Innovations 2006

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Innovations 2006
Kawasaki

Innovations 2006

Collected Works

Sensational innovations are coming to light these days, from the 1400cc big bike to the motorcycle airbag ?? MOTORRAD has collected the latest works from Japanese and European manufacturers to provide up-to-date and exclusive coverage.

Only one person has dared so far, of all people. As the only Japanese manufacturer, Kawasaki has accepted the European challenge in the form of the BMW K 1200 S and redesigned a powerful big bike. It should be called ZZR 1400, its imposing and modern design and the numerical part of this name are a powerful announcement. The fact that Kawasaki has officially announced that it does not want to break the 200 HP limit (see MOTORRAD 18/2005) leaves the possibility of 199 HP open. In fact, the performance of the 1400s should level out between this provocative number and the power of the current ZX-12R, at 192 hp. As has recently been the case with all manufacturers-
Learning emphasizes that there should no longer be any high performance that is not as gentle as possible
and predictably unfolded; According to a Kawasaki spokesman, the ZZR engine has been carefully tuned following this trend. However, there are no electronic slip controls. “There are
we’re conservative, we do that with a broad torque plateau and good engine manners. «To which two balance shafts also contribute conventionally mechanically. When braking, however, the electronics can help if required; the 1400 is optionally available with ABS.
Kawa chose only for one reason-
saki is the abbreviation ZZR for the new one: it is given a similarly prominent position as the ZZ-R 1100. The exhaust system is to be understood as a reminiscence of this legend. But in terms of weight, the modern ZZR plays in a different league, which almost forbids comparison with the earlier 270 kilo chunk. Even with ABS, it will be lighter than a BMW K 1200 S, which weighs 254 kilograms, and only slightly heavier than the ZX-12R, which weighs 250 kilograms. Kawasaki’s new flagship adopts the principle of the cast aluminum monocoque frame from the ZX-12R, but it has been completely redesigned and contributes to that
Keeping your motorcycle slim? in relation to the displacement. In order to promote both handiness and driving stability, the wheelbase is between the values ​​of the ZZR 1200 and the ZX-12R. All in all, it is still a thin rivulet of information, which is clearly going in one direction: The ZZR 1400 is not intended to be a monster, but an active big bike, the power of which primarily serves the serenity of the rider.
The Honda Gold Wing ?? is entirely dedicated to serenity. it leans with weighty dignity in curves, otherwise it prefers to drive straight ahead. Which does not rule out the risk that your automobile blind fliers or other hard objects get in the way. To reduce the risk of injury in the event of a collision, Honda was the first motorcycle manufacturer
brought an airbag to series production. After ten years of development.
Four sensors in the fork measure the deceleration in the event of a crash, a computer makes a quick decision, and within 0.06 seconds a 150-liter volume unfolds in the event of a crash-
too huge airbag. This size is necessary, because initial considerations, the driver using an airbag only to fly over
An obstacle has become obsolete due to the height of potential opponents (vans and pick-ups). That is why Honda relies on reducing the impact energy as far as possible. During the test, for which a motorcyclist dummy was developed, the airbag was able to prevent the dummy head from hitting the car in the event of a frontal collision at 50 km / h.
The airbag and its peripherals weigh around ten kilograms. He is hiding in the console from the driver? where the tank sits on most motorcycles. For this reason alone, but also because it has to be tailored to the seating position, it cannot simply be adopted for other models.
Apart from the airbag ?? optionally available from mid-2006 ?? The Gold Wing was slightly modeled: With improved exhaust gas cleaning, it should undercut the limit values ​​of the Euro 3 standard by almost half. The alternator became lighter, smoother and more powerful; the cruise control can now also be switched off with the throttle grip. A new, optional comfort package includes six-stage grip heating, seat heating that can be regulated independently for the driver and passenger, and a new heating and ventilation system. Prices were not yet known at the time of going to press; all manufacturers are holding back.
Economical facelift for the V4 classic from Honda, the touring VFR: There is a new color and clear glass indicators, in addition, the field between the headlights is no longer painted black, but the panel color, and the exhaust covers are matt instead of glossy. On the engine, the technicians took on the V-Tec system, which switches back and forth between two- and four-valve operation in order to generate a lot of torque in the middle range and a decent peak performance. Because it always used a little hard, it is already activating
at 6600 instead of 6800 rpm the additional valves. The change back takes place later, namely only when the engine speed drops to 6100 rpm. According to the Japanese, this brings smoother transitions.
Honda has further developed the design and technology of the CBR 1000 RR Fireblade more drastically. The cladding front received a small notch between
the more delicate headlights that show the side panels of the fairing
rounder lines. And the swing arm is now wrapped in restrained black like the frame.
Thanks to fine work on the inlet and outlet channels, higher compression and the release of higher speeds of up to 12200 rpm, the performance is compared to the drive-
werk increased significantly from 2004, according to the press release. The factory specification, however, shows only 0.4 kW more, 126.4 kW
throughout. Maybe there is a similar one
The procedure behind it was the same as in 2002, when the Fireblade engine nominally only gained two, but a good nine hp on the test bench,
because the information for the previous model was too optimistic. In short: the new Blade should be closer to catalog performance than its predecessor.
To ensure reliability in spite of increased engine speeds, the four-cylinder got new double valve springs for the intake valves. The crankshaft was redesigned and cast from a stronger alloy. Honda tries to smooth the load change behavior traditionally somewhat hackneyed with the Fireblades by changing the programming of the injection and a revised sprocket carrier. Incidentally, there is a larger sprocket mounted there, so the 2006 model has a shorter gear ratio and therefore livelier to start with. But not slower because of the higher maximum speed. Last but not least, Honda has around one kilogram on the engine and its peripherals, for example with a slimmer radiator and new hoses
Saved weight.
Since the chassis could not be left out, especially since several copies of the top athlete attracted attention with a bitchy fork flutter. This phenomenon and possible countermeasures are not mentioned in the info text, but the many small changes give hope that the flutter will end. So the steering head angle became a little steeper, the caster
slightly shorter, also swing arm and
Wheelbase. Clearly against the trend with the other new 1000s, but with
the tendency towards increased handiness.
Detailed photos of the stripped motorcycle also suggest that the frame in the front part and in the area of ​​the engine mounts has also been modified. Under no circumstances should be forgotten, but only briefly mentioned here is the competition crosser CRF 250 R. A driving report about it will appear in the next MOTORRAD. And the scrutinizing look at
the adjacent photos of a wide one-
A ren, admittedly still camouflaged Honda model filters interesting information.
Triumph ?? this knowledge is consolidated? has found its purpose: building three-cylinder. And for the coming year even in the super sporty middle class, where the English manufacturer had previously wanted to heat the Japanese with 600 and 650 four-cylinder engines, but mainly burned their fingers. A 675 three-cylinder should now fix it,
the chances are good. Because the English super athlete is an extremely slim, dynamic engine-
rad, it promises to be breathtakingly light with a dry weight of 165 kilograms. Projected, this should result in an empty weight with all liquids including 17.4 liters of gasoline of less than 187 kilograms ?? a clear indication of a real lighter.
The short-stroke triple is ascribed 125 hp at 12500 rpm, and this maximum power speed indicates that it is hardly likely to work with existing three-cylinder Triumph engines
has something in common. Because the housing construction of the 955 with the cantilevered cast bridges to accommodate the crankshaft bearings would hardly allow such speeds. Not even converted to the smaller displacement, which per se enables higher speeds with a similar bore-to-stroke ratio. The prognosis is therefore daring: This mid-range three-cylinder will form the basis for very hot 1000-series engines in the medium term. And promises an intoxicating sound experience in the Daytona 675 for the near future. The last three-cylinder sound in this speed range came from the legendary 500cc factory machines from MV Agusta in the 70s.
In recent years, it has also become a little quieter about a special two-cylinder sound, the beat of a 60-degree V2, as has been typical for Aprilia since the presentation of the first RSV mille. It is all the more gratifying that a comprehensively renewed Tuono is due for 2006. So far the Tuonos have formed the after-
hat the “old” frame and the “old” engine, while the super sporty ones
RSV 1000 R already on the frame
with the strikingly profiled aluminum bridges and a performance-enhanced motor
had been switched. Which in the vote so far the last fine-
touches miss and a mountain and-
Valley performance curve shows. It is not unrealistic to hope that the Aprilia engineers have used the two years since the RSV 1000 appeared and wiped out various torque loops.
In any case, the designers have dared to use lines that can only be created in Italy. Angular,
brave, provocative, but anything but repulsive. The cool and technical-looking Aprilia-V2, which has absolutely nothing to do with cooling rib romance, fits into this outfit better than ever. In any case, he no longer looks as if his disguise had suddenly been torn from him.
Which does not mean anything against the romance of the cooling fins. But it just doesn’t suit some motorcycle manufacturers and their image. It goes well with Suzuki. More about that later, first a few words about the water-cooled four-cylinder of the GSX-R series. This will be how
it’s a good custom at Suzuki, modernized down; for 2006 enrich a new GSX-R 600 and GSX-R 750 the program. You read that right, the GSX-R 750 stays with it. It even sold more frequently than the GSX-R 600 during its last model cycle. »The 750 has many fans among experienced pilots. You get the ideal level of performance for significantly less money than with the 1000. Enough to be really fast, but not so much that they are overwhelmed, ”says Suzuki Sales Manager Bert Poensgen.
He keeps up with information about technology
overcast, a look at the photos reveals the extensive orientation on the GSX-R 1000. From the petite rear to the tri-oval rear silencer. In the “small” GSX-R models, like the rest of the exhaust system, it will no longer be made of titanium. The air inlets on the front of the cladding are emphasized as black fields in a blue and white environment. It remains to be hoped that the new Suzukis are just as finely tuned as the 1000s, and that the power output in tight bends is smooth and smooth.
And now to the cooling fins and thus to the new Suzuki Bandit 1200. It remains true to itself. Bore and stroke are unchanged-
changes, as does the carburetor battery. The swing arm, the wheels and the fork sliding tubes are slightly modified. What
concerns the external form, it occurs
slightly angular shaped tank, the seat is now divided into two parts and height adjustable. It ends in a strikingly tapered rear fairing. Front ge-
There is a minimalist instrument cover, and the triangle between the upper and lower bars of the frame and the steering head has small covers. Another striking feature is the newly shaped fender, which corresponds particularly well with the waisted half-shell of the S version.
And since the subject is air-cooled,
finned engines is still up to date, to finish off with a look at one
the most beautiful Ducatis, the Monster S2R 1000. As the name suggests, it is
is a combination of the chassis
the 800-S2R with the double kick-
deten 1000 two-valve engine, one of the
best highway engines ever. In line with the performance upgrade, the equipment has been upgraded; instead of the double-piston floating calipers, four-piston fixed calipers are used, and the fork is fully adjustable. However, what remains is also very important: the chic red paintwork with the asymmetrical white stripe.

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Innovations 2006

Innovations 2006
Collected Works

Technical data: KAWASAKI ZZR 1400

Engine: four-cylinder in-line engine, four valves per cylinder, two balance shafts, injection, six-speed gearbox. Power: around 192 hp. Chassis: Monocoque frame made of cast aluminum, double disc brake at the front, four-piston fixed calipers, radially bolted, disc brake at the rear. Weight with a full tank: approx. 252 kg. Price: n / a.

Technical data: HONDA GOLD WING

Engine: six-cylinder boxer engine, two
Valves per cylinder, injection, five-speed gearbox, cardan drive. Bore x stroke: 74.0 x 71.0 mm. Displacement: 1832 cm3. Compression: 9.8. Power: 118 hp at 5500 /
min. Torque: 167 Nm at 4000 rpm. Chassis: Aluminum bridge frame, double disc brake at the front, Ø 296 mm, three-piston calipers, rear disc brake, Ø 316 mm, three-piston caliper, ABS / dual CBS. Wheelbase 1690 mm, seat height 740 mm, tires front / rear 130 / 70-18; 180 / 60-16. Weight without accessories: from 402 kg. Price: n / a.

Technical data: HONDA VFR

Engine: four-cylinder V-engine, four valves per cylinder, V-tec, injection. Bore x stroke: 72.0 x 48.0 mm. Displacement: 782 cm3. Compression: 11.6. Output: 80 kW (109 PS) at 10500 rpm. Torque:
80 Nm at 8750 rpm. Chassis: aluminum bridge frame, double disc brake at the front, Ø 296 mm, three-piston floating calipers, rear disc brake, Ø 256 mm, three-piston floating caliper, ABS / dual CBS. Steering head angle 64.5 degrees, caster 95 mm, tires front / rear 120/70 ZR 17; 180/50 ZR 17.Weight with a full tank: 244 kg. Price: k. A..

Technical data: HONDA FIREBLADE

Engine: four-cylinder in-line engine, four
Valves per cylinder, injection, six-
gearbox. Bore x stroke: 75.0 x 56.5 mm. Displacement: 998 cm3. Compression: 12.2.
Output: 126.4 kW (172 hp) at 11250 rpm. Torque: 114.5 Nm at 10000 rpm.
Chassis: aluminum bridge frame, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper. Steering head angle 66.5 degrees, caster 100 mm, front tires /
rear 120/70 ZR 17; 180/55 ZR 17.Weight with a full tank: 203 kg. Price: n / a.

Technical data: TRIUMPH DAYTONA 675

Engine: three-cylinder in-line engine, four valves per cylinder, injection, six-speed gearbox. Bore x stroke: 74.0 x 52.3 mm. Displacement: 675 cm3. Compression: 12.7. Power: 92 kW
(125 hp) at 12500 rpm. Torque: 72 Nm at 11750 rpm. Chassis: aluminum bridge frame, double disc brake at the front, Ø 308 mm, four-piston fixed callipers, disc brake at the rear,
Ø 220 mm, single-piston floating caliper. Steering head angle 66.5 degrees, caster 87 mm, tires front / rear 120/70 ZR 17; 180/55 ZR 17.Weight with a full tank: approx. 186 kg. Price: n / a.

Technical data: APRILIA TUONO 1000 R

Engine: two-cylinder 60-degree V-engine, four valves per cylinder, injection, six-speed gearbox. Bore x stroke: 97.0 x 67.5 mm. Displacement: 998 cm3. Compression: 11.8. Output: 98 kW (133 hp) at 9500 rpm. Torque: 102 Nm at 8750 rpm.
Chassis: aluminum bridge frame, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, two-piston fixed caliper. Steering head angle 65 degrees, caster 104 mm,
Front / rear tires 120 / 70-17; 190 / 50-17. Dry weight: 185 kg. Price: n / a.

Technical data: SUZUKI GSX-R 750

Engine: four-cylinder in-line engine, four valves per cylinder, injection, Ø 42 mm, six-speed gearbox. Bore x stroke: 70.0 x 48.7 mm. Displacement: 749 cm3. Compression: N / A Performance: n / a Chassis: aluminum bridge frame, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, single-piston floating caliper. Wheelbase 1400 mm, steering head angle n / a, caster n / a, front / rear tires 120/70 ZR 17; 180/55 ZR 17. Weight: not specified Price: n / a.

Technical data: SUZUKI GSX-R 600

Engine: four-cylinder in-line engine, four valves per cylinder, injection, Ø 40 mm,
Six-speed gearbox. Bore x stroke: 67.0 x 42.5 mm. Displacement: 599 cm3. Compression: N / A Performance: n / a Chassis: aluminum bridge frame, double disc brake at the front, Ø 310 mm,
Four-piston fixed calipers, rear disc brake, Ø 220 mm, single-piston floating caliper.
Wheelbase 1400 mm, steering head angle n / a, caster n / a, front / rear tires 120/70 ZR 17; 180/55 ZR 17. Weight: not specified Price: n / a.

Technical data: SUZUKI BANDIT 1200 / S

Engine: four-cylinder in-line engine, four
Valves per cylinder, constant pressure carburetor,
Ø 36 mm, five-speed gearbox. Bore x stroke: 79.0 x 59.0 mm. Displacement: 1157 cm3. Compression: N / A Performance: n / a Chassis: Dop-
pel-loop steel frame, double discs-
Front brake, Ø 310 mm, four-piston fixed calipers, rear disc brake, Ø 240 mm, single-piston floating caliper. Wheelbase 1480 mm, steering head angle n / a, caster n / a, adjustable seat height 785/805 mm, front / rear tires 120/60 ZR 17; 180/55 ZR 17.
Dry weight: 212 kg / 215 kg. Price: n / a.

Technical data: DUCATI MONSTER S2R 1000

Engine: two-cylinder 90-degree V-engine, two valves per cylinder, injection, Ø 45 mm, six-speed gearbox. Bore x stroke: 94.0 x 71.5 mm, displacement: 992 cm3, compression: 10.0. Output: 69.9 kW (95 hp) at 7750 rpm. Torque: 99.1 Nm at 5000 rpm. Chassis: Steel tubular space frame, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 245 mm, two-piston fixed caliper. Wheelbase 1462 mm, steering head angle 66 degrees,
Trail 130 mm, tires front / rear 120/70 ZR 17; 180/55 ZR 17. Weight dry: 178 kg. Price: n / a.

HONDA CBF 1000 S

Wipe ?? but not gone. The photographer captured the black motorcycle in the picture,
that wiped past him. In the right feeling,
to have seen something unknown. The engine is unmistakably Honda, the styling resembles a modernized CBF 600 S. Only a close examination shows that no 600 is running here. Details such as the inclined sealing surface of the oil pan, the side oil filter and the water-flushed oil cooler point to the 1000cc four-cylinder of the Fireblade.
A small sensation, as many had suspected that Honda would choose the Hornet 918 engine for the big CBF. Nevertheless, it is hardly to be expected that the CBF 1000 will compete with the recently presented Yamaha FZ1 or the Kawasaki Z 1000. Other details speak against this, for example the conventional fork, which is apparently not adjustable. Or the simple rear wheel suspension with a directly hinged strut. In addition, CBF stands for simple technology at an affordable price. In relation to the 600, the 1000 CBF should come with around 110 hp and a characteristic trimmed for a lot of torque. ABS owns them too; the sensor rim in the front wheel can be clearly seen. The elongated shape of the brake calipers even suggests that they are the three-piston floating calipers that are typical for the combination of ABS and composite brakes.

SUZUKI GSR 600

The art of showing something and not giving anything away? Suzuki practices them masterfully with the sketches shown here. What the motorcycle world has known for years as the B-King, with the mighty, turbo-charged 1300 four-cylinder of the Hayabusa, will actually appear in a modified form as the 600. This rumor has been around for a long time and has been confirmed with the two drawings plus the model name GSR 600. So that’s about the final execution
but hardly said anything. After all, the 600 series with the strong streetfighter echoes, which is intended to conquer the Italian, Spanish and French markets in particular, has an elaborate rear swing arm with upper covers. Such details exclude cheap solutions with square tube swing arms,
as recently published as a computer drawing in Japanese magazines. Also worth seeing is the rear with the underseat exhausts and their beveled mouths as well as the curve of the frame profiles. But the 600 will almost certainly not have tires that are as thick as on
the impressive front view. What will benefit the driving pleasure. In relation to the tire width, the motorcycle should therefore be proportioned somewhat narrower than on the drawing. Final information on this in MOTORRAD 21/2005.

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