS model (which our test bike was not).

CB650R display — LCD gauge includes range to empty, fuel gauge, gear indicator and a clock.

The result is a seriously sporty machine that will pluck at the heartstrings of any rider yearning for the howl of a rev-happy in-line four in an affordable, fun-to-go-fast package. This is a bike that’s happiest when wound up, with the real action not kicking in until about 6,000 rpm. Per the Jett Tuning dyno, the CB650R spins out a respectable 83 horsepower at 11,000 rpm, with torque topping out at 43 lb-ft at 8,200. “Go fast or go home,” says our rider as he swings a leg over the nearly 32-inch seat.

Footpegs are just a tad higher and farther back than before and the wide, flat handlebar is lower and more forward, but the riding position is still relatively comfortable, especially when compared to the drop-down sport position of our other two comparo bikes. With suspension front and rear being preload-adjustable, it’s easier to find a happy medium for sporting canyon runs and bombing around town, and powerful radial-mount, 4-piston front brakes pinching big 320mm discs provide more than enough stopping power. As someone unaccustomed to an in-line four with less engine braking than a twin, I was happy for the peace of mind those brakes offered when winding things up on a twisty road. While the CB could be a good first bike (Honda says 25% of its 650cc bikes are bought by first-timers), it’s got enough juice to keep an experienced rider happily entertained.

“And,” smiles our first rider as we wander away, “it’s the right color: red.”

The Distinguished Gentleman – Kawasaki W800 Cafe

Greg’s Gear
Helmet: 6D ATS-1R
Jacket: Scorpion Birmingham
Pants: Highway 21 Defender Jeans
Boots: Highway 21 Journeyman
Tail Bag: Nelson-Rigg

It might be fair to say that rider number two is the polar opposite; he’s drawn to the Kawasaki W800 Cafe, a new model (in the U.S. and Canada) for 2019 that evokes the look and spirit of the original 1966 W1. For him, sheer performance numbers aren’t a priority, but rather classic good looks and a timeless sense of style — although a few modern conveniences like a bright LED headlight, ABS and fuel injection don’t hurt.

With the possible exception of the paint, which is a polarizing metal-flake-brown and silver combo (I happen to like it), the W800 checks all the retro-loving riders’ boxes in the appearance department. Central to that is the 773cc air-cooled, SOHC vertical twin, with its distinctive bevel gear shaft-driven cam and 360-degree firing interval. Despite its balance shaft the engine vibrates significantly at idle and throughout most of the powerband, but the wide-ratio 5-speed gearbox shifts smoothly (thanks in part to the assist-and-slipper clutch) and the chrome peashooter mufflers burble modestly. “It’s got character,” shrugs our rider.

W800 Cafe engine — Air-cooled parallel twin looks the part, but vibrates excessively at lower rpm and idle.

W800 Cafe wheel — ABS is standard on the single front and rear discs.

W800 Cafe gauges — Classic round gauges include analog speedometer and tachometer and LCD trip info; there is no gear indicator, fuel gauge or consumption data.

That character extends outward from the engine, with the old school double-cradle frame that was designed using Kawasaki’s advanced dynamic analysis software for new school handling, 18-inch spoked wheels rolling on tube-type Dunlop K300 GP rubber, dual rear preload-adjustable shocks, a 41mm gaitered fork and a classic clubman drop-down handlebar. The 31-inch two-tone seat is comfortable enough for about an hour at a time, and the riding position is sporty yet civilized.

Mid-mount footpegs will drag early, the vertical twin generates a middling 46.7 horsepower at 6,400 rpm and 44 lb-ft torque at 4,600, and the two brake discs, one front and one rear, both with 2-piston calipers and standard ABS, aren’t up to true sport riding levels, but that’s not what the W800 is all about. Cruising city streets and weekend jaunts into the countryside are what it was made to do, and you’re almost guaranteed to draw some admiring eyeballs when you get to your destination.

The Cool Kid – Suzuki SV650X

Jenny’s Gear
Helmet: HJC RPHA 11 Pro
Jacket: Flying Duchess The 66
Pants: Bolid’ster Jeny’ster
Boots: Sidi Gavia Gore-Tex
Tank Bag: Chase Harper

Now where did our third rider go? Ah, she discovered the Suzuki SV650X, which mixes the best of both worlds — sporty and retro — and also happens to be a time-tested, proven platform that’s been pasting smiles on faces since 1999, the year the original SV650 launched. In the intervening 20 years there have been S models with clip-ons and half fairings, but in my opinion this new-for-2019 café-racer X variation is the most true to the SV650’s spirit.

The bones haven’t changed: it’s still powered by the same 645cc liquid-cooled, DOHC, 90-degree V-twin that pulls strongly from idle to its peak of 69.3 horsepower at 8,700 rpm and 43.3 lb-ft of torque at 8,100, wrapped in a familiar steel trellis frame. Dual 290mm discs with 2-piston calipers up front and a single 240mm/1-piston combo at the rear work well, and ABS is standard. It’s shod with the best tires of the trio, grippy Dunlop Roadsmart IIIs.

SV650 engine — If it ain’t broke…. Liquid-cooled 645cc 90-degree V-twin is still tractable and fun.

SV650 wheel — The SV gets standard ABS and solid if not great braking performance.

SV650 display — LCD gauge is simple and easy to read, with range to empty, a fuel gauge, a gear indicator and a clock.

The SV650X also continues to be one of the most user-friendly middleweights out there; nearly everything about it is approachable, from its one-touch Easy Start feature and Low RPM Assist that automatically raises engine speed when releasing the clutch, to its 31-inch seat, narrow waist, predictable powerband and no-frills, easy to read, comprehensive LCD gauge.

It’s responsive and stable, cool as a cucumber, never demanding too much of its rider even when the road gets twisty, and with some suspension work it could be a great track day warrior. Best of all, it doesn’t need to be wrung out in order to have fun, and is equally happy munching through traffic or carving up canyons — though not for hours on end. The fairly long reach to the clip-ons requires a strong core, lest too much weight is placed on the hands, and the low seat and tallish footpegs create an aching need to stretch out cramped-up knees. That said, if you’re young enough, fit enough and/or willing to rest often enough, the SV650X is a cool ride that looks, feels and sounds great.

The Choice

So which one am I? The Kawasaki looks the part, but its annoying vibration, squishy suspension, uninspiring power and high price tag are turnoffs. The quick, flickable Honda is a hoot to ride, but my personal preference is for low-end grunt over a high-strung in-line four. I don’t have a long commute and we have plenty of more appropriate touring bikes in the Rider garage, so for cruising around town and half-day blasts up the local canyons, the cool-as-a-cucumber Suzuki best matched my personality. Wait…does that make me the “cool kid”?

Jett Tuning Dyno results for the 2019 Honda CB650R, Kawasaki W800 Cafe and Suzuki SV650X.

2019 Honda CB650R Specs

Base Price: $8,899
Warranty: 1yr., unltd. miles
Website: powersports.honda.com

Engine

Type: Liquid-cooled in-line four
Displacement: 649cc
Bore x Stroke: 67.0 x 46.0mm
Compression Ratio: 11.6:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 24,000 miles
Fuel Delivery: PGM-FI w/ 32mm throttle bodies x 2
Lubrication System: Wet sump, 2.7-qt. cap.
Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: O-ring chain

Electrical

Ignition: Full transistorized
Charging Output: 370 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Twin-spar steel w/ aluminum swingarm
Wheelbase: 57 in.
Rake/Trail: 32 degrees/4.0 in.
Seat Height: 31.9 in.
Suspension, Front: 41mm USD fork, adj. for preload, 4.25-in. travel
Rear: Single link-type shock, adj. for preload, 5.04-in. travel
Brakes, Front: Dual 320mm discs w/ opposed 4-piston radial calipers
Rear: Single 240mm disc w/ 1-piston pin-slide caliper
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 441 lbs.
Load Capacity: 342 lbs.
GVWR: 783 lbs.

Performance

Fuel Capacity: 4.1 gals., last 0.8 gal. fuel light on
MPG: 86 AKI min. (low/avg/high) 43.0/45.3/48.2
Estimated Range: 186 miles
Indicated RPM at 60 MPH: 4,250

2019 Kawasaki W800 Cafe Specs

Base Price: $9,799
Warranty: 1yr., unltd. miles
Website: kawasaki.com

Engine

Type: Air-cooled parallel twin
Displacement: 773cc
Bore x Stroke: 77.0 x 83.0mm
Compression Ratio: 8.4:1
Valve Train: SOHC, 4 valves per cyl.
Valve Insp. Interval: 7,600 miles
Fuel Delivery: DFI w/34mm throttle bodies x 2
Lubrication System: Wet sump, 3.4-qt. cap.
Transmission: 5-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: O-ring chain

Electrical

Ignition: Digital
Charging Output: 154 watts max.
Battery: 12V 10AH

Chassis

Frame: Double-cradle steel w/ steel swingarm
Wheelbase: 57.7 in.
Rake/Trail: 26 degrees/3.7 in.
Seat Height: 31.1 in.
Suspension, Front: 41mm fork, non-adj., 5.1-in. travel
Rear: Twin shocks, adj. for preload, 4.2-in. travel
Brakes, Front: Single 320mm disc w/ 2-piston caliper & ABS
Rear: Single 270mm disc w/ 2-piston caliper & ABS
Wheels, Front: Spoked tube-type, 2.50 x 18 in.
Rear: Spoked tube-type, 3.00 x 18 in.
Tires, Front: 100/90-H18
Rear: 130/80-H18
Wet Weight: 488 lbs.
Load Capacity: 407 lbs.
GVWR: 895 lbs.

Performance

Fuel Capacity: 4.0 gals., last 1.1 gal. fuel light on
MPG: 87 AKI min. (low/avg/high) 34.1/40.3/52.9
Estimated Range: 161 miles
Indicated RPM at 60 MPH: 3,500

2019 Suzuki SV650X Specs

Base Price: $8,399
Warranty: 1yr., unltd. miles
Website: suzukicycles.com

Engine

Type: Liquid-cooled 90-degree V-twin
Displacement: 645cc
Bore x Stroke: 81.0 x 62.6mm
Compression Ratio: 11.2:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 14,500 miles
Fuel Delivery: DFI w/ SDTV & 39mm throttle bodies x 2
Lubrication System: Wet sump, 2.9-qt. cap.
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain

Electrical

Ignition: Full transistorized
Charging Output: 375 watts max.
Battery: 12V 10AH

Chassis

Frame: Steel trellis w/ steel beam-type swingarm
Wheelbase: 56.9 in.
Rake/Trail: 25 degrees/4.2 in.
Seat Height: 31.1 in.
Suspension, Front: 41mm fork, non-adj., 4.9-in. travel
Rear: Single link-type shock, adj. for preload, 5.1-in. travel
Brakes, Front: Dual 290mm discs w/ 2-piston floating calipers & ABS
Rear: Single 240mm disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 160/60-ZR17
Wet Weight: 437 lbs.
Load Capacity: 488 lbs.
GVWR: 925 lbs.

Performance

Fuel Capacity: 3.8 gals., last 1.1 gal. fuel light on
MPG: 87 AKI min. (low/avg/high) 38.9/53.1/58.7
Estimated Range: 202 miles
Indicated RPM at 60 MPH: 4,250

Source: RiderMagazine.com

Motorcycle News, News

Suzuki seeks 1440cc Hayabusa patent

December 23, 2019 mcnews Leave a comment

It’s almost news too good to be true, but it seems Suzuki Motorcycles has filed for a patent for a new Hayabusa engine with 1440cc of tarmac-tearing oomph!

The former world’s fastest motorcycle is now in wind-down mode as it no longer meets the tough new Euro5 emissions regulations coming next year.

While some will still be made for the Australian and US market, the future of the bike depends on developing a new, cleaner engine.

There has been speculation for some time that Suzi would make a bigger donk.

1440cc donk

According to Bennetts of the UK, it will have a 1440cc engine which is 100cc more than the 148kW outgoing model.

They also say it will have a slimmer design, double exhausts like the current model and an evaporative emissions control system.

Third patent

It is no longer just rumour that the Hayabusa will be retained as this is the third patent for an upgrade.

The ageing Hayabusa has only had two major upgrades in its 17-year history.

While many are expecting turbo or supercharger technology, the first two patents were for a semi-automatic transmission.

The first patent in February 2018 detailed how actuators would be used to control clutch engagement and the shifting of gears.

So it’s not totally automatic as riders would still need to change gears but without the need to use a clutch.

While the patent application used a drawing of a Hayabusa, it was not necessarily meant for that bike.

However, the second patent described the gear position sensor, confirming that it was destined for the Hayabusa.

Hayabusa GSX1300 second patent — Second Hayabusa GSX1300

The rest of the drawings show the bike much as it is now.

Suzuki president Toshihiro Suzuki has confirmed that Suzuki engineers are working on the new bike, but has not said when it would be due.

He says it will follow the same style, but gain several electronic riding aids.

Fastest rider Beccie Ellis on her Hayabusa Turbo - wheelie second patent — Beccie Ellis on her Hayabusa Turbo

There is not much they can do with the styling as the bike was designed to be aerodynamically stable at high speeds.

It was apparently designed on paper by aerodynamic experts, but not tested in a wind tunnel until several years later when it was confirmed the aero theories actually worked.

So when it was updated in 2008 and 2017, there was no need to change the shape.

Source: MotorbikeWriter.com

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Suzuki still serious about turbocharging

November 29, 2019 mcnews Leave a comment

We have been reporting on Suzuki’s turbocharging plans ever since they unveiled their Recursion concept in 2013.

Suzuki Recursion - Katana turbo blown turbocharging — Suzuki Recursion

Over the years there have been rumours about mid-capacity turbo sports bikes of 500-700cc capacity and even a turbo version of their Hayabusa or new Katana.

Each year they have hinted at turbocharging and we fly expected to see one at this year’s EICMA motorcycle show in Milan were they had said they would release several new mnkdles.

Instead, we got an updated DR Big V-Strom!

Suzuki V-Strom 1050 Dr Big — Updated DR Big Strom!

Serious about turbocharging

But Suzuki is still serious about turbocharging tech.

British insurance broker website Bennetts says it will be a a GSX 700 Turbo and have released new patent drawings that seem to support that theory.

It shows the turbo located closer to the cylinder heads which makes the engine more compact and reduces turbo “lag”.

The drawings show a tubular frame, compact low exhaust and twin radiators.

Will it be revealed in 2020? Who knows! We’ve almost given up predicting the launch of their forced-induction model.

Meanwhile, Kawasaki is forging ahead with their supercharged models. They now have four models – H2, H2R, H2 SX and the Z H2.

They’ve also bought Bimota and are powering their new Tesi with a H2 supercharged engine.

Even BMW is considering forced induction for their M bikes.

Source: MotorbikeWriter.com

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Suzuki’s 2020 Dr Big V-Strom 1050

November 5, 2019 mcnews Leave a comment

As expected, Suzuki has upgraded its V-Strom range with a 1050 flagship in honour of their legendary DR-BIG.

Not only is the flagship V-Strom bigger with 5kW more power to 79kW at 8500 revs, but it is also more techno.

Some of the hi-tech features include cruise, hill hold, slope and load dependent controls, ride modes and LED lighting.

It will come in two models, standard and XT for touring.

Suzuki Australia says V-Strom 1050 and XT are expected to arrive in the middle of 2020 with final specifications, colours and pricing confirmed closer to launch.

Here is the full V-Strom 1050 press release from Suzuki Australia

Powered by Suzuki’s highly acclaimed 1037cc, 90° V-twin, DOHC engine which has further evolved for MY20, boasting increased top-end power whilst also conforming to Euro 5 emissions standards. Thanks to new camshaft profiles and timing, peak horsepower has increased considerably from 74kW / 8,000rpm to 79kW / 8,500rpm (106hp). The highly refined engine begins with a deep rumble low in the rpm range, then progresses through the mid-range along a strong and linear torque curve then keeps building through the high rpm range in a smooth yet enjoyable manner.

The distinctive new styling incorporates elements of both Suzuki’s legendary DR-Z desert racer and the large off-road model DR-BIG. The distinguishing beak design first adopted by Suzuki stays true to Suzuki’s heritage while also modernising the design to be more aggressive and bolder for the new generation V-STROM.

The most technologically advanced production Suzuki motorcycle in company history, the latest generation V-STROM is the first to boast Suzuki’s new Intelligent Ride System (S.I.R.S). Combining an array of electronic aids and controls as well as several unique features only available on XT, further enhancing rider useability and convenience like never before.

An advanced cruise control system works in conjunction with the new ride-by-wire throttle system to maintain the set vehicle speed without the rider needing to operate the throttle, a welcomed feature for long-distance touring that assists in reducing rider fatigue. Cruising speed can be set from approximately 50km/h to 160km/h at fourth gear or above. A switch on the right handlebar can be pressed to put cruise control into standby, and the selector switch (up/down) on the left handlebars allows the rider to adjust the speed up and down accordingly.

Suzuki’s famous Drive Mode Selector (SDMS) is now available on a V-STROM for the very first time, offering riders the choice of three difference output characteristic modes. A-mode provides the sharpest throttle response, B-mode provides a slightly softer throttle response and C-mode provides the softest response of the three modes.

Another Suzuki first is the Hill Hold, Slope Dependent and Load Dependent control systems available on XT. Hill hold control automatically applies the rear brake when the motorcycle is stopped on an upward slope to prevent rollback when the brakes and clutch are released. Slope Dependent control constantly monitors posture and if required controls brake pressure to prevent rear wheel lift during downhill braking.

Load Dependent system supports optimal braking by compensating for varying load conditions such as the difference between riding solo or with a pillion and loaded luggage vs unloaded.

An updated traction control system now features three modes of control (previously two) inspiring greater confidence in diverse riding conditions. Mode 1 is for spirited riding with minimal level of intervention. Mode 2 is ideal for commuting and regular riding conditions and Mode 3 is best suited for poorer riding conditions such as wet or cold roads as it offers the highest level of intervention.

An upgraded Bosch inertial measurement unit (IMU) equipped on the XT model now works on 6-directions along 3-axis rather than the 5-axis of the previous system. This allows it to detect pitch, roll, and yaw movements based on the angular rate and acceleration. This new high-performance 6-direction IMU combines a 3-axis angular rate sensor (gyrometer) and a 3-axis acceleration sensor in a single compact unit.

The motion track brake system exclusive to XT combines information on the posture of the vehicle from the new IMU with the front and rear wheel speeds. This allows the ABS to activate not only in a straight line but also when the vehicle is leaning. When the brake lever or pedal is operated, this system instantly assesses the need of ABS operation by calculating the posture of the vehicle and front and rear wheel speeds. When judging the need of operation, ABS unit decreases braking pressure, and continues to control the increase/decrease of the pressure according to the traction available.

This latest ABS system allows the rider to select from 2-levels of intervention. Mode 1 provides minimal intervention and is suitable for flat dirt roads, whilst Mode 2’s intervention timing is earlier than Mode 1 and is ideal for normal tarmac roads.

A newly added Combined Brake System automatically applies pressure to the rear brake to help stablise the motorcycle when the front brake pressure rises to a certain degree.

An updated windscreen design compliments the new exterior design. Developed utilising wind-tunnel testing, the new screen can be finely adjusted without tools to one of 11 positions across a 50mm vertical range.

The instrument panel presents all required information on a full LCD screen using a clean and intuitive layout with information displayed in order of priority. Included in the display are the speedometer, tachometer (full pixel digital display), gear position indicator, odometer, trip meter (A, B), instantaneous fuel consumption, average fuel consumption, driving range, fuel level indicator, engine coolant temperature indicator, ambient air temperature indicator, clock, voltage meter, service reminder, SDMS mode, traction control mode, cruise control indicator, ABS mode, hill hold indicator, engine rpm indicator light, frost indicator light, turn signal indicator light, high beam indicator light, traction control indicator light, ABS indicator light, and neutral indicator light.

A USB port is located left side of the instrument panel. It can be used as a power source for charging a smartphone, navigation system, or other similar device.

The lightweight and compact chassis is the core factor in achieving the V-STROM’s comfortable and enjoyable character. The narrow width of its V-twin engine allows the motorcycle to maintain a slim body shape even with a 20L fuel tank present, allowing the rider to easily reach the ground with their feet.

Utilising a cast aluminium twin-spar frame featuring the optimal rigidity balance for exceptional stability and handling performance. The frame supports everything a rider requires to embark on their next big adventure from straight line stability to smooth and natural cornering with high levels of traction.

The 43mm KYB inverted front fork features adjustable compression damping, rebound damping and spring preload and can be tailored based on rider preference and usage.

The V-STROM 1050XT also sports a completely new seat design that allows the seat height to be adjusted an additional 20mm higher than the standard position. The KYB rear shock features adjustable spring preload via an external hand dial to easily facilitate adjustments between riding solo, with pillion or fully loaded with luggage.

TOKICO Monobloc radial mounted front brake calipers handle stopping duties matched with dual 310mm floating discs provide strong braking performance with remarkable feel.

The footrests are constructed of tough steel and have been redesigned to make it easier for the rider to stand on flat dirt, and are also wider than the previous version.

Protection and convenience on the XT is taken to the next level with an aluminium under cowling and accessory bar guarding underneath and side of the engine whilst stronger hand guards have been employed to protect rider’s hands from wind, rain and flying stones. The lightweight centre stand is well balanced and is useful when performing maintenance tasks and loading luggage.

Wire-spoked aluminium rims are fitted as standard on the XT model offering improved road absorption whilst the standard model is equipped with 10-spoke cast aluminium wheels. Both variants are shod with Bridgestone Battlax Adventure A41 tyres.

A vertically stacked LED headlight and LED rear combination light deliver excellent visibility and stylish looks, the XT also features LED indicators as standard equipment.

Other niceties include Suzuki’s Low RPM assist system which monitors and automatically raises the idle speed when taking off from a stop or when riding slowly through traffic and

Suzuki’s Easy Start System which provides ultra-convenient one-touch engine starting.

Source: MotorbikeWriter.com

Motorcycle News, News

2020 Suzuki V-Strom 1050, 1050XT and 1050XT Adventure | First Look Preview

November 5, 2019 mcnews Leave a comment

2020 Suzuki V-Strom 1050XT Orange and White — 2020 Suzuki V-Strom 1050XT in Orange and White. Images courtesy Suzuki.

Suzuki has announced updates for its lineup of big V-Stroms, including a nomenclature change from 1000 to 1050. The 2020 V-Strom 1050, V-Strom 1050XT and V-Strom 1050XT Adventure feature sharper styling with bold, bright paint schemes that reflect Suzuki’s historical race livery, and a few technological updates.

At the heart of each Strom is the tried-and-true 1037cc 90-degree V-twin that Suzuki says has been updated with more horsepower while still complying with worldwide emissions standards. Ride-by-wire with dual electronic throttle assemblies powers a revised traction control system with an additional ride mode (for a total of four), a new three-mode Drive Mode Selector that adjusts power delivery characteristics and the addition of Suzuki’s one-touch Easy Start System. There is also a new LCD instrument with mounting bar for a GPS and a new USB port.

2020 Suzuki V-Strom 1050 rolls on cast wheels and comes in Gray and Black.

The base V-Strom 1050 rolls on cast wheels, but the V-Strom 1050XT and 1050XT Adventure both include tubeless spoked wheels for more off-road endeavors. They also feature the Suzuki Intelligent Ride System (S.I.R.S.) with a new six-direction, three-axis IMU. The S.I.R.S. includes electronic cruise control and an updated cornering ABS and combined braking system that now includes Hill Hold Control and a Slope Dependent Control System that manages rear wheel lift when riding downhill.

Both the V-Strom 1050XT and 1050XT Adventure also come with a redesigned windscreen, hand guards and mirrors, a new height-adjustable two-piece seat, a centerstand, engine guards and more.

The 2020 V-Strom 1050XT will be available in two colors, Championship Yellow and Orange and White. The V-Strom 1050XT Adventure will be available in Glass Sparkle Black and includes quick-release aluminum panniers and heated grips. Pricing and availability on all three models is TBD.

Keep scrolling for more photos….

2020 Suzuki V-Strom 1050XT Yellow — 2020 Suzuki V-Strom 1050XT in Championship Yellow.

2020 Suzuki V-Strom 1050XT Adventure in Glass Sparkle Black.

Source: RiderMagazine.com

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Suzuki revamps V-Strom range

October 31, 2019 mcnews Leave a comment

Suzuki is tipped to unveil a revamped V-Strom range with an updated and maybe bigger engine with a cosmetic makeover to match the reborn Katana.

The company’s latest teaser video clearly shows the flagship 1037ccc model in all its glory with a squared LED headlight to reflect the more angular styling of the Katana model.

Does this mean more models in their range will follow this new design philosophy?

2019 Suzuki Katana deposits — Katana headlight

There is a clear shot of an updated tablet-style fully digital instrument panel which could mean updated connectivity and electronic wizardry.

It’s a blank screen and it looks like it doesn’t handle glare very well!

The windscreen looks taller, the seat is now split, it appears to have LED indicators, there’s an engine guard and is that a bigger fuel tank?

We also note different engine casings and a fatter exhaust pipe in the video which means they have likely updated the engine for next year’s tougher Euro5 emissions requirements.

That could also mean a bigger engine than the current 1037cc twin.

We won’t have long to wait to find out as the bike will be unveiled on Tuesday at the EICMA motorcycle showing Milan.

V-Strom 650 update?

This video only shows the flagship model, but we suspect the three 650 models will also get an update.

Why?

Because Suzuki Australia is currently offering great runout deals on both the 1000 and 650.

Check out the ride-away price bonuses:

The 250 “baby-strom” might also be in line for similar updates.

There may be some other treats from Suzuki at EICMA.

After years of teasing, Suzuki might unveil a turbo model, perhaps even a turbo Hayabusa or Katana. More likely it will be something in the mid-range engine capacity.

There will probably be a concept bike and an electric.

Some have even suggested a smaller version of the recently released Katana.

Source: MotorbikeWriter.com

Motorcycle News, News

Suzuki Announces New and Returning 2020 Motorcycles

August 29, 2019 mcnews Leave a comment

Suzuki has announced new and returning models for its 2020 motorcycle lineup. New models include the modern interpretation of the iconic Katana sportbike, which we test rode in Japan and reviewed last spring, and the V-Strom 650XT Adventure.

All other returning models for 2020 are unchanged except for colors and pricing.

Check out Rider‘s 2020 Guide to New Street Motorcycles

2020 Suzuki Katana

Based on the GSX-S1000 naked sportbike and powered by a liquid-cooled,
DOHC, 999cc in-line four that’s a modified, street-tuned version of the
GSX-R1000 K5 (2005-2008) engine, making 147 horsepower at 10,000 rpm and 80
lb-ft of torque at 9,500 rpm (claimed), the new Katana is based on the Katana
3.0 Concept created by Italian designer Rodolfo Frascoli.

Read about the history of the original, Hans Muth-designed 1981 GSX1100S Katana and the evolution of the new model in our First Ride Review. The 2020 Suzuki Katana will be available in Metallic Mystic Silver or Solid Black. Pricing starts at is $13,499 and it will be in dealerships in November.

2020 Suzuki V-Strom 650XT Adventure

Replacing the V-Strom 650XT Touring for 2020 is the V-Strom 650XT Adventure, which is equipped with tubeless spoked wheels, aluminum panniers, an accessory bar, a handlebar cross-brace, mirror extensions and a centerstand. Powered by a 645cc 90-degree V-twin, it is mechanically unchanged from the 2018 Suzuki V-Strom 650XT we last tested.

The 2020 Suzuki V-Strom XT Adventure will be available in
Pearl Vigor Blue and base MSRP is $10,399.

The rest are returning models….

2020 Suzuki Burgman 200

For 2020, the Suzuki Burgman 200 scooter is available in
Pearl Brilliant White and base MSRP is $4,999.

2020 Suzuki Boulevard C50

For 2020, the Suzuki Boulevard C50 cruiser is available in
Candy Daring Red or Glass Sparkle Black and base MSRP is $8,299.

2020 Suzuki Boulevard C50T

For 2020, the Suzuki Boulevard C50T touring cruiser is
available in Metallic Oort Gray No. 3 and base MSRP is $9,599.

2020 Suzuki Boulevard M109R B.O.S.S.

For 2020, the Suzuki Boulevard M109R B.O.S.S. muscle cruiser
is available in Pearl Glacier White/Glass Sparkle Black or Metallic Oort
Gray/Glass Sparkle Black and base MSRP is $15,199.

2020 Suzuki DR-Z400S

For 2020, the Suzuki DR-Z400S dual-sport is available in Solid
Black and base MSRP is $6,799.

2020 Suzuki DR-Z400SM

For 2020, the Suzuki DR-Z400SM supermoto is available in Solid
Iron Gray or Solid Special White No. 2 and base MSRP is $7,399.

2020 Suzuki DR200S

For 2020, the Suzuki DR200S dual-sport is available in Solid
Iron Gray and base MSRP is $4,649.

2020 Suzuki GSX-R600

For 2020, the Suzuki GSX-R600 sportbike is available in Pearl
Glacier White or Glass Sparkle Black and base MSRP is $11,399.

2020 Suzuki GSX-R750

For 2020, the Suzuki GSX-R750 sportbike is available in Pearl
Glacier White/Glass Sparkle Black or Metallic Mat Black No. 2/Glass Sparkle
Black and base MSRP is $12,499.

2020 Suzuki GSX-R1000

For 2020, the Suzuki GSX-R1000 sportbike is available in Metallic
Mat Black No. 2/Glass Sparkle Black or Pearl Glacier White/Glass Sparkle Black and
MSRP is $15,599.

Read our 2017 Suzuki GSX-R1000 First Ride Review

2020 Suzuki GSX-R1000R

For 2020, the Suzuki GSX-R1000R track-ready sportbike is
available in Metallic Triton Blue or Glass Sparkle Black/Pearl Mira Red and base
MSRP is $17,699.

2020 Suzuki GSX-S750

For 2020, the Suzuki GSX-S750 naked sportbike is available
in Metallic Mat Black No. 2 and base MSRP is $8,499.

Read our 2018 Suzuki GSX-S750 Road Test Review

2020 Suzuki GSX-S750Z ABS

For 2020, the Suzuki GSX-S750Z ABS naked sportbike is
available in Pearl Glacier White/Glass Sparkle Black with red accents and
wheels and base MSRP is $8,899.

2020 Suzuki GSX250R

For 2020, the Suzuki GSX250R entry-level sportbike is
available in Metallic Diamond Red or Pearl Glacier White/Pearl Nebular Black
and base MSRP is $4,599.

2020 Suzuki GSX250R ABS

For 2020, the Suzuki GSX250R ABS entry-level sportbike is
available in Metallic Crystal Blue/Pearl Nebular Black and base MSRP is $4,899.

2020 Suzuki Hayabusa

For 2020, the Suzuki GSX1300R Hayabusa sportbike is available in Candy Daring Red or Metallic Thunder Gray and base MSRP is $14,799.

2020 Suzuki SV650

For 2020, the Suzuki SV650 standard is available in Metallic
Mystic Silver with blue frame and wheels and base MSRP is $7,099.

Read our 2017 Suzuki SV650 First Ride Review

2020 Suzuki SV650 ABS

For 2020, the Suzuki SV650 ABS standard is available in Glass
Sparkle Black and base MSRP is $7,499.

2020 Suzuki SV650X

For 2020, the Suzuki SV650X café racer is available in Glass
Sparkle Black and base MSRP is $8,399.

2020 Suzuki V-Strom 650

For 2020, the Suzuki V-Strom 650 adventure bike is available
in Solid Iron Gray and base MSRP is $8,799.

Read our 2017 Suzuki V-Strom 650 Road Test Review

2020 Suzuki V-Strom 650XT

For 2020, the Suzuki V-Strom 650 adventure bike is available
in Glass Sparkle Black with gold accents and rims and base MSRP is $9,299.

Read our 2018 Suzuki V-Strom 650XT vs V-Strom 1000XT Comparison Review

Source: RiderMagazine.com

Motorcycle News, News

Second patent for ‘auto’ Suzuki Hayabusa

August 27, 2019 mcnews Leave a comment

Suzuki Motorcycles has filed its second patent for a major upgrade to its Hayabusa speed demon with semi-automatic transmission.

The ageing Hayabusa has only had two major upgrades in its 17-year history as the world’s fastest production motorcycles of the last century.

While many are expecting turbo or supercharger technology, the two patents so far have been for a semi-automatic transmission.

The first patent in February 2018 details how actuators will be used to control clutch engagement and the shifting of gears.

So it’s not totally automatic as riders would still need to change gears but without the need to use a clutch.

While the patent application used a drawing of a Hayabusa, it was not necessarily meant for that bike.

Second patent

However, the second patent describes the gear position sensor, confirming that it is destined for the Hayabusa.

The rest of the drawings show the bike much as it is now which means it could probably be powered by the same 1340cc in-line four-cylinder engine with 148kW of power.

However, there is talk of a 1400cc version and possibly forced induction.

Suzuki president Toshihiro Suzuki has confirmed that Suzuki engineers are working on the new bike, but has not said when it would be due.

He says it will follow the same style, but gain several electronic riding aids.

There is not much they can do with the styling as the bike was designed to be aerodynamically stable at high speeds.

It was apparently designed on paper by aerodynamic experts, but not tested in a wind tunnel until several years later when it was confirmed the aero theories actually worked.

So when it was updated in 2008 and 2017, there was no need to change the shape.

Auto push

The push toward automatics and semi-auto transmission is gaining momentum.

While most automatic two-wheelers are scooters with CVT, there is a growing list of motorcycles with auto or semi-auto clutchless transmissions.

Honda leads the way with its dual-clutch transmission in the Africa Twin, NC700X, CTX700, VFR1200X and NM4 Vultus.

Aprilia also has the automatic Mana 850 GT and even MV Agusta has a semi-automatic Rekluse clutch in its Turismo Veloce 800 Lusso SCS.

MV Agusta Turismo Veloce 800 Lusso practical — MBW rides the Turismo Veloce 800 Lusso SCS

Husqvarna is also offering an aftermarket automatic Rekluse X clutch option to upgrade their Vitpilen 401 and Svartpilen 401.

And many electric motorcycles are virtually automatic because the electric motor can be used as a direct-drive unit. It is similar to turning up the volume on an amplifier or turning up the “suck” on your vacuum cleaner.

Harley-Davidson employs this drive on their LiveWire electric motorcycle.

We have also heard unconfirmed reports that Harley has invested in American clutch company Rekluse which makes aftermarket auto clutches for Harleys.

Source: MotorbikeWriter.com

Motorcycle News, News

Retrospective: 1983 Suzuki XN85 Turbo

August 21, 2019 mcnews Leave a comment

1983 Suzuki XN85D Turbo. Owner: Cliff Schoening, Bremerton, Washington.

It would be entertaining to find out how much this little turbo cost Suzuki, as in development and manufacturing expenses versus sales. Probably it was a heckuva lot. In the very early 1980s turbo-mania was in the air, and Honda and Yamaha were the first out, with the four Japanese manufacturers prone to following one another.

Remember the Universal Japanese Motorcycle? Four cylinders in line, preferably with an overhead camshaft or two. Well, this was the turbo version, and while Honda used the OHV V-twin CX500 for its turbo, the rest were UJMs. In 1981 Suzuki came out with two 650cc UJMs, the chain-driven sporty E and the shaft-drive commuter G. Similar, but different. And Suzuki realized that this two-valve (per cylinder) motor was rapidly becoming obsolete, replaced by the four-valver. So how could it get a little more use from the powerplant? Put it in the Turbo!

For the Turbo the engineers took the G’s one-piece forged crankshaft running on plain bearings, instead of the E’s roller bearings. Apparently plain bearings are smoother running. But the three 650s all had those two-valve heads, and twin overhead camshafts, that are the pretty much the same. However, everything on the Turbo’s engine, from connecting rods to cylinder studs, was strengthened.

Amusingly, when looking at the magazine spec sheets for all three bikes one notes that they all have a bore and stroke of 65 x 55.8, but the E and G are said to have 674cc capacity, while the Turbo is 673cc. The wonders of finite numbers. And copy editing.

After Honda and Yamaha began working on their turbos, probably a little corporate spying was going on. I can see the Suzuki marketing types charging into the CEO’s office and demanding that a turbo be built. Maybe somebody ran it past the financial department, maybe not. The XN85 appeared less than a year after the others, but more work had gone into the project, as it was truly a semi-new machine, excepting the reworked motor.

As anybody who wrote a Ph.D. thesis on Japanese turbocharged motorcycles knows, that funny XN85 alpha-numeration came from Suzuki’s claim that the turbo 673cc put out 85 horsepower – which it might have, at the crankshaft. Fair enough, but the real world was more interested in what happened at the rear wheel, where a dyno measured 71 horses at 8,000 rpm. And close to 50 lb-ft of torque at 6,500 rpm. Which was quite respectable, and a lightweight rider might sneak into the 11s in the popular quarter-mile drags. The flow of air and a big oil cooler, with more than three quarts of oil in the system, kept the engine heat under control. A new aspect of the cooling system was the forcible spray of oil on the bottom of the pistons, quite useful in keeping these little round things intact.

The IHI (Ishikawajima-Harima Industries) turbo was mounted close to the electronic fuel injectors, which were just beyond the butterfly valve, and the blast of pressurized air would jam that fuel right into those combustion chambers. Where, in the interests of longevity, the compression ratios had been drastically lowered, from the 9.5:1 of the E and G to 7.4:1. The turbo had a non-adjustable pressure gauge and when the boost went over 9.6 psi the waste gate would open. The electronic ignition also had an ability to read boost pressures, retarding timing as the boost mounted. And should that waste gate get stuck, the ignition could deal with that as well. Pretty smart device. When the turbo began to intrude around 5,000 rpm, the lag was noticeable, but less than on the competition.

The real trick with this XN85 was not so much the engine, but the chassis. The main frame was a round-tube double-cradle affair, with a triangulated backbone running to the steering head. Up front was a 37mm Kayaba fork, with anti-dive and air-adjustability, providing 5.5 inches of travel. Rake was a conservative 27 degrees, with trail of 3.9 inches. The fork connected to a 16-inch front wheel – which surprised many. Sixteen inches?! That was racing stuff. But even with a pretty lengthy 58.7 inches between axles, the bike handled extremely well. Probably helped along by the Full-Floater rear suspension, using an aluminum swingarm with caged needle bearings, the single Kayaba shock having remote hydraulic preload adjustment. And 4.1 inches of travel.

The front wheel was endowed with a pair of 10-inch discs and single-piston calipers, while the rear wheel, a 17-incher, had an 11-inch disc with a single-piston caliper. They sound a bit iffy when compared to today’s GSX-R650 with radially mounted monoblock brakes, but the XN85 is 36 years in the past.

The half fairing looked great, and did a good job of protecting the rider if he wished to exceed the government-mandated 55-mph speed limit. The seat, 30.5 inches above the ground, was comfy, and the flat handlebar allowed for a cheerful 200-mile range – which was about what the five-gallon tank allowed. The fairing did disguise the fact that a modified version of the Ram Air System served to help cool the cylinders; the new design did not look at all like the RAS on the two-stroke triples in the 1970s.

Somehow the Turbo’s curb weight had shot up 70 pounds over the previous E model, weighing in at 550 pounds.

According to numbers found on the Internet, the factory produced only 1,153 of these turbos from 1983 to 1985, of which 300 in the first batch came to the United States. And sold at $4,700. A good reason for that was the third iteration of Suzuki’s normally-aspirated 750 four, which also came out in 1983, now with four valves per cylinder and Full-Floater rear suspension. It put out 72 horsepower at the rear wheel, weighed 30 pounds less than the Turbo and cost a mere $3,500. Talk about trumping your own ace!

Obviously the remaining 853 turbos were sold in motorcycling hotspots like Mongolia and Libya, in case you are looking for a used one.

Source: RiderMagazine.com

Motorcycle News, News

Suzuki offer Katana-themed Arai helmet

August 15, 2019 mcnews Leave a comment

Suzuki Australia must have over-estimated demand for its new Katana as they are now selling the themed Arai helmet that was included with advanced orders.

All customers who ordered the new Katana online before the delivery date of 8 September 2019 also received a Katana-themed Arai QV-Pro helmet, valued at $995, with their bike delivery.

They say about 60 Katanas were sold before the first delivery of about 90.

We are not sure how many of these limited-edition Katana themed helmets are available through the Suzuki dealer network, but it seems they fell short of their demand in orders for the bike.

Click here for our full Katana review and watch and listen to the bike in action in this video.

Katana Arai helmet specs

Price: $995
Based on Arai QV-Pro helmet
Hand crafted in Japan and inspected five times by an Arai engineer
PB-CLC outer shell in multiple sizes
Optimised Free Flow System ventilation
Variable Axis System visor
PinLock insert included
Shield latch visor lock system
Antimicrobial liner material
Replaceable, washable interior
5mm “Peel Away” ear cups, cheek pads and temple pad
Speaker pockets
Breath guard and chin curtain included
Emergency Release System
Double D ring closure
ECE 22.05 approved
Penetration tested
Available sizes: small, medium and large.

Source: MotorbikeWriter.com

The Speed Demon – Honda CB650R

The Distinguished Gentleman – Kawasaki W800 Cafe

The Cool Kid – Suzuki SV650X

The Choice

2019 Honda CB650R Specs

2019 Kawasaki W800 Cafe Specs

2019 Suzuki SV650X Specs

1440cc donk

Third patent

Serious about turbocharging

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2020 Suzuki DR-Z400SM

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2020 Suzuki GSX-R600

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2020 Suzuki GSX-R1000

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2020 Suzuki GSX-S750

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Second patent

Auto push

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