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New products: Kawasaki and Suzuki

The first look

Kawasaki and Suzuki are giving you a first look at the new 2009 motorcycles very early this year, even before the Intermot in Cologne, which starts on October 8th.

The first look at the new one GSX-R 1000 pull the silencers towards them. They are reminiscent of the titanium damper of the K5 and K6 models, which – initially criticized – became a welcome characteristic of the best Gixxers in the eight-year history of the model. Except that with the latest generation in the age of Euro 3 and over 185 hp, there have to be two. The information "over 185 hp" is a pure assumption of the author, as Suzuki did not provide any performance data at the time of going to press. However, a few inconspicuous digits in the technical data make this assumption very likely. The new 1000cc four-cylinder bore 1.1 millimeters more bore than the old one, while the stroke was shortened by 1.7 millimeters. This creates a little more space for larger valves and reserves for higher speeds, thus the prerequisite for even higher performance. The compression, which has increased by 0.3 points to 12.8 to one, also points in this direction. It goes without saying that you don’t make such changes in order to end up with the same performance as the current model, namely 185 hp.

Apart from shortening the wheelbase by ten millimeters, there are no changes on the chassis side, but the look of the new GSX-R 1000 clearly stands out from its predecessor. Nevertheless, the family resemblance is preserved. Similar to the 750, the headlight of the new 1000 now extends over almost the entire width of the fairing front, but the flanks have become more flat; the airy side panels in the shape of a stylized X are reserved for the 600 and 750 series. As the only Japanese manufacturer, Suzuki is represented in the 78 hp middle class with a two- and a four-cylinder and is now modernizing the SV 650 after the Bandit. SFV 650 is the name of the new machine with the familiar V2; it received a new chassis and was completely redesigned. Instead of the cast aluminum frame, the Suzuki engineers chose a hybrid construction with a cast part that accommodates the swing arm mounting and the rear engine mount, as well as a steel tubular structure for the front section. Similar to the design that MV introduced in the first F4 and which is used by Aprilia in the Shiver and Dorsoduro and by Ducati in the Monster 696. The design of the tank also goes a long way in the direction of monsters. In general, the SFV 650 with its round shapes and flowing lines turns radically away from the angular design of the SV.

The third Suzuki novelty is a cruiser, the VZ 1500. It fills the gap between the M-800 and M-1800 models. Their styling is strongly based on the M 1800 R, the V2 follows a completely different philosophy. Long-stroke instead of short-stroke and with only one overhead camshaft per cylinder, it dispenses with the high-tech features of the 1800. Even before the presentation of the Suzuki SFV 650, Kawasaki showed its direct competition, the ER-6n and ER-6f, which have been revised for the coming year. Kawasaki does not yet reveal what has changed; interested parties will have to be content with studying visible differences. They are particularly evident in the area of ​​the headlight, both on the bare ER-6n and on the fully disguised f. The former has a striking headlight that is framed by a no less striking mask. The second looks at least in the area of ​​the fairing dome like the also newly presented super athlete ZX-6R.

New products: Kawasaki

The fact that it was one of Kawasaki’s stated goals to give the two ER-6 variants a more elegant look is evident when looking at the newly designed swing arm. Chain tensioners and rear axle carriers have a higher quality than before. When the high-resolution photos were greatly enlarged, a pitted weld seam was revealed here and there, but there is still time to train the robot before series production begins. A thick rubber pad on the footrests indicates that the driver should be better isolated from engine vibrations. Thanks to the balancer shaft, the 650 in-line twin-cylinder is already quite cultivated. With the upcoming revision of the ZX-6R, slimming had to be the focus. After all, the weight difference to the Honda CBR 600 RR was 17 kilograms in the end. How close the 2009 ZX-6R comes to this reference is still in the stars, after all, a comparison with the predecessor reveals numerous differences. The frame was changed at least in the connection area of ​​the rear frame, and the swing arm is now made entirely of welded cast parts. Instead of pulling the rear silencer under the rear, Kawasaki simply lets the short, tri-oval structure protrude on the right side.

Removed from its function as an exhaust support, the rear section of the ZX-6R is shorter and narrower, in a word more delicate, the front section also appears less bulky thanks to larger headlight covers and a larger, black air inlet. The cladding flanks are also more perforated, presumably in favor of better cooling air removal. After the surprising success of the Ninja 250 R at the end of the season, Kawasaki has apparently found a taste for the quarter-liter motorcycles and is bringing the KLX 250 M to Germany, a derivative of the KLX 250 S, which is available in the USA for $ 4900 (about 3360 Euro) is offered. The engine is based on the well-known KLX-300 units, but was equipped with injection and an electric starter. As in the USA, it should be good for just under 25 hp. The USA is certainly also the most important address of three new cruisers, the VN 1700 Classic, the Classic Tourer and the Voyager. Like a veritable Harley-Davidson Electra Glide, it wears a mighty front panel with a whole battery of headlights and is the only one of the three to have a composite brake with variable brake force distribution and ABS. Incidentally, the 1700 V2 is not simply a drilled out 1600, but a combination of the VN 2000 engine with semi-dry sump lubrication and the cylinder head construction of the VN 1600.

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